Guidelines for minimum safe manning

DWIL-GDL-01VER.01021

Guidelines for determining a ship’s minimum safe manning

The following guidelines have been developed to assist the Company in determining the
minimum safe manning. These guidelines have been developed taking into account Resolution
A.1047(27) Annex 2 Guidelines for determination of minimum safe manning.

In determining the minimum safe manning the Company must take into account the following
-

1. Sufficient number of qualified persons

There must always be sufficient numbers of STCW qualified seafarers onboard to meet
peak workload situations and conditions. This shall be determined with due regard to the
statutory minimum hours of rest requirements (see paragraph 4 below).

Consideration must also be given to -

a. the capability of the Master and the ship’s complement to coordinate the activities
necessary for the safe operation and for the security of the ship and for the protection
of the marine environment;
b. cargo handling and stowage, comprising the tasks, duties and responsibilities required
to plan, monitor and ensure safe loading, stowage, security, care during the voyage
and unloading of cargo to be carried on the ship; and
c. maintaining the safety arrangements and the cleanliness of all accessible spaces to
minimise the risk of fire.

2. Trading areas

The minimum safe manning document can be issued with an “unlimited” trading area.
However, there is the possibility of defining a “limited operational area”, to cater for vessels
which may be confined in their operations to a limited geographical area. The vessel’s
voyages will be limited in distance from a safe port, within which back up services are
available. The flag state may consider a different minimum safe manning level taking into
account the nature of the vessel’s voyages in that area.

A vessel which operates part of the time within a limited operational area and part of the
time on more extensive voyages may elect to have more than one minimum safe manning
document. Similarly passenger ships which have the capability to operate in more than one
mode may have a separate minimum safe manning document for each mode.

3. Watchkeeping

a. Deck department
There should always be sufficient navigational officers onboard a ship to –

• plan and conduct safe navigation;

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• maintain a safe navigational watch in accordance with the requirements of

the STCW Code;
• manoeuvre and handle the ship in all conditions; and moor and unmoor
the ship safely.

In most cases the vessel’s Master should not be required to keep regular watches
and a three-watch system should be adopted. However, under the following
circumstances the Ship Registry may consider a minimum safe manning application
for vessels of less than 3000GT which would require the Master to keep a regular
watch.

These circumstances must be stated on the minimum safe manning application form
and may include, but not be limited to –

• limited cabin numbers on the vessel; or

• vessels on short voyages which spend time in port in addition to cargo
duties.

Table 1 can be used as guidance for the Company when determining the minimum
safe manning requirements for the number of deck officers on a vessel.

Table 1 Deck department - Guidance for minimum manning

Vessel Manning scale

category
Vessels of Master (STCW Reg. II/2)
3000GT and Chief Mate (STCW Reg. II/2)
over 2 Officers in charge of a navigational watch (STCW Reg. II/1)
3 Navigational watch ratings (STCW Reg. II/4 or II/5)

Vessels of Master (STCW Reg. II/2)

500GT and over Chief Mate (STCW Reg. II/2)
and less than 2* Officers in charge of a navigational watch (STCW Reg.
3000GT II/1)
3 Navigational watch ratings (STCW Reg. II/4 or II/5)
*under certain circumstances this may be reduced by 1

Vessels less than Master (STCW Reg. II/3)

500GT Chief Mate (STCW Reg. II/3)
2 Navigational watch ratings (STCW Reg. II/4 or II/5)

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b. Engine department
There should always be sufficient engineers onboard to undertake the tasks, duties
and responsibilities required to –

• operate and monitor the ship’s main propulsion and auxiliary machinery and
evaluate the performance of such machinery;
• maintain a safe engineering watch in accordance with the requirements of
the STCW Code;
• manage and perform fuel and ballast operations; and
• maintain safety of the ship’s engine equipment, systems and services.

Except in ships operating with unattended machinery spaces, the chief engineer
should not normally be required to keep regular watches and a three-watch system
should be adopted. However, under the following circumstances the Ship Registry
may consider a minimum safe manning application for vessels not classed for UMS
operation of less than 3000kW propulsion power with one less Engineering Officer
in charge of an Engineering watch.

These circumstances must be stated on the minimum safe manning application form
and may include, but not be limited to –

• limited cabin numbers on the vessel; or

• vessel’s on short voyages which spend time in port in addition to cargo
duties

Table 2 can be used as guidance for the Company when determining the minimum
safe manning requirements for the vessel’s engine room department.

Table 2 Engine room – Guidance for minimum manning

Vessel category Manning scale

Vessels with Chief Engineer (STCW Reg. III/2)
propulsion power Second Engineer (STCW Reg. III/2)
of 3000kW or Officer in charge of an engineering watch (STCW Reg. III/1)
more classed for 1 Engine room rating (STCW Reg. III/4 or III/5)
UMS
Vessels with Chief Engineer (STCW Reg. III/2)
propulsion power Second Engineer (STCW Reg. III/2)
of 3000kW or 2 Officers in charge of an engineering watch (STCW Reg.
more not classed III/1)
for UMS 3 Engine room ratings (STCW Reg. III/4 or III/5)

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Vessels of 750kW Chief Engineer (STCW Reg. III/3)

or over but less Second Engineer (STCW Reg. III/3)*
than 3000kW 1 Engine room rating (STCW Reg. III/4 or III/5)
classed for UMS * an STCW Reg. III/1 Certificate is acceptable if it states “valid as
second engineer on vessels <3000kW”

Vessels of 750 kW Chief Engineer (STCW Reg. III/3)

or over but less Second Engineer (STCW Reg. III/3)
than 3000kW not 2* Officers in charge of an engineering watch (STCW Reg.
classed for UMS III/1)
2 Engine room ratings (STCW Reg. III/4 or III/5)
**under certain circumstances this may be reduced by 1

c. Exceptional circumstances
Under exceptional circumstances the flag state may permit a minimum safe
manning document for any vessel with fewer persons than stated in Tables 1 & 2.
These applications will only be considered when a company requests a specific
variation from the requirements on the minimum safe manning application form.

Currently, the circumstances where the flag state will consider an application for a
reduction of the safe manning onboard include –

• where the company already operates at least one sister vessel on the flag
state with that safe manning level; and
• the company provides evidence that the vessel has been operating in
compliance with the minimum hours of rest requirements and the vessel’s
flag State and port State control inspection records are considered to be
acceptable by the flag state.

The flag state will not consider an application for reduced manning under
exceptional circumstances where that vessel is not an ‘existing’ vessel, i.e. where
the vessel keel was laid after the application date of the Regulations.

d. Electrical engineering
Sufficient engineers or an electro-technical officer should be onboard to undertake
the tasks, duties and responsibilities required to –

• operate the ship’s electrical and electronic equipment; and

• maintain the safety of the ship’s electrical and electronic systems.

e. Unattended Machinery Spaces (UMS)

The minimum safe manning document states whether the vessel is operating in
UMS mode or with a manned engine room. To operate in UMS mode, the vessel
will have to be classed for periodically unattended engine room operation in
accordance with the vessel’s Classification Society requirements. A vessel operating

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in UMS mode requires less engine room personnel than a permanently manned
engine room.

In the event of a failure of the UMS system, the flag state must be advised in order
for the engine room manning levels to be re-assessed. Following the assessment,
there may be a requirement for additional engine room personnel and a short term
minimum safe manning document will be issued reflecting this increase in
personnel. This will state the vessel is operating with a manned engine room. When
the engine room is being operated in a non-UMS mode the engine room should be
manned by at least 2 persons.

f. Engineers on vessels of less than 750kW propulsion power

The flag state may stipulate on a case-by-case basis that an engineer with the
qualifications specified in STCW Reg. III/I is carried onboard a vessel with a
propulsion power of less than 750kW.
If the vessel’s propulsion power is less than 350kW an engineer may not be
required, however one of the senior officers will be required to be fully familiar with
the operation of the main engine and auxiliary systems.

Manning level assessment for vessels (SEWOP) involves evaluating the number of personnel
required to safely operate and maintain a ship.
Here's a general outline:

I. Vessel Information

- Type of vessel
- Size (GRT)
- Number of passengers (if applicable)
- Cargo type (if applicable)

II. Manning Level Factors

- Navigation and watchkeeping

- Engine room operations
- Deck maintenance and cargo handling
- Safety and emergency response
- Galley and hospitality (if applicable)
- Administration and management

III. Minimum Safe Manning (MSM) Requirements

- Meet international regulations (e.g., STCW, SOLAS)

- Comply with flag state requirements
- Consider vessel-specific needs

IV. Assessment

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- Evaluate current manning levels

- Identify areas for optimization
- Consider factors like:
- Vessel complexity
- Operating patterns
- Crew experience and training
- Safety record

V. Recommendations

- Optimal manning levels for each department

- Suggestions for improving efficiency and safety
- Training and resource needs

VI. Review and Update

- Regularly review manning levels

- Update as necessary to reflect changes in:
- Vessel operations
- Regulations
- Industry best practices

Note: This is a general outline, and a comprehensive manning level assessment should be
conducted by a qualified maritime professional or organization. The manning level assessment
will also require the client to state the mode of their operation and a bridging document be
signed by both parties.

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