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Engine-room Resource Management (ERM)

	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
 

The Maritime Human Resource Institute, Japan＆
Dr. David GATFIELD
Warsash Maritime Academy, the United Kingdom
	
  	
  	
  	
  	
  	
  	
  	
  	
  	
 

	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
 

Acknowledgement
The Maritime Human Resource Institute, Japan conducts various activities to dedicate to themaritime society and to assist in the seafarers’ administrative issues. The requirements concerning
BRM/ERM have been introduced into the competence tables as mandatory requirements for navigationand engineer officers by the comprehensive review of the STCW Convention and the Code adopted in2010. Training methods and roles of requirements for BRM can be considered to be alreadyestablished, however those for ERM can be said to be expected. The institute therefore decided to
produce an educational visual aid which contains briefings on ERM, its requirements and caseexamples. The institute organized the ERM expert committee consisted of members from the maritime
education institutions, maritime bodies concerned and shipping industries to address this issue andconsideration for producing the visual aid was implemented by the committee. It was our honor that
Doctor David Gatfield, a professor of Warsash Maritime Academy who contributed to development of
the requirements for ERM in the comprehensive review of STCW Convention and the Code, kindly
participated in producing it as the coproducer.
We hereby acknowledge the members of the ERM expert committee for their contribution and thecooperation for shootings extended by all the personnel on board Musashi Maru, a Ro-Ro ship of
MOL Ferry Corporation Limited and Seiun Maru, a Training Ship of National Institute for Sea
Training, Independent Administrative Institution, Japan in producing this DVD.

Musashi Maru, Ro-Ro Ship
MOL Ferry Co., Ltd.

Seiun Maru, Training Ship
National Institute for Sea Training

Planning & Produce: The Maritime Human Resource Institute, Japan

Coproducer:

Kaiji center building, 4-5 Kojimachi
Chiyoda-ku, Tokyo Japan
Doctor David Gatfield
Warsash Maritime Academy
Southampton Solent University
Newtown Road, Warsash, Southampton
SO31 9ZL The United Kingdom

TEXT
1.

Preface

In June 2010, the proposed amendment to the STCW Convention and the Code was adopted at the diplomaticconference convened in Manila. This amendment includes many amendments to the Convention to meet thecontemporary technologies and to eliminate ambiguity of the provisions. And as one of the amendments, arequirement of knowledge on Engine-room resource management (ERM) has been newly introduced into thecompetence table for engineer officers at the operational level. This requirement, as a knowledge, understanding
and proficiency for competence “Maintain a safe engineering watch”, requires engineer officers to acquire theknowledge of ERM and to practice ERM. In practicing ERM, it’s vital to develop consciousness based on its
concept and comprehension of the components constructing ERM. Furthermore, since ERM cannot be practiced
if it is only understood by specialized personnel, it is essential for all personnel to share common perceptions
about its necessity, understanding ERM equally and appropriately. From this aspect, it is also necessary for theengineer officers at the management level to review ERM at this time as it becomes a mandatory requirement,
taking into account that the competence of “Use leadership and managerial skills” as an essential element of
ERM has been introduced into the competence table of the function of “Controlling the operation of the ship
and care for person on board” at the management level.
This DVD was produced in terms of this point of view as a visual aid to allow people to learn what ERM is
and what its components are through actual operational scenes of a ship, introducing the requirements for ERM.
The components of ERM are not based on a new idea or imagination, but it can be said to be previously-existing
human elements. Consequently, anyone can practice ERM by understanding its purpose and necessity of thecomponents without having specialized technical skills, but by adopting the human elements as non-technicalskills such as leadership, communication, situational awareness and others.

2. ERM and Resources
2.1	
  ERM
ERM is an approach to achieve a ship’s safe navigation by appropriately managing the resources of personnel,
equipment and information in the machinery space and by effectively utilizing them. So, allocation, assignment
and prioritization of resources, effective communication, assertiveness, leadership, situational awareness,consideration of team experience and knowledge of ERM principles are stipulated in the amended competencetable as essential requirements in practicing ERM. In addition, management of resources includes personnel
management, equipment management and information management and personnel management means that
personnel are appropriately arranged based on their qualifications, their experience and their certifications.
Equipment management is to manage the operation and maintenance of machinery, and running and maintenancerecords. Information management is to manage records of information, sharing of information and appropriate
understanding and response to information. It’s said that full practice of ERM is essential to ensure the ship’s safe
navigation especially in such a situation of entering/leaving ports where operational condition is continuously
changing.
A correlation diagram that presents skills/elements constructing ERM based on the amended competencetable A-Ⅲ/1 is shown below. The diagram says that communication is the most essential competence inpracticing ERM and the communication can be a fundamental competence supporting leadership andassertiveness and also a shared common competence, and also there is the common competence between
leadership and assertiveness. Consideration of team experience is also supported by communication and sharescommon competence with leadership. Three requirements regarding resources and situational awareness can besaid to be independent skills/elements sharing no common competence with communication. The inside theframed rectangle means ERM principles. ERM principles are fundamental elements included in ERM and are
the principles regarding personnel arrangement, how personnel arrangement should be, personnel’s capability
required and a code of conduct. Particularly, by the amendments, ERM principles for carrying out watches aredescribed in Part 3 (Watchkeeping principles in general) of STCW Code A-Ⅷ/2 (Watchkeeping arrangements
and principles to be observed) as shown in the paragraph 8 (ERM principles after the amendments in 2010).
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2.2	
  Resources
There are personnel, equipment and information as resources. Personnel in resources are a human resource tobe allocated for safe navigation and are required to have competency to manage and utilize other personnel aswell as appropriate qualification for performing tasks. In addition, the personnel are required to be well versedin the functions of equipment upon his/her position, to have the capability to utilize information from theequipment and to confirm the functions are being demonstrated. Equipment should be set up and run as required
to meet all of the requirements for the safe operation of the ship and all of the equipment required should befully functional. Information comes from many sources: external to the ship, personnel, running andmaintenance records, drawings, instruction manuals and equipment. There are two types of information from theequipment: the information such as alarms and operation data that automatically comes from equipment, like amonitoring system, and the information such as leaking, running sounds and vibrations detected by personnel
using their five senses. All information must be appropriately understood, shared and utilized for the safe
navigation of the ship.

2.3	
  Utilization of information
2.3.1 Entering/Leaving port
Personnel stationed when entering/leaving a port can maintain their motivation and the effective operation ofmachinery with an excellent teamwork by sharing information relating to their ship’s consequences from thebridge and information the team members have. Particularly, the information from the bridge enables the engine
room personnel, for whom it is difficult to know the navigational situation of the ship, to take proactive actions
resulting in growing assuredness and swiftness of the machinery operation, preventing faulty operation.
3

Furthermore, it enables the personnel to be incentivized by their awareness of being one of the ship’s operators.
With regard to the information that the team members have, that is information detected by machinery operationand machinery rounds, the engine room personnel should try to share insignificant concerns and notes that they
have.

2.3.2

Engineering watch

When operating and maintaining engine room machinery, it is essential for personnel in charge of anengineering watch to try to find any sign of malfunctions that is information from the machinery by personnel
using their five senses through engine room rounds. In fact, there are many cases that the information about
running sounds, leaks, vibrations and the like detected through such machinery rounds, can be utilized toprevent incidents. In addition to that, the personnel need to undertake the watch, understanding operation
procedures, functions, features and operation data of the machinery by obtaining information from manuals,
piping diagrams, status boards and others as well as the information taken over from the previous watch
engineer officer.

2.3.3

Operation and maintenance

Personnel assigned to manage specific installations need to perform duties such as operation, maintenanceand management of spare parts, making operation and maintenance plans by obtaining thorough information
concerned in operation and maintenance through thoroughly reading instruction books. Furthermore, thepersonnel need to provide their successors with sufficient and appropriate information by leaving detailed
records of operation, maintenance and consumption of spare parts.

3. Requirements of ERM
3.1	
  Allocation and assignment
Allocation and assignment of resources can be said that they are requirements relating to human resources. It
indicates that personnel being assigned tasks upon his/her position should appropriately be allocated in order tomaintain safe navigation.
Particularly, when entering or leaving ports, establishment of adequate command system and effective
machinery operation system are necessary to ensure the safe navigation and appropriate allocation of personnel
is essential for this purpose. In allocating personnel, allocation of experienced personnel depending on thesituation and training of inexperienced personnel should be taken into account based on the idea that matches
the right person to the right place at the right time in the machinery space.

3.2	
  Prioritization
Prioritization is usually set up in operating/handling machinery. But, when personnel carry out the assignment
in various situations, they need to work on the tasks giving consideration and decision-making to prioritization
in some cases. In such a case, personnel need to make a prioritization, taking into account its safeness, urgency
and adequacy.

3.3	  Communication
Communication is an information exchange necessary for maintaining safe navigation. In this informationexchange, there are forms of order, response, provision of information and report according to the scenes ofship’ s operation, and effective communication means that this information exchange is being fully carried out.
Before each communication the rank, personality and awareness of personnel should be reflected upon todetermine how much information exchange is necessary. Effective communication could be blocked if thesehuman factors are not properly considered. Furthermore, it can be said that a lack of communication is largely
caused by the attitude of both sides. Therefore, personnel need to try to ensure there is enough information4

exchange, with a recognition of the importance of effective communication and of sharing information. Besides
which personnel should be mindful of the following communication issues that are considered to beinappropriate:	
 3.3.1 “I had no report”; the idea that I could not receive the expected report due to a negligence of the person
who should report it.
3.3.2 “No one is aware of it”; the idea that unawareness of information/situation that I was already aware of,must be caused by a lack of ability of the person who should be aware of it.
3.3.3 “I have not heard of it” or ”No one lets me know it”; the idea that the delay of information to bepreferentially informed must be caused by the person who should be distributing it not understanding themeaning of prompt distribution of information.
3.3.4 “It has already been realized”; you are obsessed with an idea that has already been realized without the
information being reported or provided.
3.3.5 “I didn’t say it since I was not asked”; the idea that I don’t need to advise people the information I haveunless I am specifically asked of it.

3.4	
  Assertiveness
Assertiveness generally means a human element that enables personnel to sincerely and equally communicate
with others without violating the right of others. It is often necessary for personnel to be assertive within theworkplace. That is to say, having made a judgment necessary for maintaining safe navigation, personnel have toassert their judgment without any hesitation, notwithstanding their position and hierarchical relationship within
the workplace. Especially, in an emergency case or after in-depth consideration, the person responsible at thestation has to clearly assert his/her decision with uncompromising stance, avoiding unclear assertiveness. It may
at times be necessary to ask a senior officer to explain the appropriateness of a decision they have made, or evento alert a superior officer if you consider that they have made an inappropriate decision. Assertiveness is abehavior that meets the element of “notify any doubt” in BRM/ERM principles and is therefore an inherent elementof BRM/ERM.

3.5	
  Leadership
Leadership is an essential human element necessary for practicing ERM. Leadership is a skill necessary toachieve joint tasks and requires situational awareness and the competence to lead, understanding how to
influence and motivate other personnel.

3.6	
  Situational awarenessSituational awareness is a competence available to act proactively in various situations and to precisely
determine the existence of risks, the possibility of environmental pollution, illegal situations and the likelihoodof incidents. It is essential to have a complete awareness of the situation so that necessary measures and actions
can be taken proactively, in order to prevent the occurrence of incidents and environmental pollution.

3.7	
  Consideration of team experience
Consideration of team experience means taking into account the experience of all members of the team inorder to achieve safe navigation and watchkeeping. It may be the case that even a new joiner may have certain
experience and skills that could be useful to the team leader in a certain situation. It is therefore necessary thatthe team leaders understands the background and experience of all members of their team.

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4.

Scenario text

Ship
: 10,000 gross ton class Ro-Ro ship propelled by diesel engine
Character : Deck department- - - Captain, Third officer, Watch officer, Quarter master
Engine department- - -Chief engineer
First engineer (issuing instructions to personnel in engine room)
Second engineer (handling main engine/equipment in control room)
Third engineer (handling machinery in engine room as leader of the station)
No.1 oiler, oiler (Mr. Sato) assistant oiler (Mr. Yamamoto)
Stations when entering/leaving port : Bridge (W/H) : Captain, Third officer, Quarter master
Control room (C/R): Chief engineer, First engineer,
Second engineer
Engine room (E/R): Third engineer, No. 1 oiler, Oiler, Assistant oiler
	
  	
  	
  	
  	
  	
  	
  Narration/Dialogue
1

	
  	
  	
  	
  Remarks

1: Introduction and clarification(The amendments to the STCW Convention)
The International Maritime Organization (IMO) has newly of ERM
introduced requirements for Engine-room Resource Management
ERM into the competence of marine engineer officers under the2010 Manila amendments.
This DVD was produced to allow people to learn what ERM is,what ERM principles are and what should be understood.

(Mandate of ERM)
Recent analyses of marine casualties indicated that many of thefundamental elements of Bridge Resource Management (BRM) andEngine-room Resource Management (ERM) were not being
practiced. In addition, it was also clearly evident that a lack ofcommunication was a prominent factor in marine casualties.
In this context, IMO reached a conclusion that it was imperative toinclude the non-technical skills such as BRM and ERM in the
STCW Code as requirements for deck and engineer officers in orderto prevent maritime incidents.
(ERM)
ERM is an approach to achieve safe navigation by appropriately
managing the resources of personnel, equipment and information in
the machinery space and by effectively utilizing them. Namely,
management of resources includes personnel management,
equipment management and information management.
(ERM requirements)
ERM requirements are stipulated in the competence table A-Ⅲ/1
as shown on the display as requirements for the competence“Maintain a safe engineering watch” at the operational level. That is“Knowledge of ERM principles including these 5 requirements”
as “Knowledge, understanding and proficiency”(ERM principles)6

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ERM principles are fundamental elements in ERM andparticularly, regarding necessary ERM principles to maintain awatch, nine principles such as proper arrangements of personnel,
consideration of qualification limit and appropriate communication
are stipulated in Section A of chapter Ⅷ of the STCW Codeproviding how to arrange personnel, personnel competency
required, a code of conduct and others.
(Resource)
Now, let’s briefly explain constituent elements of ERM based on
the provisions.
First, with regard to resources, personnel means human resources
allocated for safe navigation and are required to have competency
to manage and utilize other personnel as well as appropriatequalification in performing tasks. In addition, personnel are
required to be well versed in the functions of equipment and to havecapability to utilize information from the equipment and to confirm
the functions are being demonstrated.
Equipment as resource means all installations to maintain safe
navigation and they should be fully functional.
Information resource means information comes from external,
personnel, running and maintenance records, drawings, instruction
manuals and equipment. There are two types of information fromthe equipment, which are the information that automatically comesfrom equipment like a monitoring system and the information
detected by personnel using their five senses.
(Allocation and assignment)
Allocation and assignment of resources says that appropriate
personnel should be allocated properly and in particular, it becomes
more important when entering or leaving ports due to the need toestablish an adequate command system and to handle propulsion
machinery more accurately.
(Prioritization)
Personnel are required to prioritize various duties considering their
judgments on safety, urgency and adequacy in accordance withsituations.
(Communication)
Communication is an information exchange necessary for
maintaining safe navigation. In this information exchange, there areforms of order, response, provision of information and reportaccording to the operational aspects, and effective communicationmeans that this information exchange is being fully carried out.
Before each communication the rank, personality and awareness of
personnel could be reflected upon to determine how muchinformation exchange is necessary and it can be said that a lack ofcommunication is largely caused by the attitude of both sides.
Personnel therefore should be mindful of the following
communication issues.
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1

・	
  “I had no report”; the idea that I could not receive the expectedreport due to a negligence of the person who should report it.
・	  “No one is aware of it”; the idea that unawareness of
information/situation that I was already aware of, must becaused by a lack of ability of the person who should be awareof it.
・	  “I have not heard of it”; the idea that the delay of imformation
to be preferentially informed must be caused by the person who
should be distributing it not understanding the meaning ofprompt distribution of imformation.
・	  “It has already been realized”; you are obsessed with an ideathat has already been realized without the information being
reported or provided.
・	  “I didn’t say it since I was not asked”; the idea that I don’t needto advise people of the information I have unless I am
specifically asked of it.
(Assertiveness)
It is often necessary for personnel to be assertive within theworkplace for maintaining safe navigation without any hesitation,
notwithstanding their position and hierarchical relationship.
Furthermore, junior personnel sometimes have to be assertive inasking for clarification of decisions made by their superiors if thereasons for those decisions are not clear, and if he/she considers thatthese decisions might adversely affect the safe navigation.
Assertiveness is a behavior that meets the element of “notify any
doubt” in BRM/ERM principles and is therefore an inherent
element of BRM/ERM.
(Leadership)
Leadership is an essential human element in practicing ERM andrequires an ability to lead, understanding influence to otherpersonnel and how to motivate them.
(Situational awareness)
Situational awareness is an ability to assess accurately theexistence of risks, the possibility of environmental pollution, illegal
situations and the likelihood of incidents in various situations.
(Consideration of team experience)
Consideration of team experience is to take experiences of all
members of the team including junior personnel into account and toutilize the experiences in order to achieve safe navigation andwatchkeeping.
(Preparation for entering port)
Now, let’s watch the scene of a ship entering a port. This ship is a
10,000 gross ton class Ro-Ro ship. When entering and leaving port,
main engine maneuvering is carried out from the control room and a
direct telephone line is used for communication between the bridge
and the control room in addition to the engine telegraph. In order toensure sharing information, an engine room command
communication system is used for communication between theengine control room and the engine room so that personnel in the8

1engine room can listen to information issued from the control room
through loudspeakers and personnel in the engine control room canlisten to information issued from the engine room through aspeaker.
The second engineer who was checking the unmanned machineryin the control room received a phone call from the bridge sayingthat there was 25 miles left to the pilot station.
The second engineer immediately reported the information fromthe bridge to the chief engineer and having received the chiefengineer’s instruction, he informed the first engineer, the third
engineer and the engine crew members who should be standing by.
After that, the second engineer changed the control mode fromunmanned to manned and the control position of the main engine
from the bridge to the control room and began preparations forentering the port, starting reduction of main engine speed.

22: From state of navigation to
stand-by engine

Control room
Direct phone rings(1) W/H (3/O) →C/R (2/E)：15 miles left to the pilot station.
(2) C/R (2/E)→W/H (3/O)：All right, 15 miles left to the pilot station.
(3) C/R (1/E) →E/R
：15 miles to the pilot station, Number 2 generator is about to be
started from control room, report the running condition.
(4) E/R (3/E) →C/R
：All right, 15 miles to the pilot station, Number 2 generator is about
to be started from control room.
(5) E/R (3/E) → Yamamoto: Let’s go.
(6) C/R (2/E)：I’m starting Number 2 generator.
D/G room, checking Number 2 generator(7) E/R (3/E): Exhaust gas temperature of Number 1 cylinder isrising a bit faster, it would be settled down in a short while.
	
  	
  	
  	
  	
  	
  	
 
Control room(8) W/H (3/O) →C/R (2/E)：I am putting steering motors into parallel running.
(9) C/R (2/E)→W/H (3/O)：All right, beginning parallel running of steering motors.
(10) C/R (1/E)→E/R：Steering motors are now running in parallel, report the running
condition.
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Preparation for entering port
Preparations for stand-by engine
vary according to the systems anddimensions of the propulsion
plant, however generally
speaking, the following
preparations are necessary.
① Reducing engine speed until
harbor full speed. (Change
fuel oil if necessary)② stopping auxiliaries	  Fresh water generator
Exhaust gas economizer③ Starting auxiliaries
	  Parallel running of steering
motorsParallel running of main air
compressors
Parallel running of generators
Auxiliary boiler
Preparation for thruster

Checking of generator right after
start
Right after starting generator,
running parameters such as LOpressure and revolution speed andexistence of abnormal noise,abnormal vibration, water leak,oil leak and gas leak should bechecked.

2(11) E/R (3/E)→C/R：All right, steering motors are now running in parallel. Number 2
generator seems to be OK.	
  	
  	
  	
 
	
 
Engine room(12) E/R (3/E)→E/R (No. 1 Oiler)：Ah!, Number one, do me a favor? Check the steering gear please.
(13) E/R (No. 1 Oiler) →E/R (3/E）：O.K , I will.

	
  	
  	
  	
  	
  Control room(14) C/R (1/E)→E/R：All right, Number 2 generator is in good order. I am starting
parallel running of Number 1 and 2 generators.
(15) C/R (2/E)：I am putting Number 1 and 2 generators into
parallel running.
(16) C/R (1/E)→E/R：Parallel running of Number 1 and 2 generators started.
(17) E/R (3/E)→C/R： All right, beginning parallel running of Number 1 and 2
generators.
(18) C/R (1/E)→E/R：Start Number 2 main air compressor and start parallel running of
main air compressors.
(19) E/R (3/E)→C/R： Yes, certainly, I will start parallel running of main air
compressors.

Exhaust gas temperature ofgenerator
Exhaust gas shows variations intemperature right after starting
generator and the temperatures of
all the cylinders outlet would
become stable at almost same
temperature as generator begins
load running on the condition that
injection pressure of each fuelinjection valve is properly
arranged and atomizing conditionof each fuel injection valve is ingood order.

Parallel running of generators
Although one generator usually
supplies power necessary tomaintain navigation, whenleaving/entering port, twogenerators are put into parallelrunning to prepare for use ofthruster and ensuring power.

	
  	
  	
  	
  	
  	
  Engine room(20) E/R (3/E) →E/R (Oiler Mr. Sato)： : Start Number 2 main air compressor and start parallel runningplease, and make sure you operate the magnetic drain valves just in
case.
Parallel running of main air(21) E/R (Mr. Sato) →E/R (3/E)
compressors：Yes, I will.
During stand-by engine, main
	
  	
  	
  Parallel running of main air compressors

engine would be stopped andstarted several times and starting
main engine needs a large amountof compressed air. Therefore,
main air compressors are put into
parallel running to prepare forstarting main engine prior tostand-by engine. Usually, main air
compressors are started andstopped automatically by pressure
switch of main air reservoir.

(22) E/R (No. 1 Oiler)→E/R (3/E)：Third engineer, there was no problem with the parallel running of
the steering motors.
(23) E/R (3/E) →E/R (No.1 Oiler)：All right, Thank you.
(24) E/R (3/E) →C/R
：There was no problem with the parallel running of steering motors.
(25) C/R (1/E)→E/R：All right, there was no problem with the parallel running of	  Drain valve of main air
compressor
steering motors.
When starting, drain valve of10

2main air compressor usually(26) C/R (2/E) →W/H (3/O)：There was no problem with the parallel running of steering	  opens to discharge drain andcloses automatically after a lapse
motors.
of several tens of seconds.
(27) W/H (3/O) →C/R (2/E)：Yes, Thank you for the report.
(28) E/R (Oiler Sato)→E/R (3/E)：Third engineer, I have started the parallel running of main air
compressors and they are in good order.
(29) E/R (3/E)→E/R (Oiler Sato)：All right, thank you(30) E/R (3/E) →C/R
：The parallel running of main air compressors has been started ingood order, Sir.
(31) C/R (1/E)→E/R：All right, the parallel running of main air compressors has been
started in good order.

Alarm sounds(32) C/R (1/E)→E/R：It’s exhaust gas high temperature alarm of Number 1 cylinder on Exhaust gas high temperature
Number 2 generator. Engine room, check the generator and report alarm of generator
Exhaust gas high temperature
the situation.
alarm of generator is absolutehigh temperature and deviation
Generator room, Checking work on No.2 Generator
high temperature and this caseindicates the latter, which means(33) C/R (C/E)：It seems not to be a sensor problem. The fuel that only temperature of No. 1
cylinder is the highest among all
injection valve must be faulty. The temperature
the exhaust gas temperatures.
seems to soar just after the load running was If the running of this generator
started. I wonder why there was no sign of this had been continued, thetemperature would reach to theat the time of starting.
(34) C/R (1/E)：Nothing was reported like that. I will ask him if absolute high temperature.
there was any sign of it later.
Sensor problem(35) E/R (3/E)→C/R
Sensor problem means that sensor：The temperature of Number 1 cylinder was 350 and 50 degrees detecting exhaust gas temperature
higher than any other cylinder. No problem found other than that, is abnormal and actual
temperature is not abnormal.
Sir.
Temperature sensor problem
occurs in case that disconnection
	
  	
  	
  	
  	
  Control roomand short circuit of signal lines(36) C/R (1/E) : All right.
rather than sensor element gets
worse. In some cases, sensor(37) C/R (1/E)→C/R(C/E): Chief engineer, let’s start Number 3 generator immediately for problem alarm and temperature
alarm occur simultaneously.
parallel running of Number 1 and 3 generator.
(38) C/R (C/E)：Yes, Go ahead(39) C/R (1/E)→E/R：I am starting Number 3 generator, report running condition.
I will disconnect Number 2 generator to make single running of
Number 1 generator.
Judgment of fuel valve
112(40) E/R (3/E) →C/R
：All right, Number 3 generator is about to be started and Number 2
generator is being disconnected.
(41) C/R (2/E): I am starting Number 3 generator.
	  	  Generator room, Checking No.3 Generator(42) W/H (3/O)→C/R (2/E)：5 miles left to the pilot station.
(43) C/R (2/E)→W/H (3/O)：All right, 5 miles to the pilot station.
(44) C/R (1/E)→E/R：5 miles to the pilot station.
(45) E/R (3/E)→C/R：All right, 5 miles to the pilot station. All looks good with Number
3 generator.
(46) C/R (1/E)→E/R：All right, all looks good with Number 3 generator. After putting
Number 1 and 3 generators into parallel running, I will switch on
the bow thruster and deck machinery.
(47) E/R (3/E)→C/R：All right, starting parallel running of Number 1 and 3 generatorsand switch on the bow thruster and deck machinery.
(45) (48) C/R (2/E)：Speed reduction of the main engine completed.
(49) C/R (C/E)：O.K(50) C/R (2/E)：I will inform the bridge.
(51) C/R (1/E) →E/R
：We have about one hour left to approach the berth. Stop Number 2
generator at the engine side and replace fuel injection valve of
Number 1 cylinder.
(52) E/R (3/E)→C/R：I think stand-by engine will come soon and so I would like to
avoid the work of replacing the fuel injection valve during thestand-by period. Two persons will be unavailable for stand-by andif something urgent happens, it will be more difficult to address thesituation. Besides, if we started working on Number 2 generator
now it would be unavailable for use in an emergency.
(53) C/R (C/E)：First engineer, we should respect their decision andwe would be better to avoid any additional work
during stand-by, so we have enough personnel
available for any other urgent situations.
(54) C/R (1/E)：Yes, I understood.
(55) C/R (1/E)→E/R: Engine room, stop Number 2 generator at the engine side as usualand make it stand-by condition.
(56) E/R (3/E) →C/R
: Understood, I will stop Number 2 generator and prepare forstand-by.
12

Judgment that the fuel injection
valve got worse was made overNo.1 cylinder exhaust gas hightemperature alarm of No.2
generator. It is an adequate
judgment as most likely cause.
A bad fuel injection valve resultsin bad atomizing of fuel oil andabnormal combustion appears in
the cylinder, consequently
exhaust gas temperature rises.

Stop generator and preparation

2(57) E/R (3/E) →E/R (Assis. Oiler Yamamoto): Mr. Yamamoto, go and check the temperature, please.
(58) E/R (Assis. Oiler Yamamoto) →E/R (3/E): O.K, I will.

	
  	
  	
  	
  	
  	
  Bridge(59) W/H (Capt): Reduction of main engine speed seemed to becompleted. Was there a report of preparations
for stand-by engine? There are only 3 miles tothe pilot station.
(60) W/H (3/O) : Not yet, sir, I guess that is coming soon.
Control room(61) C/R (C/E): The exhaust gas temperature of main engine has
dropped below 200. The damper of the exhaust gas economizer isstill open. Who was aware of that?
(62) C/R (2/E) : I wasn’t.
(63) C/R (1/E): Sorry, I missed it. I’ll close it now.
(64) C/R (1/E) →E/R
: Closing the damper of exhaust gas economizer.
(65) E/R (3/E) →C/R
: All right. The damper of exhaust gas economizer is about to beclosed.
(66) E/R (Yamamoto) →E/R (3/E): The exhaust gas temperature has dropped.
(67) E/R (3/E) →E/R (Yamamoto): I see, thank you.
(68) E/R (3/E) →C/R
: I will stop No 2 generator as the exhaust gas temperature has
dropped.
(69) C/R (1/E) →E/R
: All right, stop No 2 generator.
	
  	
  	
  	
  	
  	
  	
  	
 
Bridge(70) W/H (Capt): There has been no report of preparation forstand-by engine. Did something happen? I guess they missed it.
(71) W/H (3/O): I will ask the control room.
(72) W/H (3/O) →C/R (2/E): We will soon be 3 miles from the pilot station. Is stand-by engine
possible?
(73) C/R (2/E) →W/H (3/O): Certainly, I missed the report for trouble of Number 2 generator.
Stand-by engine is now available. I have already switched on the
bow thruster and the deck machinery.
(74) W/H (3/O) →C/R (2/E): Thank you for that, I will report it to the Captain.
(75) W/H (3/O) : Captain, stand-by engine is now available.
Electric power for the bow thruster and deck machinery is already13

for stand-by
In case of this ship, generator isstarted remotely from the engine
control room and stopped
manually at the engine side. In aship which has automatedgenerator system, stop ofgenerator at the engine side isdone to prepare for next start after
carrying out air running to blow
away remained gas in thecylinders. In addition, in order tomake generator state of stand-by,
it is necessary to meet theconditions such as closing all
indicator valves, lining up staring
air and disengaging turning gear.

Exhaust gas economizer
Exhaust gas economizer is a heatexchanger to heat boiler water bymain engine exhaust gas. Duringcold condition and low load
running of main engine, damperof exhaust gas economizer isclosed to stop influx of exhaustgas into the economizer and to
avoid the surface of heating tubes
from being cooled down andcorroded in many cases.
A pump to circulate boiler water
between auxiliary boiler andexhaust gas economize is calledboiler water circulating pump.

Engine telegraphEnginetelegraphiscommunication equipment for
main engine maneuvering orderwithout fail and placed innavigation bridge, engine control
room and engine room. Whenmaneuvering main engine is in theengine control room or the engine
room, if indicating position ofengine telegraph in the control
room or the engine room does notmeet the indicating position ofengine telegraph in the bridge,
telegraph gong will continue toring until they meet each other.
Engine telegraph in the bridge isalso the maneuvering lever for

2available.
(76) W/H (Capt) : All right, Stand-by engine.

main engine and having met thelever position to the requested
speed position, revolution speed
requested can be automaticallyensured. The following showsengine telegraph positions.

Sub-telegraph rings(77) W/H (3/O): Stand-by engine.
Control room(78) C/R (2/E): Chief engineer, stand-by engine is requested.
(79) C/R (C/E): O.K.
(80) C/R (2/E): Yes, I will respond.
(81) C/R (1/E) →E/R
: Stand-by engine, Stand-by engine.

Furthermore, in addition to engine
telegraph,
sub-telegraphisinstalled to communicate thefollowing orders.

Bridge(82) W/H (3/O): Stand-by engine, Sir.
(83) W/H (Capt): Slow down engine.

3

Stop
Dead Slow Ahead/Astern
Slow Ahead/Astern
Half Ahead/Astern
Full Ahead/Astern
Nav. Full(Personnel arrangement for entering port)
Now, let’s review the scene of entering port in terms ofengine-room resource management.
First of all, regarding personnel arrangement, personnel wereallocated in the engine control room and the engine room and it canbe said this was satisfactory considering roles of each person.
In addition, it is important that the third engineer was likely
standing at the position where he could quickly contact the control
room.
(Communication)
Regarding the communication, there were three lessons.
The third engineer was aware of the rapid rising of the exhaustgas temperature of No. 1 cylinder when No. 2 generator was started,but he didn’t report it to the control room. This means that the
information detected by five senses from equipment was not shared.
If it had been shared, personnel in the control room could have
paid attention to the temperature and could have addressed thesituation before the alarm sounded. It is necessary to communicate
to the team leader anything that was felt to be wrong.
The chief engineer said impatiently that the damper of exhaust gas
economizer had not been closed. This behavior is like a rebuke andis likely to inhibit further communication. In this case, the chiefengineer should have only said to close the damper as a member of
the team.
14

Stand by Engine
Finish with Engine
Full Away
3： Narrative interpretation on theevents from state of navigation to
stand-by engine

3

The second engineer tried to inform the bridge of completion of
preparation for stand-by engine when he completed reduction of
main engine revolution, however, he forgot to do this, being
absorbed in the order to the engine room issued by the firstengineer.
There was a question from the bridge for the delay of notifying
completion of preparation for stand-by engine. If there had been noquestion, embarkation of the pilot could be obstructed.
When any doubt exists about a situation, it is essential to make aninquiry in order to clarify the situation, regardless of the rank of theperson you are asking.
(Assertiveness)
The third engineer asserted his judgment as the leader of thestation against the order to replace the fuel injection valve of
Number 2 generator during stand-by engine.
This means “assertiveness” and meeting “notify any doubt” in the
ERM principles. The decision to make retaining the engine on
stand-by the top priority was correct in terms of situationalawareness and prioritization.
Now, let’s continue to watch the scene of entering the port.

4

Telegraph gong sounds
Slow ahead engine→Half ahead engine(1) C/R (2/E) : Half ahead engine.
(2) C/R (1/E) : Half ahead engine.
(3) W/H (3/O) →C/R (2/E): Pilot embarked. 5 miles left to the berth.
(4) C/R (2/E) →W/H (3/O): All right, pilot on board, 5 miles left to the berth.
(5) C/R (1/E) →E/R
: Pilot got on board. 5 miles left to the berth.
	
  	
  	
  	
  	
  Engine room(6) E/R (3/E) →E/R(No. 1 Oiler, Oiler, Assistant oiler): (To Mr. Sato) When they begin to use the bow thruster, please go
to generators and pay attention to the running condition. I will
watch main engine from near the maneuvering lever. Number one
oiler, please watch and check around cylinder head of main engine.
Before approaching the berth, let’s change the sea chest to the highsuction. During the stay in port, periodical maintenance isscheduled to No.1 LO purifier, so let’s stop it soon so that we canopen the bowl assembly smoothly when we get alongside.
(7) No. 1 Oiler →E/R (3/E, Oiler, Assistant oiler): Wouldn’t it be better to decide whether or not we should change
sea chest after we make sure the depth of water at the berth? This
15

4：From embarkation of a pilot toberthing. (stand-by engine wasordered and became once slow
ahead engine and half ahead
engine was ordered after
embarkation of the pilot)

Instruction of the third engineer
The third engineer gave
instructions to ratings, explaining
the anticipated situation. This
indicates the third engineer’s
leadership and situationalawareness.

Sea chest
There are usually two or three sea
chests (Primary suction of sea
water) to take in cooling sea water
for machinery and one is locatedat high position of the hull under4time, I think, if possible, it would be better to change sea chest after
berthing. Because, in the past, having changed over the sea chest
after a rough passage, air went into cooling sea water line and thepressure in the line went down, almost shutting down generatorswith a blackout. As we had two-days of rough passage, there is apossibility that air remains in high sea chest. Apart from this, you
would be better to make sure if cleaning of the sea strainer isnecessary.
(8) E/R (3/E) →E/R(No. 1 Oiler, Oiler, Assistant oiler): I didn’t know that such trouble happened. O.K. I will ask firstengineer for instruction.
Telegraph gong sounds
Half ahead engine→Full ahead engine(9) C/R (2/E)：Full ahead engine.
(10) C/R (1/E) →E/R
: Full ahead engine.
(11) E/R(3/E) →C/R
: First engineer, I thought I should change over the sea chest before
berthing as usual, but as we had two-days of rough passage, if
possible I would like to change sea chest after berthing making sureof the depth of water at the berth. Please give me instruction. Then,as periodical maintenance of Number 1 LO purifier is scheduledduring stay in the port, I would like to stop it in a short while so that
it is ready for maintenance. Please tell me what you would like me
to do.
Control room(12) C/R (1/E) →E/R
: All right, regarding sea chest, I will instruct you after confirming
the depth of water at the berth. You can stop Number 1 LO purifieraccordingly.
(13) E/R (3/E) →C/R
: All right, I will stop Number 1 LO purifier accordingly.
(14) C/R (1/E) →C/R (2/E): Second engineer, ask the bridge about the depth of water at theberth.
(15) C/R (2/E) →C/R (1/E): Yes.
(16) C/R (2/E) →W/H (3/O): Please advise the water depth at the berth.
(17) W/H (3/O) →C/R (2/E): A depth of 9 meters is anticipated.
(18) C/R (2/E) →W/H (3/O): 9 meters is anticipated.
(19) C/R (2/E) →C/R (C/E, 1/E)
: 9 meters is anticipated.
16

water and the other is located at
the bottom of the hull. It is
common to use the bottom sea
chest under the navigation and touse high position sea chest in port
where depth of the sea is low.
In addition, sea water from the sea
chest goes through suction valve
and goes into strainer to remove
clogging contents like a trash andsea weed in the sea water. Some
ships have no such a strainer.
Periodical maintenance of LO
purifier
Periodical maintenance of LO
purifier is commonly to overhaul
a bowl assembly removing sludge
from separating discs andrenewing packing at a certain
interval. The third engineer
thought that he could do it in ashort period of time since heremoved the bowl assembly fromthe shaft and put it in washing oilin preparation of overhaul4(20) C/R (1/E) →C/R (C/E): Chief, the depth of water at the berth is 9 meters and it’s a bit risky
to use low sea chest until nearby the berth, isn’t it?
(21) C/R (C/E) →C/R (1/E): I’ve been to this port in the past and it would be O.K since anunder keel clearance of 1-2 meters can be assured considering thetide level and the bottom of water is firm mud.
It would be better to changeover the sea chest and clean the sea
strainer after berthing.
(22) C/R (1/E) →C/R (C/E): Yes, I understand.
(23) C/R (1/E) →E/R
: The depth of water anticipated is 9 meters at the berth.
Changing over the sea chest and cleaning the sea strainer are to bedone after berthing.
(24) E/R(3/E) →C/R
: All right, Changing over the sea chest and cleaning the sea strainer
are to be done after berthing.
Telegraph gong sounds
Full ahead engine→Half ahead engine(25) C/R (2/E) : Half ahead engine.
(26) C/R (1/E) →E/R
: Half ahead engine.
Bridge(27) W/H (Speaker): Made fast the tug aft.
(28) W/H (3/O) →Forward station and Aft station	 : All right, made fast the tug aft.
(29) W/H (3/O) →C/R (2/E）: 1,000 meters to the berth. Made fast the tug aft.
(30) C/R (2/E) →W/H (3/O): All right, 1,000 meters to the berth. Made fast the tug aft.
Control room(31) C/R (1/E) →E/R
: 1,000 meters to the berth. Made fast the tug aft.
(32) C/R (C/E) →C/R (1/E): First engineer, do you have any maintenance work planned for themain engine in this port?
(33)C/R (1/E) →C/R (C/E): Number 1 and 3 cylinder fuel injection valves are planned to be
replaced. Other than this, I have planned to renew the motor bearingof Number 1 main cooling sea water pump.
(34) C/R (C/E) →C/R (1/E): Well, Cargo watch, replacing fuel valves of main engine, replacing
fuel valve of Number 2 generator and so on. Good work planning is
17

Replacement of main engine fuelinjection valve
Main engine fuel injection valve
is usually replaced according to
the period of working time
recommended by manufacturer,
but it is accordingly replacedwhen judgment was made as
combustion state got worse andflaw of combustion was found in
equipment like such a combustion
analyzer.

4

necessary. Then, let’s me see how should we do trial run of main
engine after replacing fuel injection valves? I guess we don’t needto take the time as we are only replacing four fuel injection valves
and it would be O.K to make sure of the condition during a trial runof main engine before departure. And I will inform Captain about
the replacement of the fuel injection valves on the main engine.
(35) C/R (1/E) →C/R(C/E): Yes, certainly.
(36) E/R (3/E) →C/R
: First engineer, automatic combustion equipment of auxiliary boiler Auxiliary boiler automatic
combustion equipment
is still OFF. I will switch it to start.
Some
automatic combustion(37) C/R(1/E) →E/R
equipment of auxiliary boiler on: Switch on immediately and start heating circulation of fuel oil.
board diesel ship is stopped
during under way since steam
Starting automatic combustion equipment of auxiliary boiler
pressure is maintained by exhaustgas economizer. In this case, it(38) E/R (Oiler Sato): Boiler, O.K.
was necessary to restart the(39) E/R (3/E) →C/R
equipment as entering port.
: Automatic combustion equipment on. Heating circulation started(40) C/R (1/E) →E/R
: All right.
(41) C/R (C/E) →C/R (1/E, 2/E)
: The third engineer must be aware of it, as the steam pressure ofboiler seemed to be going down. I didn’t realize it, since themonitor does not scan the state of the power switch while it’s out ofservice and I didn’t look at the steam pressure.
Does the third engineer completely look around the machinery?
(42) C/R(1/E) →C/R (C/E): Yes, he does. The third engineer is not very experienced, but helooks around machinery and makes full use of his five senses andinforms me of anything he finds.
(43)C/R (C/E）→C/R (1/E, 2/E)
: So the third engineer fully understands his roles and assignments
and demonstrates leadership at his station.
Telegraph gong rings
Half ahead engine→Slow ahead engine(44) C/R (2/E) : Slow ahead engine.
(45) C/R (1/E) →E/R
: Slow ahead engine.
(46) W/H (3/O) →C/R (2/E): 300 meters to the berth.
(47) C/R (2/E) →W/H (3/O): All right, 300 meters to the berth.
(48) C/R (1/E) →E/R
: 300 meters to the berth.
Telegraph gong rings
18

Slow ahead engine→
4

Stop engine(49) C/R (2/E) : Stop engine.
(50) C/R (1/E) →E/R
: Stop engine. Starting to use the bow thruster.
Bridge(51) W/H (Pilot): Slow astern engine.
Control room
Telegraph gong rings
Stop engine →Slow astern engine(52) C/R (2/E) : Slow astern engine.
Bridge(53) W/H (3/O): Slow astern engine, sir.
Control room(54) C/R (1/E) →E/R
: Slow astern engine.
(55) W/H (3/O)→C/R (2/E): Made fast the headlines.
(56) C/R (2/E) →W/H (3/O): Made fast the headlines.
(57) C/R(1/E) →E/R
: Made fast the headlines.

Taking readings of flow meters
and tank levels
It is necessary to take readings offuel oil flow meter and tank levels
in order to calculate consumptionof fuel oil, boiler water andlubricating oil.
Usually, changing time from stateof navigation to state of berthingis the time when finish withengine was ordered.

Telegraph gong rings
Slow astern engine →Stop engine(58) C/R (2/E)：Stop engine.
(59) C/R (1/E) →E/R
: Stop engine.
Telegraph gong rings
Finish with engine(60) C/R (2/E) : Finished with engine(61) C/R(1/E) →E/R
: Finished with engine. Take readings of tank levels and flow
meters.
(62) W/H(3/O) →C/R (2/E): Finished using bow thruster and steering gear.
(63) C/R (2/E) →W/H (3/O): All right, Finished using bow thruster and steering gear.
(64) C/R(1/E) →E/R
: Finished using bow thruster and steering gears. Switched them off.
(65) C/R (1/E) →E/R
: Now, let’s work on to put main machinery into port condition.

19

5

5

The scene from embarkation of the pilot to berthing has been 5：Narrative interpretation on thescene from embarkation of theshown.
pilot to berthing.
(Leadership)
Firstly, let’s focus on the third engineer’s leadership. Although thethird engineer is not very experienced, he appropriately issued his
instructions as the leader of the station looking ahead based on
precise situational awareness. It can be said that the third engineer’s
leadership and situational awareness were demonstrated.
(Consideration of team experience)
Regarding the changeover of the sea chest, Number one oiler
contributed to the safe navigation of the ship by advising the third
engineer of his experience. This means that consideration of teamexperience was demonstrated in terms of ERM.
(Communication)
Regarding the replacement of main engine fuel injection valves, it
was important that the Chief Engineer communicated this to the
Captain from the aspect of maintaining an exchange of appropriate
information. This was a matter relating to main engine and included
communication that the main engine temporarily becomes unable tostart even though the ship is in port, and that trial run of the main
engine before departure is to double up as a test run after replacing
the fuel injection valves.
(Sharing information)
As the ship approached the berth, information relating to
movement of the ship was informed and engine orders were
continuously commanded. All the information was shared by all
personnel in the control room and the engine room. This enabled
the personnel in charge to operate the machinery safely andeffectively, increasing their situational awareness about the
movement of the ship. Furthermore, sharing information can build
teamwork, raises motivation and maintains a sense of heightenedawareness.
Now, please watch the scene of the meeting before the maintenancework starts.

6

6：Meeting before maintenanceworks

Meeting before maintenance work
(1) 1/E: Now today’s jobs are to replace Number 1 and 3 cylinderfuel injection valves on the main engine, replace Number 1clyinderfuel injection valve on Number 2 generator, renew motor bearings
on Number 1 main cooling sea water pump, change over the sea
chest from low to high and clean the sea strainer, and maintain acargo watch, anything else?
20(2) 3/E: I have periodical maintenance of Number 1 LO purifier.
(3) 1/E: How many hours do you need to do that?
(4) 3/E: As I have already opened bowl assembly while it was hot tomake it easy to clean up, I guess about two hours to complete.
6(5) C/E: Third engineer, regarding the fuel valve of Number 2
generator, was there any sign of high temperature? Although I
looked at monitor display, I thought there was no problem at thetime of start and I was checking other points. I therefore, was notaware of it.
(6) 3/E: It was a little higher than the others soon after starting. But
I thought such a difference was acceptable.
(7) 1/E: But, you should have informed us of anything you found,even if it was only slightly different from normal. If you had
reported it, we would pay more careful attention to it and we might
possibly have addressed the situation before the alarm sounded.
(8) C/E: That’s right. However, you said that replacing the fuelvalve should not be done during stand-by engine. That was great. It
was nice that you questioned us when you felt that something we
asked you to do was not the right thing to do in the situation.
(9) 3/E: Thanks, I will try to tell you about anything I find that isslightly abnormal from now on.
(10) No. 1 Oiler: Third engineer, it seems to be easy to changeover the sea chest and to inspect and clean the sea strainer, but you
had better do it very carefully, because only opening the lid of thestrainer can cause unexpected problems. The other day, they tried toopen the lid of a strainer and this lid was instantly blown off soonafter they removed the securing dogs, consequently a large amountof sea water came into the engine room. Of course, they had
confirmed that there was no water pressure by opening the air ventvalve, but it was found later that the air vent valve was clogged withrubbish and rust, besides which the sea water suction valve wasbeing held slightly open with sea grass. Therefore, at least, when
you open the lid of strainer, you should confirm that there is nopressure inside the strainer after just loosening the securing dogs
and only then should you remove the securing dogs.
(12)	
  (11) 3/E : O.K. Understood.
(12)	
  (12)1/E : That’s right, now, how should we distribute the worktasks? Mr. Sato and I will take the main engine, second engineer
and Mr. Yamamoto take Number 2 generator and third engineer
and Number one take the sea chest and sea strainer. Third engineer,
you work on Number 1 LO purifier after that.
Second engineer, you should confirm condition of Number 2
generator with load running after replacing the fuel injection valve.
I guess you can complete it in hour so you should work on renewing
the motor bearings of Number 1 main cooling sea water pump after
the generator.
Regarding the cargo watch, I will talk to the deck department aboutthat as we will have to prioritize maintenance work, if there is
21

6

7

something wrong with cargo watch, let me know. Is there anythingelse to talk over?
(13) C/E: Now, today’s work will be carried out at several places
and please do communicate with each other, if you have a problem.
Then, if you have done something unusual and made any
adjustment concerning your work, needless to say you should let
everyone know, you should write it on the status board as well as
leave a note in the work record book.
Third engineer, you work on the periodical maintenance of LO thepurifier and don’t forget to follow the procedures including
isolating the appropriate valves. There was a case with a certain
ship while undocking, when there was an incident that let to fuel oil
blowing off from the safety valve of fuel oil heater when they
started the FO booster pump. As all personnel were closely
involved, they only looked into the safety valve and pressure
regulating valve and it was hard to find that the cause was the return
valve was closed. Aside from this, the problem was that no one
knew how that valve which was usually not closed had come to beclosed.
And also, on another ship, one engineer tried to adjust a diaphragmtype pressure regulating valve for steam pressure by hand and brokethe diaphragm plate not being aware of existence of the stopper
bolt. This happened because he was not aware of how the stopper
bolt worked. Although his unawareness of the stopper bolt wasquestionable, the most serious problem was that the information
about how the stopper bolt worked was not shared. Sharing of
information is essential not only to stand-by engine but also tomaintenance works. Keep it in mind.
(14) 1/E: Yes, Certainly, let’s begin.
7：Narrative interpretation on the(Toolbox meeting)
Having a meeting before maintenance work begins has become meeting before maintenanceroutine in recent years. This is because, it can be thought that the work.
meeting, called a toolbox meeting, has become important due to thestrengthening of legal restrictions on safety and the enhancement ofsafety awareness, although a meeting at which all members of theengine department attended was seldom held until these toolbox
meetings became routine.
Furthermore, there was a background that there had been a lackof communication caused by the fact that the engine room team iscomprised of seafarers from many different nationalities andcultures.
The toolbox meeting has as its aim to carry out the maintenancework more safely and without failures, through maintaining an
exchange of appropriate communications.

(Sharing information)
The Chief Engineer explained that sharing information in the ERM
22

7

principles was important not only for operating ship but also
maintenance work pointing to two incidents that actually happened
as examples. This is an effect of the meeting too and it goes without
saying that the sharing information is built upon an effective
communication. Everyone should understand this.
From now on, let’s continue to watch. Next scene is trial run ofmain engine.

8

Control room(1) C/R (1/E) →E/R
: We will have the main engine trial run shortly. Engine room
station, let me know if you are ready for it.
(2) E/R (3/E) →C/R
: Engine room station is ready for the trial run.
(3) C/R (1/E) →E/R
: All right, ready for the trail run.
(4) C/R(2/E) →C/R(C/E, 1/E)
: I will ask the bridge.
(5) C/R(2/E) →W/H(3/O): We have main engine trial run shortly, let me know if you areready for it.
(6) W/H(3/O) →C/R(2/E): All stations on deck are ready for main engine trial run.
(7) C/R(2/E) →W/H(3/O): All right, deck department is ready for the trial run.
(8) C/R(1/E) →C/R(C/E): Chief Engineer, all stations are ready. Can we proceed? I’ll go to
the engine side to check the replaced fuel injection valves.
(9) C/R(C/E) →C/R(1/E): O.K. Go ahead. Second engineer, as we have replaced Number 1
and 3 cylinder fuel injection valves, make the trial a little longer
than usual.
(10) C/R(2/E) →C/R(C/E): Yes, sir. I will inform the bridge.
(11) C/R(2/E) →W/H(3/O): From now, we are starting main engine trial run.
As we have replaced fuel injection valves, we will make it a little
longer than usual.
(12) W/H(3/O) →C/R(2/E): All right.
	
  	
  	
  	
  	
  	
  	
  Bridge(13) W/H (3/O): Captain, the main engine trial run is now starting.
As fuel injection valves were replaced, we will make the trial a little
longer than usual.
(14) W/H (Capt)：All right, Third officer, inform each station on
deck that trial run will be a little longer than usual.
23

8：Main engine trial run
The members of deck department
need to be stationed to takenecessary measures such as
loosening of mooring lines,
paying attention to the sea aroundthe stern part of the hull andothers because the hull moves alittle with a rotation of thepropeller during the main engine
trial run.
Checking of main engine fuelinjection valve
During main engine trial run after
replacing fuel injection valve, it isnecessary to make sure if there
are oil leak, gas leak and flame of
combustion by opening theindicator valve, and to confirm
sound of injection over the
replaced injection valve. For thisreason, it takes a little longer timethan usual.

8(15) W/H (3/O) : Yes, sir.
(16) W/H (3/O)→Each station on deck
: The main engine trial will begin soon.
Having replaced fuel injection valves in this port, the trial run will
be a little longer than usual. Each station, do you copy?
(17) W/H (Speaker): This is forward station, we copy.
This is aft station, we copy.

9

9： Narrative interpretation on(Sharing information when conducting main engine trail run)
When conducting main engine trial run, the deck station was main engine trial run.
informed that the engine trial would be longer than usual. Although
this seems to be only a simple communication, it is a very important
sharing of information.
Next, let’s watch the scene of approaching the harbor limit,
leaving the port after main engine trail run.

10

	
  	
  	
 
Control room(1) W/H (3/O) →C/R (2/E): We have 1 mile left to the harbor limit. Finished using bow
thruster and deck machinery.
(2) C/R (2/E) →W/H (3/O): All right, 1 mile to the harbor limit. Finished using bow thrusterand deck machinery.
(3) C/R (1/E) →E/R
: 1 mile to the harbor limit. Finished using bow thruster and deckmachinery. Both now switched off.
(4) E/R (3/E)→C/R: All right, 1 mile to the harbor limit. Finished using bow thrusterand deck machinery.
And no problem found with the replaced bearing of Number 1 main
cooling sea water pump and running condition of Number 1 LO
purifier is in good order.
(5) C/R (1/E) →E/R
: All right, but too early to make a judgment on the running
condition, since only 15 minutes has passed after changing thepump to Number 1. Pay attention continuously to the bearings.
(6) E/R (3/E) →C/R
: Yes, Certainly.
(7) C/R (C/E) →C/R (1/E): First engineer, we cannot find anything about the running sound of
the bearings and the vibration of LO purifier on the monitor.
Having done the maintenance works, the third engineer reported it.
That was good of him.
(8) C/R (1/E) →C/R (C/E): Yes, I think so.
Telegraph gong rings
24

10：From harbor limit to state ofnavigation.

Main cooling sea water pump/
motor bearing
Pump/motor bearing is a ballbearing and pump/motor axle
rotates approximately at 2,000
min-1. If the fitting condition is insomething wrong, it will generate
abnormal heat/vibration.
Therefore, after renewing ballbearing, careful check isnecessary.

Running condition of LO purifier
LO purifier is a centrifugal
separator and it rotates
approximately at 7,000 min-1.
Therefore, when starting purifier
after maintenance, carefulattention is necessary to makesure if there is no abnormal
vibration caused by unbalance
force of bowl assembly. Excess
vibration likely results in serious

accident.

Slow ahead engine→Half ahead engine

10(9) C/R (2/E): Half ahead engine.
(10) C/R (1/E) →E/R
: Half ahead engine, opening the damper of exhaust gas
economizer.
(11) E/R (3/E) →C/R
: All right, the damper of exhaust gas economizer is opening.
(12) E/R (Oiler Sato) →3/E
: (Sign) Damper, O.K.
(13) E/R (3/E) →Sato: (Sign) All right(14) E/R (3/E) →C/R
: I have confirmed the damper opened and that the bypass was
closed.
(15) C/R (1/E) →E/R
: All right.
(16) C/R (C/E) →C/R (1/E): As far as I can monitor, the fuel injection valves of the main
engine are good.
(17) C/R (1/E) →C/R (C/E): Yes, Number one would report to us if something was wrong as
he is watching the valves. I’ll ask him in any case.
(18) C/R (1/E) →E/R
: Report if something’s wrong like an oil or gas leak from Number 1
and 3 cylinder fuel valves on the main engine.
(19) E/R (No. 1 Oiler)→E/R(3/E): (Sign) No problem(20) E/R(3/E) → E/R (No. 1 Oiler): (Sign) All right(21) E/R (3/E) →C/R
: No oil leak, gas leak or any other problem found.
(22) C/R (1/E) →E/R
: All right.
Telegraph gong rings：Half ahead engine →Full ahead engine(23) C/R (2/E)：Full ahead engine(24) C/R (1/E) →E/R
: Full ahead engine(25) E/R (3/E) →C/R
: First engineer, is it okay to start the ejector pump in preparation
for starting the fresh water generator?
(26) C/R (1/E) →E/R
: All right, start the ejector pump.
(27) E/R (3/E) →C/R
: Thank you, I will.
2510(28) E/R (3/E) →E/R (Oiler Mr. Sato): Mr. Sato, Let’s start the pump.
(29) E/R (Oiler Mr. Sato) →E/R ((3/E): All right.
Starting ejector pump by Oiler Sato & checking SW Pump by 3/E(30) E/R (Oiler Mr. Sato) →E/R ((3/E): Third engineer, I have started the ejector pump.
(31) E/R (3/E) →C/R
: Started ejector pump. In addition, no problem found with the
motor bearing condition of Number 1 main cooling sea water pump.
(32) C/R (1/E) →E/R
: All right, stop automatic combustion equipment of auxiliary
boiler.
Ejector pumpIn case of generating fresh water(33) E/R (3/E) →C/R
by vacuum evaporation of sea: All right, I will stop the combustion equipment.
water, vacuum inside fresh water
generator is established by ejector
Stopping automatic combustion equipment
pump(34) W/H (W/O)→C/R(2/E): Full Away engine will soon be ordered. Put steering motors tosingle running.
(35) C/R (2/E)→W/H (W/O): All right, Full Away engine will be soon. Steering motors tosingle running.
(36) C/R (1/E) →E/R
: Full Away engine will be soon. Steering motors to single running.
Telegraph gong rings：Full ahead engine →Full Away engine(37) C/R (2/E): Full Away engine.
(38) C/R (1/E) →E/R
: Full Away engine(39) C/R (2/E): I am making Number 1 generator single running.
(40) C/R (1/E) →E/R
: Put main air compressors into single running. Number 1 generator
is now single running. Stop Number 2 generator at the engine side,
looking at the exhaust gas temperatures.
(41) E/R(3/E) →C/R
: All right, main air compressor is single running, I will stop
Number 2 generator accordingly. Stopped the combustion
equipment of auxiliary boiler.
(42) C/R (1/E) →E/R
: All right, the auxiliary boiler stopped.
Main air compressor single running2610(43) E/R (3/E) →C/R
: I put main air compressors into Number 1 single running.
(44) C/R (1/E) →E/R
: All right, Number 1 main air compressor is single running.
	
  	
  	
  	
  	
 
Generator room, preparation for stand-by(45) E/R (3/E) →C/R
: I stopped Number 2 generator and completed the preparation forstand-by.
(46) C/R (1/E) →C/R (C/E): Chief engineer, can we start usual watch shift?
(47) C/R (C/E) →C/R (1/E): O.K.
(48) C/R (1/E) →E/R
: All right, engine room station, Number 2 generator is about to be
set to first stand-by.
(49) C/R (2/E): I am setting Number 2 generator to first stand-by.
(50) C/R (1/E) →E/R
: Subsequent procedures will be done by the watch personnel.
Today we have manned watch shift. Dismissed.
3/E and Oiler Sato entered the control room(51) C/R (3/E): No problem with the machinery.
(52) C/R (C/E) →C/R (1/E, 2/E)
: As 15 knots is planned for this voyage, we should set revolution
speed to 130 revolutions per minute and blade angle to 20 degree.
(53) C/R (1/E) →C/R (C/E): Yes, sir. Third engineer, takes over.
(54) C/R (3/E) →C/R (1/E): I will have a good look around while increasing the engine speed.
(55) C/R (C/E) →C/R (Sato): Are you OK? Thanks for takeover.
Third engineer looks around engine room(56) E/R (3/E)：There is a little accumulation of fuel oil in the fueloil leakage pan.
3/E→C/E（Telephone）
Telephone rings(57) C/E’s room (C/E)→C/R (3/E): Yes, Chief Engineer.
(58) C/R (3/E) →C/E’s room (C/E)
27

10: This is third engineer. I found accumulation of fuel oil in the fueloil leakage pan of Number 3 cylinder on the main engine. So far,there’s been no oil leak like this, so it’s probably from its highpressure fuel pipes.
(59) C/E’s room (C/E)→C/R (3/E): The fitting of the high pressure fuel pipes was likely not goodsince it is unlikely that the high pressure fuel pipe is broken. Make
sure that there is no oil leak falling on the surface of an exhaust gas
pipe or any other high temperature surface such as a cylinder head.
There was an incident where leaking oil fell on the exhaust
manifold resulting in an engine room fire.
(60) C/R (3/E) →C/E’s room (C/E): When I looked around, there was no oil leak like that.
(61) C/E’s room (C/E)→C/R (3/E): O.K. So, I will come to the control room and you can confirm
whether the leak is from fore or aft. I will communicate to firstengineer and you communicate to the bridge telling them thesituation and that there is a possibility that we may need to stop themain engine.
(62) C/R (3/E) →C/E’s room (C/E): Yes, understood.
(63) C/R (3/E) →W/H (W/O): This is the third engineer on duty. I have found an oil leak fromthe fuel injection valves on the main engine. I will confirm fromwhich valve the oil leak is coming. So we may need to stop themain engine according to the circumstances.
(64) W/H (W/O)→C/R (3/E): All right. I will report it to Captain.
(65) C/R(3/E) →C/R (Oiler, Mr. Sato): First, I will make sure whether the leak is from fore or aft of
Number 3 cylinder. I think I can determine where the leak iscoming from looking at the oil pan carefully. Mr. Sato you stay here
in the control room as someone may call us.
(66) C/R (Oiler, Mr. Sato)→C/R (3/Ｅ): O.K. Probably, you can see a marking by looking at the surface ofeach pipe.
	
  	
  	
  	
 
Engine room (Number 3 cylinder oil leak pan)(67) E/R (3/E)：It must be the aft high pressure fuel pipe.
(68) C/R (3/E) →C/R (C/E, 1/E）
: It’s the aft side high pressure pipe. I found oil drops from the pipe.
(69) C/R (C/E) →C/R (1/E, 3/E)
: As engine load rises, oil leak will increase. It will be better tostop the main engine rather than cutting the fuel oil to Number 3cylinder.
(70) C/R (1/E) →C/R (C/E, 3/E)
; Yes, I think so too. It’s not too late to stop the main engine soon.
28

Fuel oil high pressure pipe
Fuel oil high pressure pipe is apipe connecting fuel injection
valve and fuel injection pump. As
injection pressure is very high,heavy wall pipe is used for thehigh pressure pipe. In addition, oilleak from the pipe is so dangerous
that the high pressure pipe
becomes a double pipe wearing acasing pipe.
For this reason, if oil leak happensin case that the high pressure pipe
broke or fitting of the pipe waswrong, the leaked oil will becollected in the leaked oil tankafter going through the hollow
portion of the high pressure pipe
and pipeline leading to the tank.

10

11

Maybe, it would be O.K, if we remove the pipe and refit it to
Number 3 cylinder.
(71) C/R (C/E) →C/R (1/E, 3/E)
: Then, let’s do that. I will talk to Captain.
(72) C/R (C/E) →W/H (Capt): This is Chief Engineer. Can I speak to Captain?
(73) W/H (W/O) →C/R (C/E): Please hold the line for a moment.
(74) W/H (Capt)→C/R (C/E): Yes, speaking.
(75) C/R (C/E) →W/H (Capt): There is oil leak from the aft high pressure fuel pipe of Number 3cylinder on the main engine. It is only a small leak at the moment,
but it will likely increase from now on. I would like to stop the main
engine and refit the high pressure pipe. Is that possible?
(76) W/H (Capt)→C/R (C/E): We are now in the fairway, so we will go another 1 mile, leaving
the route and make for a temporary anchorage. How many hours
will it take to complete the work?
(77) C/R (C/E) →W/H (Capt): About half an hour after stopping the main engine.
(78) W/H (Capt)→C/R (C/E): All right. I will alter the course now.

Main engine running by cutting
fuel oil to a certain cylinder
Continuous running of diesel
engine by cutting fuel oil to acertain cylinder is one of
emergency operations and it iscarried out in case of that
stopping main engine isinappropriate or that they cannot
stop engine when repair isnecessary.

11：Narrative interpretation on the(Importance of machinery rounds)
You have watched the scene of getting to Full Away on passage scene from the harbor limit to thefrom the situation approaching the harbor limit after having left the state of navigation.
port. Full Away engine was ordered and the ship was at Full Away
on passage, but the ship was temporarily anchored after going ahead
1 mile due to the oil leak from the fuel oil high pressure pipe of thereplaced fuel oil injection valve.
The oil leak was found by the third engineer while on engine room
rounds. The leaked oil goes to the leaked oil tank from the oil pan
and an alarm will sound when the leaked oil level rises to a certain
level. However, the ship must be under way at Full Away speed
when the alarm sounds, therefore it took a longer time to stop themain engine. In the engine room there is a lot of information fromthe machinery that we cannot get from the monitoring systems in
the control room. It is very important to find the information and toaddress a situation before an alarm sounds. For this reason, you caneasily understand that engine room rounds are essential.

(Communication)
Now, the third engineer turned his attention to the renewed motor
bearings of Number 1 main cooling sea water pump and the LO
purifier on which periodical maintenance had been done. Regarding
the running condition of the bearings, the first engineer stated that
only 15 minutes running was too short to judge if it was running29

okay, responding to the third engineer’s report. It would have been
better if he had justified his report, thereby sharing information andmaintaining effective communication.

11(Prioritization)
In addition, the third engineer decided to start the ejector pump for
the fresh water generator early in preparation for sea passage. He
made this decision because he knew that it took a long time toestablish a vacuum inside the fresh water generator. This decision
represents his proper prioritization.
(Utilization of information)
Next, regarding the phone call from the third engineer reporting oil
leak, the Chief Engineer made sure that there was no oil leak on theexhaust pipes and around the cylinder heads of the main engine,
making reference to a previous incident of oil leaking onto a hot
surface that led to an engine room fire.
It is very convincing and effective that the Chief Engineer
explains things by using his experiential knowledge andinformation to foster the skills of correct prioritization of resources
and maintaining situational awareness within his team members.
(The incident of engine room fire)
So let’s explain the incident which the Chief Engineer used as an
example. It was caused by oil leaking from around a nipple of a fueloil pipe that was broken because of vibration. The oil fell onto thesurface of a hot exhaust pipe and started a fire, which then spreadthroughout the engine room.
In this case, two issues were pointed out as problem areas. One
was that although the watch engineer found the oil leak around the
crankcase of the main engine, he didn’t inform the Chief Engineer
of it immediately and the other was that although the Chief
Engineer was informed of the oil leak by the watch officer on thebridge, he didn’t issue appropriate instructions such as stopping the
FO booster pump, thinking that the watch engineer was familiar
with handling the main engine.
(Communication with bridge)
The scene you had watched so far was slightly different from
actual situations, but the exchanges of information between thebridge and the control room were considered to be the minimum
extent of communication when practicing ERM.
The information was transmitted to the engine room and all the
personnel could become fully aware of the ship’s situation.
Such information enables all personnel in the engine room towork as a team when in operating machinery and to maintain theirmotivation.
30

11(Maintaining safe navigation)
Now, everyone should understand that safe navigation cannot be
achieved only by the technical skills necessary to operate andmaintain machinery. In order to ensure the safe navigation of theship, it is necessary for all personnel to utilize in collaboration theirtechnical skills and non-technical skills represented bycommunication. It can be also said that ERM is the competencenecessary to collaborate and to utilize technical and non technicalskills.
We hope that the lessons learned through this DVD will contributeto your safe navigation.
END

5.

Background of the amendment to the STCW Convention

International Maritime Organization (IMO) resolved the necessity of amending the STCW Convention and
the Code at STW 37 held in January, 2006 and embarked on the actual work to amend the Convention at STW
38 held in January, 2007. Since then, STW meeting was held five times including two intercessional meetings to
discuss the issue and finalized the draft amendment to the Convention at STW 41 held in January, 2010. This
draft amendment was adopted at the diplomatic conference held in Manila in June, 2010. As the result, thisamendment is entered into force in January, 2012 and five years later from 2012, the amendment is fully
implemented in January, 2017.

6.

Background and process of making ERM mandatory

In June, 2006, IMO-Flag State Implementation Committee analyzed the outcome of investigation of thecauses into seventy five casualties and identified that;
6.1 a high number of casualties were attributed to poor bridge resource management (BRM) practices, andstressed that;
6.2 the importance of BRM training and that the need to adopt BRM principles in the work place scenario wasimperative.
Singapore invited MSC to instruct STW Sub-Committee to consider the issue of making key elements of
BRM training mandatory. MSC agreed to refer Singapore’s proposal to the STW Sub-Committee for detailed
consideration. STW 38 held in January, 2007 considered the proposals concerned and agreed that there was aneed to develop the key elements of BRM/ERM as mandatory requirements. Based on the agreement, Singapore,
Japan and others submitted specified proposals to include BRM/ERM as mandatory requirements and throughthe discussion, the Sub-Committee agreed that;
6.3 BRM/ERM should be introduced as a requirement for the competence “Maintain a safe navigational(engineering) watch”, but not as a new competence.
6.3 BRM and ERM should be considered to be the same in the level of requirement and to be arranged in asame manner.
6.4 BRM/ERM should be introduced only into the operational level.
6.5 Communication, leadership and situational awareness should be taken into account in developing therequirements.
In this context, the drafting group was organized at the first intercessional working group held in
September, 2008 and a consolidating draft including these agreements was developed and it was approved as the31draft amendment by the STW Sub-Committee.
On the other hand, the United States proposed moving section B-VIII/2, part 3-1, paragraphs 4 and 5 (bridge
resource management principles) to section A-VIII/2, part 3, expressing a view point that weakness in bridge
management had been cited as a major cause for marine casualties worldwide and that BRM instruction would
provide officers with the skills, such as teamwork, teambuilding, communication, leadership, decision-making
and resource management. This proposal was agreed with ERM principles to be moved as well. After that,
Australia, Japan, Singapore, the United States and IMarEST submitted a proposal to move the BRM/ERM
principles to section A, integrating BRM and ERM principles. This proposal was approved and adopted as adraft amendment to the Convention at the STW 40 held in January, 2009.

7.

The competence table of ERM in the amendment to STCW Convention, 2010.

(Extract from the competence Table A-Ⅲ/1 in ChapterⅢ(Engine Department) of the STCW Code )
	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
  	
 
	
  Table A-III/1
Specification of minimum standard of competence for officers in charge of an engineering watch in a mannedengine-room or designated duty engineers in a periodically unmanned engine-room
Function: Marine engineering at the operational level
Column 1
Column 2
Column 3
Competence
Knowledge, understanding Methods for demonstrating
and proficiency
Competence
Maintain a safe Engine-room resource
Assessment of evidenceengineering
management
obtained from one or more ofwatch
the following:
Knowledge of engine-room
resource management.1 approved training
principles, including:.2 approved in-service.1 allocation, assignment,
experienceand prioritization of
resources.3 approved simulator
Training.2 effective communication.3 assertiveness andleadership.4 obtaining andmaintaining situationalawareness

Column 4
Criteria for evaluatingcompetence
Resources are allocated andassigned as needed incorrect priority to perform
necessary tasks
Communication is clearlyand	  unambiguously given
and received
Questionable decisions
and/or actions result inappropriate challenge andresponse
Effective leadershipbehaviors are identified
Team member(s) shareaccurate understanding ofcurrent and predictedengine-room andassociated systems state,
and of external	
 environment.5 consideration of teamexperience

7.1	
  Column 3 of the competence table (Methods for demonstrating competence)
In column 3 “Methods for demonstrating competence” of the competence table, the followings are stipulated;.1.1 approved training.1.2 approved in-service experience.1.3 approved simulator training
32

With regard to the method of “approved in-service experience”, it was debatable for the idea that ERM training
during in-service experience was unrealistic since ERM training cannot be available unless in a group of morethan several persons. However, it has remained in the column for the possibility of setting up the situation for
ERM training in a group of more than several persons.
Regarding the method of “approved simulator training, it is imperative to establish training objectives, and a
training program to meet these objectives and methods of evaluation. The requirements for ERM are
non-technical skills and as such personality, culture and even personal consciousness often affect the practice ofERM. Careful consideration needs to be given when developing training programme to ensure that all of thecompetencies required for effective ERM can be demonstrated.

7.2	
  Column 4 of the competence table (Criteria for evaluating competence)	  With regard to “Resources are allocated and assigned as needed” as a criteria for evaluating competence, it
can be considered that general arrangement appropriate has been established, however a diversity of personnel
arrangement upon sort of ships should be reflected in developing the criteria. Regarding “Communication”,“Questionable decision and/or actions” and “Effective leadership”, developing objective criteria is often
difficult and also an evaluator’s subjective view is often reflected in the criteria. Therefore, it is appropriate to
set up criteria that at least meet the standards required, taking into account these factors.
Then, regarding “Accurate understanding of current and predicted engine-room and associated systems state,
and of external environment”, quantitative and qualitative criteria on training programme should be developed.

8.

ERM principles after the amendment in 2010

ERM principles were introduced into Chapter Ⅷ of section B in the STCW Code as a recommended
guideline in 2006. This guideline was almost the same as BRM principles that were introduced in 1995 andBRM and ERM principles were integrated into nine principles as mandatory requirements as follows.
Section A-Ⅷ/2 of the STCW CodePART 3 . WATCHKEEPING PRINCIPLES IN GENERAL
8 	
  Watches shall be carried out based on the following bridge and engine-room resource management
principles:.1 proper arrangements for watchkeeping personnel shall be ensured in accordance with the situations;.2 any limitation in qualifications or fitness of individuals shall be taken into account when deploying
watchkeeping personnel;.3 understanding of watchkeeping personnel regarding their individual roles, responsibility and team roles
shall be established;.4 the master, chief engineer officer and officer in charge of watch duties shall maintain a proper watch,making the most effective use of the resources available such as information, installations/equipment andother personnel;.5 watchkeeping personnel shall understand functions and operation of
installations/equipment, and be familiar with handling them;.6 watchkeeping personnel shall understand information and how to respond to information from eachstation/installation/equipment;.7 information from the stations/installations/equipment shall be appropriately shared by all thewatchkeeping personnel;.8 watchkeeping personnel shall maintain an exchange of appropriate communication in any situation; and.9 watchkeeping personnel shall notify the master/chief engineer officer/officer in charge of watch duties
without any hesitation when in any doubt as to what action to take in the interest of safety.

The following shows purports of nine BRM/ERM principles
BRM/ERM principles to maintain watchkeeping
1. Ensuring proper arrangements of personnel
2. Consideration of any limitation in qualification or fitness
3. Understanding of roles, responsibility and team roles
33

4.
5.
6.
7.
8.
9.

Utilizing information, equipment and personnel
Understanding of functions and operation of equipment
Understanding information and how to respond to information
Sharing information
Maintaining an exchange of appropriate communication
Notifying any doubt(Reference: ERM principles before the amendment)
Section B-Ⅷ/2
Engine-room resource management
8-1 Companies should issue guidance on proper engine-room procedures and promote the use of check lists
appropriate to each ship, taking into account national and international guidance.
8-2 Companies should also issue guidance to chief engineers and officers in charge of the engineering
watch, manned or unmanned, on each ship concerning the need for continuously
reassessing how engineering watch resources are being allocated and used based on engine-room resource
management principles such as the following:.1 a sufficient number of qualified individuals should be on watch to ensure all duties can be performed
effectively;.2 all members of the engineering watch should be appropriately qualified and fit to perform their duties
efficiently and effectively or the officer in charge of the engineering watch should take into account any
limitation in qualifications or fitness of the individuals available when making engineering and operational
decisions;.3 duties should be clearly and unambiguously assigned to specific individuals, who should confirm thatthey understand their responsibilities;.4 tasks should be performed in a clear order of priority;.5 no member of the engineering watch should be assigned more duties or more difficult tasks than can be
performed effectively;.6 individuals should be assigned at all times to locations at which they can mostefficiently and effectively perform their duties, and individuals should bereassigned to other locations as circumstances may require;.7 members of the engineering watch should not be assigned to different tasks or locations until the officer
in charge of the engineering watch is certain that
adjustments can be accomplished efficiently and effectively;.8 instruments and equipment considered necessary for effective performance of duties should be readily
available to appropriate members of the engineering watch;.9 communications among members of the engineering watch and between members of the engineeringand navigational watches should be clear, immediate, reliable and relevant to the business at hand;.10 non-essential activity and distractions should be avoided, suppressed or removed;.11 all engine-room equipment should be operating properly and, if not, the officer in charge of theengineering watch should take into account any malfunction or inoperable equipment due to maintenance,
which may exist when making operational decisions;.12 all essential information should be collected, processed and interpreted and made conveniently
available to all for the performance of their duties;.13 non-essential materials should not be placed so as to hinder engine-room operations;.14 members of the engineering watch should at all times be prepared to respondefficiently and effectively to changes in circumstances;.15 clear and effective data monitoring to identify possible areas of concern inequipment or systems should be ensured so as to prevent breakdowns/accidents/incidents; and.16 effective methods of cross-checking information, data and indications should be developed to obviate
the need for total reliance on any specific type of equipment, system or component.

3435