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CONTENTS
The terms ‘risk management’ and ‘loss control’ are familiar ones within the shipping industry and
both have the same meaning. While the former may be more common, the latter is generally
associated with US organisations.
Within the present procedures, the term ‘risk management’ will be used unless otherwise stated.
British Standard (BS 4778) defines risk management as:
“… the process whereby decisions are made to accept a known or assessed risk and/or the
implementation of actions to reduce the consequences or probability of occurrence”.
An American Loss Control Institute defines loss control management as:
“… the application of professional management skills to the control of loss from the risks of
business”.
Both of these definitions are written in simple terms that describe a business philosophy and there
is an implicit requirement within those definitions for a structured approach to identifying risk.
Premuda embrace the philosophy behind the “risk assessment based” approach to support the
evaluation of all circumstances (routine or non routine operations, emergency situations, adverse
environmental conditions, etc.) that can affect safety of human life on board its fleet and
environment protection.
In view of above, Premuda has implemented a system for the application of risk assessment
throughout the workplace, and the expected outputs are:
• minimisation of risk to employees, the environment and to the property
• improvement in operational performance
• minimization of costs for the Company
The achievement of these three outputs encompasses the achievement of safety management
objectives, which in turn is the achievement of Premuda’s business objectives
A2 Influence Levels
Within Premuda’s activities, there are a number of levels with associated elements that influence
the cause of an accident. These levels and elements are:
• Environmental level Political influence
Market influence
Societal influence (public concern)
Regulatory influence
• Policy level Business policy
Company Quality, Health, Safety
and Environmental policy
Ship design
• Management level Fleet safety management
SMS Procedures
Ship design change
• Operational level Shipboard procedures
Competence
Human factors
Workplace factors
Communications
Operational instructions
PPE and operational equipment.
The Operational level can also be described as the shipboard level with the elements as factors
that can influence an accident in a particular operation.
In many companies, the direction of influence is normally from the top down with the upper of any
two levels determining how the lower level functions. Premuda recognise that safety is the
responsibility of all levels. As well as contributing to accident prevention, all levels of influence can
also contribute to causing accidents to varying degrees.
The Operational level is where the direct cause responsible for the accident, such as unsafe acts
and unsafe conditions, can be found.
The Policy and Management level is where the indirect causes responsible for the accident such
as human factors and job factors can usually be found, although these affect the operational level.
This has been demonstrated in the case of major accidents where, as a consequence of the
enquiry, changes have been made to the Regulatory influence, with associated effects to the
Political, Market and Societal influences.
There is an absolute link between the social well being of seafarers and successful safety
management. Poor social and working conditions linked with indifferent shore and/or onboard
management leads to low morale, effect on physical and mental health and unsafe acts, the
consequences of which are accidents and numerous near misses.
Such an environment is usually associated with failure to drive through a realistic safety
management policy linked with a failure to manage human resources. Even progressive safety
management policies can often be undermined by the lack of effective human resource
management.
Seafarers are the most important resource of Premuda who recognises that the target of a fit,
competent and committed crew can only be achieved in combination with an effective human
resource management.
A complete risk management policy addresses business strategies as well as quality, health,
safety and environmental aspects.
The risk management policy is a statement indicating how Premuda will carry out its business and
what the overall company objectives are.
Premuda is addressing the following areas:
• management and development of human resources;
• development of a safety culture in order to control risk thereby avoiding accidents and
minimising losses;
• maintaining a structured and measurable approach to the identification of risk and
implementation of controls;
• ensuring there are meaningful and systematic communications between all levels of the
organisation to ensure that the policy is understood and how it is to be implemented and the
commitment of senior management to its implementation;
• processes are in place to monitor objectives and to continually improve the fulfilment of those
objectives.
Before starting any work/operation on board (including risk assessment after machinery
breakdown, change of system or machinery, etc.) or in office before implementing any substantial
change to management or relevant structural changes to the fleet, a risk assessment must be in
use (or must be done if it doesn’t already exist), in course of validity ,and checked for compliance
with actual conditions.
NOTE: All risk assessments done on board are subject to Shore management review .
Any risk assessment reviewed ashore, if amended, must replace the assessment done on board.
However, Master has the overriding authority to ignore said amendments for the protection of
human life, environmental and safety of the ship and her cargo.
A4 Responsibility
SQE Mgr
to organize the training of Masters, Ch. Mates, Ch. Eng. and - where possible - also of lower
rank officers on risk assessment technique and for involved Shore Heads of Depts and
Superintendents;
to arrange with the support of Company Senior Officers (taking advantage of briefing in
Company Offices) the development of “Shipboard key operations” assessments;
to arrange for additional or refresh courses, where needed;
to check that at least the involved Heads of Depts. and superintendents have been trained in
risk assessment technique.
Crew Mgr
to check that at least Masters, Ch. Eng, Ch. Mates have been trained by Company in risk
assessment technique, prior to their embarkation;
to report, after analysis of evaluation report, to SQE Mgr any need for individual training in risk
assessment technique.
Fleet Director/Tech. Mgr/DPA
to analyze and act accordingly when vessel issued risk assessment requires further
consideration after superintendent review;
to arrange the development of an on board “Machinery criticality” assessment;
to ensure that common risk assessments are applied across the fleet.
Superintendents
to receive, check and review, if needed, the ship’s report generated by Mariner system
informing vessel;
to identify the best developed risk assessment on all vessels for best practice dissemination and
to ask to SQE Dept. to proceed with divulgation;
to bring to the attention to the Safety Sup. any new safety issues worth considering since not
covered by common risk assessment.
Safety Superintendent
to analyze any safety issue that the Tech. Sup. will bring to his attention;
to cooperate with Tech. Sup. to resolve any outstanding safety issue.
Concerned Heads Of Shore Departments
to analyze and act accordingly when risk assessment requires further consideration after
Superintendent review.
Master/Chief Eng.
to organize (or delegate to trained person) risk assessment process for all the tasks on board in
accordance with the present manual;
to record all process using the Mariner system;
to report the risk assessment to the concerned Tech. Superintendent;
to check that all operations/works posing safety risks are performed only after relevant risk has
been assessed and documented as per present Manual.
Authorized trained crew member
to perform the risk assessment, as instructed by Master/Chief Eng., in accordance with trained
received and with present Manual;
to record, if delegated by Master/Chief Eng., all process in the Mariner system.
A5 Chain of Responsibility
Risk Assessments should be sent to company on a regular basis (e.g. twice weekly, weekly or
earlier) (See also Ch. A9.7 for more details)
Mariner export files should be emailed to:
mariner@premuda.net
A valid risk assessment is requested to be available on board prior of any work/operation posing
potential hazard is started. Therefore it will be the Master’s care to provide for the cases not
already included in the Mariner program (bibliography) or out of date, to arrange a risk assessment
process involving the trained persons on board.
When the process is completed, the Master/Chief Eng. will export to the vessel Tech. Sup. the files
containing the risk assessment, while the entire process will remain recorded in the Mariner
program.
The process received by Tech. Sup. will be reviewed and properly evaluated. Ship’s personnel will
be advised by sending back the reviewed process, duly amended if necessary, as confirmation that
process is satisfactory or only with an e-mail confirming that process received and found in order.
It will be care of Master/Chief Eng. to insert the amended risk assessment in the Mariner program.
The Technical Superintendents will bring any safety issues to the attention of the Safety
Superintendent who will oversee the general process. The Technical and Safety Superintendent
will work together in order to resolve any outstanding safety issues and allowing the Technical
Superintendent to respond directly to each ship.
Any items requiring further detailed consideration will be brought directly to the attention of
appropriate management:
• Fleet Director
• Technical Manager
• DPA
The risk assessment management system also provide an “Office operational framework” that
must be used to create an office library and to disseminate to the whole fleet the “best practices”
that can emerge during the process of creation/analysis of risk assessment.
The process is summarized in the following flow diagram:
mariner@premuda.net
Fleet Dir.
DPA
All-Ships@premuda.net ShipX@premuda.net
A6 Operational Level
It is at this level that the greatest potential business loss impact lies for a Company.
Individual/human error can manifest itself in activities such as navigation, maintenance, loading
and discharging, all of which can result in harm to people, property or the environment. In major
accidents, serious consequences could affect all three.
In many cases, an accident is the result of a failure that could unluckily have been foreseen if a
structured risk assessment process had been in place. A typical and unfortunately recurring
example of this is shipboard personnel being killed during enclosed space operations.
Effective risk assessment is an integral part of any safety management system since risk
assessment system is designed to protect against the identified hazards and determined risk
levels. In order to improve its existing SQEM System, Premuda is including a structured risk
assessment process.
A6.1 Risk assessment and the ISM Code
SOLAS Chapter IX requires all ships to have a safety management system in place in accordance
with the requirements of the ISM Code. The Code does not explicitly require risk assessment to be
carried out, however, there is a suggested requirement which states:
“... the safety management objectives of the Company should:
• provide for safe practices in ship operation and a safe working environment;
• assess all identified risks to its ships, personnel and the environment and establish
appropriate safeguards;
• continuously improve safety management skills of personnel ashore and aboard ships.”
The suggested requirement is in the second bullet point. However, if Premuda was asked how it
meets all of the above safety management objectives, risk assessment would provide a
satisfactory answer.
A7 Risk Assessment
Risk assessment is the overall process of estimating the magnitude of risk and deciding whether or
not the risk is tolerable or acceptable.
Its objective is to identify workplace precautions to prevent harm to people, property or the
environment at the point of risk. In doing so, it is fulfilling the overall objectives Premuda’s risk
management policy. Therefore risk assessment is a function of risk management.
Risk will be evaluated by using the qualitative risk assessment technique as in the UK MCA Code
of Safe Working Practices.
A7.1 Purpose
As stated in the previous section, while the objective of risk assessment is the control of hazards,
its purpose is to ensure that a careful examination of shipboard operations is carried out to
determine what can cause harm and that any planned or existing controls are adequate.
When a risk is evaluated, it is with existing or planned controls in place. Should the evaluation
indicate that the risk is too high, then the controls used to evaluate the risk are not adequate and
steps should be taken to reduce the level of risk. Such a process is repeated until the risks are
acceptable or the operation designated unsafe and not carried out.
A7.2 Risk
Risk is the combination of the likelihood of occurrence and the consequences of a specified
hazardous event. (Note – hazardous event is another term for accident).
A hazard is a source or a situation with a potential for harm in terms of human injury or damage to
property, damage to the environment, or a combination of these.
Within these procedures the terms harm and damage have been used to mean the same thing, i.e.
harm to people, property and the environment.
A8 Risk Assessment Ashore
Shore management (with chain of responsibility as per Company Manual), prior to any relevant
change, temporary or permanent, to the safety procedure, management system or in case of
considerable or structural implementation or change to equipment affecting both shore and vessel,
has to carry out a risk assessment. If process is not completed within a set time frame, than the
initial risk assessment should be revisited.
The process can be recorded on paper format or using the electronic format (Mariner program).
According to ISM requirements the Company should also provide to:
• identify equipment and technical systems the sudden operational failure of which may result
in hazardous situations;
• assess all identified risks to its ships, personnel and the environment.
The Company in order to comply with above requirements developed two different libraries:
• Key shipboard operation risk assessment library – it is a collection of assessment of key
shipboard operations developed by mean of Lloyd Mariner software. The library has been
developed by office with the support of Company Senior Officers. Assessments are
electronically archived in office.
• Vessel’s machinery criticality assessment – in order to define which equipments on board
vessel are to be considered as critical a FMECA analysis of Company vessel’s equipments
has been carried out with the support of Class Register RINa. The analysis produced a
report where critical machinery are listed according with FMECA analysis.
HAZARD EVENT
Slippery surface Slipping, causing a minor injury
Corroded ladder Rung collapsing causing bruised / cut foot
Combustible atmosphere Explosion causing fatalities
Toxicity Inhalation causing fatality
Darkness Banging head or tripping causing minor injury
Hazard Event
In any operation, hazards can fall under the following headings:
• unsafe acts
• unsafe conditions
• human factors
• job factors
During any operation, hazards may include:
• unsafe work practices
• inherent dangers of substances
• skin/eye contact with harmful substances
• inhalation of harmful substances
• potential sources of ignition
• unfriendly environment, e.g. cold, heat, noise, light, vibration etc.
• electromagnetic or radio waves
• weather, e.g. storms, fog, lightning etc.
• uncharted submerged objects
• unsafe surfaces
• unguarded work areas
• heavy objects
• unsecured objects
• difficult to handle objects
• unguarded electrical systems
• equipment reliability
• communication problems
• lack of training
• fatigue
When a risk is described as ‘tolerable’, it is taken to mean that the level of risk has been reduced to
as low as reasonably practicable (ALARP), which will be described in more detail in section A6.6.
Figure 3 shows the basic qualitative risk assessment table used for estimating risk levels.
Some hazards present a risk in more than one category, i.e. harm to the individual and harm to the
environment. In such a case, the higher risk ranking should apply. For example, if a risk is ranked
trivial in terms of harm to the individual but moderate in terms of harm to the environment then the
overall risk ranking is moderate. A good example of this type of hazard would be faulty monitoring
equipment on an oily water separator.
An area of concern when carrying out shipboard risk assessments is though the likelihood of a
hazardous event due to a specific hazard may be Very Unlikely, the consequence may be Extreme
Harm, which gives a High risk level as shown in Figure 3.
Although the Action and Timescale plan for a High risk level in Figure 5 suggests that the operation
may have to be suspended and considerable resources might have to be allocated, the application
of the ALARP principle as reflected in Figure 4 remains the governing factor.
A High risk level can be tolerated if a Company has confidence in their procedures and shipboard
personnel and has no previous history of accidents or near misses related to the hazard
associated with the High risk level, also, that the cost of introduction of additional controls would
not significantly reduce the risk level or would be grossly disproportionate to the improvement
gained.
Probably one of the best examples of this is the hazard ‘gaseous atmosphere’, with explosion
being the accident normally associated with it. There seems little option but to select the likelihood
of an accident due to the hazard as Very Unlikely, with a consequence of Extreme Harm should
the accident occur. However, there is no reason why an explosion should occur if the main controls
of regular atmosphere testing, ventilation and removing sources of ignition are in place.
An entry should be made in the Suggested Controls box of the Control screen, emphasising where
existing controls should be implemented thoroughly, or additional controls put in place in the form
of extra vigilance and monitoring thus satisfying the requirements of the Action and Timescale plan
for High risk.
The risk assessment can be re-assessed if required and the High risk level downgraded, or left as
it is thereby demonstrating a process with the High risk label visible along with the Suggested
Controls.
• Re-design, re-equip. In many instances, controls are put in place to protect the individual from
the risks in bad design or bad and faulty equipment or machinery. Incident data relating to bad
design or machinery should form an input to any new building project risk assessment.
In the above list, more than one option can be implemented if doing so can further reduce risk.
A9.7 Review
Without review, there cannot be continual improvement.
This includes check of any action plan and review of risk assessments when needed. If there is
any significant change in conditions relative to a shipboard operation, then the risk assessment has
to be reviewed. Such changes would include different shipboard personnel carrying out an existing
operation, change in type of cargo, change of environmental conditions, change in material or
change in equipment being used, etc.
When reviewing any action plan, the following points should be noted:
• all controls, existing or planned, should make the risks tolerable
• residual risk should be as low as reasonably practicable
• any new hazards created are acceptable
• feedback from shipboard personnel on the practicality of any existing or planned controls and
suggestions for improvement.
All risk assessments must also be reviewed periodically to ensure all operations are being
undertaken in the safest possible manner. The validity period will vary depending on the current
overall risk level. Review period established by Company is shown by Figure 6.
NOTE: The above periods are MAXIMUM validity periods. Any “Permit to Work” operation requires
a check of the risk assessment before each operation, irrespective of their risk level, to confirm
compliance with risk assessment process (i.e. change in the environmental conditions, crew
fatigue, operational parameters etc.).
Once the validity period is expired, it is not mandatory to review a risk assessment since the
operation to which it is referred won’t be performed again.
All risk assessments carried out on board must be reviewed by the vessel Tech. Superintendent
upon receipt of export Mariner file from vessel.
If the Superintendent consider that the submitted risk assessment requires modifications, then the
entire reviewed process will be sent back to the vessel and if agreed, suddenly adopted for future
operations.
For works or operations with overall risk level “VERY HIGH” no operation/work can starts
unless a valid risk assessment (updated and reviewed/approved by Tech. Sup.) is in place.
In those case the “Risk Assessment” must be sent immediately after issuing and office is to
be contacted for a prompt analysis, in order to give assistance for any further reduction of
risks level and to get a final approval/deny decision.
Revision n. 2 31.08.11 Pag.19
Premuda
Master has the overriding authority to ignore such decision for the protection of human life,
environmental and safety of the ship and her cargo.
For works or operations with overall risk level up to “HIGH” included, it is not necessary for
the vessel to wait the review process from shore to start a work, except for routine and non
routine planned maintenance of critical equipments and critical alarms, for which an
approval must be received form the Tech. Sup. before the equipment is shut down.
A9.8 “Risk assessment” company review and “Best Practice” sharing
As already mentioned in chapter A5 “Risk Assessments” carried out on board are exported and
sent to office on regular basis, by mutual consent of ship and shore.
Upon receipt of e-mail with “Risk Assessment” export file, it must be imported by superintendent
and suddenly checked . This kind of check propose to itself different aims:
• to collate and to provide advice in accordance with ship for risks classified substantial (high)
or lower
• to provide advice and support in managing and lowering risk to acceptable or tolerable
levels when they are classified as Intolerable (very high) by the risk assessment process
• to evaluate the most relevant “Risk Assessments” that can be considered as “best practice”
for the whole fleet
When a “Risk Assessment” is considered by the superintendent, eligible to become a “best
practice” that should be shared with all vessels, it must be revised and inserted in the “Office
Operational Framework” database section as an element of company shared library. Together with
that, a communication must be sent to SQE Dept. with the notice to spread the “Best practice” to
all vessels.
The spreading of the “Risk Assessment” will be done by SQE Dept. that will review the assessment
in its form and will export file as an e-mail attachment to all vessels. The file shall be imported into
vessel database and could be used as reference/template.
A9.9 Unplanned occurrence risk assessment
In order to limit the impact of possible unplanned event, it has been also defined an “Unplanned
occurrence” category into risk assessment management system.
Into this category must be recorded risk assessments for the greatest number of possible
unplanned occurrence.
Starting point to define “unplanned occurrence” to be considered for risk assessments could be
safety or security drills, as well as analysis of past incident or failure. Hints can also be taken from
bulletins and information disseminated by the company. Validity of unplanned occurrence is not
established by Company and can be set at the beginning for 6 months, irrespective of overall risk
level. Periodical drills and safety meeting should be considered opportunity to review unplanned
occurrence risks assessments. If an unplanned occurrence risks assessments is reviewed in such
occasions the assessment date should be updated accordingly.
Notice that the final target is to develop a safety culture in order to minimize as possible the impact
of all risks, also those determined by unplanned occurrence.
A9.10 Risk Assessment’s management philosophy
When a new operation/work is going to be performed a new risk assessment must be carried out
before starting any activity. After hazards and controls evaluation, a risk assessment will take place
and a validity will be assigned to it.
During the validity period, the risk assessment must be checked for correspondence with real
operating conditions every time before starting the activity. If a change of condition took place from
Revision n. 2 31.08.11 Pag.20
Premuda
the last performance a reassessment must be done. The reassessment can also be performed
voluntarily by the ships before the expiring of validity date. It must be highlighted that the
reassessment for operation not carried out is just a possibility/opportunity and a continuous update
of assessment, for “not performed” operations is not required. The continuous update can be
considered a good option only for routine operations, while is not considered a good practice for
occasional or special operations.
If an activity, for which a “Risk assessment” already exist, but it is already expired, is going to be
performed, it will be necessary to make a new risk assessment as it would be a new
operation/work.
EXAMPLE:
Entering into a confined space:
Before entering, Chief Officer checks that a risk assessment has been performed, is within validity
period and that all parameters of risk assessment are unchanged (i.e. environmental condition ): if
confirmed, inspection will proceed according to the established safety procedures.
If risk assessment is present, but one or more hazards/controls are changed it must be
reassessed.
If risk assessment is not present or out of date, then a new risk assessment is to be prepared and,
if the overall risk level resulted is lower than “very high” (Intolerable), then the entry with the
applications of controls can be performed without waiting for the shore support to reduce the
overall risk level.
If the result of above overall risk assessment is very high, then the assessment must be sent
immediately to the Tech. Sup. who will review it and only after approval from Tech. Sup. (receiving
the amended process downgraded at least to high (Substantial)) the entry process can be started.
A9.10 Shipboard Key Operation Library
It is a collection of risk assessment developed by Company ashore. The list of operation to be
assessed was planned and developed by office personnel with the relevant support of Senior
officers. The library is always evolving and continuously developed, according with new
requirements/needs that frequently come out in shipping market. The tool used for the library
development was Lloyd Mariner software.
The library is archived in office in electronic form into Lloyd Mariner database and is to be used as
reference to identify most critical operations. In case of need any single element or the complete
library can be exported to ship’s database.
A9.11 Machinery Criticality Assessment Analysis
In order to identify “equipment and technical systems the sudden operational failure of which may
result in hazardous situations”, the Company, with the support of RINa Class Register, proceeded
with a deep analysis of all main equipment/machinery installed onboard vessels based on the
FMECA based Risk Assessment, regarding the evaluation of consequences in case of failure of
any component. The study produced a document that defines the list of those that are to be
considered critical machinery/equipments and then to be consequently managed according with
dedicated Company policy.
Documentation relative to the study is available ashore in office both in electronic and hard copies.
The result of the study is reflected into dedicated Working Instruction available on board and by the
assignment of “Critical status“ to PMS components.
B2 Risk Assessment
B2.1 General
The risk assessment function can be found under each operation in the Mariner Explorer view.
This allows a risk assessment to be created, re-assessed or deleted. The date displayed next to
the risk assessment is when it was either created or last re-assessed.
The risk assessment is laid out so as to facilitate a flow through from hazard identification through
to risk assessment as identified in section A6, The Risk Assessment Process. This section should
be referred to for guidance in the completion of risk assessments.
The risk assessment process in the Mariner program is shown by the tabs at the top of each of the
dialogs, i.e. Hazards, Controls, Control References and Assess Risk. The dialogs are completed in
that order from left to right with Next and Back buttons to assist in the navigation.
B2.2 Hazards
This dialog allows for the identification of hazards that exist or may exist in the selected operation.
When a risk assessment is completed for the first time, it is unlikely that all the hazards that exist
within the selected operation will be identified, unless there is a very experienced group doing the
hazard identification. Normally, the more obvious hazards will be entered the first time with others
being added or modified at subsequent reviews.
The important thing is to enter the hazards that can cause the greatest harm, as they are usually
more obvious.
When a new hazard is added, a category has to be selected for it. This is an important selection as
it determines whether the hazard is a direct cause or indirect cause of an accident. Personal
Factors and Job Factors are indirect causes and Unsafe Acts and Unsafe Conditions are direct
causes.
As more and more risk assessments are completed, the hazard will contain all hazards entered for
these operations. They will appear in the Hazard Directory as Selected or Unselected. The
Selected hazards are those identified for the operation currently being assessed and the
Unselected hazards are those identified in all other assessed operations.
As the Hazard Directory fills up, it will assist in the hazard identification process, as users will be
able to scroll through all the Unselected hazards to see if they are applicable to the operation
currently being assessed. However, care needs to be taken to ensure that the hazard identification
process is not carried out by only selecting from the Hazard Directory as the real hazards may be
overlooked. Fresh thinking is important in hazard identification and must be applied.
B2.3 Controls
The method for entering controls is the same as that for entering hazards, except that the
categories for controls are different.
The source of the majority of controls will be Premuda’s SQEMS, hence the category will
be Procedural. In some cases, ambiguity may exist for the category to be selected, i.e. a control for
enclosed space entry is breathing apparatus, which can be either a Procedural or
a Personal Protective Equipment (PPE) category.
In this case, although required by a procedure, the category PPE would be more appropriate as it
will, after a number of assessments have been completed, form a list of all the PPE used in
shipboard operations and may need a stricter inspection routine.
Revision n. 1 01.12.09 Pag.24
Premuda
Only current controls that are in place should be entered in this dialog. For example, if there is no
anti-collision radar on board, it cannot be entered as a control when carrying out a risk assessment
for navigation in restricted visibility.
We have a lot of valuable experience on board our ships and a member of the shipboard staff may
have seen a control on another ship or in a different company and consider its implementation
would be a positive move in reducing risk. In this case, it should be entered under Suggested
Controls.
The Suggested Controls dialog can be a valuable source of information to Premuda shore staff in
the prevention of harm and the entries should be given careful consideration.
B2.4 Control References
This dialog allows the user to enter the reference document that requires a control to be put into
place. For the first few assessments, the list of Reference Types will have to be built.
After a number of assessments have been completed, this list will be quite comprehensive. Each
line of the Reference Type dialog opens up a drop-down list of those that have been entered.
The Reference Type only refers to the title of the document or the source requiring a control. The
precise chapter and paragraph, with a brief description, is entered under Location.
The Location entry can be as brief or detailed as required (maximum 300 characters), but if it is
made too brief, the benefit of actually reading the reference material is lost as there is no
familiarisation process to acquaint shipboard staff with industry requirements and guidelines.
Premuda shore staff give guidance on the approach taken to identify Control. More than one
reference source can apply to a control and conversely, a single reference source may apply to a
number of controls.
The objective is to have a comprehensive list of Control References for the operation being
assessed. Although Figure indicates the more obvious ones, there are less obvious ones like
Charterer’s Instructions, product safety data sheets, notices fitted during construction and
manufacturers instructions.
B2.5 Assess Risk
Having completed the Hazards, Controls and Control References dialogs, the next stage is to
assess the risk. To facilitate this, click on the Assess button on the left hand side of the dialog.
The first time a risk assessment is carried out, the risk table will appear as the default table. This is
a slightly modified risk table as used in the Code of Safe Working Practices for Merchant Seamen
and has been adopted by Premuda.
The risk labels, or risk levels, with their associated criteria of Likelihood on the left of the table and
Consequence along the top of the table.
When the Assess Risk dialog is opened, all the selected Hazards will be displayed. A risk label is
selected by highlighting a Hazard and then double clicking on an appropriate risk label in the Risk
Table. The Likelihood, Consequence and Risk columns will then auto-fill with those selected from
the Risk Table.
A default Action and (assessment date) is written into the Mariner program. When all the hazards
have been assessed for risk, the highest hazard ranking will appear in the “Overall Operation Risk”
box. The associated Action and “Review By Date” is displayed just underneath.
Although not a compulsory field, i.e. the information will save and close if not completed, the
“Review By Date” is a very important part of a structured risk assessment program as it prompts
review of the risk assessment.
The Assessment Date is automatically entered when a risk assessment is re-evaluated, i.e. the
Reassessment button is activated. If a risk assessment is edited and the changes saved, the
Assessment Date will not change. The reason for this is that the Assessment Date should be a
date that has been planned and not be affected by minor changes being made or mistakes
corrected in the risk assessment.
To prompt and advise users, a traffic light system is built into the Explorer by having the document
icon coloured, as indicated:
The red, orange and green colour codes appear under the following circumstances;
- GREEN - If the Assessment date is before the Review By Date
- ORANGE - When a risk assessment is incomplete, i.e. all of the Hazards do not have risk labels
selected and/or no Review By Date has been entered.
- RED - If the current Date is after the Review By Date.
2. Select the level of the Operational Framework at which you want to search for Risk
Assessments, by selecting either Operation Type, Operation Group or Operation from the
pull-down Framework menu
3. Specify which Operation Type, Operation Group or Operation contains the relevant Risk
Assessment by using the pull-down Filter By: menu
4. Select the Risk Assessment you want to export by clicking on the corresponding box in the
True column
5. Select the destination of the Risk Assessment
6. Click on Export
3. Click on Import
Assessment of Risk
Controls
No Controls Category
1 Check all know duties Procedural
2 Check lifejackets correctly worn Procedural
3 Hard hat Personal Protective Equipment
4 Safety boots Personal Protective Equipment
5 Gloves Personal Protective Equipment
6 PMS - Brake winch Design/Engineering
7 PMS - Engine Design/Engineering
8 PMS - Falls Design/Engineering
9 PMS - Gripes Design/Engineering
10 PMS - Quick release Design/Engineering
Suggested Controls
Control References
No Reference Location
1 Company Procedures
2 Flag requirements
3 Code of Safe working Practice (UK MCA)
Assessment of Risk
Controls
No Controls Category
1 Check all know duties Procedural
2 Communications check Procedural
3 Officer of Watch informed Procedural
4 Gloves Personal Protective Equipment
5 Hard hat Personal Protective Equipment
6 Safety boots Personal Protective Equipment
7 PMS - Lifting gear Design/Engineering
8 PMS - Crane Design/Engineering
Suggested Controls
Control References
No Reference Location
1 Company Procedures
Assessment of Risk
Controls
No Controls Category
1 Isolate ships whistle Procedural
2 Isolate radar Procedural
3 Isolate all aerials Procedural
4 Safety notices posted on mast Procedural
5 Isolate electrical equipment Procedural
6 Training - Crew Human Element
7 Training - Officers Human Element
8 Gloves Personal Protective Equipment
9 Hard hat Personal Protective Equipment
10 Safety boots Personal Protective Equipment
11 Safety harness Personal Protective Equipment
12 Arrange work in daylight conditions Procedural
13 Arrange work in good weather conditions Procedural
14 Secure all tools appropriately Procedural
15 Cordon off work area Procedural
Suggested Controls
Control References
No Reference Location
1 Company Procedures
2 Code of Safe working Practice (UK MCA)
3 ISGOTT
Assessment of Risk
Controls
No Controls Category
1 Permit to work system Procedural
2 Officer of Watch informed Procedural
3 Communications check Procedural
4 Adequate ventilation Procedural
5 Atmosphere testing Procedural
6 Breathing apparatus Personal Protective Equipment
7 Intrinsically safe equipment Design/Engineering
Suggested Controls
Control References
No Reference Location
1 Company Procedures
2 Flag requirements
3 ISGOTT
4 Code of Safe working Practice (UK MCA)
Assessment of Risk
Controls
No Controls Category
1 PMS - Pipework Design/Engineering
2 Equipment calibration Procedural
3 Gas bottle handling procedures Procedural
4 Eye protection Personal Protective Equipment
5 Gloves Personal Protective Equipment
6 Training - Crew Human Element
Suggested Controls
Control References
No Reference Location
Revision n. 1 01.12.09 Pag.39
Premuda
1 Company Procedures
2 Code of Safe working Practice (UK MCA)
Assessment of Risk
Controls
No Controls Category
1 Work planning meeting to be held Procedural
2 Adequate ventilation Procedural
3 Tank atmosphere checks carried out Procedural
4 Entry permit issued Procedural
5 Tank washed and gas free Procedural
6 Tanks inerted to <0.08 O2 and <0.02 HC Procedural
7 Work undertaken >500mm from tank deck Procedural
8 Local cleaning undertaken Procedural
9 Interconnecting pipelines flushed Procedural
10 Tank valves isolated Procedural
11 HW Permit approved by Officer in Charge Procedural
12 Fire watch procedures in place Procedural
13 Firefighting equipment available Personal Protective Equipment
Suggested Controls
Control References
No Reference Location
1 Company Procedures
2 ISGOTT
3 Code of Safe working Practice (UK MCA)
D1.1 Error Message: “Object variable or with block variable not set”
Cause 1
Lloyd Mariner program not able to create items in normal view operation.
Solution 1
Before import, select the ship and expand the risk assessment tree with the command “view/all operation”.
Cause 2
The operation type to be imported is an archived one.
Archived items are not shown on the tree view because the default selected view is “normal view
operations”, other options can be found under the view menu’. one of those selections is the “archived
operations”, which filters all operation types that are marked as archived.
Solution 2
To solve the problem insert the type manually with same name like the archived one and click ok; the system
ask: “… was already been archived, do you want to reactivate this item?”, click yes and the system show the
operation type correctly.
The error message is in Italian language because operating systems of office computer’s are Italian version.
Cause 1
The problem is due to wrong regional options on the computer from witch export was done (the correct
regional option is “English united states”)
Solution 1
Open the risk assessment file sent from the ship as a text file, modify the wrong date month format from
Italian to English value and re-import the file.
in the example below change the value “Ago” (Italian parameter) with “Aug” (English parameter)