Showing posts with label "cap badge". Show all posts
Showing posts with label "cap badge". Show all posts

Monday, November 27, 2017

Becoming a Kings Pointer

Midshipman cap badge.
U.S. Merchant Marine Academy at Kings Point, NY.
Single piece construction.
Hallmark, V-21-N (Vanguard Industries).
Circa 2006.








This is the first in a series of articles where I explore the culture of the U. S. Merchant Marine Academy Regiment of Midshipmen. This first post focuses on the process of a Midshipman Candidate becoming a Plebe Midshipmen, and finally a Fourth Class Midshipman.

A U.S. Merchant Marine Academy alumnus intimated to me there are no fraternities permitted at Kings Point but that midshipmen are all one fraternity. Yet within the ranks, there are subtle differences; the most telling comes in a midshipman’s final year. There are the “Gung Ho,” active duty commission-bound, and the industry-leaning ”Merchie bum.” who have decided, with a shrug and a hint of self-effacement, to “Go Merch.” A measure of pride among some was the assumption of an aloof status within Regiment as a Zombo. Over the next weeks, I spoke with the same alumnus and a current midshipman, and after my conversations with them, I reflected on the pride underpinning both statements and how the Regiment maintains itself with such seeming contradictory messages. I propose this dichotomy of signals within the ranks of the Regiment allows an escape valve of sorts for the academic and military rigors experienced by midshipmen from Day Zero to the moment they leap into Eldridge Pool for their final act as midshipmen in the class Change of Command ceremony.

Although government-run academies are repositories of the past, Kings Point does not operate in a vacuum. That being said, the administration and student body are insulated by the fact the U.S. Merchant Marine Academy is a closed institution supporting a discrete function, outside factors often shake its timbers, yet it perseveres.

In the decade following the Second World War, demobilization brought with it the rapid Federal dismantling the workshops of war. In the maritime field, the U.S. allocated ships to its allies, scaled-back and canceled construction projects in shipyards, and cut training programs. Despite calls to the contrary, the newly ascendant Merchant Marine was not immune. The U.S. Maritime Administration Annual Report of 1954 notes closure of the last of the U.S. Maritime Service training facilities with the exception of Kings Point. Under Executive Order, the U.S. Maritime Administration actively purged its institutional memory of its wartime activities keeping only the essentials: 27,297 cubic feet of records were transferred to General Services Records Management Center, in Washington, D. C., 3,887 cubic feet were salvaged, and 5 cubic feet transferred to National Archives. The next year brought 12,524 cubic feet of records to General Services Records Management Center, New York, NY; 47,216 cubic feet were "salvaged." In effect the Government department largely responsible for U.S. gain during the war deleted itself.

Cognizant of potential future difficulties, in the waning days of the Second World War, the Academy administration lobbied Congress to place the Academy on the same footing as the other Service Academies. Academy efforts met with success; thus, as the Eisenhower administration demobilized and the U.S. Maritime Administration found its resources legislated out-of-existence, Kings Point gained recognition as both a permanent federal fixture and a degree-granting institution. The Academy weathered the upheavals of the Vietnam era - following the Regiment marching off-campus in protest to administrative procedures - which resulted in the abolition of the strict battalion system of Regimental governance. Equal rights reached Kings Point with the matriculation of female midshipmen - it was the first Service Academy to do so; the present day finds the Academy reflecting on sexual assault and protection of individuals as the Academy acts in the role of in loco parentis.

The course of study has gradually changed from a purely vocational one to granting B.S. and M.S. degrees. This change represents a need for the Academy to honor its responsibility to provide students with opportunities for meaningful employment after graduation. Following industry trends, Kings Point innovated in maintaining relevance for its graduates. In the past, it provided training for students in nuclear physics to prepare them for a career in a nuclear-powered merchant fleet (an idea which floundered with the widely unsuccessful experiment in the form of the NS Savanna). The 1980s saw a dwindling U.S. merchant fleet with a smaller pool of available positions; to counter this, the Academy offered a dual certification program where a midshipman could study and sit for exams for either a Deck or Engineering license. At present, the Academy gives its students the opportunity to sail on a variety of ships and engage in industry internships to experience the multitude of positions potentially open to them upon graduation. Of course, the Merchant Marine being an auxiliary to the Department of Defense in a time of military conflict, enables Kings Pointers to join all branches of uniformed services. However, the rites and rituals of the Regiment remain relatively unchanged.

The Regiment has its origins in the United States Maritime Commission Corps of Cadets established by the U.S. Merchant Marine Act of 1936. The Corps of Cadets was instituted immediately after the creation of United States Maritime Commission with the express mission of educating maritime professionals in 1938. To fulfill this mission, The U.S. Maritime Commission established Cadet schools on the East, West, and Gulf Coasts. The USMCCC on the East Coast peregrinated along the Long Island Sound before finding a permanent home at Kings Point, New York in 1942. The primary purpose during this period was to supply trained junior Deck or Engineering officers to a rapidly expanding U.S. Merchant Marine fleet. As the Second World War progressed, ships slipped off their ways sometimes as quickly as three weeks of construction. A reported 2,700 vessels were launched, with some 1,554 sunk. With crews numbered at an average of 42, an estimated 120,000 people were needed – government records count 243,000 served all together. By war’s end, around 3,000 cadet-midshipmen found themselves at sea in one capacity or another.



The education midshipmen receive today at the U.S. Merchant Marine Academy teaches them how to become both maritime professionals – be it shoreside or at sea – and auxiliaries of the U.S. Defense establishment. No longer a “fink factory” for junior officers, as labor unions once derided the Academy during the war, Kings Point prepares midshipmen for a rewarding career as maritime leaders. This education is grueling with the expectation of a midshipman to concurrently master technical certifications and mediate military regimentation. These two components are considered separate dominions, but the very nature of their military education in the form of the Regiment permeates every aspect of their tenure at the Academy: from how to live in their Spartan rooms to personal interactions as defined by a codified set of numbered regulations. For a non-uniformed visitor to the Academy, Sir or Ma’am is an unconscious honorific given by all midshipmen to those in their midst; it is a military courtesy extended by the Regiment to all within the confines of Kings Point.

The Regiment’s command structure acts as a leadership laboratory in which every upperclass midshipman is given the opportunity to lead in some capacity. This experience gives them a practical taste of running or participating in a rigid atmosphere as is common aboard merchant and military ships – the latter more rigid than the former. The stated goal of the Regiment’s leadership is to encourage a midshipman’s rise within the command structure with the eventuality of becoming a Regimental officer - the logical conclusion is to hold an appointment as the Regimental Commander or as a member of their staff. The noted exception is the jocular “Zombo” – a first classman who rates respect of their juniors, yet eschews both the status and opportunity for a leadership position within the Regiment. The Zombo takes their status outside the anointed Regimental spheres of power quite seriously and does the very least to keep their rank and rate, breezing through their last year beyond the reach of Regimental politics and responsibilities. The foil of the Zombo is the proverbial “Regcock.”

The U.S. Merchant Marine Academy was born in the crucible of national emergency and came of age in a time of war. Its history speaks to how the Regiment’s structure is an evolving reflection of shipboard life seventy-five years ago. Unlike the U.S. Naval Academy, where teamwork is drilled into midshipmen to suppress individuality using close-order drill and sports, Kings Point cultivates the psychology of self-sufficiency and independent thinking. The culture that permeates the Academy is of community tempered with a can-do attitude. The ultimate test of an individual’s grit is through “Sea Year.” “Sea Year” is a bifurcated program where midshipmen third class and second class – or those in their second and third years of study, respectively – learn the ropes of the sea-borne maritime industry for two sailing periods of four months and eight months on commercial or government marine vessels. This singular experience, although ostensibly an apprenticeship – tests and congeals a midshipmen’s independence of spirit, and both ingrains and cultivates a strong sense of self. Upon their return from their first sailing, midshipmen are no longer the prima materia of their Plebe year and are notably changed and matured. Having experienced the isolation and beauty of maritime trade first hand, they understand the importance of bootstrapping common to the function of work aboard ships often underway for months at a time. In a word, they internalize their ultimate goals within the Regiment and proceed to become a Zombo or a Regcock. However, to earn the privilege of experiencing “Sea Year,” a midshipman must undergo the gauntlet of Indoctrination and Plebe year.

The Academy’s combined mission has created a unique culture within the Regiment where midshipmen function as a group and close ranks when challenged. This fraternity coalesces during the trials of a midshipman’s first year as a Plebe. Like members of other military academies, midshipmen undergo a period of indoctrination where they are molded into members of the Regiment and proceed along a track where every year brings them new responsibilities and opportunities. Simply put, the Regiment is a class-based system. Unlike other military schools, Kings Point midshipmen embrace the irregular, the ersatz, and the ironic. There may be a ribbon for “company cheer,” but on the other hand, the company that does the worst job keeps an oral tradition of being the worst; some companies revel in their unstated labels.

The first day of a Plebe Candidate – also known as a Candidate– at the Academy is called Processing Day. Upperclassmen succinctly refer to this day as “Day Zero” – a day on which a Candidate begins their figurative journey on the Regimental calendar as nothing. After signing in, and gathering their name plaques and blue backpacks, there is a mandatory head shaving for male Candidates (women do not undergo this humiliation) - symbolizing their status as a tabula rasa on which upperclass midshipmen will mold to fit into the Academy hierarchy. Lining up in the quadrangle outside Delano Hall, they officially enter a month known as Indoctrination. During this period, they no longer have a first name, and thus no individual identity. With the close of each day, a Candidate garners respect for their superiors and cultivates a keen desire to earn badges of Regimental identity. They also learn to recognize the gold crows and ladder bars on the upperclass trainers’ uniforms as signs of prestige and respect.



Despite the non-uniformed nature of the current U.S. Merchant Marine, Kings Point continues the tradition of uniforms as instituted in nautical schools of the past century. A uniform visual appearance is a crucial concept for Candidates to negotiate on Day Zero. After the Ships Store gives them a quick sizing up, they issue the Candidates a stack of uniform items. From this moment forward, Candidates no longer rate wearing civilian clothes. Beyond their khaki uniforms, the only clothes the Candidates wear are their exercise gear. The number of companies that comprise of the Battalion has ebbed and flowed over the course of the Academy’s history – seven at the height of the Second World War shrunk to five in 2016. As of this writing, the number is six. At Indoc, a Candidate’s shirt color specifies one of the five companies to which they are assigned. They are:

1st: Dark Green
2nd: Light Blue
3rd: Dark Blue
4th: Maroon/Red
5th: Neon Green
Band: Yellow (before the 2017 academic year, Band wore black shirts)

Over the next month, they are drilled, PTed, and subject to the recollection of the contents of a section called “Plebe Knowledge” from a volume titled Bearings upon command. This slim volume acts as an orientation and reference for Candidates regarding the Regiment and their home for the next four years. Bearings first appeared immediately after the Second World War when Kings Point attempted to model itself on the precedent set by other U.S. Service academies; this type of indoctrination was pioneered by the U.S. Naval Academy in the 1930s as a means for reorienting and molding future naval officers. Beyond the recitation of facts from Bearings, Candidates and later Plebes, being subject to “personal correction” from the moment they wake at 5:00 am to lights out at 10:00 pm (0500-2200) was also a U.S. Naval Academy innovation.

The dropout rate is minimal during Indoc. A candidate understands the month is temporary and a necessary phase in their military education, despite the psychological shock of abandoning an often-comfortable middle-class life. They are taught the rigors of memorization, the hierarchy of Kings Point, and the overriding discipline of time management and importance of group cohesion. Often, an individual’s infractions or remedial performance is met with punishment for the entire group. It is in the group’s best interest to buoy its members for success - be it a clean head (lavatory) or for military appearance. To reinforce the dynamic of the group, Candidates eat, sleep, and perform ablutions together.

After a month as Plebe Candidates, the Candidates don khaki uniforms and attend a ceremony called Acceptance Day. On this day, they swear an oath and enter the ranks as Midshipmen USNR - or the more formal, midshipmen, Merchant Marine Reserve, United States Naval Reserve with the simultaneous status as Enlisted Reserve per Federal Code Title 46, Chapter II (10-1-16 Edition), Subchapter H, § 310.6b.3; the latter status is the mechanism by which the government ensures a service obligation from midshipmen who drop out of the program. At this moment they become Plebes at Kings Point. As noted, reaching this day was not without its challenges. During the dog days of summer, they reported to Kings Point in August. With them, they brought the barest of necessities: undergarments, exercise shoes, toilette articles, and a computer, all undergirded with a desire to succeed. This last point cannot be belabored more: this past summer a Candidate collapsed from heat exhaustion, having pushed themselves to the limit.

The Regiment builds itself around visuals. When a Plebe Candidate is sworn into the USNR, they are given analogs to the pins once known as USNR pins, now called Merchant Marine Midshipmen Identification pin. They also don the shoulder boards of a Plebe: a shoulder board with no ornamentation other than a Merchant Marine snap button - gold with an anchor flanked by a single star to the left and right. They are permitted to wear garrison covers and combination caps. The former without any insignia, and the latter with an anchor of the same design as that worn by midshipmen at the U.S. Naval Academy at Annapolis.

In essence, the insignia worn by the Plebes indicate they enjoy a status where they could be called to active service with the U.S. Navy at a time of conflict. It also points out they are indeed at the lowest position within the Regiment’s hierarchy, ready to archive personal and group awards, and hold rank - if they so choose. Upperclassmen teach them that with each stripe comes privilege. The lack of insignia also points out they have no status as members of the Kings Point community - this is something they must achieve as a group.

As Plebes, midshipmen continue some of the rigors of Indoc and work toward Recognition. Recognition Day is when Plebes transition to the status of Midshipmen Fourth Class. It is an event organized by the Regiment’s training staff – those upperclassmen responsible for Plebe training – and only occurs when the Regiment as a whole considers the Plebe class as having satisfactorily exercised the spirit of being a Kings Pointer. This is evaluated by intangibles such as genuine enthusiasm during athletic events (of which all Plebes must attend), dormitory decoration, and demeanor. Recognition may happen as early as October or as late as March or April depending on their performance.

At the end of their first trimester in October, Plebes declare their course of interest and take on the moniker of either Deckie or Engineer by going “deck” or “engine”; the former is for midshipmen enrolled in a Deck course and the latter for future members of the black gang. Only on Recognition Day, they are given insignia denoting either: a fouled anchor for Deck or a three-bladed propeller for Engineering. They also trade-in their blank shoulder boards at Recognition specifying the same: anchor in a rope circle for Deck, and a propeller for Engineering. In the past, there was a Dual certification program where a midshipman could earn a certification as a Deck officer and an Engineering officer; its insignia was an anchor superimposed by a propeller. These insignias are not worn until Recognition; in the 1990s and early 2000s, the status of a Plebe having declared a major – regardless of Engineer or Deck – was denoted by shoulder boards they would wear for about a trimester – U.S.N.-style Fourth Class boards with a Maritime school snap button.




On Recognition Day comes new insignia for a Midshipman’s cover and collar. After the ceremony, Plebes become full members of the Regiment as Midshipmen Fourth Class and rate the opportunity wear both their class and course of study insignia. The insignia of a Midshipman Fourth Class is a fouled anchor – it has the same form as a miniature U.S.N. midshipman anchor – and it is pinned on both collars of their khaki shirt and left blouse of their garrison cover. Their course of study insignia goes on the right blouse of their garrison cover. The day after Recognition the new Midshipmen Fourth Class are issued their Kings Point cap badge for their combination cap - the badge is similar to the Plebe cap badge with the exception that in the cable’s lower loop, it has the seal of the U.S. Merchant Marine in miniature.

All the minute permutations in Candidate, Plebe, and finally Midshipman Fourth Class’ uniform appearance underscore their place within the hierarchy within the Kings Point Battalion. The ribbons on their chest denote group or individual awards, the anchor or prop reminds others as to their course of study, and the Merchant Marine Midshipmen Identification pin speaks to their community. After the experience of the ardors of their first year, midshipmen forge close friendships in the crucible of experience.

Special thanks are owed to Dr. Joshua Smith of the U.S. Merchant Marine Academy at Kings Point and Interim Director of the American Merchant Marine Museum. He introduced me to B. Sturm and W. Kelley, two Kings Pointers who showed me the ropes and contributed greatly to this post; without their input, this post would never have happened.



For more images of Kings Point insignia over the years as well as an old copy of Bearings, please see images I have on the companion site to this:
insignia of the regiment of midshipmen




Midshipman cap badge.  Stay-Brite. This is worn by Midshipmen after Recognition Day.



Midshipman cap badge, circa 1940s. This is a holder image until I photograph the current cap badge in Stay-Brite. It is from the U.S. Naval Academy and is worn by U.S.N. Midshipmen and U.S.M.M.A. Midshipmen. The design has remained unchanged for the past 75 years. This is worn on a Plebe's combination cap prior to Recognition Day.




Name plaque, circa 1980s. Like those worn by U.S. Navy chief petty, warrant, and commissioned officer, Kings Point issues name plaques with the unit's seal. ZIGGY is an affectionate term given to a member of the football team who is able to weave with finesse through defensive lines.




Midshipman Fourth Class insignia, circa 1980s.





Deck program course of study pin, circa 2007.




Plebe hard shoulder boards, circa 2017.




Plebe hard shoulder boards denoting a course of study has been decided, circa late 1990s-early 2000s. Unlike U.S.N.A. and N.R.O.T.C. Fourth Class should boards, the position of the anchor is off-center and the snap-button is of the Maritime School-type.  This particular button was introduced in the mid-1940s as a catch-all for civilian mariners. to wear on their caps and coats if they were not members of or did not wish to wear the insignia of the U.S. Maritime Service. These same buttons were also worn by mariners whose companies did not have a defined button in the catalog of corporate livery.




Midshipman Fourth Class, Deck Program hard shoulder boards, circa 1990s.

Friday, September 8, 2017

From a trunk in Bayonne, New Jersey

United States Lines licensed officer cap badge, 1929-1931.
Woven in silk and bullion. On a wool backing.

In an old trunk in Bayonne, this cap badge was found. The finder was unsure what it was or why it was there.  It was among "junk"; that is: scraps of old clothes, balled up newspapers, and the like.

This is a second pattern and short-lived USL officer's cap badge. Another example is at the Smithsonian. The Smithsonian's dates for use are incorrect. Another pattern cap badge was used prior to this from 1921-1929, and it was of the USL house flag (red USL over a blue field).

A post illustrating all the cap badge changes of the United States Lines from its inception to the launch of the SS United States is in the works.

Saturday, December 31, 2011

British Antarctic Survey



A maxim in many a post-modern and structural Anthropology or cultural history course during my tenure at the University of Virginia and Brown University, and brief sojourns at the Universidade Nova de Lisboa and the Instituto Superior de Ciências do Trabalho e da Empresa held common by my colleagues and instructors was that to better understand a society, inquiry should be directed to those on the periphery.  Furthermore, by gross example, these marginal or liminal groups may either amplify or atrophy discrete structural patterns in the greater society, thus aiding the social scientist in testing theories about cultural universals in the studied society.  This is not a novel idea, the theoretical practice of probing cases on the extreme was explored by leading naturalists and scientists of the nineteenth, twentieth and our own centuries; among them: Charles Darwin who synthesized observations gathered on his voyages aboard the HMS Beagle about evolution, and Walter Falcon Scott journalling weather patterns on his treks across Antarctica.  Extending the argument somewhat by using the same critical modality as those in the social sciences, the student of the British maritime establishment may learn much by casting a thoughtful gaze at the history, uniforms, and traditions of those serving aboard Royal Research vessels of the British Antarctic Survey.  This post will address the first two points.

The British Antarctic Survey's (BAS) history, by virtue of its mission and unique circumstance, mirrors that of the United Kingdom's polar adventures. It may trace its immediate lineage to the halcyon days of heroic exploration by Shackleton and Scott, and Second World War secret Royal Naval expeditions of Operation Tabarin I and II.  The BAS first answered to the Colonial Office as the Falkland Islands Dependencies Survey (FIDS), and then later as the BAS proper to the National Environmental Research Council (NERC); through these organizational permutations, the ships themselves remained Royal Research Vessels, and mariners civilian.

British scientific interest and exploration of the South Pole began in earnest during the early 1830s with the charting expeditions of John Biscoe.  Following him, the Royal Society and Admiralty, through private donation and public subscription, brought a small, but steady stream of explorers to the Antarctic.  These men-of-science, experiencing the extremes of human endurance, ventured to the continent and its surrounding seas questioning everything from geologic history to ionosphere behavior and photo-plankton life-cycles.  Ships of the period were whalers, borrowed naval ships, and the rare purposefully refitted vessel; all carrying men and materiel to the great ice-shelf and battered polar islands or purposefully (or not) acting as an ice-bound wintering-over base. With fits and starts, exploratory activity was bound by contemporaneous technology; only once the elements could be withstood, did survey give way to dashes to interior peaks and foundation of research camps.  Antarctica played host to scores of international researchers during this heady time - with Great Britain leading the pack.  Then came war, and Antarctic exploration was largely abandoned.  After a decade lull in activity inaugurated by the Great War and broken by Shackleton in 1925, scientific curiosity tempered by national prestige became the new face of exploration; the independent amateur adventurer bowed out to the Royally warranted researcher. It is at this juncture at the cusp of end of the Heroic Age of Polar Exploration that the Royal Research Ship or Vessel - with alternate prefixes RRS, RRV or RARV - took the stage.



The Royal Charter of research vessels began with the 1923 Crown purchase of the Discovery for the Royally warranted 1925 Discovery Expedition. This ship was the same three-master which carried Robert Falcon Scott and Ernest Shackleton on their 1901-1904 expeditions. Curiously, not coterminous with Discovery's refitting, flags and crests were not created, rather only official uniforms designed (which we shall return to later) - the former happened when British territorial claims in Antarctica were no longer an international afterthought in the late 1960s.  Royal pomp aside, the purpose of the Royal Research Ship was to provide a support platform for scientific endeavor in and around the Antarctic.  Beginning with the astounding success of the RRS Discovery and its crew, the Crown continued its patronage and warranted vessels up until the present day.  And, with the charter of Discovery, a precedent for Admiralty provision of vessels began.  RRS vessels, in turn, were manned by individuals under contract by the organizations which were given the vessels.   Thus, under FIDS, the Royal Fleet Auxiliary under Admiralty proviso placed crew on RRS until the 1962 dissolution of FIDS, and the dual creation of NERC and BAS.  At this point responsibility for the personnel and ships of the RRS fleet - which grew to include oceanographic, fisheries, polar and Antarctic research vessels - was handed to NERC, with the noted exception of the former; it became the province of the British Antarctic Survey.

In its various guises the BAS fleet was never very large, and ships' crew few.  These individuals were (and are) members of the British Merchant Navy and as such are British or British nationals of one sort or another.  During its days as a Falklands Islands Dependencies Survey auxiliary, with long layovers in Stanley (where BAS vessels are flagged and homeport) many a BAS seaman was a Falkland Islander; these days, with off-season dry-docking in the British Isles, this is no longer the case.  At this writing, there are two Royal Research vessels chartered for use by the BAS, the RRS James Clark Ross and the RRS Ernest Shackleton.  Their respective compliment is 80 (11 Officers, 15 Crew, 1 Doctor and 52 Scientific Personnel) and 72 (22 Officers/Crew and 50 Scientific Personnel).  They are run as standard British Merchant Navy Vessels with their organization an outgrowth of a century-old tradition of a division of ship navigation and cargo handling, propulsion and victualing.  As such, each member of the crew has a highly circumscribed role with no overlap in responsibilities among the licensed officers.  Other members of the crew work as a team within their group; however, if holding a specific trade, a crewman works within that in conjunction with their Department; in other words, a motorman would not find himself in catering. This classic departmental division is also found on Royal Navy vessels, but that is where the similarity both begins and ends - BAS vessels, despite being subject to Admiralty rulings, have  no connection with the Royal Navy; although, in theory a reserve Royal Navy officer may serve onboard, but not in the capacity of a warrior.  Using the RRS James Clark Ross as our model (the RRS Ernest Shackleton has a different manning level due to the type of vessel),  the onboard organization is comprised of  Deck, Engineering, and Catering Departments; respectively, each has its province in the superstructure, amidships and the galley.   The Radio Officer, otherwise colloquially known as "Comms man", despite spending most of his time in the bridge is in organizational purview of the Engineering Department, yet reports to the ship's Captain.  Each of the three Departments' compliment with responsibilities is as follows:

Deck

  • Captain - Command of the vessel and overall commanding officer.  On the RRS James Clark Ross, he is dubbed the traditional "Old Man"  and sometimes the more playful "Daddy."
  • Chief Officer - The executive officer of the ship.  Involved in the quotidian concerns of the Deck Department.  He is also responsible for the stability of the ship, loading and discharging cargo, and feeder boat operations.
  • Second Officer - Responsible for the passage planning and maintaining the chart portfolio, including navigational corrections.
  • Third Officer - The most junior Deck Officer is responsible for maintaining much of the Life Saving Equipment.
  • Bosun - In charge of the Deck Crew.  His is not a licensed officer's position (likewise as are his subordinates); an approximate US Navy relative position would be that of Chief Petty Officer.
  • Bosun's Mate - This position is subaltern to that of the Bosun.  His responsibilities involve sounding the all the fresh water and ballast tanks.
  • AB's (Able Bodied Seamen) - On the RRS James Clark Ross they are the general deck hands.  The ship carries five.
BAS vessels follow a standard Merchant Navy and Royal Navy watch system.  The Chief,  2nd and 3rd Officer are on watches when at sea.  The Chief does 4-8, 3rd 8-12, and 2nd 12-4.  Also on watch are one of the five AB's who rotate, with two on day work for a week and the other three on watches. The only change in Deck compliment is that from time to time, an additional Deck Officer might join the ship to work with the scientists in the deployment and recovery of equipment.  At times, like most British-flag vessels, the crew may be augmented by a singular cadet.

Engine

  • Chief Engineer - He has an equivalent rank to that of the Captain but it would be unusual for him to ever have command of the ship.  His responsibilities include overseeing all aspects ship's propulsion and internal mechanics.
  • 2nd Engineer - Responsible for the day to day running of the Engine Room.
  • 3rd and 4th Engineer - Assist the 2nd as required and directed.
  • Deck Engineer.  Responsible for scientific and supporting equipment, such as winches and gantries.
  • ETO(L) - Electrician.  Responsible for all the electrical equipment onboard.
  • ETO(C) - Communications (Radioman).  Maintains all communications and navigational equipment.  The two ETO's work in tandem with some jobs being covered by both.
  • Motormen - They are highly skilled unlicensed crewmembers; in terms of position, are crucial to the function of the Engine Department.  Prior to the advent of modern training, they were the "old hands" which would undo the mistakes of younger or less experienced engineers as well as serving in the traditional role of providing extra hands.  On the RRS James Clark Ross there are two; they perform engineering tasks allowing the licensed engineers to execute more difficult jobs.
Catering
  • Purser - In charge of the Catering Department.  He is also responsible for storing the vessel with victuals and the office of keeping ship's accommodations clean and tidy.  He also acts in the role as a "hotel manager" and looks after the needs of visiting scientists and passengers.
  • Chief Cook - In charge of the Galley; he rates a Petty Officer.
  • Assistant Cook - Second in charge.  He is responsible for baking the bread each day.
  • Chief Steward - Responsible for looking after the accommodations.
  • Stewards - Two work for the Chief Steward and one assists in the Galley.
Medical
  • Doctor - The ship has a hospital and when working in Southern waters or "down south" it carries a single doctor.  Historically, the doctor joined the ship in Great Britain and sailed for the entire season; however, as of late, he joined the ship in the Falkland Islands.  The rationale for this change is that in terms of economics, a there has not been a need for one on the Atlantic passage.  Nor is one carried in Arctic waters.

Aboard BAS vessels of today, only the officers have undress uniforms.  Aside from the Deck Officers and the Purser, it is only worn at meal times.  Engineer officers spend their day in working gear or boiler suits and tend to only get changed into uniform for dinner in the evening.  The compliment of the ship and visiting scientists messes are divided among the three groups:  officers, scientists and unlicensed crew.  The Crew all eat in the Crew Mess, with the officers and scientists eating in the Officer's and Scientists Saloon.  Furthermore, following traditions mentioned elsewhere, Stewards wear a uniform while serving in the Saloon.

The RRS James Clark Ross and the RRS Ernest Shackleton operate in different ways, hence the difference in compliment.  Both will move scientists around and act as supply vessels, delivering all the equipment that is required to run an Antarctic Base.  The RRS James Clark Ross tends to the small island of Signy (summer only), Bird Island and South Georgia, as well as the serving as the main relief for Rothera.  The RRS Ernest Shackleton does the relief of Halley each year and then visits the smaller BAS bases.  Both ships take waste as and when required.

Like the original Royal Research vessels, The RRS James Clark Ross acts as a floating scientific platform.  Scientists will join the ship, bringing specialist equipment with them.  The ship will give them accommodation and computing facilities, and then interface their equipment to the ship.  Equipment is as varied as low/high-pressure hydraulics, and electricity in the many forms that it can be turned into interacting with hot/cold water and salt water.  The vessel travels to locations specified by the scientists and deploys the equipment as required.  A typical science cruise on the RRS James Clark Ross will last six or seven weeks.   This upcoming season, the RRS James Clark Ross will carry out about ten or eleven science cruises, with some being complete dedicated cruises for a singular purpose, while others are fitted into other work and may only take a few days or weeks.

An early group photograph of officers on the RRS Sir William Scoresby show them in Merchant Navy garb, with a few unique embellishments.  These uniforms were recently new innovations for the British Mercantile Marine quum Merchant Navy.   In the years that followed the Great War, King George V honored the British Mercantile Marine for its valiant service rendered to the Empire in the face of battle by giving it the official moniker of Merchant Navy with the Prince of Wales as its Master.  This title underscored the fact that British merchantmen were Royal Navy auxiliaries and could be pressed into service in the event of a national emergency; it is worth noting that decades after the United States attempted to follow the British example with varied results.  As a sanctioned and militarized government marine,  Merchant Navy officers were licensed, and at an individual's and company's prerogative, uniformed in distinctive cap devices and special cuff lace (alternately known as braid, distinction lace or rank stripes).  The cap device (hat badge in United States parlance) is comprised of a Tudor Naval Crown surmounting a maroon-cushioned oval on which rests a silver anchor without cable.  The cushion is surrounded by a double border of tightly looped gold wire or purl, and framed by gold oak leaves and acorns.  The stylized Tudor Naval Crown is of particular interest as it is found on official British ship crests - for King Henry is credited with circumnavigating the British Isles.  Cuff lace, also authorized for Merchant Navy officers, followed the pattern set by the Royal Navy with the noted exception of the executive curl, which as opposed to being curvilinear and resting on the uppermost rank stripe was moved between stripes and made lozenge.  As may be discerned from the photograph, officers aboard an RARV wore an insigne quite similar to that of period Merchant Navy (at the time also called interchangeably the Mercantile Marine or Mercantile Navy) and Royal Navy.  This is a not at all uncommon occurrence, as Shipping Lines and the Government Marine wore very similar rank identifiers and uniform components; what is striking is the fact that RARV officers have crowns above their rank stripes and modified Merchant Navy cap badges.  There exists no clear published explanation for this uniform design - other Admiralty-sanctioned bodies and Merchant Navy types at the time wore a insignia, whereas RRS crew wore something altogether dissimilar.  If we think of the RRS crew as Merchant Mariners, then we would expect lozenges and chevrons in the cuff lace; if we think of them as an Admiralty body, then cuff devices would be wavy with elaborate executive curls like their peers in the Fleet Marine Reserve or Volunteer Reserve Navy.  However, if we consider RRS as an independent extra-governmental body, as the Irish Lights Commission, whose maritime personnel wore lace similar to that of the RRS officers, albeit with a miniature lighthouse device above all, then the curious cuff symbolism makes sense.  The RRS had the distinction of being Royally warranted, thus explaining the crown cuff devices.  RRS is unique in being the only British maritime organization to have these specific cuff devices.  Other, private lines, which held warrants from the Crown to carry mail could have a Royal Crown surmounting company insignia on cap devices and buttons but not above cuff lace.

However, unlike the Royal Navy and like the Merchant Navy, officer uniforms of the British Antarctic Survey continue to have branch colors between the rank rings on coat cuffs and epaulettes.   The practice for distinguishing non-executive office by such means was abolished in 1955 by the Royal Navy, except for those who must be clearly recognisable as non-combatants serving with the Royal Navy as stipulated under the Geneva Convention.  Since Merchant lines and the Merchant Navy inhabited a civil space their uniforms retained the practice.  The BAS, not subject to Royal Navy regulations, also kept the distinctive colors.  A relevant thought to consider is that since the same tailoring shops provided both shipping lines and the Royal Navy with livery and uniforms, influence of the latter can be discerned in the former, and now former acts as a remembrance of a passed tradition; interestingly, formal military costume these days is thought to retain conservative fashion and embellishments, this example is quite the opposite.

As mentioned previously, the BAS vessel officer insignia closely mirrors that of the Merchant Navy; this is quite visible in the insignia of rank.  At present, on either cuff braid on coats or slip-on epaulettes for shirts, the lace of distinction is thus for BAS vessel officers:
  • Captain and Chief Engineer: four stripes
  • Chief Officer and 2nd Engineer: three stripes
  • 2nd Officer and 3rd Engineer: two stripes
  • 3rd Officer and 4th Engineer: one stripe.
  • Electricians or Electric Technical Officers (ETO) including the Radio Officer, and the Purser: two and one half stripes.
Branch colors, found between the rank stripes are:
  • Black: Executive or Deck.
  • Green: Electricians (ETO)
  • Blue: Engineers.
  • White: Pursers and Catering.
In the late 1950s, branch colors were exactly the same, with the noted exception of:
  • Purple: Engineers.
  • Red: Surgeons or ship's doctors.
Through the 1950s until the present day, Pursers and Catering staff also wear distinctive silver buttons.

Returning to the hat badge itself, of interest and what makes the BAS badge unique is the heterogeneous use of apparently Royal Navy and Merchant Navy symbolic elements.  The cap device is comprised of a Royal crown surmounting a white leather cushioned oval on which rests a black anchor.  The cushion is surrounded by a double border of tightly looped gold purl, and framed by tightly-grouped gold laurel leaves.   The St. Edward crown on the BAS cap badge is such because its fleet were once Royal Research vessels - prior to Elizabeth II's  ascension the crown was a Tudor-style crown, note the difference in both the presented badges and those of the officers in the photograph above.  The white oval is a symbolic reminder of the BAS vessels being involved in Polar region exploration.  And the black anchor is in somber respect of the Antarctic explorer, Sir Walter Scott who died on his last venture to the ice-bound continent.  Thus, a Royal Navy element is not present, and the badge follows a decidedly Merchant Navy pattern.



If we view the uniform as a second skin, then the emblems displayed and badges of rank presented thereupon - as Clastres posits that tattoos do in primitive society - serve as visible metaphors of belonging to and the execution of a polity's power over the individual.  That is, they are potent inscriptions of a subaltern status to society and hierarchical affiliation within societal structure upon the body.  These badges, in turn following Foucault's argument in Discipline and Punish, both remind and bind the self, mold the person into a circumscribed role, and mark an individual person to others.  That's quite a weighty symbolic package taken by donning a uniform, and a few flourishes of cloth and metal, but there you are.

Merchant Navy insignia, and by extension BAS insignia, details the very specific identification of place and privilege concerns of the British polity acting within the maritime establishment.  At the interwar zenith of the British Empire, the accepted British Imperial uniform geography reached fruition:  medals and badges of individual distinction found their locus over the chest, close to the heart; a person's station showed itself on the sleeve; and allegiance on one's hat.  Through the nineteenth and the first half of the twentieth century, the Royal Navy was the master of the seas, was regarded as force to both emulate and fear; and to mimic.  For example, the color distinction between cuff rank rings elaborated by decree in 1853 for the officers of the Royal Navy soon found its way onto uniforms of commercial lines once their ships aggregated into fleets.  With the adoption of Imperial insignia viz branch colors and cuff braid, many merchant shipping companies attempted to attract business or create an illusion of professionalism by purposefully basing their corporate livery upon the uniform of the Royal Navy.  Cook Castle and Co was the first to  adopting the color "inserts" and went as far as using the executive curl.  Other shipping concerns, following the trend initiated by those with greater gravitas, chose those designs which were generally agreed upon and adopted by uniform suppliers -  albeit tempered by the personal taste of the ship owner as determined by available commercial options - a shade of blue brighter or weave a bit more elaborate than the original.  And, still others had no uniform at all (this last point changed by a series of Royal decrees in 1918, 1919 and finally 1921, only met recension in 1995).

National militaries, following the thesis of De Chambray in Philosophie de la Guerre, are in harmony with a country's social and political organization.  The formal British maritime establishment reproduced the caste system in the discipline and structure of its ships, reaching its symbolic elaboration in the difference between the costume of its officers and men.  Uniform components of prestige materials, lace of gold wire and finely tailored coats were reserved for officers, while petty ("petite" or lesser) officers wore frocks with diminution of fancy detail, and ratings singlets and wool blouses.  Cap devices, it may be noted, follows the same rubric: more detailed for the officer, stripping away of elements for the petty officer, and finally leaving a band of machine-sencilled ribbon for the rank and file. It could be stated that uniform follows function, but when one functions less, one's clothing becomes becomes elaborate for appearance or pretension of status.  It is thought that markers of rank and distinct devices provide an esprit de corps, but only within a culture of rigid and enforced difference.

The crew onboard BAS vessels of the second millennium are not found working in formal uniforms, as may be the case on Royal Navy ships. However, being a Royal Research vessel, all are uniformed in some fashion and officers do own bits of insignia.  The uniform culture that marked wartime Britain has long passed, and informal, if not personally intimate relationships among BAS and other civilian-manned vessel prevail.  Artifacts of an older, formal culture are found in the daily meals in the wardroom in which ship officers may be found in shirt-sleeves adorned with rank-slides.  Reefer jackets, once an item for almost daily wear in temperate climates and formal occasions, rarely find their way from the locker.  The last time a BAS crew was found in such wear was for a Fleet Review in 2005.  The Captain may don his hat on other official duties, such as taking on a pilot or a visit from a dignitary.  The hard work and inclement weather experienced by the crew forces a spirit of pragmatism; they are not in dress rehearsal for battle, and outward examples of individual discipline as manifest by gleaming brass buckles, eternally pressed shirts and waxed shoes have given way to work boots, boiler suits and heavy foul-weather gear.  By and large BAS personnel have not traditionally worn uniforms and caps simply because there are few opportunities to wear them: their work milleu and Antarctic environment are not conducive to fancy dress.  Best of luck to the collector of BAS vessel officer items, they are the rarest of the rare and highly obscure.

References and further reading:

British Antarctic Survey. British Antarctic Survey. British Antarctic Survey, December 1977.

Sir Vivian Fuchs. Of Ice and Men: the story of the British Antarctic Survey 1943-73. Anthony Nelson Ltd., 1982.

Ernest Henry Shackleton. The Heart of the Antarctic: The Story of the British Antarctic Expedition 1907-1909. Birlin Publishers, 2002.


BAS, Hat badge







BAS, Hat badge fake




There do exist fake BAS badges on the market and are quite dodgey in their composition.  One found in the wild is described as 1950s Queen's crown British Antarctic Survey badges.  It is quite simply a Royal Navy Officer's cap badge with a piece of white linen placed beneath a black-painted anchor.  The badge is suspect on every account. As is known in cap badge circles, even "economy issue" badges produced at the end of the Second World War are deftly executed - a poorly affixed oval of cloth would never be found on the forward face of a badge.  The wreath is altogether incorrect and the anchor is incongruous in both pattern and period.  If anything, we might suspect a period BAS officer wearing a Royal Auxilliary Fleet badge, and not a poorly defaced RN one.  An image of the cited example is found below.  As always, caveat emptor; this was sold at online auction for some 32pounds - only because the seller misspelled "Antarctic" as "Antartic."

Friday, October 28, 2011

British Tanker Co.

British Tanker Co.
Officer hat badge
Metal, gold wire, silk and colored thread on wool backing.
Circa 1940s.







Lately there has been an increased number of television commercials urging tourists to flock to vacations on the Gulf Coast - all of which are sponsored by British Petroleum. This brings to mind that last year I presented a British Petroleum Shipping Co. Officer hat badge, here. In that post I mentioned an earlier hat badge used between 1926 and 1955; presented now is said badge.

The period in which this hat badge was worn was an exciting one for the Anglo-Persian Oil Company, and by extension British Tanker Co. - profits were terrific, ships were built, the War came and Persia became Iran. There was much expansion of British oil exploration throughout the Middle East, and the Kingdom of Persia in particular. With government backing, the tanker fleet became one of the largest in the world, and its ships could be seen plying the waters between the Persian Gulf and the Suez on up to the British Isles - with regular stop-overs at the Port of Aden, where British interests created a safe haven for its sailors in the protectorate. In an effort to have a more efficient and profitable tanker fleet, vessels were fitted with modern tanks, pumping systems and numeous safety measures. The Second World War came, and with the declaration of hostilities, British Tanker Co. found its fleet under attack; by war's end, a third of its assets sunk and later replaced. By 1955, the British Merchantile Marine reached its zenith, and afterward met an eventual swift decline. BP survived, the fall, however.

References:
Over this past year, I have come across many excellent and encyclopedic works on general British Petroleum history, with scant passages on its tanker fleet throughout. Bill Harvey's book remains the best reference for BP tankers, in specific.

Bill Harvey, BP Tankers: A Group Fleet History. London: Greenhill Books, 2006.

Henry Longhurst, Adventure in Oil: The Story of British Petroleum. London: Sidgwick and Jackson, 1959.

Ronald W. Ferrier, The History of the British Petroleum Company, Vol. 1: The Developing Years, 1901-1932. London: Cambridge University Press, 1982.

James H. Bamberg, The History of the British Petroleum Company, Vol. 2: The Anglo-Iranian Years, 1928-1954. London: Cambridge University Press, 1994.

James H. Bamberg, The History of British Petroleum, Vol. 3: The Challenge of Nationalism, 1950-1975. London: Cambridge University Press, 2000.


British Tanker Co., officer hat badge, obverse
Metal, gold wire and colored thread on wool backing.
Circa 1940s.

The central badge device is comprised of a rectangular British Tanker Co. house flag of applied ribbed silk fabric - with details stitched in silk floss - and outlined with coiled gold metal. The flag is surrounded by laurel leaves of gold purl with stems of applied coiled gold metal. Surmouting all is a stamped gilt base metal lion passant gardant. All is stitched on a padded black wool base.



British Tanker Co., officer hat badge, obverse detail



British Tanker Co., officer hat badge, obverse detail



British Tanker Co. Ltd.
House Flag.
838.2 x 1219.2 mm
National Maritime Museum, Greenwich, London, Pope Collection.

The house flag of the British Tanker Co. Ltd, London. On a white filed is a red cross with a green diamond in the center bearing a gold lion passant gardant. This design was in use from 1926 to 1955 - the central lion symbolizing the Company's Iranian interests. The flag is made of a wool and synthetic fiber bunting; it has a cotton hoist and is machine sewn. The flag's central design is painted. A rope and two Inglefield clips are attached.



British Tanker Co. Ltd.
British Gratitude ship model.
Scale: 1:192
National Maritime Museum, Greenwich, London.

The British Gratitude is depicted the model below in wartime rig with paravanes, light anti-aircraft machine guns, and anti-torpedo net booms and posts. British Gratitude was owned and operated by the British Tanker Company. Built in 1942 by Swan Hunter & Wigham Richardson, it was 470 feet in length and 8463 tons gross, very small by contemporary standards. It survived the Second World War and continued to have an active career under the ownership of British Petroleum. She was eventually sold for breaking up in 1959.



From the Collection of Lyle Halkett I present two interesting British Petroleum hat badges.

The first is a modern pattern of the first British Tanker Company design, followed by that of a 1940's pattern of a BTC Petty Officer hat badge; both follow the same symbolic and stylistic language as other presented BP badges. Do take particular note of the Petty officer badge, as it follows the precedent set in The Mercantile Marine (Uniform) Order, 1921 Schedule which states that a Petty Officer's cap badge is to be of the same design as hat of a officer's with the exception that the surrounding oak leaves and acorns be deleted. The schedule outlines a previously announced, but not defined uniform order from 1919.

British Tanker Co., officer hat badge, obverse
Metal, gold wire and colored thread on wool backing.
Pattern circa 1940s.
Collection of Lyle Halkett



British Petroleum Shipping Co. Chief Petty Officer hat badge, obverse.

Metal, gold wire and colored thread on wool backing.
Circa 1940s.
Collection of Lyle Halkett