THE ROLE OF THE MISSION TO SEAFARERS IN THE MARITIME COMMUNITY
By Reverend Mervyn Moore - published in Sea Watch, September 2003
Shipping patterns have undergone major changes in recent times. Ships no longer spend a few days in port and turnabouts are fast. These changes, compelled by economic forces, have taken the "romance" out of a career at sea. Ships have become little more than utility items for transporting imports and exports and seafarers, sometimes little more than the labour force making it possible.
Nowadays, ships are getting bigger and crews smaller. Deliveries make money while long passages and extended time in port costs money. This means that the more that can be transported and delivered in the shortest possible time becomes an important economic factor. In reality however, it is an economic factor that is not without concomitant costs. This is a fact which regulators and ship‑owners will have to consider.
The current shipping pattern formula of MM (minimum manning) + RT (rapid turnabout) + SSP (short sea passages) SAF (stress, anxiety and fatigue). This is a formula for potential economic disaster as the documented price of stress, anxiety and fatigue is lost productivity and workmen's compensation resulting from accidents and injuries. In a website article adapted from "The Stress Solution" (Lyle H. Miller, Ph.D., and Alma Dell Smith, Ph.D., HR Workplace Solutions, a USA HR company presents this harsh reality, "Stress is expensive. We all pay stress tax whether we know it or not".
It is however, not only the workplace and working conditions that affect the well‑being of seafarers. One has also to take into account dangerous situations such as bad weather, piracy and the risks associated with working with heavy machinery. While these factors, until encountered, are not stressors in themselves, once encountered they can lead to PTS (Post‑traumatic Syndrome). Those who become the victims of these and other, traumatic situations often require skilled counselling to assist them in managing the psychological and emotional after affects.
These are not however, the only problems that may affect seafarers in one‑way or another. Cognizance must also be taken of the following circumstances which affect the social disposition of seafarers in one way or another:
a) Isolation. The length of contract periods and the actual number of days Spent at sea each year isolates seafarers from family and friend. This often leads to strained marital relationships, resulting in emotional stress owing to the inability to do much about it until a return home. There is also the feeling of helplessness leading to anxiety when a spouse or children fall seriously ill or face other situations which could normally be handled effectively by the absent spouse / father.
These situations cannot be ignored as the feeling of helplessness combined with an inability to manage or cope with problem situations may lead to other social, psychological and emotional problems such as alcohol and drug abuse, anger and frustration, gambling and prostitution and, in some extreme situations, "jumping ship" or attempted and actual suicide.
b) Diminished Opportunities for Social Interaction. There are a number of factors which impact negatively on opportunities for seafarers to enjoy social interaction and communication with each other. These include the following:
i. Shorter times in port, fast turnarounds and isolated new port facilities mean that seafarers are not able to go ashore together or, even on their own, to enjoy social interaction.
ii. Mixed crews frequently experience communication barriers on board and consequently, isolation because of differences in language, food religion, race and culture.
iii. Modern technology, with its resultant decrease in manpower, combined with fast turnarounds means that when either at sea or in port, small crews are tied down to bridge or engine room watchkeeping or with cargo and supply duties. This leaves little time for social interaction, even on board. After weeks and months at sea, the long hours and social deprivation may lead to frustration and fatigue.
iv. Even when it is possible to go ashore, seafarers will always be foreigners and strangers, sometimes subject to racial abuse and victimisation.
Prior to the days of containerization, the Mission to Seafarers, commonly known as "The Flying Angel" played an important role in the lives of seafarers who were often in port for two or three days. At centres in most of the ports around the world, seafarers were able to enjoy accommodation and recreation ashore as well as telephone facilities to contact their loved ones. Chaplains and volunteers at these centres were always available to offer counselling and, when necessary, to refer the seafarer to a chaplain in the next port of call. There were also opportunities to attend church services and enjoy social events and tours arranged by the "Mission" ' In fact, it was not uncommon to find seafarers being married in a Flying Angel chapel during a port call. Although time and productivity were still related in those good old days, there was sufficient opportunity for "R and R" ‑ rest and recreation and for social interaction. At the Flying Angel seafarers could relax, unburden themselves by talking through problems with the chaplain and enjoy social interaction.
While shipping patterns may have changed, the Mission to Seafarers continues to endeavour to play a meaningful role in caring for the social and spiritual well‑being of seafarers. Chaplains and volunteers continue to attempt to shape their ministry in the light of current shipping patterns. Essentially this means concentrating on "on‑board ministry" as well as providing facilities, as limited as they may be, close by to ships and port facilities so that seafarers can still manage to make use of them.
In Singapore, The Mission to Seafarers has equipped chaplains with laptop computers to take on board during ship visits so that seafarers can write emails to loved ones and friends for transmission when the chaplain returns to his office. Apart from that valuable communication tool, chaplains make themselves available to crews by simply being on board for short periods while the ship is in port. While this time limitation does not lend itself to in‑depth counselling and problem solving, it does allow seafarers to share a problem knowing that, if requested, it can be referred to a chaplain in the next port of call. It also enables chaplains to contact families of seafarers to assess difficult social situations and, when necessary, to request help from sources near to the families.
Another Singapore Branch initiative, to promote the care and well being of seafarers, is the establishment of The Mission to Seafarers Care Centre, close to the wharves in Jurong Port. The centre, which opened at the end of October 2003, is equipped with internet and telephone facilities, television, a small library and a "quiet‑time" room. Light refreshments are also be available. In the Centre Seafarers can enjoy social interaction and the opportunity to share problems and concerns with a chaplain or Chaplain’s Assistant. In this way the Mission to Seafarers in Singapore is attempting to live up to its motto of "caring for seafarers around the world".
The Mission to Seafarers is committed to playing an important role in caring for seafarers. This will certainly be of benefit to the shipping industry based on the principle that people who are able to manage and cope with stress and anxiety are more productive and are less likely to cause accidents or to be vulnerable to injury and illness. In simple terms, a happy and secure seafarer is a more productive and safer seafarer. This, in turn, means less "down time" and potentially fewer losses due to accidents, injury and illness. Recognizing that productivity is directly and proportionally related to profit, The Mission to Seafarers is surely a "force‑multiplier" to the shipping community and its insurers and, therefore, an organization worth supporting.
