The MARE Report: A Magazine for Seafarers' Welfare Professionals 2018 by NAMMA

FROM THE EDITORS Now in its fourth year, The MARE Report is an initiative of the North American Maritime Ministry Association in partnership with the Mission to Seafarers and the International Christian Maritime Association (ICMA). NAMMA’s core objectives are to connect, provide opportunities for training, and encourage seafarers’ welfare professionals in North America and with our partners around the world. The MARE Report title (pronounced mar-A) means “the sea” in Latin, the ancient ecumenical language. Though produced in North America, we have designed The MARE Report to reflect conversations happening around the world. The stylized E also acknowledges that we live in an electronic age. Even if you are holding a physical copy in your hands, this magazine printing technology is produced alongside a wide network of social media. We hope this magazine will be informative and inspire its readers to become more involved in caring for seafarers, fishers and their families. DR. JASON ZUIDEMA, EDITOR

NAMMA Executive Director

DR. MICHAEL SKAGGS, ASSISTANT EDITOR

NAMMA Director of Programs

To keep up-to-date with all our activities and find out how you can be involved in seafarers’ welfare, sign up for NAMMA’s email newsletter by contacting executivedirector@namma.org.

CONTENTS 4

Working Together for the Betterment of the Maritime Industry An Interview with Kuba Szymanski by JASON ZUIDEMA

Stowaways, Seafarers and Ship Security in Insecure Ports by AMAHA SENU

No Smooth Sailing Manila’s Crewing Agencies by RODERICK G. GALAM

Maritime Ministry and the Changes of the Maritime Industry in the Early Twentieth Century by PAUL MOONEY

A World on the Move at Sea An Interview with Fred Craig by JASON ZUIDEMA AND MICHAEL SKAGGS

NAMMA Intern Program Invests in the Future of Port-based Seafarers’ Welfare

Challenges to Seafarers’ Welfare in the Caribbean by MICHAEL SKAGGS

Maritime Ministry in Books: Reviews

Containers: An Outsider’s Look into Shipping by MICHAEL SKAGGS

AoS-NAMMA Participation in National Maritime Day Observances

42 44 2

Challenges and Rewards of a Faith-based Approach to Seafarers’ Ministry by PAUL ROSENBLUM

Year in Review: NAMMA’s Annual Activity

Thank You! NAMMA Partners

PHOTO: SCINY&NJ

WORKING TOGETHER FOR THE BETTERMENT OF THE

MARITIME INDUSTRY An interview with Capt. Kuba Szymanski, Secretary General, InterManager

Tell us a bit about yourself. Who are you? Where do you come from?

come from Poland, where I spent a lot of time sailing. I started as a boy sailing with the Sea Scouts and later wondered if there was a way to turn my hobby into a living. That’s how I moved from yachting to the shipping industry. I attended Maritime University, graduated in 1990, and then I went to work on tankers. I originally thought I wanted to work on tall ships, but quickly realized there’s no money there! I started with my company in 1990 and worked there for 17 years, working my way through the ranks and eventually ending up in leadership positions ashore. The company was acquired by another business and I wasn’t able to find the type of place I wanted in the new organization, so I decided to move somewhere else. I started working for MOL (Mitsuki O.S.K. Lines, Ltd.) in London as a general manager. I stayed there for three years but – unlike my wife, who is from Warsaw – I’m more or less a farm boy and don’t like big cities. So I entered a competition for a position in Japan and moved there for eight years. Eventually I started working for InterManager and established an office on the Isle of Man, which is a small place and where I like to be! Through all of this, it helped to have a supportive family. My wife and I have been together for 29 years; we even went to the same primary school! We got married at 23 and Ronita started sailing with me. She’s one of those wives who’s willing to drop everything and

Capt. Kuba Szymanski

set sail. Our son started sailing with me when he was born, too, and he’s now a sea cadet.

What is InterManager? What are the key challenges to managing ships in the current climate and what are the key successes that you think InterManager has been able to achieve? InterManager is an association of ship managers, which arose from ISM code 1991 and the realization that ship management would work better with a clear organization. There are two types of managers: third-party and in-house, which is another way of referring to companies that are service providers and owners who manage their own ships. Most of our members are

third-party, which means sometimes there are differences of opinion between ship managers and ship owners, since owners might have different attitudes or interests. For example, owners need to minimize costs, but managers may think a ship needs a larger crew to make sure the vessel is best cared for. In the end, however, we’re all part of the same picture, we’re all working for the betterment of the same industry in particular ways. One problem at the present, from my perspective, is that the industry is seeing a lot of people get involved who have no connection to shipping beyond the financial assets that surround everything – I call them asset players. From a financial perspective shipping is sexy, it gives a good return on investment, it’s reliable and predictable 5

(even with the regular cycles that characterize growth and constraint). Too many people, I think, enter the industry to make a quick profit and then leave. This is a problem for everyone in the industry because it means we’re fighting for money, including money needed to provide services to seafarers, which should be written into charters. Think of it this way: when you buy a car, you know you’ll need fuel. If you are involved with ships, you should know that seafarers are an important part of them! Mariners need to go home, they need to have connectivity, they need to spend time outside ashore. Anyone else who spends seven, eight hours in the office will enjoy a walk outside afterward; why shouldn’t seafarers have something like that? Why is this even up for discussion? There are some systemic benefits to recent developments in the industry, though. The Maritime Labour Convention, 2006 (MLC, 2006) was a seriously positive change for seafarers. I don’t know how much they feel that way. It’s still a major step forward. Take the issue of abandonment, which is always a tragedy. However, as of January 2017, there’s insurance for that. We’re probably the only industry in the world that carries insurance for bankruptcy. Another example is banks becoming more accustomed to contractual workers, which means it’s much easier than it used to be for seafarers to make major investments even if they’re between contracts. It wasn’t the same when I was at sea, when a bank wouldn’t give me a mortgage without an active contract! Connectivity is making a lot of progress on board ships. It’s a good thing but we aren’t always prepared for how it actually works on board. When I was at sea I and my family knew that I would be cut off from them, and we could prepare for that. With more connectivity, it can be difficult for seafarers and their loved ones to realize that mariners can do very little about problems that might come up. Maybe your wife tells you the car just broke down; you might like to do something about it, but you can’t. There are other problems too. We did some research and learned that only 5% of seafarers today are employed on long-term contracts during which they’re paid at home as well as the time they’re at sea. The rest are not. A lot of seafarers have no problem with that but companies should keep in mind that this kind of system creates a lack of loyalty: you can’t expect a seafarer who has no entitlement to a renewed contract to stay loyal to the company. They have to start looking for work a month before their contract even finishes, because in two or three months their bank account will be empty. This is a very comfortable situation for owners at the moment, because they don’t need a specific reason to not renew a contract. I’m a little surprised that the industry has gone this way, but I also think the pendulum will eventually swing the other way. One thing I don’t like is all the hype about a shortage of seafarers, which I 6

do not believe at all. There is absolutely no shortage of seafarers. There are plenty of seafarers – especially young ones – who would love to get into the industry, but they aren’t being hired. I am inundated with CVs, I have access to very high-quality seafarers, and I can’t find them a job. And it’s embarrassing for me, because I go around, trying to be ambassador of our industry because I see so many positives, and young people are telling me “Kuba, I want to join.” We seem to be shutting the door on them. That’s not good, and we will pay for it. Owners will eventually regret this attitude. I’m glad that InterManager members are not like that. But the problem for me is that you can still see this situation in ports: you see substandard ships, you see miserable people on board who are being abused and mistreated. It might be said that port visits, stays in port, aren’t what they used to be. That before there was at least some time for some freedom and relaxation, but now port visits, rather than being free and time for relaxation, are actually some of the most stressful parts of the job, with inspections and paperwork and whatnot. Is this nostalgia or is it something real? And if it is real, what can we do? It is very real. The industry has accelerated in minimizing the number of people on board. Computerization and digitalization was supposed to help us, but computers came on board and two people disappeared (the chief steward and the radio officer). Imagine that you are running an office in Canada or the US and you’ve got 20 employees. You would at least have one IT person. We’ve got ships with 20 people on board and not a single IT person. Since 1994 we have steadily reduced the number of crew from over 22 to just over a dozen now. Port operations have become more efficient, too, and now ships are expected to have a 24-hour turnaround time. Pumps, cranes, containers – everything is designed for efficiency. If you’ve got a minimum number of people on board, they’re working 4 on, 8 off, or very often in port 6 on, 6 off. How can you take any time for yourself ? If you do, then you struggle during your time on watch. So imagine you work 6 hours, then you go into town because you want to go shopping, have ice cream or eat at a decent restaurant, walk in a park, go to church, or whatever it is you want to do. Then you come back to the ship and do another six hours. That means that you are without sleep for 18 hours. So many colleagues are saying that when they go to sea they forget about any visits in port. They work for four months, then they get a big pay check. They work hard and they play hard. When they get home, they’ve got money to take to their family. They do fun things, they go sight-seeing there. I see this more and more. Some of the big carriers, cruise ships, some general cargo ships are still in port long enough for seafarers to go into town, especially if terminals are close to the city center. But tankers, container ships nowadays – forget it. It’s all within 24 hours, if even that. So seafarers are happy to be at sea,

especially when there’s a long passage. When you’re in port, you’ve got crew changes, bunkering, storing, all sorts of tasks to get done. Now, when I travel, I talk to superintendents, managers, and other leaders and I ask them a controversial question: “are you part of the problem? Can you be part of a solution?” A lot of these logistical problems could be solved with good planning from ashore. People are starting to wonder about automated ships, and some of the jobs that they won’t need on board.

You’ve been involved in the Martha Project on seafarer fatigue. How important is the issue of fatigue for seafarers? It’s extremely important. There is a problem here as well: this alpha male attitude, thinking “It’s not in our blood to complain.” So a lot of people, without even realizing it, are wearing themselves down because they are working so hard. Even people with jobs less difficult than seafaring have this problem. A few days ago I was running a conference, speaking on panels, and attending an executive committee meeting. As it turned out, I left the power cable for my computer behind. I gathered my things, closed my computer, and even disconnected the cable myself. But I left it because I was tired; my resources were completely spent. This is what the Martha Project has shown us. Many people are not aware that when you get to the stage where your resources are completely depleted, you are likely to do something that you are not aware of. I think it’s important now for seafarers to be able to say “I’m sorry, I’m fatigued, I can’t do my job safely and I need to take a break.” But that takes a lot of guts, especially with the current climate. On the one hand, seafarers are supposed to note all of their rest; on the other, we apparently have a shortage of seafarers, so mariners have to do more work than rest periods will really allow.

Tell us about the TK Foundation. How did you become involved and what do you want to see come out of your work with it? And what advice do you have for us as seafarers’ welfare providers? I gave a very passionate speech in 2010 in Manila, and I was very disappointed with Denmark during the debate on hours of rest. I was very frustrated with that and I made a very passionate speech. That evening a representative of the TK Foundation approached me and said “Look, I really agree with what you are saying, not only what you are saying but the way you say it. Would you come work with us at TK?” I told them I’ve never done charity, outside of marathons or whatever to raise money. But they encouraged me to learn a bit more about TK and I started getting involved as an advisor

to start with for a year and a half. Then at the end of 2011 I became a board member What TK foundation does is superb in my opinion. Torben Karlshoej left a wonderful legacy behind out of his passion for seafarers’ issues. He still has family connections to the board, and they pass along Torben’s vision. What he wanted to see is fairness in shipping, fairness for seafarers, especially those who come from underprivileged communities. The main idea is that we don’t want to be a fish, a one-time support that doesn’t help in the future. We want to be the fishing rod, which can help organizations be self-sustaining. So capacity building projects are very good for us. But we are also happy to help in emergency situations. NAMMA does a wonderful job carrying out the work TK Foundation wants to support. You have identified the areas where we need to be active and you know how to make our support be as effective as it can. You’re our eyes and ears on the ground. Seafarers are very happy for your help, even if sometimes they take it for granted – they know that when they come ashore, your people will be there for them. Not many think to ask who pays for that level of service! One thing I’d like to mention is that we want to make sure seafarers aren’t patronized. Media outlets and journalists love it, it’s easy to sell someone saying “Oh, those poor seafarers, they don’t have food onboard, they’re in this trouble,” and so on. Ninety-nine percent of the time that’s not true. That’s one ship that found itself in trouble but it’s not the whole industry. I’ve even asked certain missions to stop focusing on the campaign for knitted hats for Christmas: you’re knitting hats for some who make a hundred thousand dollars a year, tax-free. The missions were making a nice gesture that seafarers aren’t forgotten, but the general public doesn’t understand that. If they think about seafarers at all, they think they’re the poorest of the poor, very neglected, and so on. And that’s not good for the industry. It means a lot of people will be discouraged from entering the profession or decide not to on their own. People shouldn’t think that when they go to sea they’ll be assaulted, or are going to end up suicidal, or anything like that, which is sometimes the message we hear from welfare workers. I challenge that to some degree, and I wonder whether the data really bears that out. Are seafarers really more prone to mental illness than others? That’s certainly the message we hear. And I’m challenging that. I’m saying, do we really have first data showing that seafarers are more prone to mental illness than anybody else? And at the moment there isn’t anything like that, but the message is fairly strong. The fact that a lot of people ashore wouldn’t like to be at sea doesn’t mean that seafarers don’t like it.

Thank you. JZ Note: this interview was edited for length and clarity. 7

CHALLENGES AND REWARDS OF A FAITH-BASED APPROACH TO SEAFARERS’ MINISTRY

Photo: Paul Rosenblum

by Paul Rosenblum

hat is the role of faith in seafarers’ ministry? How does our faith influence how we go about our ministry? Does it help us deal with the challenges we face? How is our faith, in turn, influenced by our involvement in seafarers’ 8

ministry? At first, it might seem strange to even ask such questions. Isn’t ministry, at its heart, an act of faith? There should be an integral relationship between our belief in the Lord and our living out that belief in our ministry. But is that relationship a reality? In this article I answer these questions, first by looking at the

foundations of our two-fold call to ministry as disciples of Christ. I then examine the rewards and challenges that ministry volunteers in the Port of Charleston report, as well as how they view the relationship between their faith and that two-fold ministry as they face the challenges specific to port chaplaincy.

1. My faith was an important factor in getting me involved in seafarers’ ministry 2. My faith is an important factor that keeps me motivated to do seafarers’ ministry 3. My faith helps me deal with the challenges of seafarers’ ministry 4. My involvement with seafarers’ ministry strengthens my faith 5. I see seafarers’ ministry as a way to share my faith with the seafarers I meet 6. I am comfortable sharing my faith with the seafarers I meet 7. Prayer is an important part of my day at the seafarers’ center

INTERSECTION OF FAITH AND MINISTRY In order to find out more about how volunteers in Charleston view the intersection of faith and ministry I administered a brief survey to them. Although the sample size is small (24 respondents) the results show some interesting trends The score in the table is the mean based on the following weighting of the possible responses:

1 2 3 4 5

-2 - Strongly disagree -1 - Disagree 0 - Neutral 1 - Agree 2 - Strongly agree

6 7 0

Jesus gave his disciples two jobs to do. The first is summarized in John 13:34-35: “I give you a new commandment, that you love one another. Just as I have loved you, you also should love one another. By this everyone will know that you are my disciples if you have love for one another.” Jesus calls on his disciples to give themselves in service to others, just as he gave himself up for the salvation of the world. He calls on us to spend our lives in ministry to those in need. We do that by trying to meet the material needs of seafarers, by showing them our love by mundane tasks like taking them shopping, by giving them the opportunity to communicate with family, or simply by offering a place to relax and a friendly face. The second job that Jesus gave his disciples is outlined at the end of Matthew’s Gospel: “Therefore go and make disciples of all nations.” Like the disciples gathered in Galilee, so are we called to bring the Good News to the world. Each of these responsibilities brings with it its own set of rewards and challenges. In this survey, volunteers reported that they feel a great sense of satisfaction in meeting the material needs of the seafarers. Every volunteer who responded described the rewards in similar words: “The biggest reward comes in knowing that each day you

0.2

0.4

0.6

0.8

“The biggest reward comes in knowing that each day you have helped to make a difference through the ministry of presence”; “My rewards come from the satisfaction that I have done what I can do to make our seafarers happy.” have helped to make a difference through the ministry of presence”; “My rewards come from the satisfaction that I have done what I can do to make our seafarers happy; they are with me and happy I am helping them take care of their needs while with me.” Yet they also reported that serving the material needs of the seafarers who come to our busy ports can be stressful. When asked to describe some of those challenges, the volunteers in Charleston reported these and similar examples: “Getting all the requests for shopping venues organized”; “Dealing with trip requests that

1.2

1.4

1.6

1.8

we cannot fulfill”; “The seamen have so little time in port. Most just want to grab some time to Skype their families and do a little shopping”; “Work schedules often preclude any interaction with crew.” The volunteers often feel that there simply is not enough time to adequately offer the seafarers the help that they need. The second job, that of spreading the Gospel, presents an even bigger challenge to the volunteers, and only a single volunteer reported that he experienced any reward from this aspect of the ministry, citing “moments when talk about faith arises” as a reward. However, nearly all of the volunteers reported challenges when asked about their willingness to share their faith or engage in prayer with the seafarers. Responses ranged from discomfort with the practice to complete denial of that aspect of ministry: “Probably the biggest challenge is respecting a seafarers’ culture and faith tradition while seeking to impart why I am offering Christian hospitality”; “I am not comfortable evangelizing and sharing my personal faith with them;”; “To me their faith is personal to them and mine is to me. I think that faith discussions should be left to ordained clergy”; “None. I sell phone cards and drive the bus.” 9

Photo: Paul Rosenblum

Overall, the volunteers had a positive view of the interaction between their faith and their involvement in the ministry. All mean scores were near or above the score of 1.00, indicating general agreement with the statement. They indicated that their faith was important not only for their initially becoming involved (statement 1), but that it also kept them motivated and helped them deal with the challenges that they faced in performing their duties (statements 2 and 3). Volunteers also felt very strongly that their involvement in seafarers’ ministry strengthened their own faith (statement 4). These results are consistent with much of the research that has been done in looking at how faith affects volunteer activity. Volunteers who self-report as being “people of 10

faith” are significantly more likely to become involved in both faith-based and secular volunteer activity and to persist at that activity than are those who do not (Mollidor et al. 2015). The reciprocal relationship seen in this survey, wherein volunteer activity strengthened the faith of those involved, has also been well-documented (Meyers et al. 2013). Thus, seafarers’ ministry volunteers in Charleston are typical of volunteers in other social ministries in how they see these aspects of the interaction of faith and ministry. Less positive scores were reported for questions that addressed the comfort level of volunteers when it comes to sharing their faith with the seafarers they meet (statements 5 and 6), and both mean scores were much

lower than the score of 1.00 that indicates agreement. Although some volunteers felt strongly that this was one of their obligations and were comfortable doing so, there were more neutral and negative responses. The least positive score of all reflects a great discomfort among the volunteers with integrating prayer into their service (statement 7). The good news from this small study is that volunteers in Charleston have an overall positive view of the importance of their faith in carrying out their ministry to seafarers, particularly as it pertains to the first responsibility Christ entrusted us with: to serve those in need. Volunteers find great reward in being able to perform this aspect of the ministry and their faith helps them to meet the challenges that a busy ministry brings.

The fact that many of the volunteers have been actively involved for over 10 years, and several for nearly 20 years, certainly hints at the benefit of being “people of faith” in persisting in carrying out this work. However, it is apparent that there is a need to strengthen the commitment of the volunteers to spreading the Gospel message to those we meet. The fear of being intrusive keeps many from even mentioning their faith in conversation with seafarers. They rightfully do not want to be seen as proselytizers, forcing their faith on others. But I would counter that a simple explanation of why we do what we do--that as followers of Jesus we are called to bring his love to the world – without any expectations or pressure applied is not an intrusion, but

rather an invitation that the seafarers can choose to accept or to decline. Perhaps that way of looking at things may make more volunteers comfortable with expressing their faith openly. X Deacon Paul Rosenblum is Apostleship of the Sea Port Minister in the Diocese of Charleston, South Carolina and AOS Regional Coordinator for North America and the Caribbean.

References: Meyers, D.R., Wolfer, T.A. and Sherr, S. (2013), Faith-outcomes for older adult volunteers. Social Work & Christianity 40 (4), 384-403. Molidor, C., Hancock, N. and Pepper, P. (2015), Volunteering, religiosity and well-being: interrelationships among Australian churchgoers. Mental Health, Religion & Culture 18 (1), 20-32. Photo: Paul Rosenblum

Stowaways, Seafarers Ship Security

AND

IN INSECURE PORTS

by Amaha Senu

towaways, despite their relatively small numbers, pose significant challenges to shipping and seafarers. The IMO long has deliberated on the issue and has proposed various methods of minimising stowaways’ impact while ensuring humane treatment. Other industry actors, such as P & I Clubs, are also heavily invested in the topic and continue to produce a plethora of resources. However, the problem continues to haunt the industry, and I explored the question in depth in the doctoral research I undertook at Cardiff University. A number of ISPS provisions are directly relevant to preventing stowaways from boarding ships. These relevant provisions are not particularly new as most, if not all, have been recommended as far back as the 1990s. However, the significance of the code lies in rendering these measures compulsory and thus giving security an increased salience to the job descriptions of seafarers,

particularly in ports. Of more novel significance, perhaps, are the responsibilities which are assigned to port authorities in ensuring adequate security for ports. For instance, Section 14.2 of Part A of the code states that ports should ‘control access to the port facility’, ‘monitor the port facility, including anchoring and berthing areas’ as well as ensure that access in granted only to authorised persons (IMO 2003, p.16).¹ In Section 16.3.2, the code further states that measures to prevent ‘unauthorised access to the port facility, to ships moored at the facility, and to restricted areas of the facility’ shall be put in place (IMO 2003, p.18). The Convention on Facilitation of Maritime Traffic, 1965 (FAL Convention) also underscores that countries should prevent those intending to stow away on board ships from gaining access to port installations. ² PORT INSECURITY Despite these obligations placed upon port

authorities, limited statistics indicate a clear pattern of frequent stowaway embarkation. The sentiment that port authorities are not doing enough in securing their premises featured prominently in the interviews I conducted with various actors in shipping. However, preventing stowaways from gaining access is not always easy. Evidence suggests that the security arrangements in certain ports are compromised from within, with port personnel providing assistance to stowaways. In addition, the security infrastructure in frequent embarkation ports, which tend to be in less developed countries, often is inadequate. Even in those ports with better formal security arrangements, unique geographical factors, such as having many access points, being an ‘inland port’ or being located close to busy urban/ commercial areas, render complete security difficult. Furthermore, securing the entire perimeter of a port is impractical. This is exacerbated by the sheer determination of

¹ IMO. 2003. ISPS Code: International Ship and Port Facility Security Code and SOLAS Amendments 2002. 2003 ed. London: International Maritime Organization ² IMO 2011. FAL Convention: Convention on Facilitation of Maritime Traffic, 1965, as amended. 9th ed. London: International Maritime Organization

stowaways, who demonstrate formidable resilience and adaptability. This is not to suggest that the ISPS Code has had no impact on ‘stowaway traffic’. Indeed, there is some evidence that stowaway numbers have declined. However, the recording and reporting of cases and even the definition of a stowaway itself all render conclusive estimates tricky. A more reliable indication of the impact of the Code is the account of stowaways themselves, who pointed out during interviews that it has become increasingly difficult for them to board. Importantly, this is not because getting into ports is difficult but, rather, because they are spotted when trying to board or during stowaway searches. JUGGLING SECURITY WITH OPERATIONS IN PORT Ports prone to stowaways leave an enormous amount of pressure on seafarers. Ports can often be hectic settings for seafarers with a number of time-constrained operations, such as cargo work, bunkering, and taking supplies and inspections. Various personnel also come on and off the ship, including customs and inspectors, stevedores, ship’s agents, superintendents, and so on. Routine port operations and procedures alone are strenuous. In light of such conditions in ports, stowaways become an added headache for seafarers. A quick glance at the guidelines on preventing and detecting stowaways in port proves the daunting nature of the tasks involved. These security-related functions need to be fulfilled alongside routine operations. It is not surprising, therefore, that there is increased frustration among seafarers when calling at insecure ports and, even more so, when finding a stowaway at sea. In the interviews I conducted, one common thread was that these security responsibilities have been ‘dumped’ onto seafarers with limited support. The support seafarers alluded to include ports enhancing their own security infrastructure and/or companies paying for additional security provisions. A number of seafarers emphasised that they are not security experts and that there are limits to what they can accomplish. This is a legitimate complaint, particularly when considering the creativity and determination of stowaways who are willing to put themselves at enormous personal risks, and are able to outwit some of the more rigorous security

Photo: US ICE Wikipedia.org

A shipping container in which 22 stowaways were captured in the Port of Seattle

procedures. While it is tempting to assume that ships are easy to secure by virtue of their limited size as opposed to ports, as one port security official argued, it is not always straightforward for seafarers to cope unless they are supported by others. THE WAY FORWARD: ‘SECURITY CONTINUUM’ AND ‘RESPONSIBILITY CONTINUUM’ Legislation, best practices, guidelines, and expertise on stowaway prevention are already available. However, there is a tendency in shipping to ‘pass the buck.’ For more effective prevention, stowing away should be seen

as a continuous journey or process. Seeing security and responsibilities in shipping as a continuum promises a way forward. The various players, including port security officials, private security providers, shipping companies, seafarers, P & I insurance, P & I correspondents and next ports of call may think of themselves as nodes, to use a logistics analogy, along the entire path traversed by stowaways. This will help each “node” carry out its role with due diligence and optimise its activity to ensure minimum disruption to shipping and reduce cost. Such optimisation will not require introducing anything other than a 13

For more effective prevention, ďŹ&#x2020;owing away should be seen as a continuous journey or process. Seeing security and responsibilities in shipping as a continuum promises a way forward. strict implementation of both mandatory legislation, such as the ISPS and FAL provisions, but also recommended practices and guidelines already widely circulated in the industry. Security needs to be enhanced throughout the entire continuum of the typical â&#x20AC;&#x2DC;stowaway journeyâ&#x20AC;&#x2122;, identifying certain stages as requiring concentrated and coordinated efforts. For example, port authorities must take securing their premises more seriously. This would entail not only continuous identification of access points in tandem with changing stowaway practices and reinforcing barriers in response, but also ensuring the integrity and professionalism of their security personnel. Embarkation ports often bear no cost due to stowaways except, perhaps, to their reputations and, to a lesser extent, market appeal. Thus outsourcing port security to private professionals, whose reputation relies entirely on securing the premises, is one option that makes it easier to hold responsible parties to account. More importantly, additional security provisions around the perimeters of the ship and professional stowaway searches prior to departure should be provided by ports. These security provisions would come at no cost to ship owners, as ports are mandated by legal instruments, such as the 14

ISPS Code and the FAL Convention, to ensure ships are provided adequate security. However, shipping companies will need to acknowledge that their seafarers are not security professionals and, hence, will need to provide enough support and guidelines without unduly burdening seafarers with security-related roles. The top consideration for shipping companies should always be the security and safety of their seafarers, but also that of stowaways. This should also be the primary consideration of next ports of call, which should take stowaways off the ship swiftly as opposed to becoming preoccupied with immigration control. As I will argue below, the numbers of stowaways coming to ports does not justify the obsessive enforcement of highly politicised and securitised immigration rules. More importantly, mechanisms should be put in place to ensure stowaways are treated humanely and with dignity, at sea as well as during disembarkation, since there is the real risk of economic considerations overriding ethics and empathy. When stowaways slip through the cracks, which is unavoidable despite enhanced and optimised security arrangements, responsibilities should also be assumed with a similar continuum mind-set aimed at minimising disruption and optimising responsibilities. Financial responsibility is a

Photo: US Customs and Border Protection

central issue here. Thus far, embarkation ports have shouldered no burden in this regard. Outsourcing security provisions in ports as outlined above may allow for footing parts of the bill by these actors. Thus, having a standard arrangement whereby the cost is equally shared by ship owners on one hand and security providers in embarkation ports on the other should be the way forward. If at anchor, it makes sense for the ship owners and their insurers to shoulder the cost. The arrangement should be simplified enough for a ship owner to make claim for part of the cost with security providers in port. Next ports of call should also respond in the spirit of causing minimal disruption and allowing speedy disembarkation. In my research, I

Photo: Wikipedia.org

found no basis to justify the hostile attitude adopted by a number of states when ships bring stowaways to their ports. Contemporary cargo ships are not engaged in the transport of humans and are certainly not overwhelming ports with stowaways. Ship owners and their insurers are more interested in minimising disruption and are typically ready to cover reasonable costs for the purpose of handling stowaways. Approaching the issue as a continuum, if embarkation ports, seafarers and ship owners are willing to carry out their responsibilities diligently, next ports of call should also assume the responsibility to minimise unnecessary disruptions. It is time to revisit the provisions in 1957 Brussels Convention on stowaways, which required next ports of call to allow disembarkation. Thinking of security and responsibilities as a continuum along the stowaway

journey should nudge various actors to appreciate that their action or inactions will reverberate throughout the entire chain. Implementing existing mandatory and recommended practices under such a mutually interdependent framework should be the way forward, as it will ensure that each ‘node’ along the chain dutifully fulfils its responsibilities and, in turn, that burdens are fairly shared in the event of failure. This will reduce costs and attenuate undue pressure borne by seafarers. It will also ensure the fair treatment of stowaways, including careful considerations if there is a basis to grant asylum protection. The International Maritime Organization is best positioned to orchestrate and advance such a way of thinking, not least by encouraging states to take up responsibilities they have long delegated to actors in the shipping industry such as seafarers. X

Amaha Senu is a Research Associate at the Seafarers International Research Centre at Cardiff University, UK. He conducted his PhD research in the School of Social Sciences, focusing on the global governance of stowaways and their treatment. Before that, he worked on cargo ships.

No Smooth FOR “UTILITY MEN” IN MANILA’S CREWING AGENCIES

Photo: Roderick G. Galam

by Roderick G. Galam

‘If you stayed and worked here, nothing is going to happen to you.’ These are the words of 23-year-old utility man, Anton, when speaking about his life chances in the Philippines. He feels stuck and concludes that he can find a better life elsewhere. Anton belongs to what the International Labor Organisation (ILO) describes as the ‘generation at risk’ or ‘lost generation’ – young people whose economic and social problems have been exacerbated by the global financial crisis. 16

Sailing

Low wages, persistent youth unemployment, and the general absence of real prospects to improve their lives drive young Filipinos to seek work overseas. To do so, thousands of young men looking to become seafarers in the global maritime industry serve as unpaid utility men (what we might call a gofer or flunkey) in Manila’s crewing agencies. These crewing agencies recruit and supply sailors to ship operators around the world. Work as a utility man eventually guarantees a place on a ship. But exploitation and abuse are rife. Despite this, the young men – who possess three or four years of education in either marine transportation or engineering – endure. They do office and janitorial work, recruit seafarers at the informal seamen’s market along Kalaw Street (historically the location of Manila’s major crewing agencies), or perform domestic work—cooking, cleaning, washing and ironing clothes, and looking after children—for their bosses and their families. Some become personal drivers and caretakers of properties owned by their managers. They serve for anywhere between a few months and two years (and sometimes even longer). I spent months hanging out with utility men at the seamen’s market and lived with many of them in a dormitory. They spoke of the abuse they endured. They are routinely subjected to ‘shaming,’ described by Michael, 22, as ‘a tongue lashing of the worst kind.’ They get punished for the slightest mistake. As Ben, 21, said: ‘You get hit on the head, you get slapped, you get kicked.’ Another 21-year-old, Glenn, told me: ‘My boss hit me on the head with a ruler so hard it broke.’ Another commented, ‘they treat us badly... they should be thanking us. We save them a lot of money. They don’t have to hire and pay staff to do the job we do.’ Crewing agencies ‘waste’ their utility men’s

Utility men’s time being wasted by crewing agencies marks their perceived insignificance. Crewing agencies behave with impunity and utility men must accept these punishments with impotent rage. time and efforts. Roger, 24, who drove his crewing manager and fellow utility men to the seamen’s market, was dismissed when he was found dozing off in the vehicle. He begged for ‘forgiveness’ – stopping just short of kneeling, to no avail. It took him several months to find another agency to work for. Rafael, 24, who had already worked as a utility man for three months and was due to board his ship soon, said that his service was extended for another six months for the ‘crime’ of pressing all the floor numbers of their building’s lift. His manager, who got on just as Rafael got out, was furious because he had to stop at every floor because of Rafael’s action. Utility men’s time being wasted by crewing agencies marks their perceived insignificance. Crewing agencies behave with impunity and utility men must accept these punishments with impotent rage. As Gary, 22, said: ‘They make us feel very small, like we are nothing and worthless, that we are there because we are desperate for a job, and we would do anything for it.’ The utility men set aside their mistreatment and focused on what the role made possible for them. Their persistence shows strategic calculation. Paradoxically, their servitude somehow eases the feeling

that they are waiting forever. Because they are doing something, they become hopeful. The utility men I observed saw their jobs as a ticket to a bright future. By transforming servitude into the ability to act, they shape both their present and future. Such a conclusion may seem counterintuitive, but rationality underpins utility men’s decision to endure servitude. It is the justification they mount to make it sensible, a source of coherence and direction, rather than internal crisis. Rationality accounts for the bargains they make with their servitude to change the course of their lives. Philippine maritime schools churn out more than 10,000 graduates annually. With few job opportunities, thousands work for free for crewing agencies. Utility men deserve to be treated better, and they suggest two measures to do so. First, cap the length of service to a maximum of six months. Second, pay them a minimum daily allowance of 150 pesos (about US 4 dollars). Better regulation of crewing agencies, which have variable practices, is also necessary. The Philippine government should step in. Taking the utility men’s suggestions seriously would be a good start. X Roderick Galam is a Research Associate at the Institute of Social and Cultural Anthropology, Free University of Berlin. His current project, “Working for Work”, is funded by the Deutsche Forschungsgemeinschaft (DFG/German Research Foundation). This essay first appeared in New Mandala (http://www. newmandala.org/ no-smooth-sailing/)

MARITIME MINISTRY AND THE CHANGES OF THE MARITIME INDUSTRY IN THE EARLY TWENTIETH CENTURY

by Paul Mooney

wenty years ago the best way I could summarize the trends in ships, shipping and seafaring was to say that ships were getting bigger; crews were getting smaller; port terminals were being built further from traditional port areas; and turnaround times in port were getting shorter. It was obvious that ministry and welfare work among seafarers was facing a new reality and the pub café/club model of a seafarers’ center as the core of ministry and outreach in a port had run its cycle in many places. Some of the largest container ships of twenty years ago are now considered medium-sized vessels. Crews are not so much smaller in terms of numbers but turnaround times in port and port stays are as short as can be. Twenty years ago, early adapters to mobile telecommunications among those in maritime ministry were bringing mobile phones and phone cards aboard ships to enable seafarers to make calls home from the ships as there was

often no longer the time for a minibus from the seafarers’ center to come and collect a crew for an evening away from the ship. Mobile phones soon found their way into almost every pocket and quite a few homes invested in a personal computer; many seafarers’ centres transitioned from the pub/café model to an internet café model as seafarers needed access to computers and e-mail to contact home and catch up on their personal business. The term “millennials” hadn’t been coined in the early 2000s but these digital natives were just beginning to join the workforce in shipping at that time. It is no wonder that today, internet connectivity is an important factor for so many seafarers in choosing ships and shipping companies. “Digital disruption” is a phrase often used to describe the effects of new technologies on industries, the economy and even our lifestyles; however, the disruption has not just been digital. The impact of the 9/11 attacks in 2001 was soon felt in terms of port security, with the

Photo: SCINY&NJ

implementation of the International Ship and Port Facility Security Code (ISPS) by the United States in 2002. Similar measures were in place in Britain, Europe and many other countries by 2004. This has had serious implications for issues around shore leave for seafarers, as well as access to ships for many welfare workers around the world. But not all the measures enacted in the last twenty years have had a negative effect on the lives of seafarers. The landmark Maritime Labour Convention, 2006 has now been widely ratified and has secured an enforceable basis for the fair treatment of seafarers and the provision of welfare services to them. We owe a significant debt to those among ICMA who worked so hard to make sure that the voice of maritime mission was heard in the making of MLC. Maritime Welfare Committees and Port Security Committees are now a feature of many ports, and some ports have levies that contribute to the costs of welfare services for seafarers. Unfortunately, ILO 188, the 2007 Work in Fishing Convention, hasn’t been as widely taken up as MLC and working conditions for fishers remain difficult for many (and deplorable for the most vulnerable). In both the fishing and the merchant cargo fleet, abandonment and piracy remain persistent issues which many chaplains and other welfare workers diligently address. The Seafarers International Research Center’s 2007 Port Based Welfare Services for Seafarers Summary Report made for salutary reading at the time of its publication, reporting on experiences of ship visits from chaplains and welfare personnel and the difficulties of accessing seafarers’ centres. However, the Report also contained positives, including appreciation of visits from chaplains and welfare workers and of the facilities offered by centres. Seafarers’ needs for phone cards, SIM cards and internet access were highlighted in the 2007 Report and echoed in the 2016 Report. The 2016 SIRC Report also highlighted just how short turnaround times in port have become, making even short port stays a rare opportunity for many seafarers. While the same short port turnaround times make it equally difficult for chaplains and welfare workers to visit ships, it is obvious that personal interaction between seafarers and chaplains and welfare workers is highly valued. These moments remain probably the only encounters on board ship with someone who comes simply to offer care and connection. The ICMA network has expanded over the last two decades to include the Korea International Maritime Mission in 2008 and the Seamen’s Christian Friend Society in 2012. The ICMA Code of

Conduct developed in these years sets out the basic principles of respect that mark the relationships between ICMA members in their internal diversity and the respect that ICMA members have toward the diversity present in the wider maritime world. 2012-2013 also saw a strategic review of ICMA at a time when various maritime mission societies were examining their own structures in the face of so many changes and challenges in seafaring and ministry contexts. In 2013 the International Seafarers’ Welfare and Assistance Network (ISWAN) was formed from a joining of the International Committee on Seafarers’ Welfare (ICSW) and the International Seafarers Assistance Network (ISAN). In 2015 the Network was further widened to include the Maritime Piracy Humanitarian Response Programme (MPHRP); today, ISWAN reaches out to seafarers all over the world through its helpline and website. As we come to the end of the second decade of this millennium, the work of maritime ministry and welfare outreach among seafarers faces perennial issues. Piracy; abandonment; difficulty of access to crews in the cruise ship sector; stress at sea and other seafarers’ health issues; fatigue; pay and substandard ships; forced labour in the fishing sector; difficulties around shore leave and in gaining access to seafarers and visiting ships in some locations; rescue of migrants at sea from unsafe vessels; and even dangers of seafarers being criminalised due to the presence of illegal cargoes or environmental issues are all serious threats to seafarers’ wellbeing. All these issues come up in the daily context of the work of maritime ministry as they seek to extend hospitality and a connection to seafarers in a spirit of respect and care that simultaneously expresses the human and the transcendent. Some portray the future of shipping characterized by massive, unmanned cargo drones ploughing through the oceans powered by clean hydrogen fuel cells and combinations of solar and wind power. Such a future may come to pass but, for the moment, we can be sure that ships, seafaring and maritime ministries will have to continue in the present reality. Digital connectivity at sea will undoubtedly increase and, hopefully, will accomplish increasing crew connectivity. New ships will have to be cleaner and greener and some vessels may even be retrofitted for LNG and hybrid engines. More automation will most likely come to pass; this could reduce crews even further and make turnaround times even shorter. Regardless of changes in the world of ships and seafaring, modern maritime ministries have an unbroken record of serving seafarers for over two hundred years now through many different changes. As long as the ministries retain their commitment to and bond with seafarers, then any future changes will be met with faith in the Spirit that speaks to our spirits, opens our minds, and emboldens our hearts to move in new directions. X

Very Rev. Dr. Paul Mooney is Dean of Ferns, The Cathedral Church of St. Edan, Church of Ireland. He has has served as port chaplain in Korea, Belgium and Ireland.

A WORLD ON THE MOVE AT SEA An interview with painter and Baltimore International Seafarers' Center volunteer Fred Craig

Paintings by Fred Craig

by Jason Zuidema and Michael Skaggs

hen I sat down with Fred Craig in his Baltimore art studio, he’d just taken two British cadets out to go shopping. “They were interesting young guys,” he told me, and I know that’s very often the case. Craig’s interest in seafarers isn’t just idle curiosity. He’s gone to sea with them himself. “I’d always had an interest in seafaring,” he said. “I even wanted to travel on a freighter in my 20s,” but that wasn’t 20

practical. After he retired, though, he had the time to do it, and his wife was supportive. Fred joined a cargo ship on the Grimaldi line out of the Roman port of Civitavecchia. Initially, the voyage to Baltimore was scheduled to take 2 weeks. “That’s not how it ended up, though,” Fred laughed. A fortnight before sailing, he was told the first stop was going to be Jacksonville. When he asked if other ports were on the itinerary, the answer told him his trip would be much longer. “We’re going to Houston, Galveston, Savannah, and then Baltimore,” Fred heard. What was planned as a 2-week trip

turned out being a month and a half long between the updated itinerary and delays. Yet Fred found that the extension ended up being remarkably generous. “I was booked as a paying passenger, as it was my decision to board a working ship. They let me stay all that extra time and didn’t charge me anything extra.” But it didn’t take an extra month at sea to dispel romantic notions of seafaring life from Fred’s expectations. “I could see that this was not the adventurous type of seafaring that I had always pictured – getting into port, exploring, that sort of thing,” he said. “When you call at port, these guys are working the whole time and might stay for 24 hours. They’re basically captive aboard. I felt badly about that. I got to leave at the end of the voyage, but they can’t get off that often.” Fred’s Atlantic crossing left a lasting impression. When he got home he explored the possibility of getting involved in seafarers’ work. “I kind of remembered that there were organizations doing something with sailors,” he said, “so I poked around the Internet and found Mary Davisson.” Davisson, who runs the Baltimore International Seafarers’ Center, told Craig about the volunteer opportunities offered by the Center. Although Davisson is an Episcopalian priest, volunteers don’t have to do religious work. “I started doing it as a humanitarian way to help,” Craig explains. “I have plenty to keep me busy” – he spends time with family and paints at his studio – “but I decided to commit to a day each week for service.” After his voyage, Fred understands life at sea much better than he did before. “I had an ‘owner’s cabin,’ with a large day room, a sleeping room, private bath facilities, and three portholes. It was pretty great – I wasn’t roughing it.” On the other hand, he described crew accommodations ‘basically a closet,’ with interior cabins that offered no view. “Even if you go to many cities, great places all around the world, these guys never really get to see them.” For some seafarers, however, lack of sightseeing might be far down the list of concerns. “They miss their families, their girlfriends,” Fred recalls. “One guy told me his girlfriend had just let him know that she couldn’t put up with his lifestyle anymore and that she was going to start seeing other people.” Compounding all of this is the almost totally hidden nature of the shipping industry. Craig said he doesn’t “think most people know that these people even exist. That they bring us most of what we take for granted.” This is a significant motivator for Fred’s volunteer work: “If we can help out even a little bit, then that’s a good thing.” I asked Fred what his day looks like as a volunteer; his answers will be familiar to anyone working in this field. One day a week, he goes to the Seafarers’ Center from 9 to 5. He visits ships across the Baltimore terminals, mingling with the crew and talking with them about their lives. “Sometimes they invite me to stay for meals, and the officers might ask a few more questions about the Seafarers’ Center and the organization.” But, Fred notes, there’s always one popular option: “Shopping is a big deal. These guys love going to Best Buy and Wal-Mart. They’ll stock up on whatever they can, even if it wouldn’t occur to you. I see guys piling up Mountain Dew because they can’t get it other places.” As mundane as the sugary concoction might be to us, little things like certain snacks, or fresh fruit and vegetables, can make life a little more enjoyable for a crew that’s been at sea for weeks. While we’re talking about Fred’s experiences and motivations for being a volunteer, I can’t help but notice our fascinating setting: we’re surrounded by Fred’s art. He was trained as a painter, completing a

Lately, his subject matter has been ships and the sea - inspired and fueled by his volunteer work in the port.

BFA at the Maryland Institute College of Art (MICA). Afterward he worked designing exhibits at the Smithsonian and then spent a year and a half in Spain painting various subjects. From painting he moved into a career in architecture, starting with a company that designed shopping malls and commercial plants before starting his own design firm with partners. “After thirty years, I sold the company to someone I had brought in as an employee, and they’re still going gangbusters.” But in retirement, Fred has gone back to his first love. “I decided to paint full-time, in a studio in a factory building where I can spend a certain number of hours every day.” Lately, his subject matter has been ships and the sea - inspired and fueled by his volunteer work in the port. 21

“People have reacted to my work in ways that I haven’t expected,” Fred admits, “but I really don’t talk about it much. It’s like spirituality and religion - it’s very hard to put into words.”

Photos: Fred Craig

Fred Craig on the deck of Grande Cameroon. Below, his studio in Baltimore

“That work is important on its own, but it also allows me to paint subjects that I otherwise wouldn’t be able to – security requirements, credentials, all of that would prevent me from getting anywhere near the ships.” When I ask Fred what his paintings mean, he describes a remarkable process. “You’re standing at the edge of the sea and all of a sudden this building appears in a place where it didn’t exist before. People do things to it, they put things on, take things off, and when you come back in the morning it’s totally disappeared. This whole world is on the move at sea. It’s like another plane of existence right here in the middle of the city - constant movement that almost nobody else even notices.” Not everyone takes the same meaning from Fred’s work, of course. “People have reacted to my work in ways that I haven’t expected,” Fred admits, “but I really don’t talk about it much. It’s like spirituality and religion - it’s very hard to put into words.” Yet any reaction at all is better than no reaction, he says. “If my art evokes anything in people, it’s a good thing. If I want to share something specific I’ll put it into words. Visual art means people can react to it as they wish.” Fred admits that the art world isn’t necessarily booming. He’s currently looking for a gallery to represent him, but “they keep going out of business!” Shipping is another matter entirely, of course, and Fred has no plans to stop working with seafarers any time soon. “It’s not an easy life,” he tells me. “Just spending a little bit of time with these guys can make a big difference in their day.” X

NAMMA INTERN PROGRAM

invests in the future of Port-Based Seafarers’ Welfare With generous renewed funding from the ITF Seafarers’ Trust, the North American Maritime Ministry Association facilitated bursaries for ten of its Agency affiliates to employ seafarers’ welfare interns in the summer of 2017. Support included up to $7,500USD for intern salary/deductions over 3 months and partial travel support for the intern to attend special training at the NAMMA conference in New Orleans, LA from August 8-11. The interns program is but one branch of NAMMA’s efforts to foster greater professional development across the spectrum of seafarers’ welfare provision. For instance, NAMMA is also a key partner in an ongoing study by Professor Wendy Cadge of Brandeis University on how to strengthen ties between port chaplains and congregations: in enhancing the training of the next gener24

ation of port chaplains and staff, NAMMA is uniquely well-positioned to help student and early-career welfare providers understand how best they fit into congregational structures and denominations. Furthermore, because many of the interns are in seminary or other clergy training institutions, they will be able to serve as ambassadors for maritime ministry within their traditions, raising the

profile of this crucial but often unseen service to the men and women who keep our global economy moving. Besides the regular work of ship visiting and assisting the programs of seafarers’ centers, interns also completed the Ship Welfare Visitor Course online (shipwelfarevisitor.com) and took part in an innovative series of weekly one-hour training sessions online, directed by NAMMA, on the most important topics of seafarers’ welfare. They also had daily opportunities to improve skills in social media and the promotion of seafarers’ welfare, as well as to complete special intensive training during participation in the NAMMA Conference. NAMMA was proud to host ten interns from Agency members at its annual conference in New Orleans, Louisiana. The conference

included multiple panels and speakers who helped these men and women gain a better understanding of maritime ministry; furthermore, facilitated discussion groups and ample time for socializing and networking offered the interns an invaluable opportunity to learn the true diversity of maritime ministry and how they will lead the next generation in providing for seafarers’ welfare. By working within NAMMA agencies and participating in the conference, the interns contributed directly to the conference theme of ensuring the future of maritime ministry: indeed, they are the future! Though the priority in this program remains the direct care of seafarers, the experience is meant to develop a wide variety of competencies among interns that could be used for future leadership in seafarers’ welfare locally and regionally. The International Transit Workers’ Federation (ITF) demonstrated its ongoing commitment to the interns program through representation at the conference by Kate Hunt, Government Fleet Representative for Seafarers’ International Union of North America,

and David Heindel, Secretary-Treasurer of SIU-North America and Chairman of the Seafarers’ Section of the ITF. Heindel spoke on the dedicated work of the ITF Inspectorate, a valuable advocate of seafarers’ welfare as it helps ensure adherence to the MLC, 2006 and assists seafarers with grievances pertaining to pay, working conditions, and labor agreements. In this ITF Inspectors are natural partners to those working in maritime ministry - including these interns, who will lead the next generation of seafarers’ welfare in North America. By generously funding the interns program, the ITF demonstrated its prioritization of ensuring the future of maritime ministry not only during the annual conference but as a standing commitment moving forward. Last summer, NAMMA had the privilege of piloting this internship strategy with a first group of 10 agencies. At the end of the summer, one of last year’s supervisors wrote: “I think it is absolutely outstanding of NAMMA to work so hard to offer this type of resource to its membership. Anything that

improves professionalism is excellent. The opportunity to do things via webinar with other people, but also with the NAMMA conference, was a huge resource. I think it is amazing of NAMMA to put their efforts behind our professionalism. We are so grateful.” NAMMA Board Chair Rev. Marsh L. Drege said, “We need to make it a priority to attract new, capable staff members who will be leaders in the seafarers’ welfare of tomorrow. We thank the Seafarers’ Trust for investing in the future of our work.” Rev. Drege makes an important point: ensuring the future of maritime ministry requires investment. We are intensely grateful not only for the ITF’s investment of material and moral support, but also that of time, effort, and dedication on the part of so many NAMMA members and affiliated agencies. We are in an exciting and portentous moment for the future of maritime ministry, and we look forward to seeing the interns develop what they have learned this summer into exciting and fruitful programs in their service to seafarers. MS

Best Wishes to the

North American Maritime Ministry Association for a successful

Annual Conference from the

SEAFARERS INTERNATIONAL UNION Atlantic, Gulf, Lakes and Inland Waters

Michael Sacco President Augustin Tellez Executive Vice President David Heindel Secretary-Treasurer George Tricker Vice President Contracts Joseph T. Soresi Vice President Atlantic Coast

Photo: Seafarers' House San Juan

Challenges to Seafarers’ Welfare in the Caribbean by Michael Skaggs

ven as the Caribbean islands and Florida were recovering from Hurricane Irma in the summer of 2017, Maria came roaring through the region. With numerous fatalities and crippling damage to island infrastructure, the hurricane season of 2017 was historic in scope and effect. These storms highlighted the unique challenges of providing seafarers’ welfare in the Caribbean. Those of us on the mainland often conceive of the region as a series of island paradises; the reality is more complex. Vacationers and expats accept the risks of foul weather to enjoy gorgeous landscapes, idyllic excursions, and a laidback way of life not found elsewhere. Yet outside of leisure opportunities and recreational areas, Caribbean societies face many of the same struggles as anywhere else. What is paradise to the visitor often contrasts sharply with the daily life of residents, and not everyone can simply book the next flight out if a hurricane is impending. In 2016, the North American Maritime Ministry Association gathered representatives from across the region to discuss these challenges and contemplate new ways of thinking about the issues. As Captain Gerard Pannell, instructor at the STAR Center and seafarer with deep experience in the region, explained to the seminar participants, the region presents special challenges for the maritime industry. Seafarers must take extra care in this area. Not least among these are the circumstances islanders find themselves in now: it is more prone to weather-related danger than other parts of the world, as the El Faro tragedy reminded us in 2015.

One key, and challenging, characteristic of almost all present-day seafarers’ welfare organizations is their isolation from surrounding communities: whether among Caribbean islands or on the continent, ports simply are not part of the daily life of cities. Yet the situation of welfare providers in the Caribbean highlights how connected their continental counterparts really are. After natural disasters and other damaging events, welfare providers in the mainland United States, for example, can draw on local relief services, repair contractors, and provisions suppliers to return to operation relatively quickly. That often isn’t the case in the Caribbean, where such services likely have been just as affected as seafarers’ welfare. Furthermore, geographical distance also makes essential infrastructure all the more fragile on the islands, as Puerto Rico’s long lack of electricity attested. Seafarers’ House in San Juan, for example, closed the Monday before Maria hit and remained so for quite some time. The storm so heavily damaged the island’s power grid that it was still without power weeks after Maria hit. While there is vigorous disagreement over the final death tally from Maria, it is not unreasonable to estimate that at least 1,000 lost their lives to the storm, if not many more. Many of these conditions faced by Caribbean seafarers’ centers created problems also for continental welfare providers during and after Harvey and Irma. Yet those centers enjoy an advantage that those in the Caribbean do not: the ability to bounce back quickly. Seafarers’ House in San Juan, for example, is a major provider of seafarers’ welfare services in the Caribbean, seeing over 20,000 27

visitors in a region facing multiple challenges to effective caregiving for mariners. Extreme weather is just one of the obstacles faced by centers like Seafarers’ House, which is more closely connected to the mainland United States than many may think: trade with the United States is crucial to the Caribbean economy. Of course, the Caribbean islands rely heavily on cruise tourism, as well, and these ships require seafarers’ welfare services, too. In particular, the placement of chaplains on cruise ships for the duration of a voyage allows both passengers and crew access to these services in the event of weather-related emergencies that can alter or delay an itinerary. Doreen Badeaux, Secretary General of Apostleship of the Sea-USA and administrator of the AoS-USA cruise ship priest program, said these chaplains are essential when events like hurricanes disrupt a cruise. Crews necessarily take on a greater workload when voyages are unexpectedly extended and may have loved ones in affected areas; passengers may also be concerned about friends and family even while they have to figure out how the indefinite delays caused by natural disasters will impact their ability to return home and to work. In those instances cruise chaplains may find their hands much fuller than normal. 28

Yet Seafarers’ House in San Juan remained committed to service, even with no ships in port or crews to welcome. Lilliam Alvarado-Jurado, Assistant Director, told NAMMA that as soon as electricity was available the center would open to the public for Internet and other communication use. These plans were afoot even though her own home was destroyed in the storm. “Don’t watch the news,” she said, referring to depictions of Puerto Rico as impossibly wounded. “We’ll come back. We’ll be fine.” Raymond Wong, a ship visitor in Jamaica, echoed this resilience, but also the particular needs of seafarers’ welfare in the Caribbean. As an Apostleship of the Sea ship visitor, Wong has visited ships in Montego Bay, Falmouth, Ocho Rios, and Kingston for the last 10 years. He shared that he would truly appreciate help in the work of regional seafarers’ welfare: “The problem is that people aren’t interested in being volunteers in Jamaica. Any individual I have approached has wanted to be compensated for this work and doesn’t see the reward in the work like me.” Wong retired from his bakery that made 15,000 meat pies a day and has committed himself full-time to this apostolate as a volunteer. “I do it for the love of people. I am retired, and serving seafarers is very rewarding.”

North of the Caribbean, Bermuda also faces similar joys and challenges. NAMMA’s Executive Director, Dr. Jason Zuidema, travelled on the MV Oleander in the summer of 2017 to work with Bermuda Mariners’ Home to assist with strategic planning. His 48 hours aboard provided the world of seafarers’ welfare an incredibly useful perspective on what mariners experience travelling to that island and others like it. The Mariners’ Home has a long history of serving seafarers and the local community and is interested in renewing its mission to meet the changing needs of seafarers. Zuidema was able to share encouragement and best practice advice from other organisations on the continent. When most of us think of Caribbean seafaring, of course, our thoughts turn to cruising. The industry – and the seafarers who crew the enormous floating cities – was hard hit by 2017’s extreme weather, especially in the financial costs incurred by delays in turnover and cancelled voyages. Fortunately, no cruise passengers or crew suffered injury as a result of the hurricanes, but there are other consequences to the major itinerary delays that the weather imposed. In addition to the serious inconvenience posed to passengers unable to disembark or who had to disembark at ports far from their departure point, seafarers had to carry out far more extensive duties than usual. Cruise ships don’t run themselves, and caring for the comfort and safety of thousands of passengers on an extended itinerary takes an extraordinary amount of work. Yet those ships did not confined their efforts to their own passengers: several ships assisted Puerto Rico as it recovered from Hurricane Maria, delivering supplies and evacuating residents. The summer of 2017 was difficult for some and catastrophic for others. While millions of people around the Gulf and the Caribbean continue to rebuild their lives in the aftermath of Harvey, Irma, and Maria, our sector - seafarers’ welfare - experienced the challenging hurricane season in a way both unique and revealing of just how fragile is our global shipping network. We, as consumers, and the tens of thousands of seafarers calling at North American and Caribbean ports are truly fortunate for the resilience and determination of seafarers’ welfare providers, who persisted through the difficulties of 2017 and look forward always to serving mariners regardless of their own challenges. X

29 Photo: Vincent Dwight D. Rafil

BOOK REVIEWS

Books that help understand seafarers’ welfare and maritime ministry by Jason Zuidema and Michael Skaggs

The past year has provided more great resources to help understand maritime ministry and seafarers’ welfare. We offer here a selection of reviews on works that The MARE Report readers might find interesting and useful in their service to seafarers.

STEPHEN DAVIES. STRONG TO SAVE: MARITIME MISSION IN HONG KONG, FROM WHAMPOA REACH TO THE MARINERS’ CLUB. HONG KONG: CITYU HK PRESS, 2017. XXXII + 605 PP.

his book by Stephen Davis, former director of the Hong Kong Maritime Museum and honorary professor at The University of Hong Kong, traces the history of the Mariner’s Club in Hong Kong from the early nineteenth century until the contemporary era. The book uses archival sources from the Club itself as well as a wide range of other materials in Hong Kong and further afield. Despite its focus on one geographical location, Strong to Save is one of the most significant monographs on seafarers’ welfare in the last generation. The book is an aesthetic delight, with a helpful photo section, suitable appendices, and writing that is clear, rigorous, and engaging. As Davies argues, the history of seafarers’ welfare in Hong Kong is not straightforward. Service to mariners often existed in tension between religious bodies, local communities, changing populations of sailors, and the ad hoc regulations of the British colonial government. Davies navigates this tangled

narrative masterfully, weaving the history of Hong Kong into the story of seafarers’ welfare in ways that illuminate and contextualize. He does so by tracing the history of the Mariner’s Club in Hong Kong from its beginnings as an amalgam of disparate organizations in the mid-nineteenth century, through its various locations around the city, to the modern, integrated organization that it is today. As the Mariner’s Club on Middle Road will soon be rebuilt into a remarkable new building, this book prudently capitalizes on an opportunity to reflect on the decades of planning, decisions, and challenges that have delivered the Club to today. A powerful part of Davies’ work is his command of material from archives in Hong Kong and the UK, including The Mission to Seafarers archives housed at the University of Hull. The endnotes and bibliography run to more than 100 pages. As he writes in the acknowledgements, he also benefitted from the vastly increased amount of information available on the Internet. Strong to Save thus represents a major contribution both to seafarers’ welfare providers and the multiple scholarly communities with a vested interested in the history of maritime ministry. Seafarers’ ministry in Hong Kong started – as in so many other places – with the raising of the Bethel flag in 1822. Various representatives of the American Seamen’s Friend Society were active in the region in the decades following, including floating seamen’s chapels by mid-century. As the nineteenth century progressed, diverse seafarers-oriented organizations arose, including hospitals and boarding houses for different nationalities. In the second half of the century, a Hong Kong Sailors’ Home was established; soon after, St. Peter’s Church, the seamen’s mission church, appeared. The Mission brought on its first resident chaplain in 1885 and began operating a small launch – the Dayspring – to visit ships at anchorage in 1891. Hong Kong experienced the cycles of ship-

ping, regional and world wars, and economic development in ways both positive and negative; unfortunately, in these cycles and as the map of Hong Kong changed each decade, stable financing for both the Sailors’ Home and the Mission was often precarious. It became clear that more cooperation would be beneficial to both organizations, but certain obstacles needed to be overcome (most importantly, whether alcohol could be served on a combined premises). A formal agreement for merger only came in 1930. Though cooperation sometimes faced significant challenges, the spirit of collaboration was evident especially in the 1960s and 1970s when the current buildings in Tsim Sha Tsui and Kwai Chung were constructed. Not only did this further solidify the relationship between the Sailors’ Home and Mission; it also invited collaboration with a number of other ecumenical partners, including the Apostleship of the Sea, the Norwegian Seamen’s Church, the Danish Seamen’s Church and the Deutsche Seemannsmission. Davies well understands the priorities and resources of each of these groups and explains clearly the sometimes-complicated stories of how each came to join into collaborative seafarers’ welfare. s a respected scholar of the broader history of Hong Kong, Davies expertly guides the reader through the intricacies of local and regional trade, colonialism’s impact on seafarers, and the realities of war in the last two centuries. Systematic policies and practical realities of exclusion of Asian seafarers throughout history are deftly interlaced with the wider narratives Davies establishes. The value of this book is that though its object is fairly localized, its subject treats much wider realities. Anyone interested in seafarers’ welfare will enjoy the book. The study is further evidence of how maritime history has so fundamentally shaped our world and continues to do so. JZ

WENDY KNICKERBOCKER. BARD OF THE BETHEL: THE LIFE AND TIMES OF BOSTON’S FATHER TAYLOR 17931871, CAMBRIDGE SCHOLARS PUBLISHING, 2014. 515 PP. The history of maritime ministry’s institutions and individuals illuminates its modern iterations around the world. Knickerbocker, who retired from the Maine Merchant Marine Academy library and studies American religious and cultural history in New England, offers a striking portrait of an early, pivotal figure in seafarers’ welfare in North America. “Father” Taylor foreshadowed the ecumenical impulses and emphasis on practical assistance that came to characterize most seafarers’ welfare organizations in the latter nineteenth and twentieth centuries. Raised in Virginia and orphaned as a child, Taylor ran away to sea at the remarkably young age of seven. The combination of growing up on the sea and the lack of opportunity for formal education was portentous, and it proved key to Taylor’s ability to relate to mariners in simple and straightforward ways throughout his life. When Taylor came ashore he was soon attracted to the passion of Methodism, a recent movement that favored simple, direct preaching, less formal worship, and a downto-earth blending of piety and care for the poor. From its roots in the work of John and Charles Wesley and George Whitefield in eighteenth-century Britain, it became one of the major American denominations by the end of the nineteenth century. For the first decade of his ministry Taylor was an itinerant preacher among the Methodists of New England, teaching himself to read the text of Scripture. Taylor’s simple, passionate preaching was peppered with sea analogies and stories. His abilities caught the attention of the Boston Port Society, a group of Boston Methodists and Unitarians that wished to provide moral and practical support to seafarers in the port. Taylor was employed by the Port Society in 1829 to be the pastor of its non-denominational Seamen’s Bethel Church, a post he would hold until his death in 1871. The Boston Port Society also created the Seaman’s Aid Society and ran various programs, including Mariner’s House, a boarding house for seafarers. (Mariner’s House still operates today; the Seamen’s Bethel Church building is still across North Square, though now it is Sacred Heart Catholic Church). Taylor also

contributed to the founding of the Seamen’s Bethel chapel in New Bedford and likely provided at least some inspiration for Herman Melville’s Father Mapple at the Whaleman’s Chapel of Moby Dick fame. aylor enjoyed great success from his extraordinary public speaking abilities. Notable nineteenth-century writers and preachers such as Ralph Waldo Emerson, Charles Dickens, and Charles Spurgeon were amazed by Taylor’s ability to inspire audiences. He evidenced an intuitive grasp of how to keep listeners deeply engaged, even on the edge of their seats, despite his own lack of formal education in religion or rhetoric. Knickerbocker notes that those who wished to take notes on Taylor’s sermons sometimes gave up, a result of either their own inability to follow Taylor’s train of thought or of being carried away by Taylor’s eloquence. The Virginian ended up one of his generation’s best-known preachers. In particular, like many other social reformers of his time, his fight against seafarers’ abuse of alcohol occupied Taylor’s most productive years and was the target of his most fiery rhetoric. Taylor additionally looked toward the many all-too-real stories of the other dangers of life in port, including lousy seamen’s hotels and crimpers, for topics of sermons and exhortations to repentance and personal reform. Knickerbocker writes that “Taylor’s personal magnetism infused and directed all of his missionary efforts.” (205) This ability exerted a multiplier effect on seafarers’ welfare in Boston. Events featuring preaching and other public speaking were lucrative fundraising opportunities for the Bethel and the Port Society. Taylor was also remarkable for his willing-

ness to work with others outside his Methodist denomination, including lifelong partnerships with Unitarians and Freemasons. In both these groups he seems to have found refreshing the emphasis on practical assistance to those in distress and avoidance of divisive doctrinal points, making Taylor a forerunner of modern maritime ministry in yet another way. Knickerbocker’s biography also brings out Taylor’s family life and something of his private character. He seemed to love being around people and displayed great wit and empathy. For all his effort at self-education and impassioned preaching, Taylor was not a great reader or theologian. He claimed that that every time he picked up a book, someone would ring at the door and the conversation would distract him. Knickerbocker’s biography is well-written and edited. It uses an extensive range of resources, bringing clarity and balance to earlier biographies. It is a great read, sympathetic to Taylor and his cause, but still realist in its assessments. It should be inspiring and instructive for anyone involved in maritime ministry in North America in our time. JZ BURKHARD LEMPER. THOMAS PAWLIK, SUSANNE NEUMANN, EDS. THE HUMAN ELEMENT IN CONTAINER SHIPPING. FRANKFURT: PETER LANG, 2012. 174 PP. This volume is a collection of essays that explores the human element in container shipping. Though the editors note that the “human element” is not the best turn of phrase, as it seems to make of humans just one more part of the ship, they note it is an industry-standard term and can still be used profitably.

BOOK REVIEWS The book starts with this important claim: “The whole shipping industry is run by people and for people.” (7) Essays in the volume cover topics including choice of the seafaring profession, corporate social responsibility, cross-cultural management for seafarers, performance influencing factors (like fatigue and stress), human error in shipping, criminalization of seafarers, maritime piracy, and the importance of leisure time for seafarers. n the first essay on choosing the seafarer profession, Maria Progoulaki argues that though the so-called ‘hard’ skills of seafarers remain first priority, the ‘soft’ skills, such as leadership, communication, conflict management, cultural diversity management, team working, etc., are gaining ground. (29) This is followed up in a later essay by Enrico Lobrigo on cross-cultural management for seafarers: “since seafaring involves a lot of interaction with people of diverse cultural backgrounds, it is essential for them, and in fact for all maritime personnel, to possess sufficient competence to work in a multicultural setting.” (71) Teamwork on ships is important daily, but especially in emergency situations: communication skills that can cut across any cultural barrier are essential. This means focus on a standardized maritime language – primarily English – but many other cultural factors can still effect communication. A number of the essays discuss the pressures of seafaring, including fatigue and piracy. Cecilia Österman explains that fatigue is a common experience in most maritime operations, with one important root cause being the organization of work hours and its impact on sleep and recovery. (90) An especially intriguing article is that of Lisa Froholdt on pirate negotiation communication. She lays out that her research is complimentary to that of SCI New York, “Post-piracy care for seafarers,” from 2011 and the Maritime Piracy Humanitarian Response Program (MPHRP), launched in 2011 and now under the umbrella of ISWAN. Froholdt’s work builds on theirs, but focuses on the psychological stress that can arise in pirate negotiations in order to understand the impact of such negotiations and how they can contribute to the human costs of piracy. Using transcripts of negotiation conversations, Froholdt studies the cases closely to show how physiological and psychological stress was amplified in these situations. She recommends that knowledge-sharing among companies can strengthen shipping companies’ risk man-

agement and better prepare them if they enter into a negotiation process. The volume as a whole is worth studying for anyone in seafarers’ welfare – almost all of the essays can have practical implications in our conversations with and care for seafarers and those in the maritime community. JZ FIONA STEWART-DARLING. MULTIFAITH CHAPLAINCY IN THE WORKPLACE: HOW CHAPLAINS CAN SUPPORT ORGANIZATIONS AND THEIR EMPLOYEES. JESSICA KINGSLEY PUBLISHERS, 2017. 176PP. This book is a case study in building a workplace chaplaincy program. Fiona Stewart-Darling, an Anglican priest, explains the history and formation of the chaplaincy program she has led in the Canary Wharf district of London, UK. With her previous experience in higher education chaplaincy, she notes how the program began and the principles and practices that have allowed it to grow over the past decades. Though her chaplaincy was founded in this past generation, its structure is a successor to a series of what were called “industrial” chaplaincies in the post WWII-era in the UK and the United States. Canary Wharf is today one of the major business districts in London, containing the European headquarters of many major banks and professional service firms. It was reborn as a financial district in the 1980s, being built on the site of the former West India Docks, which in the early nineteenth century was one of the busiest port areas in

the world but had steadily diminished until the docks were closed in 1980. Of interest to our readers, seafarers’ welfare ministries have been very active in the area since its beginnings and still have a presence in the Queen Victoria Seamen’s Rest a few blocks north of Canary Wharf on east India Dock Road. As ships grew larger and port areas moved closer to the mouth of the Thames River, seafarers’ welfare chaplaincies have adapted, now focused on the Port of Tilbury to the East. he chaplaincy in Canary Wharf was encouraged by the original property developers, who had strong religious values. Paul Reichmann, the lead developer from the Canadian company Olympia & York, had trained as an Orthodox Jewish rabbi before he joined the family firm of property developers in the 1950s. The developers accepted a partnership with the Anglican Diocese of London to establish a multifaith chaplaincy for the growing business community. In 2004, Stewart-Darling set about establishing the chaplaincy, though not without challenges. The Canary Wharf group made clear that the chaplaincy was present as a guest, that it could not engage in proselytizing, and that it had to work towards becoming multifaith. The Anglican Diocese also made clear that the project had to be self-supporting within three years. The subsequent success of the program, both financially and in its mission, was in building relationships of trust, cultivation of community, and showing hospitality. Though many of those in the business world have the normal reaction to resist the overt presence of religion in their workspace, the chaplaincy found a space to serve with a listening ear and presence. It was actually in the time of the financial crisis of 2008 that the chaplaincy gained much strength. Stewart-Darling explains that “one of the unexpected consequences of this time was that my relationships within the banks and other companies based in Canary Wharf were strengthened, as I was prepared to just be alongside managers and employees, willing to listen and be there for them. Human resources managers became more willing to advertise the chaplaincy services for their employees. This in turn led to individuals at all levels within companies seeking me out to chat informally over a coffee or a glass of wine. They discussed their struggles, either work-related or personal. For them it was helpful to chat with someone outside their

normal everyday sphere who would listen, was impartial and non-judgemental.” (30) The chaplaincy did need to navigate the issue of religious diversity and proselytism. The Canary Wharf developers stipulated multifaith service, but Stewart-Darling describes that though multifaith, this should not be interpreted as if the chaplains needed to be interfaith. That is, each chaplain--Jewish, Muslim, and several from different Christian denominations--was not called on to be a specialist of all religions or interpret the other’s religion, but called on to speak from their own tradition. Her opinion is that she has been allowed to speak much more from the essence of her own tradition specifically because she is not forced to be a one-size-fitsall chaplain for all religious groups. An important exploration in the book is to show how her work represents her Christian tradition while steering clear of proselytism. She speaks of her work as a ministry of presence, but especially says that a chaplaincy that wants to avoid the label of proselytism can be characterized by building community and showing hospitality. Interestingly, she writes that these same values of community and hospitality are often the substance of conversations she has with those she serves when discussing the complexities of the marketplace and business ethics. The book is a quick read and might have a number of lessons for those serving in maritime ministry. In many ways, the pressures of serving as chaplains in port environments are similar to those of workplace chaplains. If nothing else, it is encouraging to read of a chaplaincy that has grown up on the same soil where maritime ministry once served. JZ

there has been little theological discussion about it, including not having an agreed definition of the term chaplain. critical discussion throughout the book is the relationship between chaplaincy and the church. Chaplains have found their roles outside of the structures of a particular church. There are common challenges when it comes to thinking about how to engage pastorally with non-Christians and how chaplaincy might be carried out in a multi-faith environment. In his essay John Caperon notes, “the fact remains that chaplaincy is still often regarded as something of a sideshow to the established Church’s central, traditional understanding of ministry as being rooted in parish and church, vicar and people.” (119) His argument is that local parishes need to expand their understanding beyond a limited geographical community, but also all the other groups with which they are associated in wider society. The book is helpful for a number of reasons. First, it can give those in chaplaincy ministry, including port chaplaincy, some language to help understand their own work. Though hospitals, prisons, or the military are significantly different from ports, it is still ministry in public spaces, so learning across these boundaries is useful. Second, listening to the various authors in the book, one gains

JOHN CAPERON. ANDREW TODD AND JAMES WALTERS, EDS. A CHRISTIAN THEOLOGY OF CHAPLAINCY. JESSICA KINGSLEY PUBLISHERS, 2017. 176PP. This book is a collection of essays originally presented at a symposium on chaplaincy at Westcott House, Cambridge in April 2015. The editors and most of the presenters in the volume are associated with the Church of England, though chaplaincy in other denominations and countries is explored as well. The goal of the meeting was to explore a common understanding of chaplaincy in its various forms. Though chaplaincy has grown rapidly in many contexts in the past several generations, the editors argue that

a better appreciation for the personal characteristics and attitudes that are best suited for service as a chaplain. An especially useful discussion is that by researcher Ben Ryan on models of chaplaincy, where he adds to the discussion of Miranda Threlfall-Holmes in Being a Chaplain (2011). Theological models of chaplaincy

include missionary, pastor, historical/parish model, agent of challenge, incarnational/sacramental, and cultist/exile. Secular models of chaplaincy include pastoral care, spiritual care, diversity model, tradition/heritage model, the specialist service provider, and a community mediator model. These models are not mutually exclusive; there is, no doubt, overlap between them. However, thinking in terms of models can also be useful for maritime ministries, both to better understand and explain their own work, but also to help reorient their work if they feel that they want to engage another model more fully. JZ

DEBORAH COWEN. THE DEADLY LIFE OF LOGISTICS: MAPPING VIOLENCE IN GLOBAL TRADE. MINNEAPOLIS: UNIVERSITY OF MINNESOTA PRESS, 2014. 328 PP. This book is both revealing and concealing. There is something to learn in this book, but its academic jargon does not make for an easy read and lessens the effectiveness of the book for most readers. The author is associate professor in the department of Geography & Planning at the University of Toronto. The overall concern of the book is to explore the links between war and trade. Cowen argues that these are inextricably linked in the global supply chain; both war and trade are organized by it and take its form. The book reveals that global supply chains are (perhaps not surprisingly) very complex. As Cowen writes, “With the rise of global supply chains, even the simplest purchase relies on the calibration of an astonishing cast of characters, multiple circulations of capital, and complex movements across great distances.”(1) The logistics chain is not free of 33

BOOK REVIEWS problems, but when one looks more closely at it, it is possible to see the many disruptions and contested human relations that shape the logistics industry. (2) These challenges to the logistics system mean that global supply chains are influenced by war and the potential for war, meaning that flows of goods to certain people or parts of the world are affected. The humans in various parts of the world who depend on trade and the flow of goods are penalized as the supply chain might be modified because of conflict. Cowen helpfully points out that the supply chain can’t simply view ends, but needs to consider the ethical implications of its means as well, especially the unintended consequences of promoting the security of supply chains. She writes that “The move to include protection of global trade as a pillar of national security, as so many states now do, stems from the central role that trade plays in reproducing a corporate-managed and transnationally networked way of life. Yet a slippage occurs where protection of the economy as a route to protection of life is replaced with the protection of the economy as protection of life itself.” (230) owen’s exploration of the human consequences of the links between global security, war, and trade, also conceals. She laments the messiness of global trade and the consequences of its links with conflict but does little, in my opinion, to propose solutions that could be useful in fixing specific issues. She does argue in the conclusion of the book that we need a more socially just supply chain, (230) but what does that actually mean? Her interpretive theories are somewhat helpful in breaking down the complexity of problems, especially when those problems are systemic, but perhaps they are not as useful in proposing practical solutions going forward. It would be interesting to have commentary in this book on more specific proposals that could inform the current debates of the governing bodies in shipping, including government, industry, and labor. JZ

NICK CHURCHILL, MELANIE WARMAN, CHARIS GIBSON, AND JAMES LESLIE. 200 STORIES FROM THE SEA, 1818-2018. SOUTHAMPTON: SAILORS’ SOCIETY, 2018. This is a commemorative book with 200 short vignettes about the work of the Sailors’ 34

Society on the occasion of its 200th birthday. The source of most of the stories is the Society’s magazine, Chart & Compass (founded in 1879), but also presumably uses some of the Society’s other archives. The book is published by Sailors’ Society, available in paperback, hardcover and limited edition and can be ordered from a special website: https://200stories.org/. It is a beautifully designed book, with rich photos and an engaging layout. Some stories are given one- or two-page treatments, while others come in small groups on one page. The book recounts the work of the Sailors’ Society in the last several centuries: the work of chaplains, but also its hostels and other programs. It frames the Society as a witness to history, and the stories are a mirror for the ups and downs of the maritime industry. Stories in Chart & Compass recounted in this book link the Society to royalty, tragedy, valour and even a bit of rock & roll. With Royal patronage, beautiful stories of chaplaincy in peace and war, and the Beatles spending time at one of their seafarers’ hostels, the work of the Sailors’ Society is projected as wide and diverse. The current CEO of Sailors’ Society, Stuart Rivers, writes in the introduction that “Sailors’ Society has a rich history of harnessing the possibilities of innovation to offer the best welfare support available to seafarers and their families.” (3) At the outset, the authors provide a helpful chart of the various names of the Sailors’ Society in the past. The Port of London Society began on March 18, 1818, in a meeting called by George Charles “Bosun” Smith, pastor of the Octagon Baptist Church in Penzance. In order to “alleviate the worldly woes” of distressed sailors in London, Bosun Smith proposed the Society promote chaplains conducting services on board ships. The Society was part of the Bethel movement that encouraged preaching on ships, using a distinctive flag bearing the symbols of a dove and star. The work was very prosperous, we read: in 1820 reports emerge that Christian ministries on the Thames had been so successful that publicans are complaining of hard times. From these beginnings, the

Sailors’ Society expanded into the worldwide organization it is today. he book is worth reading for anyone who wants to know more about the history of maritime ministry in the UK and abroad. It is informative, but is especially inspirational in its design and demonstration that Sailors’ Society is poised to continue to strive for seafarers’ welfare in the coming generation. JZ

ROALD EVENSEN, TERJE J. ERIKSEN AND BJØRN LØDØEN, VELFERDEN, EDS. HISTORIEN OM STATENS VELFERDSKONTOR FOR HANDELSFLÅTEN. SOFIEMYR: BJØRGU FORLAG AS, 2017. 194PP.

This is a beautiful pictorial history of the work of the Norwegian Seamen’s Service over the past 70 years. Assembled by three very capable editors – Roald Evensen, Terje J. Eriksen and Bjørn Lødøen – the book charts the activities of the Norwegian Seamen’s Service and the seafarers it served from its foundation in 1947, through the boom years of the 1950s – 1970s, to more recent years, when Norwegian seafarers have become less numerous. A strength of the book is telling the history of the Norwegian Seamen’s Service from many different perspectives. After some short chapters on the foundation of the Seamen’s Service and its key locations and services come a number of pages of beautiful photos in addition to stories written by those with personal experience over the years, especially seafarers themselves. This book is a great companion to other, more general literature on the history of shipping globally since the Second World War. Further, it supplements the histories of the many other societies that have worked for seafarers’ welfare. One theme in general occupies much of the book: recreational activities to counter the

threat of social isolation among Norwegian seafarers. Whether by book service, films or sports events, the Norwegian Seamen’s Service’s aim in welfare was to keep the seafarers connected with each other and their home society. Though the numbers of seafarers on Norwegian-flagged vessels has diminished, the issues related to social isolation among seafarers of all countries has only intensified. This book helps us remember the creativity and passion of seafarers’ welfare providers in previous generations and perhaps offers lessons for the future. The layout of the book and its photos are beautiful. The editors are to be commended for bringing together this important work. JZ KEES DE GROOT. THE LIQUIDATION OF THE CHURCH. NEW YORK: ROUTLEDGE, 2018. 191PP.

In many popular venues we hear either that religion is dying out or that personal spirituality is becoming the norm. Professor Kees de Groot argues that both of these ideas are inadequate understandings of religion in modern Western societies. De Groot is Lecturer in Practical Theology and Religious Studies at Tilburg University in the Netherlands. He argues that institutional religion is not simply coming to an end, but instead that, like companies that go out of business, religion’s assets and properties – both tangible and intangible – are being redistributed. Or, as he puts it bluntly, “Religion is becoming liquid.” (vii) As a whole religion seems to be in terminal decline; yet taken apart, redistributed, and brought into other contexts, religion has found a new voice, even if disassociat-

ed from its roots. “Religion is crossing the boundaries of the parish and appears in other social contexts. In the fields of leisure, health care, and contemporary culture, religion has an unexpected currency.” (vii) In the book, de Groot examines a number of case studies in the Netherlands and other places that help understand what is happening to religion in the West, particularly the Catholic Church. The case studies include events like World Youth Day, television, spiritual centers, mental healthcare, museums, and--particularly important for our readers—chaplaincy. The chapter on chaplaincy is especially useful as it helps us get a sense of chaplain’s emerging reality as well as where chaplaincy might fit in with traditional religion. In former times, argues de Groot, chaplains and those they served had a closer relationship to parishes. However, in the liquid context, chaplaincy is known under different titles and encounters those from a wide diversity of denominations, religions, or worldviews. De Groot writes, “Particularly in the ritual domain, it becomes clear that religious identities are blurring.” (115) Traditionally, chaplaincy had been viewed by the Church in institutions like hospitals, prisons, and in the army as serving its own members. However, chaplaincy has expanded to view ‘spiritual care’ as disassociated from any one church and available for any individuals in the institution that request it; as de Groot describes it, “being a chaplain no longer implies the representation of a particular faith.” (121) To return to his argument, de Groot says that modern chaplaincy borrows its grounding and structures from earlier pastoral professions, adapting them to new realities; “Churches promulgated a model of care of souls outside their sphere of influence, whether they intended to or not.” (125) The argument of de Groot gives a more balanced picture of the overall place of religion in Western societies. Religion is neither simply dying out, nor being transformed into an amorphous spirituality. Rather, parts of religion are being found in many contexts, still strong and healthy, but with less connection to the Church as traditionally understood. This thesis would seem to fit well as a descriptor to explain many developments of maritime ministry of the last generation. It will remain to see whether this liquidation will continue or whether religious institutions

might wish to bring port chaplaincies more closely into contact with parish work. JZ FRANK BOLES. SAILING INTO HISTORY: GREAT LAKES BULK CARRIERS OF THE TWENTIETH CENTURY AND THE CREWS WHO SAILED THEM. EAST LANSING: MICHIGAN STATE UNIVERSITY PRESS, 2017. 234PP.

Frank Boles, Director of Central Michigan University’s Clarke Historical Library, provides a general overview of the circumstances that fostered the twentieth-century boom in Great Lakes shipping, the economies that supported the system, and the people who ran the inland seas trade. In his own words, the twentieth-century history of the Lakes “is the story of brave crew serving on well-built boats; but it is also the story of accountants ensuring the profitability of the ships, government aiding and regulating commerce, technology interacting with all aspects of the business, and labor-management relations.” (ix) Boles’s definition applies almost verbatim to all global cargo shipping, including both the bulk carriers that Sailing into History treats as well as the many other cargo shipment types that run the world’s economy. As Boles perceives, Great Lakes shipping became an economic powerhouse thanks to considerable government intervention. The Lakes’ natural limits constrained ships becoming ever larger with technological advances. Economies of scale favoring fewer, large-quantity shipments precluded keeping ships small. Instead, Lakes shipping interests lobbied the federal government – succeeding by the latter half of the nineteenth century – to “improve” the Lakes so longer ships with deeper drafts could navigate with safety. (4) 35

BOOK REVIEWS Using mind-boggling statistics, Boles explains well just how vital Great Lakes shipping was to the twentieth century American economy. The amount of iron, coal, and stone moved over the Lakes, for example, during the century weighed the equivalent of 55,541 Chicago Willis Towers; 12,043 Mackinac Bridges; or 1,869 Hoover Dams. (9-10) Boles illuminates the true significance and nature of Great Lakes shipping. Perhaps most significant is his realistic description of the sailing life, a life often far from weathered captains’ romantic wanderings that many associate with the lakeborne economy. The monotony of daily work, starkness of shipboard accommodations, and long periods of separation from loved ones all detracted from Lakes sailors’ lives. (40f) Boles’s observation that “idyllic evenings spent by content sailors...could happen, but usually did not. The reality was quite different” applies equally well to seafarers around the globe. (42) Given NAMMA’s close focus on the seafarers serving as the international shipping economy’s lifeblood, Boles’s rich descriptions of sailors’ lives prove fascinating. Taking a broader view, Sailing into History’s treatment of the Great Lakes represents, in many ways, modern shipping history everywhere. Anyone seeking an approachable narrative history of this historic powerhouse of the American economy as well as an example of the trends and issues affecting all shipping will profit by reading this book. MS

Photo: State Library of South Australia

Queen's Wharf, Port Adelaide, Before 1927

CONTAINERS: An outsider’s look O into shipping

by Michael Skaggs

utside of those involved directly in the business of seafarers’ welfare, most Americans have very little awareness of shipping. Yet as we know, it plays an enormous role in our lives, as almost everything we need goes from Point A to Point B on the ocean. Containers, produced and hosted by Alexis Madrigal, appeared in March 2017 as an audio documentary centered on the omnipresent shipping containers driving our consumer economy. Madrigal explores globalization as it has shaped Oakland, California. As such, Containers not only tells the story of Oakland and its port but why the modern world looks like it does. Madrigal offers a tantalizing look into what may seem, at first glance, a staid and uninteresting industry. He proves the opposite: in many ways, shipping underpins our entire economic way of life. As Americans, globalization has risen to the top of our national discourse; as those concerned for the wellbeing of the men and women of the sea, how shipping interacts with the workers who crew ships and this environment we call home resonates deeply with our sense of community, stewardship, and economic exchange. Madrigal has woven several strands through all eight episodes, each of which covers a different topic. First and foremost, shipping exerts an influence over almost every aspect of our lives as consumers. A hiccup in shipping can raise prices at the gas pump and empty store shelves. The latter resulted from a 2015 dispute between the International Longshore and Warehouse Union and the Pacific Maritime Association, which held up shipping on the West Coast. Containers enjoyed an enormous audience upon its release and continues to do so, yet few listeners will even have heard of the longshoremen’s union because of shipping’s relative invisibility. However, even shoppers in the middle

of the country face the consequences of shipping interruptions. Shipping’s significance correlates directly with the nature of the modern economy. While Madrigal steers clear of overt political commentary, his explanation of world trade concludes that protectionism cannot work if we remain attached to how little we spend on consumer goods. As he notes in the first episode of the show with the assistance of container expert Marc Levinson, containerization meant factories could function far from port cities, shipping their product by truck or rail to waiting vessels. This portability also meant that factories could serve multiple ports, eliminating the need for manufacturing in each port. Port cities thus lost many jobs. But containers affected labor, too: the boxes require a fraction of the labor needed to handle break bulk cargo (such as bags of coffee and anything else we might consider “loose” cargo); massive gangs of longshoremen thus became obsolete. Madrigal makes an apolitical observation when he notes that politicians’ guarantees to return manufacturing to American workers have little chance of success. He argues that “port cities are never going to be what they once were. Cargo will never be handled by hand again. And most of the jobs that people think have gone to Mexico or elsewhere have actually just been made obsolete by automation.” As Wired’s Charley Locke noted when Containers first appeared, the podcast courts some degree of controversy, even beyond Madrigal’s commentary on protectionism. Containers has but one sponsor: Flexport. Madrigal defends the sponsorship by arguing that “the project is a radio documentary…[listeners] want the ads to make sense within the context.” Contextually-appropriate ads do, of course, serve a purpose; questioning the propriety of Flexport sponsorship does not rule out the overall value of Containers, but listeners ought to bear the connection mind. Containers merits praise on several fronts. From a technical standpoint, audiences can find the show almost anywhere – prospective listeners can hear it on iTunes, SoundCloud, or through most mobile podcast apps. Episode 3, on ships, tugs, and the port environment, appeared on the podcast 99% Invisible. Madrigal also published the show on Medium, including the text of each episode (excluding Episode 2) as well as photographs and notes on the show’s production. Containers thus offers a rich media experience.

Technical achievements aside, Madrigal’s lucid explanation of the shipping industry’s basic functioning launches Containers into the realm of truly useful podcasts. He instructs his audience on the intricate maneuvers required for economic success in shipping without getting into the bewildering minutiae of ownership, financing, and operation. By breaking the industry down into its component parts, explaining how they fit together, and showing why containers make the whole system work, Madrigal forces listeners’ gaze onto an industry that the majority think of only rarely. The show’s less praiseworthy aspects do not detract from the documentary’s overall value. The show’s superficial treatment of

Containers, produced and hosted by Alexis Madrigal, appeared in March 2017 as an audio documentary centered on the omnipresent shipping containers driving our consumer economy. seafarers, who are literally the lifeblood of the shipping industry, presents more of an obstacle to listeners. The work of these men (and increasingly women) falls squarely within many religious traditions’ understandings of the dignity of labor; in my own tradition, for example, Pope Leo XIII’s 1891 encyclical Rerum novarum teaches that “justice… demands that the interests of the working class should be carefully watched over by the administration, so that they who contribute so largely to the advantage of the community may themselves share in the benefits which they create - that being housed, clothed, and bodily fit, they may find their life less hard and more endurable.” In what conditions do seafarers work? What could be improved, and what works well? The fact that Containers devotes an entire episode to the mariners themselves makes the show’s neglect to dive deeper all the more disappointing. While the MLC, 2006 does provide a framework for just labor conditions at sea, the United States has not ratified the MLC and Madrigal does not explore the

question of seafarers’ rights. To be sure, he does highlight some of the difficulties inherent in seafaring life. His interviewees did not allow him to use their names in recording for fear of being blacklisted; he notes the ethnic hierarchy that often characterizes the officer/ crew divide on board; and one of his interlocutors talks briefly of the pain of separation from family. Unfortunately, Madrigal does not probe further. The fear of retaliation, for instance, surely merits further commentary, as does the very real problem of balancing distance from family with opportunities to communicate home. Furthermore, Madrigal seems unaware that the large amount of time he has with “M,” one of his interviewees, is highly anomalous: most seafarers have no more than a few hours ashore, if that. On the other hand, Madrigal expresses his surprise at these circumstances that characterize the life of seafarers. By confessing his own ignorance, Madrigal stands in for many of us who know little about shipping and even less about the sailors who run it. While the show misses several opportunities to understand seafarers better, Madrigal does mariners a real service by including them as an essential component of the industry. (listeners / readers can find an extended look into Madrigal’s time with the seafarers in a supplemental post at Medium). Containers will appeal to listeners who want to know where to find the marginalized and what concerns plague them. Containerization has forced many to find other work, even as it has made our systems of trade more efficient and less wasteful. Those with an interest in how we have arrived at the current economic moment and where we may end up in the future will also find Containers an essential experience. As one of the most significant drivers of economic modernization, containerization provides a textbook lesson in globalization, its promise, and its potential liabilities. In 1991, Pope John Paul II wrote in Laborem exercens that “toil is something that is universally known, for it is universally experienced…it is familiar to all workers and, since work is a universal calling, it is familiar to everyone.” Yet the now-saint went on to write also that work “expresses this dignity [of humanity] and increases it.” Give Containers a listen and see for yourself how true that rings, and how much we owe seafarers for the luxury of the material goods that shape our everyday lives. X 39

AOS-NAMMA

participation in National Maritime Day observances N

by Michael Skaggs

AMMA gratefully accepted the invitation of the Apostleship of the Sea to attend the annual Mass for people of the sea at the Basilica of the National Shrine of the Immaculate Conception. As a representative of our Association, I was humbled by the dedication of the Apostleship to all people of the sea, as well as their families; as a Catholic American, I was delighted to make a first visit to this historic church in our nation’s capital. (My academic training is in history, too, so it was even more interesting to be in a place I have read so much about in the history of religion in America). Participants were welcomed by Monsignor Vito Buonanno, the Shrine’s Director

of Pilgrimages; with several other priests, Msgr. Buonanno concelebrated the Mass with Bishop Brendan Cahill, the Bishop Promoter of the Apostleship of the Sea. Bishop Cahill’s homily highlighted the work of the Apostleship in answering the very basic call of our faith. Both NAMMA and AOS appreciated the opportunity to celebrate National Maritime Day at the Maritime Administration of the US Department of Transportation, at which Bishop Cahill gave the invocation and Sr. Joanna Okereke prayed the benediction. This event, which highlights the importance of the maritime world to our country and commemorates those who have died in its service, called special at-

tention to one special guest, who served in the Merchant Marine in both World War II and Desert Storm. It was an honor to be present for comments by Secretary of Transportation Elaine Chao and Maritime Adminstrator Mark Buzby. I noted especially the element of reciprocity to the events of that week. Just as the Maritime Administration welcomed us to the celebration, so did they send representatives to Saturday’s Mass. I was deeply encouraged by this sign of sincere cooperation between our nation’s maritime authority and those engaged in the pastoral care of some of its most vulnerable visitors. Furthermore, to take an even broader perspective, NAMMA is grateful for the

opportunity to partner with both the Apostleship of the Sea and the various governmental units that ensure the safe and productive transportation of goods and resources into and from North American ports. One needs little convincing to understand that seafarers benefit when those in a position to help collaborate with one another; this yearâ&#x20AC;&#x2122;s Maritime Day commemorations were a clear indicator of just how much we value working together for the betterment of mariners everywhere. X

YEAR IN REVIEW

NAMMA'S ANNUAL ACTIVITIES AUGUST 2017 NAMMA’s annual conference in New Orleans attracted more than 120 guests from across the United States, Canada, and the world. Opening worship for the conference was held in the historic St. Louis Cathedral, with a welcome and comments from Archbishop Gregory Aymond. Our keynote presenter, Chaplain Gregory Todd, Chaplain of the United States Coast Guard, encouraged us to explore the importance of servant leadership. It was rewarding to have another class of interns present, with the support of the ITF Seafarers’ Trust. Conferees also experienced the documentary produced about the experience of Shwe Tun Aung, who has become a global advocate for seafarers’ rights. SEPTEMBER 2017 Many NAMMA members enjoyed the Apostleship of the Sea worldwide Congress in Kaohsiung, Taiwan. Underlining the partnership between NAMMA and ICMA for the coming year, NAMMA’s Jason Zuidema gave a speech at the Congress on the importance of ecumenism, especially the significant ecumenical breakthroughs of previous generations. Participants heard also from Charles Maung Cardinal Bo of Myanmar, who spoke particularly about the challenges of the Thai fishing industry. NAMMA was a founding member of ICMA in 1969 and continues to have among its membership many other ICMA members, including the Apostleship of the Sea. OCTOBER 2017 In October 2017, NAMMA was happy to be present for NAMEPA’s 10th anniversary celebration aboard the Hornblower Inﬁnity in New York. NAMMA’s president, Rev. Marsh Drege, gave a speech that reiterated our thankfulness for having been a founding member of NAMEPA, but also our continued work to show the connections between seafarers’ well-being, safety, and environmental care. NAMMA was thrilled to present Clay Maitland and Carleen Lyden-Walker the first two of our newly-minted NAMMA challenge coins. NOVEMBER 2017 Michael Skaggs, NAMMA’s Director of Programs, visited current and retired NAMMA members in the western Great Lakes region. He spent time with former ship visitors in Green Bay, Wisconsin and Duluth, Minnesota, as well as stopping in at the Twin Ports Ministry to Seafarers. Dr. Skaggs, who is a historian by training, met with archivists at the Diocese of Green Bay and viewed the archive’s substantial holdings on the Apostleship of the Sea and NAMMA.The US Army Corps of Engineers welcomed NAMMA to the Lake Superior Maritime Museum, which narrates in real time the passages of ships as they enter the Duluth Shipping Canal right outside the museum. NOVEMBER 2017 Jason Zuidema, NAMMA’s Executive Director, led a one-day strategic planning retreat with the board of the Baltimore International Seafarer’s Center. The retreat explored the vision and mission of the organization and considered opportunities and threats in the coming years. It was a joy to meet with the board especially as Baltimore will be host to the NAMMA Conference in August 2018. JANUARY 2017 In early January, NAMMA headed to Port Newark to do some filming to promote seafarers’ ministry to a wider audience. We are grateful to our affiliate agencies Seafarers’ International House and those in the Port Newark center of the Seamen’s Church Institute of New York & New Jersey for their participation in the project. NAMMA is committed throughout the year to sharing great media and stories in print, on social media, and in our monthly email newsletters. 42

FEBRUARY 2018 Michael Skaggs and Jason Zuidema met with Rev. Tom Edwards of the Houston International Seafarers’ Center and Sr. Joanna Okereke from the US Conference of Catholic Bishops and Apostleship of the Sea on the future of the longstanding Houston School for chaplains. Michael also appreciated the opportunity to visit NAMMA members in Corpus Christi, Brownsville, Freeport, and Galveston. Brendan Cahill, Bishop of the Diocese of Victoria and bishop promoter of the Apostleship of the Sea, also welcomed Dr. Skaggs to the chancery to discuss the work of seafarers’ welfare and raising the profile of maritime ministry in the American church. MARCH 2018 During the CMA Shipping conference, NAMMA again held a parallel seminar on seafarers’ welfare.Topics focused on new and creative ways to work together for the benefit of seafarers, as well as an update on the Louisville Institute-funded partnership with Brandeis University on port chaplaincy relationships with local congregations. NAMMA was asked to moderate a session at the main CMA conference on lessons learned after the hurricanes of 2017. We were also delighted again to host a breakfast of industry leaders in a conversation led by RADM John Nadeau, Assistant Commandant for Prevention Policy at the US Coast Guard. APRIL 2018 NAMMA organized a one-day seminar in Montreal to focus on seafarers’ welfare in Canada. Among the great speakers at the event was Ms. Elisabeth Bertrand of Transport Canada, whose office oversees issues relating to the implementation of the MLC, 2006 in Canada. Participants represented seafarers’ welfare providers across Canada, but also labor and the shipping industry. It was especially good to work with the On the Move Partnership research program to make this day a success. MAY 2018 NAMMA was grateful to attend the annual Mass to mark Seafarer Sunday at the Basilica of the National Shrine of the Immaculate Conception in Washington, D.C., celebrated by Bishop Brendan Cahill. Dr. Michael Skaggs also visited NAMMA members in Baltimore and went aboard ship to be with seafarers calling at the port. Michael also participated in commemorations of National Maritime Day at the US Maritime Administration, where Secretary of Transportation Elaine Chao spoke on the importance of the maritime industry, and the annual seminar of NAMEPA at the National Press Club during which NAMMA President Rev. Marsh Drege spoke about the continuing challenges to mariners’ safety and wellbeing at sea. JUNE 2018 The 2018 Day of the Seafarer theme was “seafarers’ wellbeing.” By addressing the issue of seafarers’ wellbeing and particularly mental health, this campaign helps raise awareness about the importance of these issues for seafarers. NAMMA’s Executive Director met with Karine Langlois of the IMO, who helps direct this campaign, and Roger Harris of ISWAN, earlier in the year to gather information for the campaign and make it as successful as possible. Many NAMMA members hold Day of the Seafarer events in their local ports to celebrate the work of mariners. JULY 2018 NAMMA has been working with Professor Wendy Cadge of Brandeis University for the past year on a port chaplain - local congregation research project. We have been interviewing chaplains and church contacts in five different American ports to see how local seafarers’ centers can strengthen their relationships with church communities. Among other findings, we produced new material that our members can use for Sea Sunday and other local presentations.

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