Earnings vary widely with the particular water transportation position and the worker’s experience, ranging from the minimum wage for some beginning seamen or mate positions to more than $37.37 an hour for some experienced ship engineers. Median hourly earnings of water transportation occupations in 2002 were as follows:
| Ship engineers | $24.61 |
| Captains, mates, and pilots of water vessels | 23.97 |
| All other water transportation workers | 14.67 |
| Sailors and marine oilers | 13.64 |
| Motorboat operators | 12.71 |
Annual pay for captains of larger vessels, such as container ships, oil tankers, or passenger ships, may exceed $100,000, but only after many years of experience. Similarly, captains of tugboats often earn more than the median reported here, with earnings dependent on the port and the nature of the cargo.
The movement of huge amounts of cargo, as well as passengers, between nations and within our Nation depends on workers in water transportation occupations, also known on commercial ships as merchant mariners. They operate and maintain deep-sea merchant ships, tugboats, towboats, ferries, dredges, excursion vessels, and other waterborne craft on the oceans, the Great Lakes, rivers, canals, and other waterways, as well as in harbors. (Workers who operate watercraft used in commercial fishing are described in the section on fishers and fishing vessel operators elsewhere in the Handbook.)
Captains, mates, and pilots of water vessels command or supervise the operations of ships and water vessels, both within domestic waterways and on the deep sea. Captains or masters are in overall command of the operation of a vessel, and they supervise the work of all other officers and crew. They determine the course and speed of the vessel, maneuver to avoid hazards, and continuously monitor the vessel’s position with charts and navigational aides. Captains either direct or oversee crew members who steer the vessel, determine its location, operate engines, communicate with other vessels, perform maintenance, handle lines, or operate equipment on the vessel. Captains and their department heads ensure that proper procedures and safety practices are followed, check to make sure that machinery and equipment are in good working order, and oversee the loading and discharging of cargo or passengers.
Deck officers or mates direct the routine operation of the vessel for the captain during the shifts when they are on watch. All mates stand watch for specified periods, usually 4 hours on and 8 hours off. However, on smaller vessels, there may be only one mate (called a pilot on some inland towing vessels), who alternates watches with the captain. When more than one mate is necessary aboard a ship, they typically are designated chief mate or first mate, second mate, third mate, etc. They inspect the cargo holds during loading to ensure that the load is stowed according to specifications and regulations. Mates supervise crew members engaged in maintenance and the primary upkeep of the vessel.
Pilots guide ships in and out of harbors, through straits, and on rivers and other confined waterways where a familiarity with local water depths, winds, tides, currents, and hazards such as reefs and shoals are of prime importance. They also take depth soundings in turning basins and serve as liaisons between ships, between ship and shore, between harbors and beaches, or on area patrol.
Ship engineers operate, maintain, and repair propulsion engines, boilers, generators, pumps, and other machinery. Merchant marine vessels usually have four engineering officers: A chief engineer and a first, second, and third assistant engineer.
Marine oilers and more experienced qualified members of the engine department, or QMEDs, maintain the vessel in proper running order in the engine spaces below decks, under the direction of the ship’s engineering officers.
Sailors operate the vessel and its deck equipment under the direction of the ship’s officers and keep the nonengineering areas in good condition. They also steer the ship, measure water depth in shallow water, and maintain and operate deck equipment such as lifeboats, anchors, and cargo-handling gear. On vessels handling liquid cargo, mariners designated as pumpmen hook up hoses, operate pumps, and clean tanks; on tugboats or tow vessels, they tie barges together into tow units, inspect them periodically, and disconnect them when the destination is reached. Experienced sailors are designated able seamen on oceangoing vessels, but may be called simply deckhands on inland waters; larger vessels usually have a boatswain, or head seaman.
A typical deep-sea merchant ship has a captain, three deck officers or mates, a chief engineer and three assistant engineers, a radio operator, plus six or more unlicensed seamen, such as able seamen, oilers, QMEDs, and cooks or food handlers.
On larger coastal ships, the crew may include a captain, a mate or pilot, an engineer, and seven or eight seamen. Some ships may have special unlicensed positions for entry level apprentice trainees.
Keen competition is expected to continue for jobs in water transportation occupations. Overall, employment in these occupations is projected to grow more slowly than the average for all occupations through the year 2012. Opportunities will vary by sector, and some of the best opportunities will be in scenic transportation and sightseeing and deep sea, coastal, and Great Lakes transportation.
Employment in deep-sea shipping for American mariners is expected to stabilize after several years of decline. New international regulations have raised shipping standards with respect to safety, training, and working conditions. Consequently, competition from ships that sail under foreign flags of convenience should lessen as insurance rates rise for ships that do not meet the new standards. Insuring ships under industrialized countries’ flags, including that of the United States, should become less expensive, increasing the amount of international cargo carried by U.S. A fleet of deep-sea U.S.-flagged ships is considered to be vital to the Nation’s defense, so some receive Federal support through a maritime security subsidy and other provisions in laws that limit certain Federal cargoes to ships that fly the U.S. Possible future developments include “fast ships”—oceangoing cargo vessels that use jet propulsion—which would decrease ocean-crossing times significantly. If such plans are successful, the industry will benefit in terms of increased business and employment.
Vessels on rivers and canals and on the Great Lakes carry mostly bulk products, such as coal, iron ore, petroleum, sand and gravel, grain, and chemicals. Although shipments of these products are expected to grow through the year 2012, current imports of steel are dampening employment on the Lakes, but actually leading to greater chances for overall employment for transport up the Mississippi River system. Employment in water transportation services is likely to rise, and efforts are underway at the Federal level that could lead to significantly greater use of ferries to handle commuter traffic around major metropolitan areas.
Employment growth also is expected in passenger cruise ships within U.S. waters. Vessels that operate between U.S. ports are required by law to be U.S.-flagged vessels. The building and staffing of several new cruise ships that will travel around the Hawaiian Islands will create new opportunities for employment at sea in the cruise line industry, which is composed mostly of foreign-flagged ships.
Openings within the traditional water transportation sector for mariners, although expanding only slightly, should be quite numerous because of the sizable need to replace those leaving the occupation Some experienced merchant mariners may continue to go without work for varying periods. However, this situation appears to be changing, with demand for licensed and unlicensed personnel rising. Maritime academy graduates who have not found licensed shipboard jobs in the U.S. merchant marine find jobs in related industries. Because they are commissioned as ensigns in the Naval or Coast Guard Reserve, some are selected for active duty in those branches of the Service. Some find jobs as seamen on U.S.-flagged or foreign-flagged vessels, tugboats, and other watercraft or enter civilian jobs with the U.S. Navy or Coast Guard. Some take land-based jobs with shipping companies, marine insurance companies, manufacturers of boilers or related machinery, or other related jobs.
.Workers in other occupations who make their living on the seas and coastal waters include fishers and fishing vessel operators and some members of branches of the Armed Forces.
Information on a program called “Careers Afloat”, which includes a substantial listing of training and employment descriptive information and contacts in the U.S., may be obtained through:
Information on merchant marine careers, training, and licensing requirements is available from any of the following organizations:
Coast Guard-issued merchant mariner’s license is required for many water transportation jobs. Oceangoing ships generally hire merchant mariners on a voyage by voyage basis. Some workers are thus forced to wait several months between assignments. Merchant mariners operate and maintain numerous types of watercraft, including tugboats, dredges, towboats, ferries, deep-sea merchant ships and excursion vessels. Mates help direct the crew’s activities, such as maintenance and upkeep operations.
Summary of: http://www.careeroverview.com/water-transportation-careers.html
It should be noted that the right to reproduce the text of Statutory Instruments does not extend to the Royal Arms and the Queen's Printer imprints. The terms used in the Regulations are defined in regulation 2 and the circumstances in which the Regulations apply are set out in regulation 3. The exclusions include signs used in relation to the supply of dangerous substances or equipment, for the transport of dangerous goods and for the regulation of transport. Regulation 4 specifies the persons on whom duties are imposed and regulation 5 requires safety signs to comply with the descriptions in the Annexes to the Directive. 68; by virtue of the amendment of section 1(2) of the European Communities Act by section 1 of the European Economic Area Act 1993 (c.
Summary of: http://www.seamanship.co.uk/login/SIs/15%20Occupational%20Health%20and%20Safety/2001%203444.htm
There are few restrictions on ships carrying cargo from one country to another. Shipping has produced its own extreme strain of deregulation, the flag of convenience system, which places a large part of the industry beyond the influence of government control. Throughout the past two decades, Kenya has done a lot on port management reforms. But, she has overlooked the development of Maritime Labour. Lack of nautical institutions for the development of Seafarers and fishers.
Summary of: http://www.ecop.info/english/e-sap-net-34.htm
Merchant navy officers are employed on the many types of vessels that make up the shipping industry in the UK. These include ferries, specialised vessels, cargo containerships and oil, gas and chemical tankers. Senior officers in both areas are also responsible for managing staff. Specific duties depend on the type of vessel for which an officer is responsible. An officer's rank will affect the level of activities they undertake.
Summary of: http://www.prospects.ac.uk/cms/ShowPage/Home_page/Explore_types_of_jobs/Types_of_Job/p!eipaL;$A2$FEt?idno=78&state=showocc
The merchant ships employ a hugh number of workers to carry and deliver goods from one country to another. Merchant navy fleet consist of cargo ships, container ships, barge carrying ships, tankers, bulk carriers, refrigerators ships, passenger ships,as well as roll off/roll on ships. they can be loaded and unloaded by special equipment in very short time. Deck / Navigation Officer Deck or navigation officer as the name suggest , are in charge of the navigation of the ship. He is not only responsible for vessel navigation but also for the discipline on the ship and safety of passengers,crew,and the cargo.
Summary of: http://www.careerage.com/resources/career_choices/merchant_navy/navy.shtml
Nature of the Work Movement of huge amounts of cargo, as well as passengers, between nations and within our nation depends on workers in water transportation occupations. They determine the course and speed, maneuver to avoid hazards, and continuously monitor the vessels position using charts and navigation aides. They also maintain logs and other records tracking the ships' movements and cargo/passenger carrying history. A typical deep sea merchant ship has a captain, three deck officers or mates, a chief engineer and three assistant engineers, plus six or more seamen and QMED's. At sea, these workers usually stand watch for 4 hours and are off for 8 hours, 7 days a week.
Summary of: http://www.umsl.edu/services/govdocs/ooh9899/6.htm
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Summary of: http://europe.osha.eu.int/data/products/Newoshinfo_2800
It may be reproduced free of charge provided that it is reproduced accurately and that the source and copyright status of the material is made evident to users. It should be noted that the right to reproduce the text of Statutory Instruments does not extend to the Royal Arms and the Queen's Printer imprints. Where you see a "Next" button at the bottom of the page of text, this indicates that there is another chunk of text available. These Regulations are made under the powers contained in the Merchant Shipping Act 1995 (c. 68; by virtue of the amendment of section 1(2) of the European Communities Act by section 1 of the European Economic Area Act 1993 (c.
Summary of: http://www.seamanship.co.uk/login/SIs/09%20Fishing%20Vessels/2001%200054.htm
The main new requirements for employers under the regulations are risk assessment and health surveillance - the annexes to this Marine Guidance Note contain advice on those two duties. Looking for something specific. Typically "powered by" buttons, standards, tools used.
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