PRELIM/E-WATCH COVERAGE

THE 2010 MANILA CONFERENCE:

“The Manila Amendments to the International
Convention on Standards of Training, certification
and Watchkeeping for Seaferers, 1978”

Chapter VIII (Watchkeeping) of STCW 2010

Under Regulation VIII/1= Fitness for Duty
CERTIFICATION, CERTIFICATE, AND CERTIFICATED
Certification is an undertaking by suitably qualified
persons whether or not the candidate can perform
the related task, duties and responsibilities set forth
in the column 4 of the Specification of minimum
standard of competence tables in section A of the
STWC code 2010. The importance of certification to
an officer and a rating cannot be over-emphasized,
for it reveals an individual’s capability that he can
perform the ability to undertake the management,
the tasks, the duties and the responsibilities
assigned.
A Certificate is a valid document, by
whatever name it may be known
issued by or under the authority of
an administration or recognized by an
administration authorizing the holder
to serve as stated in this document or
as authorized by national regulations.
Certificated =means properly holding a certificate.

To realize this so those Filipino seafarers could keep

abreast with the present trend of seafaring, management
styles applied on board and the latest technologies
installed in most modern merchant ships of today, some
government agencies were tapped to upgrade the
standard of our marine officers and ratings. Licensure
board examination for merchant marine officers,
maritime schools and maritime training centers
nationwide were upgraded accordingly to meet the
internationally established minimum standard specified
in the STCW code 2010.
FOUR FUNCTIONS AND COMPETENCES FOR OFFICER IN
CHARGE OF ENGINEERING WATCH

Function 1: Marine engineering at operational level.

Competences:
1.Maintain a safe engineering watch
2.Use English in written and oral form
3.Use internal communication system
4.Operate main and auxiliary machinery and associated
control
5.Operate fuel, lubrication, ballast and pumping systems
and associated control systems
Function 2: Electrical, electronic and
control engineering at operational
level.
Competences:
1. Operate electrical, electronic and
control systems
2. Maintenance and repair of
electrical and electronic equipment
Function 3: Maintenance and repair
at the operational level.
Competences:
1. Appropriate use of hand tools,
machine tools and measuring
instruments for fabrication on board
2. Maintenance and repair of
shipboard machinery and equipment
Function 4: Controlling the operation of the ship
and care for persons onboard at operational level.
Competences:
1.Ensure compliance with pollution prevention
equipment
2.Maintain seaworthiness of the ship
3.Prevent, control and fight fire on board
4.Operate life-saving appliances
5.Apply medical first aid on board ship
6.Monitor compliance with legislative requirements
7.Application of leadership and team working skills
The safety of the ship, the crew, cargo
and the preservation of the
environment are always to be the
prime considerations, taking the
precedence over any other aspects.
Each administration, for the purpose of
preventing fatigue, shall:
• Establish and enforce rest periods of
engine personnel.
• Require that watch systems are so
arranged that the efficiency of all engine
personnel is not impaired by fatigue.
• That the duties are so organized that the
first watch at the commencement of a voyage
and subsequent relieving watches are
sufficiently rested and otherwise fit for duty.
POSSIBLE CONSEQUENCES OF NOT BEING FIT FOR
DUTY

Of all major sea transport accidents, which

claimed thousand of lives that perished by the
sea, cargoes, great financial lost to the ship
owner and the pollution of the sea, 80 % were
contributed by HUMMAN ERROR either by
negligence, lack of training or by fatigue on
the part of the crews who manned the ship.
Active human factor refers to the crews
that manned the ship which give an immediate
results of their actions (80 %).

Latent human factor refers to the

management (shore-based) of which the result
from their actions were not immediate and it
takes some time before it would crop up (20 %)
STANDARD MINIMUM REST PERIODS (As stated in Section A-VIII/I of
STCW 2010)
a)All persons who are assigned duty officer in charge of a watch or
as a rating forming part of a watch shall be provided a minimum of
10 hours rest in any 24 hour-period.
b)The hours of rest may be divided into no more than two (2)
periods, one of which shall be at least six (6) hours in lengths
c)The requirements for rest periods laid down in paragraph (2) and
paragraph (3) need not be maintained in the case of certain
conditions where the safety of the ship is at stake, such as:
•Emergency condition
•Ship’s drills
•Overriding operational conditions
•Operational troubles
TYPES OF DRILL’S ON BOARD:
The first of each voyage is to be held within
24 hrs. from sailing if more than 25% of the
crew have been replaced.
1. Fire drill
2. First aid drill
3. Abandonship drill
4. Man overboard drill
5. Collision drill
6. Emergency steering drill
7. SOPEP drill
8. Bomb search drill (Security drill)
THE MARINE ENGINEERING DEPARTMENT ON A SHIP IS A COMPLEMENT OF THREE
(3) LEVELS OF RESPONSIBILITY
1. MANAGEMENT LEVEL-refers to the level of responsibility associated with:
Serving as Chief Engineer Officer or Second Engineer Officer on board a seagoing
ship; and
Ensuring that all functions within the designated area of responsibility are properly
performed.
2. OPERATIONAL LEVEL- refers to the level of responsibility associated with:
Serving as an OIC of an engineering watch in a manned engine room or designated
as duty engineer in a periodically unmanned engine room or machinery space on
board a seagoing ship; and
Maintaining direct control over the performance of all functions within the area of
responsibility in accordance with proper procedures and under the direction and
supervision of a merchant marine engineer officer serving in management level for
the said area of responsibility.
3. SUPPORT LEVEL-means the level of responsibility associated with performing
assigned task, duties or responsibility on board a seagoing ship under the direction
of engineer officer serving in the operational or management level.
 Organization of the Engine Department
IN A MANNED ENGINE ROOM
Chief Engineer
In-charge of the department, organization of
watches, planning of voyage requirements,
such as bunkers, spare parts and consumables
Second Engineer
In-charge for the operation and maintenance of
the main propulsion, spare parts control,
works delegation and supervision. Time of
duty as officer in charge is 0400 to 0800hrs
and 1600 to 2000hrs
 Third Engineer
In-charge for the operation and
maintenance of the diesel generator,
bunkering, fuel oil monitoring on board
and paper works. Time of duty as OIC
0000 to 0400hrs and 1200 to 1600hrs
Fourth Engineer
In charge for the operation and
maintenance of all aux pumps, L.O.
inventory and monitoring. Duty as an OIC
0800 to 1200 and 2000 to 2400hrs
 Chief Electrician
Responsible for the operation, maintenance and
repair of all electrical systems on board. Shift is at
0800 to 1200hrs and 1300 to 1700hrs
Oiler no. 1
Assists to all engineers as required by the second
engr. In charge of welding job, lathe machine
works, overhauling and acts as foreman in the
engine department
Oiler A
Assists the second engineer in
watchkeeping duty 0400 to 0800hrs and
1600 to 2000hrs
 Oiler B
Assists the third engineer in watchkeeping duty
0000 to 0400 and 1200 to 1600hrs
Oiler C
Assists the Fourth engineer in watchkeeping duty
0800 to 1200hrs and 2000 to 2400hrs
Wiper
Assists all engineers as required by the 2nd
engineer
Engine Cadet
Apprentice engineer
 ORGANIZATION OF UN-MANNED ENGINE ROOM

- CHIEF ENGINEER
- SECOND ENGINEER
- THIRD ENGINEER
- FOURTH ENGINEER
- OILER Number 1
- OILER "A"
- OILER "B"
- OILER "C"
- WIPER
- ENGINE CADET
 UN-MANNED ENGINE ROOM
A ship engine room wherein
the normal working time of
the engine department is
from 0800HRS to 1200HRS
and 1300HRS to 1700HRS.
However, an OIC is assigned
24 hours to attend to any
engine room alarm that
may activate. He is to
identify faults and be able
to trouble-shoot and bring
back engine room condition
to normal.
The un-manned Machinery
Operation is usually a new
ship with full automation.
 THE CHIEF ENGINEER
Responsible for establishing all provision relative to
the organization of the watch, both as regards to its
composition and its implementation. To that end,
he shall consult with the master regarding
navigation aspects. In addition, composition of the
watch is decided upon the following:
Ship Types
Type and condition of the engines
The operating mode imposed by the weather condition
such as the presence of ice, polluted waters, shallow
waters, emergency situation, damage control and
contamination prevention.
• The competence and
experience of the watch.
• The safety of human life, of
the ship, of the cargo, as
well as port requirements.
• compliance with the
international, national and
local regulations.
• Maintenance of normal ship
operations.
• THE CHIEF ENGINEER after
consulting the details of the
trip with the Master,
calculates the requirements
on fuel, lubricants, spare
parts and other necessary
supplies. An obligation that
only the C/E is responsible
and should not be
delegated to other crew.
1. Consult with the Master
regarding bunkering schedule,
shore engine repairs, job orders,
disposition of fuel oils in the
double bottom tank, and all
important matters concerning
safety, efficiency and economical
engine operations.
2. Implement over time, leave of
absence and resignations to be duly
approved by the master.

3. Consult the master before opening

up any machinery for inspection or
overhaul that will in abilities of the
main propulsion.
4. Prompt submittal to the master of R.O.B.
(remaining on board) in regards with
Fuel oil, Diesel fuel oil, Cylinder oil, M.E.
lube oil, G.E. lube oil and Fresh water,
every arrivals and departures.

5. Execute and record in the Engine log

book all daily consumption and date of
noon report at sea for submittal to the
bridge.
6. Coordinate with the second engr. all
standing order, maintenance work and
assignments.
7. Make daily inspection of the engine
room at sea and confirmed all working
machineries are in good condition,
including the steering gear room and
other apparatus.
8. Check daily the engine room log book,
for any important incidents entered by
the OIC.
9. Make a weekly inspection of all engine
personnel's living quarters, toilet, reefer
chambers and store rooms.
10. Prompt submittal of the following engine
reports such as; port and sea abstract, diagram
cards and date, work accomplishment and
important maintenance, tank soundings for fuel
and lubricants,
11. Ratings evaluation reports.
12. Requisition for engine spare
parts, consumable stores and others as
necessary.
13. Job orders and repairs,
11. Inventory reports, semi-annually and
annually.

12. Periodical machinery continuous survey

must be maintained whenever possible in
port to avoid delays in dry-dock and to be
completed in the five years period.

13. Make sure all members of the engine

department are proficient enough in
handling all fire fighting equipments and
fire extinguisher in the engine room.
14.Smuggling of any kinds specially
narcotics is strictly prohibited as well as
gambling.
15.Personally in charge of bunkering
operations.
16.Implement strictly all memoranda and
circulars from the operation department
of the main office, issued from time to
time.
17.Strictly observe the" ROUTINE STANDARD
PROCEDURES OF MACHINERY MAINTENANCE,
OPERATIONS, AND STANDING ORDERS", AS
WELL AS THE PROPER PROCEDURE ON TAKING
OVER THE WATCH.
18.The chief engineer is in charge of training his
subordinates for future promotions.
Recommendations will be based on efficiency,
moral character, proficiency in engineering
knowledge, good behavior and discipline.
NOTE: O.I.C. is in charge of the watch even the
chief engineer is present in the same area not
unless he assumed the responsibility, by giving
signal to the OIC.
 THE OFFICER IN CHARGE OF THE WATCH
The watch officer shall give instruction
to all members of the watch to advise
him of any potential dangerous situation.
At the same time, members of the watch
have the obligation of informing the OIC
of anything that maybe dangerous or
might raise potential danger in the engine
room during watchkeeping.
On ships with manned engine room, the
OIC shall be available at all time for any
emergency situations.

The OIC, shall supervise the shutting

down of all machineries that are under his
responsibility and those on which work is
to be done.

No one may take a machinery be out of

service without the consent of the OIC, or
else he will lose control of the plant.
All spares, tools, equipment and
stores must be properly secured, to
prevent danger of shifting during bad
weather condition, that may endanger
both the ship and the crew.

The outgoing OIC is not to turn over

his watch to the incoming OIC if he is
unfit for duy.
UNFIT FOR DUTY - Means the incoming OIC or
RATING are not able to have at least 4hrs of good sleep
and free from fatigue, they are under the influence of
alcohol or drugs and they are sick.

The incoming OIC and RATING, must be in the engine

room 15min. before their actual time of duty in complete
gears, and make their inspections.

NOTE : "CALL THE CHIEF ENGINEER IF THE

INCOMING WATCH, OIC OR RATING ARE UNFIT FOR
DUTY
 POINTS TO REMEMBER BEFORE TAKING OVER A
WATCH
1.The standing orders and special instructions
of the Chief Engineer relative to the
operations of the main propulsion, auxiliary
machineries and systems in the engine
room.
2.Work that is being performed in the engine
room, the person involved with the job and
the risk of potential danger that might
encounter.
3.The level and condition of bilges.

4.The level of ballast tanks, fresh

water and dirty water tanks.
5.Condition and level of fuel tanks.
6.Regulations relative to the dumping of
sewage.
7.Condition and operational mode of main
engine and all auxiliaries.
8.Special sailing situation, such as bad
weather condition, congested channel,
shallow water and others.
9.Special operating procedures due to
equipment fault or to conditions
unfavorable to the ship.
10.Availability of fire fighting devices.
 OIC PERIODICAL INSPECTION ON THE FOLLOWING DURING HIS TOUR OF
DUTY, TO BE IN PROPER WORKING CONDITION.

1. The main and auxiliary engines, the control system, the

indicator panels and the communication system.
2. The Steering Gear system and apparatus.
3. Level and condition of the engine room bilges.
4. All pipings installation, specially pressurized pipes such as;
sea water pipes, fuel oil, lub. oil, fresh water and steam
pipings.
5. Periodical draining of water contents from settling and
service tank and air bottles.
Mandatory minimum requirements for certification of
officers in a manned or periodically un-manned engine
room

Every candidate must be not less than

18 years of age
Have completed approved Education and
Training of at least 30 months in a
maritime school (approved and
accredited by CHED)
.
Have completed 12 months training on
board ship, powered by a main
propulsion machine not less than
750kw or more, which is properly
documented in an approved TRAINING
RECORD BOOK and meet the
STANDARD OF COMPETENCE
specified in section A-lll/l , of the
STCW CODE
 PRINCIPLE OF ENGINERING WATCH

4.1 ENGINEERING WATCH - As defined in STCW CODE and under

the direction of the chief engineer, shall be immediately
available any time in the machinery spaces when required,
shall be physically present in the engine room during their
period of responsibility and effective watch or watches are
maintained for the purpose of safety at all times at sea, at
anchor or moored and if the ship is carrying Hazardous Cargo.
The orgnization of such watch or watches taking full accounts
of the nature, quantity, packing, and stowage of the
Hazardous Cargo and of any special condition, prevailing on
board.
 OFFICER IN CHARGE ( OIC ) of the watch.

4.2 The chief engineer officer representative is primarily the OIC who is
responsible at all times for the safe and effective operation and
upkeep of all machineries to avoid any situation that may affect the
safety of the ship. Also responsible for the inspection, operation,
testing and adjustment of all machineries and equipments under the
responsibility of the engineering watch.
5.0 TAKING OVER THE WATCH AT SEA :
5.1 Reason for not handling the watch to the incoming OIC is because
he is UNFIT for duty. Always notifiy the chief engineer in this case.
5.2 Relieving engineer officer shall make sure that his member are fully
capable of performing their duties effectively.
 VARIOUS EMERGENCY CONDITIONS AND
APPROPRIATE ACTIONS TO TAKE
• Collision
• Main Propulsion Machinery Trouble
• Steering Gear Trouble
• Power Failure
• Engine Room Fire
 ALL DATA MUST BE RECORDED ACCURATELY IN
THE ENGINE LOG BOOK OF ALL RUNNING
MACHINERIES
• Main propulsion and auxiliary machinery readings
• Exhaust gas temperature in each cylinder and main
• Lubrication system’s temperatures and pressures
• Sea water cooling pressure and temperature
• Fuel oil system’s pressure and temperatures
• Thrust bearing’s temperature and oil level
• Purification system’s operating conditions
• Sump tank level and all tanks in engine room (L.O., F.O.,
and F.W. tanks)
PERFORMING THE ENGINEERING WATCH AT SEA

1. OIC shall ensure that watchkeeping arrangement are

maintained and the rating under his supervision is
assisting in the safe operation of the main propulsion
and all other auxillary machineries.
2. All engine personnel should be familiar with the
following; use of internal communication, escape
routes from machinery spaces, be able to distinguish
various alarms, be familiar with all fire fighting
equipments and how to use this properly in the engine
room.
3. All bridge order must be promptly executed specially
change of speed of the main propulsion, and should be
recorded at once.
4. That during maneuvering condition, if it will take a
long time, the presence of the C/E and 2nd/Engr.
should be required.
5. Condition of E/R machineries under the state of
readiness or Stby.
a) Usually 2-generators are synchronize for adequate
power supply.
b) Presence of all engineer officers, electrician, other
ratings is necessary.
6. OIC should never leave the engine room
unsupervise, in manner that would prevent the
manual operation of the M/E.
7. Example of emergency situation when the OIC
should notify the bridge for the changes of speed
and others.
a) Failure or Breakage of some parts of the M/E.
b) Steering Gear failure.
c) Any incident that may put the ship and life on
board
the ship be unsafe, such as fire and flooding.
d) Incident that may cause marine pollution.
e) Any alteration of electric power generation that
will be threat to safety.
8. The OIC should notify the C/E on the following situation
without delay;
a) When suspected engine damage or malfunction may occurs,
with the main engine, auxiliary engine, auxiliary machineries
and aux systems, which may endanger the life of the crew and
the safe operation of the ship.
b) If in doubt on what is to decide in an emergency situation.
9. Appropriate instruction in order to keep a safe engineering
watch.
a) Duty OIC should not hesitate to take action necessary for the
safety of the ship, its machineries and crew where
circumstances required.
b) The C/E shall give various standing orders regarding
safety measures taking into account for the safety
performance of engineering watch.
c) Detailed repair maintenance involving repairs to
electrical, mechanical, hydraulic, pneumatics, or
applicable electronics equipments throughout the
ship, shall be perform by the OIC and C/E and this is
properly be recorded.
d) Routine machinery up-keep is to be performed as
incidental task, as a part of keeping a safe watch.
 Engine Watchkeeping in different conditions
and different areas:
1. OIC responsibility during restricted visibility:
a)Maintain at all times the pressure of air and steam
and should be available for sound signals.
b) That at all times Bridge order relating to change of
speed of the main propulsion must be immediately
acted upon and other auxiliary machineries used for
maneuvering are readily available.
c) Notify the chief engineer of the situation.
2. Requirements for an OIC when passing through a
coastal congested water:
a) Shall be able to change immediately the mode of
operation from automatic to manual mode when
notified from the bridge, that the ship is in congested
water.
b) Shall ensure immediately that electrical power
is adequate for all auxiliary machineries use in
maneuvering and will be available at once as
necessary.
3. When Vessel is at Anchored or at unsheltered
anchorage area.
a) The C/E shall consult the Master whether or not
to maintain the same watch as when it is
underway.
b) The C/E should consult the Master how long
will the ship be at anchor and if it will be
possible to do some repair works.
4. Duties of an OIC when ship is at anchored
and at sea watch condition.
a) Efficient engineering watch is kept.
b) Periodic inspection of all running and
stby. machineries are being done.
c) Main and all aux machineries are all in
the state of readiness in accordance with
the order from the bridge.
d) Observed pollution prevention.
e) Fire fighting equipment are in readiness.
 "WATCHKEEPING IN PORT"
General principles applied to watchkeeping personnel while the ship
is in port.
The C/E in consultation with the master shall ensure that the engine
dept. watchkeeping arrangement are adequate to maintain safe
engineering watch while ship is in port. Composition of the watch
include engine rating and an OIC, and the following are seriously
have to be taken into account:
1. Ships with more than 3,000kw power propulsion shall always have
an OIC and rating on duty.
2. Ships with less than 3,000kw power propulsion is at the discretion
of the master in consultation with the C/E.
3. OIC and rating shall not be assigned to any task that will interfere
with supervisory duty in respect with the machinery systems.
• Reason why OIC and rating should not be given
another assignment or task when they are on
duty:
a) In-charge as look-out to all auxiliary machineries who are
in service.
b) In-charge of pumping in/out of ballast water, water on
deck, pumping out cargo hold bilges, others as required
by the deck or steward dept.
c.) Assisting the C/E officer, if required like receiving stores
and spare parts requisition for the engine dept.
d) Assisting the second engineer on the maintenance work
that will not affect their watchkeeping duty.
e) Responsible for recording in the engine log book as
necessary.
 TAKING OVER THE WATCH IN PORT
Prior to taking over the engine watch in port the
incoming OIC should be inform of the following:
a) Standing order of the day, relating to the ship operation,
maintenance works and shore repair if any.
b) The nature of work being done on board, personnel
involved, and potential hazards,
c) Level and condition of bilges, ballast tanks, sewage tank,
sludge tank and other tanks.
d) Condition and state of readiness of firefighting
equipment both portable and stationary, including the
condition of fire detection system.
e) Any port regulation pertaining to ship effluent, fire
fighting requirements, ship readiness specially during
bad weather condition.
f) Lines of communication available between ship and
shore personnel including port authority.
g) Procedure of notifying the appropriate authority in case
of marine pollution, result from engineering activities.
h) Other circumstances of importance to the safety of the
ship, its crew, cargo or the protection of the
environment.
i) Any special requirements relating to sanitary system
disposal.
 Performing the Watch in Port
OIC and ratings of the engine department
shall pay attention to the following :
a) The observance of all orders, special operating procedures and
regulation concerning hazardous condition and their prevention
in all areas in their charge.
b) The instrumentation and control system monitoring of all power
supplies components and system in operation.
c) Techniques, methods and procedures necessary to prevent
violation of pollution regulation of the local authorities.
d) The state of engine room bilges.
e) In emergencies, raise the alarm when in their opinion the
situation demand, and all possible measures to prevent damage
to the person, ship and cargo.
f) Be aware and able to comply at once to any necessity, being
required by the deck or steward dept.
g) Conduct a regular rounds of inspection to determine possible
machinery or equipment malfunction or failure and to be able to
trouble-shoot such situation immediately to ensure the safety of
ship, crew and environment.
h) Ensure that the necessary precaution are taken, within their
areas of responsibility to prevent accidents or damage to the
various electrical, electronics, hydraulic, pneumatics and
mechanical system of the ship.
h) Ensure that all important events affecting the operation,
adjustment or repairs of the ship machineries are satisfactorily
recorded.