HINDUSTAN INSTITUTE OF MARITIME TRAINING (HIMT)

EXTRA FIRSTCLASS ENGINEERING COURSE

SEMESTER ONE

SUBJECT : A2: Risk Assessment and Marine Insurance

Assignment 1

Set by: V.R.Venkatesan

vrv@himtmarine.com

1. Answer all the questions

2. All assignments are to be sent only to
assignefcb02@himtmarine.com .
Hindustan Institute of maritime Training
Extra First Class Engineer Course: Part A Assignments
Subject Code
A2 Risk Assessment and Marine Insurance
and Name
Student Name Sudeep Peter Culas
Module no:
M1
Student ID
73716
Date
17/MAR/2016
submitted:

The purpose of this assignment is to focus on risk management procedures and

casualty investigation .

1. After going through the material on risk assessment practices, go through the IMO
recommendation on enclosed space entry. ( IMO resolution A 1050 (27) )
Link is given below
http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/A%20%20Assembly/1050%2827%29.pdf
Enclosed space entry is one of the operations with high number of casualties on ships.
With regard to this, a companys procedures must give clear instructions. IMO has issued a
recommendation for enclosed space entry Resolution A.1050(27).
Give your opinions on the following
a) Why is risk to be reduced to As Low As Reasonably Practical? and not eliminated ?
b) Are more competent personnel expected to take more risks? Justify your answer
c) Does IMO recommendation permit entry into unsafe atmospheres? Justify your answer.
d) What is the meaning of essential operation mentioned in chapter 9.? Why is it not
CLEARLY spelt out?
e) Based on the IMO recommendation and your perception, draw up a list of instructions
to your vessels Masters and Chief Engineers, regarding Enclosed Space entry. Do not
make a check list. Clear instructions (about what can be done, what must be done and
what must not be done) are to be written. Limits should be mentioned.

A) Why is risk to be reduced to As Low As Reasonably Practical? and not

eliminated ?
No activity is entirely free from risk and so many companies and regulators around
the world require that safety risks are reduced to levels that are As Low As
Reasonably Practicable, or ALARP. The ALARP region lies between
unacceptably high and negligible risk levels. Even if a level of risk for a baseline
case has been judged to be in this ALARP region it is still necessary to consider
introducing further risk reduction measures to drive the remaining, or residual,
risk downwards. The ALARP level is reached when the time, trouble and cost of
further reduction measures become unreasonably disproportionate to the additional
risk reduction obtained.

Risk must be reduced regardless of cost unless extraordinary circums

Unacceptable region

Risk tolerable only if reduction cost is grossly disproportionate to gai

Tolerable region

Risk tolerable if all reasonably practicable steps to reduce it are undertaken

Risk tolerable if reduction cost exceeds improvement achiev

Must ensure that the risk is managed to remain at this level, and/or reduced furthe
Broadly acceptable region

B) Are more competent personnel expected to take more risks? Justify your answer
No, a competent person is not someone who simply has the competence to carry out a
particular task safely. Competence can be described as the combination of training, skills,
experience and knowledge that a person has and their ability to apply them to perform a task
safely. Other factors, such as attitude and physical ability, can also affect someones competence.
One should take account of the competence of employees when you are conducting your risk
assessments. This will help you decide what level of information, instruction, training and
supervision you need to provide.

C) Does IMO recommendation permit entry into unsafe atmospheres? Justify your
answer.
Yes, If the atmosphere in an enclosed space is suspected or known to be unsafe, the space should
only be entered when no practical alternative exists. Entry should only be made for further
testing, essential operation, safety of life or safety of a ship. The number of persons entering the
space should be the minimum compatible with the work to be performed. Suitable breathing
apparatus, e.g. of the air-line or self-contained type, should always be worn, and only personnel
trained in its use should be allowed to enter the space. Suitable breathing apparatus, e.g. of the
air-line or self-contained type, should always be worn, and only personnel trained in its use
should be allowed to enter the space. Rescue harnesses should be worn and, unless impractical,
lifelines should be used. Appropriate protective clothing should be worn, particularly where
there is any risk of toxic substances or chemicals coming into contact with the skin or eyes of
those entering the space.

D) What is the meaning of essential operation mentioned in chapter 9.? Why is it

not CLEARLY spelt out?
Essential operation means unsafe enclosed space entry operation made due to time constraint in
saving the life or safety of ship
For example
1. Operation to rescue a life from unsafe enclosed space since human brain will die after 4
minutes without oxygen.
2. Operation to save the ship by extinguishing a fire in enclosed space or closing a valve
Its not clearly spelt out since it could be innumerous reason for saving the life or safety of ship.
.
E) Based on the IMO recommendation and your perception, draw up a list of
instructions to your vessels Masters and Chief Engineers, regarding Enclosed
Space entry. Do not make a check list. Clear instructions (about what can be done,
what must be done and what must not be done) are to be written. Limits should
be mentioned.

Before Entry following procedures to be followed.

No person should open or enter an enclosed space unless authorized by the master or the
nominated responsible person.
Conduct tool box meeting by responsible Ship staff to discuss the job to be done in the space

what are the hazards of the space and how can they be controlled?

what are the hazards of the job and how can they be controlled?
Risk assessment

document the hazards and necessary safety measures and controls.

Please send me the completed companies risk assessment form for approval if its not an
emergency.
Secure the space

empty the space if necessary and take steps to prevent the space filling up:

 lock out valves and pumps; and

place notices forbidding their operation.
is the space adjacent to other tanks, holds, or pipelines which if not secure
could present a danger?
Ventilate

allow sufficient time for the space to be thoroughly ventilated naturally or mechanically

guard any openings against accidental and unauthorised entry

Test

test the atmosphere in the space for oxygen content (21% oxygen by volume by oxygen
content meter) and the presence of flammable (not more than 1% of lower flammable limit
(LFL))
And toxic gases or vapors( not more than 50% of the occupational exposure limit (OEL)* of any
toxic vapors and gases).

do not enter until the atmosphere has been determined to be safe

Permit Companies enclosed space entry permit to work to be issued by the master or the
nominated responsible person, and completed by the personnel who enter the space prior to
entry., confirming that:

the hazards of the job and of the space have been dealt with

the atmosphere in the space is safe and ventilated

the space will be adequately illuminated

an attendant at the entrance has been appointed

communications have been established between bridge and entry point, and
entry
point and entry party

emergency rescue equipment is available at the entrance and there are sufficient
personnel on board to form a rescue party

all personnel involved are aware of the task and the hazards, and are competent
in their role
During Entry following procedures to be followed

ensure the space is suitably illuminated

wear the right PPE
continue to ventilate the space
test the atmosphere at regular intervals
communicate regularly
be alert, and leave the space when requested or if you feel ill

After Entry following procedures to be followed

ensure all equipment and personnel are removed from the space

close the access of the space to prevent unauthorized entry

close the entry permit
reinstate any systems as appropriate

2. Casualty investigation:
Reference : MAIB report on the grounding of vessel moondance.
Link: http://www.maib.gov.uk/cms_resources/MoondanceReport.pdf

Based on the information from the incident, write your views with regard to the following.
a) Differentiate between risk and hazard? Give examples from the incident.
b) Differentiate between unsafe conditions and unsafe acts? Give examples from the
incident.
c) List the errors committed by Chief Engineer and Master, in the order of influence on
the incident.
d) It can be seen that there were many things wrong with the vessel. How did the vessel
manage to avoid accidents?

a) Differentiate between risk and hazard? Give examples from the incident.
A hazard is defined as a situation with a potential for causing harm to human safety, the
environment, property or business.
A risk is the chance, high or low, that any hazard will actually cause somebody harm.
The risks associated with each hazard are evaluated in terms of the likelihood of harm
and the potential Impact.
Risk = Probability x Impact

Examples of Hazard from Moondance report are

o
o
o
o
o
o
o

Loss of power from Aux engine high temperature trip is a Hazard

Immobilized condition of vessel is a Hazard
Navigation in Restricted water is a Hazard.
Weak departmental management and communications is a Hazard
Poor ship knowledge is a hazard
Inadequate manning of ER and bridge is a Hazard
Emergency generator is Manual mode is a Hazard

Examples of Risk from Moondance report are

o Risk of grounding-There is high probability of grounding when there is loss of
power in restricted water. Here the Impact is grounding. So the risk is high since
risk is evaluated in terms of likelihood of harm and Impact
o Navigational risk is high due to Weak departmental communication.
o Risk of pollution is high due to Grounding of the Vessel
o Risk of loss of power is high when the Generator Sea water valve is closed or
partially shut.
o Risk of Human error is high when there is inadequate manning in ER and bridge
and poor ship knowledge.
o Risk of Loss of power is high where Emergency generator switch is put in Manual
mode.

b) Differentiate between unsafe conditions and unsafe acts? Give examples from
the incident.
There are two primary causes of accidents: unsafe conditions and unsafe acts

Unsafe conditions
Unsafe conditions involve the general work environment, equipment, weather as
well as activities which employees are involved in and may include.
Examples of Unsafe condition from Moondance report are

o Engraved 20C graduations on the thermometer housing were misaligned to graduations

on the glass alcohol thermometer providing ambiguous temperature readings
o No low pressure alarm fitted to the generator sea water systems.
o The main service sea water system to generator valve is poorly positioned, and its
design can lead to mal-operation
o Emergency generator switch in Manual mode
o Inadequate level of manning in bridge/ECR
o There was no communications equipment fitted on either of the bridge wings.
o There was no machinery data logger facility fitted to Moondance
o Immobilized engine due to loss of power.
o Lack of lighting caused by blackout severely hampered fault finding process

Unsafe Acts
Unsafe acts are activities and/or job performance which employees are involved in and
may include:
Examples of Unsafe Acts from Moondance report are
o Second Engineers failed to open the Generator Sea water cooling valve.
o Second engineer failed to inform C/E or Master regarding overheating problem
o Lack of communication between C/E and Master.
o Lack of emergency drills conducted by Master/CE to demonstrate emergency
operation of CPP.
o Electrical officers or Duty engineers unsafe act of putting Emergency generator
switch to Manual mode

o Internal auditors failure to observe the unsafe conditions existed onboard ship.

c) List the errors committed by Chief Engineer and Master, in the order of
influence on the incident.

List of Errors committed By C/E

C/E was complacent as it was a routine shifting operation. He didnt initially attend the
Maneuvering even though ship was in restricted waters. He didnt made sure minimum safe
manning existed while maneuvering. The Chief Engineers Standing Orders did not specifically
state what the engine room manning levels should be, either at sea or in harbour.
C/E was of British orgin and he was unable to establish his authority or control towards his
polish subordinates who often spoke Polish language. He lacked with authority to monitor PMS
system is followed thoroughly onboard(Eg Anodes of MGPS system was not maintained
properly)
C/E didnt enforce the ER departure checklist and ensured everybody followed it.
C/E didnt enforced the emergency generator starting/stopping procedure where the Emergency
generator switch was kept in Manual mode
C/E didnt properly communicate with Master, Superintend and his subordinates.
C/E didnt know the emergency manual operation of CPP, Nor did he took interest to learn/train
subordinates.
C/E didnt take control of situation or exhibited leadership for fast blackout recovery.
C/E didnt followed companys Safety management procedures properly. A number of omissions
in the content of the SMS, and inconsistencies between the chief engineers technical instructions
and those detailed in the SMS were present. Similar type of mistake was done by previous

Second engineer, No procedural or system changes were made to prevent a re-occurrence of this
hazardous incident

List of Errors committed By Master

Master didnt made sure adequate safe manning existed while maneuvering in ECR and bridge
The master regarded the move from the lay-by berth to the link span as a routine operation which
required only him to be on the bridge. Although this had little or no bearing on the course of
events, except for the ability to talk directly to the ECR, it indicates a complacent attitude and an
under estimation of the risks involved in maneuvering the vessel in confined waters.
Master didnt properly communicate with Engine department and his subordinates The master
preferred instead to use the chief officer to make contact with the ECR to investigate the power
loss problems. This led to delays in ascertaining the situation, and possibly contributed to the
apparent confusion over the later starting of the main engines
Master didnt used Emergency stop from bridge when engine was started.
Lack of emergency drills conducted by Master to demonstrate emergency preparedness.
Safety management system not implemented by Master properly. The use of checklist while
maneuvering in Bridge and ECR not followed properly. Risk assessment was not properly
conducted and documented. Lack of handover procedures: Engineer officer of the watch and
bridge officer of the watch, handover procedures during critical evolutions e.g. leaving the berth.
It was observed that the second officer did not know how to operate the bowthruster. His watch
keeping pattern had not required him to use the thruster because the master was always on the
bridge during maneuvering alongside when the thruster was required. Master didnt bothered to
train all this watch keeping officers.