When it becomes your work duty to write a technical paper, it becomes harder to keep writing outside of work. Fortune has it, though, that I had been working on a Vibe Coding project this week, and had some fresh insight to share from the maritime world. I have never "html"ed, or hand-coded a website, but I've used various web building systems. I even remember when we had free, quality options like matmice and webs.com. Today, the ability to build apps and websites through AI has been a game changer. Instead of clunky click-and-drags of the mouse, I can narrate what I want to see on the page. Some readers may find this to be filler material, but I tell them: the blog must go on! The content below was written by me, not AI. Now that you know which courses to take and what wickets to accomplish to get your maritime license, you may be wondering, how do I pay for it upfront? Course Fee Funding Mechanisms Current Maritime Employees: Training Courses or Fee Reimbursement may be provided by Employer or Maritime Union. Veterans with GI Bill: Courses may be covered at approved training centers, such as the Maritime Institute in Norfolk, VA. As a bonus, the GI Bill may also offer a housing allowance payment during your training period. Active Duty: The Navy’s Tuition Assistance Program can assist active duty enlisted members with course fees. Other popular strategies include bootstrapping the course fees with cash, use of a rewards-based or lower-interest credit card, or a gift or loan from family. License Fee Funding Mechanisms Veterans with GI Bill: The VA will reimburse testing and evaluation fees. Note that you may be personally responsible for license issuance fees, as these are not authorized for GI Bill reimbursement. Active Duty and Recently Separated: USCG offers waiver of fees during and within 180 days of service. Be prepared to provide your endorsed orders. Strategic Sealift Officers have benefitted greatly from this program, but be mindful of the 180 day threshold from your last Active Duty for Training period. Active Duty: In addition to the USCG’s statutory fee waiver program, active-duty Navy personnel may participate in the Navy COOL program. Note that this program should only be used if fee waiver is not applicable to your particular situation. Victims of Natural Disaster or Maritime Casualty: Credential mariners may be able to replace lost credential documents at no cost. Be prepared to provide a notarized statement as to the nature of the loss. Compared to the cost of maritime training, licensing fees are more approachable. While the rewards of earning your maritime credential are significant, we advise against taking high-interest loans to do so.

Industrial Resilience on the Chesapeake Bay

The ill-fated M/V Dali is pierside at Norfolk International Terminal in the Hampton Roads area, having been towed south through the Chesapeake Bay last month from Baltimore. During the accidental blockade of Baltimore’s inner harbor as a result of the Key Bridge collapse, the additional maritime traffic sent to Hampton Roads exercised, but did not overstress, the capabilities of the local maritime industry. At a Maritime Day event in May, I casually surveyed various local maritime service providers. Among those who experienced a windfall of business were harbor pilots, tug boat operators, and longshoremen. Being on the roads, I noticed the increase of terminal truck drivers and trains carrying shipping containers and coal from April to June. Coal carriers and container ships made an increase of visits to Norfolk International Terminals, driving the increase in road and rail traffic. Several Ready Reserve Fleet ships were stranded in Baltimore; their counterparts in the Hampton Roads area picked up at least one cargo mission. Two classes of ships that appear to have diverted elsewhere are cable-laying ships and car carriers (or, roll-on, roll off). Baltimore’s inner harbor had special facilities for both. Also of note is one historic ship whose maintenance schedule was altered by the blockade. SS John Brown, a museum ship normally docked in Baltimore, is now in Colonna’s drydock undergoing a periodic maintenance and repair period. Different than the usual assortment of inland vessels and small offshore craft, this vessel is a decorated piece of World War Two history. The SS John Brown was a full-fledged break-bulk cargo ship, and was built to typical dimensions of the era. To arrive in Norfolk from Baltimore, she cruised the Chesapeake Bay on her own power.

SCOTUS adds to Maritime Law

I am not sure how Bright Enterprises, the New Jersey-based plaintiff in the recent US Supreme Court Case (Loper Bright Enterprises et al. vs Raimondo), arranges their shipboard workforces, but many American commercial fishermen are working shareholders whose workplace conditions are outside of the purview of labor laws. The New York Times recently painted a picture of the fishing industry, consisting of limited rest, frequent injuries, and abuse of stimulants (1). With this in mind, it was less surprising that a maritime company would be on the vanguard of small and mid-size businesses challenging the regulatory state. Overturned in this case was the Chevron Deference, established in the 1980s and named for a major corporation, seemed to put a cap on the excesses of corporate attorneys in the “greed is good” era- although deregulation of telecom and finance would continue through the next decade. Bright Enterprises is a sympathetic plaintiff, and their amici curiae (allies) even more so. At question was a $700 per day regulatory cost for ride-along marine fishery inspectors, which in 2016 sunk David Goethel’s small fishing business in New England cod and clams (2)(3). Another recent gem from the US Supreme Court came in SEC vs Jarkesy, which interested me since the liberal justices were against expanding the right to jury trials to defendants in civil cases currently decided by an Administrative Law Judge (ALJ). With the caveat that the decision does not address license suspension and revocation actions, the Supreme Court may have strengthened the position of mariners and aviators facing certain legal actions by the US Coast Guard or Federal Aviation Administration. Yet, in many cases, a mariner or aviator under charges would prefer to have their case reviewed by an ALJ than a randomly-selected jury. The ALJ would presumably be more informed about technical decisions and risk trade-offs within their sector of the transportation industry, whereas a jury might come to a premature conclusion when casualties occur to the environment or people at sea. (1) https://www.nytimes.com/2024/06/06/magazine/fentanyl-death-fishing.html (2) https://apnews.com/article/fc068b291ae54450be38530c512a09f6 (3) https://causeofaction.org/supreme-court-denies-petition-review-job-killing-fishery-rule/

Reconsidering the Maritime Academy: California's Case

Sometimes, I feel that I am repeating blog posts, but with new information comes new angles for reporting. In this case, California State University's (CSU) Maritime college will be merging with a larger polytechnic program by 2026. That maritime college in Vallejo seemingly re-invented itself in the 1990s, but what has worked for two generations no longer works so well. Since 2018, enrollment has fallen by a third, and new capital investment is required to maintain dormitories and other facilities. As a professional school, there is a requirement to wear uniforms to class, stand "watch" as an on-campus job, and to abstain from marijuana (due to the use of a federally-subsidized training ship). Optimistically, CSU intends to retain the maritime licensing program. Yet, these afflictions seem strange due to the fact that CSU operates the only four-year maritime program on the West Coast; five such programs operate in the Eastern time zone, plus Texas A&M in the Gulf Coast (recently blogged about their new tuition policy). The 1990's were a transformational time for maritime colleges in the United States. The labor-intesive American ships built during World War Two were finally retired from service, leaving a smaller fleet of ships for newly-graduated merchant officers to sail. With the Cold War over, Navy veterans downsized from military service provided skilled manpower with little need for new education, under laws and conventions of the era. To this end, the Marine Engineers' Beneficial Association (MEBA) apprentice program in Easton, MD was closed in favor of continuing education for existing mariners. Then-Vice President Al Gore slated the US Merchant Marine Academy for closure- it is still open. Each state maritime academy began offering new majors, often without the uniform and military-style training requirements. Such new degrees tended to be adjacent to the maritime field, with offerings in logistics, international business, security, and facilities management. Organizationally, only two of the six state schools left the 1990's as autonomous institutions; the transformation of California Maritime Academy into a CSU campus was so complete that it earned the name of "casual maritime academy" due to the students' increase in rights and priveleges. There was certainly dissent about the "dilution" of regimental culture at the time. One alumnus filed a lawsuit against the Maritime College of New York, stating that use of the waterfront Fort Schuyler campus in the Bronx was restricted by the US government to training licensed maritime officers. Such an forestalling effort failed. Despite the maritime orientation of these colleges, oceanography and marine biology are often taught elsewhere. Out of the six state maritime academies, only Texas A&M is a designated Sea Grant University with focus on ocean research. Scholarly research seemed at odds with hands-on, employment focused learning. In the end, restructuring allowed these maritime colleges to exist for Gen X and Millenials. Peak college enrollment of the year 2010 came and went. Maritime colleges, offering graduates high starting salaries, continued to ride high. To this end, CSU Maritime appears to be unique it its troubles caused by a confluence of factors. First is the freshman attrition rate, where many students decide that college, and especially a maritime program, is not for them. Second is the general decreased interest in a college degree: Many of the students in adjacent degrees were not focused on a maritime career, but attended college as low-propensity, general ed students. Third, due to crew shortages, many would-be maritime students are going straight to work, collecting a paycheck instead of paying tuition, and collecting promotions based on work experience rather than classroom time. Unless they happen to have GI Bill Benefits, or a funded college savings account, it is unlikely they will return to a maritime college once they are working in the industry. It appears that, unlike the 1990's, CSU Maritime will be going through its next transformation alone. The unspoken truth is that most college-educated mariners leave shipboard work within 5-10 years of graduation. Thus, going to sea is no longer the way of life, but part of it. Incorporation of a maritime program into a college with other operationally-focused majors will provide strengthening synergies to both the student and the institution.

Do You Draw Straws? Which Crew Must be in the Lifeboat

On a cargo vessel, there are twice as many lifeboat seats as the maximum crew and passenger capacity. If the lifeboats on one side of a ship are unusable due to damage or excessive angle of incline, there will be enough seats on the usable side. When I was on a ship with one temporarily- disabled lifeboat, part of crew travelled to the next port by airplane, so that this safety law would not be broken. The station bill lists lifeboat assignments and duties for crew and passengers. For simplicity, crewmembers assigned to the working lifeboats would continue to exercise those roles, such as launching or steering away from the ship. If it turns out that only one lifeboat out of four is launchable, and there are not enough seats, there are inflatable survival rafts located adjacent to the lifeboats on either side of the ship. Much better than their World War Two era predecessor that resembled a giant floating donut, these modern models offer the opportunity to stay fairly dry while under a canopy. Here’s an exercise for ethics and ship’s management: who should get the better chance for survival in the lifeboat, and who should be sent to the raft? The lifeboat needs two engineers in case engine or electrical adjustments are required. The shock of a maritime casualty has incapacitated many would-be survivors, so all survival tasks must have two people assigned, to ensure that the job gets done. Lifeboatmen, or “Persons Proficient in Survival Craft”, are officers and able seafarers who are trained in navigating and managing day-to-day life in a lifeboat. Part of this qualification used to require demonstrating competency as a coxswain while rowing a boat with your classmates or shipmates. You can never have too many lifeboatmen on your lifeboat, although each raft should have at least two qualified personnel. Contrary to popular belief, the captain should avoid going down with the ship. The captain is an established authority figure to the crew, but more importantly, someone with celestial navigation skills. (For about 20 years, the US Navy dropped this competency, relying instead on GPS navigation on the ship, or a quick rescue by a coalition vessel if the ship must be abandoned. This competency has been restored.) Always bring a successor as well- the second mate is often the most proficient at navigation, as part of their daily shipboard duties of charting course. A modern enclosed lifeboat, an orange jellybean of sorts, is self-righting, provided that occupants remain seated, and that the lifeboat is not overweight. They also have engines, while rafts require rowing or towing. Inflatable rafts lack this self-righting feature, so anyone who can’t pull the weight of the raft, or the oars should be in the lifeboat. Think exit row on an airplane- children, the ill, and the very elderly. The lifeboat will be much drier than a raft. The chief steward or cook is often delegated the responsibility of managing food and water rations. While a survival amount is pre-staged inside the lifeboat, bottled water and non-perishable carbs and protein will be brought onboard if time permits. The medical officer, if there is one, may bring a go-bag onto the lifeboat. Anyone with metal implants or artificial limbs must ride in the lifeboat, due to the risk of puncturing the raft with sharp objects. Anyone who is not in a survival suit- an orange or red wetsuit issued to all crew- should be in the lifeboat. Negligence should not be assumed- survival suits are mostly kept in staterooms, not workplaces, and crewmembers are discouraged from returning to their rooms for missing items. Most importantly, fill the darn seats. On the RMS Titanic, an Edwardian sense of propriety sent lifeboats away with empty seats. I did this tabletop exercise as Leadership and Teamwork Training as a Third Engineer, but didn’t realize it until now. The scenario was choosing eight people to travel from a disintegrating moon colony in an escape pod. They had to keep it abstract.

Texas Says Yes to Maritime Education

Texas A&M has educated offshore and deep-sea mariners at its Galveston campus since 1963. Unlike the founding of other maritime academies, there was no external impetus, such as war (Maine, 1941; USMMA, 1943; MEBA Union, 1965), a generous new subsidy (California, 1929; Great Lakes, 1969), or lack of skilled mariners (New York, 1874; Massachusetts, 1891; AMO Union, 2010). College was not required to serve on the first generation of oil rig vessels, debunking yet another theory. Instead, it appears that Texas, then one of the poorest states in the nation, wanted to make good for its citizens. They could sail as ships’ officers from New Orleans or another coastal port, and bring home good paychecks. A recent change- tuition cuts for maritime programs- continues this tradition. Like medicine, maritime education has been costly for several decades, but if you stick with the program, then the rewards in salary will easily cover the cost. There is a negative feedback loop, specifically that lower-paying jobs, like primary care medicine, or working onboard research vessels and training ships, are understaffed with high turnover. In several newsworthy cases, some medical schools have drastically cut tuition, in hopes that earning potential decreases as a factor in career decisions. While Texas has cut the cost of maritime education by $300 per credit hour, it only applies to In-State and In-Region students. However, this could have a big impact on the composition of future seafarers. Currently, the Carolinas and Gulf Coast are underrepresented among the merchant marine officer ranks. Geographic distance from a maritime academy, coupled with cultural differences from the Northeast (New York is closest), contribute to this issue. While USMMA remains the sole tuition-free option, Texas is accessible to non-traditional students, including those who started as deckhands, and does not have an age limit to entry.

That Mariner Reference Number

Social Security Numbers used to have a rhyme and reason, which turned out to be a downside. With somebody’s hometown and date of birth, a hacker had a reasonable chance of guessing a social security number. Since 2011, new numbers issued to infants and immigrants have been randomized. The US Coast Guard likewise uses Mariner Reference Numbers, which for the longest time were issued in sequential order. So, you could take a look at the ship’s license rack, outside the Captain’s office, and determine who the real old salts were. For Maritime Academy students, Mariner Reference Numbers are usually issued before interning on a commercial or government ship, either freshman or sophomore year, depending on the school. Thus, a class year would have Mariner Reference Numbers grouped in close proximity. There are exceptions, for example, students who got their start as commercial fishermen or deep-sea deckhands. Those experienced mariners near retirement today have numbers in the vicinity of 2500000. Members of the Class of 2020 have numbers around 4500000. It’s certainly doubtful that the US Coast Guard has issued credentials to 2.5 million citizens and lawful residents, but there was a certain order to the numbering. After that, all bets are off. I’ve seen Mariner Reference Numbers in the 8000000’s, for example. It's certainly the end of a longstanding era. Before the Merchant Marine Act of 1936, the US Coast Guard issued entry-level credentials to many people who never had an intent of working at sea. It was a good way to get a no-cost photo ID during a time when not all states required driver’s licenses, and car ownership was far from universal. The “Z-Cards” of the World War Two era bore a six-digit number. Many were issued to the crews of thousands of Liberty and Victory ships, and were replaced free-of-charge if lost in a maritime casualty (this provision still stands, though fortunately few credentials are lost in shipwreck today). Mariner Reference Numbers crept upward at varying paces, depending on the tides of war and economic fortune. Now, they bounce by leaps and bounds.

Is Money Enough?

One of the great appeals of merchant shipping is lifestyle design, where people with wanderlust could take extended trips unthinkable to those working a 50-week-a year grind. The other appeal is paying off student loans in 5 years or less. Use Mom and Dad as a mailing address, and sleep and eat on the employer’s dime. Port visits are open again, but seeing the recent difficulties for recruiting and retention in the maritime field, something else is going on. We are a decade past “peak college”; enrollment is declining in both absolute numbers and percentage. Where maritime academies burst at their seams ten years ago with students hopeful for solid employment, today, there is more space in the dorms and hallways. It wasn’t supposed to be this way. I’ve seen posters from the 1920’s proclaiming the need for more education. Slacking students in the 1980’s (see “A Nation at Risk”) were a threat to national security and economic prosperity. In the post-NAFTA era, education would be the lifeline for workers displaced from uncompetitive industries and outdated factories. Populists like Pat Buchanan and Donald Trump countered this assertion with a more authoritative model: the government could pay for infrastructure programs and subsidize the construction of new factories for the titans of industry. The construction of new oceangoing training ships under recent Secretary of Transportation Elaine Chao, the first of which launched last year as the “T/S Empire State VII”, is an icon of this model. Yet, more recently under President Biden and his state-level allies have accomplished the same populist improvement through a different model, by raising the minimum wage and tipping the scales of arbitration towards labor. With the floor as high as $20 per hour in California, or $15 per hour elsewhere ($30,000 per year), entry-level workers without college degrees are earning similarly to college graduates five years ago, who would accept subsistence wages to get a foot in the door. Likewise, entry level shipboard jobs can pay close to what newly-graduated officers earn. Traditionally, many seafarers hailed from high cost-of-living areas such as New York and Boston; today, recruiting focuses on the lower-cost Coastal South, and not requiring municipal services much of the year, many experienced mariners establish residence in states without an income tax, predominately in Florida and Texas. There is less pressure to become an officer for the higher pay, or to dedicate a career to a field where Sundays are often spent at work, rather than at church. For now, higher education has lost its end-all, final-word status as an economic proposal. But as I have stated before, the growth of understanding is still essential to the modern mariner.

The End of Overtime

Overtime pay, “time and a half” by law, and sometimes higher by employer-labor agreement, has been one of the building bricks of the postwar middle class. The first working-class beneficiaries of this provision in the 1940’s were familiar with six-day workweeks, and for those who grew up on the family farm, a seven-day workweek. The 40-hour workweek was foremost a job-sharing measure to end the Great Depression, but was also recognized as a move that gave the workforce more time for rest and recreation. White collar professionals, domestic workers, and many small-boat mariners do not receive overtime pay. Over the decades, retail managers have also found themselves as “exempt” workers. At least one maritime officers’ union has switched contracts from overtime-eligible to pure salary. For those still eligible for overtime pay, the allure has lessened, especially among the youngest generations. Time-and-a-half doesn’t go as far as it used to. Oliver Anthony sung this year: “Overtme hours for bull---- pay”. Baby Boomers worked long hours to buy grown-up toys: seldom-used RVs and boats that are still in shape to be used by the next generation, no new payments needed. In the past, overtime hours were often voluntary, in that you opted to stay to finish a job, of signed up for an extra shift. But in a time of staffing shortage, mandatory overtime offers less flexibility. Where there might have been a sense of obligation for a sole breadwinner to earn a little more money after-hours, today’s more-than-likely two-income household must share domestic chores, and passing jokes in the air-conditioned control room may appear more enjoyable than Saturday diaper duty. To cope with these changes in expectations, factories that were once running 60-hour average workweeks are adapting to a two-shift schedule. As far as practices in deep-sea shipping, weekly workhours have probably increased in the past 50 years, with the reduction of dedicated positions such as Radio Officer, Purser, and Machinist. However, tours of duty on American ships have fallen from an average of 6 months to 3 months; work harder for fewer months per year. Reliable automation, like the new cargo winches onboard USNS Arctic requiring half the operators as older systems; and increasing the mean time between equipment failures, do hold promise for freeing up mariners’ time, while at sea.

Boston and the Sea

I recently made a trip to Boston. While I could’ve spent a week or more visiting the usual tourist sites, I was out to answer a question: why seafaring? Why didn’t the maritime culture dissipate in the Bay State like it did in other upwardly-mobile, increasingly-educated locales? For this adventure, the MBTA’s Regional Rail system, and occasionally Boston’s subway (The “T”) connected me to various points in the Boston area. My first destination took me 30 miles inland from Boston’s North Station. I travelled up to Lowell from North Station in order to visit Jack Kerouac’s gravesite. As I was carrying my suitcase and backpack, I didn’t want to roll a mile to the cemetery. Instead, I settled for the park named in the author’s honor. Although new investment is freshening the city’s facades, Lowell spent decades a tired factory city, and the buildings showed this experience. Perhaps even then, Jack Kerouac found more opportunity on the road, and at sea as a merchant mariner. Quincy was my next destination, just south of Boston. Here was the home of museum ship USS Salem (CA-139). A heavy cruiser, the ship was built at Quincy’s Fore River Shipyard at the end of WWII, sailing just a decade in active service. Mariners, both active and retired, serve as volunteers doing the important work of chipping and painting; as well as higher-skilled tasks such as maintaining the ship’s electrical system. A ferry, one of many running frequently in Massachusetts Bay, would take me back to downtown Boston. My next day started in Boston Common. As I was crossing a footbridge, I noticed a plaque memorializing a young man who died in Vietnam; he had worked the lagoon’s swan boats as a high school student. I was impressed that this busy, world-class city, could take a moment to remember one of its working-class youth. The John F. Kennedy Presidential Library, the Commonwealth Museum, and a University of Massachusetts campus are located on a peninsula known as Columbia Point. The state archives was dedicated by Michael Dukakis, who took credit for the “Massachusetts Miracle”. I am too young to remember a time prior to New England’s economic pivot from small-scale manufacturing to education and healthcare. Perhaps this was another piece of my puzzle: In the last half of the 20th century, a sole breadwinner could live an upper-middle class lifestyle anywhere in the United States with union-propelled American seafaring wages; and relatively isolated from local economic conditions. Nearby is South Boston, or Southie, traditionally Irish-American working-class community whose cold-water beach is known as the “Irish Riviera”. While bar-hopping college-educated professionals now blend into the Southie environment, the area used to be synonymous with trouble. Despite the environment, strong family ties persisted, and educational attainment was encouraged. There was a strong draw to the Massachusetts Maritime Academy (some 50 miles south), and thence to sea. Legend has it that upwardly mobile “Southies” made their home in shoreline suburbs south of Boston. But this answer isn’t quite straightforward, as I learned on the train to Scituate. This line was abandoned for 50 years, and when service was restored against local opposition in 2007, ridership fell short of MBTA expectations. These residents were neither trust funders nor the 9-to-5 commuter crowd. Who were they? Retirees, perhaps; but one could look up to banners on the lampposts, bearing a compass rose and geographic coordinates. These small towns purposefully continued to orient themselves towards the sea. I rented a car for my last day in Massachusetts, driving by Plymouth Rock and Buzzard’s Bay, home to the Massachusetts Maritime Academy. Rick Gurnon, a previous President of the Academy, had spearheaded a transformation of the physical campus, adding green energy education (including a windmill) and a police training program (Emergency Management) to the maritime institution. The student body remained rooted; in the parking lot were pickup trucks and modest sedans. Approaching New Bedford in the morning, I was stopped at a drawbridge, but unlike my Virginia usual, I wasn’t upset with this affair. Instead, I observed that the town still has a good waterfront industry, with finishing boats and ice houses. I arrived at my destination, the New Bedford Whaling Museum. New exhibits are added regularly, but the mainstay is the half-size replica ship Lagoda, built in 1916 at the end of the whaling era. By this time, foreign crews were working these vessels, to include the Portuguese. Towards the end of the 19th century, whaleship owners diversified the local economy, building on the industrial base of whale oil refining and harpoon making. Whale tails can be seen on shop logos, harkening back to the town’s adventuresome days of sail. The race was on. I had a dinner invitation in Boston, and it was noon. On the drive back, I would settle for seeing the US Naval War College, in Newport, RI, from afar. I went by Roger Williams University, Rhode Island’s sole law school, and one of the nation’s premier Admiralty Law programs. In Providence, I stopped by Marvin’s Pizzeria for a good slice. The Narragansett Brewery and Gift Shop is located at India Point Park, a former ship anchorage. One thing you will not find is the traditional lager that serves as the beginning to many New England stories. In good time, I returned the rental car to Motor Mart, a 1920’s-built garage at the edge of downtown. All bags packed, I took the subway to Cambridge, and found that “two girls were waiting for me” at our restaurant. I knew them from the US Merchant Marine Academy.

The Great Shakedown

 Workers in the maritime industry were greatly affected by COVID-19, from restricted port visits to delayed crew changes and cruise-ship levels of virus transmission. As wages and pensions were generous compared to other industries, retirement and career realignment were viable options for a large part of the American seafaring workforce. What does the employment field look like today?

 

Deck Officers

Compared to the number of jobs available at the time, there was an oversupply of deck officers in Western countries this past decade. The issue was more acute at the third mate level, who are typically recent graduates. While maritime academies graduate fewer mates than engineers, deck officers have higher retention in the afloat maritime industry than engineers. The wave of COVID-era retirements unstuck the promotion pipeline in the deck department, and allows newer officers to take positions at their highest qualification.

 

Engineering Officers

In 2014, international regulatory changes came into effect, requiring newly-minted ship’s officers to hold at least a community college level of education. The maritime industry had an unusually linear path for promotion, from entry level to department head. Now, the employment pool of ship’s officers has been detached from the skilled labor pool, which used to send its members into the officer ranks with regularity.

On the demand side, more maritime-trained engineers are working ashore are than staying aboard ship. Industrial and facilities engineering disciplines had become neglected areas of concentration at most flagship universities. These hands-on programs were generally forgotten as engineering programs became more scientifically-oriented towards high-tech research and development. Someone needs to fill these jobs, and the career-oriented nature of maritime academies became the first stop for power plant, sophisticated equipment technician, and prototype employers.

 

Skilled Level

The most perplexing labor shortage at sea is the mid-level positions, the able seamen and enginemen. Perhaps the average age for this cohort had increased to 55; younger people were doing short stints at the entry level, or going for a college degree and an officer’s berth. The top unions for these workers did not suffer a pension collapse, as the American Maritime Officers’ union did in 2009, so these mid-levels were able to retire on schedule.  

The Navy and Coast Guard had been steady suppliers of skilled mariners, but shipping companies must compete with other veteran-friendly employers such as defense contractors and large-capital corporations.

It seems that these positions would be great targets for re-skilling workers displaced by deindustrialization. Someone has to pay for the training, though, whether it is state employment agencies, the GI Bill, employers, or largely out-of-pocket. Entry-level personnel will not commit to the expense until they are sure that the maritime field is right for them.

Employers expected recent maritime academy graduates to backfill these positions. During lean times, as recently as 2020, graduates of limited economic means went “before the mast” to begin earning family-sized paychecks, instead of waiting for an officer’s assignment. But when officer positions are readily available, it takes a lot of gaslighting (“you’re not ready…”, etc.) to get new graduates to take unlicensed positions- not an efficient or ethical strategy.     

 

Entry Level

Traditionally, the gatekeepers of entry-level, deep-sea maritime positions, such as union training schools and federal government agencies with ships, could offer entry-level positions to those with previous work experience. These prospective mariners would be expected to bring something to the table, professionally. Preferably, they had work experience on inland and fishing boats. If not, they could be a great cook, or have nighttime watch standing experience from the Army. But at this moment, the gatekeepers are recruiting at high school job fairs. Salaried employment, or fixed contracts, in the maritime industry, certainly beats the variable pay and unpredictable schedules of other employers, such as foodservice. The potential for upward mobility at sea is unparallel as well.

Mariners Don't Work from Home

 

I am employed in the civil service, with two days of work-from-home per week. This is unusual in the maritime industry overall, where our contractors can be found at their offices, or in the field, any working day of the week.

The maritime industry; like investment banking, medicine, and top law; is not just a job, but a lifestyle. Due to the intense hours and high skills necessary, these occupations traditionally pay a single-breadwinner wage that supports a professional lifestyle. It is implied that there is someone at home, either a spouse or an au-pair, who takes care of the little things at home, to set up the high-earning professional for success. In the return-to-office debate, it was often revealed by anecdote that the “back to work” types had a system for domestic support. In the maritime industry, this is not just weekday help on the homefront, but one that can go for weeks or months, in the case of deep-sea voyages.

In contrast to acute events such as hurricanes and terrorist attacks, the cyclical nature of COVID-19 has blurred the distinction between a contingency mode of work (OK for employees to use work time to take care of life necessities, including childcare) to standard operations (Employer gets full attention during the work day). Switching to a lower tempo is somewhat disadvantageous in a high-performance industry, where the workforce is acculturated to giving all to their profession.

One of the more significant issues surrounding work-from-home is the security of clients’ information, whether it is the proprietary trade information of a private business, or classified information for military vessels. For the private sector, profit comes from incremental improvement and advantage in an otherwise commoditized market. We wouldn’t take annual training on countermeasures if espionage didn’t happen.

Shoresiders are seen as sissies, already. At sea, a lot happens between 5pm on Friday and 8am on Monday. The shoreside 5-day-per-week work schedule contrasts to the 7-day-a-week lifestyle of a sailing mariner. Depending on the time zone difference between the ship and the office, it could be a 72-hour delay in communication because of the weekend. Already, ship’s officers have epithets for shore-side office people over this perceived lack of support; the relationship would be more strained in a permanent work-from-home environment, where impromptu meetings are more difficult to arrange. Ships are tangible items. During COVID-19 lockdowns, crewmembers had their workload increase when shore-siders were unable to visit ships in-person. Photographs and summary reports now had to be undertaken by the crew in order to support shore-siders’ work-from-home plans.

In the work-from-home model, new maritime employees recruited from non-traditional sources (such as polytechnic colleges and shoreside industry) will lose the opportunity to develop social skills relevant to the maritime industry- the unwritten rules of work. Granted, some of these old-fashioned norms needed to disappear, as witnessed by the #womenbelongatsea movement.

Are Seagoing Leaders created based on Early Opportunities?

 

Note: Recent graduates have not yet achieved required sea time for capstone licensure. Approximately 135 engineering graduates per year.

Contingency Periods	Peak Year
1959-1975, Vietnam	1969
1990-1994, Gulf I	1991
2001-2010, GWOT	2003
2011- Present, OEF

The shipping industry, in the US and abroad, is known for its cyclical nature. Beyond the massive profits and losses in the commercial sector, and the increased or decreased spending in the defense sector, are professional maritime officers who crew the ships. Their job security and opportunity for advancement from third mate or third engineer to second, first, and Chief Engineer or Master, depends on supply of jobs and the employment demands of incumbent mariners.

Based on information sourced from the US Merchant Marine Academy’s Alumni foundation, it is clear that early career opportunity determines upward mobility within the maritime professions. In the first five years after commencement, graduates must accept employment as a merchant officer at sea, or in the armed forces. Depending on employment conditions and personal motivation, new merchant officers may receive negative reinforcement through stagnation in their roles, or positive reinforcement in advancement and growth.

In contrast to the armed forces, in which a rigid pyramid command structure forces many junior and mid-level officers into civilian employment, the shipboard hierarchy is linear, with one or two merchant officers at each rank. In theory, there is a clear path for advancement. Affecting this is greater churn among third mates and third engineers, who in the US are fairly likely to find employment as professionals ashore, in the maritime industry or not. One US government transportation agency is notorious for hiring freshly-graduated officers instead of investing in refresher training for its experienced mariners.

Opportunities are created when shipping fleets expand, through new construction, activation for contingency, or transfer from Navy to civilian crewing; as well as when experienced mariners come home. Weakened pension benefits, both in government and private employment, has created more “silver mariners” sailing in their 50’s and 60’s. (Silver Mariner refers to 25 years of working at sea, the traditional retirement age of American merchant officers). Lifetime alimony rules of the ‘Me Generation’ era, and personal debt has created “golden handcuffs” among other mariners, who cannot afford to leave seagoing employment.

Why don’t sidelined young officers return to sea when employment conditions improve? It is in the first five years after college graduation that career-adjusting lifestyle choices, such as marriage and children, are typically established. While it is common for single graduates, in their 20’s and 30’s, to return to sea after several years working ashore, this is not the case for those graduates who have established traditional, community-oriented families. In contrast, a graduate who has accomplished career advancement at sea, and who intends to specialize in seagoing work, would (hopefully) partner with a spouse who understands the mission-oriented lifestyle.

 

Other Major Events

1970, Nixon Merchant Shipbuilding Program

1981, End of Operational Subsidies

1984, ABET Accreditation- engineering design courses introduced (KP)

1993, Al Gore Report on Government Waste (KP)

1996, MSP Subsidies & Preposition Fleets Established

2010-2014, Offshore Drilling Surge

2014-2015, Military Sealift Command Offers Jobs to Over 100 New Graduates (KP)

2017, International (STCW) Engineering Management Competency Enforced

2020-2021, COVID Pandemic

KP = Internal milestone for US Merchant Marine Academy at Kings Point

 

The Mathews Men Today

 

East of Gloucester, Virginia, I followed the road less traveled into Mathews County. It is a rural area along the lower Chesapeake Bay, and whose settlement by the English dates to the early 1600s. The Methodists still employ a travelling minister, preaching at small, white-walled clapboard churches at the crossroads. The Baptists also have a presence in this area. Post offices are located at each hamlet, measuring no more than 200 square feet apiece. The average home is an early 20^th century sturdy-sized residence on a small farming plot. Manors are titled in the English style, with names like “House of Payne” and “Moon Pi”.  Washingtonians vacation here, drawn by the quaintness of a timeless county. I bought a cantaloupe (“Local ‘Lopes”) sold on honor from the back of a pickup truck parked in Mathew’s town square.

What drew me here was a phenomenal story of the Mathews Men, or local watermen who served their country as merchant mariners in World War Two. Over the course of history, necessity drove man to sea. As agriculture was commoditized in the early 20^th century, and with a rural depression beginning in 1920, seafaring was a path to economic security for men who were adept at sailing boats on the Chesapeake Bay; and whose wives had the strength and fortitude to lead the family and manage the farm during their husbands’ long absence at sea.

World War Two heralded the end of an era in the maritime culture in Coastal Virginia, and the beginning of the new. During the War, inland shipping, already on a decline during the Great Depression, was supplanted by improved highways and construction of the Big Inch oil pipeline from Texas oil fields to New Jersey refineries. While some fishing boats continue to ply from the peninsula, fortunate proximity provided another lucrative line of work. In 1952, the Coleman Bridge opened, connecting the backwater of Mathews County to job opportunities at the shipyards in Newport News, the Fort Eustis Army Base, and the Langley Air Force Base. Mobility was further enhanced with the opening of the Hampton Roads Bridge-Tunnel in 1957, allowing highway access to commercial heart of Norfolk, Virginia. Electricity and indoor plumbing had arrived shortly before this fortuitous decade.

Even with these improvements, the disjointed, unsigned roads would have intimidated outsiders until the arrival of GPS navigation. It was on one detour that I came across the cemetery in Onemo, where the extended Hudgins family is buried. The hamlet bearing this family’s name is several miles north. On several tombstones of master mariners were etchings of the fishing boats they had owned and operated. Buried here were souls “known only to God”, presumably lost mariners recovered from the Chesapeake Bay. Confederate flags marked the tombs of Civil War veterans- the war had taken an awful toll on young men, leaving a number of women of the generation unmarried. Even so, the Hudgins were known for their racial tolerance: seafaring was a multicultural pursuit even in those days.  

The hands-on seafaring experience that honed the Mathews Men has been superseded by increased technical sophistication and academic rigor. While the sons and daughters of Mathews continue to sail as deckhands and oilers onboard oceangoing ships, the town no longer raises ship’s captains in the way that New England towns still do. In the 1960’s, building on the work of existing deep-sea maritime academies, the Great Lakes Maritime Academy and the maritime program at Texas A&M in Galveston opened to serve the focused educational needs of inland and near-coastal mariners. Although the “Mid Atlantic Maritime Academy”, a trade school in Norfolk, Virginia, serves Navy and Coast Guard sailors transitioning into the civilian maritime sector, there is no collegiate- accredited maritime program in Virginia, or any Atlantic state south of New York. Mathews, Gloucester, and the surrounding region possess a maritime heritage predating the American Revolution. This is something worth preserving.

 Read: The Mathews Men, William Geroux, 2016. 

Dedicated to Trenton Lloyd-Rees, Maine Maritime Academy, Class of 2019.