The paper "Human Factors Accident Classification System" is an engrossing example of coursework on management. This report explains the Atilio Levoli accident that occurred on Lymington Banks in the West Solent South Coast of England on June 3, 2004. The vessel was on its way to Barcelona when the accident took place. This is when double-hulled chemical tanker Attilio Levoli ran aground. This made the vessel to suffer bottom plate indentation forward with no hull penetration. There was nobody on the board that was injured and no pollution that occurred. Various Accident causation models have evolved and changed with time.
Various earliest models focused on individual accident – proneness without incorporating extra-personal factors. One such early theory includes Heinrich’ s original domino theory of accident modeling. Other theories are P-theory according to Benner and Swiss-Cheese model of Accident Causation by Reason. The later has revolutionized common views of accident causation. This has led to the development of other schemes like the Human Factors Accident Classification Scheme (HFACS). HFACS was developed originally from data from the military (U. S. Air Force Safety Center and U. S.
Army Safety Center) and civilian organizations (Federal Aviation Administration and National Transportation Safety Board). They are various levels of HFACS that include Unsafe Acts, Pre-Conditions for Unsafe Acts, Organizational Influences, and Unsafe Supervision that follow from Reason’ s (1997) layers of ‘ Swiss-cheese’ . The key purpose of investigating the accident is to determine the causes as well as circumstances in order to improve life safety at sea as well as avoid the occurrence of such accidents in the future. Human Factors Accident Classification System (HFACS) and Attilio Level Vessel specifications Attilio Levoli was the oil/chemical, IMO Type II tanker made in 1995 at Ancona, Italy.
It has no cargo tank that is in contact with the outer shell plating, it has a J shaped ballast tanks surrounding the cargo tanks. It was operated and owned by Marnavi S. p.A. which is an Italian company. Her classification society is Registro Italiano Navale and Bureau Veritas which is a dual classification. She was registered in Italy and manned by 16 crews of various nationalities with its port of registry being Naples. The 16 crews included Italians, a Russian chief officer and Ukrainian second officer, fitter, and first engineer.
Her compliment included one engineer cadet and one deck cadet. Attilio Ievoli was made of steel with an overall length of 115.5m, as load draft of 6.5m aft, and a gross tonnage of 4450. It has oil type engine geared drive to a single screw with a service speed of 14 knots. It has bow thruster with a controllable propeller. The vessel operated between North European and Mediterranean ports (Great Britain, Marine Accident Investigation Branch & Great Britain, Dept for Transport 23). Accident Scenario Attilio Ievoli accident occurred on 3 June 2004 at 1632 (UTC+1).
It occurred at Lymington Banks, West Solent 50° 43.’ 5N 001° 30.’ 7W. There were 16 persons on board with no injuries or fatalities. There was 1-meter square indentation with approximately 4 meters inboard from the forward end of the port side bilge keel. It had an extensive scoring of the bottom paintwork. Attilio Levoli left for Rotterdam from Antwerp on 28 May 2004 and onwards to Southampton. She arrived through eastern Solent and anchored at 0645 on June 2 morning to await a berth at Fawley Marine Terminal.
At 1540, the pilot boarded the vessel which berthed at1730 at Fawley. Fawley Terminal safety officer and cargo surveyor boarded the vessel at 1805 with inspections cargo and vessel being completed in 2000. At 1445, the pilot boarded the vessel and discussed the departure plan with the master. According to the pilot, he expected Attilo Levoli to depart through the East Solent, however, he was advised by the master that he had planned to use the west Solent route which was shorter with the next port being Barcelona.
The second officer returned to the bridge after moving the flag where he fixed a position on the chart at 1600. After some time, the master instructed the second officer to take down the second officer to take the pilot flag down.
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