Master’s in Technical Risk and Insurance in Transport Engineering
Online master's programme of 1,900 hours in Technical Risk and Transport Insurance Engineering. 12 modules covering risk across transport modes, risk analysis methodologies, dangerous goods, cargo insurance, carrier liability, hull and rolling stock, infrastructure risk engineering, new technologies, modelling and rating, claims and risk management, with an assigned technical tutor.
Master’s in Technical Risk and Insurance in Transport Engineering — studying from Malta
Insurance is one of Malta's established financial sectors, with a regulatory framework that has attracted captive insurers, reinsurers and specialist underwriters. This creates demand for professionals who can model risk, analyse claims data and support actuarial functions. Engineers with statistical skills are valued in pricing, reserving and risk management. Employers include licensed insurers, brokers, consultancies and the regulator itself, where quantitative and technical expertise is increasingly important.
Fees for Malta: €7,920 (Euro), with instalments and employer sponsorship available.
Relevant bodies in Malta
Typical roles
Questions from Malta
Which professional bodies in Malta relate to insurance, risk and actuarial work, and does SEIUM's qualification fit?
SEIUM Institute's qualifications are private qualifications, not official Maltese state degrees, and they are not accredited by any national body. In Malta, insurance and financial services are supervised by the Malta Financial Services Authority, and professional actuarial qualifications are set by international bodies that Maltese firms commonly follow. Whether SEIUM's training is recognised is for employers or the relevant body to decide.
What roles in Malta might this training support in insurance or risk management?
Malta has a significant insurance, reinsurance and financial services sector, and firms there employ people in risk analysis, data and modelling roles. Whether a private engineering-focused qualification counts for a given role depends on the employer's requirements and the qualifications they already expect. Reviewing current job descriptions in Malta and asking employers directly will show how your training would be viewed.
How much time does this need each week, and what language level is required?
Master's programmes total 1,900 hours, postgraduate diplomas 800 hours and specialist courses 300 hours, delivered fully online. Spread over the programme length, this suits people working full-time if they set a steady weekly schedule. Teaching is in English, so you should be comfortable reading and writing technical English. Fees can be paid in instalments, and employer sponsorship is possible.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Analyse the technical risks of each transport mode.
Apply HAZID, HAZOP, FMEA and bow-tie methodologies.
Assess the risks associated with the transport of dangerous goods.
Interpret the carrier's liability regimes.
Design cargo, hull and liability covers.
Model and rate transport insurance portfolios.
Manage complex claims and risk management programmes.
Who it's for
- Transport risk engineers carrying out surveys and quantitative risk analyses.
- Transport underwriters covering cargo, hull and carrier liability.
- Average adjusters and cargo surveyors handling transport losses.
- Risk managers at logistics operators responsible for insurance programmes.
- ADR dangerous goods safety advisers.
- Transport loss adjusters seeking stronger technical and legal grounding.
- Engineering or science graduates aiming to enter transport insurance.
What you'll work with
- CMR Convention (contract for the international carriage of goods by road)
- ADR Agreement (international carriage of dangerous goods by road)
- ISO 31000:2018 (risk management guidelines)
- Institute Cargo Clauses 2009 (standard marine cargo insurance terms)
- Law 15/2009 (Spanish land transport of goods contract act)
- Montreal Convention 1999 (liability in international air carriage)
- IMDG Code (international maritime dangerous goods code)
- Directive 2004/54/EC (safety in tunnels on the trans-European road network)
- DNV Phast
- Isograph FaultTree+
- @RISK
- QGIS
- Python
12 modules · 1900 h
1.1Comparative accident rates by mode1.2Road: heavy vehicles and dangerous goods1.3Rail: rolling stock and infrastructure1.4Maritime: ships and terminals1.5Air: aircraft and airports1.6Pipeline transport1.7Intermodality and logistics hubs1.8Human factors in accidents1.9Transport accident databases1.10Case study: comparative analysis of accident rates by mode
2.1Hazard identification with HAZID2.2HAZOP applied to transport2.3Failure mode and effects analysis (FMEA)2.4Fault trees and event trees2.5Bow-tie analysis2.6Risk matrices and ALARP criteria2.7Quantitative risk analysis (QRA)2.8Human reliability2.9Risk management according to ISO 310002.10Workshop: bow-tie of a tanker accident
3.1Classification of dangerous goods3.2The ADR agreement for road transport3.3RID regulations for rail3.4The IMDG maritime code3.5ICAO Technical Instructions3.6Packaging, labelling and documentation3.7Dangerous goods safety adviser3.8Accident scenarios and consequences3.9Emergency plans3.10Practical exercise: assessment of a dangerous goods route
4.1Open cover and voyage policies4.2Institute Cargo Clauses A, B and C4.3Excluded risks and war and strikes4.4Valuation of insured cargo4.5Incoterms and transfer of risk4.6Sensitive cargo: refrigerated and high-value goods4.7Prevention of theft in transit4.8Survey of cargo damage4.9Claims against the carrier4.10Case study: refrigerated cargo loss
5.1The CMR Convention for road transport5.2Law 15/2009 on land transport contracts5.3The Hague-Visby Rules5.4The Montreal Convention in air transport5.5CIM uniform rules for rail5.6Limits of liability5.7Carrier's liability insurance5.8Logistics operators and freight forwarders5.9Liability in multimodal transport5.10Practical exercise: calculating CMR liability limits
6.1Commercial vehicle insurance6.2Railway rolling stock insurance6.3Marine hull insurance6.4Aviation hull insurance6.5Agreed value and total loss6.6Machinery breakdown in transport equipment6.7Loss of use and loss of profits6.8Technical inspections and asset condition6.9Maintenance and loss experience6.10Case study: valuation of a locomotive loss
7.1Road and tunnel risks7.2Tunnel safety and Directive 2004/54/EC7.3Bridges and structures7.4Port terminals and equipment7.5Railway facilities7.6Airports and runways7.7Fire and explosion risks7.8Natural hazards in infrastructure7.9Risk surveys and recommendations7.10Workshop: survey report for a terminal
8.1Telemetry and fleet tracking8.2Autonomous and connected vehicles8.3Cargo drones8.4Cyber risks in logistics8.5Electrification of heavy transport8.6Hydrogen as a fuel8.7Lithium batteries in transport8.8Digitalisation of transport documents8.9Automated logistics platforms8.10Practical exercise: risk assessment of an electric truck
9.1Transport exposure: tonne-kilometres9.2Route and frequency data9.3Frequency and severity models9.4Accumulation in warehouses and ports9.5Monte Carlo simulation9.6Carrier rating9.7Fleet rating9.8Experience and credibility9.9Tail risks9.10Lab: loss simulation for a cargo portfolio
10.1Notification and protest10.2Surveys and the average adjuster10.3Salvage and mitigation10.4Claims documentation10.5Recoveries and subrogation10.6Litigation and arbitration10.7Transport fraud10.8Major loss management10.9Management indicators10.10Case study: managing a multimodal claim
11.1Role of the risk manager11.2Corporate risk map11.3An operator's insurance programme11.4Captives and self-insurance11.5Business continuity11.6Supply chain security11.7Safety culture11.8Risk indicators11.9Communication with senior management11.10Practical exercise: insurance programme for a logistics operator
12.1Selection of the transport system12.2Regulatory and contractual context12.3Hazard identification12.4Quantitative risk assessment12.5Proposal of control measures12.6Design of the insurance programme12.7Economic analysis12.8Conclusions and recommendations12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
100% online training on the SEIUM campus, with downloadable materials, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so the programme is compatible with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is DNV Phast, Isograph FaultTree+, @RISK, QGIS and Python, in free, academic or evaluation versions. Exercises are based on real procedures: quantitative risk analysis of dangerous goods routes, management of multimodal cargo claims, and risk surveys of transport terminals and infrastructure. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: CMR Convention, ADR Agreement, ISO 31000:2018, Institute Cargo Clauses 2009, Law 15/2009 on land transport contracts, the 1999 Montreal Convention, the IMDG Code and Directive 2004/54/EC on tunnel safety.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- University degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- Internet connection and a computer capable of running the programme software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with DNV Phast, Isograph FaultTree+, @RISK, QGIS and Python, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture, or equivalent professional experience, plus a suitable computer and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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