The public wanted to know why a ship that should have been seaworthy for decades sank after only 12 years in service.
There were only 64 survivors, and only one of them was a woman (despite there being 600 aboard). Throughout Senegal the public outrage and demand from the press led to a public inquiry by the government. The public wanted to know why a ship that should have been seaworthy for decades sank after only 12 years in service. Accusations flew as to whether those running the ferry had only performed as little maintenance on her as they could get away with. The inquiry was closed after only a year, having reached conclusions that were unsatisfying to many. Payouts were offered to families of the victims, the Prime Minister and much of her cabinet were sacked, but there were no prosecutions, no formal charges and no legal liability established. The government effectively claimed the disaster was an act of God. It became a political football in Senegal’s next elections.
Nationals from many different countries were counted amongst the dead, including numerous African countries, Lebanon, Spain, Norway, Belgium, the Netherlands and France. As a consequence, the French courts also launched their own inquiry, to the ire of many people in Senegal. It indicted many people at high level for the delay in mounting a rescue that could have saved hundreds more lives.
Beyond a few headlines in the immediate aftermath of the disaster, this was the most attention Le Joola received from the Western world. It was certainly more than the Kiangya, the Doña Paz or the Neptune had received. All three recent disasters happened in less developed parts of the world, which lack the stringent regulation of maritime industry as is in place in Europe and the United States. Perhaps, then, these are not major news stories because it is not considered surprising that catastrophes of this magnitude will occur sooner or later. More surprising – and therefore more worthy of headlines – is when ships sink in the West, despite the strictest of safety standards, regardless of loss of life. Only 32 people died when the Costa Concordia liner ran aground in January 2012, for example, but it dominated headlines for weeks, precisely because it was so unlikely. It is even more unlikely that a maritime disaster will occur in the West on the scale of Le Joola, let alone the Wilhelm Gustloff, in the future. The worst maritime disasters will still be happening elsewhere, largely ignored, and quickly forgotten.
By the Same Author
Don’t Shoot the Albatross! Nautical Myths and Superstitions 978-1-4081-3131-2
Exploring the lore of the sea in an entertaining way, this informative bunkside read is full of odd ideas from all over the world that have survived the centuries.
How to Snog a Hagfish! Disgusting Things in the Sea 978-1-4081-4042-0
From fish that eat dead skin to jellyfish with tentacles as long as a train carriage, this book explores the most bizarre, the most disgusting and the most fascinating creatures that inhabit the oceans.
Published by Adlard Coles Nautical
an imprint of Bloomsbury Publishing Plc
50 Bedford Square, London WC1B 3DP
www.adlardcoles.com
Copyright © Jonathan Eyers 2013
First edition published 2013
ISBN 978-1-4081-5894-4
ePub: 978-1-4081-5893-7
ePDF: 978-1-4081-5892-0
All rights reserved. No part of this publication may be reproduced in any form or by any means – graphic, electronic or mechanical, including photocopying, recording, taping or information storage and retrieval systems – without the prior permission in writing of the publishers.
The right of the author to be identified as the author of this work has been asserted by him in accordance with the Copyright, Designs and Patents Act, 1988.
A CIP catalogue record for this book is available from the British Library.
Note: while all reasonable care has been taken in the publication of this book, the publisher takes no responsibility for the use of the methods or products described in the book.
Final Voyage Page 16
