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Second engineer
General
Other namesFirst assistant engineer
DepartmentEngine department
Reports toChief engineer
LicensedYes
DutiesSupervising the daily maintenance and operation of the engine department
RequirementsAdministration and logistics training.
Watchstanding
WatchstanderDepends on shipboard manning requirements
Watch (at sea)Varies (0400-0800, 1600-2000)
Watch (in port)Varies (0800-1700)

A second engineer or first assistant engineer is a licensed member of the engineering department on a merchant vessel. This title is used for the person on a ship responsible for supervising the daily maintenance and operation of the engine department. They report directly to the chief engineer.[1]

On a merchant vessel, depending on term usage, "the First" or "the Second" is the marine engineer second in command of the engine department after the ship's chief engineer. Due to the supervisory role this engineer plays, in addition to being responsible for the refrigeration systems, main engines (steam/gas turbine, diesel), and any other equipment not assigned to the third engineer or fourth engineer(s), he is typically the busiest engineer aboard the ship. If the engine room requires 24/7 attendance and other junior engineers can cover the three watch rotations, the first is usually a "day worker" from 0800-1700, with overtime hours varying according to ship/company.

The second engineer is usually in charge of preparing the engine room for arrival, departure, or standby and oversees major overhauls on critical equipment.

Duties and functions

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The main duty of a second engineer on board a ship is to schedule and direct maintenance inside the engine room. As the chief may not be able to be in the engine room every day, due to paperwork or meetings, it is the second engineer's responsibility to report on the plant conditions and needs. A second engineer has to be familiar with their ships systems, repair schedules, and test results obtained from oil or water samples.

Each day tasks are typically distributed by the second engineer on what needs to be maintained within the plant and advice is typically given as the second engineer is the most senior engineer on day work.[2] Tasks are typically given in order of seniority or necessity, such as officers receiving more important jobs while non-licensed members receiving a more tedious job. Because of being the most senior engineer on day work, the second engineer must have knowledge of basic systems and be able to work out of technical guides to be able to upkeep machinery to manufacturers specifications.[2]

The first engineer may stand a watch if it is the ship’s protocol or in the event of a manned engine room. With modern technology many engine rooms have become unmanned, but the second engineer must be on call in case an emergency were to occur at any time of day, both at sea and port.[3]

The second engineer reports directly to the chief engineer daily and assists with paperwork and administrative duties as needed. This includes safety checks and duties that the chief may not have time to accomplish.

Licensing

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United States

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In order to sail as a first assistant engineer on a US ship, an engineer is required to have a non-expired license given by the US Coast Guard. To be qualified to hold a national First Assistant Engineer license for unlimited tonnage vessels, one must have over one year of experience as a second assistant engineer, one year experience as a chief aboard a limited tonnage vessel. To qualify for a second assistant engineer one must have at least year experience as a third assistant engineer.[4] Obtaining a third assistant engineer’s licence can be achieved in many ways. The two most common ways being to have graduated from a certified maritime academy or accumulating experience by working as lower member of the engine department, often referred to as "hawsepipping" or "climbing the hawsepipe".

Certified Institution

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By attending a certified maritime institution, such as the US Merchant Marine Academy or one of six maritime academies (Maine, Massachusetts, New York, Great Lakes, Texas, and California) students attend special classes designed to teach the skills necessary to become a third mate or engineer. By attending any of these academies students gain "sea time" by attending specific classes which is equivalent to time that an apprentice would be aboard a ship doing work and learning similar skills. While attending any one of these certified institutions, engineering students meet requirements for STCW standards and are streamlined through the process of becoming an officer over the course of four years.[4] In their final year students are tested by the US Coast Guard on various ship systems, such as gas turbines or diesel propulsion for engineers or navigation and signals for mates. After passing all the exams and graduating, engineering students can choose to become third assistant engineers.

Apprenticeship

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A sample of a credential given by the US Coast Guard to all officers, containing what vessels they are certified to work aboard

One can also begin the process by working as a lower member of the engine department, such as a wiper, for a minimum of three years; afterwards, with at least six months as a motorman, electrician, or machinist. After extra required training courses and evaluations by the ship’s captain one can begin the exams for a third assistant engineer license.[4] The third method to achieve a license is an approved apprenticeship through an approved Coast Guard program, such as through a union such as the Marine Engineers Beneficial Association, or MEBA. Typically they take two years. Employers will often offer incentives to employees who wish to obtain their license, such as financial assistance or offering classes required to qualify for the exams. This method, as well as an apprenticeship is what is referred to as "hawsepiping".[3]

Uniform

[edit]

Uniforms are still worn aboard many ships, especially aboard vessels that may require an officer to interact with passengers, and may differ between companies.

Often when reporting to a vessel the oncoming officer will report to the captain, or officer in charge of the vessel, in dress uniform. In the United States the uniform is in conjunction with Merchant Marine or Merchant Navy standards, depending on company policy.[2] The Merchant Marine uniform distinguishes the First Engineer and the Chief Mate by a propeller on their shoulder boards, or epaulets. It is worn with the propeller closer to the neck and the stripes facing away from the neck, over the shoulders.[3]

During day to day ship operations inside the engine room, engineers will usually wear a work uniform, such as a boiler suit. Often these are thick cotton or denim clothes that are more suited to an engineer's working conditions, but are often subject to company policy. Typically engineers change out of their work clothes in the mess hall to prevent getting oil or dirt from the engine room into the mess hall or galley.

Employment

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United States

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As of May 2014, engineers aboard US flagged deep sea sailing vessels earned a mean salary of $47.67 an hour, or roughly $97,720. In 2014 marine engineers based in California had a mean wage of $111,080 per year. Approximately 8,300 marine engineering jobs are available in the United States with only the top 40 percent, mainly officers, making over $100,000 annually. The US Bureau of Labor Statistics anticipates a nine percent increase in jobs by 2024, translating to roughly 700 jobs.[5] As of 2014 over 29% of marine engineers were over the age of 55, the highest percentage of any engineering occupation in the country over 55.[6]

References

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See also

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Second engineer

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

Role in the Engine Department

Position and Hierarchy

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

Overview of Responsibilities

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

Qualifications and Certification

International Standards

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

National Variations

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

Daily Duties and Operations

Watchkeeping and Supervision

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

Maintenance and Repairs

The second engineer oversees the implementation of the planned maintenance system (PMS) for essential ship equipment, including main engines, auxiliary pumps, and generators, ensuring that all tasks align with manufacturer guidelines and classification society requirements. This role encompasses scheduling and directing routine overhauls, such as changes on diesel engines to reduce wear and improve compression, and inspections to verify rotor balance and flow efficiency. In coordinating repairs, the second engineer diagnoses mechanical faults, for instance, fuel injector malfunctions that may cause incomplete , and arranges for spare parts procurement while supervising on-board fixes or dry-dock interventions. These efforts must adhere to the International Safety Management (ISM) Code, which mandates documented procedures for and corrective actions to uphold vessel safety and operational integrity. The second engineer manages inventory by meticulously tracking fuel and lubricating oil consumption through daily sounding and dip readings, as well as monitoring spare parts stock levels to prevent operational disruptions. Waste disposal falls under their purview as well, with oversight of oily water separation and sludge handling to comply with environmental regulations like , ensuring no illegal discharges occur. As part of technical oversight, the second engineer calculates key efficiency metrics, such as specific fuel consumption (SFC), to evaluate post-maintenance performance and identify areas for optimization. SFC quantifies and is computed as follows: SFC=mfP×t\text{SFC} = \frac{m_f}{P \times t} where mfm_f is the mass of fuel consumed in grams, PP is the output in kilowatts, and tt is the time in hours; typical values for marine diesel engines range from 170 to 200 g/kWh under load.

Specialized Functions

Emergency Response

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

Voyage and Port Preparations

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

Professional Standards

Uniforms and Attire

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

Conduct and Safety Protocols

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

Career and Employment

Training Pathways

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

Job Market and Compensation

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

References

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  19. https://www.law.cornell.edu/cfr/text/46/11.327
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  28. https://marina.gov.ph/wp-content/uploads/2025/08/MC-No.-MS-2025-02.pdf
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  30. https://www.dgshipping.gov.in/viewNotice.aspx?noticeid=996
  31. https://d3n8a8pro7vhmx.cloudfront.net/torontobrigantine/pages/51/attachments/original/1436196906/03_-_STCW_Code_Section_A-VIII.pdf?1436196906
  32. https://media.defense.gov/2017/Jul/14/2001777744/-1/-1/0/NVIC-16-14.PDF
  33. https://safety4sea.com/cm-key-considerations-for-effective-toolbox-meetings/
  34. https://www.ilo.org/media/269841/download
  35. https://www.ugpeotechnique.com/How-to-Maintain-Marine-Diesel-Engines.html
  36. https://marinegyaan.com/what-are-responsibility-of-second-engineer-as-per-sms-or-safety-management-responsibility/
  37. https://www.gov.uk/government/publications/the-ism-code-msis-2/msis-2-international-management-code-for-the-safe-operation-of-ships-and-for-pollution-prevention-the-ism-code--2
  38. https://www.sustainable-ships.org/stories/2022/sfc
  39. https://www.imo.org/en/OurWork/HumanElement/Pages/STCW-Conv-LINK.aspx
  40. https://www.imo.org/en/OurWork/HumanElement/Pages/COVID19-Page.aspx
  41. https://www.imo.org/en/OurWork/Security/Pages/Cyber-Security.aspx
  42. https://www.marineinsight.com/guidelines/ship-departure-checklist-for-engine-department-what-to-do-when-a-ship-leaves-a-port/
  43. https://www.marineinsight.com/guidelines/different-entries-to-be-made-in-ships-engine-room-log-book/
  44. https://www.marineinsight.com/guidelines/ship-arrival-checklist-for-engine-department-what-to-do-when-a-ship-is-about-to-arrive-at-a-port/
  45. https://futurefuels.imo.org/wp-content/uploads/2025/10/MSC.1-Circ.1675-Interim-Guidelines-On-Safe-Operation-Of-Onshore-Power-Supply-OpsService-In-Port-For-Ship.-Secretariat.pdf
  46. https://buystripes.com/index.php?route=information/information&language=en-gb&information_id=6
  47. https://www.marineinsight.com/careers-2/a-guide-to-merchant-navy-uniform/
  48. https://www.iso.org/standard/57457.html
  49. https://www.itfseafarers.org/en/resources/maritime-labour-convention
  50. https://safety4sea.com/american-club-ensure-full-compliance-with-lockout-tagout-procedures/
  51. https://www.register-iri.com/wp-content/uploads/MSC-MEPC.7-Circ.7.pdf
  52. https://www.imo.org/en/OurWork/HumanElement/Pages/ISMCode.aspx
  53. https://www.imo.org/en/About/Events/Pages/Day-of-the-Seafarer-2025.aspx
  54. https://www.sunymaritime.edu/program/marine-engineering
  55. https://www.usmma.edu/academics/curriculum/marine-engineering-major
  56. https://www.maritime.dot.gov/maritime-workforce/maritime-education
  57. https://www.justbemaritime.com/officer-cadetships/marine-engineer-cadet/
  58. https://www.edumaritime.net/nma-norway/norwegian-second-engineer-requirements
  59. https://www.ecfr.gov/current/title-46/chapter-I/subchapter-B/part-11/subpart-C/section-11.329
  60. https://www.marinetraining.eu/node/2362
  61. https://www.ocean-training.no/courses/80144
  62. https://maritime-executive.com/article/potential-for-serious-shortage-of-officers-by-2026
  63. https://www.bimco.org/news-insights/surveys/seafarersurvey/
  64. https://mykn.kuehne-nagel.com/news/article/the-shipping-industry-faces-a-global-seafarer-shortage-17-Dec-2024
  65. https://finance.yahoo.com/news/offshore-wind-construction-vessel-market-082900792.html
  66. https://www.bls.gov/ooh/architecture-and-engineering/marine-engineers-and-naval-architects.htm
  67. https://www.bls.gov/oes/2023/may/oes172121.htm
  68. https://maritime-zone.com/en/analytics-job-engine-2nd_engineer
  69. https://www.seafarers.org/seafarerslogs/2024/08/new-siu-contracts-boost-wages-include-other-gains-for-members/
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