Cap Badge, United States Maritime Service, American-Hawaiian SS Co. (Hillborn-Hamburger - Type 2)
Ca. 1942-1945. Three-piece construction, full-size for wear on combination cap. Hallmarked H-H (Hillborn-Hamburger). This variation of the cap badge follows the woven badge carefully - it employes cables to secure the laurels. The house flag is hallmarked "Gemsco" (General Embroidery and Military Supply Company) within a wreath.
Cap Badge, United States Maritime Service, Alcoa (Unk Manu - Type 2a)
Ca. 1942-1945. Three-piece construction, full-size for wear on combination cap. No hallmark, but similar to Hillborn-Hamburger; the reverse of the eagle-shield device has "wavey channels." This variation of the cap badge follows the woven badge carefully - it employes cables to secure the laurels. The house flag is hallmarked "Gemsco" (General Embroidery and Military Supply Company) within a wreath.
Cap Badge, American Mail Line, Licensed Officer
Ca. 1930s - 1940s. Cap badge and band. Device has no hallmark; since it is not made of a precious metal, it is probably circa 1930s, pre-1942. The cap band exhibits fading, the thread dye is probably natural and mulberry-based.
In the 1930s and 1940s, licensed officers and stewards wore a Matson house flag on their lapels. This was a not a common uniform device and was used by a few of the larger steamship companies; e.g. Robin Line and Matson.
Cap Badge, Matson Navigation Co. (woven)
Ca. 1950s. After the Second World War, shipping companies reverted to using traditional embroidered cap badges in the place of stamped metal badges.
Cap Badge, United States Maritime Service, American President Lines (Hillborn-Hamburger - Type 2a)
Ca. 1942-1945. Three-piece construction, full-size for wear on combination cap. Hallmarked Hillborn-Hamburger; the reverse of the eagle-shield device has "wavey channels" albeit they are in low relief. This variation of the cap badge follows the woven badge carefully - it employes cables to secure the laurels. The house flag is hallmarked "Gemsco" (General Embroidery and Military Supply Company) within a wreath.
Cap Badge, United States Maritime Service, Robin Lines (Unk Manu - Type 2)
Ca. 1942-1945. Three-piece construction, full-size for wear on combination cap. Hallmzrk unknown as device keeper corroded firmed to screw shank. The eagle-shield device is of Hillborn-Hamburger type. This variation of the cap badge follows the woven badge carefully - it employes cables to secure the laurels. The central Robin Line device's hallmark is unknown.
Plaque, HMNZS Otago
HMNZS Otago (F111) was a frigate in the Royal New Zealand Navy. As part of "Operation Pilaster," this ship was involved in New Zealand's protest of France's atomic bomb testing in the Pacific in 1973 - she had specific orders to convey strength and to be an instrument of illustrating peaceful passage. The central badge is painted plaster and is affixed to the wood board with brass screws.
Insignia (Lapel), United States Merchant Marine Cadet Corps, Deck program (metal)
Ca. early 1940s. Lapel dogs made of stamped, base metal. Devices worn by early Cadet Corps prior to installation at Kings Point. Devices denoted Deck program membership.
Cap Badge, United States Navy, United States Naval Reserve, Women Accepted for Volunteer Emergency Service (WAVES) Enlisted
Ca. 1945. A metal pin-on device worn on Enlisted WAVES garrison hat; no hallmark, only "Sterling." At the outset of the WAVES program, in 1942 WAVES only wore a service cap with a cap band with the motto "U.S. Navy." This device was authorized in 1945 and saw service until 1948, when the program was abolished.
Cap Badge, United States Public Health Service, Nurse (copy)
This is a cast copy of a Blackintron cap badge of the 1943-pattern of the USPHS Nurse cap badge.
Medal, Merchant Marine, Distinguished Service Medal
Ca. 1944. Merchant Marine Distinguished Medal, lapel miniature, ribbon bar, and award card.
Ca. 1944. Merchant Marine Mariner's Medal, ribbon bar, and award card.
Badge, Merchant Marine, Honorable Discharge
Ribbon, Merchant Marine, Gallant Ship Citation Bar
Ca. 1944. Merchant Marine Gallant Ship Citation Ribbon bar and award card.
Ca. 1944. Merchant Marine Combat Bar and award card. The physical ribbon has a single silver star - a star denoted the recipient of the award was aboard an attacked ship and was forced to abandon ship as a result; there was no upper limit for the number of stars which could be affixed to the ribbon. Award cards did not depict a ribbon with a star, rather in the upper right-hand corner of the card was type "With Star;" this display card does not include this detail.
Ca. 1944. Merchant Marine Defense bar and award card. This ribbon award is an analog to the American Defense ribbon - and was awaded for service in the United States Merchant Marine from 1939 up until the formal entry of the United States into the Second World War in 1941.
Ribbon, Merchant Marine, Atlantic War Zone Bar
Ca. 1944. Merchant Marine Atlantic War Zone ribbon bar and award card.
Ribbon, Merchant Marine, Mediterranean-Middle East War Zone Bar
Ca. 1944. Merchant Marine Mediterranean-Middle East War Zone ribbon bar and award card.
Ribbon, Merchant Marine, Pacific War Zone Bar
Ca. 1944. Merchant Marine Pacific War Zone ribbon bar and award card.
Ca. 1946. Merchant Marine Victory Medal and ribbon bar. Award card is not a part of the display.
Medal, Merchant Marine, Meritorious Service Medal
Ca. 1944. Merchant Marine Meritorious Service Medal, ribbon, and award card.
Ribbon, Gallant Ship Citation Bar & Mariner's Medal
Ca. 1944. Cadet-Midshipman Arthur R. Chamberlain, Jr. Gallant Ship Citation ribbon bar, and Merchant Marine Mariner's Medal and citation letter to Mrs. S. Chamberlain (mother). "Mariner's Medal given to Cadet Midshipman Arthur Richard Chamberlin, Jr., who died when the SS Stephen Hopkins was sunk on September 27, 1942. Medal framed and matted together with letter to Mrs. S. Chamberlin and black and white photograph of Arthur Chamberlin."
Medal, United States Maritime Service, Training Station, Sheepshead Bay, Small Boat Sailing Award
Ca. 1944. USMSTS Sheepshead Bay small boat handling/sailing award. Reverse has text, "Victory Crew." The training station regularly held small boat handling/sailing competitions. This medal is an award given to the best crew in one of the competitions.
Medal, Soviet Union, Jubilee Medal "Forty Years of Victory in the Great Patriotic War 1941–1945" (Murmansk Medal)
Ca. 1994. Soviet Union Jubilee Medal "Forty Years of Victory in the Great Patriotic War 1941–1945" and award booklet. The medal was instituted in 1985, but awarded to United States Merchant Mariners in 1994. It was given to those living veterans who particated in the Murmansk Run; among some, it is known as the "Murmansk Medal." The official Russian name for the medal is: "Юбилейная медаль «Сорок лет Победы в Великой Отечественной войне 1941–1945 гг.»" AMMM note: "Russian WWII medal with card written in Russian, July 10, 1994. Framed."
Accessioned 2012. Ribbons and USNR badge are circa 1944, medal 1946, and cap badge 1970s. Manufacturer below is deduced from design of item. Top to bottom, left to right: USMS Cap Badge (manu: Vanguard/N.S. Meyer) USNR Badge (manu: Vanguard) Atlantic War Zone ribbon bar Pacific War Zone ribbon bar Mediterranean-Middle East War Zone ribbon bar Merchant Marine Victory Medal ribbon Merchant Marine Victory Medal AMMM note: "WWII Victory medal and ribbon, Atlantic War Zone ribbon, Mediterranean-Middle East War Zone ribbon, Pacific War Zone ribbon, USNR pin, Merchant Marine cap pin. All framed together."
Medal, Soviet Union, Medal "For Military Merit"
Ca. 1950. Postwar issue of the Soviet Union Medal "For Military Merit." Several medals of this sort were awarded to American Merchant seamen during the Second World War for their heroism on the Murmansk Run. A cadet-midshipman, Raymond R. Holubowicz was awarded this medal in June 1944 for bravery in March 1942. In Russian, the proper name for the medal is " Медаль «За боевые заслуги»." The official criteria for its award were "combat action resulting in a military success", "courageous defense of the state borders," or "successful military and political training and preparation."
Medal, Order of the Patriotic War, 1st class (Type 3)
Ca. 1985. Soviet Union Order of the Patriotic War, 1st class decoration Jubilee version of 1985 (Type 3). The hallmark denotes it being manufactured at the "Moscow Coinyard." This medal was awarded to a number of U.S. Navy Armed Guard members for their heroics during the Murmansk Run. The Russian name for the decoration is: "Орден Отечественной войны первой степени." The Order itself is comprised of two classes: 1st and 2nd. The highest degree of the order is 1st class. The degree of the order awarded by the awarded is determined by the Decree of the Presidium of the Supreme Council of the USSR and is codified by specific acts of bravery, heroism, and combat action.
Cap Badge, Gulf & South American Steamship Co. (GSA)
Ca. post-1952/53. Flag which comprises of central element of a licensed officer's cap badge. Hallmarked Gemsco A.G.O G2; G2 is an Army Insitute of Heraldry (IOH) manufacturer hallmark - A.G.O. "Army General Order" was found on insignia items from the early 1950s-1960. Gemsco is an abbreviation for the company's original name: "General Embroidery and Military Supply Company."
Cap Badge, United Kingdom, Cunard Line, Officer
Ca. 1960s. Cap badge of the United Kingdom-flagged Cunard Line. The company is now a subsidiary of the ill-fated Carnival Cruise Line.
Epaulets and Cuff Lace, United Kingdom, Cunard Line, Junior Uncertified Engineer
Ca. 1960s. Epaulets and Cuff Lace for a Junior Uncertified EngineerCap badge of the United Kingdom-flagged Cunard Line. The company is now a subsidiary of the ill-fated Carnival Cruise Line.
Buttons, United Kingdom, Cunard Line, Officer
Ca, 1960s. Buttons of the United Kingdom-flagged Cunard Line officer. The company is now a subsidiary of the ill-fated Carnival Cruise Line. Cunard Line officers, since they were members of the British Merchant Navy worn Merchant Navy buttons, and not button specific to the company.
Cap Badge, United Kingdom, Mersey Docks & Harbour Board, Lock Keeper
Ca. 1940s. Cap badge worn by lock staff at Merseyside. These individuals were called "Marine Operators" or "Lock Keepers." The cap badge is gilt-brass and is without hallmark. The design of the badge mirrors that of train and land transit professionals - stamped metal. At Mersey, lock keepers worked in towers by the side of the lock. When a ship is to enter the lock, the lock keepers sound a klaxon to warn pedestrians and vehicular traffic that the bridge at the lock is about to close. Afterward, barriers are let down, blocking access. The lift bridge across the lock is then raised and the lock gates opened. Warning lights at the lock then change from red to green indicating the vessel can now proceed into the lock. Water is pumped into or out of the lock, bringing the lock water to the correct level.
Cap Badge, Pacific Steamship Co., The Admiral Line, Surgeon
Ca. 1930s. Cap badge worn by a ship's surgeon aboard a Pacific Steamship Company, The Admiral Line ship. Although the badge is without a hallmark, the keeper screw "The Victory" was a common device from the mid-1930s. Pacific Steamship Company was a creation of the Emergency Shipping Board and was a principal steamship operator in the coastwise trade on the West Coast from 1916 until bankruptcy in 1936.
Ca. late-1940s. Badge for a licensed officer serving aboard a STANVAC tanker. Flag is unable to be removed for inspection, but appears to be of NS Meyer construction; the distributor tag if Appel of New York - with design from mid-1940s. Standard-Vacuum (STANVAC) was a joint venture of Standard of New Jersey and Socony-Vacuum in the Far East; the venture paired Socony's marketing network in China with Standard of New Jersey's production capabilities in the Dutch East Indies (Indonesia). It was established in 1931, survived the Second World War, and operated through the 1960s.
Ca. 1920s. This cap badge was worn by a Grace Line ship's officer. The low profile and construction of the badge is consistent with cap badges from the 1920s.
Ca. 1950s. This cap badge is of the woven type popular with managing operators after the close of the Second World War. For expediency's sake, steamship companies used stamped metal and enamel flags on their cap badges; post-war saw a resurgence in traditional, woven and embroidered cap badges. This badge is an example of the latter.
Certificate of Membership, National Maritime Union
Ca. 1940. Certificate of Membership of Julia Serafin in National Maritime Union. Ms. Serafin was a Waitress and joined the Union in1936; it appears she left in 1940.
Epaulettes, United States Maritime Service, Captain
Ca. 1942-1943. These shoulder boards belonged to a captain in the USMS, For the time period, a captain in USMS was either a Master or Chief Engineer of a passenger or combination vessel of over 8,500 gross tons.
Epaulette, Merchant Marine, Assistant Purser
Ca. 1940s. This epaulette was worn by an individual in the Steward's Department and has the double-quill marker of a ship's purser. Larger shipping concerns or steamship companies used colored cloth between lace on shoulder boards (epaulettes) and cuff braid to denote the wearer's department. This board represents a continuum of foreign and autochthonic symbols as acted out on maritime uniforms. The double-quill was a device at first used by the U.S. Navy for its Warrant Officers and the U.S. Army Transport Service on its purser officers' collars in 1942, and later unofficially and organically extended to boards (only to be abolished in 1944). The device was worn in the Merchant Marine community for a decade after the close of the Second World War only to be abandoned as U.S. shipping lost the appearances of hierarchy. Colored cloth was first championed by the British Royal Navy, then British shipping, and was followed by U.S. companies and the U.S. Army (the innovation never fully suited the U.S. Navy).
Epaulettes, Merchant Marine, Senior Lieutenant (Deck)
Ca. 1940s. These epaulettes were worn with the white uniform.
Cap Badge, National Organization Masters, Mates and Pilots unionman
Ca. 1943-1944. The cap badge in context may be found here: http://ianewatts.org/nommp-not-ussb
Ca. 1940s. This cap badge was worn by a ship's officer. It was acquired along with a USMS cap badge that dated from 1942-1945. I do not know which was worn first; although I suspect the States Line badge was first as officers, once they joined USMS, they donned those badges as opposed to company ones. The nut on the reverse of the badge is too corroded to determine the hallmark of the flag.
Cap Badge, United States Power Squadrons, Squadron Commander
ca. 1940s. Cap badge worn by a Squadron Commander within the civilian organization, United States Power Squadrons (USPS). The central device does not have a hallmark. From present regulations (2020): "Cap device. The insigne worn on the uniform cap may include the wearer's rank if desired. As ranks tend to change frequently, it is suggested that the cap device without display of rank be used. When the cap device is incorporated on the casual, flat-top or baseball cap, the insigne of rank is not to be used. The cap device and the blazer patch share the same dimensions. The ship's wheel measures 1.5 inches across (end of handle to end of handle.) The wheel proper measures 1 inch across. For squadron and district officers, insignia are placed at the 9, 12 and 3 o'clock positions. Staff and rear commanders are placed at the 12 o'clock position and extend through the center of the ship's wheel. Vice commander's tridents are crossed at the center of the wheel and at 90o. The chief commander's three tridents are crossed at the center of the wheel and at 45o. Insignia other than tridents are placed at the 12 o'clock position. The blazer patch when worn without an insigne of rank is surrounded by a gold circle measuring 2.5 inches across and .13 inch in width. Note that this circle is not worn as part of the cap device. On both the cap and the blazer, the insignia of rank and grade are smaller in size than those on the uniforms. They are sized so that the insigne of a senior navigator measures 2.5 inches across (the same size as the gold circle). For squadron and district ranks, the tridents measure approximately 83 percent of the size of those on the uniform. National tridents extend through the ship's wheel and measure two inches overall."
Cap Badge, American Export-Isbrandtsen Lines SS Co., Officer
Ca. 1964-1973. Cap badge for a senior officer on an American Export-Isbrandtsen Lines SS Co. ship. The flag has no hallmark but is consistent with the time period. From wikipedia: "Jakob Isbrandtsen formed the American Export-Isbrandtsen Lines in 1964 by merging his two shipping companies. [...] In 1967 Mr. Isbrandtsen formed American Export Industries, a holding company to manage American Export-Isbrandtsen Lines and all support for his fleet operations, including container services, port operations, and fleet logistics. In 1971, American Export Industries spun off its holdings and returned to being the American Export-Isbrandtsen Lines. This merger ended in 1973." The cap badge remained in force through the 1960s.
Cap Tally, United States Maritime Service, Enlisted
Ca. 1942, The United States Maritime Service briefly issued trainees and enlisted members pancake hats until forbidden by the U.S. Navy in 1943. The tally is embroidered and not stamped (as are some examples).
Cap Badge, American President Lines, Officer
Ca. early-1940s. Cap badge used by an American President Lines officer. The central flag element has a Gemsco (General Embroidery and Military Supply Company) hallmark. Distributor of the badge is Appel Co. Please see the following page for more information on the badge: http://ianewatts.org/blog/2009/09/20/american-president-lines-wool-hat-badge/
Cap Badge, Isthmian Steamship Co., Officer
Ca. early-1940s. Cap badge worn by an Isthmian Steamship Co, officer; badge is woven with embroidered details. Distributor tag is All-Bilt.
Cap Badge, United States Coast and Geodetic Survey, Commissioned Officer
Ca. 1940s-1950s. Cap badge worn by United States Coast and Geodetic Survey commissioned officers; the Gemsco General Embroidery and Military Supply Company) tag and logo is consistent with late-1940s and 1950s manufacture. In terms of construction, no components of the badge "glow" under a black light, which suggests manufacture in the 1940s.
Cap badge, American South African Lines, Officer
Ca. 1940s. Cap badge worn by an officer with American South African Lines; in 1948 this company was reorganized and called Farrell Lines. The entire construction has the Gemsco (General Embroidery and Military Supply Company) manufacturer tag, and the flag device is without a hallmark. The gold-fill and keeper nut are consistent with wartime manufacture of the device.
Cap Badge, Maine Maritime Academy, Cadet
Ca. unknown. Cap badge worn by a Maine Martime Academy Cadet. Device is without a hallmark. Cap band stitching suggests 1960s.
Button, United States Army, Transport Service (2nd pattern)
Button, United States Army, Transport Service (2nd pattern), GO-6.
Manual, United States Merchant Marine Cadet Corps, Regulations and Instructions, 1946
1946. Manual detailing all regulations for the USMMCC at the United States Merchant Marine Academy and Basic schools. Detailed here are the uniform plates. Thus far, I am only aware of two versions of "Regulations and Instructions" - the first is dated 1943, and the second, 1946. Uniform regulations I am aware of were published in 1942, 1943, and 1946. As for holdings: the American Merchant Marine Academy has a copy of the 1942 regulations and I hold the original, a private individual holds the 1943 regulations, and the San Francisco Maritime National Historical Park, Maritime Research Center, Istanbul Technical University and I have the original 1946 regulations (the Historical Park has it available via OCLC & LOC call number HE745 .U52 1946).
Cap Badge and Chin Strap Buttons, Engineer
Ca. 1930s-pre-1942. Cap badge worn by an A.B. or Engineer officer pre-war. It comprised of a wool badge sewn directly onto a mohair band. The band was removed from a cap which was unable to be conserved due to mold damage. The cap badge stitching is coming apart; the cheesecloth backing is evident and does not fluoresce when a black light is applied - its construction is consistent from pre-war cap badges. Unlike British badges of the period which coil bullion wire around a copper thread, this badge is bullion over yellow floss. The plating has flaked off revealing tarnished silver. The metal grommets for the chin strap buttons (cap screws) was a design feature found on higher-end cap bands. During the war, most cap bands used a thread-reinforced slit for the cap screws. Of note are the buttons - there are cuff-button style and secured the chin strap by means of wire. The chin strap - since discarded - was made of leather. The buttons do not have a manufacturer hallmark, and the eagle is facing to its left. This design was used prior to May 1942. One of the buttons has a high degree of corrosion as would be expected for a base-metal construction as found on pre-war uniforms.
Cap Badge, United Kingdom, General Post Office Cable Ship, Officer
Ca. 1930s-1940s. Cap badge worn by an officer aboard a United Kingdom cable ship operated by the General Post Office. The badge is woven and embroidered with a central device depicting an hourglass in the hand of Old Father Time being shattered by an electrical discharge. The entire badge is surmounted by the Tudor Crown (also known as the King's Crown); which was a design element for cap badges between 1902 and 1953. The badge itself follows the pattern for British government cap badges - Royal Navy-style laurels flanking a central device and topped with the sovereign's crown. Cable ships were tasked with laying hundreds of miles of submarine cable which connected the world - first for telegraph and later telephone. Ships of the General Post Office had the designation "Her (His) Majesty's Telegraph Ship" (HMTS) through the 1960s.
Ca. 1938-1941 (mid -1942). Removable USNR cloth badge. Until the advent of stamped-metal badges. embroidered badges with pin backs were used on both blue and white uniforms.
Insignia, Merchant Marine, Deck officer cuff devices
Ca. 1940s. As worn above rank lace, these devices denoted a deck officer;
Cap Badge, Panama Railroad Steamship Line
Ca. mid-1940s. Cap badge found on caps of Panama Railroad Steamship Line crewmembers.
Blazer Badges, United States Merchant Marine Academy
Ca. Unknown, perhaps early 2000s. ex-David Linwood Geyer, USMMA '44. Obituary claims 1944, old Alumni Association newsletter states 1943, present 1944; not present in 1944 Midships. After Mr. Geyer graduated from USMMA, he went to work for United States Lines followed by Wm. Chelsea, Ltd. At the latter he designed neckties, gentlemen's scarves, and blazer badges; the company itself was a supplier of these items to private schools, colleges and universities, and clubs. These badges may have been of his design. These blazer badges may very well be one-offs and perhaps offered to alumni of the United States Merchant Marine Academy. Although the central device is that of the old United States Maritime Service cap badge, the crest is originally that of the United States Merchant Marine Cadet Corps - later the United States Merchant Marine Academy (and USMS). The motto, "Acta Non Verba" (Latin: "Deeda not Words") is that of the Academy. One of the badges shows evidence that prong-attachments pierced the back. The threads are natural and synthetic along with gold bullion and silver-plated French wire.
Plaque, United States Navy, United States Naval Communications Station - Diego Garcia, British Indian Ocean Territory
Ca. 1970s. Wardroom plaque, US NAVCOMMSTA Diego Garcia BIOT. Immediately after the eviction of the island's residents and clearing the territory of the civilian population, the British and United States governments set about to militarize Diego Garcia. One of the first facilities to be built was a communications station operated by the United States Navy. The plaque illustrates the unique history and political situation of the island. The crossed United Kingdom and United States flags represent British sovereignty over the territory and its shared use by British and American forces; the donkey element recalls the feral donkeys that roamed the island - they were marooned after the closure of the copra (coconut) plantation; the remnants of the plantation which dominated the island are depicted by the coconut tree; the radio tower is that of the communication station. A history of NAVCOMMSTA Diego Garcia is as follows - From Naval Facilities Engineering Command History 1965-74, Chapter 10: NAVAL COMMUNICATION STATION, DIEGO GARCIA The Navy's communications facility on the atoll of Diego Garcia was a major Command project during the 1970s. Before the Diego Garcia facility was established, the Indian Ocean had been a blacked-out area in the Navy's worldwide communications network. Construction of the Diego Garcia facility was undertaken to remedy this situation. The facility was built primarily by personnel of the Naval Construction Force under a bilateral agreement between the united Kingdom and the United States. What of the atoll itself? Diego Garcia is 12,000 miles from the nearest United States port. Even within the geography of the Indian Ocean it is isolated. Before construction began, the nearest airfield was located at the British base at Gan, 400 miles to the north. The nearest commercial port is Colombo, 960 nautical miles distant.176 The atoll is part of the British Indian Ocean Territory (BlOT), formed in 1965 from territory formally belonging to Mauritius and the Seychelles Islands. The atoll is one of fifty-two which make up the Chagos Archipelago which spreads over an area of 10,000 square miles. The Chagos Archipelago is located in the heart of the Indian Ocean, south of India and between the African continent and Indonesia. Diego Garcia is a narrow coral atoll having a land area of about eleven square miles, which nearly encloses a lagoon. It is shaped roughly like a "V", which stretches thirty-seven miles from tip to tip, with an opening to the north-northwest. Shallow reefs surround the atoll on the ocean side as well as within the lagoon. Most of the aggregate used in the construction effort was blasted from the outer reefs, then crushed to required size. Diego Garcia was discovered approximately 400 years ago by the Portuguese. It subsequently fell under French control and in 1814 it passed to the British. In 1974 it was part of the British Indian Ocean Territory. In the past, the atoll's major industry was copra. In addition, there was a phosphate mine and the atoll further served as a coaling station. In December 1966, the United Kingdom and the United States signed a bilateral agreement constituted by the Exchange of Notes dated 30 December 1966 (BlOT Agreement 1966), which made the islands of the British Indian Ocean Territory available for the defense purposes of both governments as need arose. On 24 October 1972 a supplementary agreement was signed by the two governments concerning the construction of a limited United States Naval Communications Facility on Diego Garcia (Diego Garcia Agreement 1972). The purpose of this facility was to provide a link in United States defense communications and to furnish improved communications support in the Indian Ocean for ships and aircraft owned or operated by or in behalf of either government. FOllowing Department of Defense approval of the plan, the first two increments of the project were submitted to Congress, and were approved and subsequently funded in the fiscal year 1971 and 1972 Military Construction Appropriation Acts. Construction was to be accomplished by the united States, utilizing units of the Naval Construction Force. The base on Diego Garcia was initially planned as an austere communications station with all necessary supporting facilities including an airstrip. The project was originally intended to be completed within three years, however, this deadline was later extended a year to July 1975. Pursuant to the Diego Garcia agreement of 1972, supplementary arrangements were also made between the Royal Navy and the United States Navy for the joint operation of the communications facility. Consequently, both the British and American flags would fly over the facility and the United Kingdom would assist in manning it.l77 The actual construction presented several problems to those who would do the building. One of the most critical problems on Diego Garcia was that of obtaining good fill material. Vast amounts of fill were needed for the foundations of all horizontal and vertical structures. In addition, good material was required for aggregate for the concrete work done on the atoll. Due to the limited amount of developable land on the atoll, future expansion would require that marginal lands be filled and made buildable. These marginal lands included marshy lowlands, borrow pits and shallow portions of the lagoon.178 There were three sources of fill material on the atoll: (1) borrow excavation, (2) the coral shelf that surrounded the atoll, and (3) dredged material. The first two sources were the least desirable because borrow pits made additional land areas unusable and mining of the coral shelf was both costly and difficult. Dredging offered the best method of obtaining fill material and aggregate in terms of quantity and quality. It was recommended that whenever feasible all the dredged material be deposited ashore. This amount should be sufficient to provide fill for all projects planned on Diego Garcia. Where feasible the dredged material was stockpiled and/or put in areas of future potential use. Certain constraints also limited the nature and location of construction on the atoll. Not only was the amount of developable land on Diego Garcia limited, but much of the better land was not available due to the presence of various clearance requirements related either to safety or to operational factors. One of these operational factors concerned the communications installation itself. In order to assure minimum interference between high frequency transmitter and receiver, there had to be a separation distance of fifteen miles between the two. The receiver station was to be located five miles frm the airfield, five miles from the primary power plant, one mile from the cantonment area and three miles from the light industrial areas.179 Air safety also put constraints on construction. The Air Installations Compatible Use Zone (AICUZ) was intended to define an area where land uses which were incompatible with air operations would be excluded. The Air Installations Compatible Use Zone was derived from two elements, noise and crash potential. Noise contours and crash potential areas were delineated for Diego Garcia. The Air Installations Compatible Use Zone could contain such compatible uses as outdoor recreation, industrial facilities, warehousing and petroleum storage. Airfield safety requirements made it necessary to restrict all construction within 750 feet of the runway center line. Beyond that line facilities could be constructed which did not penetrate a 7.:1 slope. It is also necessary that zones 3,000 feet beyond the end of the runway be free from obstruction. Another constraint on building was the 600 foot clearance zone that had to be maintained around the Radar Wind sending building, which was located approximately 1,500 feet west of the Air Operations building. Water was also a limiting factor. Due to the critical water supply situation, several areas were designated as "water zones." No construction was allowed in these areas in order to insure an adequate supply of well-water to support the needs of the personnel on the island. There was also a necessity for the safe storage of explosives. Since no inhabited structures could be built within the Explosives Safety Quantity Distance (ESQD) arcs generated by stored explosives, the safety zones imposed a rather extensive limitation on developable land.(180) The final limitation on development concerned the boundaries of the areas allotted to each of the two contracting powers. In accordance with the agreement between the united States and British governments, the united States could use the west side of the atoll up to latitude 7024'30" S on the east side of the atoll. (181) On 23 January 1971, a nine man reconnaissance party from Naval Mobile Construction Battalion 40 landed on Diego Garcia to confirm planning information and to initiate a preliminary survey of the beach landing areas. Subsequently, during early March 1971, a fifty man landing party arrived at Diego Garcia aboard the USS Vernon County (LST 1161). This party comprised personnel of Naval Mobile Construction Battalion 40, Amphibious Construction Battalion 2, Amphibious Forces Pacific Underwater Demolition Team, Construction Battalions Atlantic, and Air Transportable Communications Unit 4. Men from these units marked underwater obstructions, installed temporary navigational aids and cleared beach areas in preparation for an over the beach landing of additional personnel. On 20 March 1971, an advance party of 160 men arrived and during the following month the main body of Naval Mobile Construction Battalion 40 landed. The battalion's main assignment was the construction of a temporary Seabee camp, construction of water and electrical distribution systems, completion of a camp dining hall, laundry, refrigeration and material storage facilities, and construction of a temporary industrial site and a 3,500 foot interim airstrip. Prior to the completion of the airstrip on 15 July 1971, all personnel, equipment and supplies had to be landed on the beach by LST and Mike boat. In October and November 1971, Detachment "Chagos" of Naval Mobile Construction Battalion 71 and the whole of Naval Mobile Construction Battalion 1 arrived. Their arrival marked the beginning of large scale military construction on Diego Garcia. Naval Mobile Construction Battalion 1 devoted its major effort to erecting the receiver and transmitter buildings. Other projects undertaken included the placing of the base course for the permanent runway, taxiway and parking apron, operation of a precast yard and block plant, and construction of the 5,000 foot POL lagoon causeway. Detachment "Chagos'" construction efforts were located at the permanent industrial site and consisted of four permanent structures, the largest of which was the cold storage and general warehouse. During this period civil service personnel from the Naval Electronics System Command were also deployed to Diego Garcia to provide electronic equipment installation support in conjunction with the construction of the transmitter and receiver buildings. (182) In July 1972, Naval Mobile Construction Battalion 62 relieved Naval Mobile Construction Battalion 1. The men of the new battalion concentrated on the construction of the transmitter and receiver buildings. They also paved the airfield and continued work at both the cantonment and the industrial sites. On 25 December 1972, the first Air Force C-l41 jet transport landed on 6,000 feet of completed permanent runway (with the Bob Hope Christmas Show Troupe). The concrete work on the full 8,000 foot permanent runway with adjoining taxiway and parking apron was completed by March 1973. Following completion of the runway, a weekly C-l4l Military Airlift Command flight was initiated between Diego Garcia and Utapao, Thailand. The third Detachment "Chagos," composed of 180 men from Naval Mobile Construction Battalion 133, arrived in November 1972. It continued work on the air operations and radar wind buildings, the sewage lagoon, and bachelor officer and enlisted quarters. During December 1972, personnel of the Naval Communication Station Pre-establishment Detachment began to arrive. Their task was to prepare for the acceptance of equipment and facilities as they were turned over for operations and maintenance. In February 1973, the first group of Royal Navy personnel arrived to join the Naval Communication Station Pre-establishment Detachment. This group officially relieved Air Transportable Communications Unit 4 of its duty of providing off-island communications support to all units on the atoll. Finally on 20 March 1973, exactly two years after construction began, the Naval Communications Station, Diego Garcia, was officially establishment. During March, Naval Mobile Construction Battalion 74 relieved Naval Mobile Construction Battalion 62 and subsequently continued work on various projects, giving special attention to runway lighting and the work at both the industrial and cantonment sites. During June 1973, there was another unit change, when Detachment "Chagos" of Naval Mobile Construction Battalion 10 relieved Detachment "Chagos" of Naval Mobile Construction Battalion 133.(183) The second construction increment slated for the Naval Communication Station, Diego Garcia was the provision of a ship channel and turning basin in the lagoon. This construction was awarded as an international contract to a construction firm from Taiwan. Construction began in August 1973 and would take two years to complete. Most of the station's facilities were built in the cantonment area, located at the northern most tip of the atoll. The station's personnel were quartered and supported here. This area was designed as a walking/bicycling community, hence auto and truck traffic was strictly limited. Community support facilities included a gym, bowling alley, chapel, medical facility, Navy exchange, swimming pool, All Hands Club, and playing fields and courts. Additional planned facilities included an Armed Forces radio and television station, chapel addition, hobby shop, special services issue office, theater, library and education center. A Chief Petty Officers Club, Officers Club, snack bar and recreation area were also eventually to be built.184 The administration building was also located in the cantonment area. It was located thus because this location was readily accessible to personnel being supported and to the administrative personnel who worked there. An addition to this building was planned. A fire station was also sited in the cantonment area. Generally a location central to the developed area would have been preferred. However, since Diego Garcia was long and narrow and and since most of the facilities which were considered to be life safety hazards were concentrated in the Cantonment Area, a site there was deemed most suitable for a fire station. The second major area of construction was the airfield and its supporting activities. It was located about midway down the length of the western side of the atoll. Revised requirements called for the extension of the original 8,000 foot runway to 12,000 feet. In order to avoid expansion into the ocean or lagoon, 3,000 feet were added to the southeast end and 1,000 feet to the northwest end of the runway. A 1,000 foot overrun was required at each end of the lengthened runway. An additional requirement called for an increase in the size of the parking aprons by 89,750 square yards so that taxiways and runway turnarounds might be built. The following new airport support facilities were also deemed necessary: an air transportation hangar, operations building expansion, airfield transit storage, an aircraft washrack and a crash fire station. The public works area (formerly the industrial area) was located approximately five miles south of the airfield and its supporting facilities. Supply support for the atoll was centralized at this point. As the permanent facilities on the atoll began to take shape, certain geography related problems began to manifest themselves. All automotive and construction equipment on the atoll operated under very adverse environmental conditions. Experience showed maintenance demands to be extreme and vehicle downtime high. Accordingly, vehicular travel was limited as much as possible. The land use plan incorporated this rationale through designation of the northwest tip of the island for the cantonment area and the establishment of a new supply support point near it. The location of warehouses in the public works area made it necessary to move 90 percent of all supplies a total of twenty miles (airfield to warehouse plus warehouse to cantonment area). This was a particularly bad practice for cold storage items. The Navy's POL storage requirement was 480,000 barrels in support of both ship and aircraft needs. The Air Force required an additional 160,000 barrels of storage. The POL site was located between the warehouse area and the Seabee construction support area . The original construction plan had the POL tanks located on a fill area adjacent to the causeway. A new site was required for the following reasons: (1) the old site would require use of critical fill material needed for other planned facilities, (2) the need to expand airfield facilities into the area along the causeways, (3) and the preference of POL operators to locate the storage tanks at a less exposed site. A new site was selected north of the airfield. It had the advantage of being located near the causeway/fuel pier and airfield operations area. One disadvantage was that a borrow pit was being used on the site. It would have to be filled and the area regraded before construction of the fuel tanks could begin. Additional public works shops and stores were to be provided through conversion of existing general warehousing and cold storage facilities located in the public works area. The warehousing function was to be consolidated in the new supply support area. The expansion of the existing power plant by two additional 1,200 kilowatt generators was proposed. In order to retain the necessary separation for noise, access and fire safety between the existing public works office and the power plant, the natural expansion direction was to the south. However, two fuel tanks had been built in this area. These tanks would have to be relocated prior to the construction of the power plant extensions. Since the primary function at Diego Garcia was initially communications support, the communications facilities were the most completely developed. The locations of the receiver and transmitter areas were for all practical purposes fixed by the existence of permanent buildings and antennas. An addition to the receiver building (located in the cantonment area) was the only expansion of communications functions planned during 1975.185 Waterfront facilities were built in the cantonment area. By 1975 these temporary facilities were judged inadequate for both offloading and maintaining the boats which were the only means of moving cargo from ship to shore. Even if a pier were to be built, boats would still be required for movement of cargo. A permanent facility which would allow efficient offloading of the boats was a necessity. In order to maintain the boats properly, a complete maintenance facility was required. The maintenance facility was to include previsions for removing boats from the water for overhaul and returning the boats to the water afterward.186 Additional modifications planned for the waterfront area included a small boat pool and a pier. The small boat pool was to be located at the causeway and would contain facilities for lifting boats out of the water, a boathouse, moorings for all small boats and a crane for loading and offloading cargo. The pier was to be T-shaped and would extend out into the lagoon from the end of the existing causeway. (187) A fleet recreation area was considered necessary to accommodate the large number of fleet personnel who might be on shore at various times. All personnel support facilities in the cantonment area were designed for the support of the permanent party. They were not large enough to support additional transient fleet personnel. Because of this, a fleet recreation facility located away from the permanent cantonment recreation was to be provided. Other presently planned facilities include a hardstand for the vehicles of the Marine Amphibious Unit (to be located near the causeway), and short-term training facilities for Marine personnel. (188) By 1975 permanent electrical power generating facilities had been constructed on the atoll. These facilities included the main power plant, three standby power plants and a regulating vault. The main power plant located in the public works area, was composed of four 1,200 KW generators which generated power at 41,160 volts. It was proposed to add two additional 1,200 KW generators to this plant. The standby generators were located respectively at the transmitter station, the receiving station, and at "c" building. The regulating vault was located at the air operations building. Two barge-mounted desalinization units furnished the atoll's water supply. The planned permanent facility, which was to be located within the main power plant building, included two 60,000 GPD capacity units designed to operate on heat recovered from the main power plant generating units. A subsequent study for alternate solutions for the water supply indicated that a groundwater source utilizing the electrodialysis method for water treatment was best suited for Diego Garcia. (189). Electrodialysis units were to be installed at the various centers of water demand. The plan to install the desalinization units in the power house was consequently discarded and the space set aside for them was used in subsequent expansion of power generating facilities. Sewage disposal on Diego Garcia was rather simple and straightforward: Sewage from the cantonment area was pumped to a large sewage lagoon which had an ocean outlet. Sewage from all other facilities was handled by small septic tanks with leaching fields. No expansion to any of these systems was expected. As the Naval Communication Station, Diego Garcia was still a developing facility at the end of 1974, especially as regards its total final mission, many changes and additions can be expected in construction planned for it in the future.
Cap Badge, Luckenbach Shipping Lines, Officer
Ca. early-1940s cap badge & post-1955 wool backing. Cap badge is early 1940s vintage as the materials and GEMSCO hallmark attest; the backing's keeper pins are positively dated to post 1955 per the configuration of the dimples (two pairs of two).
Cap Badge, United Kingdom, Trinity House Pilot
ca. 1940s. Bullion wire on wool backing.
Cap Badge, United Kingdom, Trinity House Lighthouse Principal Keeper
Cap Badge, United Kingdom, Trinity House Lighthouse Assistant Keeper
Cap Badge, United Kingdom, Trinity House Pilot Launch crew member
Cap Badge, Portugal, Merchant Navy, Officer
Cap Badge, United Kingdom, Merchant Navy, Chief Petty Officer
Cap Badge on band, United Kingdom, Merchant Navy, Chief Petty Officer
Ca. 1940s. Cap badge affixed to mohair band.
Cap Badge, United Kingdom, Merchant Navy, Officer
Epaulettes and Buttons, International Merchantile Marine - United States Lines, Officer.
Ca. 1930s. The epaulettes and buttons were removed from an old set of whites; in total there were five 40 ligne and two 28 ligne buttons. This catalog item shows only one of each button, as many are heavily tarnished. The buttons were affixed to the uniform with circular button toggles. Each button has the backmark "S. Appel & Co. * New York *." This backmark definitely dates the buttons to the mid-1930s. The VanCourt catalog number for these buttons is 84-11. The uniform itself lacked pin holes on the chest for a USNR badge. This could mean the individual that wore this uniform was not a member of USNR or the uniform is pre-1938 - this being the year when the pin was authorized for wear by the U.S. Navy for U.S. Naval Reserve Merchant Marine Auxilliary members. Most deck and engineering officers of USL were members of the USNR. The epaulettes are of the flat interwar style with slightly rounded edges. Of particular interest are the strap keeper button. Both interwar and most wartime straps were affixed using cap screws - the screw-construction used to affix chin straps to a cap. These use brass nuts (pre-war) and the star-anchor-star pattern. This point to a few assumptions: 1. IMM/USL did not have cap screws based on VC18-11. 2. IMM/USL adhered to period U.S. Navy prohibitions against wearing its insignia by non-Navy officers. 3. Appel & Co. - which also supplied quality insignia items to yacht clubs - was the preferred supplier of uniform insignia to USL. Most marked USL insignia bears Appel & Co. tags. The last point is of interest as among future U.S. Merchant Marine Academy midshipmen-cadets, their buttons were also of the star-anchor-star design and were known as "yacht club" buttons.
Cap (Khaki), United States Lines Officer
Ca, 1956. Ex-James J. Smith. 1956 awardee of USL DSM.
Cap (Khaki), United States Maritime Service Officer
Ca. 1940s. Cap badge is of Vanguard manufacture with smooth ribbon on the wreath element.