TANU-E-80-002 c. 3

byDewayne Hol tin

Marine Business Management SpecialistMarine Advisory ServiceTexas A&M University

Sea GrantCollege Program

Texas A&MUniversity

Vocational-Technical

Marine Career Opportunitiesin Texas

Vocational-Technical

Marine Career Opportunitiesin Texas

byDewayne HollinMarine Business Management SpecialistMarine Advisory ServiceTexas A8 M University

TAQU-SG-80-402Parch 1980

Photo Credib:British Petroleum Co., Ltd., page 2Texas Highssay Oepartment, page 17Zapata Offshore Co., pages 13, 14

Preface

This publication is to assist high school counselors,teachers and students in better understanding the careeropportunities available in the Texas marine industry. Itprovides background information and descriptions ofjobs in various Texas marine industries, as well as infor-mation about the training needed to enter particularpositions.

The main focus is on vocational-technical trainingfor immediate entry into the marine industry. Some jobopportunities discussed in this publication may requirea college degree, but most require a high school diplo-ma and some technical or on-the-job training withinthe marine industry. Because of space and time limita-tions, it is not possible to include all the job opportuni-ties in the marine industry.

Information for this publication was gathered fromindustry representatives and at programs sponsored bythe Ivlarine Advisory Service, Sea Grant College Pro-gram, Texas ABM University. The information pre-sented was the best available at the time of writing,Spring 1980. Wage data, which has a tendency to be-come dated quickly, are current as of January/June1980. Job availability also is dependent on economicconditions and industry fluctuations in employment.Organizations listed at the end of each section shouldbe able to provide updated information on request.

We hope this publication will be a useful referencefor marine career orientation.

Dewayne Holi inMarine Business Management Specialist

Texas Marine Industries-An Overview

The Texas Gulf Coast is one of the richest and mostdiversified coastal areas in the United States. It rangesfrom the vast industrial complexes of the upper coast tolarge agricultural regions of the Lower Rio GrandeValley.

Within the coastal region is one of the nation's mosthighly diversified group of marine industries. Along the367-mile arc of the Texas coast, several thousandmarine operations are involved in offshore energy de-velopment, offshore marine services and transportation,inland marine transportation, offshore construction,diving, commercial fisheries, shipbuilding and repairand deepsea maritime transportation.

More than 30 offshore drilling contractors are basedin Texas, operating more than 150 drilling rigs eachyear in the Gulf of Mexico. The rigs are under contractto the many oil and gas companies based in Texas andLouisiana. At the end of 1979, there were more than130 mobile offshore rigs and about 100 self-containedplatform rigs working in waters off Louisiana and Texas,and another 23 offshore mobile rigs under constructionin Texas shipyards.

The Texas marine transportation industry is one ofthe most diversified in the world. It includes the opera-tion of offshore service vessels, tugs, work boats, sup-ply vessels, survey vessels, geophysical vessels, crew-boats, barges, tankers, inland towing and pushboatsand various sizes and types of deepdraft cargo ships.Almost three-fourths of all goods shipped from Texastravel by water. The Port of Houston is the third largestin the nation in total tonnage and second in foreigntrade tonnage. The Gulf Intracoastal Waterway extends426 miles along the Texas coast from Brownsville toOrange and is the artery through which more than 60million short tons of liquid and bulk shipments moveannually.

There are more than 30 Texas-based offshore trans-portation companies operating in excess of 350offshore supply, tug supply, production standby, crewand seismic boats around the world. There are an esti-mated 2,000 or more offshore service boats operatingin the Gulf of Mexico and about 100 vessels under con-struction.

More than 70 Texas shipbuilding and repair com-panies, ranging from a small family-run business em-ploying four people to large shipbuilding giants em-ploying over 2,000 workers are located in Texas, Theirproducts vary from construction of small fishing vesselsand crewboats, to ocean-going merchant ships andlarge offshore drilling rigs.

About 25 commercial diving companies are basedin Texas and Louisiana, providing such services asunderwater maintenance and inspection, welding,

burning, blasting, salvage, marine construction, under-water surveys, ship and barge repair, subsea installa-tions, underwater corrosion control and protection. Thesize varies from a one-diver and tender operation tolarge offshore diving operations employing 1,000 to1,400 people including divers, diver/welders, divingtenders, technicians and supervisory personnel per-forming a variety of services for the otfshore industryaround the world.

An estimated 28,000 commercial licenses wereissued in 1978 to fish Texas waters, About 10,600 boatlicenses were issued, and about one-third of these ves-sels were operating in the Gulf shrimping industry.Another 1,500 people are employed in the Texas sea-food processing industry.

The highly diversified nature of the marine industrylocated along the Texas coast assures continued expan-sion and economic growth. From oil and gas explora-tion and production to marine transportation the picturelooks the same � more jobs, more facilities and moreeconomic stimulus.

Maritime Transportation IndustryThe three basic components of the maritime trans-

portation industry are merchant marine or deepsea, in-land marine or barge and towing, and offshore trans-portation. Each is a different industry with differentcompanies, different types of vessels and, to a large de-gree, different people. In some ways, however, they arethe same industry, particularly when it comes to licens-ing requirements for vessel operations as regulated bythe U.S. Coast Guard, Union membership has played alarge role in filling manpower requirements for mer-chant marine and inland transportation personnel, butat this time there is little union involvement in theoffshore industry.

The size of the vessel determines the manning re-quirements and types of licensed personnel required tobe aboard the vessel. A mineral and oil crew or utilityvessel under I 00 gross tons requires only two licensedocean operators and two unlicensed deckhands, but amineral and oil vessel over 1,000 gross tons requires aminimum of four unlimited licensed deck officers, fourunlimited licensed engine officers, six able seamen,three ordinary seamen, three oilers and three firemen/water tenders. Most vessels also have a cook and, onlarger ocean-going vessels, an assistant cook and aradio officer.

Descriptions for the most notable maritime transpor-tation licensed positions are:

Deck DepartmentMaster Captain! in command of the ship and its crew:

Responsible for all ship functions including naviga-tion, cargo maintenance, state of the vessel, ship' sbusiness, payroll and compliance with maritimelaws, rules and regulations.

Chief Mate: The officer next in rank to the Master, su-pervises Deck Department operations and mainte-nance, and has charge of cargo loading, mainte-nance and off-loading operations.

Second Mate: The ship navigational officer, is respon-sible for plotting the ship's course and position andverifying day's run, maintaining ship's charts and,normally, performing watchstanding duties.

Third Mate: The navigational watchstanding officer, isgenerally assigned collateral duties such as respon-sibility for ship safety, rescue and survival equip-ment,

Boatswain or Bosun: The leading seaman and immedi-ate supervisor of the unlicensed deck personnel,which includes able seamen and ordinary seamen;supervises and assists in the maintenance and repairof deck gear.

Able Seaman AB!: Performs all regular and emergencyduties that are required by the deck service of a shipexcept navigation of the vessel, including standing

wheel watch and lookout; assisting deck officers onwatch in attending mooring lines; tending gang-ways, safety nets and lights; assisting in handlingliquid cargo and ballast such as handling valves,connecting and disconnecting vessels cargo andbunker hoses; assisting in tank-cleaning operationssuch as handling butterworth equipment and plates,opening and closing tank tops, cleaning holds,splicing wire and line and slushing; operating deckand anchor windlasses and capstan; and assistingthe �osun in operating the cargo booms and rig-ging,

Ordinary Seaman OS!: Performs deck maintenancesuch as washing paint work and'chipping, scraping,painting and scrubbing decks; assists Able Seaman;stands lookout; may be required to stand a bridgewatch, This title is an entry rating in the Deck De-partment.

Engine DepartmentChief Engineer Chief! in command of the Engineering

Department and engineering personnel: Responsi-ble for operation, maintenance and repair of all shipmachinery and control systems excluding electron-ic navigational aids and external communicationsequipment!, engineering department payroll andcompliance with martime laws and regulations cov-ering machinery testing and inspection.

First Assistant Engineer: The officer next in rank toChief Engineer; is responsible for daily activities ofengine room personnel, supervises maintenanceand repair functions, keeps preventive maintenancerecords and supervises spare part inventory andcontrol operations.

Second Assistant Engineer: Normally a watchstandingofficer or duty officer in a periodically unattendedengine room space; has collateral assigned dutiessuch as responsibility for maintenance and repair ofboiler and associated auxiliary equipment and wa-ter treatment.

Third Assistant Engineer: Normally a watchstandingofficer or duty officer in a periodically unattendedengine room space; has collateral duties that in-clude responsibility for water evaporation ancl lubri-cating oil system maintenance and repair.

Chief Electrician: In immediate charge of vessel elec-trical systems, makes inspection rounds of electricalequipment, troubleshoots, repairs electrical mal-functions and performs preventive maintenance.

Tankerman: In charge of liquid cargo and fuel trans-fers, tank cleaning and gas-freeing operation; musthave a thorough knowledge of pollution regulationsand pollution prevention measures.

Oiler: Performs maintenance and repair work in en-gine room, machine shop and other machineryspaces; while on watch makes frequent rounds in

engine spaces to check proper operation of machin-ery and auxiliary equipment; answers engine roomtelegraph; maintains bell log.

Fireman/Watertender FWT!: Fires boilers, cleansburners and fuel oil strainers, maintains steampressure and boiler water level, controls fuel oiltemperature and pressure and observes stack forproper combustion.

Oiler/maintenance Utility: Hold ratings as Fireman/Watertender and Oiler; may be a watchstander orday worker; performs general maintenance and re-pair work in machinery spaces.

Wiper: Performs general cleaning and other duties asassigned in the machinery spaces. This title is anentry rating in the Engine Department.

Radio Department

Radio Officer: Responsible for equipment operation,maintenance and repair of external communica-tions, performs radio watch duties and maintainsand repairs electronic navigational-aid equipment.

Steward Department

Steward: Supervisor and head of Steward Department;in charge of all food and service personnel, mealplanning, ordering, issuing and inventory of food,linen and sanitary supplies.

Chief Cook: In charge of galley and all food prepara-tion, including butchering and cooking meats, poul-try, fish, soups, gravies and sauces; assists the Stew-ard in preparation of menus.

Galley Utility: Under direction of all cooks, cleans gal-ley and utensils and assists in preparing raw vegeta-bles. This title is an entry rating in the Steward De-partment.

IVlessman: Serves three meals a day and is responsiblefor cleanliness of messrooms. This title is an entryrating in the Steward Department,

Merchant Marine

Seafaring employment is the responsibility of thesteamship companies operating U.S. registered mer-chant ships, Most hiring is done through maritime laborunion hiring halls or shipping company marine person-nel offices. The size of the seafaring workforce is de-clining slowly, a trend expected to continue for sometime, particularly for inexperienced people in entrypositions. Employment opportunities are better for grad-uates of maritime training programs and a slow increaseshouid continue through 1985. Officer entry trainingusually takes three to four years to complete, but someschools for crew entry training take less than one yearto complete. Fees or tuition and entrance requirementsvary considerably among training institutions.

Most workers on 1,000 gross tons or larger vesselsbelong to one of three departments. The deck depart-ment handles ship navigation and operation. The en-gine department keeps the ship going and takes care ofmechanical repairs. The steward department is respon-sible for meals and living accommodations, Progres-sions within these three departments, beginning at theentry position of each, are:

Deck: Ordinary seaman, able seaman, boatswainor bosun, third mate, second mate, chief mate andmaster.

Engine: Wiper, fireman, oiler, water tender, thirdassistant engineer, second assistant engineer, firstassistant engineer and chief engineer.Steward: Messman or utility man, second cook andbaker and chief cook,

Since entry into maritime service is essentially con-trolled by maritime unions and there are more peoplethan jobs now, it is becoming more difficult to findpositions. Unlicensed seafarers do not need a highschool diploma, but high school graduates with somevocational training or special experience can find a be-ginning job more easily. Most deck officers and marineengineers are graduates of accredited nautical schools.The U.S. Merchant Marine Academy, Kings Point, NewYork, and six state maritime academies, includingTexas Maritime Academy in Galveston, offer three- andfour-year programs in nautical science or marine en-gineering. The Maritime Administration, which oper-ates the U.S. Merchant Marine Academy, also offersstudy programs in such marine specialty areas as dieseland radar training.

Earnings for unlicensed seamen vary according tothe job and the type of ship, Crew members on Amer-ican merchant ships enjoy excellent pay and workingand living conditions. Most jobs provide 10 or moredays' paid vacation for each 30 days worked. Typicalmonthly earnings by position, including base wage andaverage overtime, are: Foodhandler, $1,109; wiper,$1,328; ordinary seaman, $1,117; able seaman,$1,429; third mate, $2,472; radio operator, $2,6SS.Ship employees also receive many fringe benefits, in-cluding free room and board while at sea, uniforms,laundry services, transportation allowances andbonuses.

Inland Marine Transportation Towing Industry!

The inland transportation or barge and towing in-dustry has more than 90 Texas-based companies oper-ating along the Gulf Intracoastal Waterway and inlandwaters and in the Gulf of Mexico. These firms operatetowboats, tank barges, deck barges, hopper barges,tugs and ocean-tug/barge combinations. Continued ex-pansion of the industry has made it difficult for com-panies to find sufficient personnel to man the new

equipment being built. The increasing cost and com-plexity of barges, tugs and towboats require skilled peo-ple who are familiar with the equipment's operation.

Several schools provide specialized training for thisindustry. Brazosport College, Lake Jackson, Texas, hasa two-year Oceanic and Marine Technology programwhich includes basic training in oceanic and marinetechnical skills and preparation for the U.S. CoastGuard able seaman licensing examination. Studentsearn an associate of applied science degree.

The National River Academy, Helena, Arkansas,offers a deckhand training program, a firefighting, firstaid and emergency training course and special pro-grams for upgrading masters/western rivers, pilots/west-ern rivers, operators/inland waters and tankermen. Thedeckhand training program is a particularly good intro-duction for those interested in a career in the barge andtowing industry.

The Harry Lundeberg School, Piney Point, Mary-land, is administered by the Seafarers International Un-ion of North America. It offers basic vocational educa-tion programs for ocean-going or inland vessel opera-tions, upgrading programs for ocean-going and GreatLakes seafarers and a high school equivalency program.

Individual companies also may have schools totrain deckhands, mates and tankermen, and practicallyall companies provide on-the-job training,

The deckhand is the basic position in the towingindustry. Depending on the nature and size of the cargoand towboat, the deckhand prepares the barges fortowing and breaks them apart after reaching the des-tination. Deckhands usually work a schedule of sixhours on, six hours off and spend a specified number ofdays on and off their jobs each month � 20 days onand 10 days off or 14 days on and seven days off aretypical.

The tankerrnan is important when petroleum andliquid cargos are being moved. He is responsible forloading and unloading cargos and must have a thor-ough knowledge of environmental protection standardsand pollution prevention measures. This is a U.S. CoastGuard-licensed position and requires considerableknowledge of hazardous cargo handling.

The captain, or master, and his assistant, the pilotor first mate, are responsible for navigating the vesselsafely. They each stand two six-hour watches per daywhich include steering the vessel, monitoring the radioand radar and filling out the log. A second mate may berequired on longer routes and the schedule is changedto two four-hour watches per day. A steersman, whousually is training to become a mate or pilot, some-times steers the vessel, Larger vessels may have an en-gineer and a cook, while the deckhands perform theseduties on smaller vessels.

Wages on inland towing vessels vary according tothe company, work location and experience, with

deckhands ranging between $35 and $45 per day,mates, $75 to $90 per day and masters, $105 to $125per day, They are paid for the actual numbe~ of daysthey work.

Offshore Supply and TransportationThere are approximately 2,850 offshore oil and gas

exploration support fleet vessels operating in U.S. wa-ters, the majority of which are based in Louisiana andTexas, These include tugs, towboats, supply and tug-supply vessels, crevv boats, utility boats, geophysicalvessels and other miscellaneous vessels, Approximately65 percent �,850! are under 100 gross tons, 27 percent�85! are between 100-199 gross tons, 7.5 percent�10! are between 200-999 gross tons and only .5 per-cent �! are over 1,000 gross tons,

The size of the vessel determines the number ofpositions available. Vessels under 100 gross tons do notrequire U.S. Coast Guard seaman! papers for entry-level positions such as deckhand, unlicensed enginee~or cook, but vessels over 100 gross tons require sea-man's papers for such entry ratings as ordinary seaman,wiper and food handler as well as licenses for otherpositions.

Seaman's papers can be obtained through applica-tion to a U.S. Coast Guard Ivlarine Inspection office byanyone 16 years of age or older who has a letter ofcommitment of employment from an owner or operatorof a vessel over 100 gross tons. The application must beaccompanied by a recent passport-type photograph, abirth certificate or passport, an original Social Securitycard and a completed application form CG-7198.Although the Coast Guard will issue a !vlerchant Marinedocument to 16-year-olds, it is very unlikely that they

will be hired to serve on a vessel before they are 18.Because of child labor laws and the hazardous natureof the work, insurance carriers will not cover 16- or17-year-olds. Some insurance carriers will cover thoseunder 18 if they are on board temporarily in a nauticalscience school program.

The general duties for entry-level deckhands in-clude standing wheel and radio watch as required, car-rying out mooring or anchoring duties, maintaining thevessel, loading and unloading cargo and cleaning thevessel between trips. The duties for engineers, matesand masters require considerable on-the-job training toperform.

Training for entry-level positions is handled throughindustry on-the-job programs or, in Louisiana, at theLouisiana Marine and Petroleum institute in Chauvinand Young Ivlemorial Vocational Technical School inMorgan City. Several license preparation schools arelocated in Louisiana for upgrading in the above entry-level positions. In Texas, Brazosport College in Lake!ackson provides training and preparation for the ableseaman license exam, while Texas A8Q Universityprovides a four-year degree program in marine trans-portation and advanced training in radar and marinefirefighting. Texas license preparation schools are lo-cated in Houston and Port Arthur. In addition to on-the-job training, engineers may attend special technicalschools provided by diesel engine distributors andmanufacturers.

Ivlost positions on U.S. flag vessels require licensesand seatime experience to advance. The progression ona vessel under 100 gross tons would be two years fromdeckhand to licensed ocean operator. In the deck de-partment of vessels over 100 gross tons it takes one yearfor an ordinary seaman to upgrade to able seaman, twoyears to upgrade to limited licensed mate and one yearseatime to upgrade from mate to limited licensed mas-ter. In the engine department, the seatime requirementto upgrade from wiper to oiler is six months, from oilerto limited licensed engineer, two and a half years, andanother year to upgrade to limited licensed chief en-gineer.

Currently in the industry there is a critical shortageof skilled unlicensed and limited licensed mariners inthe following positions: oiler, licensed engineer, ableseaman, operator �00 gross tons or less! and masterand mate over 100 gross tons!. Considering the sea-time requirements, it takes at least six months to movefrom ordinary seaman entry rating! to oiler and oneyear to move to able seaman. There is no shortage,however, in such entry-level positions as ordinary sea-rnan and deckhand.

The most common work schedule for Gulf of Ivlex-ico boats is 14 days on and seven days off with wagesbeing paid on a per-day basis. There are other sched-ules, including 14 days on and 14 days off or sevendays on and seven days off. The pay scale for various

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positions is deckhand or ordinary seaman, $40-$50 perday; able seaman, $54-$68 per day; oiler, $40-$70 perday; unlicensed engineer, $60-$80 per day; cook, $45-$70 per day; ocean operator, $75-$95 per day; limitedlicensed mate, $75-$90 per day; limited licensed mas-ter $105-$125 per day; limited licensed engineer, $80-$100 per day; and limited licensed chief engineer,$105-$125 per day. Wages are paid for the number ofdays actually worked.

Most companies require a complete physical exami-nation which they pay for! and all candidates for CoastGuard licenses must pass a U.S. Public Health Serviceexamination. Anyone with a pre-existing physical con-dition that might preclude advancement should checkthese requirements with the Coast Guard office beforeplanning a career in this industry. The work is physical-ly demanding and good general health is necessary.Medical care for seamen is provided through the U.S.Public Health Service hospitals.

Resources

Merchant Marine

Calhoun MEBA Engineering School9 Light StreetBaltimore, MD 21202

Louisiana Marine & Petroleum InstituteP.O. Box 236Chauvin, LA 70344

Harry Lundeberg SchoolPiney Point, MD 20674Ivlarine Cooks & Stewards Training Program350 Fremont StreetSan Francisco, CA 94105

National Maritime Union of America346 West 17th StreetNew York, NY 10011

Office of Maritime Labor & TrainingMaritime AdministrationU.S. Department of CommerceWashington, D,C, 20230

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Seaman's Church Institute of New York1 5 State StreetNew York, NY 10004

Texas Maritime AcademyTexas A&lvt LJniversity at GalvestonP.O. Box 1675Galveston, TX 77553

U,S, Merchant Marine AcademyKings Point, NY 11024

Young Memorial Vocational TechnicalP.O. Drawer 2148Morgan City, LA 70380

Inland Marme TransportationAmerican Waterways Operators, Inc.1600 Wilson Blvd,, Suite 110'IArlington, VA 22209Brazosport CollegeOceanic & Marine Technology500 CollegeLake Jackson, TX 7765S

Harry Lundeberg SchoolPiney Point, MD 20674

Louisiana Marine & Petroleum InstituteP.O. Box 236Chauvin, LA 70344

National River AcademyP.O. Drawer 827Helena, AR 72342

Young Memorial Vocational TechnicalP.O. Drawer 2'l48Morgan City, LA 70380

offshore Supply and TransportationBrazosport CollegeOceanic & Marine Technology500 CollegeLake Jackson, TX 776S5

Louisiana Marine & Petroleum InstituteP.O. Box 236Chauvin, LA 70344

Oftshore Marine Services Association2939 ITM. BuildingNew Orleans, LA 70130

Texas Maritime AcademyTexas A&M University at GalvestonP.O. I3ox 1675Galveston, TX 77553

Young Memorial Vocational TechnicalP.O. Drawer 2148Morgan City, t.A 70380

School

School

School

The offshore revolution has created great interestand many opportunities for industrial expansion alongthe Texas coast. Texas and Louisiana have contributedmost of the otfshore production, with the latter beingthe most productive. Offshore oil and gas productioninvolves exploration, drilling, underwater services, spe-cialized construction activity, specialized marine trans-portation requirements, highly skilled engineering ser-vices and many inter~elated services.

The basic components of the offshore mineral in-dustry are marine exploration, marine construction,offshore drilling and marine services. The marine ser-vices area is covered under marine transportation andmarine construction is partially covered under ship-building,

A great number of jobs exist in the offshore drillingindustry; there presently are approximately 15,000offshore rig workers employed on rigs in U.S. waters.An additional 1,500 new jobs will be created each yeart'or offshore rig workers. These jobs, combined with thehigh industry employee turnover, means nearly 3,000new people per year will be needed to fill these posi-tions, lt would appear that the most pressing needs willbe for qualified people m highly skilled classificationssuch as driller, mechanic, electrician, subsea engineer,assistant driller, derrickman, crane operator and tool-pusher. Most present positions are being filled by peo-ple trained on the rigs or in the drilling companies' ownin-house training programs.

There are enough people available to be trained forthe industry, but careful selection and orientation is im-portant. personal characteristics which must be consi-dered are attitude toward work, ability to withstandlong hours and extended days of work on the rig, will-ingness to work hard and contribute as part of a team,and ability to accept harsh supervision. The rig workermust be able to accept isolated living conditions, long-term separation from family, lack ot control of socialactivities and a harsh, sometimes dangerous workingenvironment.

The entry-level position on the offshore rig is theroustabout who is responsible for assembling, cleaningand repairing, maintaining, loading and unloadingboats, moving pipe and performing other general tasksfor the drill floor crew, Roughnecks, the next level, arethe crucial manning force in the drilling operation.Their job is to work as a team, in conjunctio~ with thederrickman from aloft., under the guidance of the assis-tant driller. The roughneck assembles and dismantlesthe drill string of hollow steel pipes at the rotary table.This involves unscrewing 40-foot sections of pipe withlarge mechanical tongs as pipe is removed from thebore hole to replace drilling bit.

The derrickrnan rigs derrick equipment and operatespumps to circulate mud through drill holes, weighs clayand mixes drilling mud, cleans and oils pulleys, blocksand cables, repairs pumps and occasionally fills in forthe driller.

The driller drills wells, operates draw works,observes pressure gauges, controls the speed of the ro-tary table, regulates tool pressure at the bottom of theborehole, examines drilling or core samples, I'ishes torecover lost and broken drill bits, casings and drill pipefrom the well, records footage drilled and repairs andreplaces defective parts ot machinery.

The drilling foreman, generally known as the tool-pusher, supervises and coordinates the drilling opera-tion, rig erection, dismantling and moving, ordersequipment and supplies I'or the drill site and crew,orders installation of the control devices on the wel!and generally supervises the entire drilling operation forthe rig personnel.

Other positions on offshore rigs that presently are inshort supply are mechanics, electricians and subsea en-gineers; however, these represent a crucial part ot theoffshore drilling operation and require considerabletechnical training.

The work schedule on the rig depends on the general location and, to some extent, the preference of thecrew and company policy, but seven days on, sevendays of or 14 days on, 14 days off is used in the Gulfof Mexico. Offshore pay is good and living accommo-dations are usually good, but the work is extremelyhard, dangerous and soctally isolated.

A roustabout working seven days on, seven days offcan earn about $15,000 to $16,000 hi» first year. Onthe same schedule a roughneck can eat n between$19,000 to $20,000; a derrickman, 521,000 to$22,000; an assistant driller, $24,000; a driller,$28,000 to $30,000; a toolpusher, $43,000 to$50,000; a mechanic or electrician, about $25,000; a

barge engineer, about 527,000; and a subsea engineer,about $30,000. Earnings depend on the work schedule,total number of hours worked, personnel and experi-ence, Food and living accommodations are providedon the rig at no cost to the ~orker.

Promotions are rapid for those who like the workand are good at it, particularly considering the highturnover rate, A roustabout can be promoted to rough-neck in three months, from roughneck to derrickman innine months, from derrickman to assistant driller inabout 18 months, and from driller to toolpusher inabout hvo years. This progression depend» on the com-pany's training program and promotion policy.

Training programs for the offshore drilling industryare available through the International Association ofDrilling Contractors, the Petroleum Fxtension Service ot'the University ot' Texas at Austin, offshore drillingequipment manufacturers and several technical schoolslocated in Texas, Oklahoma and Louisiana. Drillingcompanies and oil and gas production companies paymost ol' these costs for their studentiemployees.

International Association of Drilling ContractorsP.O. Box 4287Houston, TX 77210

National Ocean Industries Association1100 Seventeenth Street, hI.W.Suite O'10Washington, D.C. 20036hti< holls State University401 I-IickoryThibodeaux, LA 70301

Petroleum Extension ServiceUniversity of Texas at AustinDrawer 5, University StationAustin, TX 78712

Petroleum Training CenterUniversity of Southwestern LouisianaLafayette, LA 70S04

Commercial DivingDiving is regarded by some as such a glamorous

and exciting water-related career that they overlook thehard work, boredom, isolation and safety hazards thatface the working diver. Most commercial diving is donewith either a self-contained underwater breathingapparatus or a surface air supply pumped through along hose. Saturation diving using mixed gases andunderwater diving chambers is used at deeper depthsand new technology has developed completely self-contained diving systems that can go to 2,000 feet.Most of this technology has evolved from the needs ofthe offshore oil and gas exploration and production in-dustry.

Commercial diving jobs vary greatly in terms of skillrequirements and work environments. Good mechani-cal skills are a must. Good welders, pipefitters or othercraftsmen can be trained to be first class divers. Somejobs located in very remote offshore areas require sev-eral days of preparation while others, in shallow watersnear shore, require little preparation time, Careeropportunities may be limited by the individual's versa-tility and technical training,

Some commercial diving schools provide entry-level training, but most specialized training is receivedon-the-job or through company-sponsored programs.Familiarity with the types of special equipment used,particularly for deeper dives, also is important. Over 90percent of commercial divers receive some formaltraining, either from the military or through commercialschools. Nearly all commercial divers must complete acourse of study in a diver training school before theyare hired. Training takes from four to six months andcosts about $2,500. Since the training is fulltime, stu-dents must be able to meet living expenses during thistime.

Divers normally are paid on a 12-hour shift basiswith travel allowances and quarters paid by the divingcontractor. The entry-level position normally involvesworking in the shop on diving and related equipmentfor low pay. The next level is tender or diver/tender butthese usually are filled by air-qualified divers. The tend-er or diver/tender position pays about $300 to $400 perweek in the Gulf of Mexico and generally lasts at leastone full season or one year,

In the second season or fu! I year, a good diver canearn between $20,000 and $24,000 by working regu-larly. This increases to between $30,000 and $45,000in the third and fourth years. The top pay in the indus-try for a good saturation diver can be as high as$75,000 with regular offshore work on choice divingjobs.

The diving season in the Gulf of Mexico is length-ening and already is a year-round operation in someareas with allowances for weather and type of project.

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Good health is imperative for a commercial diverand regular physical examinations are required by com-pany policy. A person must be a skilled craftsman suchas a welder, mechanic, pipefitter, etc., before realizingsuccess as a diver in the offshore industry. It is impor-tant to gain experience in these areas. Prospects shouldbe prepared to spend several months, or years, learningthe technical side of diving operations. A smaller firmmay provide a more general education on diving opera-tions, while larger firms offer more knowledge aboutmore sophisticated diving equipment. A thoroughknowledge of safety procedures is an absolute necessityin commercial diving.

Resources

Association of Diving Contractors1799 Stumpf BoulevardGretna, LA 70053

The Ocean Corporation5709 GlenmontHouston, TX 77081

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Of the more than 28,000 Texas commercial fishinglicenses issued in 1 978, less than one-tourth were forfulltime commercial fishermen. Most of these v'ere forthe shrimp fisheries which represent over 95 percent ofthe total value of commercial fish landed in Texas.There are about 3,200 commercial Gulf shrimp boatslicensed in Texas and about 3,700 licensed bay shrimpboats.

The average Gulf shrimp vessel is usually operatedby three people � the captain, the rigger and the head-er. The captain operates the vessel and assumes respon-sibility for vessel maintenance, planning and supervis-ing the fishing operation and administering the businessaffairs of the vessel, He also may assist the rigger inhandling trawls, The rigger, or rigman, does much ofthe deck work, operates the trawls and booms, cleansthe net and helps sort, dehead, ice and unload theshrimp. The header deheads the shrimp, assists the rig-man with the trawls, sorts the catch, ices the shrimpand assists the captain as diiected.

Oystering and crabbing contribute less to the totalvalue of Texas' commercial fisheries, but still can repre-sent a good living. Oystering has declined in recentyears because some bay systems have been closed, butcommercial crabbing has increased as the price of crabmeat and the availability have increased. Oystering canbe a one-person operation with the oysterman or dredg-er working from a small fishing boat. The crab fisher-man also works independently in his own boat, baitingcrab pots and traps and "running" several hundredtraps which he has baited, collecting crabs for process-ing.

Traditionally, commercial fishing has been a familybusiness. ln recent years, however, there has been anincrease in the number ot fishing fleets which has cre-ated more jobs outside the individual, family business-

es. Persons interested in commercial fishing may find itrelatively easy to sign on as a header to learn moreabout the industry and possible career opportunities,particularly on a shrimp trawler that operates as part ofa fleet. A header's pay is based on the total shrimpcatch returned for processing. Once the job is mas-tered, a header can advance to rigger and captain withmore experience. It is even possible to eventually ownthe vessel.

A major disadvantage is that commercial fishing isdemanding, often rigorous, work under difficult condi-tions in isolated locations. The financial rewards aregood for a captain or vessel owner, but the harvest is aperishable product that must be processed quickly andis not always available in quantities needed to meetdaily operating costs. Also, the work is seasonal sinceshrirnping is not permitted in bays during some monthsof the year.

Resources

aviational lvlarine Fisheries Service9450 Koger Blvd., Duval BuildingSt, Petersburg, FL 33702Texas Shrimp Association403 Vaughn BuildingAustin, TX 78701

Director of FisheriesTexas Parks fI Wildlife4200 Smith School RoadAustin, TX 78744

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ShipbuildingShipbuilding in the Gulf Coast area is a highly di-

versified industry. It is made up of small shipyardsbuilding and repairing fishing vessels, barges, tow-boats, crew and tug boats, and larger yards buildingand repairing merchant ships, drilling rigs and oil in-dustry support vessels, There are approximately 70shipyards of all sizes in Texas, providing a variety ofshipbuilding and ship repair services and employingabout 10,000 employees with an annual payroll ofmore than $160 million.

Despite advances in technology and constant in-creases in capital investments, the industry remainslabor intensive with most positions falling into theskilled craftsman category. Welders join the metalpieces of the ship together; shipfitters see that eachpiece is correctly located and securely fastened by riv-eters, welders and other workers; chippers trim edges;caulkers make joints watertight; engineers and machin-ists prepare, install and test propulsion equipment;electricians, carpenters, boilermakers, sheetmetalworkers, painters, plumbers and others construct inter-nal systems and facilities; and crane operators lift pre-assembled parts into place.

Employers prefer men and women with a back-ground in mathematics, machine shops, blueprint read-ing and mechanical drawing. Apprentice programsoffer work and classroom instruction in technical sub-jects. Most apprenticeships are controlled by jointcouncils made up of representatives of the craft unionand the employers.

Apprenticeships handled by craft unions provide thetraining needed to advance in a particular craft. Someprior training in a vocational school or high schooltechnical trades program and, in some instances, actualwork experience is helpful. A new employee begins asa helper or learner and progresses through variousstages to higher skill levels with required training andactual work experience.

Shipyard workers earn good incomes and enjoygood benefits, The future employment outlook in theGulf Coast area is good. It is possible to advance to aproduction department head or high supervisory posi-tion. The current annual earnings for those in journey-man classifications may exceed $20,000. Entry-levelpositions presently pay up to $16,000 and $17,000 for50 40-hour weeks. There is a current shortage oftrained welders, shipfitters, electricians and crane oper-ators. Working conditions in a shipyard vary from out-door areas to confined spaces in large shop areas andjob responsibilities for new construction are differentfrom those for repair,

Management, engineering and naval architecturalpositions offer good employment opportunities in theshipbuilding industry. Most require college degrees and

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work experience for career advancement. IVorkingconditions, salary and fringe benefits are attractive,

Turnover in some shipbuilding skilled positions ishigh and positions otten cannot be filled by the unions.These must be filled through company recruitment. Aphysical examination is almost mandatory for shipyardemployment because of the often hard, physical workrequired and the possibility ot work-related injury.

Louisiana Shipbuilding 8 Repair Association2936 international Trade MartSew Orleans, LA 70130

Marine Engineering TechnologyMississippi State UniversityP.O. Box 5404Mississippi State, MS 39762

Office of lvlaritime Labor and TrainingMaritime AdministrationU.S. Department of CommerceVVashington, D.C. 20230Shipbuilders Council of America600 Sew Hampshire Ave., N.W.V'ashington, D.C. 20037Texas Shipyard Assoc/ationP.G. Box 1093Freeport, TX 77541

References

Block, Richard A., ed., Working Aboard Oilfield Ves-sels Questions and Answers!. Louisiana. Marine Edu-cation Textbooks, 1979.

Harry Lundeberg School, The Harry Lundeberg School Piney Point, MD. Bulletin 1977-78!.Heitzmann, William Ray, Opportunities in Marine andMaritime Careers <Skokie, Illinois: National TextbookCom pany, 1 979!.

Livy, Bryan, and Vant, James. Formula for SelectingRoughnecks and Roustabouts First published in: Per-sonnel Management February 1979, Vol. II No. 2!.McKinnerney, Beryl, and Clark, Donald L., MarineOccupations in the Texas Coastal Zone Texas A&MUniversity Sea Grant College Program, TAMU-SG-73-606!.

Maritime Administration, Abstracts of Maritime Educa-tion and Training Publications U,S. Department ofCommerce, Washington, D.C. March 1977!.Merchant Marine Occupations tvloravia, NY: Chroni-cle Guidance Publications, Inc., September 1979!,National Ocean Industries Association, Where Landand Water Meet Washington, D.C., July 1979!,Science Research Associates, Inc. Occupational Brief,Shipbuilders Science Research Associates, Inc., 1977!,SRA Occupational Brief 156.Texas A&M University Sea Grant College Program,Summary of Marine Personnel Selection and TrainingSeminar College Station, Texas, 1979!.Texas A&tv University Sea Grant College Program,Summary of Marine/Offshore Manpower Require-ments and Training Seminar College Station, Texas,1979!.

U.S. Department of Commerce. lnforrnation Concern-ing Employment and Training Opportunities in theU.S. Merchant Marine Washington, D.C., Govern-ment Printing Office!.U.S, Department of Commerce, Workforce Supply andDemand Study, for the Offshore Oil and Cas Explora-tion Support Craft Industry, 1979-1988 Washington,D.C.: Government Printing Office, 1979!.

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