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Part 17-Fsa Heavy Wx

Part 17-Fsa Heavy Wx

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Published by: aungthein_san on Jan 12, 2010
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Class 1 & 2 Oral answers ( Part 17


Lashing of heavy lift container parted
Do an FSA for container lashing parted, with master, chief engineer and bosun. Ascertain the possibility of re lashing the container, considering cost benefit assessment. Consult securing manual for guideline. Brief crews about the operation and necessary precautions. Prepare adequate equipment for operation. Reduce ship's speed and alter course to suit the present sea condition so that there is least rolling/pitching. Rig life line for crew's movement. Send crews on deck, under the supervision of chief officer. Keep life buoys, rescue boats ready for immediate launching. Maintain efficient communication with the working group. Crews should be on protective clothing. Immobilize cargo movement (shoring, wedges), double up lashing.


Class 1 & 2 Oral answers ( Part 17 )

FSA for container lashing parted


Topic Environ ment

Identificatio n of hazards Strong wind.

Assessment of risks

Risk control options

Cost benefit assessment

Recommendation for decision making.

Causing list/heel, Class HeaveOral answers ( Part 17 ) able to get Minimum environment 1 & 2 to, reduce Crew member man overboard. speed, create access to deck. injury to crew member. lee. Wetness Crew member may Life an life Protect risk from parted. Following is a typical example forline,FSA of a container lashinginjury. (Slippery slip on deck, jacket, safety deck) resulting personnel shoe, safety belt injury.. with line. Heavy wave Damage to ship Alter course to Minimal sea spray. and swell, structure and other reduce sea shipping cargo, damage to spray. spray. other lashing. Cold Reduce working Proper clothing Save time. temperature. efficiency. and efficient communication between bridge and deck. Damage to structure, ship side railing, bulwark, ventilators, deck house, cargo gears, machinery. Affects seaworthiness. Watertight integrity. Ingress of water into tank - reduced stability. Risk of sinking. Damage to other cargoes and personnel injury. Heave to. To shut and seal ventilators. Pump out from tanks, increase stability. Close any opening. Protect seaworthiness of vessel. Enhance seaworthiness. Delay damage to ship's structure. Protect damage to ship's machinery. Minimum cargo damage and injury. Minimum ship damage.



Damage adjacent cargoes. Damage to cargo itself.

Personnel injury due to cargo from the container. Loose objects. Structural damage, injury to to crew, safety of navigation hampered. Broken Injury to crew. lashing. Other lashing Injury to crew. parted. Human error Poor planning. Poor safety knowledge. Injury from cargo / heavy weather, weather swept overboard. Slow response. Crew member slipping on deck. Injury / loss of life. Time delay. Confusion. Injury.

Immobilize cargo Protect cargo from movement damage. (shoring, wedges), double up lashing. Protect other cargo from damage. Broadcast the matter through VHF or INMARSAT. Any injury prevented or may occur.

Crew briefing, safety aspect, duties assigned for the operation. Appropriate clothing, proper gear. Sufficient communication. Check for securing manual for guideline. Adequate equipment for operation. 3 Communication equipment to

Save time. Save life from weather and cargo. Know the procedure of operation.

No human error.

Equipm ent

Walkie talkie damage due

Loss of communication.

Less chances of equipment failure.

Sufficient equipment.

Class 1 & 2 Oral answers ( Part 17 )

Process of the actions taken before any disaster occurs. A rational and systematic for assessing risks associates with any activities onboard. Costs and benefits of different actions is also evaluated. It enables a balance to be drawn between the various technical and operational issues, including the human element and between safety and costs. Interim guidelines were adopted in 1997 and IMO Member States have been invited to carry out trials and report back to IMO.

FSA consists of five steps. Identification of hazards: A list of all relevant accident scenarios with potential causes and outcomes. Assessment of risks: Evaluation of risk factors. Risk control options: Devising regulatory measures to control and reduce the identified risks. Cost benefit assessment: Determining cost effectiveness of each risk control option. Recommendations for decision-making: Information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided. In simple terms, these steps can be reduced to: What might go wrong? = Identification of hazards (a list of all relevant accident scenarios with potential causes and outcomes) How bad and how likely? = Assessment of risks (evaluation of risk factors); Can matters be improved? = Risk control options (devising regulatory measures to control and reduce the identified risks) What would it cost and how much better would it be? = Cost benefit assessment (determining cost effectiveness of each risk control option); What actions should be taken? = Recommendations for decision-making (information about the hazards, their associated risks and the cost effectiveness of alternative risk control options is provided). 4

Class 1 & 2 Oral answers ( Part 17 )

About FSA
Application of FSA may be particularly relevant to proposals for regulatory measures that have far reaching implications in terms of costs to the maritime industry or the administrative or legislative burdens that may result. FSA is a structured and systematic methodology, aimed at enhancing maritime safety, including protection of life, health, the marine environment and property, by using risk and cost/benefit assessment. It can be used as tool to help in the evaluation of new regulations or making a comparison between existing and possibly improved regulations, with a view to achieving a balance between the various technical and operational issues including the human element, and between safety and costs. This is achieved by providing a clear justification for proposed regulatory measures and allowing comparison of different options of such measures to be made. This is in line with the basic philosophy of FSA in that it can be used as a tool to facilitate a transparent decision-making process. In addition, it provides a means of being proactive, enabling potential hazards to be considered before a serious accident occurs. FSA represents a fundamental change from what was previously a largely piecemeal and reactive regulatory approach to one which is proactive, integrated, and above all based on risk evaluation and management in a transparent and justifiable manner thereby encouraging greater compliance with the maritime regulatory framework, in turn leading to improved safety and environmental protection. FSA is highly technical and complex. But it does offer a way forward and a means of escaping from the dilemma of the past in which action was too often put off until something went wrong - with the result that the actions taken often owed more to public opinion and political considerations than they did to technical merit.


Class 1 & 2 Oral answers ( Part 17 )

FSA for bulk carrier safety
One area where FSA is already being applied is bulk carrier safety. example) (View

In December 1998, the Maritime Safety Committee, IMO's senior technical body, agreed to a framework setting out project objectives, scope and application, namely: To inform IMO's future decision-making regarding measures to improve the safety of bulk carriers. To apply FSA methodology to the safety of dry bulk shipping. To secure international collaboration and agreement.

More about FSA from IMO web site


Class 1 & 2 Oral answers ( Part 17 )

Approaching a fog bank
Inform master about restricted visibility. Inform engine room. Post extra look out. Verify vessel's position. St-by engine, reduce speed. Switch on radars. Start fog signal and switch on navigation lights. Comply with rule-19 if involved in risk of collision in fog. If necessary, in shallow water, anchor the vessel for improvement of visibility.


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