...issues resulted in the accident and the unnecessary loss of life. This case study will also look at possible solutions for each of the issues. Keywords: communication, groupthink, leadership, and decision-making. The Costa Concordia Disaster On January 13, 2012, the Costa Concordia crashed off of Isola del Giglio, an island off the Tuscan coast. The Costa Concordia was a cruise ship part of Costa Crociere S.p.A, a subsidiary of Carnival Corp (Carnival Corp). The crash was a result of the deviation off the preplanned route (Del Valle, S. 2012). Captain Francesco Schettino is said to have traveled too close to the island hitting a granite reef that tore a hole in the side. What happened next was a disaster that resulted in 32 deaths (theguardian.com, 2013). Captain Schettino did not order an evacuation, or fully inform the authorities of the dire situation on board until an hour after the crash. The passengers aboard had not yet completed the safety drills on board and the crew on board seemed to lack the correct leadership in a disaster situation to properly assist passengers on board resulting greater loss of life (Del Valle, 2012). This case analysis will examine the Costa Concordia disaster, how the accident and the aftermath were caused by the breakdown of elements of organizational behavior and possible solutions that could have prevented this tragedy. The main problems of the Costa Concordia disaster were: breakdown of communication, lack of leadership, too much...
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...Level of Emergency Preparedness of BSMT Students towards Fire Onboard Chapter 1 Introduction to the Study Chapter one is divided into five parts: Background of the Study, Statement of the Problem, Significance of the Study, Definition of Terms, and Delimitation of the Study. Part one, Background of the Study gives the overview or rationale of the research problem. Part two, Statement of the Problem identifies the general and specific problems. Part three, Significance of the Study itemizes the benefactors and their respective benefits that they could derived from the result of the study. Part four, Definitions of Terms, includes the key terms used in the study, which are defined conceptually and operationally. Part Five, Delimitation of the Study, explains the nature, coverage, period of the study. Background of the Study Fire is combustion or burning, in which substances combine chemically with oxygen from the air and typically give out bright light, heat and smoke (Oxford Dictionary, 2013). Onboard the vessels there are tons of liquid fuel, electrical equipment, engine, boiler, and the cargo that is being loaded. Therefore, Fire onboard ship is one of the most dangerous and disastrous incidents that can happen onboard. Because, Fire onboard can damaged the environment, property including the ship itself and most of all the life of the person’s onboard. Every year more and more ships are lost through fire and collision. Shipboard fire alone, however...
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...INTRODUCTION Every year more and more ships are lost through fire and collision. Shipboard fire alone, however, results in more total losses of ships than any other form of casualty. The most common causes of shipboard fire are: maintenance, burning and welding are responsible for nearly 40 percent of all outbreaks. Smoking leads to countless fires that break out when no one expects. Lack of attention, spontaneous combustion and electrical faults are the major causes. The engine room is at special risk from flashbacks in oilfired boilers, leaky pipings carrying oil, overheated bearings and even the accumulation of rubbish (oil rags, dirty oil, tins of oil, etc.). According to Mikhail Grigorevich Stavitskii 1983, if most shipboard fires can be prevented, then who is responsible for preventing them? The answer is that fire prevention is the shared duty of each and every member of the crew. No fire prevention effort or program can be successful unless it involves everyone aboard ship. We have noted that every crewmember is responsible for the fire aboard ship. Similarly, every crewmember has a role in the ship's fire prevention program. Because attitude is so much a part of the fire prevention, it is also the most important part of the fire prevention program. So as with the Fire Figthing, if there is a fire aboard ship, everyone aboard ship must form the emergency response team. According to Lobo Gruppe, Oslo 1987, the emergency response team are consist of the following...
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...Introduction Overview of Costa Crociere S.p.A. and Cultural Values With revenues of 3.1 billion euros and 2.3 million total guests in 2011, Costa Crociere S.p.A. is the largest Italian travel group and Europe’s number one cruise company, comprising the brands Costa Cruises, AIDA Cruises and Iberocruceros. Costa Cruises (2012). The group is headquartered in Genoa. Costa Crociere S.p.A has Europe’s largest fleet: 27 ships with total guest capacity of around 70,000. Costa Cruises is committed to enhancing its ability to listen to, communicate with and engage with all stakeholders, to continuously increase its guest satisfaction level, to the empowerment of its people, to contributing to the welfare and development of the communities in which it operates, to respecting and protecting the environment in particular the seas in which the ship sails-and to improved safety. The company values are: 1. Passion for the customer 2. Human Resources 3. Teamwork 4. Innovation and creativity 5. Financial performance 6. Teamwork and ethics Michael Tamm, CEO of Costa Crociere comments on behalf of the company by saying “Furthermore, our Sustainability Report attests to Costa Cruises’ commitment to one of the crucial aspects of B.E.S.T 4 Certification: “continuous improvement.” This principle sets us apart and we apply it to all of the areas that we have previously mentioned through monitoring, control and prevention activities (always using the latest procedures)...
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...paper also reveals how disaster management influences the management style and process. This paper also recognises lessons that can be learnt to minimise the consequences that occurred. Causes, Triggers and Drivers In a disaster, there are number of causes, triggers and drivers for a specific chaos to happen. In Costa Concordia’s issue the main cause of this was the ship hitting a sandbar with a huge rock on Friday evening near the island of Giglio in Italy (Westcott, 2012). This cause was triggered by the captain of the ship have sailed to close to land as this was an unapproved and unauthorised deviation in course (Johnston, 2012) and the captain confessed that he made a navigational error and gave an order for a turn too late (BBC News, 2013). The drivers for the chaos were the rock that the ship hit was not marked on the nautical chart (Johnston, 2012) or failure of electronic navigation systems. The crew of the ship had also failed to give instructions on how to evacuate the ship due to evacuation drill was not conducted earlier (Westcott, 2012). The ship crew also struggled to evaluate the situation and communicated incomplete information to the Italian authorities (BBC News,...
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...skills and knowledge required to prevent, fight and extinguish fires on board an ocean-going commercial vessel.This unit incorporates the content of the previous two units TDMMF901A Fight and extinguish fires and TDMMF1201A Minimise the risk of fire and maintain a state of readiness to respond to emergency situations involving fire as the content applied to ocean-going vessels. It aligns with the AMSA approved course: SC002 ? Fire Prevention and Firefighting. | Unit Sector | Operational Quality and Safety | Pre-Requisites | The unit may be assessed in conjunction with other units that relate to the functions of the occupation(s) concerned. | Performance Criteria | 1 Carry out fire minimisation procedures 1.1 Fire hazards on board vessel are identified and action is taken to eliminate or minimise them 1.2 Responsibilities for checking fire prevention equipment and systems are fulfilled and appropriate action is taken to ensure that they are operational 1.3 An awareness and understanding of the causes of fire and its minimisation is maintained through participation in fire drills and related instructional programs 1.4 A state of readiness to respond to fire emergencies is maintained at all times 1.5Where applicable, correct techniques are applied for the setting up of foam making equipment to extinguish B Class fires on board a vessel2 Respond to emergency situations involving fire 2.1 Emergency situations involving fire are correctly identified in accordance with established...
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...The International Medical Guide for ships The IMO STCW Convention and the ILO Maritime Labour Convention 2006 both refer to the International Medical Guide for Ships published by IMO, ILO and WHO. The latest (third) edition has been fully updated to include information on new diseases , advances in technology and changes in the approach to nautical medicine. The Guide is easy to understand and provides seafarers with information on how to diagnose, treat and prevent health problems. The Guide should be kept in the ship’s medical chest and designated seafarers should familiarize themselves with the content so they are adequately prepared should a medical emergency occur. The first few chapters cover principles of first aid and how to respond to life- threatening conditions, with a focus on the first 48 hours after injury. The Guide advises on the correct action to be taken in response to choking, bleeding , shock, pain, fractures, burns, poisoning etc. Chapters 1-24 provide general descriptions of the symptoms of disease, including explanatory notes where necessary. They also list key questions to be asked in a given situation and the appropriate actions and the appropriate actions to take based on the response. Information is also provided on how best to prevent specific injuries or illness on board. Chapter 25 describes the use of external assistance when seeking medical advice by radio or computer and includes a form for obtaining and transmitting such advice...
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...Vessel Emergency Contingency Plan An Update IAATO Vessel Emergency Contingency Plan 2006-2007 IAATO Operational Document Information Paper submitted by The International Association of Antarctica Tour Operators Introduction The following IAATO Vessel Emergency Contingency Plan was agreed to originally at IAATO’s 14th Annual General Meeting, May 2003. It was tabled as ATCM XXVI IP069 and has been in place for all subsequent seasons. At IAATO’s 17th Annual General Meeting, April 2006, the plan was reviewed first by IAATO’s Marine Committee and then presented to all ship operators for discussion and adoption. It was agreed by the membership that the plan was effective and only required additional supplemental text. The plan retains the flexibility to be amended should international shipping regulations be changed or operators find more efficient and practical ways to work. The plan is outlined below, and an IAATO Emergency Contingency Plan Flow Chart, is shown in Appendix A. This paper was originally prepared by Captain Leif Skog and reviewed and or updated each year since 2003. Captain Skog has been working in Antarctica for 27 years and is the Vice President of Marine Operations for IAATO member, Lindblad Expeditions. Background All IAATO vessels operating in Antarctica are required to operate under the ISM Code and consequently they must have a well-established Safety Management System (SMS) in place in addition to the IAATO emergency contingency...
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...FCC Commercial Element 1 Question Pool (approved 25 June 2009) Subelement A – Rules & Regulations: 6 Key Topics, 6 Exam Questions Key Topic 1: Equipment Requirements 1-1A1 What is a requirement of all marine transmitting apparatus used aboard United States vessels? A. Only equipment that has been certified by the FCC for Part 80 operations is authorized. B. Equipment must be type-accepted by the U.S. Coast Guard for maritime mobile use. C. Certification is required by the International Maritime Organization (IMO). D. Programming of all maritime channels must be performed by a licensed Marine Radio Operator. 1-1A2 What transmitting equipment is authorized for use by a station in the maritime services? A. Transmitters that have been certified by the manufacturer for maritime use. B. Unless specifically excepted, only transmitters certified by the Federal Communications Commission for Part 80 operations. C. Equipment that has been inspected and approved by the U.S. Coast Guard. D. Transceivers and transmitters that meet all ITU specifications for use in maritime mobile service. 1-1A3 Small passenger vessels that sail 20 to 150 nautical miles from the nearest land must have what additional equipment? A. Inmarsat-B terminal. B. Inmarsat-C terminal. C. Aircraft Transceiver with 121.5 MHz. D. MF-HF SSB Transceiver. 1-1A4 What equipment is programmed to initiate transmission of distress alerts and calls to individual stations? A. NAVTEX. B. GPS. C. DSC controller...
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...major ethical problem faced by management as well as employees in corporations, as human beings always look to benefit for themselves above others. Respect to others is another major aspect ethical aspect that should be present in organizations. Exxon Valdez allowed happenings which were seen as common practice. In any other situation this would taboo and not ethical. There was conflict of interest in the safety of the crew and the environment as seen with the emergency training and planning and the captaining skills which resulted in a natural disaster which should have been prevented. An analysis of the traits of a profession evidently suggests management would arguably not be classified as a profession. Ultimately managers therefore do not adhere to the same level of ethical standards as professionals. For Exxon managers to be ethically responsible in their commercial roles they need to find ways of balancing the needs of the company and satisfying their own personal interests with that of the organisation. One way of achieving this is to strictly adhere to the organisations code of ethics, which sets out the best way to behave in certain situations. Table of Contents Oceana Pharmaceutical 1 Executive summary 2 Introduction 3 Body 5 Ethical issues faced by Management at Exxon and similar corporations 5 Relevant norms, ethical principles, codes of ethics, applicable to the management of Exxon Valdez 8 Is management a profession?...
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...When an emergency situation such as fire or ship crash happen onboard a ship, the crews of the ship will use all measures possible with their best effort to stop the source of damage, prevent further damage from happening and to repair the ship. However, in certain conditions, the ship cannot be saved; hence the only thing that can be done is to save the life of crew members by abandoning the ship. This decision s taken after careful consideration on all aspects since the benefit might be accompanied by huge consequences. Once the decision to abandon ship is made, all crews are required to muster in the Emergency Station. These stations have procedure that provides a simple standard organisation which will bring the ship to higher state of manning and material preparedness to deal with emergency cases. This allows the crews to clear away all the life saving apparatuses and conduct any other preparation for a successful evolution. During this procedure, different personnel carry out their duties at different stations. The removal of personnel shall be accomplished in phases, which means that crews required for specific duties are retained on board until there is no further need for their services. The decision to abandon ship is made by the Commanding Officer (CO) and the order shall be passed by any means available: loud speakers if electrical circuits are intact, otherwise by megaphone or messengers from the bridge. There are two means of abandoning...
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...not have his ticket and was refused entry into the vessel. The said welder was getting agitated and was challenging the worker why he was refused entry. I went over to the vessel and used to following approaches to address the situation: I did not argue with the welder and accepted that he had every reason to be upset, because he was not getting work done and may not be paid for the day. I showed attentiveness and listened to his complaint and let him express himself. I also repeated and paraphrased what he said. I showed care and concern for his feelings by offering alternatives to the situation. I did not blame him for not having his ticket on him and acknowledged that the company could adopt better measures like having online copies of the tickets stored on their database. I tried to solve the problem by getting his foreman over. I suggested to his foreman to get someone with a ticket to go into the vessel while the welder assisted with material handling outside the vessel. In that case he will get paid for the work and he could bring his ticket the next day. The presence of someone in authority and power (foreman) helped to calm the situation and create a quick resolution. An example of a defining experience professionally? Situation: For eight years, I had worked for Chevron Exploration and Production on a drilling and exploration (FPSO) (A Floating, Production, Storage and Offloading (FPSO) unit is a floating vessel used by the offshore or deepwaters oil and...
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...Cause and Effect Transition Word Practice Directions. Complete each sentence with the suitable cause/ effect transition word/ phrase from the list of addition words. Reread the sentence to make sure it is the appropriate transition word/ phrase. Some words can be used more than once. Examples: Don’t eat an egg that has a crack on it. The reason is that it may be contaminated. In England during the sixteeth century, the color red was thought to be helful to the sick. Consequently, patients were dressed in red nighgrowns. Practice Questions. 1. Another ___________________why I agree with the article is that cerain rich individuals were poor before they became wealthy._________________________, they understand what it is like...
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...world’s largest ship and illustrated its superlative maritime technology. In addition to being fast, the ship was considered to be invincible. But, why and how did the Titanic ultimately sink on its first and last expedition? Neither the design nor the structure of the Titanic was accountable for the Titanic’s unforeseen demise. Rather the main reason was a lack of understanding of the limitations of technology on the part of those who should have known better. Radio had been invented in 1901. Titanic was equipped with Marconi's (Inventor of radio telegraph system) new wireless telegraph system and her two Marconi operators kept the wireless room running 24 hours a day. The telegraph system was vital to the Titanic’s communication success. Without it the ship probably wouldn’t have set sail to begin with as the telegraphs linked three vital areas of the Titanic: Station 1: The Captain’s Bridge, Station 2: The Starting Platform, Station 3: The After Docking Bridge. Both the Captain’s Bridge and the After Docking Bridge were responsible for the ships maneuvering, docking/steering. The Captain’s Bridge was responsible for the emergency and main engine. The construction of the Titanic would have been possible without the telegraph system but would have been almost impossible to actually set sail with any kind of efficiency. The Titanic being built with some of the advanced technology of it’s time just decreased the people’s dependency on nature even more for sailing ships compared to...
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...On March 24 1989 the tanker Exxon Valdez ran aground on Bligh Reef, Alaska, spilling just over 11 million gallons of crude oil, the largest oil spill until 2010. It is argued that the response was slow and inadequate and that safety was not properly followed by the staff at Exxon. In this essay we will look at the responsibility of this accident, and how implementing the main components of an ethical corporate culture, and a code of ethics could have helped to prevent such a tragedy from occurring. Many have speculated who was at fault for this horrendous accident. The National Transportation Safety Board even determined five possible causes for the grounding: 1) The third mate failed to properly move the vessel, potentially due to fatigue and excessive workload 2) The master failed to provide proper navigation, possibly due to intoxication 3) Exxon failed to supervise the master and provide sufficient crew for EV 4) The coast guard failed to provide effective traffic system 5) Effective pilot and escort services were lacking. However it is more likely a combination of all of those factors and the fact that an ethical corporate culture and a sound code of ethics were lacking that enabled all of the above to occur and a few more, which is really to blame for this tragic accident. Only eight months prior a meeting was held where it was determined that should a large oil spill, such as this, occur that they were not properly resourced, or experienced...
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