144
inland waterways transport. At the end it was
presentedtheanalysisoftherisksforthehandlingof
afreightontheOderRiver.
2 LITERATUREREVIEW
There are many different views on what risk is and
how to define it (Aven 2012; Hampel 2006), how to
measure and describe
it (Aven 2010, Kaplan 1997),
and how to use risk analysis in decision making
(Apostolakis2004,Aven2009).Overviewofthebasic
definitionoftheconceptofriskcanbefound,among
others,in(Aven2016).Accordingtothisreview,the
proposed definitions generally refer level of
uncertaintytothe
probabilityofanadverseeventand
its consequences. Therefore, in the research on risk
assessment in inland waterways transport described
in this paper the authors also adopted this point of
view.
The way one understands and describes risk
strongly influences the way risk is analysed and
hence it may have serious
implications for risk
management and decision‐making (Aven 2016). The
authorsintheirstudyreliedontheguidelinesofISO
31000. According to it (PN‐ISO 2010) the risk
assessment is defined as a holistic process that
involves three stages of the procedure: (1) risk
identification,(2)riskanalysis,and
(3)evaluation of
risk.Thesestagesareincludedintheproposedmodel
of risk assessment for the transport process. Risk
analysismayusevariousquantitativeandqualitative
techniques, which are also described in the above
standard. In the proposed model of risk assessment
the FMEA technique was used. It is one
of the risk
analysis techniques recommended by international
standards (Wang et al. 2012). Linguistic variables
were used to estimate the value of each parameter
usedfortheriskassessment(Burduk2012).
In the spotlight of the research conducted by the
authorsisprimarilyoperationalrisk.Itdecidesifthe
internal
organizational processes are sufficiently
effective, including immune to interference, that the
organization is able to pursue their economic goals
(Zawiła‐Niedźwiecki2012).Thereforesince the early
2000s,therehasbeenanincreasedfocusonwhathas
been defined as operational risk (Smallman 2000,
King2001,Ward2001). Such risks
relatetonegative
deviationsofperformanceduetohowthecompanyis
operated,ratherthanthewayitfinancesitsbusiness
(King2001,Jorion2006).Ithasbeenarguedthatthere
is a great need for improvement in the quality (as
regards tools and formal processes to manage
operationalrisk)
andscope(suchasidentification of
what risks to focus on) of Operational Risk
Management. Companies frequently deal with
operational risk issues as they occur, and often
following a crisis or catastrophic event (King 2001).
ORM is particularly important also for the
organizationinvolvedininlandwaterwaystransport
processes.
Conductedby
theauthorsanalysisofpublications
in the EBSCO database from the years 2006‐2016
dedicatedtotheriskmanagement,indicatesthatfora
water transportation, an extensive research are
exclusively carried out in the field of maritime
transport[including:(Bubbicoetal.2009,Brownetal.
2016,Yuebo&Xuefen
2014,Langardetal.2015).Itis
mostly a result of risk management has become a
majorpartofoperatingdecisionsforcompaniesinthe
maritimetransportationsectorandthusanimportant
researchdomain(NationalResearchCouncil2000).
Special mention in this case deserves an article
(Goerlandt& Montewka2015),in
whichtheauthors
presentedadetailedreviewoftheliteraturedevoted
to the analysis of risk for maritime transport.
Overview publications of the period 2011‐2014
allowed the authors to define current problems
undertakeninresearchonriskinmaritimetransport.
Theseamongtheothersare:
Determine the ship
collision probability and
frequencyinaseaarea(Goerlandt&Kujala2011,
Jeongetal.2012,Rasmussenetal.2012,Sumanet
al.2012,Wengetal.2012).
Determine the risk of oil spill and hazardous
substances in a sea area (Montewka et al. 2011,
Goerlandtetal.2011).
Quantify effect of risk reduction measures on
accident risk in a waterway area (van Dorp &
Merrick2011).
Literature analysis indicates that the main
consideration of researchers in risk assessment in
inland navigation is focused on the assessment of
transportsafety.Examinedaspectsoftheexperiments
aremainlyconcernedwith
suchthreats as: accident,
collision,contact(strikinganyfixedorfloatingobjects
other than those included under collision or
grounding), grounding (being aground or
hitting/touching shore or sea bottom or underwater
objects),fire,explosion(Lietal.2012).Thefrequency
of these threats in inland navigation is limited. It
should be
a subject of risk analysis, but the main
aspects of risk assessment should focus on the
reliabilityofthewholeprocess.Tomakethispossible,
thescopeoftheassessmentshouldbesubordinatedto
the decision‐making process of participants in the
freight transport process. For this reason it is
necessary to define the area of analysis for risk
assessmentininlandwaterwaystransport,takinginto
accounttheholisticapproachproposedinISO31000.
Thismeansthattheidentificationofpotentialhazards
is done by the way of a process analysis, which
includes the analysis of used resources (elements at
the
inputtotheprocess),thecourseoftheprocessand
theexpectedfinalresult.
3 INLANDNAVIGATIONONODRA
WATERWAY
Odra Waterway links significant economic areas of
the country with Szczecin‐Swinoujście seaports.
Althoughtheinlandnavigation inPoland,formany
decades, focused on the Oder, these connection not
fullyusesitspotential.
The Odra has a dominant role of the inland
navigation in Poland. One of factors of that
domination is the fact that the Oder is connected to
theWesternEuropewaterways.Inthestructureofthe
countryʹstransport,inlandwaterwaytransporthasa
negligible share. This
share in recent years does not
exceed0.2%.