Regulatory Framework
3.17 General Procedure for Establishing Risk Criteria at Lower Level
Skjong et al. (2005) describes various possible procedures for developing risk ac- ceptance criteria at ship function (or lower) levels, and also includes some exam- ples of how this procedure works. Two worked examples are publicly available.
One relates to hull girder strength, IACS (2006), and the other to systems, Rude and Hamann (2008). However, the only new element as compared to the litera- ture on use of Structural Reliability Analysis for ship safety is the use of the FSA risk acceptance criteria in SRA. As a general procedure this may be described as follows:
Step 1: Develop a risk model, including all scenarios that are affected by the function in question.
Step 2: Use the decision criteria relating to cost effectiveness described above, for the function
Step 3: Derive the target reliability (or availability) by cost effectiveness criteria Step 4: Use this ‘optimum’ as reliability (availability) as target for the function
analysed.
It is seen that in Step 3, there is an implicit assumption that the risk is in the ALARP area, and that cost effectiveness criteria can be applied. It is also seen that this procedure is a simplified FSA, limited to the relevant function.
When risk based acceptance criteria are derived from previous FSA studies this procedure is followed, because an FSA study should, in principle, include all rele- vant functions and scenarios.
It should be noted that the risk acceptance criteria derived this way for the pur- pose of regulation, may not be dimensioning for the function in question, as e.g.
purely commercial considerations may result in more strict requirements. If this is the case, and can be proven to be the case under a variety of conditions, the regulator may decide not to regulate.
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