Carrying the right safety equipment and knowing how to use it is essential. The list below outlines the minimum equipment requirements for recreational ships set by legislation. This depends on the size of the ship, whether it requires registration and the areas of operation.

Safety equipment requirements are divided into three areas

• compulsory equipment for all ships operating in certain areas
• compulsory equipment for all registrable ships
• equipment recommended to satisfy the general safety obligation.

While boats that do not require registration are not obliged to carry compulsory safety equipment, it is strongly recommended appropriate equipment is taken in the event of an emergency. Lack of preparation could lead to a breach of the general safety obligation. Carry enough safety equipment to be prepared for the unexpected.

It is compulsory to wear a life jacket

• When crossing a coastal bar in an open boat that is less than 4.8 m in length
• If you are under the age of 12 in an open boat that is less than 4.8 m in length, while it is under way.

Some safety equipment types include components that can deteriorate over time. This can decrease their effectiveness or in some cases render them inoperable. This equipment includes:

• fire extinguishers
• EPIRBs
• flares
• inflatable life jackets
• smoke signals
• inflatable life rafts.

This equipment must be serviced by the manufacturer or an authorised agent by the expiry date, which must be clearly marked on the equipment.

Equipment that can not be serviced or no longer works must be replaced if it is to be carried as part of the safety equipment requirements.

Source: http://www.msq.qld.gov.au/

Do you return gifts through the mail after the holidays? Do you send birthday or holiday presents? Have you shipped an item you sold on an on-line auction site? If you do any of these things, you should know about safe shipping. It's always safe to ship harmless materials, but what about those that present hazards?

Good news! You can safely ship almost any material, provided you take the right protective measures. There are more than 800,000 shipments of hazardous materials that are safely shipped in the United States everyday. Since our lifestyles depend on these materials, from heating fuel, personal items such as cosmetics, to chemicals crucial to the economy, DOT has identified safe ways of packaging and shipping them.

A system of visual hazard communication, including labels, markings, placards, and shipping papers, lets drivers and rail/ vessel/ air crews know exactly which hazardous materials they are handling or transporting. That way, they know to transport your package in a way that protects it and allows them to take appropriate measures to prevent releases that can affect safety. And, if something does go wrong because of breakage or spillage, emergency responders use this visual communication system on the scene, to limit damage and protect lives including their own.

To put it simply, lives, safety, property, and the environment all depend on the safe transportation of hazardous materials. That's where you come in. Batteries and battery powered equipment can be shipped to prevent short circuits or damage that can result in a fire. Similar hazards can be prevented in the shipping of aerosols and many household goods. And even when incidents do happen, safe shipping helps responders minimize the damage from those incidents.

We all have access to hazardous materials. It is not just the big industrial shippers. Shipping undeclared hazmat endangers everybody in the transportation chain, and carries legal penalties. So don't be part of the problem when you ship a package be part of the solution.

Take the time to find out whether it is hazardous, and how to ship it safely! If you have a specific question on DOT's Hazardous Materials Regulations, or you aren't sure you have a hazardous material, contact the Hazardous Materials.

Source: http://phmsa.dot.gov/

Ninety Five per cent of the UK's international trade arrives or leaves by sea. The Government seeks to ensure that the UK shipping industry remains a major player globally.

Within the European Maritime State Aid Guidelines, the Government provides support to the industry, with the aim of maintaining and increasing the seafaring skills base. The Government meets roughly up to half of the training costs through the Support for Maritime Training scheme, and requires companies who enter into the Tonnage Tax regime to train a certain number of officer trainees. The Government also supports the industry through the Seafarer Earnings Deduction tax relief scheme for certain seafarers and the Crew Relief Costs Scheme.

The term "water transportation" is used in the SIC system and in NAICS, but it does not have the same definition in both systems.

SIC definition

This major group includes establishments engaged in freight and passenger transportation on the open seas or inland waters, and establishments furnishing such incidental services as lighterage, towing, and canal operation. This major group also includes excursion boats, sight-seeing boats, and water taxis.

NAICS definition

Industries in the Water Transportation subsector provide water transportation of passengers and cargo using watercraft, such as ships, barges, and boats.

Scenic and sightseeing water transportation services are not included in this subsector but are included in Subsector 487, Scenic and Sightseeing Transportation. Although these activities use watercraft, they are different from the activities included in water transportation. Water sightseeing does not usually involve place-to-place transportation; the passenger's trip starts and ends at the same location.

Over the past fifteen years water transportation has grown from a single commuter boat on a Hingham to Boston route to four Inner Harbor services and four commuter runs which serve 1.2 million passengers annually. With the downtown Boston area becoming more congested, the Inner Harbor Commuter services are expected to grow to 3.77 million riders by the year 2010.

There is a wide variation in the level of accessibility with the current designs of both boats and docking systems, however most operators are able to provide accessibility to many if not all of their services for people with disabilities. Many of the existing facilities are being rehabilitated and many new facilities are being built.

Source:
http://www.mass.gov/

Merchant mariners spend extended periods at sea, and earn leave. Most are hired for one or more voyages that last for several months, although there is no job security after that voyage. Merchant marine officers and seamen, both veterans and beginners, are hired for voyages through union hiring halls or directly by shipping companies. Hiring halls prioritize the candidates by the length of time the person has been out of work, and fill open slots accordingly. Hiring halls are typically found in major seaports.

At sea, these workers usually stand watch for 4 hours and are off for 8 hours, 7 days a week. Those employed on Great Lakes ships work 60 days and have 30 days off, but do not work in the winter when the lakes are frozen. Workers on rivers, canals, and in harbors are more likely to have year-round work. Some work 8- or 12-hour shifts and go home every day. Others work steadily for a week or month and then have an extended period off. When working, they are usually on duty for 6 or 12 hours and are off for 6 or 12 hours.

People in water transportation occupations work in all weather conditions. Although merchant mariners try to avoid severe storms while at sea, working in damp and cold conditions is often inevitable. While it is uncommon nowadays for vessels to suffer sea disasters such as fire, explosion, or a sinking, workers face the possibility that they may have to abandon their craft on short notice if it collides with other vessels or runs aground. They also risk injury or death from falling overboard, and hazards associated with working with machinery, heavy loads, and dangerous cargo.

Most newer vessels are air-conditioned, soundproofed from noisy machinery, and equipped with comfortable living quarters. Nevertheless, some mariners dislike the long periods away from home and the confinement aboard ship, and consequently leave the industry.

Source: http://www.vetsuccess.gov/resources/occupations/profile?id=293

Even with the new technology, the cooperation of individual boaters is essential in the effort to improve air quality and prevent pollution. Boaters can make a difference that will help protect the environment now and in the future by adopting the following practices:

• Limit engine operation at full throttle.
• Eliminate unnecessary idling.
• Avoid spilling gasoline.
• Use a gasoline container you can handle easily and hold securely.
• Pour slowly and smoothly.
• Use a funnel or a spout with an automatic stop device to prevent overfilling the gas tank.
• Close the vent on portable gas tanks when the engine is not in use or when the tank is stored.
• Transport and store gasoline out of direct sunlight in a cool, dry place.
• Use caution when pumping gasoline into a container at the gas station.
• Carefully measure the proper amounts of gasoline and oil when refueling.
• Follow the manufacturer's recommended maintenance schedule.
• Prepare engines properly for winter storage.
• Buy new, cleaner marine engines.

By combining these strategies, boaters can reduce pollution from marine engines and help improve air quality across the nation and protect public health.

Water transportation workers held more than 84,000 jobs in 2006. The total number who worked at some point in the year was significantly larger because many merchant marine officers and seamen worked only part of the year. The following tabulation shows employment in the occupations that make up this group:


About 40 percent of all workers were employed in water transportation services. About 17 percent worked in inland water transportation-primarily the Mississippi River system-while the other 23 percent were employed in water transportation on the deep seas, along the coasts, and on the Great Lakes. Another 24 percent worked in establishments related to port and harbor operations, marine cargo handling, or navigational services to shipping. Governments employed 9 percent of all water transportation workers, many of whom worked on supply ships and are civilian mariners of the Navy Department's Military Sealift Command.

Shipping plays an important role in the overall transportation chain of the country. It is the optimal low cost option for the transportation of bulk cargo. It has a huge multiplier effect in terms of boosting trade, creating employment and earning foreign exchange. It also energises other ancilliary sectors like shipbuilding, shipbreaking, ship repairing, maritime training, etc.

The Indian shipping industry, over the years, has come to occupy a predominant place in the country's coastal trade. It has developed a strong legacy of physical and financial assets; excellent manpower resource; vast knowledge base; and reliable infrastructure. India has the largest merchant shipping fleet among the developing countries and ranks 17th globally in shipping tonnage. The shipping tonnage which was only 1.92 lakhs Gross Tonnage (GT) on the eve of Independence, now stands at 84.17 lakh GT with 774 vessels (as on 31st December,2006). The share of ships in the India's overseas trade is around 13.7 per cent. Besides, there are 28 shipyards across the country which are fast emerging on the global platform as preferred destinations for building vessels. India also contributes significantly towards international cooperation in maritime shipping by participating in the activities of the various international bodies like International Maritime Organisation (IMO), UNCTAD, etc.

Given India's strategic location, there is tremendous potential for further development of the shipping industry. Accordingly, the Government has been taking several policy measures and incentives for encouraging the growth of this sector. These include rationalization of the fiscal regime for the shipping industry by introducing tonnage tax system from the financial year 2004-05, in order to provide the Indian shipping industry a level playing field vis-a-vis international shipping companies and also facilitate the growth of Indian tonnage. Also, the National Shipping Board has been established as a permanent statutory body, under the Merchant Shipping Act, 1958, to advise the Government on matters related to shipping including development thereof.

The Directorate General of Shipping, an attached office of the Ministry of Shipping, was established for administering the Merchant Shipping Act, 1958 on all matters relating to shipping policy and legislation; implementation of various International Conventions relating to safety, prevention of pollution and other mandatory regulations of the International Maritime Organizations; etc. It is also responsible for creation of the trained manpower required for the merchant navy fleet of the country. For meeting this requirement, the Directorate General imparts pre-sea and post-sea training in various disciplines through a number of training institutes both in public and private sector.

NASA scientists have opened a new window for understanding atmospheric water vapor, its implications for climate change and ozone depletion.

Scientists have created the first detailed map of water, containing heavy hydrogen and heavy oxygen atoms, in and out of clouds, from the surface to some 25 miles above the Earth, to better understand the dynamics of how water gets into the stratosphere.

Only small amounts of water reach the arid stratosphere, 10 to 50 kilometers (6 to 25 miles) above Earth, so any increase in the water content could potentially lead to destruction of some ozone shielding capability in this part of the atmosphere. This could produce larger ozone depletions over the North and South Poles as well as at mid latitudes.

Water shapes Earth's climate. The large amount of it in the lower atmosphere, the troposphere, controls how much sunlight gets through to the planet, how much is trapped in our skies, and how much goes back out to space. Higher in the stratosphere, where most of the Earth's ozone shield protects the surface from harmful ultraviolet rays, there is very little water (less than .001 the surface concentration). Scientists don't fully understand how air is dried before it gets to this region.

In the troposphere, water exists as vapor in air, as liquid droplets in clouds, and as frozen ice particles in high altitude cirrus clouds. Since there is so much water closer to Earth and so little miles above, it is important to understand how water enters and leaves the stratosphere. The "isotopic content," the natural fingerprint left by the heavy forms of water, is key to understanding the process. An isotope is any of two or more forms of an element having the same or very closely related chemical properties and the same atomic number, but different atomic weights. An example is oxygen 16 versus oxygen 18, both are oxygen, but one is heavier than the other.

Heavy water is more readily condensed or frozen out from its vapor, causing the nature of its distribution to differ somewhat from the usual isotopic form of water. A measurement of the isotopic make up of water vapor enables scientists to determine how water gets into the stratosphere.

"For the first time, we have water isotope content mapped in incredible detail," said Dr. Christopher R. Webster, a senior research scientist at NASA's Jet Propulsion Laboratory (JPL),
Pasadena, Calif. Webster is principal author of a scientific paper announcing the new findings in Science Magazine today. Dr. Andrew J. Heymsfield, of the National Center for Atmospheric Research, Boulder, Colo., is co-author.

Measuring water isotopes is extremely challenging, because they represent only a small fraction, less than one percent, of the total water in the atmosphere. Detailed measurements were made using an Aircraft laser Infrared absorption spectrometer (Alias) flying aboard NASA's WB-57F high-altitude jet aircraft in July 2002. This new laser technique enables mapping of water isotopes with sufficient resolution to help researchers understand both water transport and the detailed microphysics of clouds, key parameters for understanding atmospheric composition, storm development and weather prediction.

"The laser technique gives us the ability to measure the different types of isotopes found in all water," said Webster. "With the isotopic fingerprint, we discovered the ice particles found under the stratosphere were lofted from below, and some were grown there in place."

The data help explain how the water content of air entering the stratosphere is reduced, and show that gradual ascent and rapid upward motion associated with tall cloud systems (convective lofting) both play roles in establishing the dryness of the stratosphere.

The purpose of the aircraft mission was to understand the formation, extent and processes associated with cirrus clouds. The mission used six aircraft from NASA and other federal agencies to make observations above, in and below the clouds. By combining aircraft data with ground-based data and satellites, scientists have a better picture of the relationship between clouds, water vapor and atmospheric dynamics than previously. They also can better interpret
satellite measurements routinely made by NASA.

Inland Water Transport, is a fuel efficient and environment friendly mode of transportation. India is richly endowed with navigable waterways, comprising rivers, canals, backwaters, creeks, etc. It is estimated that a total of 14544 km of the waterways could be used for passenger and cargo movement. About 44 million tonnes of cargo is being moved annually by inland water transport. But, this means of transport is important only in few States, namely, Assam, West Bengal, Bihar and Kerala. Also, it is operational only in restricted stretches of Ganga-Bhagirathi-Hooghly rivers; the Brahmaputra river; the Barak river; the rivers in Goa; the backwaters in Kerala; inland waters in Mumbai and the deltaic regions of the Godavari-Krishna rivers.

Besides, the capacity of this sector is under-utilised, because most navigable waterways suffer from hazards like shallow water and narrow width of channel during dry weather; silting of river beds and erosion of banks; absence of adequate infrastructural facilities like terminals for loading and berthing and surface road links.

Hence, as a part of the Government's policy to optimally develop and harness the potential of Inland Waterways in the country, the 'Inland Waterways Authority of India (IWAI)' was set up under the 'Inland Waterways Authority of India Act, 1985' . The IWAI has been established for the development and regulation of inland waterways for shipping and navigation and for matters connected therewith or incidental thereto. The Inland Waterways Authority of India Act, 1985, empowers the Government to declare waterways with potential for development of shipping and navigation as National Waterways.

Currently, three waterways have been declared as National Waterways

• National Waterway No.1:- The Ganga between Allahabad-Haldia (1620 km) in UP, Bihar, Jharkhand and West Benal;
• National Waterway No.2:- The Sadiya-Dhubri stretch of river Brahmaputra (891 km) in Assam; and
• National Waterway No.3:- The Kollam-Kottapuram stretch of West Coast Canal along with Champakara and Udyogmandal Canals (205 km) in Kerala.

Entry, training, and educational requirements for many water transportation occupations are established and regulated by the U.S. Coast Guard. Most officers and operators of commercially operated vessels must be licensed by the Coast Guard, which offers various kinds of licenses, depending on the position, body of water, and type of vessel. Individuals must be relicensed when they change the type of ship or the body of water they are on.

Education and training

Entry-level workers are classified as ordinary seamen or deckhands. Workers take some basic training, lasting a few days, in areas such as first aid and firefighting.

There are two paths of education and training for a deck officer or an engineer: applicants must either accumulate thousands of hours of experience while working as a deckhand, or graduate from the U.S. Merchant Marine Academy or another maritime academy. In both cases, applicants must pass a written examination. It is difficult to pass the examination without substantial formal schooling or independent study. The academies offer a 4-year academic program leading to a bachelor-of-science degree, a license (issued only by the Coast Guard) as a third mate (deck officer) or third assistant engineer (engineering officer), and, if the person chooses, a commission as ensign in the U.S. Naval Reserve, Merchant Marine Reserve, or Coast Guard Reserve. With experience and additional training, third officers may qualify for higher rank. Generally officers on deep water vessels are academy graduates and those in supply boats, inland waterways, and rivers rose to their positions through years of experience.

Harbor pilot training usually consists of an extended apprenticeship with a towing company or a habor pilots association. Entrants may be able seamen or licensed officers.

Licensure

Coast Guard licensing requirements vary by occupational specialty, type of vessel, and by body of water (river, inland waterway, Great Lakes, and oceans.) The requirements increase as the skill level of the occupational specialty increases and the size of the vessel increases.

Entry level seamen or deckhands on vessels operating in harbors or on rivers or other waterways do not need a license. All others working on larger, ocean-going vessels do need a license. To get the basic entry level license, workers must pass a drug screen, take a medical exam, and be U.S. citizens.

Workers on ocean-going or Great Lakes vessels need specialty licenses to work as engineering officers, or deck officers. On rivers or inland waterways, only the captain or anyone who steers the boat needs a license. For more information on licensing requirements see the Coast Guard's Web site listed in the sources of additional information. Radio operators are licensed by the Federal Communications Commission.

Other qualifications. Most positions require excellent health, good vision, and color perception. Good general physical condition is needed because many jobs require the ability to lift heavy objects, withstand heat and cold, stand or stoop for long periods of time, dexterity to maneuver through tight spaces, and good balance on uneven and wet surfaces and in rough water.

Advancement

Experience and passing exams are required to advance. Deckhands who wish to advance must decide whether they want to work in the wheelhouse or the engine room. They will then assist the engineers or deck officers. With experience, assistant engineers and deck offices can advance to become chief engineers or captains. On smaller boats, such as tugs, a captain may choose to become self-employed by buying a boat and working as an owner-operator.

Water transportation workers schedules vary based upon the type of ship and length of voyage. While on the water, crews are normally on duty for half of the day, 7 days a week.

Merchant mariners on survey and long distance cargo vessels can spend extended periods at sea. Most deep sea mariners are hired for one or more voyages that last for several months; there is no job security after that. The length of time between voyages varies depending on job availability and personal preference.

Workers on supply vessels transport workers, supplies (water, drilling mud, fuel, and food), and equipment to oil and gas drilling platforms mostly in the Gulf of Mexico. Their voyages can last a few hours to a couple of weeks. As oil and gas exploration pushes into deeper waters, these trips take more time.

Workers on tugs and barges operate on the rivers, lakes, inland waterways, and along the coast. Most tugs have two crews and operate constantly. The crews will alternate, each working for 2-3 weeks and then taking 2-3 weeks off.

Many of those employed on Great Lakes ships work 60 days and have 30 days off, but do not work in the winter when the lakes are frozen. Others work steadily for a week or a month and then have an extended period off. Those on smaller vessels, such as tugs, supply boats and Great Lakes ships, are normally assigned to one vessel and have steady employment.

Workers on ferries transporting commuters work on weekdays in the morning and evening. Other ferries make frequent trips lasting a few hours. Ferries servicing vacation destinations often operate on seasonal schedules. Workers in harbors generally have year round work. Work in harbors and on ferries is sought after because workers return home every day.

People holding water transportation jobs work in all kinds of weather, except when frozen waters make travel impossible. Although merchant mariners try to avoid severe storms while at sea, working in damp and cold conditions often is inevitable. While it is uncommon for vessels to suffer disasters such as fire, explosion, or a sinking, workers face the possibility that they may have to abandon their craft on short notice if it collides with other vessels or runs aground. They also risk injury or death from falling overboard and hazards associated with working with machinery, heavy loads, and dangerous cargo. However, modern safety management procedures, advanced emergency communications, and effective international rescue systems have greatly improved mariner safety.

Many companies are working to improve the living conditions on vessels to reduce employee turnover. Most of the Nation's newest vessels are air conditioned, soundproofed to reduce machinery noise, and equipped with comfortable living quarters. Some companies have added improved entertainment systems and hired full-time cooks. These amenities lessen the difficulty of spending long periods away from home. Advances in communications, particularly e-mail, better link mariners to their families. Nevertheless, some mariners dislike the long periods away from home and the confinement aboard ship and consequently leave the occupation.

Kerala is a land with abundant water bodies. Backwater is a wonderful gift of nature to the God's Own country.

Ashtamudy and Vembanadu lake which completes the network of waterways not only provides natural beauty but inland navigation facilities also.

State Water Transport Department is the main agency who provides inland water transport facilities to the people residing in the water logged areas and to enjoy the everlasting memory of backwaters.

This inland Water Transport system consists of 1895 kms of waterways. This include navigable river, backwaters and man made cross canals. Most of these are in Travancore-Cochin region.

Of the 44 rivers in Kerala, the 41 west flowing rivers together with back waters and man made canals form the integral part of inland navigation system.

State Water Transport Department formed during 1968 with the objectives to provide Transport facilities to the people residing in the water logged areas at cheaper rates and Cargo transportation. Construction of roads, bridges and speedy transportation-roadways shortened the operation of the department to passenger transport only-in the backwaters and ferries. But in the world of speed and hurry the advantage of this pollution free, accident free and cheaper transport system beckons least preference.

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, offshore supply vessels, 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. Together with their department heads, captains 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. They also maintain logs and other records tracking the ships movements, efforts at controlling pollution, and cargo and passengers carried.

Deck officers or mates direct the routine operation of the vessel for the captain during the shifts when they are on watch. On smaller vessels, there may be only one mate (called a pilot on some inland towing vessels), who alternates watches with the captain. The mate would assume command of the ship if the captain became incapacitated. When more than one mate is necessary aboard a ship, they typically are designated chief mate or first mate, second mate, third mate, etc. Mates also supervise and coordinate activities of the crew aboard the ship. Captains and mates determine the course and speed of the vessel, maneuvering to avoid hazards and continuously monitoring the vessel's position with charts and navigational aides. Captains and mates oversee crew members who steer the vessel, determine its location, operate engines, communicate with other vessels, perform maintenance, handle lines, and operate equipment on the vessel. They inspect the cargo holds during loading to ensure that the load is stowed according to specifications and regulations. Captains and mates also 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. Pilots on river and canal vessels usually are regular crew members, like mates. Harbor pilots are generally independent contractors who accompany vessels while they enter or leave port. Harbor pilots may pilot many ships in a single day.

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. Assistant engineers stand periodic watches, overseeing the safe operation of engines and machinery.

Marine oilers and more experienced qualified members of the engine department, or QMEDs, assist the engineers to maintain the vessel in proper running order in the engine spaces below decks. These workers lubricate gears, shafts, bearings, and other moving parts of engines and motors; read pressure and temperature gauges; record data; and sometimes assist with repairs and adjust machinery.

Sailors or deckhands operate the vessel and its deck equipment under the direction of the ship's officers and keep the nonengineering areas in good condition. They stand watch, looking out for other vessels and obstructions in the ship's path, as well as for navigational aids such as buoys and lighthouses. 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. When docking or departing, they handle lines. They also perform routine maintenance chores, such as repairing lines, chipping rust, and painting and cleaning decks or other areas. 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, plus six or more seamen, such as able seamen, oilers, QMEDs, and a cook. The size and service of the ship determine the number of crewmembers for a particular voyage. Small vessels operating in harbors, on rivers, or along the coast may have a crew comprising only a captain and one deckhand. On smaller vessels the cooking responsibilities usually fall under the deckhands duties.

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. Unlicensed positions on a large ship may include a full-time cook, an electrician, and machinery mechanics.

Motorboat operators operate small, motor-driven boats that carry six or fewer passengers on fishing charters. 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.

Recreational ships
The skipper must have a blood alcohol limit of less than 0.05, the same rules as on the road. The skipper is also responsible for the safety of the passengers and should be responsible for their alcohol consumption. The effects of alcohol are enhanced while on the water due to the sun, wind, waves and constant motion. Reflexes and response times to emergencies are slowed and swimming ability deteriorates considerably.

Skippers of recreational boats should also be aware that, when their boat is anchored, it may still be considered to be used for navigation, and the blood alcohol limit applies. The limit does not change unless the boat is securely moored in a marina, to a jetty or wharf or on a swing mooring.

Commercial ships
The rules for commercial ships are different to those for recreational ships. The blood alcohol limit for a skipper whilst in charge of a class 1 commercial ship is zero.

Section 79 of the Transport Operations (Road Use Management) Act 1995 (PDF, 1.2MB) refers to driving and so on whilst under influence of liquor or drugs or with prescribed concentration of alcohol in blood or breath.

Suspension of a marine licence
If the holder of any marine licence has been convicted of a drink driving offence in a road motor vehicle, their marine licence can be cancelled or suspended.