UNIT 13

MANNING AND WATCHKEEPING

A. Short history
As powered ships developed in the 19th century, their crews evolved into three distinct groups: (1)
the deck department, which steered, kept lookout, handled lines in docking and undocking, and performed
at-sea maintenance on the hull and nonmachinery components, (2) the engine department, which operated
machinery and performed at-sea maintenance, and (3) the stewards department, which did the work of a
hotel staff for the crew and passengers. The total number of crew varied widely with the function of the
ship and with changes in technology. For example, an early 20th-century transatlantic liner might carry
500 stewards, 300 crew members in its engine department (most of them occupied in hand-firing the
boilers), and 70 crew in its deck department. The later adoption of oil fuel and also of the diesel engine
allowed a drastic cut in the engineering department. Still later, such devices as autopilots for steering and
automatic constant-tension mooring winches allowed reductions in the deck department. Meanwhile, the
need for stewards on passenger ships has remained high: a cruise ship will still carry a stewards
department of several hundred.
In 1960 a steam-powered cargo ship (operating under the U.S. flag) might carry a crew of 45,
comprising 20 deck (6 licensed officers), 16 engineering (6 licensed officers), 8 stewards, and 1 radio
officer. By 1990 the crew for a similar ship, which was likely to be diesel-powered, might number 21 - all
three departments having been shrunk by technological advances that reduced not only labour but also the
need for watch-standing, especially in the engine room, where automatic control and monitoring has
obviated the need for constant attendance on machinery.
As of 1990 U.S. law required distinct deck and engine departments and sufficient personnel for
three watches a day - requirements difficult to meet with a crew of less than 20. However, experiments in
fleets of other maritime nations show that current technology allows a crew to number as few as 10. In
order to attain such minimal crewing, the traditional distinction between engine and deck departments
must be removed in favour of persons trained as "ship operators." With machinery automated to the extent
that it can be monitored and controlled from the ship's wheelhouse - and with much of the maintenance
done by special roving teams that can come by air from a distant home base - crews on the order of 10 in
number may become generally accepted.
B. The organization of a ships crew
The man in charge of a ship is the Master. He is responsible for the ship, her cargo and the safety of
the crew. He must be well qualified and an experienced navigator. Although his correct title is the Master,
he is addressed as Captain.
The organization of the crew of a cargo ship is changing, but it is still customary to find Deck, Engine,
Catering and Radio Department in ships of a reasonable size. Each department is made up of a varied
number of officers, petty officers and ratings.
The Chief Officer, or first Mate as he is often called, is the Masters chief officer and head of the
Deck Department. He is assisted by a Second Officer (Mate), a Third Officer (Mate), and sometimes a
Fourth Officer (Mate). Several companies employ a First Officer as well as a Chief Officer. The Deck
Department also includes a Boatswain (Bosun) and a Carpenter, both petty officers, and a number of
ratings. These are made up of Able Seamen (AB), Ordinary Seamen (OS) and a middle grade known as
Efficient Deck Hands (EDH). There are other grades of seamen. On some ships Navigating Cadets are
carried for training purposes.

The Chief Engineer is head of the Engine Department. He is assisted by a Second, Third, Fourth and
sometimes Fifth Engineer. The engine room petty officers are the Storekeeper and Donkeyman. On
tankers there is also a Pumpman. He is also a petty officer. The engine room ratings are Firemen and
Greasers. There may also be Engineer cadets.
The Catering department is under the Chief Steward. It is divided into a saloon and galley section.
The former is headed by the Second Steward, the latter by the Ships Cook. They are both usually petty
officers. They are assisted by several stewards and cooks, and by a number of junior ratings.
The Radio Department often consists of only one man: the Radio Officer, but on most ships this
function doesnt exist any more.
C. Watchkeeping and equipment operation in the engine department
The round the clock operation of a ship at sea requires a rota system of attendance in the machinery
space. This has developed into a system of watchkeeping that has endured until recently. The arrival of
Unattended Machinery Spaces (UMS) has begun to erode this traditional practice of watchkeeping.
The Chief Engineer is directly responsible to the Master for the satisfactory operation of all
machinery and equipment. Apart from assuming all responsibility, his role is mainly that of consultant
and adviser. It is not usual for the Chief Engineer to keep a watch.
The Second Engineer is responsible for the practical upkeep of machinery and the manning of the
engine room; he is in effect an executive officer. On some ships the Second Engineer may keep a watch.
The Third and Fourth Engineers are usually senior watchkeepers or engineers in charge of a
watch. Each may have particular areas of responsibility, such as generators or boilers.
The Fifth and Sixth Engineers may be reffered to as such, or bellow Fourth Engineer may be
classed as Junior Engineers. They will make up as additional watchkeepers, day workers on maintenance
work or possibly act as Refrigeration Engineer.
Electrical Engineers may be carried on large ships or where company practice dictates. Where no
specialist Electrical Engineer is carried the duty will fall on the engineers.
Various engine room ratings will usually form part of the engine room complement. Donkeyman
are usually senior ratings who attend the auxiliary boiler while the ship is in port. Otherwise they will
direct the rating in the maintenance and upkeep of the machinery space. A storekeeper may also be
carried and on tankers a pumpman is employed to maintain and operate the cargo pumps. The engine
room ratings, e.g. firemen, greasers, etc., are usually employed on watches to assist the engineer in
charge.

The watchkeeping system

12 - 4

4-8

8 - 12

a.m.

Middle watch

Morning watch

Forenoon watch

p.m.

Afternoon watch

Evening watch

First watch

Deck

Second Officer

Chief Officer

Third Officer

Engine

Third Engineer

Second Engineer

Fourth Engineer

The Evening watch can be divided into First Dog Watch 1600 1800 and
Second dog Watch 1800 2000.

The system of watches adopted on board ship is usually a four hour period working with eight
hours rest for the members of each watch. The three watches in any 12 hour period are usually 12-4, 4-8
and 8-12. The word watch is taken as meaning the time period and also the personnel at work during
that period.
The watchkeeping arrangements and the make up of the watch will be decided by the Chief
Engineer. Factors to be taken into account in this matter will include the type of ship, the type of
machinery and degree of automation, the qualification and experience of the members of the watch, any
special conditions such as weather, ship location, international and local regulations, etc. The engineer
officer in charge of the watch is the Chief Engineers representative and is responsible for the safe and
efficient operation and upkeep of all machinery affecting the safety of the ship.
a. Operating the watch
An engineer officer in charge with perhaps a junior engineer assisting and one or more ratings,
will form the watch. Each member of the watch should be familiar with his duties and safety and survival
equipment in the machinery space. This would include knowledge of the firefighting equipment with
respect to location and operation, being able to distinguish the different alarms and the action required, an
understanding of communication systems and how to summon help.
At the beginning of the watch the current operational parameters and the condition of all
machinery should be verified and also the log readings should correspond to those observed. The engineer
officer in charge should note if there are any special orders or instructions relating to the operation of
main machinery or auxiliaries. He should determine what work is in progress and any hazards or
limitations this presents. The levels of tanks containing fuel, water, slops, ballast, etc., should be noted
and also the level of the various bilges. The operating mode of equipment and available standby
equipment should also be noted.

At appropiate intervals inspections should be made of the main propulsion plant, auxiliary
machinery and steering gear spaces. Any routine adjustments may then be made and malfunctions or
breakdowns can be noted, reported and corrected. During these tours of inspection bilge levels should be
noted, piping and systems observed for leaks, and local indicating instruments should be observed.
Bilge orders must be promptly carried out and a record of any required changes in speed and
direction should be kept. When under standby or manoeuvring conditions with the machinery manually
operated the control unit or console should be continuously manned.
Certain watchkeeping duties will be necessary for the continuous operation of equipment or plant
the transferring of fuel for instance. In addition to these regular tasks, other repair or maintenance tasks
may be required of the watchkeeping personnel. However no tasks should be set or undertaken which will
interfere with the supervisory duties relating to the main machinery and associated equipment.
During the watch a log or record will be taken of various parameters of main and auxiliary
equipment. This may be a manual operation or provided automatically on modern vessels by a data
logger. The completed log is used to compile a summary sheet or abstract of information which is
returned to the company head office for record purposes.
Where situations occur in the machinery space which may affect the speed, manoeuvrability,
power supply or other essentials for the safe operation of the ship, the bridge should be informed as soon
as possible. This notification should preferably be given before any changes are made to enable the bridge
to take appropriate action.
The engineer in charge should notify the Chief Engineer in the event of any serious occurrence or
a situation where he is unsure of the action to take. Examples might be, if any machinery suffers severe
damage, or a malfunction occurs which may lead to serious damage. However, where immediate action is
necessary to ensure safety of the ship, its machinery and crew, it must be taken by the engineer in charge.
At the completion of the watch each member should hand over to his relief, ensuring that he is competent
to take over and carry out his duties effectively.
b. UMS operation
Where the machinery space is unattended, a duty engineer will be responsible for supervision. He
will normally be one of the three senior watchkeeping engineers and will work on a 24 hours on, 48 hours
off rota. During his rota period he will make tours of inspection about every four hours beginning at 7 or
8 oclock in the morning.
The tour of inspection will be similar to that for a conventional watch with due consideration
being given to the unattended mode of machinery operation. Trends in parameter readings must be
observed, and any instability in operating conditions must be rectified. A set list or mini-log of readings
may have to be taken during various tours. Between tours of inspection the Duty Engineer will be on call
and should be ready to investigate any alarms relayed to his cabin or the various public rooms. The Duty
Enginner should not be out of range of these alarms without appointing a relief and informing the bridge.
The main log book readings will be taken as required while a tour of inspection. The various
regular duties, such as fuel transfer, pumping of bilges, and so on, should be carried out during the
daywork period, but remains the responsibility of the Duty Engineer to ensure that they are done.

TASK 1 Write a description of the Engine Department on a cargo ship.

Stage 1. Sort out this list5 of engine room personnel in order of seniority:
Greasers, Electrical Officer, Storekeeper, Third Engineer, Pumpman (on tankers), Chief Engineer,
Donkeyman, Fourth Engineer, Engineer cadets, fireman, Second Engineer.

Stage 2. A composition usually has an opening paragraph to introduce the subject and perhaps give an
overall picture. Read through this opening paragraph to a description of the Deck Department and then
write an opening paragraph to your description using this as a guide.
The Deck Department is made up of a number o9f officers, petty officers and ratings. The Chief
Officer is in charge of the department and he is assisted by a Second Officer, a Third Officer and
sometimes a Fourth Officer. There are two petty officers: a Boatswain and a Carpenter. There are also a
number of deck ratings including Able Seamen, Efficient Deck Hands and Ordinary Seamen. Sometimes
there are navigating cadets too.
Stage 3 Now continue your description by writing out the following notes in a paragraph to show who is
responsible for what:
Chief Engineer Master the Engine Department. He (to look after) the day-to-day running of the
department. Second Engineer maintenance of the engine room, deck and other machinery. Engine room
watchkeeping duties Second, third and Fourth Engineers. The maintenance and repair of all electrical
equipment Electrical Officer. Storekeeper and Donkeyman Chief Engineer. Strorekeeper the
storeroom. Donkeyman lubrication. On tankers, Pumpman Chief Officer loading and unloading oil
and water ballast. Of the engine room ratings, Greasers general oiling and cleaning duties, and Fireman
looking after the boilers.

D. Terms relating to position in a ship

At the fore end of a ship is known as forward.
At the after end of the ship is known as aft.
At the midships part is known as amidships.
The extreme fore end is known as right forward.
The extreme after end is known as right aft.
In front of is known as before or forward of.
Behind is known as abaft or aft of.
Across the ship from side to side is athwartship.
Along the lengh of the ship from stem to stem is fore and aft.

Description of a modern general cargo ship:

A modern general cargo ship has her engine room and bridge superstructure aft. She may have
four holds forward of the bridge and one hold aft of the bridge. Forward of No1 hold is the forecastle and
right forward is the jackstaff. Derricks are supported by masts and samson posts. They are stowed fore
and aft when the ship is at sea. There are two lifeboats, one on the port side aft, another on the starboard
side aft, abaft the funnel.
The poop and the bridge superstructure are combined. There is an ensign staff right aft.

D. Vocabulary

auxiliary machinery ~
auxiliare
breakdown
~
defeciune
Chief Engineer ~ ef
mecanic
crew ~ echipaj

bilge ~ santin

Boatswain (Bosun) ~
eful marinarilor
Carpenter ~ marangoz Catering department ~
popota
Chief Officer ~ secund
Chief
Steward
~
intendent ef
deck Department ~ Donkeyman ~ mecanic
sector
/departament de auxiliare
punte
Electrical Engineer ~ engine Department ~ Engineer
cadet
~
inginer electrician
sector main
inginer aspirant
firefighting equipment Firemen ~ fochist
greaser ~ marinar
~ echipament de lupt
mecanic
contra incendiilor
First Officer ~ ofier galley section ~ sector hazard ~ accident
unu
buctrie
to keep a watch ~ a face leak ~ scurgere
log ~ jurnal
de cart
main propulsion plant malfunction
~ manning ~ echipare cu
~ instalaia principal defeciune
personal
de propulsie
Master ~ comandant
Navigating Cadet ~ petty officers ~ maitri
aspirant
Pumpman ~ mecanic radio Department ~ Radio Officer ~ ofier
de pompe
departament radio
radio
ratings ~ marinari
rota system ~ sistem saloon section ~ sala de
non-stop
mese
Second Officer ~ ofiter slop ~ reziduu prtrolier standby equipment ~
doi
echipament de rezerv
steering
gear
~ Storekeeper
~ summon help ~ a cere
mecanism de guvernare magazioner
ajutor
Third Officer ~ ofier unattended
~ upkeep ~ a ntreine
trei
nesupravegheat
watchkeeping ~ cart

E. Prepositons of place
Some prepositions show the place and the question they answer is where:

at

in

He lives at number five.

at an exact place
Turn left at the top of the stairs.
Ill meet you at the station.
He lives in England.
a county
Jan works in Birmingham.
a town

He lives in Baker Street.

a street
Were you in the club last night? a building or area
Throw it in the wastepaper bin!
a container
on

Ill meet you on the platform.

Theres some coffee on the shelf.

under
in front of
behind
next to
beside
between
in the middle of
among
opposite
above
below
by
near
not far from
a long way from

The engine room is under the main deck.

The petty officer was standing in front of the panel.
The crane is behind the superstructure.
My cabin is next to yours.
Can I sit beside you?
The cadet is between the chief engineer and the second officer.
The mast is in the middle of the ship.
He found the hammer among many other tools.
Their berth is opposite ours.
The bridge superstructure is above the engine room.
The bilge is below the engine room.
Ill be standing by the wheelhouse.
Is there a bank near the station?
The centre is not far from the marina.
We are a long way from land.

Other prepositions of place show the movement (where to?) so they occur with the verbs of motion like
run, walk, jump etc.

up

The sailor climbed up the mast.

down

He fell down the stairs.

into

The cargo was lowered into the hold.

out of

The pipe was lifted out of the hold with a derrick.

past

He walked straight past me without speaking.

onto

The wrench fell onto the deck.

off

The launch took off the pilot.

round

The ship sailed round the cliffs.

through

The diver swam through the shoal.

over

The engineer walked over the bridge.

under

No one walked under the catwalk.

to

They took the ferry to Istambul.

across

The yacht sailed across the bay.

along

The boat sailed along the coast.

TASK 2
Exercise 1 Read this description of a voyage made by the MV Diomede. Then write similar descriptions
of the other 2 voyages outlined below. Use the appropiate prepositions and the definite article (the) where
necessary:
On 6 April, 1979 the general cargo vessel, the MV Diomede, left the port of New Orleans in the USA for
Hawaii in the Hawaiian Islands. She steamed across the Gulf of Mexico, through the Yucatan Channel
and along the north coast of Jamaica, calling at Kingston. Then she sailed through the Panama Canal and
across the Pacific Ocean to Hawaii.
10/9/80 bulk oil carrier SS Enterprise Nagasaki Japan Kharg Island Gulf east coast of China
Taiwan Straits South China Sea Singapore Straits of Mallacca Indian Ocean Kharg Island.
16/6/80 passanger liner MV Orient South Hampton UK Naples Italy English Channel Bay
of Biscay west coast of Portugal Lisbon Straits of Gibraltar Mediterranean Sea Naples.

Exercise 2 Write a similar description of any voyage made by your ship.