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Second engineer

The second engineer, also known as the first assistant engineer or second assistant engineer, is a senior licensed officer in the engine department of a merchant vessel, serving as the second-in-command to the chief engineer and overseeing the daily operations and maintenance of the ship's propulsion systems, auxiliary machinery, and related equipment.^[1]^[2]^[3] This role is critical for ensuring the safe, efficient, and compliant functioning of the engine room, including watchkeeping duties, fuel management, and emergency response procedures.^[1]^[3] Key responsibilities of the second engineer encompass supervising junior engineering staff, conducting planned maintenance on diesel engines, boilers, pumps, and electrical systems, and managing inventory for spares and consumables such as oils and filters.^[1]^[4] They are also tasked with pollution prevention, including the operation of oily water separators, sewage treatment plants, and adherence to MARPOL regulations during fuel transfers and ballast operations.^[1]^[3] In addition, the second engineer leads safety drills, maintains detailed logs for engine performance and incidents, and steps in to assume the chief engineer's duties during absences or emergencies.^[2]^[1] Qualifications for the position are governed by the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), requiring at least 12 months of approved seagoing service as an assistant engineer officer, combined with formal education and training in marine engineering.^[2] For vessels with propulsion power of 3,000 kW or more, certification under STCW Section A-III/2 is mandatory, emphasizing skills in propulsion plant management, electrical systems, and leadership.^[2] In the United States, a U.S. Coast Guard Merchant Mariner Credential with a Second Assistant Engineer endorsement, along with STCW endorsements for Officer in Charge of an Engineering Watch, is required, typically accompanied by a valid medical certificate and background checks.^[3] These standards ensure the second engineer possesses the technical expertise and decision-making capabilities essential for maritime safety and operational reliability.^[2]^[3]

Role in the Engine Department

Position and Hierarchy

The second engineer, also known as the first assistant engineer in some conventions, serves as the deputy to the chief engineer and acts as the second-in-command within the engine department of merchant ships.^[5] This position ensures continuity of operations and assumes leadership in the chief engineer's absence, focusing on the overall management of propulsion and auxiliary systems.^[6] In the departmental hierarchy, the second engineer reports directly to the chief engineer, who in turn answers to the ship's master as the ultimate authority over all licensed officers.^[7] The second engineer supervises junior officers, including the third and fourth engineers, and oversees engine room ratings such as oilers, wipers, fitters, and motormen, assigning tasks and ensuring compliance with safety protocols.^[5] This structure forms part of the broader ship's command cadre, where the engine department parallels the deck department under the master's oversight.^[6] The role varies by ship type and size; on large ocean-going vessels, the second engineer manages a larger team and complex machinery, often coordinating multiple shifts, whereas on smaller coastal or offshore ships, the position may involve more direct involvement with fewer personnel.^[5] In vessels with unmanned machinery spaces (UMS), the second engineer's responsibilities emphasize remote monitoring of automated controls and scheduled inspections, reducing the need for constant presence compared to traditional manned engine rooms that require ongoing physical supervision.^[8] Historically, the role of marine engineers, including the second engineer, emerged in the steamship era of the 19th century. Early classifications in the British Royal Navy from 1837 ranked engineers as first, second, or third class based on experience with steam propulsion. In the merchant fleet, the 1862 Merchant Shipping Acts introduced certificates of competence for engineers, including second-class certificates requiring apprenticeship and sea service. During this period, second engineers assisted the chief in overseeing machinery and boiler operations while supervising firemen.^[9]^[10] With the adoption of diesel propulsion in the 20th century, engineering roles shifted toward internal combustion engines and electrical systems, with reduced emphasis on boilers.^[9]

Overview of Responsibilities

The second engineer officer, also known as the first assistant engineer, serves as the deputy to the chief engineer in the engine department of a merchant vessel, providing primary accountability for assisting in the overall management of the department and supervising the engine room team to ensure efficient execution of tasks related to propulsion and auxiliary systems.^[11]^[12] Key functions encompass planning and organizing daily engine room activities, such as scheduling maintenance routines and assigning duties to junior engineers and ratings, while ensuring strict compliance with international safety and environmental regulations, including the International Convention for the Prevention of Pollution from Ships (MARPOL).^[1] The second engineer also coordinates with the deck department on interfaces involving shared machinery, such as anchors, winches, and steering gear, to facilitate seamless vessel operations.^[1] In terms of scope of authority, the second engineer holds decision-making powers during the chief engineer's absence or unavailability, enabling them to assume full departmental responsibilities, including approving minor repairs, managing fuel consumption, and directing emergency responses within their competence.^[13] This positions the second engineer to step in as acting chief engineer when needed, maintaining continuous operation of critical systems.^[11] This operational focus requires the second engineer to hold appropriate certifications under the Standards of Training, Certification and Watchkeeping (STCW) Convention, such as Regulation III/2 for management-level duties.^[11]

Qualifications and Certification

International Standards

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), administered by the International Maritime Organization (IMO), establishes the global baseline for certification of second engineers as management-level officers in charge of an engineering watch (OICEW) and beyond. Under STCW Regulation III/2, second engineer officers on ships with main propulsion machinery of 3,000 kW or more must hold an STCW endorsement demonstrating competence in marine engineering at the management level, as specified in STCW Code Table A-III/2.^[14]^[15] Core competencies for second engineers include comprehensive knowledge of marine engineering systems, such as propulsion and auxiliary machinery operation, maintenance, and troubleshooting; electrical, electronic, and control engineering principles for automated systems; and the ability to manage shipboard operations safely, including resource allocation and risk assessment. These standards ensure officers can oversee engineering watches, diagnose faults in complex machinery, and coordinate repairs while adhering to safety protocols.^[16]^[17] Training mandates require candidates to complete approved education and seagoing service, including a minimum of 12 months as an OICEW (equivalent to third engineer) on vessels with propulsion power of at least 750 kW, supplemented by simulator-based assessments to verify practical skills in engine room operations and emergency scenarios. Additionally, STCW certificates must be revalidated every five years through refresher training or documented sea service to maintain proficiency in core areas like firefighting and leadership.^[18]^[19]^[20] The IMO's 2010 Manila amendments to the STCW Convention and Code enhanced these requirements by incorporating leadership and team-working skills into the engineering management competencies, emphasizing effective communication, decision-making under pressure, and crew resource management to address evolving maritime safety challenges. These updates, effective from 2012, apply uniformly to all signatory states and focus on preventing human error in engineering operations.^[14]^[21]

National Variations

In the United States, the United States Coast Guard (USCG) oversees certification for Second Assistant Engineers through a structured progression from Third Assistant Engineer to Second Assistant Engineer, and subsequently to First Assistant Engineer, emphasizing extensive practical experience and technical examinations. Applicants for the National Second Assistant Engineer endorsement (Unlimited Horsepower) must hold a valid Third Assistant Engineer endorsement, which requires 1,080 days of service in the engine department, and demonstrate at least 360 days (12 months) of service as a Third Assistant Engineer on vessels of appropriate tonnage and propulsion power, including specific periods under supervision. This is supplemented by passing comprehensive written examinations covering subjects such as thermodynamics, naval architecture, and marine engineering principles, along with requirements for advanced firefighting training completed within five years of application.^[22]^[23] As of 2025, the USCG has modernized its processes with the introduction of self-service tools via the National Maritime Center's online portal, allowing mariners to track Merchant Mariner Credential application statuses without direct contact, alongside the NAVITA system upgrade awarded in September to enhance digital licensing efficiency. Additionally, broader diversity initiatives, including the U.S. Department of Transportation's Diverse Mariner Workforce Recruitment Strategy, promote inclusive certification pathways by targeting underrepresented groups through outreach at maritime academies and simplified access for women and minorities in engineering licensure programs.^[24]^[25] In the United Kingdom, the Maritime and Coastguard Agency (MCA) certifies Second Engineers under STCW Regulation III/2, typically requiring a Higher National Certificate (HNC) or Higher National Diploma (HND) in marine engineering as a foundational academic qualification, followed by approved seagoing service and oral examinations. Candidates must complete at least 12 months of service as an assistant engineer on vessels with propulsion power between 750 kW and 3,000 kW, or equivalent experience, to qualify for endorsements up to unlimited power ratings, with assessments focusing on operational engineering knowledge and management-level competencies.^[26]^[27] Nations like the Philippines and India adapt international STCW standards with more streamlined sea time prerequisites to support their roles as major suppliers of officers for flag-of-convenience vessels, where shorter qualification periods facilitate global manning needs. In the Philippines, the Maritime Industry Authority (MARINA) mandates a minimum of 12 months of approved seagoing service as Officer in Charge of an Engineering Watch (OIC-EW) on ships with at least 750 kW propulsion power for Second Engineer licensure, paired with rigorous theoretical and practical examinations to ensure competency. Similarly, India's Directorate General of Shipping requires 12 to 16 months of relevant sea service—reduced if prior experience as Second Engineer on vessels over 3,000 kW—for the Motor Extra First Class (MEO Class II) certificate, emphasizing oral and written exams on engineering operations amid a focus on exporting skilled personnel to international fleets.^[28]^[29]^[30]

Daily Duties and Operations

Watchkeeping and Supervision

The second engineer, as the officer in charge of the engineering watch (OICEW), is responsible for standing routine engine room watches to ensure the safe and efficient operation of propulsion and auxiliary machinery. These watches typically last four hours, with the officer continuously monitoring key parameters such as pressures, temperatures, vibrations, and fuel levels through gauges, sensors, and alarm systems to detect any deviations or irregularities.^[20]^[31] In accordance with STCW Code Section A-VIII/2, Part 4-2, the officer must supervise the propulsion plant and auxiliary systems, ensuring all machinery operates within specified limits and responding promptly to alarms while verifying their validity.^[31] At the conclusion of each watch, the second engineer records essential data in the engine room logbook, including machinery performance metrics, operational events, maintenance activities, and any anomalies observed, to provide a continuous record for handover and analysis.^[31] Separate entries related to oil transfers, bunkering, or discharges are maintained in the oil record book as required by international regulations. On vessels equipped with Unmanned Machinery Space (UMS) systems, the second engineer utilizes remote monitoring capabilities from the engine control room to oversee automated operations during periodically unmanned periods, while remaining immediately available for intervention.^[32] Watch schedules are arranged to provide 24/7 coverage through rotations among qualified personnel, ensuring compliance with resource management principles outlined in STCW.^[31] In addition to personal watchkeeping, the second engineer supervises junior engineers and engine room ratings, assigning daily tasks such as routine checks and minor adjustments while directing overall engine department operations under the chief engineer's guidance.^[32] This includes conducting toolbox meetings—short safety briefings before high-risk tasks—to discuss hazards, procedures, and responsibilities, thereby promoting a culture of safety and preventing accidents.^[33] The second engineer evaluates crew performance during these activities, providing feedback and preparing reports for the chief engineer to support training and competency assessments.^[32] A key challenge in watchkeeping and supervision is managing fatigue to maintain vigilance, governed by the Maritime Labour Convention (MLC) 2006, which mandates a minimum of 10 hours of rest in any 24-hour period and 77 hours in any seven-day period for all seafarers, including engineering watch personnel.^[34] These rest requirements align with STCW provisions to mitigate risks from extended operations, with exceptions allowed only for emergencies or exceptional circumstances, after which compensatory rest must be provided.^[34]^[31] Effective rotation schedules and monitoring of work hours are essential to comply with these standards and sustain operational reliability.^[34]

Maintenance and Repairs

The second engineer oversees the implementation of the planned maintenance system (PMS) for essential ship equipment, including main engines, auxiliary pumps, and generators, ensuring that all tasks align with manufacturer guidelines and classification society requirements. This role encompasses scheduling and directing routine overhauls, such as piston ring changes on diesel engines to reduce wear and improve compression, and turbocharger inspections to verify rotor balance and exhaust gas flow efficiency.^[1]^[35] In coordinating repairs, the second engineer diagnoses mechanical faults, for instance, fuel injector malfunctions that may cause incomplete combustion, and arranges for spare parts procurement while supervising on-board fixes or dry-dock interventions. These efforts must adhere to the International Safety Management (ISM) Code, which mandates documented procedures for risk assessment and corrective actions to uphold vessel safety and operational integrity.^[36]^[4]^[37] The second engineer manages inventory by meticulously tracking fuel and lubricating oil consumption through daily sounding and dip readings, as well as monitoring spare parts stock levels to prevent operational disruptions. Waste disposal falls under their purview as well, with oversight of oily water separation and sludge handling to comply with environmental regulations like MARPOL Annex I, ensuring no illegal discharges occur.^[1]^[36] As part of technical oversight, the second engineer calculates key efficiency metrics, such as specific fuel consumption (SFC), to evaluate post-maintenance performance and identify areas for optimization. SFC quantifies fuel efficiency and is computed as follows:

\text{SFC} = \frac{m_f}{P \times t}

where m_f is the mass of fuel consumed in grams, P is the engine power output in kilowatts, and t is the time in hours; typical values for marine diesel engines range from 170 to 200 g/kWh under load.^[38]

Specialized Functions

Emergency Response

The second engineer plays a pivotal role in immediate crisis management within the engine department, particularly during scenarios involving machinery failure, flooding, or fires. They are responsible for swiftly activating emergency generators to restore essential power, starting fire pumps to supply water for firefighting, and engaging bilge systems to control flooding and prevent further water ingress. In addition, the second engineer leads damage control teams to assess and mitigate hazards in the engine room, ensuring rapid isolation of affected systems to limit escalation. These actions align with STCW requirements for engineering officers to demonstrate competence in operating emergency response equipment and implementing shutdown procedures.^[39] Participation in regular drills is essential for the second engineer's preparedness, including exercises under the Shipboard Oil Pollution Emergency Plan (SOPEP), where they oversee engineering responses such as activating containment and pumping arrangements to address oil spills. They also contribute to fire-fighting drills by coordinating the use of fixed and portable systems in machinery spaces, as well as abandon ship and man-overboard simulations, often heading the engine room emergency squad to ensure crew proficiency in evacuation and equipment deployment. These protocols are mandated by SOLAS and STCW to foster effective teamwork and rapid execution during actual incidents. In decision-making, the second engineer must quickly identify and isolate faults, such as during blackouts, by diagnosing electrical or mechanical issues, securing non-essential loads, and restoring propulsion or steering to avert propulsion loss or grounding. They report findings immediately to the bridge and relevant authorities, facilitating coordinated vessel-wide responses while adhering to contingency plans. Post-2020 updates have integrated health emergency protocols, requiring the engine department to provide technical support for infectious disease management per IMO guidance on crew health protection.^[40] Additionally, amid rising cyber threats to engine control systems, they monitor for anomalies in automated controls, apply resilience measures like network segmentation, and execute recovery procedures to maintain operational integrity, as outlined in IMO cybersecurity frameworks.^[41]

Voyage and Port Preparations

The second engineer plays a key role in pre-departure preparations by overseeing the inspection of propulsion systems, including verifying oil levels, pressures in fuel, lubrication, and cooling systems, and conducting tests on the main engine for ahead and astern operations to ensure readiness for sea.^[42] They also coordinate the preparation of bunkers, such as maintaining fuel oil temperatures around 40°C and preparing for transfers, while testing power supplies for deck machinery like anchors and windlasses to confirm hydraulic and electrical functionality.^[42] Additionally, the second engineer assists in coordinating with port authorities for waste declarations under MARPOL requirements, ensuring garbage and oily waste records are complete prior to sailing.^[43] Upon arrival or during standby at port, the second engineer supervises securing machinery by stopping non-essential pumps such as lubrication and crosshead systems after a 30-minute cooldown, engaging the main engine turning gear, and closing starting air valves to prevent hazards.^[44] They monitor mooring equipment, ensuring adequate power for winches and ensuring steering gear linkages and oil levels are verified for safe berthing.^[44] For hotelling mode, the second engineer plans reduced power operations, including switching to auxiliary generators and preparing for shore connections to minimize emissions while docked. Documentation duties include updating engine logbooks with entries on fuel consumption via flow meter readings, machinery performance parameters, and maintenance actions during the voyage or port stay.^[43] The second engineer also prepares reports for Port State Control (PSC) inspections, verifying compliance with SOLAS and MARPOL through checks on safety equipment, pollution prevention systems, and log accuracy to facilitate smooth audits. With an environmental focus, they ensure low-emission readiness by preparing ship-side switchgear for onshore power supply connections, aligning with IMO interim guidelines to reduce auxiliary engine use in green port initiatives.^[45]

Professional Standards

Uniforms and Attire

The dress uniform for a second engineer in the merchant navy typically consists of a white or light-colored shirt and trousers, complemented by epaulets featuring three silver or gold bars and a propeller insignia to denote the rank within the engineering department.^[46] These uniforms are worn during formal occasions, such as gangway watch duties, captain's inspections, or official shipboard events, and often incorporate company-specific colors or badges for identification.^[47] In contrast, work attire for second engineers prioritizes functionality and safety in the engine room environment, including flame-retardant coveralls made from materials like Nomex or similar fabrics to mitigate fire risks, along with non-slip safety boots, hard helmets, and protective gloves. Additional personal protective equipment (PPE) such as hearing protection (e.g., earmuffs) and eye protection (e.g., safety goggles) is mandatory, aligning with International Convention for the Safety of Life at Sea (SOLAS) Chapter III requirements for safeguarding crew in hazardous areas. Regulatory compliance for these uniforms emphasizes thermal and flame protection under standards like ISO 11612:2015, which specifies performance criteria for clothing against convective heat, radiant heat, and molten metal splashes relevant to engine room operations.^[48] However, requirements can vary by flag state or shipping company; for instance, some operators mandate clean uniforms to maintain hygiene standards, while others permit oil-stained coveralls for practical use in maintenance tasks, provided they meet overall safety certifications.^[47] Over time, second engineer uniforms have evolved from traditional white ensembles, which symbolized formality in the early 20th century, to modern high-visibility designs incorporating reflective materials and brighter colors to enhance safety during low-light or emergency situations.

Conduct and Safety Protocols

The second engineer, as a senior officer in the engine department, is expected to maintain impartiality during crew evaluations to ensure fair assessments of performance and competence, aligning with international standards for professional conduct on board ships. This impartiality helps prevent biases that could undermine team cohesion and operational efficiency. Additionally, the second engineer upholds anti-discrimination policies as outlined in the Maritime Labour Convention, 2006 (MLC, 2006), which prohibits discrimination based on race, color, sex, religion, political opinion, national extraction, or social origin in employment and working conditions for seafarers.^[49] By enforcing these policies, the second engineer contributes to an equitable environment that complies with the convention's standards for decent work. Fostering a safety culture is another core aspect of professional conduct, involving the promotion of proactive attitudes toward risk awareness and compliance among engine room personnel.^[49] In terms of safety protocols, the second engineer enforces Lockout/Tagout (LOTO) procedures during repairs and maintenance in the engine room to isolate hazardous energy sources, preventing accidental startups that could cause injuries. These procedures include shutting down equipment, applying locks and tags, and verifying isolation before work begins, as recommended for maritime operations to mitigate risks from mechanical and electrical systems.^[50] Risk assessments are conducted using Job Safety Analysis (JSA), a systematic method that breaks down tasks into steps, identifies potential hazards, and implements controls, particularly for high-risk activities like machinery overhauls in the marine industry. Furthermore, near-miss reporting is mandated under the second engineer's oversight, requiring immediate documentation and investigation of incidents that could have resulted in harm, to inform preventive measures and enhance overall safety as per IMO guidelines.^[51] As a leader, the second engineer mentors junior engineers on ethical decision-making, emphasizing adherence to company policies and international regulations during operational challenges. This includes guiding crew on balancing efficiency with safety priorities, such as during equipment failures. Compliance with the Safety Management System (SMS) under the International Safety Management (ISM) Code is integral, involving the second engineer's role in implementing procedures for safe operations, emergency preparedness, and continuous improvement in the engine department.^[52] In 2025, emphasis has grown on integrating mental health support into conduct protocols, with the second engineer promoting inclusive practices and access to resources like counseling to address seafarer isolation and stress, as highlighted by IMO initiatives.^[53] Similarly, cybersecurity awareness training for the crew has become a priority, focusing on recognizing threats to ship systems and reporting suspicious activities to safeguard operational integrity.^[41]

Career and Employment

Training Pathways

Aspiring second engineers typically begin with a bachelor's degree in marine engineering or a closely related field, such as mechanical engineering with a maritime focus, offered through four-year programs at specialized academies.^[54] These programs emphasize core subjects like thermodynamics, fluid mechanics, and marine propulsion systems, integrating theoretical coursework with practical laboratory training to build foundational skills for shipboard operations.^[55] For instance, the United States Merchant Marine Academy's Marine Engineering Major combines academic instruction over three years with a mandatory Sea Year of onboard training, culminating in eligibility for a U.S. Coast Guard Third Assistant Engineer license upon graduation.^[55] Cadetships represent a common pathway that blends academic study with hands-on sea experience, often sponsored by shipping companies to ensure progressive skill development.^[56] In the United States, programs like those at SUNY Maritime College require participation in the Regiment of Cadets, which includes structured sea voyages to accumulate the necessary watchkeeping hours while applying classroom knowledge to real-world engine room duties.^[54] Similarly, UK-based engineering cadetships, such as the three-year Marine Engineer Cadet program, involve college-based learning in marine systems and six to twelve months of onboard training, typically starting as a junior engineer under supervision to progress toward watchkeeping certification.^[57] Certification begins at the operational level with the Standards of Training, Certification, and Watchkeeping (STCW) III/1 endorsement as Officer in Charge of an Engineering Watch (OICEW), requiring candidates to be at least 18 years old, complete approved training in workshop skills and engine operations, and log at least 12 months of combined seagoing service, including six months of supervised watchkeeping.^[20] Advancement to the management level STCW III/2 for second engineer involves additional sea service—typically 12 months as an OICEW—followed by examinations on advanced engineering management, propulsion oversight, and safety protocols, along with endorsements from national maritime authorities.^[58] Engineers must then maintain credentials through continuous professional development, including refresher courses in areas like firefighting and leadership every five years to renew STCW endorsements.^[59] Internationally, pathways vary to accommodate regional needs, such as the four-year Bachelor of Science in Marine Engineering at the Philippine Merchant Marine Academy, which prepares graduates for licensed officer roles through a curriculum of maritime drawing, basic electricity, and onboard apprenticeships focused on engine maintenance.^[60] In Norway, candidates pursue Engineer Officer Class 2 certification via STCW-aligned education and 12 months of service as a watch officer, with specialized LNG vessel training—such as advanced courses in liquefied gas operations—required for roles on gas carriers to handle fuel systems and cryogenic equipment safely.^[61]

Job Market and Compensation

The global job market for second engineers remains robust, driven by ongoing fleet expansion and persistent shortages in qualified maritime officers. As per the 2021 BIMCO/ICS Seafarer Workforce Report (with a 2026 update in preparation), the industry faces a potential serious shortfall of officers by 2026, with a current deficit of approximately 26,240 STCW-certified officers as of 2021, necessitating an additional 89,510 officers to meet demand; recent assessments as of late 2024 continue to highlight significant shortfalls due to rising vessel numbers and declining interest in seafaring careers.^[62]^[63]^[64] This shortage is exacerbated by growing trade volumes and the expansion of specialized sectors, such as offshore wind support vessels, where the market is projected to grow at a compound annual rate of about 10% from 2025 to 2030, increasing the need for experienced engineering personnel.^[65] Compensation for second engineers varies significantly by vessel type, flag state, experience level, and employment model, but averages between $100,000 and $150,000 USD annually in 2025. In the United States, the Bureau of Labor Statistics reports a median annual wage of $105,670 for marine engineers and naval architects as of May 2024, with ship engineers earning a median of $100,270 in 2023, adjusted upward for inflation and demand pressures.^[66]^[67] Globally, monthly salaries range from $2,500 on general cargo vessels to over $30,000 on emergency response and recovery vessels, with an average of $8,215 per month reported in late 2025 data.^[68] Additional earnings often include bonuses for overtime, hazard pay, and rotation schedules, such as common 2:1 contracts (two months at sea followed by one month off), which can boost total compensation by 20-30%.^[68] Employment opportunities for second engineers are influenced by union affiliations versus third-party manning agencies, with union roles offering greater stability and benefits. In the US, the Seafarers International Union (SIU) negotiates contracts that include annual wage increases and enhanced pension contributions, often resulting in total packages exceeding $130,000 for mid-level engineers on tankers or offshore vessels.^[69] Third-party manning, prevalent on international flags like those of Panama or Liberia, provides flexibility but may involve lower base pay offset by performance incentives. Career advancement typically progresses to chief engineer roles onshore or to supervisory positions in maritime operations, supported by the officer shortage that accelerates promotions for certified professionals.^[69]

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Mar 31, 2025 · Specific fuel consumption (SFC) of marine engines ranges between 155 and 225 g/kWh on optimal load settings, which are typically around 85% Maximum Continuous ...
[38]
None
Summary of each segment:
[39]
https://www.imo.org/en/OurWork/HumanElement/Pages/STCW-Conv-LINK.aspx
[40]
Ship Departure Checklist for Engine Department: What to Do When a Ship Leaves a Port?
### Engine Department Checklist for Ship Departure Summary
[41]
Entries To Be Made in Ship's Engine Room Logbook - Marine Insight
Jun 6, 2019 · An engine room logbook is a track record of all ship machinery parameters, performance, maintenance, and malfunctions. The recorded values and ...
[42]
Ship Arrival at Port Checklist for Engine Department - Marine Insight
Apr 2, 2021 · In this article we have brought to things that should be done without any fail while the ship enters the port. The article is in the form of a checklist.Missing: second | Show results with:second
[43]
The Ultimate Guide to Port State Control (PSC) Inspection on Ships
May 1, 2019 · A port state control inspection involves checking of several aspects of the ship in both deck and engine departments of the ship.
[44]
[PDF] MSC.1/Circ.1675 27 June 2023 INTERIM GUIDELINES ON SAFE ...
Jun 27, 2023 · 1. Onshore power supply (OPS) system is the equipment that supplies onshore power to ships berthing in port, including ship-side installations ...
[45]
https://futurefuels.imo.org/wp-content/uploads/2025/10/MSC.1-Circ.1675-Interim-Guidelines-On-Safe-Operation-Of-Onshore-Power-Supply-OpsService-In-Port-For-Ship.-Secretariat.pdf
[46]
A Guide To Merchant Navy Uniform (With Photos And Illustrations)
Jun 16, 2024 · Deck crew (and officers) usually wear a white shirt and black trousers with epaulettes according to their rank when on the ship's bridge, ...
[47]
10 Main Personal Protective Equipment (PPE) Used Onboard Ship
Jan 26, 2019 · Following are the basic personal protective equipments (ppe) that are always present onboard a ship to ensure safety of the working crew.
[48]
ISO 11612:2015 - Clothing to protect against heat and flame
In stock 2–5 day deliveryISO 11612:2015 specifies performance requirements for protective clothing against heat and flame, excluding hands, and for limited flame spread, radiant, ...
[49]
Maritime Labour Convention | ITF Seafarers
Elimination of discrimination in respect of employment and occupation – your right to be treated in the same way as your fellow seafarers doing the same work, ...Missing: anti- | Show results with:anti-
[50]
Ensure full compliance with Lockout/Tagout procedures - safety4sea
Aug 7, 2025 · American P&I has published the latest installment of their Good Catch series informing about compliance of Lockout/Tagout procedures.
[51]
[PDF] IMO Ref: T2-HES/4.2 MSC-MEPC.7/Circ.7 T5-MEPC/1.01 10 ...
Oct 10, 2008 · Near-misses are dangerous situations not discovered until after the danger has passed, like a ship's radio not tuned to the harbor master's ...
[52]
https://www.imo.org/en/OurWork/HumanElement/Pages/ISMCode.aspx
[53]
Day of the Seafarer 2025 - International Maritime Organization
Zero-tolerance policies and inclusive workplace cultures that support the mental health of seafarers are essential. So, too, is coordinated action – among ...
[54]
Marine Engineering | SUNY Maritime College
Demonstrate a basic knowledge of engineering mechanics and thermodynamics in the context of marine vehicles. Understand and demonstrate effective leadership ...
[55]
Marine Engineering Major | U.S. Merchant Marine Academy
Jan 11, 2023 · The Engineering Majors provide midshipmen with the education and training to design, build, operate, maintain and repair the engineering systems used on modern ...
[56]
Maritime Academies | MARAD - Department of Transportation
Sep 30, 2025 · The USMMA curriculum is particularly demanding, condensing a four-year degree into just three years of study and a year at sea, showing that the ...<|separator|>
[57]
Marine Engineer Cadet - Just Be Maritime
A Marine Engineer Cadet follows a 3-year training programme, which leads to initial certification as an Engineer Officer of the Watch (EOOW)
[58]
Norwegian Engineer Officer Class 2 (Second Engineer) Requirements
Holders of the Certificate of Competency Engineer Officer Class 2 who have 24 months of seagoing service as engineer officer, may serve as chief engineer ...
[59]
46 CFR 11.329 - eCFR
§ 11.329 Requirements to qualify for an STCW endorsement as Officer in Charge of an Engineering Watch in a manned engineroom or Designated Duty Engineer in a ...
[60]
Bachelor of Science in Marine Engineering (BSMARE) | Marinetraining
The BSMarE program offered by the Philippine Merchant Marine Academy is basically designed to prepare PMMA Midshipmen for duties as Marine Engineers aboard ...
[61]
Operating Ships on LNG - Advanced | Maritime Courses
The course is tailored specifically for engine officers / deck officers and crew who are responsible for operations to LNG fueled machinery and handling of ...
[62]
Potential for Serious Shortage of Officers by 2026
Jul 28, 2021 · The global shipping industry is facing a potentially serious shortage of officers by 2026 according to a five-year assessment contained in a new report.
[63]
Offshore Wind Construction Vessel Market - Yahoo Finance
Aug 18, 2025 · The Offshore Wind Construction Vessel Market was valued at USD 9.31 Billion in 2024 and is expected to reach USD 16.91 Billion by 2030, rising ...
[64]
Marine Engineers and Naval Architects - Bureau of Labor Statistics
Pay. The median annual wage for marine engineers and naval architects was $105,670 in May 2024.
[65]
Marine Engineers and Naval Architects - Bureau of Labor Statistics
National estimates for Marine Engineers and Naval Architects: ; Hourly Wage, $ 36.95, $ 38.76, $ 48.21, $ 61.00 ; Annual Wage (2), $ 76,860, $ 80,620, $ 100,270 ...
[66]
2nd Engineer salary in 2025 | Merchant Navy & Offshore
2nd Engineer earns between $2,500 on General Cargo and $31,854 on ERRV . The average salary in October 2025 was $8,215 /month. · Choose position and vessel ...
[67]
New SIU Contracts Boost Wages, Include Other Gains for Members
Aug 1, 2024 · The agreement, negotiated by SIU Vice President Contracts George Tricker, includes wage increases all three years, and increases contributions ...