Sermons to Sea-Land: The Seamen’s Church Institute and the History of Maritime New York

7/29/2019 Sermons to Sea-Land: The Seamens Church Institute and the History of Maritime New York

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SERMONS to SEA-LANDThe Seamen's Church Institute

and the History ofMaritimeNew York


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Curators BiographiesThank you, Dr. Joshua Smith and Clayton Harper for facilitating this exhibition.Allison Termine is a Librarian and Archivist graduated from Queens College. She hasworked as a project archivist at the American Merchant Marine Museum for 2 years,processing documents and photographs. Her recent collaboration with JohnathanThayer, archivist from the Seamen's Church Institute " Sermons to Sea- Land; TheSeamen's Church Institute and the History of Maritime New York".Johnathan Thayer is the Archivist at the Seamen's Church Institute of New York andNew Jersey. He is an Adjunct Lecturer at the Queens College Graduate School forLibrary and Information Studies, and the founder of the American Merchant MarineVe terans Oral History Project. His work and writings have been featured in the NewYork Times, Huffington Post, American Archivist, Sea History, and The InternationalJournal of Maritime History. As ofSeptember 2013 he will be a PhD student in thehistory program at The CUNY Graduate Center and a Fellow at the Joseph S. MurphyInstitute for Worker Education and Labor Studies.Special Thank You to;Jennifer L. Speelman Ph.D., author editor, collaborator and herHHlOO Class: History of Sea Power, Engineering Section 4E2, Class of 2016for collaborating and working hard with us on this exhibition.Section Leader: M/N Mark Betancourt, Class of 2016, 2nd Co.M/N Michael Dunn, Class of 2016, 2nd Co.M/N Samuel Hagen, Class of 2016, 4th Co.M/N Thomas Hill, Class of 2016, 2nd Co.M/N Erik Kempinski, Class of 2016, 2nd Co.M/N Amelia LaFiguera, Class of 2016, Band Co.M/N Vincent Lettieri, Class of 2016, Band Co.M/N Breanna Linsley, Class of 2016, 1st Co.M/N Brian McNiece, Class of 2016, 2nd Co.M/N Mo Ong, Class of 2016, 4th Co.M/N Dillon Reaves, Class of 2016, 3rd Co.M/N Matthew Rich, Class of 2016, 2nd Co.M/N Timothy Scaffidi, Class of 2016, 4th Co.M/N Skyler Stone, Class of 2016, 2nd Co.M/N Charlene Swick, Class of 2016, Band Co.M/N Luke Valdiconza, Class of 2016, 3rd Co.M/N Courland Watters, Class of 2016, 4th Co.M/N Mark Wisniewski, Class of 2016, 3rd Co.


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Sermon' S to S ea-L and archival material is brought to you by:The American Merchant Marine Museum, on the campus of the U.S.Merchant Marine Academy, holds significant historical records of value, including rare and unique documents of American maritime history. These includecollections from United States Lines, Moore-McCormack Lines, and Interna

tional Mercantile Marine, a collection of cruise-ship and ocean liner ephemera,and documents relating to the personal lives of seafarers, including an extensivecollection of professional licenses for marine engineers and deck officers,correspondence, and even a few diaries.

The Museum is housed in the former residence of William S. Barstow,one of Long Island's grand Gold Coast mansions with its own history to tell.Built in 1910, expanded in 1929-1930, it has housed the Museum since 1978,when the Academy's alumni donated the grounds and buildings of the Barstowestate to the U.S. Merchant Marine Academy. The Museum's focus is primarilyon twentieth-century American-flagged commercial shipping, with galleries onthe ground floor featuring ship models, art, and displays reflecting the importance of American shipping to the nation.

The Seamen's Church Ins titute promotes the safety, dignity andimproved working environment for the men and women serving in NorthAmerican and international maritime workplaces. Founded in 1834, the Institute is an ecumenical agency affiliated with the Episcopal Church. Over theyears, SCI has adapted to meet the needs of seafarers, anticipating and reactingto changes in the maritime industry and the Port of New York. Because of this,the story of SCI is inseparable from the story of the modern seafarer, as well asthe story of the development of Lower Manhattan and the New Jersey waterfront.*Catalog Credits 2013Author and Catalog created by, Allison TermineAuthor, Curator Johnathan ThayerAuthor, Editor, Collaborator Jennifer L. Speelman, Ph.D.


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A rchitect GrevilleRickard buil t the 8-acre estatein 1910, designed the 20-roommansion on a hilltop overlooking 400 feet of waterfrontpropertywith a seawall anddecorative concrete balustradeon the Long Island Sound.

T he grounds includea 4-car garage and chauffeur'sapartment, It had an eightroom guesthouse with its owngarage, a superintendent'shouse, a boathouse, ateahouse, green houses,gardens, and a tennis court.The boathouse, tennis courtand greenhouse no longerexist.

Reception HallSta ircase


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In 1975, the Kings Point Fund, the finan-cial arm of the U.S. Merchant Marine AcademyAlumni Association, bought the property fromthe Lundy family for $500,000.The family gave the fund as a gift furnishingsvalued at more than $400,000. The acqujsition ofthe estate was the largest project undertaken atthat time by the Kings Point Fund and culmi-nated in a year of negotiations.The transaction came about through the effort ofMr. Herman Brickman who is a trustee of theKings Point Fund. He was a long time advisor toMr. Lundy. In 1979, the house was converted intothe American Merchant Marine Museum.

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Maritime New York

--- -C o e n t i e ~ Slip, SCI Archives


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"There now is your insular city of the Manhattoes, belted round by wharves asIndian isles by coral reefs - commerce surrounds it with her surf. Right and left, thestreets take you water ward. Its extreme downtown is the battery, where that noble moleis washed by waves, and cooled by breezes, which a few hours previous were out of sightof land. Look at the crowds of water-gazers there.

Circumambulate the city of a dreamy Sabbath afternoon. Go from CorlearsHook to Coenties Slip, and from thence, by Whitehall, northward. What do you see? -Posted like silent sentinels all around the town, stand thousands upon thousands ofmortal men fixed in ocean reveries. Some leaning against the spiles; some seated upon thepierheads; some looking over the bulwarks of ships from China; some high aloft in therigging, as i f striving to get a still better seaward peep. But these are all landsmen; ofweek days pent up in lath and plaster - tied to counters, nailed to benches, clinched todesks. How then it this? Are the green fields gone? What do they here?

But look! Here come more crowds, pacing straight for the water, and seeminglybound for a dive. Strange! Nothing will content them but the extremist limit of the land;loitering under the shady lee of yonder warehouses will not suffice. No. They must getjust as nigh the water as they possibly can with failing. And there they stand - miles ofthem - leagues. Inlanders all, they come from lanes and alleys, streets avenues - north,east, south, and west. Yet here they all unite.(Herman Melville, Moby Dick)


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The Sentinel 1&2, SCI archives

New York's shipping and shipbuildingindustry created a bustling waterfrontcommunity in the 19th and 20thcenturies. Maritime ministry paralleledthe development of the port, wi thNew York City and the Seamen'sChurch Institute (SCI) at its center.Beginning with the War of 1812,Americans gained a new level ofpublic awareness about the plight ofseafarers working in the nation'smaritime industry.

During and leading up to the War, British officers seized hundreds ofAmerican vessels and impressed American seafarers for service in theRo yal Navy. Rallying under the slogan "Free Trade and Sailors' Rights",the United States again declared war on the British Empire.The Two-year conflict that ensued brought the subject of maritimecommerce to the forefront of public conversation. In 1812, JosephTuckerman and other like-minded reformers founded the Boston Societyfor the Religious and Moral Improvemen t of Seamen, the "earliestorganization in the world known to have been founded for the exclusivepurpose of promoting the spiritual welfare of seafares" according toRoald Kverndal, author of the encyclopedic Seamen's Missions: TheirOrigin and Early Growth. While philanthropic groups had establishedprecedent organizations in London (the Navy and Military Bible Society{1779} distributed pocket bibles to British soldiers and seafarers in theRo yal Navy), the founding of the Boston Society set in motion a movementfor mission to seafarers in the United States.The development of an American maritime ministry quickly shifted itscenter to the Port of New York, where the Marine Bible Society was foundedin 1817, followed by the New York Port Society in 1818. With the beginningof construction on the Erie Canal and the introduction of new transatlanticpacket service from London to New York provided by the Black Ball Line in1817, Lower Manhattan developed into a central site for maritimecommerce. More ships in port meant more seafarers, and the streets ofLower Manhattan's "sailortown" quickly transformed into a network ofboarding houses, saloons, and brothels set on cashing in at the expense ofthis migrant population of workers.By the 1820s, the East River at Water Street, Old Slip and Front Street alsoaccommodated groups holding prayer meetings and services for seafarersand "classes of the population as did not frequent public worship".


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On June 4, 1820, the New York Port Society consecrated a Mariners'Church on Roosevelt Street (now the area immediately north of theBrooklyn Bridge) capable of holding 1,000 congregators. The New YorkPort Society employed the Rev. Ward Stafford, who in 1820 went on a tourof the eastern seaboard that, according to Kverndal, resulted in the founding of 23 branches of the Marine Bible Society. In 1826, most of thesebranches were consolidated under the American Seamen's Friend Society(ASFS), which found a permanent home "midway between the two rivers"in front of the South Baptist Church on Nassau Street. Riding the momentum of the Evangelical United Front, the work of ASFS spread rapidly.Having formed in 1834 with the original goal of sending missionaries toupstate New York and Appalachia, the Young Men's Church MissionSociety, an auxiliary of the Episcopal City Mission Society, shifted focus toseafarers in 1843. Out of these predecessor organizations was born theSeamen's Church Institute of New York and New Jersey, a non-for-profitorganization that has cared for and advocated on behalf of seafarers for179 years.In 1843, SCI's Board of Managers resolved to purchase the hull of theferryboat Manhattan for $400 and converted it into a chapel. The Institutesecured wharfage at the foot of Pike Street and the first Floating Chapel ofOur Saviour was consecrated. Now chaplains could hold services in theheart of "Sailortown" itself, setting up shop amidst the brothels andsaloons w ith which church service would be competing.On July 3rd of 1843, the Institute appointed Rev.Benjamin C. C. Parker as their first Seamen'sChaplain. Parker preached in a corner roomabove a grog shop on the corner of Pike andSouth Streets for a year until the Floating Chapelwas ready for service. Despite the modest space,Parker recruited hundreds of seafarers forSunday services, handing out free prayer booksand encouraging the men to sign temperancepledges. Temperance was indeed the major issueof the day. In his journals, Parker claims thatthere were 13,000 sailors in the Port of New Yorkwho had signed the pledge by the beginning of1844, with 1,200 signing in 1843 alone. In his journal,Parker writes:"If these are the results of the mission & the efforts of the gentlemen of the Societyin the present place of meeting, merely an unattractive upper room over a grogshop, what may be hoped for when the Society has a place of public worship, inevery respect pleasing, attractive and congenial to the sailor." October 29, 1843.


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The opening of the Floating Chapel attracted enthusiasm from seafarersand the general public. When renovations were complete, the Chapel wastowed to the foot of Battery Park where the public was invited onboard tocheck out the City's latest, and undoubtedly most unusual house ofworship. Interest was so high that when Parker began holding services atPike Street, three to four employees were tasked with security duty toprevent non-seafarers from filling up the pews on Sundays. The FloatingChapel was built for the express purpose of granting seafarers their ownspace to worship and SCI was not shy about acting on this]principle. By April 1844, Parker claims that 300 to 400 Bfnon-seafarers were excluded from service every Sunday.Being a docked vessel meant that the Floating Chapelwas more exposed to the elements than other landlockedstructures. Twice the Chapel was struck by other vessels:by the bowsprit of a brig in 1849 and by the sloopAdvocate in 1853. Icy snowstorms combined with theriver's chop caused damage to the Floating Chapel onthree separate occasions between 1845-1853.

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Floating Chapel, SCI archives

Despite such hardships anddangers of the waterfrontministry, Parker's journals arefilled with stories of redeemedsailors and an acute sense ofappreciation for the majesty andindustry of New York Harbor.Parker writes with unabashedwonder recalling the steamerGreat Britain passing a fewhundred yards outside theFloating Chapel's vestry window:

"A more sublime magnificent and imposing sight I never witnessed. Her motion hadbecome slow on reaching so near the dock. . Her long waists 322 feet and beautifuloutline & graceful proportions with 6 masts and flags streaming at the head of each inthe breeze & onward progress made the imagination .. but a trifling deception incomparison to the reality so filling the mind with astonishment and admiration."August 10, 1845.SCI's first floating chapel was replaced with a second Floating Church of OurSaviour in 1869, and a third floating chapel, the Floating Church of the HolyComforter, was installed along the North (Hudson) River. Reading rooms and"Sailors' Homes" followed on Pike Street, West Street, and State Street.Missionary outposts in the 1860s attempted to reach as many of New York'smaritime community as possible in a seaport that handled 52 percent of thenation's combined imports and exports and with the New York CustomHouse collecting enough duties to pay all operating expenses of the nationalgovernment.Seafaring in the 19th century was a dangerous and challenging occupation.Enlisting on a merchant vessel was a rough deal for the working seafarer. Inexchange for the low wages offered to them, seafarers could expect toencounter cramped living quarters, bad food and abusive mates and masterson board. Seafarers worked under the constant threat of corporal punishmentat the hands of their superiors, the likes of which have been notoriouslydepicted in the works of Herman Melville, among many others (see WhiteJacket (1850) and Billy Budd (1924 [published posthumously]). Perhaps themost unjust aspect was the effects of a law established in 1790 defining aseafarer's decision to abandon his ship for any reason as "desertion" punish-able by arrest and imprisonment. Bounties were issued for "runaway sailors"who were often captured by bounty hunters and returned to their vessels inchains. Once on board, they would be left at the mercy of their captain whocould lawfully employ corporal punishment such as flogging.


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E ven when on land, seafarers faced hardships unique to their line of work. Crimps,also known by the telling name "land sharks," competed for the sailor's business attheir establishments where both drink and women were available for purchase. Crimpsand their agents were often so eager for the sailor's business that they would row out inpor t to meet incoming vessels, climbing onboard to offer the sailor their services beforehis feet even touched land. In response to such practices, ear ly seafarers' advocacygroups began to emerge in the latter part of the 19th century, eventually leading to thepassage of the Shipping Commissioner's Act in 1872, requiring that seafarers onAmerican ships sign their articles in front of an appointed United States ShippingCommissioner, only after having proved their sobriety. It was the hope of the Act'ssupporters that the legislation would prevent shanghaiing, or the practice of enlisting asailor on board a vessel while he was drunk or otherwise impaired. In reaction to theAct's passage, boarding house keepers refused to furnish crews for ships in port,effectively bringing the shipping industry to a halt and minimizing the effectiveness ofthe legislation.The leaders of the Seamen's Church Institute had dedicated themselves to the cause ofseafarers' rights since the organization's earliest years. One of the most vocal of theInstitute's activists was J. Augustus Johnson, Chair of the Joint Conference of theInterests ofSeamen, a consortium of seamen's groups concerned with legal advocacythat in addition to SCI included the American Seamen's Friend Society and theMaritime Association and the Marine Society. Building on the Maguire Act of 1895,which abolished the imprisonment of"deserting" sailors on coastwise journeys, theConference resolved to work towards the passage of further legislation and the enforcement of laws already in existence. In 1897, a Supreme Court decision ruled that foursailors who had abandoned the ship Arago while in Chile citing unsafe workingconditions were not protected by the Maguire Act because they had travelled to aforeign port. Furthermore, the ruling stated that sailors were"deficient in that full andintelligent responsibility for their acts which is accredited to ordinary adults and asneeding the protection of the law in the same sense which minors and wards do." Thedecision was widely condemned by advocacy groups, and pressure to address the legalstatus of seamen in the United States increased.The reaction of Johnson and the Conference was to advocate for passage of a bill thatwould comprehensively secure fundamental rights for working seafarers. The draft ofthe bill established the right of seamen to quit their vessel without fear of imprisonment, regardless of the location of port, as well as abolishing corporal punishment andestablishing minimum requirements regarding provisions and living quarters onboardvessels. Having recruited Senator Stephen White of California, the "White Act" passedin 1898. SCI's Superintendent Rev. Archibald R. Mansfield, himself secretary of the JoinConference for the Promotion of the Interests of Seamen, would later comment that "itis no exaggeration to say that (Johnson] was the one man responsible for the passage ofthe bill in its final form."By the tum of the 20th century, New York was one of the busiest ports in the world andwa terfront activity hummed with vessels and sailors from all over the world. The era ofmass immigration from Europe created extensive passenger liner service resulting in1892 the opening of Ellis Island as an immigration station. By 190712,000 passengers aday arrived in New York. British, German, and American liners all had liners thatserviced the transatlantic routes and had New York as a hub. The Seamen's ChurchInstitute grew as well. By 1912, the Institute had raised $1,000,000 towards constructionof a new centralized 13-story headquarters to be built at 25 South Street.


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The city's philanthropists came out in full support of the project. JPMorgan led the effort with a $100,000 donation, while John D. Rockefellerdonated the second highest amount-a respectable $50,000. Henry C.Frick, Augustus D. Julliard, Andrew Carnegie and a trio of Vanderbilts(Frederick, William and Alfred) also numbered among SCI' s foundingdonors. With such high profile support, the cornerstone laying ceremonyfor the new building promised to be a grand event. The date was set:April 16, 1912. Hours before the guests assembled in the auditorium of theunfinished building, tragic news struck the New York waterfront-theunsinkable Titanic was lost.The ceremony proceeded as planned, with speakers making last minuteedits to their speeches to address the tragedy. Mayor William Jay Gaynorspoke first before sealing the cornerstone shut with a Bible, SCI's annualreports, and copies of New York daily papers displaying headlines of theTitanic's sinking on their covers. SCI took up a collection to donate to thevictims' families and dedicated two of the new building's bedrooms inhonor of the Titanic's crew.On April 18, Carpathia finally reached New York City's Pier 54 with theTitanic's survivors. More than 200 crew members had lived, and SCI wason hand to welcome them back to land. The American Seamen's FriendSociety at 507 West Street hosted the crew, and SCI staff assisted in thedistribution of clothing and toiletries to replace the items lost in thewreck. Men received a full suit of clothes, boots and a cap, as well as arazor and comb, while the 20 surviving stewardesses received completeoutfits. SCI led church services to mourn the friends and coworkers whodid not make it back to shore.Shortly after recovering from one tragedy, New York watched as the FirstWorld War broke out. The port and the Brooklyn Navy Yard played apivotal role when the United States entered the conflict. In 1801 theUnited States government acquired 219 acres in Brooklyn and establisheda Navy Yard that became one of the navy's most important shipyards. I twas a leader in the navy's transition from sail to steam and was one ofAmerica's first large scale industrial complexes. The Brooklyn NavyYard's most significant contribution was as a "battleship yard" beginningin 1890 with the construction of the U.S.S. Maine through 1941 with theconstruction of the U.S.S. Missouri. Across the harbor, Hoboken, NewJersey became a major port of embarkation for the doughboys of theAmerican Expeditionary Force. Perhaps the most well-known trooptransport was the Hamburg-American transatlantic liner seized by theUnited States and renamed S.S. Leviathan. Able to outrun Germansubmarines, she carried thousands of doughboys to Europe and thenoperated under the United States Lines until 1934.


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(}During the interwar years, New York shippers handled 2/3 of the nation'simports and 1/3 of its exports. The seaport became known as a hub foragricultural products (bananas, sugar, cocoa, coffee) coming from SouthAmerican and the Caribbean, especially the freighters of the MooreMcCormack Lines that operated regular runs to SouthAmerica.The stock market crash of 1929affected the maritime industry much as it didother industries across the United States. Working conditions deteriorated asship owners lowered wages and increased shifts. Fewer vessels went out tosea, leaving maritime workers homeless and without money, as-most receivedonly enough wages to getby until the next ship came in. Moreour, shippingcompanies set up blacklists with the names of deserters, making it increasinglydifficult for men to get decent }\'Ork. The International Selynen's Union, strongand active at the beginning of the century, stumbled administratively in theearly 1920s and was unable to strike successfullyagainst thecis. Organiza- ftions likeSCI, the Jane Street Mission, and the Seamen's h r i S ~ FriendSociety found thenlselves overwhelmed with the number of seafarentseekix)grelief.The period of he early 1930s sawL " " - - a l ong With workers inallindustries-organiz.e into unions . a ~ ; k r better working conditions. On theNew York walel'.&ont;, the Marine Ii'ansport Workers of he InternationalWorkers of the World, theMarineWorkers Industrial Union (MWlU) of theCommunistParty,and various local Unemployed Councils sprang into action,calling w o r k e r s to rally together.


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During 1939-1941- before the Japanese attack on Pearl Harbor and the American declaration of war- American seafarers felt the austere effects of neutrality,struggling to find work on ships banned from entering zones of conflict. Meanwhile, as European merchant ships fell victim to German torpedoes in theAtlantic, their survivors sought refuge at SCI's headquarters at 25 South Street.The Institute established club rooms for Dutch, Belgian, and British seafarers inexile from their home countries, and 256 British children evacuees roamed thebuilding's hallswhile they waited to find temporary placement with Americanfamilies.OnDecember 8, 1941, one day after the Japanese attack on Pearl Harbor, LayVice President ofSCI's Board ofManagers and President of the United StatesFranklin D. Roosevelt signed the Declaration of War against Japan. Three dayslater, Germany and Italy declared war against the U.S. The port of New Yorkwould now become a major staging area for Allied convoys crossing the Atlantic.

..1:naeasedwartime production at shipyards meant an increased demand fortrained seamen. The federal government expanded the U.S. Merchant MarineCadetCorps and established a training facility on the former Cluysler Estate atKings Point. SCI's Merchant Marine School expanded all the way through the13th-Story roofof the building to provide rooftop instruction and pilot housetraining. Meanwhile, the iconic Titanic Memorial Lighthouse shown on throughthe government-mandated dim-out along the east coast, its light deemed by theCoastGuard too valuable a resource for ships navigating in and out of NewYork Harbor to be shut down for any prolongedperiod of time.


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The merchant marine suffered a 3.8% casualty rate in their wartime service, a fullthree percentage points higher than any branch of the American armed service. By theend of the War, 250,000 merchant mariners participated, with 6,845 killed, including142 Kings Point Cadet-Midshipmen and 68 USMMA graduates. New York shipped1/3 of all supplies overseas and 1/2of all troops passed through the port of New York.Liberty ships and their gallant crews paid a heavy price as Need total number ofcasualties. The war brought men from torpedoed vessels to SCI's doors in greatnumbers.The postwar period brought a realignment of shipping activity and a revolution inshipping technology. In 1915, New Jersey's Bay Front Development and MeadowReclamation Project began reclaiming waterfront marshland located on the outskirtsof the cities of Newark and Elizabeth. The project oversaw construction of a 7,000 footship channel with a 1,200 foot pier, capable of accommodating increasing scale ofcargo volume and vessel size.However, it was the launching of Malcolm McLean's SS Ideal X in 1956, thatultimately shifted the center of maritime activity to Newark, New Jersey. Theintroduction of containerization technology greatly increased the volume and speedwith which cargo moved from port to port. Containerization also reduced the timeand labor required to unload cargo. Reacting to new competition from the expandedport in Newark and Elizabeth, Mayor of NYC Robert F. Wagner proposed an $800million dollar investment towards restructuring of Manhattan's piers to handle largerships and increased cargo traffic. The City built new piers north of 14th street (nowChelsea Piers) exclusively for use by Holland America Lines. Ultimately, the passenger line decided to abandon Manhattan altogether, following a trend of shippingcompanies leaving the City for more spacious and accommodating New Jersey.In response to the shift of cargo traffic from Lower Manhattan to New Jersey, SCIopened the one-story Port Newark Station on Export Street in 1961, expanding thefacility in 1965. This process of relocation dramatically changed the demographic,social, and cultural landscape of traditional waterfront communities in LowerManhattan and Brooklyn.Today the Port of New York and New Jersey remains one of the busiest containerports in the world. While harbor traffic has shifted away from Lower Manhattan'ssailortown towards the margins of the New Jersey waterfront, maritime commerceremains an integral part of New York City's economic pulse: 90 percent of all goodsimported from other countries, everything from sneakers to orange juice, still come tothe United States on ships. SCI's International Seafarers Center at 118 Export Street inPort Newark continues to welcome the seafarers who work on ships, many of whomfind themselves far away from their homes in Eastern Europe, the Philippines, orelsewhere in Southeast Asia. While technology like containerization has made thepresence of seafarers and longshoremen less and less visible from our perspective onland, they continue to provide the essential work that makes possible daily life inNew York Ci ty.End.


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B ibliographyAnson, P. (1948). The Ch urch and the Sailor: A Survey of the Sea-Apostolate Past and Present.London: John Gifford.Chapman, P. K. (1992). Trouble on Board: The Plight of International Seafarers. Ithaca, NY: ILRPress.Cudahy, B. J. (2006). Box Boats: How Container Ships Changed the World. New York: FordhamUniversity Press.Fink, L. (2011). Sweatshops at Sea: Merchant Seamen in the World's First Globalized Industry, From1812 to the Present. Chapel Hill: University of North Carolina.Finn, J. (1932-1967). Biography of Janet L. Roper. Seamen's Church Institute of New York and NewJersey Records, Queens College Special Collections and Archives, CUNY.Knock, A. J. (1933?). Autobiography of Rev. Archibald R. Mansfield. Seamen's Church Institu te ofNew York and New Jersey Records, Queens College Special Collections and Archives, CUNY.Kverndal, R. (1986). Seamen's Missions: Their Origin and Early Growth . Pasadena, CA: WilliamCarey Library.Levinson, M. (2006). The Box: How the Shipping Container Made the World Smaller and the WorldEconomy Bigger. Princeton, NJ: Princeton University Press.Melville, H . (1850, 1970). White-Jacket; or, The World in a Man-of-War. Evanston, IL: NorthwesternUniversity Press.Melville, H . (1851, 2002). Moby-Dick. New York: Norton.Melville, H . (1924, 1984). Billy Budd, Sailor: (An Inside Narrative). New York, NY : Viking PressLiterary Classics of the United States.Miller, R. W. H . (2012). One Firm Anchor: The Church and the Merchant Seafarer, an IntroductoryHistory. Cambridge: Luttenvorth Press.Mi tchell, C. B. (1977). We 'll Deliver: Early History of the United States Merchant Marine Academy,1938-1956. Kings Point, NY : U.S. Merchant Marine Academy Alumni Association.Robinson, L. R. (1995). Anchored Within the Va il: A Pictorial History of the Seamen's ChurchInstitute. New York, NY: The Seamen's Church Institute of New York and New Jersey.Roland, et al. (2008). The Way of the Ship: America's Mari time History Reenvisioned, 1600-2000.Hoboken, NJ: John Wiley & Sons.The Seamen's Church Institute of New York and New Jersey Records, 1817-2012, Queens CollegeSpecial Collections and Archives, CUNY.Writers' Program of the Works Progress Administration in the State of New York. (1941). AMaritime History of New York City. Garden City, NY : Doubleday. Doran and Company, Inc.


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T he officers and men of the Merchant Marine, by their devotionto duhj in tlze face of enemy action, as well asnatural dangers of tile sea, 11ave brought us tlze tools to finislz tlzejob. Tlzeir contribution to final victory will be lollg remembered.


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American Merchant Marine MuseumUnited States Merchant Marine Academy300 Steamboat RoadKings Point, NY 11024

(516) 726 6047

Sermons to Sea-Land: The Seamen’s Church Institute and the History of Maritime New York

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Transcript of Sermons to Sea-Land: The Seamen’s Church Institute and the History of Maritime New York