STCW Chapter III: Engine Department Officer + Rating Cert

Background: STCW 1978 Engine Department origin

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 was adopted at an IMO conference in London on 7 July 1978 and entered into force on 28 April 1984 after ratification by the requisite number of States representing at least 50 per cent of world gross tonnage. From the 1978 conference forward, the engine-department regulations were grouped under Chapter III of the Convention annex, parallel in structure to the deck-department regulations of STCW Chapter II and the radio-department regulations of Chapter IV.

Prior to the 1978 instrument, certification of marine engineers was governed exclusively at the national level. The Merchant Shipping Act 1850 of the United Kingdom had introduced engineer’s certificates issued by the Board of Trade, and comparable nineteenth-century instruments existed in Norway, Germany, the Netherlands, Greece and Japan. The certification regimes of these traditional maritime nations were anchored in the technology of the steam reciprocating engine and the Scotch boiler, and they evolved through the twentieth century to encompass the steam turbine, the medium-speed and slow-speed diesel engine, and the gas turbine for high-speed craft. As with the deck department, recognition was bilateral or informal, and the post-war growth of open-registry flag tonnage produced a structural mismatch between the technical complexity of modern propulsion machinery and the engineering oversight capacity of the issuing administrations.

The casualty record of the mid-twentieth century placed engine-room failures (machinery breakdowns, boiler explosions, engine-room fires, fuel-system contamination causing main-engine stoppage in heavy weather) on the agenda alongside navigational casualties. The 1969 Marine Sulphur Queen loss (fire in the engine spaces of a converted T2 tanker), the 1972 Texaco Caribbean explosion, and the long record of crankcase explosions on slow-speed diesel engines (extensively documented by Lloyd’s Register and by the United Kingdom Department of Trade) supplied the engineering side of the human-element argument that drove the 1978 Convention. The original 1978 Chapter III contained four Regulations: III/1 governing the basic principles of engineering watchkeeping; III/2 setting the minimum standard for the chief engineer officer of ships of 3,000 kW or more; III/3 setting the minimum standard for the second engineer officer of ships of 3,000 kW or more (separate from III/2 in the original drafting); and III/4 governing engineer officers in charge of a watch in a manned engine room or designated duty engineers in a periodically unattended engine room.

The propulsion-power threshold (rather than gross tonnage) is the structural divider used throughout Chapter III. The choice of power as the criterion reflects the engine-room reality that the complexity of the propulsion plant scales with installed power, not with hull volume: a 750 kW propulsion plant on a small tug imposes substantially the same competence demand on its OICEW as a 750 kW auxiliary on a much larger vessel. The lower threshold of 750 kW was chosen to demarcate vessels with substantive engine-room operations from minor commercial craft and pleasure vessels; the upper threshold of 3,000 kW was chosen to demarcate the deep-sea fleet (ocean-going cargo vessels with main engines typically of 5,000 to 80,000 kW) from coastal and short-sea vessels.

Manila 2010 amendments: ETO + ETR + ERM added

The 2010 Manila Amendments were adopted at a Conference of Parties held in Manila, Philippines, from 21 to 25 June 2010, and entered into force on 1 January 2012, with a transitional period to 1 January 2017 during which holders of pre-2012 certificates could continue to use those certificates. The Convention amendments were adopted by the Manila Conference; the parallel STCW Code amendments are codified in IMO Resolution MSC.397(95). The Manila package was the most extensive STCW revision since 1995 and addressed several areas where engine-room operational practice had moved substantially beyond the 1978/1995 framework. The principal Chapter III changes are:

• Reg III/6 Electro-Technical Officer (ETO) added as a new officer-level certificate, recognising that the modern ship’s electrical, electronic and control engineering scope had grown beyond what the chief engineer plus second engineer pair could carry alongside their traditional propulsion-machinery duties. The ETO is responsible for high-voltage installations, integrated automation systems, dynamic-positioning power management on offshore vessels, cargo-control systems on tankers and gas carriers, refrigerated-cargo control, and shipboard ICT including AIS and ECDIS interface to the bridge.
• Reg III/7 Electro-Technical Rating (ETR) added as a parallel rating-level standard, codifying the long-standing practice of carrying a junior electrical hand on vessels with substantial electrical installations.
• Engine Room Resource Management (ERM) added as mandatory competence at both operational level (Section A-III/1) and management level (Section A-III/2), parallel to the Bridge Resource Management addition under Chapter II. ERM addresses team coordination, situational awareness, decision-making under engine-casualty conditions, and the chief engineer’s role as machinery-spaces team leader during emergencies.
• Reg III/5 Able Seafarer Engine (AB) added as a new ratings-level standard, parallel to Reg II/5 on the deck side, codifying the senior engine-room rating role above the basic RFPEW.
• High-voltage electrical safety training added as mandatory competence for ETO and at management level for chief engineers and second engineers serving on ships with installations above 1,000 V, addressing the proliferation of 6.6 kV and 11 kV main-distribution systems on cruise vessels, large container ships, LNG carriers, and offshore vessels.
• Planned maintenance system (PMS) computer literacy added as competence at operational and management levels, recognising that virtually all deep-sea vessels now operate computer-based PMS for class-required machinery overhaul scheduling and condition-based maintenance.
• Leadership and managerial skills added at management level under Section A-III/2, parallel to the Section A-II/2 addition.
• Refresher training and revalidation strengthened: the maximum interval between approved refresher and revalidation was clarified at five years, with no waiver provision; senior certificates (chief engineer, second engineer) require competence assessment at revalidation rather than reliance on sea-service alone.
• Drug and alcohol limits: Section A-VIII/1 set a blood-alcohol concentration limit of 0.05 per cent for seafarers on watch or performing designated safety, security or environment-protection duties.
• Rest hours alignment with MLC 2006: minimum 10 hours rest in any 24-hour period plus minimum 77 hours rest in any 7-day period.

MSC.560(108): the only STCW amendment in force 1 January 2026

The only STCW amendment in force on 1 January 2026 is IMO Resolution MSC.560(108), adopted at MSC 108 in May 2024. It revised STCW Code Table A-VI/1-4 (the Personal Safety and Social Responsibilities, PSSR, competence table) to add mandatory basic-training competence on the prevention of and response to violence and harassment, including sexual assault and sexual harassment (SASH). The amendment applies to all seafarers as part of the Chapter VI basic-safety-training requirement; engineers hold it via their STCW VI/1 basic safety training package. It does not alter any Chapter III competence table, any Chapter III sea-service requirement, or any engine-department certificate.

The HTW Sub-Committee’s ongoing comprehensive STCW review is addressing a range of future proposals, including cyber-security awareness for engine-room operational technology, alternative-fuel familiarisation (LNG, methanol, ammonia and biofuel propulsion), and training for engineers serving on or supporting Maritime Autonomous Surface Ships. These topics are under development and have not been adopted. No entry-into-force date has been set for any of them. The Manila 2010 baseline, as supplemented by the MSC.560(108) PSSR revision, remains the complete operative Chapter III standard.

Reg III/1: OICEW at 750 kW and above

Regulation III/1 is the foundational Chapter III provision, governing the certificate of competency for the Officer in Charge of an Engineering Watch (OICEW) on seagoing ships powered by main propulsion machinery of 750 kW propulsion power or more, both for vessels with manned machinery spaces and for vessels with periodically unattended (UMS) machinery spaces. The same OICEW certificate covers the duty engineer in a UMS machinery space; the UMS designation is a ship-level engineering and class arrangement (not a separate certificate), and the OICEW certificate authorises the holder to act in either manned or UMS configuration.

The regulation requires that every candidate for certification meet five cumulative requirements:

1. Be not less than 18 years of age.
2. Have completed combined workshop skills training and approved seagoing service of not less than 12 months as part of an approved training programme that includes onboard training meeting the requirements of Section A-III/1 and is documented in an approved engineer cadet training-record book; or alternatively, complete not less than 36 months of approved seagoing service of which a minimum of 30 months must be engine-department service performed under the supervision of a qualified engineer officer.
3. Have completed approved education and training and meet the standard of competence specified in Section A-III/1.
4. Have completed STCW VI/1 (basic safety training), VI/2 (proficiency in survival craft), VI/3 (advanced firefighting where applicable) and VI/4 (medical first aid where applicable).
5. Have a valid medical fitness certificate under Reg I/9.

Service in the engineer cadet capacity on an approved training programme counts toward the seagoing-service requirement at rates fixed in the regulation, typically allowing up to 12 months of the 36-month track to be served as engineer cadet under approved supervision documented in the Engineer Cadet Training Record Book. The 12-month plus onboard-training pathway is the standard route in countries with structured maritime engineering academies (United Kingdom, Norway, Netherlands, Philippines, India, Singapore), while the 36-month direct-entry pathway is used in States with less institutionalised cadet schemes.

Sea service for the OICEW certificate must be on ships with main propulsion of 750 kW or more. The competence demonstrated in Section A-III/1 must be verified through a combination of approved in-service training, examination, and (for several competences including watchkeeping decision-making and casualty response) simulator-based assessment in accordance with Section B-I/12 using an approved engine-room simulator.

Reg III/2: Chief Engineer + Second Engineer at 3,000 kW and above

Regulation III/2 governs the certificates of competency for the chief engineer officer and the second engineer officer on ships with main propulsion of 3,000 kW propulsion power or more. This is the management-level qualification for the deep-sea fleet and the principal certificate of professional achievement in the marine engineering profession.

For the chief engineer certificate, the candidate must:

1. Be not less than 18 years of age.
2. Hold a current OICEW certificate under Reg III/1 valid for ships with main propulsion of 750 kW or more.
3. Have completed approved seagoing service of not less than 36 months as a qualified engineer officer on ships with main propulsion of 3,000 kW or more, of which at least 12 months must be served as second engineer officer in possession of the appropriate Reg III/2 certificate.
4. Have completed approved education and training and meet the standard of competence specified in Section A-III/2 for chief engineer.
5. Have completed all relevant STCW VI/1 to VI/4 basic-safety certificates.
6. Have a valid medical fitness certificate under Reg I/9.

For the second engineer certificate, the candidate must hold a current OICEW certificate, complete not less than 12 months of approved seagoing service as an engineer officer on ships with main propulsion of 3,000 kW or more after obtaining the OICEW certificate, and meet the second-engineer competence standard of Section A-III/2. The regulation deliberately treats the chief engineer plus second engineer as a paired certification: the second engineer is the chief engineer’s deputy and successor, qualified to assume command of the machinery spaces in the chief engineer’s absence or during periods of his rest, and the chief engineer certificate is reachable only through the second engineer rank.

The total accumulated experience required to reach chief engineer of an unlimited deep-sea ship is: 12 months OICEW seagoing service (post-academy, on 750 kW or more) plus 12 months as engineer officer pre-second-engineer service (on 3,000 kW or more) plus 12 months minimum as second engineer plus a typical further 24 months as second engineer to consolidate management-level competence before the chief engineer examination, totalling approximately 5 to 6 years of post-cadet sea service.

Reg III/3: Chief Engineer + Second Engineer 750 to 3,000 kW

Regulation III/3 governs chief engineer and second engineer competence on ships with main propulsion of 750 kW to less than 3,000 kW. The regulation parallels Reg II/3 (the near-coastal master) on the deck side and addresses the coastal-trade and short-sea fleet (small container feeders, coastal tankers, harbour and offshore-supply vessels, dredgers, pilot tenders, ferries operating on near-coastal routes).

The Reg III/3 certificate requires OICEW certification, plus at least 12 months of approved seagoing service as a qualified engineer officer on ships of 750 kW or more (for the second engineer level), or 24 months of seagoing service of which at least 12 months must be as second engineer (for the chief engineer level), together with the Section A-III/3 competence standard. The Section A-III/3 competence is a subset of the A-III/2 standard, with reduced scope on slow-speed crosshead diesel theory and on management-level propulsion-plant economics, but full coverage of medium-speed diesel operation, electrical safety, and statutory compliance.

A Reg III/3 chief engineer is not eligible for service as chief engineer on a Reg III/2 vessel of 3,000 kW or more; the holder must accrue additional sea service as Reg III/1 OICEW on unlimited vessels and pass the Reg III/2 chief engineer examination to progress.

Reg III/4: RFPEW ratings forming part of an Engineering Watch

Regulation III/4 sets the standard for ratings forming part of an engineering watch (RFPEW) on ships with main propulsion of 750 kW or more, including duties on UMS vessels. The RFPEW is the basic engine-room rating qualification, comparable to RFPNW on the deck side.

A candidate for RFPEW must be not less than 16 years of age, have completed approved seagoing service of not less than 6 months including engine-room familiarisation and engine-watchkeeping duties (or alternatively a combination of approved pre-sea training and a reduced sea-service period of not less than 2 months), demonstrate the competence of Section A-III/4 (covering engine-watch keeping under supervision, basic engine-room safety, basic operation of the watchkeeping equipment, fire prevention, pollution prevention, and emergency response), and hold the relevant STCW VI/1 basic safety training. The RFPEW competence does not authorise solo watchkeeping; the rating works as part of the engineer officer’s watch team and supports the OICEW in routine round-of-the-machinery-spaces and in casualty response.

Reg III/5: Able Seafarer Engine ratings

Regulation III/5, added by the 2010 Manila Amendments, codifies the able seafarer engine (AB) rating standard. Prior to 2010 the AB engine rating was governed entirely by national practice and by the ILO Convention No. 74 (Certification of Able Seamen, 1946) and No. 53 (Officers’ Competency Certificates, 1936) lineage. The Manila Reg III/5 raised the rating to a Convention-level qualification with a tabulated Section A-III/5 competence standard.

A Reg III/5 AB engine candidate must be not less than 18 years of age, hold the RFPEW qualification under Reg III/4, have completed not less than 12 months of approved seagoing service (including engine-watchkeeping duties) on ships of 750 kW or more, demonstrate the competence of Section A-III/5 (covering monitoring of machinery operation, operation of pumping systems, fuel-oil and lubricating-oil transfer, basic electrical maintenance, basic mechanical maintenance, store-room and tool-room operation, supervision of junior engine ratings, and engine-casualty response), and hold the relevant STCW VI/1 to VI/4 basic-safety certificates as applicable.

The Reg III/5 AB engine rating is a senior engine-room rating role, supervised by the engineer officer but with autonomous responsibility for routine maintenance tasks and for supervision of junior ratings.

Reg III/6: Electro-Technical Officer (ETO)

Regulation III/6, added by the 2010 Manila Amendments, codifies the electro-technical officer (ETO) certificate of competency. Prior to 2010, the ETO role (informally the “electrician” or “leccy”) was carried as a non-Convention specialist on vessels with substantial electrical installations (cruise ships, large container ships, LNG carriers, offshore drilling and supply vessels), with qualifications set by national practice or by the operating company. Manila 2010 raised the role to a Convention-level officer’s qualification with a tabulated Section A-III/6 competence standard and integrated the ETO into the ship’s safe-manning document and the certificate of competency framework.

A Reg III/6 ETO candidate must:

1. Be not less than 18 years of age.
2. Have completed approved education and training of not less than 12 months as part of an approved training programme that includes onboard training meeting the requirements of Section A-III/6; or alternatively, complete not less than 36 months of approved seagoing service in the electro-technical area (with at least 30 months of electro-technical duty under the supervision of a qualified ETO or chief engineer).
3. Have completed approved education and training and meet the standard of competence specified in Section A-III/6, covering electrical, electronic and control engineering at operational level, maintenance and repair of electrical and electronic equipment, integrated bridge and engine-room electrical systems, dynamic-positioning power management (where applicable), high-voltage system safety and operation, and the leadership and teamworking competences shared with deck and engine officers.
4. Have completed all relevant STCW VI/1 to VI/4 basic-safety certificates.
5. Have a valid medical fitness certificate under Reg I/9.

The ETO is integrated into the engineering management chain under the chief engineer; on a ship with an ETO, the chief engineer remains the head of the engineering department, and the ETO is the senior electrical specialist within the department, with responsibility for electrical safety, electrical maintenance scheduling, electrical-side casualty response, and the interface with class-society electrical surveyors.

Reg III/7: Electro-Technical Rating (ETR)

Regulation III/7, added by the 2010 Manila Amendments, codifies the electro-technical rating (ETR) standard, parallel to Reg III/6 at the rating level. The ETR is the senior electrical hand who supports the ETO (or, on smaller vessels without an ETO, supports the second engineer in an electrical-specialist role).

A Reg III/7 ETR candidate must be not less than 18 years of age, have completed approved seagoing service of not less than 12 months including electrical-maintenance duties (or alternatively a combination of approved pre-sea training and reduced sea-service of not less than 6 months), demonstrate the competence of Section A-III/7 (covering safe use of electrical and electronic equipment, contribution to electrical maintenance, contribution to high-voltage operations under supervision, operation of switchboards under supervision, support of the ETO in dynamic-positioning power management on offshore vessels, contribution to the operation of generators and propulsion electrical systems), and hold the relevant STCW VI/1 basic safety training.

STCW Code Section A vs Section B

The 1995 amendments restructured STCW so that Convention text sets the high-level certificate framework (age, sea service, examination, medical fitness) while the STCW Code carries the operational detail. The Code is divided into two parts:

• Section A (mandatory): tabulated competence standards in the four-column format competence, knowledge, understanding and proficiency, methods for demonstrating competence, criteria for evaluating competence. Section A-III/1 (OICEW), A-III/2 (chief engineer plus second engineer 3,000 kW or more), A-III/3 (chief engineer plus second engineer 750 to 3,000 kW), A-III/4 (RFPEW), A-III/5 (AB engine), A-III/6 (ETO), and A-III/7 (ETR) are the seven mandatory tables that operationalise Chapter III.
• Section B (recommended guidance): model courses, recommended interpretation of Section A standards, guidance on simulator use, guidance on assessment methodology. Section B-III/1 through B-III/7 mirror the Section A tables and provide non-mandatory but widely adopted operational guidance for flag-State approval of training providers.

Port-State control inspectors verify Chapter III certificates against Section A standards; flag-State approval of maritime academies and training centres operates against Section A; classification societies that act as Recognised Organisations under Reg I/6 verify training programmes against Section A. Section B is not enforceable but is the de facto international standard for course design, and IMO Model Courses (the 7-series for engineering: Model Course 7.02 chief engineer, 7.04 second engineer, 7.08 OICEW, 7.18 ETO, etc.) implement Section B guidance.

Function-based competency: Marine Engineering operational + management

The Section A-III tables are organised around functions rather than around traditional engineering subjects. The three functions for the engine department are:

1. Marine Engineering at operational level (OICEW) and management level (chief engineer plus second engineer): operation of main propulsion plant, auxiliary machinery, fuel and lubrication systems, ballast and pumping systems.
2. Electrical, Electronic and Control Engineering at operational and management levels: switchboard operation, generator parallelling, motor control, automation systems, alarm and monitoring, high-voltage operation.
3. Maintenance and Repair at operational and management levels: machinery maintenance scheduling, condition monitoring, fault diagnosis, dismantling and reassembly, hot work safety, lifting operations.

A fourth function, Controlling Operation of the Ship and Care for Persons on Board, is shared with the deck department and covers stability, statutory compliance, emergency response, medical first aid, and personnel safety from the engineering perspective. The function-based architecture allows the same competence to be referenced across multiple regulations: a chief engineer’s stability competence for damage-control purposes is the same competence as the master’s, and the function-based architecture makes the cross-reference explicit.

Electrical, electronic and control engineering function

The Electrical, Electronic and Control Engineering function received the most substantial expansion in the 2010 Manila Amendments. At the OICEW operational level, the function covers:

• Operation of generators and distribution systems.
• Connection, parallelling and load-sharing of generators.
• Operation and maintenance of electrical systems above 1,000 V (where applicable to the vessel type) under supervision.
• Operation and maintenance of automation, instrumentation and control systems.
• Operation and maintenance of integrated alarm-monitoring systems.
• Operation and maintenance of computers and computer networks (PMS, engine-control system, fuel-injection electronic-control system).

At the chief engineer plus second engineer management level, the function expands to:

• Management of the operation of electrical and electronic control equipment.
• Management of trouble-shooting, restoration of electrical and electronic control equipment to operating condition.
• Management of high-voltage installations including switching strategy and arc-flash hazard mitigation.

The ETO certificate (Reg III/6) provides specialist depth in this function, with Section A-III/6 covering all of the management-level scope plus electrical-specialist competences in motor-control theory, drive-system commissioning, programmable logic controller (PLC) and SCADA system operation, dynamic-positioning power management (offshore-vessel applications), and the interface to the integrated bridge system on ships with AIS and ECDIS tied to a centralised navigation network.

Maintenance and repair function

The Maintenance and Repair function covers the full lifecycle of shipboard machinery from commissioning through routine maintenance, condition monitoring, fault diagnosis, repair, and class-survey compliance. At OICEW operational level the function covers:

• Use of hand tools and machine tools.
• Workshop safety practices.
• Identification of common machinery defects and their corrective action.
• Dismantling, inspection and reassembly of routine machinery components.
• Use of measurement instruments (micrometers, dial indicators, vibration analysers, thermal imagers).

At management level the function expands to manage the planned maintenance system (PMS), schedule class-required overhauls, plan dry-dock and afloat repair scope, supervise contractor work, and verify class-society survey compliance. The PMS competence added by Manila 2010 is operationalised at this management level: the chief engineer or second engineer is responsible for keeping the computer-based PMS records aligned with actual maintenance performed, for generating class-recognised maintenance reports, and for the audit trail required by class society survey credit arrangements.

Controlling operation and care for persons function

The fourth function, Controlling Operation of the Ship and Care for Persons on Board, is shared with the deck department and addresses the chief engineer’s role in damage-control, emergency response, medical first aid, personnel safety and ship-level emergency planning. The competence covers:

• Trim, stability and stress as applied to the chief engineer’s input on ballast operations and fuel consumption planning.
• Statutory compliance (MARPOL discharge restrictions, ballast-water management, garbage management, IMSBC bulk-cargo operations as they affect machinery cooling-water intake, sulphur cap fuel changeover).
• Emergency planning including engine-room fire response, flooding response, and abandonment.
• Medical first aid and medical care under STCW VI/4.
• Leadership, decision-making under pressure, and team coordination under emergency conditions.

The function is the regulatory anchor for the chief engineer’s role as the shipboard ISM Code person responsible for engineering compliance and for the chief engineer’s seat in the ship’s emergency-response team alongside the master and chief mate.

OICEW requirements: 12 months sea service + education

The OICEW pathway in flag States with structured maritime engineering academies typically follows this profile:

1. Pre-academy entry at age 17 to 19, secondary education complete, mathematics and physics at university-entry level, medical fitness verified.
2. Three-year academy programme combining theoretical instruction (thermodynamics, fluid mechanics, materials science, electrical engineering, control engineering, marine diesel theory, statutory law) with workshop practice (machining, welding, fitting, electrical wiring, refrigeration practice).
3. 12 months structured cadet sea service under an approved cadet training programme on ships with main propulsion of 750 kW or more, supervised by a qualified chief engineer or designated training officer, documented in an Engineer Cadet Training Record Book covering the Section A-III/1 competence map.
4. Final academy completion plus oral examination by the flag-State examination authority (often in conjunction with the maritime academy or the flag-State Recognised Organisation).
5. OICEW certificate of competency issued by the flag State on satisfactory completion.

Total elapsed time from academy entry to OICEW certificate: approximately 4 years, with at least 12 months of structured sea service as cadet. The 36-month direct-entry alternative pathway adds approximately 24 months of sea service in lieu of the academy programme but typically results in a longer total time to certification.

Chief Engineer requirements: route through Second Engineer rank

The chief engineer pathway after OICEW certification follows this typical profile:

1. OICEW issued at approximately age 22 to 23.
2. 12 to 24 months as junior engineer officer (third or fourth engineer in traditional rank nomenclature) on Reg III/2 vessels of 3,000 kW or more.
3. Second engineer examination and certificate issued by the flag State, requiring at least 12 months of post-OICEW seagoing service on Reg III/2 vessels and demonstration of Section A-III/2 second-engineer competence.
4. 12 months minimum as second engineer in possession of the second-engineer certificate on Reg III/2 vessels (with typical practice of 24 to 36 months at this rank to consolidate management-level competence).
5. Chief engineer examination and certificate issued by the flag State, requiring the cumulative 36-month engineering-officer service of which 12 months minimum as second engineer, plus demonstration of Section A-III/2 chief-engineer competence (which adds the management of the propulsion plant, the development of emergency and damage-control plans, the application of medical advice, and the leadership and managerial skill set).
6. Chief engineer certificate issued, typically at age 28 to 32.

Total elapsed time from academy entry to chief engineer certificate: approximately 10 years, with approximately 5 to 6 years of accumulated post-academy engine-room sea service. Subsequent revalidations every 5 years require approved refresher training plus continued sea service or competence demonstration.

ETO requirements: electrical specialisation pathway

The ETO pathway diverges from the OICEW pathway at the academy stage and follows a parallel route specialising in electrical and control engineering:

1. Pre-academy entry at age 17 to 19 with secondary education in mathematics and physics.
2. Approved education and training programme in electrical engineering or marine electro-technical specialisation, typically a three-year academy programme at a maritime university or a polytechnic with maritime electro-technical accreditation.
3. 12 months structured sea service as electro-technical cadet on ships of 750 kW or more (for the 12-month plus academy track), or 36 months direct-entry sea service in the electro-technical area (for the alternative track).
4. Section A-III/6 competence demonstrated through approved examination and (for high-voltage and dynamic-positioning competences) through simulator-based assessment.
5. ETO certificate of competency issued by the flag State.

The total elapsed time from academy entry to ETO certificate is typically 4 years, mirroring the OICEW timeline. Career progression for the ETO is laterally specialised rather than vertically progressive: an experienced ETO is the ship’s electrical specialist for the duration of his career, with additional endorsements available for high-voltage, dynamic positioning, and specialist vessel types (LNG carrier electrical systems, cruise-ship hotel-load systems, drill-ship power management).

ERM (Engine Room Resource Management) mandatory

Engine Room Resource Management (ERM) was added by Manila 2010 as mandatory competence at both OICEW operational level (Section A-III/1) and chief engineer plus second engineer management level (Section A-III/2). ERM is the engine-room counterpart of Bridge Resource Management and codifies thirty years of post-casualty research into engine-room team coordination failures.

The ERM competence covers:

• Allocation, assignment and prioritisation of resources under engine-room workload pressure.
• Effective communication between watch members, between the engine-control room and the bridge, and with shore engineering support.
• Assertiveness and leadership appropriate to the rank, including the willingness of junior officers to challenge a senior officer’s incorrect decision.
• Obtaining and maintaining situational awareness in the machinery spaces during normal operation, during transitions (manoeuvring, fuel changeover, mode change), and during casualties.
• Consideration of team experience in delegation of casualty-response tasks.
• Decision-making under time pressure for engine-stop, slow-down, and clutch-out decisions and for the engine-room flooding, fire and blackout response.

ERM training is delivered as a discrete course (typically 2 to 5 days) at flag-State-approved training centres, with simulator-based exercises mandatory under Section B-I/12 and assessment by qualified ERM instructors. The course is required at OICEW certification and is a mandatory refresher item at five-yearly revalidation.

PMS computer literacy added Manila 2010

The planned maintenance system (PMS) computer literacy competence added by Manila 2010 recognises that virtually all deep-sea vessels operate computer-based PMS for class-required machinery overhaul scheduling, condition-based maintenance, and audit-trail compliance. The competence covers:

• Operation of PMS software (typically AMOS, ABS Nautical Systems, ShipServ, K-Sim, or a class-society-supplied PMS package).
• Generation of maintenance work-orders and logging of completed work.
• Generation of class-recognised maintenance reports for survey credit.
• Inventory management interface (spare parts, lubricating-oil consumption, fuel consumption).
• Interface with the chief engineer’s noon report, voyage report, and management-level statistics.

The PMS competence is verified at the chief engineer and second engineer management level rather than at OICEW operational level, on the principle that the OICEW carries out PMS-scheduled tasks while the chief engineer plans and supervises the PMS programme.

High-voltage electrical training above 1 kV

High-voltage (HV) electrical safety training for installations above 1,000 V was added as mandatory competence by Manila 2010 for ETO (Section A-III/6) and at management level for chief engineer plus second engineer (Section A-III/2) serving on ships with HV installations. The HV training addresses the proliferation of 6.6 kV and 11 kV main-distribution systems on cruise vessels, large container ships (over 14,000 TEU), LNG carriers, FPSOs and other offshore vessels, where the lower-voltage distribution architecture is no longer feasible due to cable cross-section and voltage-drop constraints.

The HV training competence covers:

• HV theory: arc flash, fault-current calculation, protection coordination, earthing systems.
• HV safe-system-of-work: lockout-tagout, isolation verification, earthing of de-energised circuits, permit-to-work procedures.
• HV switching: pre-switch checks, switching sequences, post-switch verification.
• HV maintenance: pre-maintenance isolation, insulation testing, transformer maintenance, cable testing.
• HV emergency response: HV fault response, HV flashover, HV equipment fire response.
• Personal protective equipment (PPE) for HV work including arc-flash suits and class 2 dielectric gloves.

HV training is delivered as a discrete course (typically 5 days) at flag-State-approved training centres, with practical assessment on a representative HV training panel.

Section A-III/1 OICEW competences: machinery, safety and medical

The mandatory Section A-III/1 competence table for the OICEW lists the following competences (organised by function):

Marine Engineering at operational level:

• Maintain a safe engineering watch.
• Use English in written and oral form.
• Use internal communication systems including bridge-to-engine.
• Operate main and auxiliary machinery and the associated control systems.
• Operate fuel, lubrication, ballast and other pumping systems and the associated control systems.

Electrical, Electronic and Control Engineering at operational level:

• Operate electrical, electronic and control equipment.
• Maintenance and repair of electrical and electronic equipment.

Maintenance and Repair at operational level:

• Use of hand tools, machine tools and measuring instruments for fabrication and repair on board.
• Maintenance and repair of shipboard machinery and equipment.

Controlling the Operation of the Ship and Care for Persons on Board at operational level:

• Ensure compliance with pollution-prevention requirements (MARPOL alignment).
• Maintain seaworthiness of the ship.
• Prevent, control and fight fires on board.
• Operate life-saving appliances.
• Apply medical first aid on board ship.
• Monitor compliance with legislative requirements.
• Application of leadership and teamworking skills.
• Contribute to the safety of personnel and ship.

The competences are assessed against the four-column standard: competence, knowledge, understanding and proficiency, methods for demonstrating competence, and criteria for evaluating competence.

Section A-III/1: leadership, teamworking and IBS communications

The leadership and teamworking competence in Section A-III/1, added by Manila 2010, covers practical knowledge of shipboard personnel management, situational awareness as part of the watchkeeping team, allocation of duties across the team, and effective communication within the engine-control-room and with the bridge over the integrated bridge system (IBS). The IBS communication competence requires the OICEW to operate the bridge-to-engine telegraph, the bridge-to-engine telephone, the engine-room VHF station (where fitted), and the bridge-engine alarm interface, and to participate in the bridge-engine pre-arrival, pre-manoeuvring and pre-sailing briefings under the ISM Code safety management procedures.

The competence also covers the OICEW’s interface with shore-based remote support (engine-builder service-engineer hotline, class-society electronic survey support, fleet-management remote diagnostics), recognising that the modern OICEW operates in an information-rich environment with continuous shore-side connectivity.

Section A-III/2 ChE/2E competences: propulsion plant management

The mandatory Section A-III/2 competence table for the chief engineer plus second engineer on ships with main propulsion of 3,000 kW or more covers the operational competences of A-III/1 elevated to management level, plus the following management-specific competences:

Marine Engineering at management level:

• Manage the operation of propulsion plant machinery.
• Plan and schedule operations.
• Operation, surveillance, performance assessment and maintaining safety of propulsion plant and auxiliary machinery.
• Manage fuel, lubrication and ballast operations.

Electrical, Electronic and Control Engineering at management level:

• Manage operation of electrical and electronic control equipment.
• Manage trouble-shooting, restoration of electrical and electronic control equipment.
• Operate switching, isolation, and locking-out of electrical and electronic distribution systems for maintenance.

Maintenance and Repair at management level:

• Manage safe and effective maintenance and repair procedures.
• Detect and identify the cause of machinery malfunctions and correct faults.
• Ensure safe working practices.

Controlling the Operation of the Ship and Care for Persons on Board at management level:

• Control trim, stability and stress.
• Monitor and control compliance with legislative requirements.
• Maintain safety and security of the vessel, crew and passengers and the operational condition of life-saving, fire-fighting and other safety systems.
• Develop emergency and damage-control plans and handle emergency situations.
• Use leadership and managerial skills.
• Manage medical advice (sometimes shared with the master) by use of advice from a medical officer ashore.

Section A-III/2: environmental and statutory compliance

The chief engineer’s environmental and statutory compliance competence under A-III/2 covers a wide range of MARPOL and related obligations:

• MARPOL Annex I (oil pollution): operation of the oily-water separator, oil-record-book entries, oil-discharge monitoring equipment, slop tank arrangements, sludge tank management.
• MARPOL Annex IV (sewage): sewage treatment plant operation, holding tank management.
• MARPOL Annex V (garbage): garbage management plan, segregation, incineration where fitted.
• MARPOL Annex VI Reg 13 NOx Tier: NOx emission compliance, EIAPP certificate, technical file, on-board NOx verification procedure.
• MARPOL Annex VI Reg 14 sulphur cap: fuel sulphur compliance, scrubber operation (where fitted), fuel-changeover procedure, ECA entry and exit logging.
• MARPOL Annex VI Reg 18 bunker delivery note: BDN retention, fuel-sample retention, BDN cross-check at receipt.
• Ballast Water Management Convention: BWMS operation, BWMS commissioning testing, BWM record book.
• Energy-efficiency regulations (EEXI, CII, SEEMP Part III): the chief engineer’s interface with the master and the operator on EEXI verification, CII reporting, SEEMP Part III implementation, and the operational measures (slow steaming, voyage planning, hull and propeller cleaning) that the chief engineer’s department influences.

The competence is operationalised through ongoing training (refresher every 5 years), through the ISM Code safety-management documentation, and through interface with class-society and flag-State surveyors.

Section A-III/2: emergency and damage control plans

The chief engineer’s emergency and damage-control competence under A-III/2 covers:

• Engine-room fire: response sequence (raise alarm, isolate fuel, activate fixed firefighting installation as last resort, evacuate and seal, then re-entry team if extinguished).
• Engine-room flooding: response sequence (raise alarm, isolate flooded space, deploy pumps, structural integrity assessment, dewatering plan).
• Main-engine immobilisation: response sequence (engine stop, drift assessment, anchorage where possible, communication to bridge for nav-warning, salvage-tug request as required).
• Blackout: response sequence (emergency generator start verification, restoration of essential services, sequential restart of consumers, propulsion restart).
• Steering gear failure: chief engineer’s role in supporting the master via the secondary steering gear and emergency steering compartment muster.
• Collision and grounding: chief engineer’s role in damage-stability assessment, machinery survival, and continued power generation for damage-control pumping.
• IGF gas-supply emergency (on alternative-fuel vessels): chief engineer’s role in emergency gas-shutdown and fuel-system depressurisation.

The competence intersects with SOLAS Chapter II-1 Construction, Subdivision and Stability (which sets the damage-control framework that the chief engineer operates within) and with SOLAS Chapter I (which sets the survey and certification regime for emergency-response equipment).

Simulator-based training Section B-I/12

Section B-I/12 of the STCW Code provides recommended guidance for the use of simulators in the demonstration of competence. The Section A-III tables explicitly require simulator-based assessment for several Chapter III competences:

• Engine-room watchkeeping decision-making under casualty conditions (engine alarm response, blackout response, fuel-system contamination response).
• ERM team-coordination competences.
• High-voltage switching competence (assessed on a representative HV training panel rather than a software simulator).

Section B-I/12 specifies simulator characteristics: physical fidelity (the simulator must reproduce the engine-control-room environment with sufficient realism to support behavioural assessment), behavioural fidelity (the simulator must respond to inputs in a manner consistent with real machinery), assessment instrumentation (the simulator must record student inputs and outputs for assessment review), and instructor competence (simulator instructors must hold the relevant Section A-III management-level competence and have completed an approved simulator-instructor course).

Approved engine-room simulators are operated at major maritime academies (UK Warsash Maritime Academy, Norway Maritime Education Centre Stord/Haugesund, Netherlands STC Group, Philippines MAAP, India IMU, Singapore SMA), and at Recognised Organisation training centres operated by class societies and by the major engine builders (MAN Energy Solutions, Wartsila, Hyundai Heavy Industries).

Seagoing service definition and 6-month blocks

The seagoing service definition under STCW Reg I/1 and operationalised under the Chapter III regulations requires that service:

• Be performed on a vessel certified for the role (i.e. the vessel must be registered in a Convention party flag State and must have a valid SOLAS Cargo Ship Safety Certificate or Passenger Ship Safety Certificate as appropriate).
• Be performed on a vessel of the applicable propulsion power (750 kW or more for OICEW credit, 3,000 kW or more for chief engineer or second engineer credit).
• Be performed in the applicable role (cadet service for cadet credit, OICEW service for second engineer pre-rank credit, second engineer service for chief engineer credit).
• Be continuous service of at least one signed-on period, with the minimum acceptable period typically 6 months at sea on a vessel certified for the role to count as a sea-time block. Shorter port visits, drydock attendances, and lay-up periods do not count as sea service.

The 6-month minimum block is operationalised through the seafarer’s Discharge Book (or equivalent national record), with each sign-on and sign-off entry verified by the master and stamped by port-State or flag-State authority. Cumulative sea-time totals are aggregated across multiple voyages to satisfy the regulation requirements.

EQF Level 6 (OICEW) + Level 7 (Chief Engineer)

The European Qualifications Framework (EQF) mapping established by EU Directive 2022/993 (replacing Directive 2008/106/EC) places STCW Chapter III certificates at the following levels:

• EQF Level 6 (Bachelor’s degree equivalent): OICEW (Reg III/1), ETO (Reg III/6).
• EQF Level 7 (Master’s degree equivalent): chief engineer and second engineer on Reg III/2 vessels of 3,000 kW or more.

The EQF mapping matters for EU-flag-State seafarers because it allows STCW certificates to be recognised as academic qualifications in the EU labour market and to count toward higher academic study (Master’s in marine engineering, MSc in ship management, MBA in maritime business) without separate validation. It also supports the lateral move from sea service into shore-based engineering management, classification-society survey work, and flag-State administration.

The EQF mapping is being adopted in modified forms by other administrations: the United Kingdom Maritime and Coastguard Agency maps to its national qualification framework; Australia AMSA maps to the AQF; the Philippines MARINA maps to the Philippine Qualifications Framework.

Relationship to IGF Code (gas and low-flashpoint fuels)

The IGF Code (International Code of Safety for Ships using Gases or other Low-flashpoint Fuels) entered force on 1 January 2017 under SOLAS Chapter II-1 Part G. The IGF Code triggers STCW Reg V/3 which establishes IGF-Code training requirements for all seafarers on IGF-Code vessels, with specific Chapter III implications:

• IGF basic training: required for all engineers and electro-technical officers serving on IGF-Code vessels, covering hazard identification, gas-detection, emergency-shutdown sequences, and basic safe-bunkering.
• IGF advanced training: required for chief engineers, second engineers, and ETOs serving on IGF-Code vessels, covering management of the gas-fuel system, dual-fuel engine operation, gas-leak response, fixed-firefighting in gas spaces, and gas-bunkering supervision.

The IGF Code training is delivered as a ship-type-specific course (typically 5 days for advanced) at flag-State-approved training centres and is validated through the seafarer’s STCW IGF endorsement on the certificate of competency.

Relationship to IGC Code (gas carriers) STCW Reg V/1-2

The IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) governs the construction of LNG carriers, LPG carriers, ethylene carriers and chemical-gas carriers. STCW Reg V/1-2 establishes the gas-tanker training framework with two levels:

• Basic liquefied gas tanker cargo operations training: required for all officers and ratings with cargo-related duties, covering cargo properties, cargo systems, basic safety.
• Advanced liquefied gas tanker cargo operations training: required for masters, chief engineers, chief mates, second engineers and any other officer with direct cargo-handling responsibility, covering cargo-system operations, emergency response, cargo-tank inerting, gas-freeing, and ship-shore interface.

For Chapter III specifically, the chief engineer and second engineer of a gas carrier must hold the V/1-2 advanced endorsement on top of the Reg III/2 certificate. The training covers the engine-room interface to the cargo-handling plant, the cargo-compressor and re-liquefaction plant, and the cargo-related power-generation load profile.

Relationship to chemical tanker STCW Reg V/1-1

STCW Reg V/1-1 establishes the chemical-tanker training framework parallel to V/1-2 for gas tankers, with basic and advanced levels. For chief engineers and second engineers serving on chemical tankers (IBC Code vessels), the V/1-1 advanced endorsement is required on top of the Reg III/2 certificate, covering the engine-room interface to the chemical cargo-handling plant, cargo-pump operation, tank-cleaning system operation, and the management of cargo-related machinery loads.

The combined effect of Reg V/1-1, V/1-2 and V/3 is that a marine engineer’s career-long credential portfolio comprises the Chapter III certificate of competency plus a stack of Chapter V endorsements that match the vessel types he has served on. A chief engineer of a chemical-tanker fleet typically carries V/1-1 advanced; a chief engineer of an LNG fleet carries V/1-2 advanced plus IGF advanced; a chief engineer of an offshore LNG-fuelled supply-vessel fleet carries IGF advanced plus polar (V/4) where applicable.

Bridge-engine cooperation IBS standards Manila 2010

The Manila 2010 amendments codified bridge-engine cooperation as a mandatory competence under both Section A-II/1 and Section A-III/1, recognising that bridge-engine miscommunication had been a recurring contributing factor in casualties. The competence covers:

• Telegraph and telephone protocols: standard order phraseology, repeat-back confirmation, written log of bridge-engine orders during manoeuvring.
• Pre-arrival, pre-departure and pre-manoeuvring briefings: the bridge team and the engine-control-room team meet (in person or via the IBS communication channel) to align on the upcoming manoeuvring plan, machinery configuration, redundancy state and contingency.
• Combinator-mode operations on controllable-pitch propeller (CPP) vessels: the joint bridge-engine understanding of pitch-RPM curve, manoeuvring response, and emergency-stop time.
• Dual-fuel and alternative-fuel mode-change: bridge-engine coordination on fuel changeover prior to ECA entry, the engine-mode-change sequence, and the contingency for changeover failure.
• Watchkeeping handover: the OICEW’s morning handover to the day engineer, the eight-to-twelve handover, and the bridge-engine cross-check that engineers and deck officers are on watch as expected.

The IBS interface itself (the integrated bridge system supplied as a class-approved unit by Kongsberg, Furuno, JRC, Sperry or comparable suppliers) provides the technical layer for bridge-engine communication; the STCW competence provides the operational discipline for using it.

Class society approval of manning levels

Classification societies and the flag-State administration jointly determine the safe manning document (SMD) under IMO Assembly Resolution A.1047(27). For the engine department the SMD specifies:

• Number of engineer officers required on board (typically chief engineer plus second engineer plus one to three additional engineer officers depending on vessel type, propulsion power, voyage profile and UMS designation).
• ETO complement (zero on small vessels, one on most deep-sea vessels with substantial automation, two or more on cruise ships and large offshore vessels).
• Engine ratings complement (RFPEW, AB engine, ETR) required to support the watchkeeping pattern.
• Special endorsements required (IGF, IGC, chemical, polar) consistent with the vessel’s trade.

Class societies operate as Recognised Organisations under STCW Reg I/6 to verify that the seafarers actually carried hold the certificates required by the SMD; the chief engineer and master are jointly responsible for keeping crew certificate copies on board and for the ISM-Code-required certificate-verification procedure under ISM Code clause 6.

PSC inspection: Engineer CoC validity and endorsements

Port-State control (PSC) inspection of Chapter III certificates is operated through the Memoranda of Understanding (Paris MoU, Tokyo MoU, Mediterranean MoU, Indian Ocean MoU, Vina del Mar Agreement, Caribbean MoU, Black Sea MoU, Abuja MoU, Riyadh MoU). The PSC inspector verifies for each engineer officer and engine rating on board:

• Certificate of competency validity: issuing authority is a Convention party, certificate is in date (not expired), revalidation interval has not been exceeded (5 years maximum without refresher).
• Endorsements consistent with the vessel type and trade: V/1-1, V/1-2, V/3, V/4 endorsements as required by the vessel.
• Medical fitness certificate validity under Reg I/9.
• Photograph and signature consistent with the seafarer presenting the certificate (anti-fraud cross-check).
• Bridge-engine link verification: the chief engineer or duty engineer is contactable from the bridge through the integrated communication system, the bridge-engine telegraph functions correctly, and the watchkeeping schedule covers the in-port and at-sea profile.
• GMDSS bridge-engine link: on GMDSS-equipped vessels, the engine-control-room is reachable from the GMDSS station, and emergency communication procedures address bridge-engine coordination during distress.

PSC deficiency findings against Chapter III certificates appear in the annual PSC reports of the Paris MoU and Tokyo MoU and in the USCG QUALSHIP 21 report. Common findings include: expired certificates not picked up by the master, missing V/3 or V/1-2 endorsement on a tanker visit, missing high-voltage endorsement for ETO on an HV-fitted vessel, and ERM-refresher certificate gap.

Certificate tier summary by propulsion power

Chapter III certificate requirements by propulsion power and role:

The 750 kW threshold throughout is main propulsion power, not total installed power. A vessel with a 600 kW main engine plus 200 kW auxiliary generation has total installed power above 750 kW but main propulsion below threshold; Chapter III certification is not required and national qualifications apply.

Revalidation and refresher training: 5-year cycle

Every Chapter III certificate of competency expires after 5 years unless revalidated by the issuing flag State. The revalidation requirement is set in STCW Reg I/11 and Section A-I/11. For revalidation the seafarer must demonstrate, in the 5-year period before expiry, one of the following:

• Approved seagoing service of not less than 12 months in the 5-year period preceding revalidation, or
• Completion of an approved refresher and updating course that covers the knowledge, understanding and proficiency required under the relevant Section A-III table, or
• Completion of an approved competence-assessment programme in lieu of the course, where approved by the flag State.

For chief engineer and second engineer certificates at management level, the flag State may additionally require evidence of continued professional development (CPD) covering regulatory updates (MARPOL amendments, STCW circular updates, new class-society rules) and participation in approved refresher training for ERM.

The 5-year revalidation clock starts from the date of issue of the original certificate, not from the date of the last sea service. An engineer who leaves sea service for shore-based work (fleet-management, class-society surveying, maritime-academy instruction, flag-State administration) and then returns to sea after 5 years faces a gap that requires refresher training before the revalidation can be granted. Several flag States (Philippines, India, UK MCA) have established specific “return to sea” refresher course requirements for officers who have been ashore for more than 5 years.

The ERM refresher mandated at every revalidation is not a paper item. Section A-III/1 and A-III/2 require that ERM principles be re-encountered and practised at each cycle; most flag States require a 2-day minimum ERM refresher at an approved simulator centre rather than an online-only module.

Reg I/10: mutual recognition of Chapter III certificates

STCW Regulation I/10 establishes the regime under which a flag State may issue an endorsement recognising a Chapter III certificate issued by another Convention party. The endorsement is the instrument that allows a Philippine-certified chief engineer to serve on a Norwegian-flagged vessel, or an Indian-certified OICEW to serve on a UK-flagged feeder.

For recognition to be granted, the recognising flag State must satisfy itself that:

1. The issuing party is a Convention party and has been evaluated as meeting Convention requirements under the IMO Member State Audit Scheme (IMSAS, Resolution A.1067(28)).
2. The certificate is valid and genuine (not fraudulently issued), with the STCW Certificate Verification System (STCWVIS) at imo.org available as a cross-check tool.
3. The qualifications certified meet or exceed the Convention minimum requirements for the role on the recognising flag State’s vessel.

The STCW Certificate Verification System (STCWVIS), maintained by the IMO Secretariat, allows PSC inspectors and ship operators to verify the authenticity and validity of certificates online, cross-referencing against the issuing-State database where the State has connected its national certificate register to the system. As of 2026, the majority of the top seafarer-supply States (Philippines, India, Indonesia, China, Russia, Ukraine) have connected to STCWVIS.

Dispensation under Reg I/10 paragraph 5 allows a flag-State administration to issue, in exceptional circumstances, a dispensation authorising a named seafarer to serve in a specified capacity on a named ship for a period not exceeding 6 months. A dispensation is not a recognition and applies only to the specific vessel named in the instrument. Dispensations are tracked in PSC databases and repeated dispensations on the same vessel attract PSC scrutiny.

Flag-State recognition practices diverge at the edges: some administrations (UK MCA, Norway Sdir, Netherlands ILT) carry out full equivalency assessments and may require oral examinations before issuing the recognition endorsement; others issue blanket-recognition endorsements for all certificates from listed Convention parties. The EU’s Directive 2022/993 harmonises recognition procedures among EU Member States by requiring a common format for the recognition endorsement and a common online verification link.

Ongoing HTW comprehensive STCW review

The IMO Human Element, Training and Watchkeeping (HTW) Sub-Committee opened a comprehensive review of the STCW Convention and Code at HTW 7 (2021), covering areas including AI-assisted machinery monitoring, remote survey by class societies, decarbonisation-related roles (carbon capture, hydrogen fuel-cell systems, wind-assisted propulsion interaction with main engine), cyber-security awareness for engine-room operational technology, alternative-fuel familiarisation (LNG, methanol, ammonia), and MASS/autonomous-machinery competence. As of June 2026, the review is ongoing. None of these topics have been adopted as STCW amendments and none have an entry-into-force date. Flag States and the industry are monitoring HTW output; any Chapter III changes emerging from the review would require adoption at a formal MSC session and a subsequent entry-into-force period. The Manila 2010 baseline, supplemented only by the MSC.560(108) PSSR revision on 1 January 2026, remains the complete operative Chapter III standard.

Limitations

The following constraints apply to this article and to any operational use of the information it contains.

Date of operative standards. This article is current to the STCW Convention and Code as amended through the 2010 Manila Amendments (in force 1 January 2012, full effect 1 January 2017) and IMO Resolution MSC.560(108) (in force 1 January 2026, revising Table A-VI/1-4 PSSR for SASH awareness). Cyber-security, alternative-fuel, and MASS/autonomous-machinery competences cited in some industry sources as “2026 Chapter III requirements” are NOT in force; they are proposals under HTW development with no adoption date. The IMO Knowledge Centre at imo.org carries the authoritative current text.

Flag-State variation. The Convention sets minimum standards; each flag State may impose additional requirements. The Philippines (a major seafarer-supply State) requires additional national maritime assessments alongside STCW certificates. The United Kingdom MCA requires specific oral examinations for officer-of-the-watch and management-level certificates beyond the Convention minimum. India’s DG Shipping requires function-by-function module assessments. Norway’s SDir requires documentation of specific machinery types in the cadet training record. Operators and seafarers must check current flag-State-specific requirements for the vessel’s administration.

Propulsion power determination. The 750 kW and 3,000 kW thresholds are applied to continuous rated main propulsion power as stated in the vessel’s machinery plant documents, not to peak power, installed generator capacity, or bollard-pull ratings. Ambiguous cases (vessels with diesel-electric propulsion where the line between propulsion and service generation is blurred, or vessels with variable-speed propulsion drives) require flag-State or class-society clarification; this article does not constitute a binding determination for any specific vessel.

Certificate validity and revalidation. Sea-service requirements cited are Convention minimums. The 5-year revalidation cycle, the approved-refresher-training requirement, and the medical fitness interval apply universally, but specific approved courses vary by flag State. An endorsement or certificate issued under one flag State’s authority may or may not be recognised by another flag State under STCW Reg I/10; cross-recognition is bilateral and must be verified with the relevant administration.

AEO note. This article is written for informational purposes as part of a maritime encyclopedia. It is not a substitute for advice from a flag-State-approved maritime training provider, a maritime law practitioner, or a classification society, and does not constitute legal or professional certification advice for any individual seafarer or operator.

See also

• STCW Convention parent article
• STCW Chapter II: Master + Deck Department Officers parallel deck-side chapter
• MLC 2006 Maritime Labour Convention covering work plus rest hours alignment
• SOLAS Chapter I: General Provisions survey plus certificate framework
• SOLAS Chapter II-1: Construction, Subdivision and Stability machinery installation framework
• ISM Code safety management system manning plus certificate verification
• IGF Code low-flashpoint fuel STCW Reg V/3 trigger
• IGC Code gas-carrier STCW Reg V/1-2 trigger
• ISPS Code ship security officer competence interface
• Polar Code polar-waters STCW V/4 advanced training trigger
• MARPOL Convention pollution-prevention competence interface
• MARPOL Annex VI Reg 13 NOx Tier NOx compliance competence
• MARPOL Annex VI Reg 14 sulphur cap sulphur compliance competence
• MARPOL Annex VI Reg 18 bunker delivery note BDN documentation
• SOLAS Chapter XI-2: Maritime Security ISPS-aligned security competence
• Calculator catalogue

References

The principal source for STCW Chapter III is the IMO consolidated text of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended, together with the STCW Code (Sections A and B), available from the IMO publishing service and the IMO Knowledge Centre. The 2010 Manila Amendments were adopted at the Manila Conference of Parties (21 to 25 June 2010) and entered force 1 January 2012; the STCW Code amendments are codified in IMO Resolution MSC.397(95), which introduced Reg III/5 (AB engine), Reg III/6 (ETO) and Reg III/7 (ETR) plus the ERM, PMS and high-voltage competence additions to Sections A-III/1 and A-III/2. Subsequent interim amendments adopted at MSC 101 in Resolutions MSC.486(101) and MSC.487(101) addressed ECDIS, polar code and other operational refinements that touch the engine-room interface. The only STCW amendment in force on 1 January 2026 is IMO Resolution MSC.560(108) (adopted MSC 108, May 2024), which revised Table A-VI/1-4 to add SASH/violence-and-harassment basic training for all seafarers under Chapter VI; it does not alter any Chapter III competence table. Topics under HTW Sub-Committee development (cyber-security, alternative fuels, MASS) are proposals without an adoption date and are not cited as operative standards in this article. The minimum safe-manning framework that operationalises STCW Chapter III at the ship level is set out in IMO Assembly Resolution A.1047(27) (Principles of Minimum Safe Manning). The IMO Member State Audit Scheme governing party performance is established under Resolution A.1067(28) and operationalised through the III Code (Resolution A.1070(28)). The work-and-rest-hour interface is governed by the ILO Maritime Labour Convention 2006, Title 2 Standard A2.3, aligned with STCW Reg VIII/1 plus Section A-VIII/1. Port-State control enforcement is operated through the Paris Memorandum of Understanding and the Tokyo Memorandum of Understanding secretariats and the United States Coast Guard QUALSHIP 21 programme, with annual deficiency reports providing the principal evidence base on STCW Chapter III compliance in practice. The European Union’s implementation of STCW for EU flag States is set out in Directive 2022/993 (replacing Directive 2008/106/EC), incorporating EQF Level 6 plus Level 7 mapping for OICEW plus chief engineer qualifications. Classification-society interface guidance on machinery installation, engine-room ergonomics and ISM Code DoC plus SMC delegation is published by the International Association of Classification Societies (IACS), with IACS Recommendations on machinery space arrangement and the engineer’s interface to class survey the principal reference for the STCW competence plus ship-design interface. The IGF Code (Resolution MSC.391(95)) and IGC Code (Resolution MSC.370(93)) supply the alternative-fuel and gas-carrier training framework that interfaces with Chapter III at the V/3 and V/1-2 endorsement layer. Historical lineage of STCW from the 1978 adoption through 1995 plus 2010 amendments is documented in the IMO Brief History of IMO and in the IMO Knowledge Centre archival materials, and the casualty record underpinning the engine-side evolution of the convention (Marine Sulphur Queen, the slow-speed-diesel crankcase explosion record documented by Lloyd’s Register and by the United Kingdom Department of Trade, the post-Manila engine-room casualty data assembled by the HTW Sub-Committee) is maintained in the IMO Global Integrated Shipping Information System (GISIS) Marine Casualties and Incidents module.

Related calculators

• STCW - Tanker Certification Requirement
• STCW - Ice Navigation Certificate
• IMO STCW - Seafarer Training, Certification
• Auxiliary Engine Load Factor
• System - Main Engine: Slow-speed 2-stroke
• System - Main Engine Jacket Cooler: Tube-type
• System - Main Engine CAC: Plate-fin cooler
• System - Auxiliary Engine: Medium-speed 4-stroke