TEXT

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 the
maritime 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 navigation
and engineer officers by the comprehensive review of the STCW Convention and the Code adopted in
2010. Training methods and roles of requirements for BRM can be considered to be already
established, 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 case
examples. 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 and
consideration 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 the
cooperation 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 Seiun Maru, Training Ship

MOL Ferry Co., Ltd. National Institute for Sea Training

Planning & Produce: The Maritime Human Resource Institute, Japan

Kaiji center building, 4-5 Kojimachi

Chiyoda-ku, Tokyo Japan
Coproducer: 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 diplomatic
conference convened in Manila. This amendment includes many amendments to the Convention to meet the
contemporary technologies and to eliminate ambiguity of the provisions. And as one of the amendments, a
requirement of knowledge on Engine-room resource management (ERM) has been newly introduced into the
competence 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 the
knowledge 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 the
engineer 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 the
components without having specialized technical skills, but by adopting the human elements as non-technical
skills 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 competence
table 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 maintenance
records. 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 competence
table A-Ⅲ/1 is shown below. The diagram says that communication is the most essential competence in
practicing ERM and the communication can be a fundamental competence supporting leadership and
assertiveness 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 shares
common competence with leadership. Three requirements regarding resources and situational awareness can be
said to be independent skills/elements sharing no common competence with communication. The inside the
framed 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 are
described 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).

2.2 Resources
There are personnel, equipment and information as resources. Personnel in resources are a human resource to
be allocated for safe navigation and are required to have competency to manage and utilize other personnel as
well as appropriate qualification for performing tasks. In addition, the personnel are required to be well versed
in the functions of equipment upon his/her position, to have the capability to utilize information from the
equipment 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 be
fully functional. Information comes from many sources: external to the ship, personnel, running and
maintenance records, drawings, instruction manuals and equipment. There are two types of information from the
equipment: the information such as alarms and operation data that automatically comes from equipment, like a
monitoring 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 of
machinery with an excellent teamwork by sharing information relating to their ship’s consequences from the
bridge 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 operation
and 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 an
engineering 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 to
prevent 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, maintenance
and management of spare parts, making operation and maintenance plans by obtaining thorough information
concerned in operation and maintenance through thoroughly reading instruction books. Furthermore, the
personnel 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 to
maintain 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 the
situation 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 information
exchange, there are forms of order, response, provision of information and report according to the scenes of
ship’ 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 to
determine how much information exchange is necessary. Effective communication could be blocked if these
human 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 information

4
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 be
inappropriate:

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 be
preferentially informed must be caused by the person who should be distributing it not understanding the
meaning 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 have
unless 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 the
workplace. That is to say, having made a judgment necessary for maintaining safe navigation, personnel have to
assert 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 the
station 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 even
to alert a superior officer if you consider that they have made an inappropriate decision. 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.

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

3.6 Situational awareness

Situational 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 likelihood
of 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 in
order 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 that
the team leaders understands the background and experience of all members of their team.

5
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 Remarks
1 (The amendments to the STCW Convention) 1: Introduction and clarification
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 the
2010 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 the
fundamental elements of Bridge Resource Management (BRM) and
Engine-room Resource Management (ERM) were not being
practiced. In addition, it was also clearly evident that a lack of
communication was a prominent factor in marine casualties.
In this context, IMO reached a conclusion that it was imperative to
include the non-technical skills such as BRM and ERM in the
STCW Code as requirements for deck and engineer officers in order
to 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
 ERM principles are fundamental elements in ERM and
particularly, regarding necessary ERM principles to maintain a
1 watch, 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 Code
providing 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 appropriate
qualification in performing tasks. In addition, personnel are
required to be well versed in the functions of equipment and to have
capability 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 from
the equipment, which are the information that automatically comes
from 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 to
establish 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 with
situations.

(Communication)
Communication is an information exchange necessary for
maintaining safe navigation. In this information exchange, there are
forms of order, response, provision of information and report
according to the operational aspects, and effective communication
means 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 much
information exchange is necessary and it can be said that a lack of
communication is largely caused by the attitude of both sides.
Personnel therefore should be mindful of the following
communication issues.

7
 ・ “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.
1 ・ “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.
・ “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 of
prompt distribution of imformation.
・ “It has already been realized”; you are obsessed with an idea
that 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 need
to 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 the
workplace for maintaining safe navigation without any hesitation,
notwithstanding their position and hierarchical relationship.
Furthermore, junior personnel sometimes have to be assertive in
asking for clarification of decisions made by their superiors if the
reasons for those decisions are not clear, and if he/she considers that
these 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 and
requires an ability to lead, understanding influence to other
personnel and how to motivate them.

(Situational awareness)
Situational awareness is an ability to assess accurately the
existence 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 to
utilize the experiences in order to achieve safe navigation and
watchkeeping.

(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 to
ensure sharing information, an engine room command
communication system is used for communication between the
engine control room and the engine room so that personnel in the
8
 engine room can listen to information issued from the control room
through loudspeakers and personnel in the engine control room can
1
listen to information issued from the engine room through a
speaker.

The second engineer who was checking the unmanned machinery

in the control room received a phone call from the bridge saying
that there was 25 miles left to the pilot station.
The second engineer immediately reported the information from
the bridge to the chief engineer and having received the chief
engineer’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 from
unmanned to manned and the control position of the main engine
from the bridge to the control room and began preparations for
entering the port, starting reduction of main engine speed.

2 2: From state of navigation to

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

9
 (11) E/R (3/E)→C/R Exhaust gas temperature of
：All right, steering motors are now running in parallel. Number 2 generator
2 Exhaust gas shows variations in
generator seems to be OK.
temperature right after starting
generator and the temperatures of
Engine room all the cylinders outlet would
(12) E/R (3/E)→E/R (No. 1 Oiler) become stable at almost same
：Ah!, Number one, do me a favor? Check the steering gear please. temperature as generator begins
(13) E/R (No. 1 Oiler) →E/R (3/E） load running on the condition that
injection pressure of each fuel
：O.K , I will. injection valve is properly
arranged and atomizing condition
Control room of each fuel injection valve is in
(14) C/R (1/E)→E/R good order.
：All right, Number 2 generator is in good order. I am starting
parallel running of Number 1 and 2 generators. Parallel running of generators
(15) C/R (2/E)：I am putting Number 1 and 2 generators into Although one generator usually
parallel running. supplies power necessary to
(16) C/R (1/E)→E/R maintain navigation, when
：Parallel running of Number 1 and 2 generators started. leaving/entering port, two
generators are put into parallel
(17) E/R (3/E)→C/R running to prepare for use of
： All right, beginning parallel running of Number 1 and 2 thruster and ensuring power.
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.

Engine room
(20) E/R (3/E) →E/R (Oiler Mr. Sato)
： : Start Number 2 main air compressor and start parallel running
please, 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
engine would be stopped and
Parallel running of main air compressors started several times and starting
main engine needs a large amount
of compressed air. Therefore,
(22) E/R (No. 1 Oiler)→E/R (3/E)
main air compressors are put into
：Third engineer, there was no problem with the parallel running of parallel running to prepare for
the steering motors. starting main engine prior to
(23) E/R (3/E) →E/R (No.1 Oiler) stand-by engine. Usually, main air
：All right, Thank you. compressors are started and
stopped automatically by pressure
(24) E/R (3/E) →C/R switch of main air reservoir.
：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
steering motors. compressor
When starting, drain valve of
10
 (26) C/R (2/E) →W/H (3/O) main air compressor usually
：There was no problem with the parallel running of steering opens to discharge drain and
2 closes 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 in
good 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 absolute
high temperature and deviation
Generator room, Checking work on No.2 Generator high temperature and this case
indicates 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, the
at the time of starting. temperature would reach to the
(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
Sir. temperature is not abnormal.
Temperature sensor problem
occurs in case that disconnection
Control room and short circuit of signal lines
(36) C/R (1/E) : All right. rather than sensor element gets
(37) C/R (1/E)→C/R(C/E) worse. In some cases, sensor
: 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
 (40) E/R (3/E) →C/R Judgment that the fuel injection
：All right, Number 3 generator is about to be started and Number 2 valve got worse was made over
2 No.1 cylinder exhaust gas high
generator is being disconnected.
temperature alarm of No.2
(41) C/R (2/E): I am starting Number 3 generator. generator. It is an adequate
judgment as most likely cause.
Generator room, Checking No.3 Generator A bad fuel injection valve results
in bad atomizing of fuel oil and
abnormal combustion appears in
(42) W/H (3/O)→C/R (2/E) the cylinder, consequently
：5 miles left to the pilot station. exhaust gas temperature rises.
(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 generators
and 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 the
stand-by period. Two persons will be unavailable for stand-by and
if something urgent happens, it will be more difficult to address the
situation. 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 and
we 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 usual
and make it stand-by condition.
(56) E/R (3/E) →C/R
: Understood, I will stop Number 2 generator and prepare for
stand-by. Stop generator and preparation

12
 (57) E/R (3/E) →E/R (Assis. Oiler Yamamoto) for stand-by
: Mr. Yamamoto, go and check the temperature, please. In case of this ship, generator is
2 started remotely from the engine
(58) E/R (Assis. Oiler Yamamoto) →E/R (3/E)
control room and stopped
: O.K, I will. manually at the engine side. In a
ship which has automated
Bridge generator system, stop of
(59) W/H (Capt): Reduction of main engine speed seemed to be generator at the engine side is
done to prepare for next start after
completed. Was there a report of preparations
carrying out air running to blow
for stand-by engine? There are only 3 miles to away remained gas in the
the pilot station. cylinders. In addition, in order to
(60) W/H (3/O) : Not yet, sir, I guess that is coming soon. make generator state of stand-by,
it is necessary to meet the
conditions such as closing all
Control room
indicator valves, lining up staring
(61) C/R (C/E): The exhaust gas temperature of main engine has air and disengaging turning gear.
dropped below 200. The damper of the exhaust gas economizer is
still open. Who was aware of that?
(62) C/R (2/E) : I wasn’t. Exhaust gas economizer
Exhaust gas economizer is a heat
(63) C/R (1/E): Sorry, I missed it. I’ll close it now.
exchanger to heat boiler water by
(64) C/R (1/E) →E/R main engine exhaust gas. During
: Closing the damper of exhaust gas economizer. cold condition and low load
(65) E/R (3/E) →C/R running of main engine, damper
: All right. The damper of exhaust gas economizer is about to be of exhaust gas economizer is
closed to stop influx of exhaust
closed.
gas into the economizer and to
(66) E/R (Yamamoto) →E/R (3/E) avoid the surface of heating tubes
: The exhaust gas temperature has dropped. from being cooled down and
(67) E/R (3/E) →E/R (Yamamoto) corroded in many cases.
: I see, thank you. A pump to circulate boiler water
between auxiliary boiler and
(68) E/R (3/E) →C/R
exhaust gas economize is called
: I will stop No 2 generator as the exhaust gas temperature has boiler water circulating pump.
dropped.
(69) C/R (1/E) →E/R
: All right, stop No 2 generator. Engine telegraph
Engine telegraph is
Bridge communication equipment for
(70) W/H (Capt): There has been no report of preparation for main engine maneuvering order
stand-by engine. Did something happen? I guess they missed it. without fail and placed in
(71) W/H (3/O): I will ask the control room. navigation bridge, engine control
(72) W/H (3/O) →C/R (2/E) room and engine room. When
: We will soon be 3 miles from the pilot station. Is stand-by engine maneuvering main engine is in the
possible? engine control room or the engine
(73) C/R (2/E) →W/H (3/O) room, if indicating position of
: Certainly, I missed the report for trouble of Number 2 generator. engine telegraph in the control
Stand-by engine is now available. I have already switched on the room or the engine room does not
bow thruster and the deck machinery. meet the indicating position of
(74) W/H (3/O) →C/R (2/E) engine telegraph in the bridge,
: Thank you for that, I will report it to the Captain. telegraph gong will continue to
(75) W/H (3/O) : Captain, stand-by engine is now available. ring until they meet each other.
Electric power for the bow thruster and deck machinery is already Engine telegraph in the bridge is
also the maneuvering lever for
13
 available. main engine and having met the
(76) W/H (Capt) : All right, Stand-by engine. lever position to the requested
2
speed position, revolution speed
requested can be automatically
Sub-telegraph rings ensured. The following shows
(77) W/H (3/O): Stand-by engine. engine telegraph positions.

Control room Stop

Dead Slow Ahead/Astern
(78) C/R (2/E): Chief engineer, stand-by engine is requested.
Slow Ahead/Astern
(79) C/R (C/E): O.K. Half Ahead/Astern
(80) C/R (2/E): Yes, I will respond. Full Ahead/Astern
(81) C/R (1/E) →E/R Nav. Full
: Stand-by engine, Stand-by engine.
Furthermore, in addition to engine
Bridge telegraph, sub-telegraph is
(82) W/H (3/O): Stand-by engine, Sir. installed to communicate the
(83) W/H (Capt): Slow down engine. following orders.

Stand by Engine
Finish with Engine
Full Away
3 (Personnel arrangement for entering port) 3： Narrative interpretation on the
Now, let’s review the scene of entering port in terms of events from state of navigation to
engine-room resource management. stand-by engine
First of all, regarding personnel arrangement, personnel were
allocated in the engine control room and the engine room and it can
be 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 exhaust
gas 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 the
situation 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 and
is likely to inhibit further communication. In this case, the chief
engineer should have only said to close the damper as a member of
the team.

14
 The second engineer tried to inform the bridge of completion of
preparation for stand-by engine when he completed reduction of
3
main engine revolution, however, he forgot to do this, being
absorbed in the order to the engine room issued by the first
engineer.
There was a question from the bridge for the delay of notifying
completion of preparation for stand-by engine. If there had been no
question, embarkation of the pilot could be obstructed.
When any doubt exists about a situation, it is essential to make an
inquiry in order to clarify the situation, regardless of the rank of the
person you are asking.

(Assertiveness)
The third engineer asserted his judgment as the leader of the
station 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 situational
awareness and prioritization.

Now, let’s continue to watch the scene of entering the port.

4 Telegraph gong sounds 4：From embarkation of a pilot to

Slow ahead engine→Half ahead engine berthing. (stand-by engine was
ordered and became once slow
ahead engine and half ahead
(1) C/R (2/E) : Half ahead engine. engine was ordered after
(2) C/R (1/E) : Half ahead engine. embarkation of the pilot)
(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) Instruction of the third engineer
: (To Mr. Sato) When they begin to use the bow thruster, please go The third engineer gave
to generators and pay attention to the running condition. I will instructions to ratings, explaining
watch main engine from near the maneuvering lever. Number one the anticipated situation. This
oiler, please watch and check around cylinder head of main engine. indicates the third engineer’s
leadership and situational
Before approaching the berth, let’s change the sea chest to the high awareness.
suction. During the stay in port, periodical maintenance is
scheduled to No.1 LO purifier, so let’s stop it soon so that we can
open the bowl assembly smoothly when we get alongside. Sea chest
(7) No. 1 Oiler →E/R (3/E, Oiler, Assistant oiler) There are usually two or three sea
chests (Primary suction of sea
: Wouldn’t it be better to decide whether or not we should change water) to take in cooling sea water
sea chest after we make sure the depth of water at the berth? This for machinery and one is located
at high position of the hull under
15
 time, I think, if possible, it would be better to change sea chest after water and the other is located at
berthing. Because, in the past, having changed over the sea chest the bottom of the hull. It is
4 common to use the bottom sea
after a rough passage, air went into cooling sea water line and the
chest under the navigation and to
pressure in the line went down, almost shutting down generators use high position sea chest in port
with a blackout. As we had two-days of rough passage, there is a where depth of the sea is low.
possibility that air remains in high sea chest. Apart from this, you In addition, sea water from the sea
would be better to make sure if cleaning of the sea strainer is chest goes through suction valve
and goes into strainer to remove
necessary. clogging contents like a trash and
(8) E/R (3/E) →E/R(No. 1 Oiler, Oiler, Assistant oiler) sea weed in the sea water. Some
: I didn’t know that such trouble happened. O.K. I will ask first ships have no such a strainer.
engineer for instruction.
Periodical maintenance of LO
purifier
Telegraph gong sounds
Periodical maintenance of LO
Half ahead engine→Full ahead engine purifier is commonly to overhaul
a bowl assembly removing sludge
(9) C/R (2/E)：Full ahead engine. from separating discs and
(10) C/R (1/E) →E/R renewing packing at a certain
interval. The third engineer
: Full ahead engine.
thought that he could do it in a
(11) E/R(3/E) →C/R short period of time since he
: First engineer, I thought I should change over the sea chest before removed the bowl assembly from
berthing as usual, but as we had two-days of rough passage, if the shaft and put it in washing oil
possible I would like to change sea chest after berthing making sure in preparation of overhaul
of the depth of water at the berth. Please give me instruction. Then,
as periodical maintenance of Number 1 LO purifier is scheduled
during 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 purifier
accordingly.
(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 the
berth.
(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
 (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
4
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 an
under keel clearance of 1-2 meters can be assured considering the
tide 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 be
done 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 Replacement of main engine fuel

injection valve
(31) C/R (1/E) →E/R
Main engine fuel injection valve
: 1,000 meters to the berth. Made fast the tug aft. is usually replaced according to
(32) C/R (C/E) →C/R (1/E) the period of working time
: First engineer, do you have any maintenance work planned for the recommended by manufacturer,
main engine in this port? but it is accordingly replaced
(33)C/R (1/E) →C/R (C/E) when judgment was made as
combustion state got worse and
: Number 1 and 3 cylinder fuel injection valves are planned to be flaw of combustion was found in
replaced. Other than this, I have planned to renew the motor bearing equipment like such a combustion
of Number 1 main cooling sea water pump. analyzer.
(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
 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 need
4
to 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 run
of 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
is still OFF. I will switch it to start. combustion equipment
(37) C/R(1/E) →E/R Some automatic combustion
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 exhaust
(38) E/R (Oiler Sato): Boiler, O.K. gas economizer. In this case, it
(39) E/R (3/E) →C/R was necessary to restart the
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 of
boiler seemed to be going down. I didn’t realize it, since the
monitor does not scan the state of the power switch while it’s out of
service 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 he
looks around machinery and makes full use of his five senses and
informs 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→ Stop engine

4
(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 Taking readings of flow meters
: Made fast the headlines. and tank levels
It is necessary to take readings of
Telegraph gong rings fuel oil flow meter and tank levels
Slow astern engine →Stop engine in order to calculate consumption
of fuel oil, boiler water and
lubricating oil.
(58) C/R (2/E)：Stop engine. Usually, changing time from state
(59) C/R (1/E) →E/R of navigation to state of berthing
: Stop engine. is the time when finish with
engine was ordered.
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 The scene from embarkation of the pilot to berthing has been 5：Narrative interpretation on the
shown. scene from embarkation of the
(Leadership) pilot to berthing.
5
Firstly, let’s focus on the third engineer’s leadership. Although the
third 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 team
experience 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 to
start 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 and
effectively, increasing their situational awareness about the
movement of the ship. Furthermore, sharing information can build
teamwork, raises motivation and maintains a sense of heightened
awareness.

Now, please watch the scene of the meeting before the maintenance
work starts.

6 6：Meeting before maintenance

Meeting before maintenance work works

(1) 1/E: Now today’s jobs are to replace Number 1 and 3 cylinder
fuel injection valves on the main engine, replace Number 1clyinder
fuel 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 a
cargo 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 to
6 make it easy to clean up, I guess about two hours to complete.
(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 the
time of start and I was checking other points. I therefore, was not
aware 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 fuel
valve 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 is
slightly abnormal from now on.
(10) No. 1 Oiler: Third engineer, it seems to be easy to change
over 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 the
strainer can cause unexpected problems. The other day, they tried to
open the lid of a strainer and this lid was instantly blown off soon
after they removed the securing dogs, consequently a large amount
of sea water came into the engine room. Of course, they had
confirmed that there was no water pressure by opening the air vent
valve, but it was found later that the air vent valve was clogged with
rubbish and rust, besides which the sea water suction valve was
being held slightly open with sea grass. Therefore, at least, when
you open the lid of strainer, you should confirm that there is no
pressure 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 work
tasks? 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 about
that as we will have to prioritize maintenance work, if there is

21
 something wrong with cargo watch, let me know. Is there anything
else to talk over?
(13) C/E: Now, today’s work will be carried out at several places
6 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 the
purifier 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 be
closed.
And also, on another ship, one engineer tried to adjust a diaphragm
type pressure regulating valve for steam pressure by hand and broke
the 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 was
questionable, 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 to
maintenance works. Keep it in mind.
(14) 1/E: Yes, Certainly, let’s begin.

7 (Toolbox meeting) 7：Narrative interpretation on the

Having a meeting before maintenance work begins has become meeting before maintenance
routine in recent years. This is because, it can be thought that the work.
meeting, called a toolbox meeting, has become important due to the
strengthening of legal restrictions on safety and the enhancement of
safety awareness, although a meeting at which all members of the
engine department attended was seldom held until these toolbox
meetings became routine.
Furthermore, there was a background that there had been a lack
of communication caused by the fact that the engine room team is
comprised of seafarers from many different nationalities and
cultures.
The toolbox meeting has as its aim to carry out the maintenance
work 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
 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
7 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 of
main engine.

8 8：Main engine trial run

Control room The members of deck department
(1) C/R (1/E) →E/R need to be stationed to take
necessary measures such as
: We will have the main engine trial run shortly. Engine room loosening of mooring lines,
station, let me know if you are ready for it. paying attention to the sea around
(2) E/R (3/E) →C/R the stern part of the hull and
: Engine room station is ready for the trial run. others because the hull moves a
little with a rotation of the
(3) C/R (1/E) →E/R
propeller during the main engine
: All right, ready for the trail run. trial run.
(4) C/R(2/E) →C/R(C/E, 1/E)
: I will ask the bridge. Checking of main engine fuel
(5) C/R(2/E) →W/H(3/O) injection valve
: We have main engine trial run shortly, let me know if you are During main engine trial run after
replacing fuel injection valve, it is
ready for it.
necessary to make sure if there
(6) W/H(3/O) →C/R(2/E) are oil leak, gas leak and flame of
: All stations on deck are ready for main engine trial run. combustion by opening the
(7) C/R(2/E) →W/H(3/O) indicator valve, and to confirm
: All right, deck department is ready for the trial run. sound of injection over the
replaced injection valve. For this
(8) C/R(1/E) →C/R(C/E)
reason, it takes a little longer time
: Chief Engineer, all stations are ready. Can we proceed? I’ll go to than usual.
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
 (15) W/H (3/O) : Yes, sir.
(16) W/H (3/O)→Each station on deck
: The main engine trial will begin soon.
8
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 (Sharing information when conducting main engine trail run) 9： Narrative interpretation on
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 10：From harbor limit to state of

Control room navigation.
(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 thruster
and deck machinery.
(3) C/R (1/E) →E/R
: 1 mile to the harbor limit. Finished using bow thruster and deck
machinery. Both now switched off.
(4) E/R (3/E)→C/R
: All right, 1 mile to the harbor limit. Finished using bow thruster
Main cooling sea water pump/
and deck machinery. motor bearing
And no problem found with the replaced bearing of Number 1 main Pump/motor bearing is a ball
cooling sea water pump and running condition of Number 1 LO bearing and pump/motor axle
purifier is in good order. rotates approximately at 2,000
(5) C/R (1/E) →E/R min-1. If the fitting condition is in
something wrong, it will generate
: All right, but too early to make a judgment on the running
abnormal heat/vibration.
condition, since only 15 minutes has passed after changing the Therefore, after renewing ball
pump to Number 1. Pay attention continuously to the bearings. bearing, careful check is
(6) E/R (3/E) →C/R necessary.
: Yes, Certainly.
(7) C/R (C/E) →C/R (1/E)
Running condition of LO purifier
: First engineer, we cannot find anything about the running sound of LO purifier is a centrifugal
the bearings and the vibration of LO purifier on the monitor. separator and it rotates
Having done the maintenance works, the third engineer reported it. approximately at 7,000 min-1.
That was good of him. Therefore, when starting purifier
after maintenance, careful
(8) C/R (1/E) →C/R (C/E)
attention is necessary to make
: Yes, I think so. sure if there is no abnormal
vibration caused by unbalance
Telegraph gong rings force of bowl assembly. Excess
vibration likely results in serious
24
 Slow ahead engine→Half ahead engine accident.

(9) C/R (2/E): Half ahead engine.

10 (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
 (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)
10 : 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 pump
(33) E/R (3/E) →C/R In case of generating fresh water
: All right, I will stop the combustion equipment. by vacuum evaporation of sea
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 to
single running.
(35) C/R (2/E)→W/H (W/O)
: All right, Full Away engine will be soon. Steering motors to
single 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 running

26
 (43) E/R (3/E) →C/R
: I put main air compressors into Number 1 single running.
10 (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 for
stand-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 fuel

oil 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
 : This is third engineer. I found accumulation of fuel oil in the fuel
oil 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 high
Fuel oil high pressure pipe
10 pressure fuel pipes. Fuel oil high pressure pipe is a
(59) C/E’s room (C/E)→C/R (3/E) pipe connecting fuel injection
: The fitting of the high pressure fuel pipes was likely not good valve and fuel injection pump. As
since it is unlikely that the high pressure fuel pipe is broken. Make injection pressure is very high,
heavy wall pipe is used for the
sure that there is no oil leak falling on the surface of an exhaust gas
high pressure pipe. In addition, oil
pipe or any other high temperature surface such as a cylinder head. leak from the pipe is so dangerous
There was an incident where leaking oil fell on the exhaust that the high pressure pipe
manifold resulting in an engine room fire. becomes a double pipe wearing a
(60) C/R (3/E) →C/E’s room (C/E) casing pipe.
For this reason, if oil leak happens
: When I looked around, there was no oil leak like that.
in case that the high pressure pipe
(61) C/E’s room (C/E)→C/R (3/E) broke or fitting of the pipe was
: O.K. So, I will come to the control room and you can confirm wrong, the leaked oil will be
whether the leak is from fore or aft. I will communicate to first collected in the leaked oil tank
engineer and you communicate to the bridge telling them the after going through the hollow
portion of the high pressure pipe
situation and that there is a possibility that we may need to stop the
and pipeline leading to the tank.
main 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 from
the fuel injection valves on the main engine. I will confirm from
which valve the oil leak is coming. So we may need to stop the
main 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 is
coming 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 of
each 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 to
stop the main engine rather than cutting the fuel oil to Number 3
cylinder.
(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
 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)
10 : 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. Main engine running by cutting
(75) C/R (C/E) →W/H (Capt) fuel oil to a certain cylinder
: There is oil leak from the aft high pressure fuel pipe of Number 3 Continuous running of diesel
engine by cutting fuel oil to a
cylinder on the main engine. It is only a small leak at the moment,
certain cylinder is one of
but it will likely increase from now on. I would like to stop the main emergency operations and it is
engine and refit the high pressure pipe. Is that possible? carried out in case of that
(76) W/H (Capt)→C/R (C/E) stopping main engine is
: We are now in the fairway, so we will go another 1 mile, leaving inappropriate or that they cannot
stop engine when repair is
the route and make for a temporary anchorage. How many hours
necessary.
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.

11 (Importance of machinery rounds) 11：Narrative interpretation on the

You have watched the scene of getting to Full Away on passage scene from the harbor limit to the
from 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 the
replaced 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 the
main engine. In the engine room there is a lot of information from
the machinery that we cannot get from the monitoring systems in
the control room. It is very important to find the information and to
address a situation before an alarm sounds. For this reason, you can
easily 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 running

29
 okay, responding to the third engineer’s report. It would have been
better if he had justified his report, thereby sharing information and
maintaining 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 to
establish 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 the
exhaust 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 and
information 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 fuel
oil pipe that was broken because of vibration. The oil fell onto the
surface of a hot exhaust pipe and started a fire, which then spread
throughout 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 the
bridge, 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 the
bridge 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 to
work as a team when in operating machinery and to maintain their
motivation.

30
 (Maintaining safe navigation)
Now, everyone should understand that safe navigation cannot be
achieved only by the technical skills necessary to operate and
maintain machinery. In order to ensure the safe navigation of the
11 ship, it is necessary for all personnel to utilize in collaboration their
technical skills and non-technical skills represented by
communication. It can be also said that ERM is the competence
necessary to collaborate and to utilize technical and non technical
skills.
We hope that the lessons learned through this DVD will contribute
to 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, this
amendment 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 the
causes into seventy five casualties and identified that;
6.1 a high number of casualties were attributed to poor bridge resource management (BRM) practices, and
stressed that;
6.2 the importance of BRM training and that the need to adopt BRM principles in the work place scenario was
imperative.
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 a
need 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 through
the 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 a
same 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 the
requirements.
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 the
31
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 a
draft 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 manned
engine-room or designated duty engineers in a periodically unmanned engine-room

Function: Marine engineering at the operational level

Column 1 Column 2 Column 3 Column 4
Competence Knowledge, understanding Methods for demonstrating Criteria for evaluating
and proficiency Competence competence
Maintain a safe Engine-room resource Assessment of evidence Resources are allocated and
engineering management obtained from one or more of assigned as needed in
watch the following: correct priority to perform
Knowledge of engine-room necessary tasks
resource management .1 approved training
principles, including: Communication is clearly
.2 approved in-service and unambiguously given
.1 allocation, assignment, experience and received
and prioritization of
resources .3 approved simulator Questionable decisions
Training and/or actions result in
.2 effective communication appropriate challenge and
response
.3 assertiveness and Effective leadership
leadership behaviors are identified

.4 obtaining and Team member(s) share

maintaining situational accurate understanding of
awareness current and predicted
engine-room and
.5 consideration of team associated systems state,
experience and of external
environment

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 more
than 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 of
ERM. Careful consideration needs to be given when developing training programme to ensure that all of the
competencies 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 and
BRM and ERM principles were integrated into nine principles as mandatory requirements as follows.

Section A-Ⅷ/2 of the STCW Code

PART 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 and
other 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 each
station/installation/equipment;
.7 information from the stations/installations/equipment shall be appropriately shared by all the
watchkeeping 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. Utilizing information, equipment and personnel
5. Understanding of functions and operation of equipment
6. Understanding information and how to respond to information
7. Sharing information
8. Maintaining an exchange of appropriate communication
9. 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 that
they 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 most
efficiently and effectively perform their duties, and individuals should be
reassigned 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 engineering
and 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 the
engineering 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 respond
efficiently and effectively to changes in circumstances;
.15 clear and effective data monitoring to identify possible areas of concern in
equipment 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