A Career as a MARINE ENGINEER

Document produced 10 February 2020

also known as a SHIP’s ENGINEER visit www.aimpe.asn.au to see
if there is a more recent update.

Do you want to be either a MARINE ENGINE DRIVER or a MARINE ENGINEER,

who sails on commercial cargo ships, oil tankers, tugboats, dredging vessels or
offshore oil & gas vessels, ferries and tourist vessels and operates and repairs all the
ships machinery and related systems? Or perhaps a ship’s ELECTRO TECHNICAL
OFFICER?

NOTE: this career is NOT about the Navy or armed forces.

No matter which level you enter it at, the marine engineering profession provides an
interesting technically-challenging career, with technical responsibility, personal
accountability and scope for advancement to the next higher qualification improving
your employment prospects within a single company or across the wider industry.
When you qualify, and pass your Australian Maritime Safety Authority exams for
issue of a Marine Engine Driver, Marine Engineer or Electro Technical Officer
Certificate of Competency, you will need to look for work across the various sectors
of the Australian merchant shipping industry where the employment conditions (and
prospects for work) vary considerably:-
• Holders of a Marine Engine Driver Certificate of Competency (Grade 3, Grade
2 or Grade 1) most frequently find employment on ferries, vehicular-ferries,
and tug/workboats working within or near a port, as well as small tourist-
vessels an some small coastal cargo vessels servicing remote or island
communities. Many have also found employment on ‘crew-boats’ and Pure-
Supply-Boats supporting the offshore oil and gas industry. Working conditions
are typically similar to those ashore, with weekends off (or other days in lieu)
and are mostly daylight operations so it is usual to get home each night.
Wages range typically from about $65,000 to $90,000 p.a
Many of our members working in these jobs also hold deck officer
qualifications such as a Certificate of Competency as Coxswain, or Master
<35metres or higher.
• Holders of a Marine Engineer Class 3 Certificate of Competency are qualified
to be Chief Engineer for larger more powerful vessels so they can perform all
work that can be done by a Marine Engine Driver, but in addition can find
employment on larger vehicular-ferries, larger tourist-vessels, larger coastal
cargo vessels servicing remote or island communities and some fishing
‘mother-ships’. Many have also found employment on smaller offshore oil and
gas supply-boats. These larger vessels often do not return to port each night,
and may be at sea for many days at a time. Working conditions therefore
vary. If they have banded together as members of AIMPE then it is likely they
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 will have asked their employer for a proper seagoing leave-accrual system
that gives proper compensation for the fact they do not get home each night.
Wages range typically from about $85,000 to $110,000 p.a.
• A Certificate of Competency as Marine Engineer Watchkeeper is an STCW-
qualification, and therefore recognised to perform such work anywhere in the
world. Holders are qualified to be an assistant engineer (NOT the Chief
Engineer) for the largest most powerful merchant vessels including oil-
tankers, bulk-ships, dredges and gas-carriers and offshore oil and gas
vessels. In addition they can perform all work that can be done by a Marine
Engine Driver.
These vessels normally do not return to port each night, and may be at sea
for many weeks at a time. Working conditions therefore vary. If they have
banded together as members of AIMPE then it is likely they will have asked
their employer for a proper seagoing leave-accrual system that for example
gives 6 weeks of paid leave after 6 weeks work at sea. Wages range typically
from about $100,000 to $130,000 p.a.
• A Certificate of Competency as Marine Engineer Class 2 or Marine Engineer
Class 1 is an STCW-qualification, and therefore recognised to perform such
work anywhere in the world. Holders are qualified to be the First Engineer or
the Chief Engineer for the largest most powerful merchant vessels including
oil-tankers, bulk-ships, dredges and gas-carriers and offshore oil and gas
vessels. In addition they can perform all work that can be done by a Marine
Engineer Class 3 or a Marine Engine Driver.
These vessels normally do not return to port each night, and may be at sea
for many weeks at a time. Working conditions therefore vary. If they have
banded together as members of AIMPE then it is likely they will have asked
their employer for a proper seagoing leave-accrual system that for example
gives 6 weeks of paid leave after 6 weeks work at sea. Wages range typically
from about $150,000 to $190,000 p.a.
• Whilst to a varying extent, increasing with the grade of the qualification,
Marine Engine Drivers and Marine Engineers are approved to perform
electrical work on ships, parts of the industry are gradually re-introducing
‘Marine Electricians’ where the shipowner considers it warranted or if the
vessel is registered in another country that foreign country may have issued a
Manning Certificate for the vessel requiring that an Electro Technical Officer
be included in the vessel’s complement. A Certificate of Competency as
ELECTRO TECHNICAL OFFICER is an STCW-qualification, and therefore
recognised to perform such work anywhere in the world.
IMPORTANT: the Australian Government/AMSA has NOT made this
qualification a mandatory requirement on Australian-registered ships at this
time, so for example the Chief Electrician and First Electrician on each of the
Spirit of Tasmania vessels are not required by AMSA to hold the ETO
Certificate of Competency and whilst there are about another 8 Australian-
registered ships to which STCW applies, none of them have an electrical-
specialist position as part of the statutory manning of the vessel. On the other
hand most vessels working in Australia’s offshore oil & gas sector, or from
time to time in dredging of ports, are foreign ships. Many foreign nations have
mandated that a ship registered under their flag must carry an ETO so if
Australians get the opportunity to work on that vessel we must hold STCW
qualifications including for the ETO position. One for one seagoing leave
usually applies and wages range typically from about $130,000 to $170,000
p.a.
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Part A - Entry & Educational Requirements

The task of a Marine Engineer in the merchant shipping industry is a specialised

one, the pre-requisites for which can be illustrated graphically as set out below.
NOTE: the path for ETO that AIMPE is proposing to industry is set out below, BUT IS
NOT YET IN PLACE: our proposal has won wide support and we are working with
AMSA and Australian Industry Standards Ltd to make it a reality, but do not expect to
have it available for students until 2020 as the Maritime Training Package training-
units are still being written for study for the ETO Certificate of Competency.

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Worldwide, the maritime industry is a specialised industry with unique hazards. To
combat this, nations have come together via the International Maritime Organisation
(‘IMO’) to agree to a number of ‘Conventions’ establishing safety standards for
vessels in international trades and for those who crew them. These include:
• United Nations Convention on the Law of the Sea (“UNCLOS”); and
• Convention on Safety of Life at Sea (“SOLAS”); and
• Convention on Standards of Training Certification and Watchkeeping (“STCW”)

The Australian Parliament has given effect to the STCW Convention by enacting the
Navigation Act 2012 to apply these international safety requirements to various
Australian seafarers including Electro Technical Officers and
Watchkeeper/Class2/Class1 Marine Engineers.

As the STCW Convention does not directly apply to a nation’s vessels/seafarers

within ‘near-coastal-limits’ (i.e. our 200 nautical mile Exclusive Economic Zone or
‘EEZ’) the Australian Parliament enacted a separate piece of legislation to regulate
domestic shipping [not including (i) regulated-Australian-vessels covered by the Navigation Act or (ii)
foreign vessels or (iii) defence vessels]. Accordingly the Marine Safety (Domestic
commercial Vessels) National Law Act 2012 governs the requirements for the
three grades of Marine Engine Driver and for Marine Engineer Class 3.

Entry & Educational Requirements are therefore set by these two different sets of
legislation and the Australian Maritime Safety Authority (‘AMSA’) provides detailed
regulations called Marine Orders dealing with such things as crew qualifications and
medical standards.
NOTE re MEDICAL STANDARDS
In short there are several Eyesight & Medical standards under the Marine
pathways for a new entrant to Safety (Domestic commercial Vessels)
enter the marine engineering National Law Act 2012 are described at
profession:- https://www.amsa.gov.au/domestic/domestic-
quals/obtaining-qual/
• Working your way up from
Marine Engine Driver, Eyesight & Medical standards under the
progressing to larger Navigation Act 2012 are described in Marine
vessels as you go; OR Order 9 Health & Medical Fitness at
https://www.amsa.gov.au/vessels/standards-
• Entry as a Cadet Engineer regulations/marine-orders/documents/MO9-
or Trainee Engineer direct modcomp-130726Z.pdf
to WATCHKEEPER LEVEL. However Marine Order 9 is under review and
will be re-numbered Marine Order 76 Health &
These pathways are described Medical Fitness at the conclusion of that
in more detail below. review.

A1. Working your way up from Marine Engine Driver

A1.1 Entry as Marine Engine Driver Grade 3 (‘MED3’)

The lowest entry level is to obtain work experience on a commercial vessel, with
inboard diesel engine(s) of at least 75 kW propulsion power1, as either a (i) general
purpose hand or (ii) coxswain or (iii) in some other role acting as an assistant to a
Marine Engine Driver or Marine Engineer.
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The work experience must be at least 60 day’s but can be reduced to 20 days if you
also completed an approved task book whilst gaining that work experience.
In addition you must complete a short college-course from an AMSA-approved
registered training provider (‘RTO’) at Certificate 2 level relevant to obtaining a
Marine Engine Driver Grade 3 qualification, and pass a final assessment.
A table setting out RTOs who provide the Marine Engine Driver Grade 3 course is
available at http://www.amsa.gov.au/domestic/domestic-quals/training-organisations/

A1.2 Entry as Marine Engine Driver Grade 2 (‘MED2’)

The next entry level is to obtain work

experience on a commercial vessel, with
inboard diesel engine(s) of at least 150
kW propulsion poweri, as either a (i)
general purpose hand or (ii) Marine
Engine Driver 3 or (iii) in some other role
acting as an assistant to a Marine Engine
Driver or Marine Engineer.

The work experience must be at least:

• 360 day’s work experience as a
general purpose hand.
• OR 240 days if you held an approved
Coxswain qualification whilst gaining
that work experience.
• OR 240 days if you held Marine Engine Driver Grade 3 whilst gaining that work
experience.
• OR 180 days if you also completed an approved task book whilst gaining that
work experience
• OR 180 days if you held an approved Trade (called a workshop skills
equivalent qualification).
• OR 120 days if you held Marine Engine Driver Grade 3 whilst gaining that work
experience AND if you also completed an approved task book whilst gaining that
work experience.
• OR 90 days if you held an approved Trade (called a workshop skills
equivalent qualification) whilst gaining that work experience AND if you also
completed an approved task book whilst gaining that work experience.

In addition you must complete a short college-course from an AMSA-approved

registered training provider (‘RTO’) at Certificate 3 level relevant to obtaining a
Marine Engine Driver Grade 2 qualification, and pass a final assessment.
A table setting out RTOs who provide the Marine Engine Driver Grade 2 course is
available at http://www.amsa.gov.au/domestic/domestic-quals/training-organisations/

A1.3 Entry as Marine Engine Driver Grade 1 (‘MED1’)

Once having obtained MED3 or MED2 advancement to MED1 is possible. Or if you

hold an approved Trade (or equivalent) you can directly enter at MED1 level. See
item A1.6 detailing how holding an EWK also entitles the holder to work in a role as
MED1 or lower CoC.

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The requirement is to obtain work experience on a commercial vessel, with inboard
diesel engine(s) of at least 375 kW propulsion power1, (calculated on only ONE
main engine as for MED2), as
either a (i) general purpose hand
or (ii) Marine Engine Driver 3 or
(iii) Marine Engine Driver 2 or (iv)
in some other role acting as an
assistant to a Marine Engine
Driver or Marine Engineer.
The work experience must be at
least:
• 480 day’s if you held an
approved Coxswain
qualification whilst gaining
that work experience.
• OR 360 days if you held
Marine Engine Driver Grade 3 whilst gaining that work experience.
• OR 240 days if you held Marine Engine Driver Grade 2 whilst gaining that work
experience.
• OR 240 days if you held an approved Coxswain qualification and if you also
completed an approved task book whilst gaining that work experience.
• OR 180 days if you held an approved Trade (called a workshop skills
equivalent qualification) whilst gaining that work experience.
• OR 180 days if you held Marine Engine Driver Grade 3 and if you also
completed an approved task book whilst gaining that work experience.
• OR 120 days if you held Marine Engine Driver Grade 2 and if you also
completed an approved task book whilst gaining that work experience.
• OR 90 days if you held an approved Trade (called a workshop skills
equivalent qualification) and if you also completed an approved task book
whilst gaining that work experience.

In addition you must complete a short college-course from an AMSA-approved

registered training provider (‘RTO’) at Certificate 4 level relevant to obtaining a
Marine Engine Driver Grade 1 qualification, and pass a final assessment.
A table setting out RTOs who provide the Marine Engine Driver Grade 1 course is
available at http://www.amsa.gov.au/domestic/domestic-quals/training-organisations/

A1.4 Progress to Marine Engineer Class 3 (‘EC3’)

A Certificate of Competency as Marine Engineer Class 3 (‘EC3’) is a National Law

qualification, and holders are qualified to be:
• Chief Engineer of vessels up to 2999kW propulsion power1, (calculated on only
ONE main engine as for MED2), in Australia’s EEZ; and
• an assistant engineer (but NOT the Chief Engineer) on vessels of unlimited
propulsion-power anywhere in the world
• and they can perform all work that can be done by a Marine Engine Driver or
engine rating.
Once having obtained MED1 advancement to EC3 is possible.

Alternatively, holding an Engineer WatchKeeper (EWK) does NOT entitle the holder
to be Chief Engineer, so EWK holders with 3 months sea service holding EWK may
apply to AMSA to do an ORAL Exam and may be issued with EC3 if they pass.

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 The requirement is to obtain
work experience on a
commercial vessel, with inboard
diesel engine(s) of at least 400
kW propulsion poweri,
(calculated on only ONE main
engine as for MED2), as either a
(i) Marine Engine Driver 1 or (ii)
if you held an approved Trade
(called a workshop skills equivalent qualification) whilst gaining that work
experience in some other role acting as an assistant to a Marine Engineer.

The work experience must be at least:

• 360 days if you held Marine Engine Driver Grade 1 whilst gaining that work
experience.
• OR 240 days if you held an approved Trade (called a workshop skills
equivalent qualification) whilst gaining that work experience.
• OR 180 days if you held Marine Engine Driver Grade 1 whilst gaining that work
experience and if you also completed an approved task book whilst gaining that
work experience.
• OR 120 days if you held an approved Trade (called a workshop skills
equivalent qualification) and if you also completed an approved task book
whilst gaining that work experience.
• OR 90 days if you held an ENGINEER WATCHKEEPERii qualification whilst
gaining that work experience.

In addition you must complete a college-course from an AMSA-approved registered

training provider (‘RTO’) at Diploma level relevant to obtaining a Marine Engineer
Class 3 qualification, and pass an AMSA final assessment.
A table setting out RTOs who provide the Marine Engineer Class 3 course is
available at http://www.amsa.gov.au/domestic/domestic-quals/training-organisations/

A1.5 Advancement to Watchkeeper, Marine Engineer Class 2 & 1

Once having obtained Marine Engineer Class 3 advancement to Marine Engineer

Watchkeeper (‘EWK’) or Marine Engineer Class 2 (‘EC2’) is possible. See item A3.
After that, advancement to Engineer Marine Engineer Class 1 (‘EC1’) is possible.
See item A4.

A1.6 EWK can serve in other roles

MED1: The Marine Safety (Navigation Act seafarer qualifications) Exemption

2016 [also known as ‘Exemption 30’] permits the holder of EWK to serve in any
MED1 or lower role. EWK can also apply for EC3: see item in yellow highlighting
above.

EC3: An EWK who did the CADET COURSE including all EC2 Subjects and have 12
months sea service holding that EWK may apply to AMSA [no ORALS is required]
for an ENDORSEMENT to perform the same duties as an EC3.

EC3: Any EWK holder with 3 months sea service holding EWK may apply to AMSA
to do an ORAL Exam and may be issued with EC3 if they pass.
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A2. Entry as a Cadet Engineer or Trainee Engineer direct to WATCHKEEPER

Large ships do not just have a single engineer officer, they have several.
Most vessels above about 10,000 tonnes have 4 engineers whilst some, like the
Spirit of Tasmania vessels (there are 2 of them: see photo next page) have 10
engineers/electricians working onboard for several weeks at a time whilst the other
complement of 10 engineers/electricians are at home on paid leave.

A ‘Watchkeeper’ is one of the engineer officers who for a fixed period ( known as a
‘watch’ ) is responsible to the Chief Engineer Officer for operation of the propulsion
machinery and all auxiliary plant in the machinery spacesiii. At the end of that period
the Watchkeeper (or ‘Duty Engineer’) hands over the to the next engineer officer.
When not performing watchkeeping duties the engineers perform maintenance on
the duplicated machinery not currently in service.

A Certificate of Competency as Marine Engineer Watchkeeper (‘EWK’) is an STCW-

qualification, and therefore recognised anywhere in the world.
Holders are qualified to be an assistant engineer (but NOT the Chief Engineer) on
vessels of unlimited propulsion-power and they can perform all work that can be
done by a Marine Engine Driver or engine rating.

An approved training program for Marine Engineer Watchkeeper includes:

• an approved Diploma level college course; and
• 36 weeks workshop skills training. NOTE: Trainee Engineers holding an
approved Trade (called a workshop skills equivalent qualification) are
EXEMPT this requirement; and
• at least 36 weeks qualifying sea service; and
• completion of an onboard training record book during that sea service.

A table setting out AMSA-approved registered training providers (‘RTO’) who

provide the Marine Engineer Watchkeeper college course and workshop skills
training [costing about $12,000 in 2017] is available at
https://www.amsa.gov.au/forms-and-publications/fact-sheets/amsa1590.pdf

After completing the college-course a candidate must pass an AMSA final

assessment for issue of their Certificate of Competency.

Once that has been achieved AMSA will not issue the Certificate of Competency
until the following AMSA-required ‘short-courses’ [costing about $9,000 in 2017] are also
obtained:-
i. advanced fire fighting training from an AMSA-approved RTO
ii. medical first aid training from an AMSA-approved RTO
iii. basic safety training from an AMSA-approved RTO
a. personal survival techniques; and
b. fire prevention and fire fighting
c. elementary first aid
d. personal safety and social responsibilities
e. security awareness training
iv. certificate of proficiency in survival craft and rescue boats other than
fast rescue boats; and
v. certificate of medical fitness from an AMSA approved Doctor.

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Qualifying Sea Service
Marine Order 72 (Engineer Officers) provides that in addition to an approved college
course suitable for Engineer Watchkeeper, a candidate must obtain Qualifying Sea
Service on a vessel with an aggregate propulsion poweriv (i.e. total of ALL main
engines) of no less than 750kW which can be gained in the capacity of:-
• at least 36 weeks as Cadet Engineer; or
• at least 36 weeks as Trainee Engineer; or
• at least 26 weeks whilst holding a qualification as Engineer Class 3

Problem is how does a candidate obtain that sea service as a Cadet or Trainee?

Candidates holding an Engineer Class 3 will have already obtained the minimum sea
service requirement, and so are entitled to study for Watchkeeper Certificate of
Competency, however that sea-service is often not on a vessel providing ideal
experience. Whilst there are many smaller domestic vessels (under the ‘National
Law’) which meet the 750 kW requirement most of those smaller vessels do not have
many of the kinds of machinery/systems covered in the Engineering Knowledge part
of the college course such as:-
o fuel-oil and lube-oil centrifugal separators/purifiers; and
o water-tube boiler (either waste-heat recovery unit or free-standing); and
o main engine operating on other than light diesel fuel (e.g. heavy fuel
requiring fuel pre-heating to reduce viscosity); and
o complex freshwater cooling-water system with heat exchangers; and
o multiple diesel-alternators requiring to be synchronised when more
than one alternator is to supply power into the same distribution circuit;
and
o power generation in excess of 400 V AC
o freshwater generator

So whilst it is possible to be a candidate without such experience, it is desirable to

obtain experience on a vessel with as many of the above installations as possible,
but these are only normally found in vessels above about 2,000 tonnes in size.

Unfortunately there are not so many vessels above 2,000 tonnes left under
Australian operation because:

• For several decades our Federal Government has increasingly permitted tax-free
foreign seafarers on tax-free foreign-registered vessels to compete in Australia’s
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 domestic shipping task, without passing legislation to require them to re-register
under the Australian Flag.
• These foreign ships and foreign workers are therefore NOT subject to Australian
law.
• So they do NOT fall under Australian TAX laws either.
• Via this biased arrangement Australian seafarers on Australian-registered ships,
who pay corporate and PAYE Tax, have been systematically displaced by tax-
free foreign seafarers on tax-free foreign-registered vessels. The foreign ships
will not take on Australian Trainee Engineers or Cadet Engineers so there are
many less positions to acquire qualifying sea service than there once was.
Nevertheless, the Australian Institute of
Marine and Power Engineers (‘AIMPE’) has
agreements with most of those remaining
Australian ship-operators with vessels
above 2,000 tonnes regarding carrying a
Cadet-Engineer or Trainee-Engineer above
the manning requirement of the vessel.
There is considerable competition by
candidates to obtain such a position.
Every 2 weeks AIMPE provides employers
with a list of our Members who are seeking
a Cadetship or Traineeship.

A2.1 Entry as Cadet Engineer (‘Cadet’)

In addition to the requirements set out in A2.0 above :-

• AIMPE recommends that a candidate seeking an Engineer Cadetship should
have year 12 passes in at least English, Mathematics and a Science subject.

• For a candidate who is a Cadet Engineer, the approved Cadet Engineer

program takes 3 years, includes 36 weeks workshop skills training and
normally offers all the academic theory up to Class 1 level.

A2.2 Entry as Trainee Engineer (‘Trainee’)

In addition to the requirements set out in A2.0 above, candidates who hold an
approved Trade (called a workshop skills equivalent qualification) can do the
Engineer Watchkeeper training as a Trainee Engineer in about half the time of a
Cadetship, by virtue of that Trade training.

Marine Orders 72 (Engineer Officers) defines workshop skills equivalent

qualification as follows:
“…workshop skills equivalent qualification means any of the following:
(a) Certificate III in Engineering/mechanical trade;
(b) Certificate III in Electrical fitting;
(c) Certificate III in Automotive diesel engine technology;
(d) Certificate III in Automotive/mechanical — diesel fitter;
(e) Certificate III in Automotive/mechanical — heavy vehicle road transport;
(f) Certificate III in Automotive/mechanical — heavy vehicle mobile equipment,
plant/earthmoving/agriculture;
(g) Certificate III in Automotive engine reconditioning;
(h) Certificate IV in ESI generation maintenance — electrical electronics;
(i) Certificate IV in ESI generation maintenance — mechanical;
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 (j) an Australian trade certificate in fitter and turner/machinist;
(k) an Australian trade certificate in diesel fitter;
(l) an Australian trade certificate in electrical fitter;
(m) an Australian Recognised Trade Certificate in the same classification as an
Australian trade certificate mentioned in this definition;
(n) any other approved qualification that includes workshop skills.
Note for paragraph (m) Australian Recognised Trade Certificates are issued in recognition of
trade certificates or other qualifications of a country other than Australia.

A2.3 Progression from Engineer Class 3

A candidate for Engineer Watchkeeper who has 26 weeks qualifying sea service
whilst holding a certificate of competency as Marine Engineer Class 3 is entitled to
train to the requirements set out in A2.0 above. Depending on their particular merit

they may also get some recognition of workshop skills equivalent qualifications
and/or experience.

A2.4 Combined EC3, ETO and EWK Training is coming

AIMPE is also working with AMSA and Australian Industry Standards Ltd to create a
new Diploma of Marine Engineering which will have a ‘core’ set of training units
which are COMMON to EC3, EWK and ETO.
Having completed these core units a student could then:-
• Go to AMSA to present sea service credentials and sit the AMSA
ORALS for issue of the EC3 CoC; or
• Do another 20 training units to meet all of the requirements for
certification as an EWK; or
• Do another 19 training units to meet all of the requirements for
certification as an ETO.
An outcome on this is expected in 2020.

A3. Progression to Marine Engineer Class 2 (‘EC2’)

A Certificate of Competency as Marine Engineer Class 2 (‘EC2’) is an STCW-

qualification, and therefore recognised anywhere in the world.
Holders are qualified to be:

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 • Chief Engineer of vessels of up to 2999kW Propulsion Poweriv anywhere in
the world; and
• an assistant engineer (but NOT the Chief Engineer) on vessels of unlimited
propulsion poweriv anywhere in the world
• and they can perform all work that can be done by an Engineer Class 3,
Engineer Watchkeeper and a Marine Engine Driver or engine rating.

Once having obtained EC3 or EWK, or equivalent, advancement to EC2 is possible.

An approved college course for Marine Engineer Class 2 includes:

• an approved Advanced Diploma level college course; and
• at least 12 months qualifying sea service whilst holding Engineer Watchkeeper;
or at least 24 months qualifying sea service whilst holding Engineer Class 3.

A table setting out AMSA-approved registered training providers (‘RTO’) who

provide the Marine Engineer Class 2 college course and workshop skills training is
available [costing about $12,000 in 2017] at
https://www.amsa.gov.au/forms-and-publications/fact-sheets/amsa1590.pdf

After completing the college-course a candidate must pass an AMSA final

assessment for issue of their Certificate of Competency.

Once that has been achieved AMSA will not issue the Certificate of Competency
until the following AMSA-required ‘short-courses’ [costing about $9,000 in 2017] are also
obtained:-
i. advanced fire fighting training from an AMSA-approved RTO
ii. medical first aid training from an AMSA-approved RTO
iii. certificate of proficiency in survival craft and rescue boats other than fast rescue
boats; and
iv. certificate of medical fitness from an AMSA approved Doctor.
v. a candidate only holding Engineer Class 3 must complete basic safety training from
an AMSA-approved RTO in:
a. personal survival techniques; and
b. fire prevention and fire fighting
c. elementary first aid
d. personal safety and social responsibilities
e. security awareness training
vi. a candidate holding Engineer Watchkeeper must complete security awareness
training

A4. Progression to Marine Engineer Class 1 (‘EC1’)

A Certificate of Competency as Marine Engineer Class 1 (‘EC1’) is an STCW-

qualification, and therefore recognised anywhere in the world.
Holders are qualified to be:
• Chief Engineer of all vessels of unlimited propulsion-power anywhere in the
world
• and they can perform all work that can be done by an Engineer Class 2,
Engineer Class 3, Engineer Watchkeeper and a Marine Engine Driver or
engine rating.

Once having obtained EC2, or equivalent, advancement to EC1 is possible.

An approved college course for Marine Engineer Class 1 includes:

• an approved Advanced Diploma level college course; and

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 • at least 42 months qualifying sea service whilst holding Engineer Watchkeeper
or Engineer Class 2, at least 18 months of which was whilst holding Engineer
Class 2 and at least 24 months of which was whilst holding Engineer Class 3;
or
• at least 36 months qualifying sea service whilst holding Engineer Watchkeeper
or Engineer Class 2, at least 12 months of which was whilst holding Engineer
Class 2; or
• at least 24 months qualifying sea service whilst holding Engineer Watchkeeper
or Engineer Class 2, at least 12 months of which was whilst holding Engineer
Class 2 and serving as First Engineer.

A table setting out AMSA-approved registered training providers (‘RTO’) who

provide the Marine Engineer Class 2 college course and workshop skills training is
available [costing about $12,000 in 2017] at
https://www.amsa.gov.au/forms-and-publications/fact-sheets/amsa1590.pdf

After completing the college-course a candidate must pass an AMSA final

assessment for issue of their Certificate of Competency.

Once that has been achieved AMSA will not issue the Certificate of Competency
until the following AMSA-required ‘short-courses’ [costing about $9,000 in 2017] are also
obtained:-
i. advanced fire fighting training from an AMSA-approved RTO
ii. medical first aid training from an AMSA-approved RTO
iii. security awareness training
iv. training from an AMSA-approved RTO
v. certificate of proficiency in survival craft and rescue boats other than fast rescue
boats; and
vi. certificate of medical fitness from an AMSA approved Doctor.

A5. Electro Technical Officer (‘ETO’)

The 2010 ‘Manila Amendments’ to the STCW Convention introduced the capacity for
ship’s electrical/electronics engineers to be recognised by issue of an STCW
Certificate of Competency, and Australia has given effect to this in Marine Order 72
(Engineer Officers).
Accordingly the holder of an ETO Certificate of Competency is qualified to perform
electrical and electronic work on all ships within Australia or around the world.

As a first step AMSA has set standards to be met for existing ‘Marine Electricians’,
as well as Marine Engineers holding an Electrical Trade, to be issued with a
Certificate of Competency as Electro Technical Officer and the Australian Maritime
College (nested within University of Tasmania) has been providing ETO training
modelled on the STCW/IMO ‘model course’ for ETOs.

TAFE colleges however are required to teach in accordance with the Maritime
Training Package, and this has not yet been amended to incorporate ETO training
under the VET system. AIMPE through the Maritime Industry Reference Committee,
in conjunction with Australian Industry Standards Ltd, is in the process of contributing
to these changes to set out the training requirements to be met by AMSA-approved
RTOs in training ETOs in future. The new arrangements are likely to be available
from about 2020.

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Part B - What is AIMPE?

The Australian Institute of Marine and Power Engineers [“AIMPE”] is the professional
organisation and trade union for Marine Engineers in Australia, a role it has fulfilled
since engineers banded together to protect themselves and their profession in 1881.

As well as representing the professional interests of AIMPE members with regulatory

authorities and government, AIMPE is also the trade union representing your
industrial relations interests, negotiating employment conditions in industrial
agreements with your employer.

You will find more information on our website:

www.aimpe.asn.au

Part C - What is it like to be a Marine Engine Driver, Marine Engineer or ETO?

Australia does not have a strong maritime tradition, despite that most of our
forebears arrived here by ship. Australians identify with sheep and wheat farming,
with mining, with industry, but are largely oblivious to the business being conducted
out of the many ports spread around Australia’s 60,000km of coastline.

So what is it like to be a Marine Engine Driver, Marine Engineer or ETO?

C1. MARINE ENGINE DRIVERS

Although a lot of the work for holders of the three Grades of Marine Engine Driver
Certificate of Competency is typically on work-boats within a Port or on cross-river
ferries, harbour ferries or vessels trading in semi-sheltered waters to islands across
a bay (like Stradbroke Island ferries for example) some vessels offer employment as
‘crew-boats’ for harbour-dredging or oil & gas operations or carrying cargo up and
down the coast.

Marine Engine Driver qualifications are primarily operations-focussed, not

maintenance-capable. However, many Marine Engine Drivers who happen to also
possess Trade-skills actually carry out maintenance functions far above the
expectations associated with their Marine Engine Driver qualification.
Depending on the size of the vessel, and the grade of the qualification held, the job
of a Marine Engine Driver can gain in complexity:
• A Marine Engine Driver Grade 3 typically checks oil and fuel and starts the
engines ready for operation, then usually assists with other tasks on the
vessel. Responsibility for maintenance extends to changing oil and filter, and
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 unclogging the sieves/strainers that prevent marine life from being sucked in
with engine-cooling seawater. However this is a great way to commence a
career in marine engineering.

• A Marine Engine Driver Grade 2 can also find work on larger vessels such as
vehicular ferries and some work-boats (small tugboats that tow barges). In
addition to the checks performed by a Marine Engine Driver Grade 3 they
would be expected to monitor the running of machinery and check the safety
of batteries used for engine starting and emergency lights. They normally lend
a hand with tying-up the vessel or other tasks as well. The ‘National Law’
permits the holder to be Chief Engineer on a vessel of less than 500 kW
propulsion power operating within Australia’s EEZ.

• A Marine Engine Driver Grade 1 can serve as Chief Engineer on a

commercial vessel of less than 750 kW propulsion power operating within
Australia’s EEZ. This often sees them employed on small cargo vessels (such
as Landing Barges or similar) supplying island communities in each of the
States but particularly in Northern Australia. Some smaller vessels in a
dredging operation may also offer employment, along with smaller vessels in
offshore oil and gas construction operations.

• Marine Engine Drivers employed in bays/harbours/rivers normally get home

each night and so they work similar hours/shifts to a worker ashore.

• But those Marine Engine Drivers employed in vessels trading up the coast or
in offshore oil and gas operations do not get home each night and so they
normally ask AIMPE to help them negotiate a leave-accrual system to
recompense them for the loss of time at home.

C2. MARINE ENGINEERS

A Marine Engineer not only operates marine propulsion and related machinery, but is
trained to maintain and repair that
machinery, whether mechanical,
electrical or hydraulic.
Most employment of Marine Engineers
is on vessels that preclude getting
home each night and they are required
to live onboard the vessel, and so they
normally ask AIMPE to help them
negotiate a leave-accrual system to
recompense them for the loss of time
at home.

A Marine Engineer Class 3 can serve as Chief Engineer or assistant engineer on a

commercial vessel of less than 3,000 kW propulsion power operating within
Australia’s EEZ. This often sees them employed on larger cargo vessels (usually
less than 2,000 tonnes) workboats involved in a dredging operation or smaller oil-rig
supply-vessels in offshore oil and gas operations or with Customs/Border patrols.

A Marine Engineer Watchkeeper can serve as an assistant engineer on a

commercial vessel of unlimited propulsion power operating anywhere in the world.
This often sees them employed on large cargo vessels (more than 2,000 tonnes and
usually more than 20,000 tonnes), large vehicular ferries like the ‘Spirit of Tasmania’,
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large harbour-dredging and large oil-rig supply-vessels, seismic-survey vessels,
floating production/storage/offtake (‘FPSO’) facilities and other offshore oil and gas
vessels.

A Marine Engineer Class 2 can serve as Chief Engineer or assistant engineer on a

commercial vessel of less than 3,000 kW propulsion power operating anywhere in
the world. Additionally they can serve as First Engineer or assistant engineer on a
commercial vessel of unlimited propulsion power operating anywhere in the world.
They are employed in the same places/vessels as Watchkeepers, or Engineer Class
3, but in a higher Rank and with higher pay. They are often also employed as Chief
Engineer on harbour-towage tugboats.

A Marine Engineer Class 1 can serve as Chief Engineer or assistant engineer on a

commercial vessel of unlimited propulsion power operating anywhere in the world.
They are employed in the same places/vessels as Watchkeepers or Engineer Class
3, but in a higher Rank and with higher pay. They are often also employed as Chief
Engineer on harbour-towage tugboats.

C2.1 SEAGOING
LIVING ENVIRONMENT

A large ocean-going cargo ship will

have a complement of Chief Engineer
and 3 other engineer officers, Captain
and 3 other deck officers, a Cook and
possibly an additional Caterer, and a
number of Integrated Ratings [i.e. a
rating who works in either the
engineroom or on deck as required]

and a Chief Integrated Rating. As a

Marine Engineer Officer you are
entitled to your own cabin, with bed,
wardrobe and desk and usually also
with a couch and sometimes an
armchair. Most have an en-suite
(shower + toilet). A large ocean-going
cargo ship will have a Duty-Mess for
eating meals when in working clothes

and a ‘restaurant’ for when the meal is in

your off-duty time. There is an Officer’s
Recreation Lounge [which may or may
not have a Bar depending on the type of
trade the vessel is in] with audio-visual
entertainment equipment and a similar
Ratings Recreation Lounge elsewhere in
the ship. There will be a small Library
and there may be a TV Room and a
gymnasium.
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C2.2 Hours of Work & LEAVE
Most sectors of the industry work a 10 to 12 hour day, 7 days per week.... you may
think that is a lot but you are away at sea and wont get home for many weeks so it is
good to be kept busy.

More importantly as you have worked about 80 hours per week whilst at sea you
have earned the equal-time leave: for each day you have worked you have accrued
a day of leave which keeps you on full salary when your ‘duty-swing’ is complete and
you go home for a similar number of weeks of leave.

Some ships are never far from home, have telephone and email contact most of the
time, and the ‘duty-swing’ is as short as 5 to 6 weeks. Other ships trade all around
the Australian coast and overseas and the ‘duty-swing’ is 10 to 12 weeks. Some of
the oil-producing ships [called FPSOs] work 3 weeks on duty, 3 weeks off duty, 3
weeks on duty, 6 weeks on duty..... naturally these jobs are sought-after.

C2.3 SEAGOING WORK ENVIRONMENT

Every activity described herein is performed on an unstable deck/ platform that
pitches, rolls, and yaws or heaves, sways and surges according to the condition of
the sea and the actions taken by the helmsman; neither of which you can see or
predict. Many seafarers on their first-trip get very seasick.

Most adapt within a few days and have little trouble thereafter. Some hardy souls get
seasick for the first day or so of every voyage no matter how many years they work
at sea.
(there are many other types of commercial vessels of different sizes and engine-capacity but the following description is typical
of the largest ocean-going cargo vessels).
In addition the deck/platforms, within the (approximately) 10-storey high space that is
the engine-room are vibrating/oscillating as a result of the percussive effect of each
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explosion in each massive cylinder of the ship’s slow-speed main engine in which
the cylinder is half a metre to 1 metre wide and has a stroke approaching six foot
long and operates at only ninety (90) revolutions per minute.

Added to this is an ambient air temperature in the hotter parts of the engineroom of
35 to 45 degrees Celsius and the turbo-charger whine which at 1 metre commonly
measures over 110 dBA.
Machinery and plant is found at all levels within the engineroom and access is via
engineroom ‘ladders’; these
ladders have steel treads about
100mm wide and are usually
inclined at about 30 degrees away
from the vertical. Tools in hand,
and in a sea-way, the Engineer
must access all levels of the
engineroom to perform
adjustments and repairs and
monitor gas and fluid
levels/temperatures/pressures and
respond to alarms from the 2000-
point machinery-alarm system
which the duty Engineer monitors
from the Engine Control Room
[see photo].
Even when you reach the peak of
your career as Chief Engineer,
and your role becomes
increasingly technical/
administrative/ supervisory your
responsibilities still require you to
respond day or night to take
charge of the engineroom should
the situation get beyond the
capacity/experience of the Engineer in charge of the watch.

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C2.4 Duties

Marine Engineers are responsible for the operation, and for the maintenance, of all
propulsion systems whether steam, gas-turbine or marine-diesel and for all the
cooling systems, heat-exchangers, lubricating systems, fuel-systems, water-
treatment systems, as well as electrical power [415Volt multi-alternator systems and
some use 6kV systems] generation and distribution on the ship, for all the diesel
engines or steam-turbines that drive such alternators, for all hydraulic power
systems, pneumatic systems, control systems, alarm systems and emergency
systems. We cannot begin to describe all the duties of the marine engineer: to try
would be to reproduce STCW95, Marine Orders 28 [Operating Procedures and
Standards] and the International Safety Management Code. In short, however, the
simple truth is that the marine engineer must in any situation rely on him/herself to
do what it takes to ensure the safety of personnel, machinery and ship; there is no
one else to turn to at sea.

Large merchant cargo ships [say 10,000 tonnes and larger] commonly are manned
by four Marine Engineers; a Chief Engineer, First Engineer, Second Engineer and
Third Engineer.
The lower 3 engineers take turns in being the ‘Duty-Engineer’ responsible for a 24
hour period for all alarms and isolations. The engineer may be asleep or in the
shower but must respond immediately to such alarms and if the alarm is not
cancelled within the first few minutes it will default to the Chief Engineer’s cabin and
wake him/her up too.
These three engineers are also allocated specific machinery/systems for which they
take primary responsibility for all maintenance; this is not simply a case of waiting for

something to breakdown, instead there are 2 important methods of determining

maintenance-needs: (1) observation and diagnosis and (2) “Planned Maintenance” a
system in which according to operational running-hours the machine is taken out of
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service and dismantled by the engineer so that its condition can be measured, parts
machined/refurbished or spare parts fitted as required, then re-built. The
pump/engine/compressor/centrifuge/heat-exchanger etc can be taken out of service
after the ‘standby’ machine in the system is started and operated in the stead of the
machine to be overhauled. It should be noted that this is heavy physical work which
the Engineer does him/herself; you dismantle the machinery, you lump the heads of
the diesel-alternator out to where you can get a sling on to it for access to any crane
or overhead rail to raise it up several levels to the workshop, you re-condition it and
return it to the engine and rebuild it, torque the bolts to the manufacturer’s
specifications. When this same task is done on a main engine bolt of about 100 mm
diameter, you may have to use ‘flogging-spanners’ and a sledgehammer to apply the
correct torque or on more modern ships use hydraulic bolt-tensioning equipment to
do so. Within the crankcase of the main engine you climb on top of the oil-coated
crankshaft and lift heavy hydraulic equipment into place to torque the nut holding
each piston rod to the engine cross-head so that you can remove the piston to
change the (half a metre to 1 metre wide) cast-iron piston-rings then stand inside the
cylinder using an angle-grinder to smooth score-marks on the cylinder-liner. Many
tasks, including changing a broken piston-ring, may at times have to be performed
as an emergency break-down repair at sea with the vessel entirely at the mercy of
the waves as you work to repair the propulsion machinery.

Your duties are performed all over the ship and will include the following examples:-

• From the Forecastle:

Inspect/operate/maintain emergency diesel-driven fire pump, deck-air
compressor, hydraulic power systems for anchor-windlass and deck-winches and
climb down vertical ladders to bow-thruster room (immediately under the bow) to
inspect/repair the bow-thruster machinery as required.

• To the main deck

Work on deck to take fuel tank ‘soundings’ using a steel tape down the pipe for
each of the many tanks Port and Starboard for light diesel fuel and heavy fuel oil.
Also work on deck to repair hydraulic systems for winches, cargo hatches &
hydraulic systems or electrical systems for deck-cranes [depending on type of
vessel]
Work beneath the deck when Ballast and other tanks are opened up for
inspection or to gain access to deep-well pumps which are submerged inside the
tanks. Climb vertical ladders to the bottom of the cargo holds to overhaul hold-
bilge pipes and valves and (on dry-cargo self-discharger ships)
inspect/adjust/maintain/repair in-hold cargo-conveyor-systems and cargo-
bucket/scraper systems as well as all associated machinery.

• To the ship’s Accommodation

Supply/maintain electricity, hot and cold water, sewerage treatment, heating and
air-conditioning to the ship’s living areas, all ship’s refrigeration plant and cold-
rooms, plumbing, bathrooms, toilets, ventilation system, washing machines,
drying machines, galley equipment [similar to a large commercial kitchen] and
services to all cabins and public rooms.

• To the engine-spaces:

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 These extend from the main deck downwards about 5 or 6 storeys [to the bottom
of the ship] and from the main deck rise 4 or 5 storeys [surrounded by
accommodation levels].

At the bottom of the

ship you will be
checking the condition
of the stern-tube-seals
on the propeller-shaft
[see photo right] at the
rear of the bottom-
most depths of the
engine-room (see
photo, right), then
lifting hatches in steel
bottom-plates [1 to 2
square-metre pieces
of steel chequer-plate
flooring ] to access
fuel/ballast/bilge pipes
and pumps to inspect
pump-seals and use hand-operated-valves.
Nearby will be the sewage treatment plant and usually on this level that the fresh-
water-generator [for producing drinking water from seawater] is located. This is
also the level of the main-engine crank-case doors which are opened in port to
allow you to perform maintenance such as inspecting all fasteners within the
crankcase, climbing over the crankshaft to take readings of crankshaft –
deflections, changing bearings, removing piston-nuts to permit piston-removal
and overhaul etc.

Up the next engine-room ladder you will find the engine-side manual-control
station which you would use to operate the main engine under local-control
should all forms of remote-control fail. Pumps, heat exchangers, lubrication
systems and cooling water systems are all around you.

Up the next engine-room ladder you will find the engine-tops where each cylinder
has a separate head fastened on with 8 to 12 large bolts (bolt-diameter up to

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 about 100mm) which you will need to remove to gain access to that cylinder to
remove the piston, change rings, etc.

The Engine Control Room will likely be adjacent and have a window looking out
onto this level of the
engineroom; this is
your first stop when
answering an Alarm
as the Duty
Engineer and you
will silence the
Alarm, identify the
hazard, determine
and take corrective
action and when
safe operation has
been restored,
cancel the Alarm.
Some manual
‘Logging’ of these
events will be
required, no matter
how well the control systems make an electronic log of events.

Up the next engine-

room ladder you will
usually find 3 diesel-
alternators, each diesel
about 3 metres long
and typically outputting
about 800 to 1200kW ,
a workshop and
storerooms for spare-
parts and engineers
equipment and tools.
On these and ever-
higher levels within the
engineroom spaces
you will also be
responsible for an oil-
fired Boiler, exhaust-
gas waste-heat boiler/economiser, fuel heating, fuel oil and lubricating oil
centrifuge/purifier units (see photo above ) systems,
cooling water [Freshwater] systems, cooling water [Seawater] systems, boiler-
water systems and the like. This description is illustrative, not exhaustive.

C2.5 SEAGOING TECHNOLOGY.

If you want to become a Marine Engineer because you see yourself tapping the keys
of a computer operating high tech equipment in air-conditioned comfort and spotless
white overalls then be aware that there is only one place in the Engine Room that is
air-conditioned, and that is the Control Room, a place that you will spend only a

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small proportion of your time. The remainder of your time is spent in physically
inspecting machinery, operating it, fault-finding/diagnosis and maintenance tasks.

There are some ship operators prepared to invest in new technology: for example

the brand new “Searoad Mersey II” (pictured) whose MAK engines operate on LNG
rather than diesel fuel.

However, the job

of a Marine
Engineer is to
adapt to and excel
in operating and
maintaining
whatever the era
of technology is
available to them,
no matter the
vintage of the
equipment.

Most of the
technology is in
the design/construction of the machinery for which you are responsible plus in your
knowledge that will [in time] permit you to take readings and make adjustments to
the operation of machinery to optimise its operation.
The rest of the
technology is in
your head; it is the
engineering
knowledge that will
allow you to look at
the systems around
you and
understand them
so well that you will
know when a noise/
smell/ temperature/
pressure indicates
a fault and you will
have the skills to
deduce where in the system corrective adjustment or maintenance is required.

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Other Requirements
A seafarer must be able to pass the Medical-examination for issue of a certificate of
Fitness from an AMSA-approved Doctor who will test your general healthv, vision
(including colour), and hearing.

A seafarer will have unrestricted access to port and ship ‘security-zones’ and
therefore must also be able to pass the AFP/ASIO assessment for issue of a
Maritime Security Identification Card.

You want to know more?

If you want to know more about becoming a Marine Engine Driver, Marine Engineer
or ETO see our website www.aimpe.asn.au , contact one of our Branch offices, or
contact me at [email protected]

Henning Christiansen,
AIMPE Director Professional Development
0419 400 324

i
In this case on a domestic vessel operating within Australia’s EEZ, that is less than 35m long and has multiple
main engines the propulsion power is NOT the addition of ALL engines capable of propelling the vessel, it is
only the power of ONE Engine. This is because the ‘National Law’ refers to the National Standard for
Commercial Vessels, Part ‘D’ of which defines ‘propulsion power’ as:
“…The largest value of maximum continuous rated power of the vessel’s main propulsion machinery,
for the propulsion of the vessel by 1 screw, on the vessel’s certificate of survey or certificate of
operation…”
ii
ENGINEER WATCHKEEPER does not permit the holder to be Chief Engineer, even on a small vessel, so
they sometimes go sideways and seek an EC3 certificate permitting role as chief engineer on some vessels.
iii
STCW sets watchkeeping obligations and standards, and Australia gives effect to this through a regulation
called Marine Order 28 (Operations Standards & Procedures)
iv
In this case propulsion power is the addition of ALL engines capable of propelling the vessel. This is because
the STCW Convention, the Navigation Act and Marine Order 72 (Engineer Officers) define ‘propulsion power’
as:
“… the total maximum continuous rated output power, in kilowatts, of all a vessel’s main propulsion machinery
which appears on the vessel’s certificate of registry or other official document…”
v
To a standard set under Marine Orders Part 9 [Health-Medical Fitness]. Aids to vision are permitted but colour blindness can be a problem.
If in doubt go undertake the AMSA-Medical before you commence this career.

Australian Institute of
Marine & Power
Engineers
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