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Quality shipping can generally be referred to a ship or ship operation that is in accordance with the applicable international standards of the day. such international standards, in turn, can be broadly divided into three categories: economic, social, and safety and environment.

Economic standards are mainly concerned with good commercial practices, social standards are basically concerned with well-being and treatment of seafarers, while safety and environment standards deal primarily with the technical and operational aspects of ships. It is on this last aspect, concerning safety and environment standards that the discussion in this study will concentrate.

Safety and environment standards in maritime transport, as well as in other sectors, are normally subject to specific rules and regulations. In addition these rules and regulation are mostly made by the industries themselves or any other professional bodies. The economic of maritime safety and environment specializes in studying the relationship between the economic system and the maritime safety and environment system and the way the two systems interact. Such a way aims at achieving a balance between the objectives of the two systems.

In the maritime sectors, safety, risk-free transportation does not exist. In any given technical and operational setting, the number of accidents threatening the safety to people or property is proportional to the scale of production. As a environment or safety system and economic system are ‘conflicting’ systems, one cannot optimize simultaneously the objectives of both systems. The gain of one is the loss of the other. The environment system interacts with the economic system and the whole issue becomes a matter of choice:

The principles of safety and environment economics apply certainly in maritime transport. Due to the international nature of sea transportation, safety and environment problems in relation to maritime transport have for a long time been a major preoccupation of the international community. Subsequently, a good number of a specialized international rules and regulations have been introduced since 1948 when the IMO(International Maritime Organization) established.

The leadership and teamwork management is one of the international convention created as above procedures. This IMO regulation is aiming at the reduction of an accident of the vessel. According to the 2010 STCW Manila Revision Convention, the leadership & teamwork management regulations should be applied to the ocean-going vessel above 500 gross tonnage from the year of 2012 to 2017 for the coastal ships.

As widely known, the coastal ships’ casualties are also never diminishing in the number which showed more than 2,582 cases in 2017 on the statistics of national maritime safety court in Korea. Especially the passenger ship is recognized as the most important to secure the safety for the preservation of lives and properties.

This study is, therefore, focused on the safety effectiveness on application of the above leadership and teamwork regulations on the costal passenger ship in Korea since lots of coastal passenger ship-owners are not aware of the necessity of this convention as well as the coastal seafarers too on the effect of accident mitigation.

For the purpose of achieving the researching goal, various previous literature studies and documentary evidences with field interviews, etc. have been carried out, then upon extraction of relevant factors, the questionnaires could be prepared for the empirical analysis accompanied by survey.

Chang et al.(2009) conducted a survey for sailors and carriers to classify the human factors of marine accidents into the categories of each rank (captain, first, second, third, etc.) in which the causes of marine casualties found to be high due to negligence of work and safety consciousness in general.

Jang and Kim(2010) pointed out that it would be desirable to introduce an ERM system that accommodates the requirements of the 1995 STCW Convention, and aimed at establishing specific procedures for efficient construction, implementation and maintenance of ERM.

Kim et al.(2011) suggested that the "Manuscript on the Analysis of Human Accident Error" should be developed to effectively identify the human error in the process of domestic marine accident investigation.

Kim(2016) classified 25 factors out of total 1417 marine accidents which occurred in the waters around Korea in the recent 5 years (2010 ~ 2014) through careful review of the Central Maritime Safety Tribunal cases. As a result, the main causes of marine accidents are confirmed to be caused by human factors related to engine room and wheel room, such as bad handling of machinery facilities, poor handling of firearms, poor navigational law, Collision and stranding occupy a large proportion, and the types of accidents caused by human factors related to engine room are mainly caused by engine damage or fire explosion.

Kim(2006) studied the general procedure for investigating the root cause of human factors, which is the main cause of marine accidents, and the cause of ship's collision. respectively.

Hwang et al.(2015) tried to develop public transportation systems based on the importance of transporting 16 million passengers per year, and pointed out the employing conditions of seafarers is much poor than ocean-going vessel.

This training course was originated to comply with the requirements set by International Maritime Organization(IMO)´s STCW 2010 convention and applies to the bridge and engine room officers of the merchant vessels.

The course focuses on issues concerning effective communication and management of bridge and engine room resources in conjunction with situational awareness and workload management. The course also covers the topics: National and international rules and regulations, mission planning, safe navigational watch keeping, engine room watch keeping for safe operation, emergency procedures, crisis management, risk handling, vessel traffic service(VTS) and pilotage.

The main objective is to improve the operational efficiency and safety while navigating the ship, including to reduce the risk of accidents and undesired events that have an impact on health or property.

Further, focus is on creating an awareness about the different areas of responsibility and working conditions with regard to the bridge, deck, engine room and the maritime environment. A key point is to ensure that the participants keep a high standard of competence within the CRM(Cockpit Resource Management)/BRM(Bridge Resource Management) principles.

Curriculums are as follows.
–Introduction to BRM and Engine room Resource Management(ERM)
–Error chain analysis, situational awareness including case studies
–Master – team – pilot interaction
–Bridge – engine room – team
–Leadership, organization on the bridge, in the engine room and teamwork
–Communication
–Emergency response & Crisis management
–Voyage planning
–Safe operation of engines
–Stress and Fatigue
–Suitable For
–Navigators and engineers seeking to comply with IMO-STCW requirements or outright improve their team and human performance skills.
Examination: No written or oral examination.

The Leadership and Teamwork(Ex. BRM/ERM) training is further defined as follows. "Education to cultivate the ability to utilize and coordinate both the skills, knowledge, experience and available resources of missions(engine room) working teams to achieve or achieve the goals set for safe and efficient navigation".

Leadership and Teamwork Education is not a program to train ship's navigation technology but an education program to change human attitude to use navigation knowledge that they know well according to navigation procedure. It is not limited to missions(engine room). It is an education that can be applied to all parties in ship operation.

Generally, when a ship is operated in a normal condition, it is only necessary to follow standardized operating procedures. However, there are some situations in which unexpected variables may arise in a special situation of a ship, and in some cases, it may not be possible to settle the situation with only the knowledge and experience that he has known so far. In this situation, synergy can be achieved when the crew cooperates to solve the problem together. Leadership and Teamwork training is an education that helps the ship crew learn how to get synergy from each other in solving a problem.

The development of BRM education comes from CRM, which was conducted for aircraft pilots. The aircraft cockpit was replaced with the mission of the vessel, and the same training module was applied to the environment of the missions that controlled the ship.

In accordance with the 2010 STCW Manila Revision Convention, the ocean-going vessel above 500 gross tonnage should be applied in this regulations. It is for those operating class engineers and management class officers serving on the ocean-going merchant ships.

This regulation have been also in force on the officers and engineers serving on the coastal ships from 1st Jan., 2017. However, most of the ship-owners and seafarers engaging in the coastal shipping are not aware of this regulation. This study is, therefore, focused on the demonstration of the safety effect on the coastal passenger ships for the purpose of understanding the importance of this international convention.

As the data of statistics is shown on the previous chapter, the coastal ships’ casualties are getting increased year by year in Korea. In terms of protecting the people’s lives and their properties at sea, the safety operation of passenger ships is especially recognized as the most important and prior political issues.

On the above background, this study focused on identifying the safety effect of the present leadership & teamwork education and training systems which were in force on the costal seafarers from the 1st Jan., 2017 as a way of reducing the maritime accidents mostly caused by human errors.

According to the empirical study, it has researching implications that the trains are needed more intensively & elaborately on organization techniques, use of authorization, structuring, responsibility, strengthening leadership, ability to apply decision-making technology and teamwork. In other words, marine accidents could be reduced through supplementing and applying the above contents to the present leadership and teamwork education system.

In addition, the analysis suggested that the factors of work load, old age and chemical & alcoholic intake, etc. which are affecting negatively to the ship’s safety operation should be seriously recognized as the improvement task priority in coastal seafarers. It has also political implication that more customized education according to the situation of coastal passenger ship such as consideration of route distance, operation area and crew qualities, etc. should be taken into account for more efficient educational effect.

This study, however, has a researching limitation in that the analysis of the questionnaires was carried out only on the employees of the coastal passenger routes in Mokpo area.. Therefore, the further and widen scale of analysis are needed for more obvious objectivity.