The electro-technical officer (ETO) looks after everything on board that runs on electricity and electronics: generators and switchboards, motors and starters, automation and alarms, cranes and winches, and often the bridge and communication equipment. Ships get more electric and more automated every year, and good ETOs are among the hardest officers for crewing agencies to find. This guide covers the duties, a typical day, how the job differs by vessel type, the certificate, the interview and the mistakes that cost contracts.
What the ETO does
- Power generation and distribution. Generators, the main and emergency switchboards, breakers and protection, load sharing, insulation monitoring.
- Motors and drives. Electric motors, starters, frequency converters, and the electrical side of pumps, fans and compressors.
- Automation and control. The engine control system, alarm and monitoring system, sensors, PLCs and control circuits — fault-finding is a large part of the job.
- Deck machinery. Cranes, winches, windlasses and hatch-cover systems, especially on bulk carriers and general cargo ships.
- Bridge and communication equipment. On many ships the ETO also maintains radars, GPS, gyro, ECDIS and other navigation electronics, alongside the officers who use them.
- High voltage. On ships with high-voltage plants, the ETO is part of the permit-to-work system for switching and isolation.
- Records and spares. Maintenance records, insulation readings, spare parts for electrical equipment.
The ETO reports to the chief engineer and works with the whole engine team.
A typical day
- 08:00–17:00: the ETO is usually a day worker — rounds of the switchboards and generators in the morning, then the planned jobs and whatever failed overnight.
- Any hour: alarms that the engineers cannot clear, blackouts, a crane that stops in the middle of cargo work.
In port the ETO's day often follows the cargo: on bulk carriers and multipurpose ships the cranes must work, and the ETO is the person who keeps them working.
Differences by vessel type
- Bulk carriers and general cargo: deck cranes and hatch covers — a lot of hydraulics and electrics outdoors in all weather.
- Container ships: hundreds of reefer containers to monitor and connect; large generators and high loads.
- Tankers and gas carriers: electrical equipment in hazardous areas — explosion-proof (Ex) equipment and strict rules about it.
- Offshore and DP vessels: diesel-electric plants, thrusters, power management and redundancy; DP faults are often electrical.
- Passenger ships: high-voltage plants, electric propulsion and very large hotel systems; often several ETOs and electricians.
Certificates and documents
- Certificate of competency, electro-technical officer (STCW III/6, ships of 750 kW or more) — revalidated every five years.
- Medical certificate — valid for at most two years.
- Basic Training (refreshed every five years), Advanced Fire Fighting, Medical First Aid, PSCRB.
- High Voltage training, which crewing desks ask for on most modern ships.
- ERM; for tankers and gas carriers the basic cargo courses; type-specific automation courses where the fleet uses them.
- Flag endorsement (STCW I/10) when the ship's flag did not issue your certificate.
What it takes
Under STCW Regulation III/6, the ETO must be at least 18 and have completed at least 12 months of combined workshop skill training and approved seagoing service, of which at least six months must be seagoing service as part of an approved training programme — or at least 36 months otherwise, of which at least 30 months seagoing service in the engine department — plus the education and training of the STCW Code for the ETO.
There is also a rating level: the electro-technical rating (III/7), the electrician — see our guide on the ship's electrician.
The path
Electrical cadet → ETO; experienced ETOs move to larger and more complex ships (passenger, offshore, gas carriers) or to shore jobs as electrical superintendents. Some take the engineer route, which needs separate engineer certificates.
Contracts and rotation
ETOs usually sail four to six months. MLC 2006 limits time on board before repatriation to less than 12 months, and the rest-hour minimums — 10 hours in 24 and 77 in seven days — apply even when the cranes break during cargo work.
Interview questions for an ETO
- "How do you find an earth fault on a 440 V insulated system?" The insulation monitor, isolating circuits one by one, safety.
- "Two generators do not share the load equally — what do you check?" Governors, droop settings, the power management system.
- "What is the procedure before working on high-voltage equipment?" Permit, isolation, earthing, testing for dead.
- "A crane stops during cargo work — how do you approach it?" Alarms, the control circuit, limit switches, hydraulics.
- "What does Ex marking mean, and where does it matter?" Hazardous areas on tankers and gas carriers.
- "Which automation systems have you worked with?" Makes and models, concretely.
Common mistakes
- A CV without equipment makes — switchboards, automation systems, crane makers.
- No High Voltage course when applying to modern ships.
- Listing only shore electrical experience without the marine side.
- Courses expiring mid-contract.
FAQ
What is the difference between ETO and electrician?
The ETO is an officer with the STCW III/6 certificate; the electrician is a rating with III/7. On many ships only one of the two is carried.
Is the ETO part of the engine department?
Yes — the ETO reports to the chief engineer.
Do I need High Voltage training?
Not on every ship, but most crewing desks expect it, and on ships with high-voltage plants it is required.
Can a shore electrician become an ETO?
Yes, through approved training and sea service under STCW III/6 — the details depend on your maritime administration.
Pay and jobs
ETOs are paid at officer level, often close to the second engineer on fleets that struggle to find them. The current range from real vacancies is on the ETO jobs page; compare ranks on our salaries page.
Your CV
Crewing desks read an ETO's CV for vessel types, generator and switchboard makers, automation systems and High Voltage training. The maritime CV puts them first.
Requirements follow STCW and MLC 2006; your flag state may add its own. Check them with your maritime administration.