medal – Page 2 – Ian Watts

May 8, 2025May 8, 2025

Portuguese Civilian Maritime Rescues of Allied/Axis/Neutral Personnel in the Second World War

I have a pretty medal in my collection from Portugal – I have always considered it one of the more interesting ones I have. It has an Angel of Victory and the motto, “Reconhecimento da Nação” on the obverse. It is officially known as the “Medalha Comemorativa do Esforço dos Tripulantes da Marinha Mercante Durante a Guerra de 1939-1945” [Commemorative Medal for the Effort of Merchant Marine Crews During the War of 1939-1945] per the reverse.

Right after the Second World War, the Republic of Portugal promulgated Decree/Law 38515 of 19 November 1951 (in Government Gazette no. 241/1951, Series I of 1951-11-19) created a medal to commemorate the efforts of both crews of merchant ships of “high and distant sea” and fishing vessels during the 1939-1945 war. To be eligible for the medal, individuals must have been a crew member aboard a Portuguese vessel for at least one year, although the period of service was waived for those who were aboard when their vessel was attacked or sunk. The law stated that the medal was bronze and suspended from a green and red ribbon, and worn on the right breast. In 1970, the law was amended to provide a medal with the same obverse and a white and red moiré ribbon for (Decree 568/70 of 20 November 1970); on 9 August, the award of the medal ceased (Decree/Law 329/85 of 9 August 1985).

The perpetual joke among my children is that I am interested in sunk merchant marine Portuguese ships in Hawai’i. So, since I have a Portuguese Merchant Marine medal, and since the recipients of the medal could potentially have been involved in rescues of crew members of sinking ships, I thought that I’d do a little research on the topic. And I was quite surprised.

Portugal’s neutral merchant marine and fishing fleet conducted extensive rescues of Allied and Axis personnel during the Second World War, often under hazardous conditions. Below is a detailed account of key operations, vessels, and personnel involved.

Fishing and Auxiliary Vessels

White Fleet cod-fishing schooners: Assisted in rescues after U-boat attacks, though specific vessel names are rarely documented. These vessels had been painted white and marked as Portuguese to avoid attacks (although this neutrality was not always recognized).
Improvised naval flotilla (1941): Included merchant ships like Cubango (seaplane carrier) and trawlers mobilized for coastal defense and rescue operations. 1 5

Rescues by Civilian Portuguese Vessels 1939-1941

Portuguese Vessel	Date	Rescued Vessel (Nationality)	Survivors Rescued	Casualties (Rescued Vessel)
Carvalho Araújo (merchant)	7-Aug-1939	Manaar (British)	Not specified	Not specified 2
Ana I (merchant)	10-Jul-1940	Aghios Nicolaos (Greek)	Not specified	Not specified 2
Serpa Pinto (merchant)	8-Oct-1940	Antonios Chandris (Greek)	22	Not specified 2
Nyassa (merchant)	20-Mar-1941	Andaluzian (British)	23	Not specified 2
Gorgulho (merchant)	25-Apr-1941	Aurillac (unknown)	Not specified	Not specified 2
Angola (merchant)	4-May-1941	Wray Castle (British)	Not specified	Not specified 2
Mirandella (merchant)	7-May-1941	Queen Maud (unknown)	Not specified	Not specified 2
Ás de Paus & Pátria e Liberdade (merchant)	10-May-1941	Martin Pecheur (unknown)	Not specified	Not specified 2
Ganda (merchant)	23-May-1941	British Grenadier (British)	Not specified	Not specified 2
Tarrafal (merchant)	31-May-1941	Clan Macdougall (British)	85	Not specified 2
Malange (merchant)	15-Jun-1941	Djurjura (unknown)	Not specified	Not specified
Maria Terceiro (merchant)	19-Jun-1941	Empire Warrior (British)	Not specified	Not specified
Alferrarede (merchant)	14-Aug-1941	Lucrecia (unknown)	Not specified	Not specified 2
Labrador (fishing schooner)	?-?-1942	Delães (Portuguese)	Full crew	0 (Delães sank, crew saved)

Carvalho Araújo

Rescue of the British Cargo Ship Manaar (7 September 1939)

Event: On September 7, 1939, the Portuguese passenger/cargo liner Carvalho Araújo encountered a lifeboat carrying 16 Indian crewmen from the British cargo ship Manaar, which had been sunk hours earlier by German submarine U-38.

Rescue Details: The survivors were spotted adrift and picked up by Carvalho Araújo. Other survivors from Manaar were also rescued by the Italian ship Castelbianco and the Dutch ship Mars, with all survivors eventually landed in Lisbon.

Outcome: The rescued men were safely brought to Lisbon. The rescue was noted as the first by a Portuguese ship of the Second World War, occurring just days after the war began.

Casualties: Of Manaar’s crew, 7 of 63 died; the rest were rescued by the three ships.

Interesting Note: The rescue highlighted Portugal’s early humanitarian role, with Carvalho Araújo acting swiftly in the opening days of the Second World War to save lives regardless of nationality1.

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Alferrarede

Rescue of Lucrecia (7 July 1940)

Event: On July 7, 1940, the Portuguese merchant ship Alferrarede found survivors from the vessel Lucrecia, which had been sunk by belligerent action.

Rescue Details: The survivors, adrift in the Atlantic, were brought aboard Alferrarede and taken to safety. The event was reported in the Portuguese press as another example of the country’s maritime solidarity.

Outcome: Survivors were landed safely in Portugal.

Casualties: Not specified in available records.

Interesting Note: This rescue reinforced the pattern of Portuguese civilian ships providing aid to shipwrecked sailors, regardless of their flag1.

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Ana I

Rescue of Aghios Nicolaos (7 October 1940)

Event: On October 7, 1940, the Portuguese merchant ship Ana I rescued the crew of the Greek merchant vessel Aghios Nicolaos, which had been sunk by a German U-boat.

Rescue Details: The Greek sailors, exposed and adrift, were brought aboard Ana I and landed safely in Portugal.

Outcome: The entire crew was saved and returned to safety.

Casualties: Not specified.

Interesting Note: The rescue was acknowledged in Greek diplomatic channels, with thanks extended to the Portuguese for their humanitarian action1.

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Serpa Pinto

Rescue of Antonios Chandris (8 October 1940)

Event: On October 8, 1940, the Portuguese liner Serpa Pinto was en route to Brazil when it spotted distress signals from a lifeboat.

Rescue Details: Aboard were 22 Greek sailors from the Antonios Chandris, sunk by the German raider Widder. The survivors had drifted for weeks, some so weak they had to be carried aboard. Their rescue was widely reported, and the survivors later returned to Europe on the same ship, greeted in Lisbon by Greek officials.

Outcome: All 22 were rescued and eventually returned home.

Casualties: None among this group, though their ordeal was severe.

Interesting Note: The Serpa Pinto became a symbol of Portugal’s humanitarian neutrality, later also transporting refugees from Nazi-occupied Europe1.

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Nyassa

Rescue of Andaluzian (20 March 1941)

Event: On March 20, 1941, the passenger liner Nyassa picked up 23 survivors from the British ship Andaluzian, torpedoed in the Atlantic.

Rescue Details: The survivors were rescued from rough seas and landed at a Portuguese port.

Outcome: 23 men were brought to safety.

Casualties: Not specified.

Interesting Note: Nyassa was also known for transporting refugees from Europe to the Americas during the war1.

☆

Gorgulho

Rescue of Aurillac (25 April 1941)

Event: On April 25, 1941, the Gorgulho rescued survivors from the Aurillac, a vessel lost to wartime action.

Rescue Details: Survivors were brought aboard and later landed safely.

Outcome: Survivors saved; details on numbers not specified.

Casualties: Not specified.

Interesting Note: The rescue was one of several by Portuguese ships during the dangerous spring of 19411.

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Angola

Rescue of Wray Castle (4 May 1941)

Event: On May 4, 1941, the Portuguese liner Angola found and rescued survivors from the British ship Wray Castle, sunk by a U-boat.

Rescue Details: The rescued sailors were taken to Lisbon.

Outcome: Allied seamen saved and landed in Portugal.

Casualties: Not specified.

Interesting Note: The Angola was a regular on colonial routes and played a key humanitarian role during the war1.

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Mirandella

Rescue of Queen Maud (7 May 1941)

Event: On May 7, 1941, Mirandella found and rescued the shipwrecked crew of the Queen Maud, another victim of submarine warfare.

Rescue Details: Survivors were given shelter and landed in Portugal.

Outcome: Crew saved.

Casualties: Not specified.

☆

Ás de Paus & Pátria e Liberdade

Rescue of Martin Pecheur (10 May 1941)

Event: On May 10, 1941, two Portuguese ships, Ás de Paus and Pátria e Liberdade, jointly rescued survivors from the Martin Pecheur.

Rescue Details: The survivors, adrift in the Atlantic, were brought to safety by the combined efforts of both crews.

Outcome: Survivors landed safely.

Casualties: Not specified.

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Ganda

Rescue of British Grenadier (23 May 1941)

Event: On May 23, 1941, Ganda found survivors from the British tanker British Grenadier, sunk by a U-boat.

Rescue Details: The rescued men were landed at Lisbon.

Outcome: Crew saved.

Casualties: Not specified.

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Tarrafal

Rescue of Clan Macdougall (31 May 1941)

Rescue of Trinidad (25 September 1941)

Event: On September 25, 1941, Gronelândia picked up castaways from the Trinidad, a ship lost to wartime action.

Rescue Details: Survivors were brought aboard and landed safely.

Outcome: Crew saved.

Casualties: Not specified.

Rescues by Civilian Portuguese Vessels 1942

Portuguese Vessel	Date	Rescued Vessel (Nationality)	Survivors Rescued	Casualties (if known)
João Corte Real	22-Jan-1942	Gandia (British)	Not specified	Not specified 2
Cunene	27-Mar-1942	Svenør (Norwegian)	Not specified	Not specified 2
Cunene & Lobito	06-Apr-1942	Koll (Norwegian)	Not specified	Not specified 2
Almirante Sousa e Faro	07-Jul-1942	Dago (unknown)	Not specified	Not specified 2
Maria Amélia & Mirandella	27-May-1942	Polyphemus (British)	Not specified	Not specified 2
Argus	10-Jun-1942	Empire Clough (British)	Not specified	Not specified 2
Nacala	11-Jun-1942	Mahronda, Hellenic Trader	Not specified	Not specified 2
Angoche II	12-Jun-1942	Cliftonhall (British)	Not specified	Not specified 2
Pedro Nunes	27-Aug-1942	Clan Macwhirter (British)	Not specified	Not specified 2
Cubango	12-Sep-1942	Trevilley (British)	15	Not specified 2
Cubango	14-Sep-1942	Breedijk (Dutch)	13	Not specified 2
Portuguese Fishing Boats	19-Sep-1942	HMT Alouette (British)	Not specified	Not specified 2
Mouzinho	19-Sep-1942	Baron Ogilvy (British)	Not specified	Not specified 2
Lourenço Marques	30-Nov-1942	Cleanthis (Greek)	Not specified	Not specified 2
Luso	10-Aug-1942	Medon (unknown)	Not specified	Not specified 2

João Corte Real

Rescue of Gandia (22 January 1942)

Event: On January 22, 1942, the Portuguese merchant ship João Corte Real encountered survivors from the British cargo ship Gandia, which had been torpedoed and sunk by a German U-boat off the Azores.

Rescue Details: Survivors were found adrift in lifeboats, exhausted and suffering from exposure. The crew of João Corte Real brought them aboard, provided food and medical attention, and transported them to safety in the Azores.

Outcome: Survivors were landed safely and received by local authorities.

Casualties: Not specified.

Interesting Note: The Gandia sinking was one of several in the Azores area during the intense U-boat campaign of early 1942.

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Cunene

Rescue of Svenør (27 March 1942) and Koll (6 April 1942)

Event: On March 27, 1942, the Portuguese ship Cunene found survivors from the Norwegian cargo ship Svenør, and on April 6, 1942, Cunene and Lobito jointly rescued crew members from the Norwegian ship Koll, both sunk by U-boats.

Rescue Details: Survivors were picked up in the Atlantic and landed safely in Portuguese ports. The rescues were coordinated with other Portuguese ships, demonstrating the effectiveness of civilian maritime networks.

Outcome: Survivors from both vessels were saved.

Casualties: Not specified.

Interesting Note: These rescues highlighted Portugal’s role as a neutral safe haven for Allied and neutral sailors in the Atlantic.

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Almirante Sousa e Faro

Rescue of Medon (10 August 1942)

Event: On August 10, 1942, the Luso found survivors from the Medon, a ship sunk by belligerent action.

Rescue Details: Survivors were rescued and cared for on board.

Outcome: Crew saved.

Casualties: Not specified.

Key Allied Rescues by Civilian Portuguese Vessels 1943

Portuguese Vessel	Date	Rescued Vessel (Nationality)	Survivors Rescued	Casualties (if known)
Inhambane	22-07-1943	Harmonic (British)	46	1 (Harmonic) 2
Lourenço Marques	11-03-1943	Aelybryn (British)	Not specified	Not specified 2
Sines	11-03-1943	Keystone (British)	Not specified	Not specified 2
Foca	29-03-1943	Moanda (British)	Not specified	Not specified 2
Albufeira	11-04-1943	James W. Denver (American)	10	Not specified 2
(Unspecified)	11-05-1943	Tinhow (British)	Not specified	Not specified 2
Luabo	17-07-1943	City of Canton (British)	Not specified	Not specified 2
Faro Fishing Boat	Nov 1943	USAAF B-24 Liberator (USA)	6	5 (airmen) 2

Inhambane

Rescue of the British Steamer Harmonic (22 July 1943)

Event: On July 22, 1943, the Portuguese merchant steamer Inhambane was returning from Montevideo to Lisbon when, at 7 a.m., it encountered a lifeboat carrying 46 survivors from the British steamship Harmonic, which had been torpedoed by U-172 a week earlier.

Rescue Details: The survivors, led by Captain Roland Stott, had endured days at sea, suffering from thirst and injuries. The Inhambane’s crew provided water, tobacco, clothing, and medical treatment. Recognizing the difficulty of carrying so many extra people to Lisbon, Captain Lourenço Fernandes decided to head for Baía, Brazil. There, on July 24, the survivors were transferred to a British vessel at the port entrance, after arrangements with the British consul.

Outcome: All 46 survivors were safely transferred and cared for. Only one man from Harmonic had died in the initial torpedo explosion.

Interesting Note: The German U-boat commander reportedly offered help to an injured survivor and even apologized for sinking the ship before departing-a rare gesture in the brutal Battle of the Atlantic2.

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Lourenço Marques

Rescue of Aelybryn Survivors (11 March 1943)

Event: On March 11, 1943, the Portuguese merchant vessel Lourenço Marques encountered survivors from the British ship Aelybryn, which had been sunk by belligerent action.

Rescue Details: The survivors were found adrift and taken aboard, where they received food, water, and medical attention.

Outcome: Survivors were landed safely and received by local authorities.

Casualties: Not specified.

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Sines

Rescue of Keystone Survivors (11 March 1943)

Event: On the same day, March 11, 1943, the Portuguese merchant ship Sines rescued castaways from the Keystone, another vessel lost to wartime action.

Rescue Details: The Sines’s crew brought the survivors aboard and provided immediate care.

Outcome: Survivors were landed safely in Portugal.

Casualties: Not specified.

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Foca

Rescue of Moanda Crew (29 March 1943)

Event: On March 29, 1943, the Portuguese ship Foca found and rescued the crew of the Moanda, a vessel lost in the Atlantic.

Rescue Details: Survivors were picked up from lifeboats and cared for on board.

Outcome: Crew landed safely.

Casualties: Not specified.

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Albufeira

Rescue of James W. Denver Survivors (11 April 1943)

Event: On April 11, 1943, the Portuguese vessel Albufeira found ten survivors from the American ship James W. Denver.

Rescue Details: The survivors, adrift for days, were rescued and provided with food, water, and medical attention.

Outcome: All ten were landed safely.

Casualties: Not specified.

Unspecified Portuguese Vessels

Rescue of Tinhow Survivors (11 May 1943)

Event: On May 11, 1943, two Portuguese vessels jointly rescued survivors from the Tinhow.

Rescue Details: The survivors were picked up and cared for by the crews of both ships.

Outcome: Survivors landed safely.

Casualties: Not specified.

Luabo

Rescue of City of Canton Survivors (17 July 1943)

Event: On July 17, 1943, the Portuguese vessel Luabo found castaways from the City of Canton.

Rescue Details: Survivors were taken aboard, cared for, and landed safely.

Outcome: Crew saved.

Casualties: Not specified.

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Faro Fishing Boat

Rescue of USAAF B-24 Liberator Crew (November 1943)

Event: In late 1943, a USAAF B-24 Liberator crashed off the Algarve coast. Three Faro fishermen-Jaime Nunes, José Mascarenhas, and his teenage son Manuel-rowed through rough seas to rescue six American airmen.

Rescue Details: The fishermen brought the survivors ashore, hid them from authorities, and helped arrange their repatriation.

Outcome: Six airmen survived; five perished in the crash.

Interesting Note: This act of bravery was only publicly recognized decades later, with a memorial in Faro.

Rescues by Civilian Portuguese Vessels 1944

There are no documented rescues at sea by Portuguese merchant or fishing vessels in 1944 (i.e., picking up castaways from torpedoed Allied or Axis ships). The shift in the war meant far fewer sinkings near Portuguese waters, and the focus of Portuguese civilian shipping turned to refugee transport rather than open-sea rescues of shipwrecked sailors.

In 1944, Portuguese merchant ships-especially the liners SS Nyassa and SS Serpa Pinto-continued their vital humanitarian missions, primarily transporting refugees fleeing war-torn Europe. While there are no documented open-sea rescues of torpedoed merchantmen by Portuguese civilian ships in 1944, the year was marked by dramatic and historically significant refugee voyages, and at least one perilous encounter with a German U-boat.

SS Nyassa

Refugee Voyages and Humanitarian Action (1944)

January 25, 1944: Nyassa departed Lisbon carrying 172 Jewish refugees, some of whom had been in Portugal since 1933. She then called at Cádiz, Spain, where she embarked another 570 refugees. The voyage continued through the Suez Canal to Portuguese India and returned via Mozambique, repatriating Portuguese civil servants who had been stranded due to the war.
Significance: This voyage made Nyassa the first merchant ship to make a commercial passage through the Mediterranean and Suez Canal since Italy entered the war in June 1940.
June 1944: Nyassa left Lisbon with 75 refugees and 25 US citizens, reaching Philadelphia after a 17-day crossing on July 8.
September 18, 1944: She departed Lisbon with 118 passengers, including 95 refugees, reaching Philadelphia on October 1. Thirteen of these refugees were to join relatives in the US; the rest were bound for Canada.

Interesting Note:
Nyassa’s 1944 voyages reflect Portugal’s ongoing commitment to humanitarian neutrality. The ship’s ability to navigate war zones and deliver hundreds of refugees to safety-despite the risks of submarine warfare-was a remarkable achievement and a lifeline for many5.

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SS Serpa Pinto

Refugee Voyages and U-Boat Incident (May 26, 1944)

Humanitarian Voyages: Throughout 1944, Serpa Pinto continued to carry refugees from Lisbon and Spanish ports to the Americas, with the support of organizations like the Joint Distribution Committee (JDC). Passenger lists from 1941–1944 show thousands of refugees, including Jews fleeing the Holocaust, diplomats, and other civilians, found safety aboard her6.
Dramatic U-Boat Encounter: On May 26, 1944, Serpa Pinto was intercepted in the mid-Atlantic by a German U-boat. The submarine’s captain ordered the ship to stop and forced all passengers and crew into lifeboats, preparing to sink the vessel. After several tense hours, the U-boat commander received orders from Berlin to let Serpa Pinto go, and the refugees and crew were allowed to reboard. The ship continued its voyage, and all aboard survived7.

Interesting Note:
The Serpa Pinto incident became a symbol of the perils faced by neutral humanitarian vessels during the Second World War. Prime Minister Salazar reportedly considered a diplomatic embargo in response, underscoring the gravity of the situation and Portugal’s resolve to protect its ships and humanitarian missions.

Summary Table: Major Portuguese Civilian Ship Humanitarian Missions, 1944

Ship	Date(s)	Rescue/Mission Type	Refugees/Survivors Transported	Casualties
Nyassa	Jan, Jun, Sep 1944	Refugee transport (Lisbon–US/India/etc.)	172–570 per voyage	None
Serpa Pinto	26-May-1944	U-boat interception, refugee transport	Hundreds per voyage	None

Rescues by Civilian Portuguese Vessels 1945

By 1945, the Battle of the Atlantic had dramatically subsided, and the need for at-sea rescues by Portuguese civilian vessels was nearly nonexistent. The main focus of Portuguese maritime activity shifted toward the return to peacetime operations, with convoys and the “White Fleet” (cod-fishing schooners) continuing their traditional work, but without documented rescues of torpedoed or shipwrecked Allied, Axis, or neutral sailors that year. The last wartime cod-fishing convoy sailed in April 1945, and the threat from U-boats had ended with Germany’s surrender in May.

The SS Nova Scotia Rescue (1942)

Although the NRP Afonso de Albuquerque was a Portuguese Navy ship, I thought the story compelling in what happened during the rescue. The British troop transport Nova Scotia, carrying 1,052 people (including 766 Italian POWs and internees ), was sunk by U-177 off Natal, South Africa. The U-boat was advised not to pick up survivors and the Portuguese in neighboring Lourenço Marques (today’s Maputo, Mozambique) were alerted to the human catastrophe. The Portuguese sloop NRP Afonso de Albuquerque, commanded by Captain José de Brito, located survivors after a 27-hour search. Despite intense rivalry between Allied guards and Italian prisoners on life rafts, the crew rescued 194 people, including a woman who swam alone for 30 hours after losing her daughter. The operation, the largest by a Portuguese ship during the Second World War, highlights both humanitarian commitment and the grim realities of wartime enmity. 4

Portuguese Vessel	Date	Rescued Vessel (Nationality)	Survivors Rescued	Casualties (Rescued Vessel)
NRP Afonso de Albuquerque (Navy sloop)	29-Nov-1942	Nova Scotia (British troop transport)	194 (64 Allies, 130 Italians)	858 (212 Allies, 646 Italians)

Bibliography

Notes

Many rescues lack detailed survivor/vessel names due to incomplete records.
Portuguese civilian crews were rarely named in official reports.
The Serpa Pinto also transported Jewish refugees to safety, earning the nickname “Ship of Destiny.”

Medalha Comemorativa do Esforço dos Tripulantes da Marinha Mercante Durante a Guerra de 1939-1945 [Commemorative Medal for the Effort of Merchant Marine Crews During the War of 1939-1945]

The Portuguese Merchant Marine commemorative medal from the Second World War employs rich symbolic language that draws from classical antiquity while honoring Portugal’s maritime heritage. The obverse features a striking winged female figure in the tradition of Victoria (Nike), the classical personification of victory. Clothed in flowing robes reminiscent of ancient Greek chiton garments, she stands proudly upon a stylized ship’s prow—a significant detail that anchors her firmly in maritime context while echoing classical victory monuments where Nike was often depicted on the prow of a vessel. This imagery deliberately evokes the Nike of Samothrace, one of the most famous ancient sculptures depicting victory at sea.

The figure holds what appears to be a laurel branch or palm frond extended outward, traditional symbols of triumph, honor, and peace dating back thousands of years. Her posture, with its subtle contrapposto stance, conveys dignity and classical grace, while her expansive wings create a protective embrace that symbolically shelters those who served at sea. These wings serve multiple symbolic functions: they emphasize the divine or elevated nature of national recognition, suggest protection over the sailors, and reference freedom and transcendence over earthly dangers—particularly meaningful for those who faced the perils of war at sea.

Encircling this central figure, the inscription “RECONHECIMENTO DA NAÇÃO” (Recognition from the Nation) employs a formal Roman-inspired typeface that lends governmental authority and connects the medal to traditional European commemorative design. The typography’s precision and placement follow classical medallion conventions, creating a sense of timeless honor rather than merely contemporary recognition.

The reverse side centers on a boldly rendered anchor, the universal symbol of maritime identity and hope. In Portuguese naval tradition, the anchor represents not only the practical tools of seafaring but also steadfastness in the face of adversity—a particularly resonant meaning for merchant sailors facing wartime dangers. This anchor is positioned between the years “1939-1945,” clearly defining the period of service being commemorated while creating visual balance in the composition.

The reverse’s encircling text, “MEDALHA COMEMORATIVA DO ESFORÇO DOS TRIPULANTES DA MARINHA MERCANTE DURANTE A GUERRA DE 1939-1945,” follows the tradition of explanatory text on medal reverses. The consistent typography connects visually to the obverse, creating design unity across both faces of the medal.

The medal’s suspension element features an intricately rendered nautical rope formed into a loop, incorporating maritime craft directly into the functional aspects of the medal rather than using a standard military attachment. This thoughtful detail reinforces Portugal’s deep historical connection to seafaring traditions dating back to the Age of Discovery, when Portuguese navigators first mapped much of the world’s oceans.

Taken as a whole, the medal represents a sophisticated blending of classical allegory with practical maritime symbolism. It effectively communicates that though Portugal maintained official neutrality during the Second World War, the nation recognized that its merchant sailors faced dangers comparable to military combatants. The design choices place this particular service within Portugal’s lengthy maritime heritage while using universal symbols recognized across Western cultural contexts, elevating what might have been a simple service medal into a meaningful artistic commemoration.

war zone bars

Background

At the time of their creation of these “ribbon bars,” morale was flagging among merchant seamen due to high numbers of sinkings, long trips, and desperation on the part of the War Shipping Administration for bodies to crew their ships.

Just as the Army and the Navy were awarded ribbons for participation in the various theatres of war – with the promise of a later issuance of a medal – the same was true for merchant seamen. Merchant ships sailed into various war zones, and these were divided neatly into Atlantic, Mediterranean-Middle East, and Pacific along with complementing ribbons. Unlike the military’s ribbons, the Merchant Marine war zone bars did not bear any appurtenances.

Below, find the legislation responsible for the creation of the ribbon bars followed by a brief description of each. Unlike the set precedence of military ribbons, the Merchant Marine awards were worn in the chronological order in which they were earned. At the time of their creation, they had no corresponding medal; this changed in 1992.

Each war zone ribbon bar was authorized by Public Law 52 of the 78th Congress; curiously enough, the original start date for qualification was 3 September 1939, however, this was struck on the day of passing of the legislation without argument. This was later remedied by the creation of the Defense Bar – albeit pushing the date of qualification to 8 September 1939 – the day of President Franklin’s declaration of Limited National Emergency. 2 September 1939 was a watershed date as the German U-Boat U-30 sank the SS Athenia, a British-flagged unarmed civilian ship with 28 American casualties; at the time, the world was outraged.

It is worth noting that unlike the campaign ribbons issued to the military, where the period of eligibility ends on 2 March 1946 – the end of the Second World War – the period of eligibility for Merchant Marine War zone ribbons varied. The Atlantic and Mediterranean-Middle East War Zone bars period of eligibility was defined as between 7 December 1941 and 8 November 1945, with the Pacific ending on 2 March 1946. Compounding issues, the Merchant Marine Victory medal’s cut-off date for eligibility is 3 September 1945.

In terms of actual award, merchant seamen were required to petition the War Shipping Administration for War Zone Bars; upon receipt and review of their sailing history, the WSA would then mail the petitioner a cardstock “Award Card” and not the actual ribbon itself; merchant seamen needed to buy their own ribbons. This same tradition held sway at the United States Merchant Marine Academy until at least 2017 – any ribbon award earned by a midshipman must be purchased by the awardee.

Legislation

Law Establishing Merchant Marine Service Emblem, War Zone Medals, Combat Bar and Mariner’s Medal, Service Flag and Service Lapel Button §1(b).

AN ACT

To provide for the issuance of devices in recognition of the services of merchant sailors.

Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled, That the Administrator, War Shipping Administration, is hereby authorized to provide and issue (a) a seamen’s service insignia of appropriate design to any person who, at any time during the period (hereinafter referred to as the war period) beginning December 7, 1941, and ending with the termination of the present war, serves on any vessel in the American merchant marine, and (b) a seamen’s war zone insignia or device of appropriate design to any person who, at any time during the war period, serves on any vessel in the American merchant marine while sailing in any war or combat zone.

May 10, 1943 [H. R. 2281] [Public Law 52]

Although the legislation for the award of the war zone bars was published on 10 May 1943, several months passed before the actual notice for the design and qualifications for the awards. This happened on 23 September 1943 and was published in the Federal Register, Vol. 8, 25 September 1943 p. 13070.

Atlantic War Zone Bar

Qualification

The Administrator, War Shipping Administration, was authorized to provide and issue a seaman’s war zone insignia or device of appropriate design to any person who at any time during the war period served aboard any United States Merchant Marine vessel that sailed in the prescribed Atlantic War Zone.

The Atlantic War Zone comprised the North Atlantic Ocean, South Atlantic Ocean, Gulf of Mexico, Caribbean Sea, Barents Sea, and the Greenland Sea.

Description

Designed by the Merchant Marine Awards Committee, the ribbon is silk moiré, ⅜ inches tall by 1⅜ inches wide, with a center stripe of crimson, edged with white that gradually blends into light crimson edges. At the time, the ribbon was said to be flame-red, reminiscent of a ship ablaze.

Number Awarded

235,298 Atlantic War Zone Bars were issued for the qualifying period, 7 December 1941 to 8 November 1945.

Mediterranean-Middle East War Zone Bar

Qualification

The Administrator, War Shipping Administration, was authorized to provide and issue a seaman’s war zone insignia or device of appropriate design to any person who at any time during the war period served aboard any U.S. Merchant Marine vessel that sailed in the prescribed Mediterranean-Middle East War Zone.

The Mediterranean-Middle East War Zone comprised the Mediterranean Sea, Red Sea, Arabian Sea, and Indian Ocean west of the 80th meridian east longitude.

Description

Designed by the Merchant Marine Awards Committee, the ribbon is silk moiré, ⅜ inches tall by 1⅜ inches wide, with a narrow center stripe of white flanked by narrow stripes of green flanked by wider bands of yellow with narrow stripes of crimson, white, and navy blue extending to the edges.

Number Awarded

150,184 Mediterranean-Middle East War Zone Bars were issued for the qualifying period, 7 December 1941 to 8 November 1945.

Mediterranean-Middle East War Zone Bar Award Card

Pacific War Zone Bar

Qualification

The Administrator, War Shipping Administration, was authorized to provide and issue a seaman’s war zone insignia or device of appropriate design to any person who at any time during the war period served on any vessel of the U.S. Merchant Marine while sailing in the prescribed Pacific War Zone.

The Pacific War Zone comprised the North Pacific, South Pacific, and the Indian Ocean east of the 80th meridian east longitude.

Description

Designed by the Merchant Marine Awards Committee, the ribbon is silk moiré, ⅜ inches tall by 1⅜ inches wide, with a center stripe of red flanked by stripes of white and navy blue, the latter bordered by crimson and yellow, which extends to the edges.

Number Awarded

177,926 Pacific War Zone Bars were issued for the qualifying period, 7 December 1941 to 2 March 1946.

☆ ☆ ☆

An “around the world” ribbon bar with Atlantic, Mediterranean-Middle East, and Pacific War Zone bars

Design Notes

Some War Zone ribbon bars appear in the format ½ inches tall by 1⅜ inches wide; this is due to the fact that initial wartime suppliers of Merchant Marine ribbons followed the precedent set by the United States Navy; United States Army ribbons at the time were ⅜ inches tall by 1⅜ inches wide. This is due to the fact that there was no set, uniform rule on how ribbons were affixed to uniforms, nor even size. However, beginning in 1944, most manufacturers switched to the Army’s style. By the 1950s, in an effort to standardize ribbon sizes across services, the military settled on ribbons with the format ⅜ inches tall by 1⅜ inches wide. From this point forward, the Navy format was dropped.

The manufacture of War Zone ribbon bars was suspended in 1954; this is due to the cessation of the United States Merchant Marine wartime awards program on 21 December 1953 (18 FR 8730); when ribbon manufacture restarted in 1992, the manufacturer of the new ribbons was unable to replicate the old blending, and the stripes are rendered in stark bands. This manufacturer specification was upheld and codified by the Institute of Heraldry.

awards & decorations

Throughout the history of the American Merchant Marine, awards and decorations were not unknown to seamen, but their blanket award specific to the Merchant Marine in particular as begun by the Federal government during the Second World War was novel. When considering Federal awards and decorations for the American Merchant Marine, their classification often falls along the lines of placement in a “Pyramid of Honor” – that is, a hierarchy of military decorations awarded for combat valor and meritorious service. This was done not only under the auspices of the War Shipping Administration, but continued by post-war authors making sense of the awards. At the pinnacle of the United States armed services’ pyramid is the Medal of Honor, followed by various Distinguished Service crosses particular to the armed service in question, Distinguished Service medals, valor and service awards, and finally the Purple Heart at the base. Something of the same was true for the American merchant seaman. Although ostensibly having their own system of precedence and hierarchy, it is far more useful to consider Merchant Marine awards and decorations in the context of their establishment.

Postwar, the rôle of the American Merchant Mariner in the Second World War and as an auxiliary to the military was either relatively forgotten or taken for granted by the United States. Other nations, notably France and Russia, awarded Americans with medals thanking them for their service to their nations.

The following pages display and analyze some of the arrays of awards and decorations that were and are available to American Merchant Mariners, midshipmen at the United States Merchant Marine Academy, and commissioned officers with the United States Maritime Service at Kings Point.

Awards & Decorations

Studies & Essays

Collections & Objects

awards & decorations: federal, post-gulf war

Common TIOH-designed reverse from 1991 for Merchant Marine medals post-1988. It is a modified U. S. Maritime Service shield.

Post-Gulf War: 1991

The first large-scale conflict the U.S. Merchant Marine was called on to support after the Vietnam Conflict was Operations Desert Shield & Desert Storm. Some 230 vessels under charter with or owned by the United States government moved over 12 million tons of war matériel. Given the appreciation of the military establishment, the U. S. Maritime Administration (MARAD) honored Merchant Mariners with the first medal (not ribbon bar) created for the U. S. Merchant Marine since the close of the Second World War; given the support role the U. S. Merchant Marine provided for the breadth of the conflict, the medal was named “Merchant Marine Expeditionary Medal.” About a decade after the Gulf War, MARAD pivoted its system of honors to recognize mariners through the creation of the “Merchant Marine Medal for Outstanding Achievement.”

Merchant Marine Expeditionary Medal

Background

The Merchant Marine Expeditionary Medal (MMEM) is awarded to U.S. merchant seamen who serve on U.S.-flag ships in direct support of operations involving American and allied military forces. The medal is not specific to a certain military operation or conflict, rather the award citation would give such details. Like the Armed Forces Expeditionary Medal, it is a catch-all decoration for various, defined operations. It has been presented to individuals for service in Operations Desert Shield and Desert Storm, Operation Enduring Freedom, Operation Iraqi Freedom, Operation Restore Hope, and Operation United Shield. It has also been presented to Merchant Mariners sailing in support of Naval Operations with the U. S. Navy’s Military Sealift Command (MSC), including Midshipman at the United States Merchant Marine Academy assigned to MSC vessels. A policy announcement published in 2015 stated the medal was established in 1990, its first actual award came on 22 May 1991 (National Maritime Day, 1991).

Although not specifically legislated for by Congress, unlike awards and decorations of the Second World War, the Merchant Marine Expeditionary Medal’s creation was wholly an administrative matter. Justification came under 46 USC § 51901: Awards for individual acts or service b(3), where the Secretary of Transportation has the authority to establish and award “a decoration or medal to an individual for service […] during operations by the Armed Forces of the United States outside the continental United States under conditions of danger to life and property.” Thus, the MMEM was created under this authority as a multi-purpose award.

Design

The medal was designed by staff at TIOH (U. S. Army “The Institute of Heraldry”) in 1991. The obverse of the medal has an anchor flanked by two sea horses; the former symbolizes naval prowess, and the latter maritime service in the support of the armed forces. The reverse has the common design as found on the other medals contracted at the time by the United States Maritime Administration.

Merchant Marine Medal for Outstanding Achievement Medal

Background

The origins of the Merchant Marine Medal for Outstanding Achievement Medal (MMMOA) are murky. It was the first medal created under the explicit de jure approval of MARAD to award decorations and medals effective 20 September 1995 without prior consultation of Congress nor Executive permission per “Organization and Delegation of Powers and Duties Delegations of Authority to the Maritime Administrator” Federal Register Vol. 60 No. 182, 20 September 1995. Hence, as the military services came to honor stellar work in the ranks with achievement medals, so too did the United States Maritime Administration; no longer was merit encapsulated the Merchant Mariner Meritorious Service Medal – which often had the risk of loss of life as a qualifier for award. Like the MMEM, this medal’s creation was an administrative action and went unnoticed by the maritime community and was not publicized in the United States Maritime Administration’s Annual Report to Congress for the year of its creation, 2002. MARAD published the specifics for medal nomination:

[The medal is] awarded to recognize merchant mariners who have participated in an act or operation of humanitarian nature directly to an individual or groups of individuals. This medal may be awarded to those leaders in the maritime industry who have dedicated years of service or achievement and/or given an extraordinary valuable contribution or work to the maritime industry. This medal requires the Maritime Administrator’s approval for award.

In 2015, the qualifications were broadened:

The Merchant Marine Medal for Outstanding Achievement is an award given to mariners or other individuals making a significant contribution to the U.S. Merchant Marine or the maritime industry of the United States. The medal may be awarded by the Maritime Administrator for any activities that he/she finds to be an outstanding maritime achievement. For example, the medal may be awarded to recognize mariners or other individuals for maritime activities of a humanitarian nature. The medal also may be awarded to recognize those individuals in the maritime industry and educational community for their outstanding achievements and contributions to the U.S. Merchant Marine or the maritime industry of the United States. Individuals making significant contributions to fostering, developing and promoting the U.S. Merchant Marine or the maritime industries of the United States also are eligible for the award.

The expansion of qualifications enabled MMMOA to be awarded for a breadth of achievements in the maritime field: from leading in education to humanitarian efforts; the latter including being rescuers in a maritime emergency or natural disaster. The first public announcement [via archive.org https://web.archive.org/web/20060602070725/http://www.seafarers.org/log/2006/032006/Honors.xml] of the award of the medal came on 30 January 2006, and for it to be awarded “to the crews and operating companies of the agency’s ships that supported recovery efforts from Hurricanes Katrina and Rita [in 2005].” The award ceremony took place on 22 May 2006 (National Maritime Day, 2006); over 100 medals were disbursed at the time.

Design

The designers of the medal are unknown to the writer. The obverse of the medal depicts a ship underway superimposed upon a ship’s wheel with four stars. Along the top rim of the medal are the words, “Outstanding Achievement.” At the bottom rim are stylized laurels taken from the cap device of the United States Maritime Service; they are bisected by a federal shield charged with an anchor. The symbolism of the elements is unknown. The reverse has the common design as found on the other medals as contracted by MARAD in 1991. Some individuals have received more than one MMMOA; however, the Federal Register is silent on the matter of appurtenances.

merchant marine distinguished service medal design

Background

Creating a Distinguished Service medal specifically for the American Merchant Marine began as an extemporaneous idea floated between J. Franklin Carter and President Franklin D. Roosevelt. The rationale for granting members of the Merchant Marine medals is recorded in Carter’s “Report on medals for the merchant marine.” Unfortunately, the original report from Carter is lost, but granting medals may have been a calculated act as J. Franklin Carter operated in the capacity of President Roosevelt’s political spy; his job was to bolster the President’s image and maintain a finger on the Amercian people’s perception of the Administration. At the time, shipping losses were on the rise and Congress, at least, saw a need to bolster the spirits of merchant seamen symbolically. J. Franklin Carter’s union connections may have grabbed his attention since many of his reports came unsolicited from the President; this report came a few months after the passage of “Decorations for heroic service in the American merchant marine” (H.J. Res 263 12 Feb 1942) into law on 11 April 1942 – which President Roosevelt signed and parked. Within a month after the report’s receipt by Admiral E. S. Land, the U.S. Maritime Commission began work on the medal’s design. The President’s directive for the medal was to honor the extraordinary. Wishing for the artistic blessing of their work, and after several telephone conversations, the Commission sent their sketch of an acceptable medal design to the Commission of Fine Arts (CFA) – at the time, the medallic authority through which Federal Executive branch departments sent design requests for consideration.

After a scant review of the U.S. Maritime Commission’s sketch, the Commission of Fine Arts rejected it.

The CFA went so far as to say that a satisfactory medal could be created, using the ideas presented by the U.S. Maritime Commission, by a competent sculptor – namely, Paul Manship.

Taking CFA’s recommendation, in late August 1942, the U.S. Maritime Commission contracted Paul Manship to design the medal. Paul Manship was a prolific designer and took to the task with aplomb; at breakneck speed, he had the final product ready by the time of the medal’s first award ceremony on 8 October 1942 to Edwin F. Cheney, Jr.; Cheney’s medal was the second example of the medal.

The number of points cited was erroneous… eight would be the correct number.

Counting error aside, overall, Manship followed the process outlined in a New Yorker article published on 14 November 1942:

Early Paul Manship Design for the “Merchant Marine Medal.”

The design process went from the sketch above to the medal below over the period of a month and a half; the iterations and trials between did not have the best results. At one point, the eagle appeared cross-eyed, and strategic metal rationing prevented the use of some metals Paul Manship commonly used in the production process. Traditionally, United States Military medals had a base of red bronze and were sometimes gilded or covered in silver plate. The wartime Merchant Marine Distinguished Medal was originally made of solid silver “touched up” to look like gilded bronze – in a process known as vermeil or silver gilt. The medal’s abundance of silver presented an issue at the time of Cheney’s award; since the metal is so soft, the medal pendant and hinge fell from its suspension device when the President pinned the medal to Cheney’s jacket – Manship was on hand to make a quick repair (this might explain the E.S. Land’s rollicking smile in the official presentation photograph).

Mr. Roosevelt fumbled with the medal’s clasp, protesting: “They are all this way. They are terrible.” The Chief Executive turned the medal over to Admiral Emory S. Land, War Shipping Administrator, remarking that “I still can’t get the damn thing undone.”

Construction & Components

In designing the Merchant Marine Distinguished Service Medal, Paul Manship followed the guidance set by the U.S. military. Regulations at the time called for a medal of unusual shape for personal distinction – e.g., a cross, a medallion on a hinge, &c. – otherwise the general rule for campaign and service medals was for them to be round. Manship’s inspiration for the overall construction of the Merchant Marine Distinguished Service Medal stemmed from his successful design of the U.S. Navy Distinguished Service Medal. With the Navy medal, he employed the novel design element of a white enamel star with ball finials as a hinge between the suspension and the pendant. He followed a similar tack for the Merchant Marine Distinguished Service Medal and used an eagle as a hinge – but it was far more complex and involved several parts. The Merchant Marine medal’s pendant echoes his Greek and Etruscan archaic style as it displays a discrete balance between academic classicism design and Deco but does not quite approach Modernism. In a word, it was innovative, yet conservative. In my opinion, the medal is striking for the quality of detail and balance in composition.

Hinge & Suspension

The hinge between the ball suspension and the pendant is central to the medal. On the obverse of the hinge is a Federal eagle superimposed upon two crossed, traditional anchors. The eagle’s head is facing its dexter; the anchors rest on a laurel wreath. The reverse of the hinge has the sculptor’s initials P M incuse on a stylized band of cloth holding the wreath together.

Ribbon & Brooch

The silk moire ribbon is a simple affair of five red, white, and blue stripes. The stripes, outward in are: blue, white, and red. See below the United States Army Institute of Heraldry specifications which govern the ribbon’s color pattern.

The brooch was not a concern of a medal’s sculptor but was determined by the medal’s manufacturer. When ribboning a medal, the manufacturer usually uses available stock until depleted; and, as such, the Merchant Marine Distinguished Service Medal looks to have had at least three production runs by virtue of the observed brooch type found on existing medal specimens. The first brooch, as evident in the CFA photograph, is a split brooch with lock catch; this type of brooch appeared in 1918 and was used by manufacturers through the 1930s. The second brooch used with the Merchant Marine Distinguished Service medal is the wrap brooch with lock catch. These were common in the 1920s through early-war; unfortunately, they present the same profile on the ribbon when observed from the obverse as the earlier split brooch – thus positive identification is fraught. The third brooch style found on the wartime Merchant Marine Distinguished Service Medals is the slot brooch; these appeared in 1944. The latter brooches’ “tabs” were barely visible from the obverse.

Pendant

The pendant conveys Manship’s grounding in academic classicism. The obverse is comprised of a classical compass rose with the eight winds. A star depicts the winds; it is silver with rays tipped in ball finials; the remainder of the pendant is vermeil. The pendant’s reverse reads “United States Merchant Marine Distinguished Service” surrounding a striped Federal shield; the lettering utilizes an archaic font, evoking a link to ancient heroism; spaces between words are punctuated by stylus marks, and stars bookend “United States.”

The North Wind ray is incorporated into a pendant link to the hinge. The link is slightly beveled on the obverse and reverse abutting the compass card, imparting delicacy.

Official Strikes

The number of known awards of the medal was 154 during and immediately after the Second World War with at least one display medal at the United States Merchant Marine Academy at Kings Point. This supply came from The Medallic Art Company and the U.S. Mint with production at the former beginning in 1942. By 1952, all production and award of wartime Merchant Marine medals ceased – the Distinguished Service Medal, included. However, in 1956, the Merchant Marine Distinguished Medal was revived for use; no orders for the medal came at this time. The U.S. Maritime Administration (MARAD), the successor to the U.S. Maritime Commission, continued to draw from its existing stock. It presumably exhausted its supply in the early 1970s; this brought the first post-war order to fruition in 1973 with 50 medals from The Medallic Art Company. Stock may have dwindled by the 1980s due to co-terminus awards of the Merchant Marine Distinguished Service Medal and the Gallant Ship Award, causing MARAD to place its final order for the medal in 1987. The last number was 200 from HLI Lordship Industries. Since the last order, MARAD has not issued any new purchases. And, since 2000, only one medal has been awarded – albeit posthumously to Dr. Leonard H. Conley in 2019.

1942 The Medallic Art Company

The trial and first strike of the medal was manufactured at The Medallic Art Company; this makes sense as most of Paul Manship’s art medal and work went through MACO – most probably due to proximity to Manship’s studio in Manhattan. A late-war photograph in Fortune on MACO shows the Merchant Marine Distinguished Medal in the upper-left quadrant. Examples of the gold-colored gilt split brooch with lock catch are probably from MACO.

1942 U.S. Mint

The U.S. Mint had the first contract to mass-produce the medal. I posit that the wrap brooch and slot brooch are U.S. Mint products. The wrap brooch medal was awarded as late as 1946 – as an example to OS Richard G. Matthiesen attests. Brooch design suggests the U.S. Mint began production in 1943; but lack of corroboration leaves this solely as speculation on my part.

The pendant and hinge weigh 40g. The former is vermeil and silver; the latter is vermeil.

1973 The Medallic Art Company

Exhausting its supply of Merchant Marine Distinguished Medals and perhaps anticipating an increase in Gallant Ship citations in the wake of the Vietnam War, MARAD ordered 50 medals from The Medallic Art Company of Danbury, Connecticut. Medals at this time continued to have P M on the reverse of the hinge. The brooch is an unmarked crimp with a lock catch.

The pendant and hinge weigh 45g; both are made wholly of red brass (85% copper/15% zinc) and follow the same gilding pattern except the pendant and hinge are nickel plated over which is applied gold or silver plate depending upon the element.

1987 HLI Lordship Industries of Hauppauge, New York

The last contract for Merchant Marine Distinguished Medals went to HLI Lordship Industries of Hauppauge, New York. MARAD ordered 200 medals.

I have no examples of the HLI medal to weigh and measure nor brooches to analyze; it may be similar to the 1973 MACO contract strike; stylistically it lacks Paul Manships’s initials. This latter detail is probably due to them not appearing in the United States Army Institute of Heraldry CAD-generated detail specification sheet.

Note: Unfortunately, HLI became embroiled in a scandal for the sale of 300 unauthorized Congressional Medal of Honor on the sly and lost all Federal government contracts in 1996. However, it was able to purchase the ailing Ira Green, Inc. after it was found guilty of AAFES price fixing (in 1996), and under a new name, HLI re-gained its old government contracts.

1942 The Medallic Art Company

Col.: Anon.

1943 U.S. Mint

Col.: IW

1973 The Medallic Art Company

Col.: IW

Cast Copy – 2000

Sad cast at 28g. LI-GI crimp brooch is simply an artifact of the manufacturer taking the brooch from common medal and re-purposing it. This is probably a Wadim Nensberg production.

Col.: IW

awards & decorations: rarities

The United States Merchant Marine is not an armed service and has a relatively recent history of federally-issued medals and decorations. American merchant seamen and their ships have had a long history of being militarized without due recognition; before the Second World War, medals, awards, and decorations came from civic groups and managing operators. The wartime Roosevelt Administration started a new precedent: merchant seamen were to be honored just the same as their brothers-in-arms. And like sailors, merchant seamen received ribbons that were to become medals after the cessation of the war. Unfortunately, as momentum was building for placing seamen on an equal footing with the “battleship sailor” regarding benefits and medals, Roosevelt died; mariners had to wait to replace their hard-earned federally-issued ribbons with medals. Almost forty years after the close of hostilities, merchant seamen were granted veteran’s status – something far more valuable.

Below are some rarely-seen items from various entities: an award document for the highest wartime decoration to a United States Lines Master, a solid gold United States Lines award, and photographs of the collection of wartime medals at the American Merchant Marine Museum.

United States Maritime Commission Award Citation

Copy of Capt. George A. Vickers Merchant Marine Distinguished Service Medal citation sent to his employer, United States Lines. ca. 1945. He was presented his medal by a member of the War Shipping Administration – the government agency which assumed shipping management for the duration of the war from the U.S. Maritime Commission.

United States Lines Distinguished Service Medal & Award

With the retirement of Capt. George Fried from the United States Lines, the company’s Board of Directors instituted the “United States Lines’ medal for distinguished service.” Following the precedent of other Orders and Awards, there were two classes: Medal and Award. The former was awarded to ship masters and the latter to crew members and officers. November 20, 1934, marked its first award.

*col.: AMMM.* from *Ocean Ferry*, December 1934.

United States Lines Distinguished Service Award

Award medal presented to Philip Westerly Babcock, Jr. for his participation as lifeboat crew during the rescue of the fishing schooner Fieldwood by the SS American Farmer on December 19, 1938.

col.: IW

American Merchant Marine Museum collection

Merchant Marine Distinguished Service Medal and Award Card.
col. AMMM — Merchant Marine Distinguished Service Medal and Award Card. col. AMMM

Merchant Marine Meritorious Service Medal (obverse).
col. AMMM — Merchant Marine Meritorious Service Medal (obverse). col. AMMM

Merchant Marine Mariner's Medal (reverse).
col. AMMM — Merchant Marine Mariner's Medal (reverse). col. AMMM

War Shipping Administration Gallant Ship Unit Citation Bar Award Card.
col. AMMM — War Shipping Administration Gallant Ship Unit Citation Bar Award Card. col. AMMM

War Shipping Administration Merchant Marine Combat Bar Award Card.
col. AMMM — War Shipping Administration Merchant Marine Combat Bar Award Card. col. AMMM

War Shipping Administration Merchant Marine Defense Bar Award Card.
col. AMMM — War Shipping Administration Merchant Marine Defense Bar Award Card. col. AMMM

War Shipping Administration Atlantic War Zone Bar Award Card.
col. AMMM — War Shipping Administration Atlantic War Zone Bar Award Card. col. AMMM

War Shipping Administration Merchant Marine Meritorious Service Medal Award Card.
col. AMMM — War Shipping Administration Merchant Marine Meritorious Service Medal Award Card. col. AMMM

Merchant Marine Service Pin.
col. AMMM — Merchant Marine Service Pin. col. AMMM

second world war award study

In 1956, the Medal Awards Committee of the United States Maritime Administration made a study of awards and decorations to merchant seamen during the Second World War. Their findings described and analyzed the standards used in determining who merited an award. The study asserted the wartime Medal Awards Committee considered thousands of cases and “awarded a total of 145 distinguished Service medals, 380 meritorious service medals, and nine (9) gallant ship awards” (the numbers as cited by the 1956 study are refuted by a 1982 OMSA article stating 521). Mariners’ medals remained outside of the scope of the study since, although earmarked initially as a medal of merit, this medal was instead issued to seamen who received injuries as a result of enemy action; these awards became comparable to the Purple Heart awards to members of the armed services. Although not indicated by a medal or ribbon, letters of citation were an honor bestowed upon a seaman by the War Shipping Administrator and became part of a seaman’s permanent record; the number of these awards are unknown, but undoubtedly number in the thousands.

Based on the review of award cases, the wartime Committee under Frank Rusk had no established standards or criteria for award determinations. This was because the American Merchant Marine “Pyramid of Honor” was new and awards without precedent; thus, the Committee considered individual cases on their own merits. Yet, the Committee proceeded on a general pattern, and, to a certain extent, they were consistent with their determination. While changes in Committee personnel had some effect on the variation of awards, in most instances, all fell within the patterns, as noted below.

War Shipping Administration memorandum 24 July 1945

Citations

Citations each award had a grade of either “A,” “B,” or “C.” “A” cases were of an exceptional nature, but considered not sufficiently outstanding to warrant an award of the Meritorious Service medal; “B” cases were of a lesser degree, and “C” cases were less than that of “B.” These cases were subsequently reviewed and reconsidered for an award of a higher grade, especially when the Committee found additional material for consideration or when individual seamen became involved in another incident worthy of consideration for a different award.

“A,” “B,” and “C” cases generally fell into the following:

“Difficult and somewhat hazardous shipboard assignments, such as clearing fouled masthead rigging during a blow; attention to duty requiring long hours without relief; exacting time and attention to particular tasks; facing heavy seas and rough elements; faithfulness towards assignments; exceptional amount or quality of work performed such as making extensive and intricate repairs to machinery; etc.”

Meritorious Service Medal

Conditions for the award of the Meritorious Service medal involve noteworthy action, deed, or conduct at risk of life to save property and life of fellow crew members. The risk of loss of life or injury appears under these awards to only slightly less, yet distinctive, than in action meriting a Distinguished Service medal.

Examples

Standing by pumps to fight fire when dangerously close to high explosives.
Deliberately diving into shark-infested waters to rescue crew members from sinking vessel.
Removing personnel from below the deck area and repairing ruptured connections notwithstanding imminent danger of boiler explosions.
Assisting armed guard crews in manning guns with disregard of personal safety during strafing and bombing attacks.
Rescuing others under hazardous conditions involving torpedoed vessels in rough seas.

Distinguished Service Medal

This award resulted from the noteworthy performance of outstanding nature involving an act, conduct, or display of valor beyond the line of duty. The recipients of this award almost invariably faced near or certain death or bodily injury.

Examples

Facing close range and direct gun-fire in performance of rescue work where personal safety was extremely vulnerable.
Volunteering for special assignment when in so doing, it meant almost certain death, injury, or an ordeal of suffering.
Sacrificing position of safety for an almost certain loss of life, such as giving up space in a lifeboat and remaining on sinking craft.
Refusing rescue aid and giving preference to saving lives of others, such as remaining with sinking craft rather than crowd into a dangerously overcrowded life raft.
Under peril of being burned to death and without proper equipment, descending into the hold of vessel to extricate victims trapped under scalding steam and fire from ruptured boilers.
Descending on a rope over the side of the vessel into a storm to rescue an unconscious victim washed overboard.
Displaying courage and leadership in fighting furious fire surrounding high explosives, which, if detonated, would have caused complete loss of vessel and crew members.

Gallant Ship Award

The perpetuation of the ships’ names as gallant ships during the Second World War had been based on the display of stark courage of the crews in their stand against overwhelming odds during battle. The spirit of the award also permitted its award for outstanding gallantry in the event of maritime disasters or other emergencies to save life and property. This latter condition was later written into law.

Examples

“In eight of the nine awards, the records reflect that the vessels and the crews fought against prolonged series of bombing and submarine attacks and courageously repelled the enemy under odds that meant either death or surrender. These vessels were equipped with and used lighter armed weapons against much superior guns. They refused to give up when crippled, battered, and even ablaze and managed to outfight and outmaneuver the enemy to save a major portion of the lives of the crew members and valuable cargoes. The one instance of gallant ship award not resulting from enemy fire was an extremely hazardous nine-day rescue operation of a crew from a French destroyer during a violent storm and extremely heavy seas. In this instance, the gallant ship also managed to save a valuable warship by expert maneuvering and towing the stricken ship at extreme risk of loss and at terrific offs through submarine infested areas to a rendezvous point.”

SS Juan de Fuca documents

Below are a few documents from the Gallant Ship award case file on the SS Juan de Fuca which illustrate an awards file for a ship’s crew followed by copies of two citations (“Congratulatory Letters”).

The Master, Captain Charles S. Robbins – who was a recent recipient of the Merchant Marine Distinguished Service medal (below referenced as “Philippine Honor Award”) – felt strongly that his crew deserved recognition for the fine job of surviving enemy attacks and not abandoning their reef-crippled ship at Leyte Island in the Philippines. He was displeased that the U.S. Naval Armed Guard commander aboard received a commendation for convoy duty while his crew was left empty-handed. After consideration by the Medal Awards Committee, the ship did not earn the title of Gallant Ship since she did not fit into the rubric set during the Second World War for the award. The complete file is here.

Portion of the Captain Robbins’ complaint.

Medal Awards Committee actions in reference to the Gallant Ship award application; page 1.

Ship file with award decision (twice considered) and the awards to each seaman aboard. Note: Lloyd A. McIntire; he was a holder of class B citation and discharged prior to the activity in Leyte. The mutinous seaman is not on any award lists.

References

A. A. Hart. “Seamen Awards Study.” Maritime Administration, Washington D. C., 1956.

usl dsm & dsa

For thirty years – from 1934 to 1964 – United States Lines awarded its employees a pair of decorations called the United States Lines Distinguished Service Medal and the United States Lines Distinguished Service Award. Both were primarily awards for heroism in lifesaving; and among American steamship companies, they were the first of such ongoing awards in the industry. This essay will trace the award’s history and will describe each medal. A separate page holds a list of all known individuals who are recipients of either medal.

The United States Lines Distinguished Service Medal and Award raison d’être evoked the Congressional Gold and Silver Lifesaving Medals. The latter two’s legislation came in 1874 as awards solely for the United States Life-Saving Service for heroics involved in a rescue from the sea, making them the first federal civilian medal for heroism. By 1897, any person in Federal service, the military, or not was eligible to receive it. Their establishment made them alongside the Congressional Medal of Honor, the oldest continuously awarded medals in the United States to date.

Saving a life at sea was no easy feat, and could very well have resulted in the loss of one’s own, thus emphasizing the symbolic importance of the Lifesaving Medal. The medal came in two classes, which represented either the personal risk to the rescuer or the rescuer’s role. Often, a single rescuer earned a Gold Medal if they did a rescue alone at great peril to themselves; if several people were involved in a rescue – as in a lifeboat party – often, the officer in charge received a Gold Medal and the oarsmen, a Silver Medal. In cases such as the latter, the group received just accolades as a team. The Gold Lifesaving Medal stood as an equal with the Congressional Medal of Honor – the highest military award in the United States – for almost half a century. Only with the expansion of military awards after the First World War did the Lifesaving Medal lose its prominence within the military. Over time, it slowly slid down past meritorious service and combat medals. However, it remains the highest honor Congress may bestow on civilians; one noted recipient of this medal even received a ticker-tape parade when his ship docked in New York Harbor.

Silver Lifesaving Medal from Mementos of Captain Elmer J. Stull

The above example once belonged to Captain Elmer Stull of Merchant Marine Distinguished Medal fame. At the time of award, his Merchant Marine Distinguished Service Medal (MM DSM) held less prestige than the Lifesaving medal, the latter being a “Medal of Honor.” The more militant of the maritime unions painted the MM DSM as an empty token. They held it was not truly representative of the work everyone did together to make its award possible when the decoration went to a ship’s captain alone; one awardee of the MM DSM admirably attempted to gain recognition for his shipmates, but recognition fell short.

The institution of the Lifesaving Medal inaugurated a precedent for the creation of other, similar federal lifesaving medals. First came the “Railroad Lifesaving Medal” as legislated for in the 1905 “Medals of Honor Act” for heroism in connection with train wrecks. And, in 1931 came the “Air Mail Flyers’ Medal of Honor” for:

[A]ny person who, while serving as a pilot in the air mail service since May 15, 1918, has distinguished, or who, after the approval of this Act, distinguishes himself, by heroism or extraordinary achievement while participating in such service…
Public Law 661, 71st Congress, 1931

Currents at the time saw a proliferation of lifesaving awards. Following the Federal government’s lead, New York State instituted medals for its Volunteer Lifesaving Corps in the early 1900s, with Steamship companies doing the same in the 1920s and 1930s. In this spirit of civic and corporate pride, the United States Lines Board of Directors established the United States Lines Distinguished Service Medal in 1934. The establishment of the medal filled a gap in recognition for lifesaving. Although the Federal government and benevolent societies did give out medals for lifesaving, they were often for stellar performance in an event; whereas the USL’s medals enabled the company to control the messaging and award those it felt deserving. USL’s awards – for the most part – did not overlap with federal recognition; in fact, no USL personnel received a medal from the Federal government. While the Lifesaving medal was exacting in the conditions for its award:

Saving of a life or giving succor does not in itself entitle a person to a medal. The medals can be given in only instances in which exceptional bravery has been displayed, or in which unusual effort or some great personal sacrifice has been made. It should be further noted that the saving of persons from drowning in waters wholly within a State, and not forming a part of me navigable waters of the United States, or in small inland streams, ponds, pools, etc., does not entitle the rescuers to medals.

United States Lines was less strict in its definition for the USL DSM:

[It is] an award for valor in the performance of duty.

Although United States Lines (USL) had no established conditions for the award, it came in two classes: Medal and Award. The award of both the United States Lines Distinguished Service Medal (USL DSM) and the United States Lines Distinguished Service Award (USL DSA), was reasonably consistent. A ship’s commanding officer and the leading officer aboard lifeboats involved in picking up or extracting the survivors of an accident or trouble at sea received the USL DSM. While the USL DSA went to crewmen aboard the lifeboats. An individual act of bravery, such as leaping over the side of a ship to save a drowning passenger, resulted in the award of a USL DSM regardless of whether the recipient was a crew member or was an officer. For meritorious service, the company always awarded the USL DSM.

The first award of the USL DSM went to Captain George Fried upon his retirement from United States Lines on 20 November 1934. It was ostensibly for a rescue of a crew of fliers the month before, yet just as the U.S. Navy Distinguished Service Medal had become a standard fixture at flag officer retirement ceremonies, so too was this medal. Captain Fried’s was a long career punctuated by eight oceanic rescues – he was a multiple recipient of the Congressional Lifesaving Medal and medals from the Life Saving Benevolent Association of New York; the United States Lines medal was more a celebration of his cumulative rescues. Up until the Second World War, the USL DSM remained a lifesaving medal; on the eve of the war, it became a medal for merit, in addition to keeping its lifesaving component. During the war, its award conditions during the Second World War aligned with those of the MM DSM; those seamen USL nominated to the U.S. Maritime Commission for the award were also awarded the company’s medal. The group valor USL DSM award USL made in 1943 for several of its shipmasters is significant since there was only one medal of merit for Merchant Mariners at the time; records show USL felt its mariners deserved recognition. After the war, and into the 1960s, the expanded conditions remained in effect.

Over the years, USL awarded a recorded 106 USL DSM and USL DSA. The number of both grades is inexact because not all crew lists were present in several press releases. The number of USL DSA is approximate since post-war notices only spoke of a blanket “medal” in several cases. Nevertheless, the number of awards was low and infrequent. The last award came in 1964.

The first half-decade of the award’s existence saw both medals awarded to officers and men. After an interruption of corporate control of the fleet, the first award of the medal went to a ship’s master only with the crew receiving citations and cash disbursements. After a period of relative quiet, a master and lifeboat crew received medals in 1949; 1956 had explicit mention fro USL that all cited individuals received a medal versus a medal or an award medal. After the last wartime award in 1945, the division of medals and awards is pure speculation on my part as the company left no records behind and the press did not distinguish between the two grades – a medal is a medal. The old pre-war codes remained strong in the industry through the Korean War; only afterward did management not take as paternalistic view toward labor as before – which might explain the widespread award of the medal.

Design

On the obverse is the depiction of a ship steaming toward the viewer. Waves break at the prow, and the sun rises behind it – rays streaking across the cloud-covered sky. The ship’s funnel has the company’s livery in red, white, and blue enamels. The DSM has this plaque on a medallion; the DSA omits the medallion and retains the central element.

Dieges and Clust designed and struck all USL DSM and DSA; I suspect all were done in two lots – one pre-war and another post-war. The USL DSM planchet has a different motto in the 1950s, and the suspension ribbon differs from 1951 onward. In terms of the ribbon, blacklight analysis of the ribbon for the 1930s and 1950s medals show no evidence of synthetic threads; the 1950s ribbon bar is of size and construction found in devices from the 1930s as well. The later awarding of exclusively USL DSM could point not to a corporate change in defining bravery, rather headquarters running out of USL DSA and overall expense of striking new medals.

The medals in the 1930s all came suspended on a ribbon of red, white, and blue stripes. The medal configuration on ribbon followed the format used often by civic and fraternal organizations: medal planchet suspended from a drape, and a length of ribbon draped behind the medal. By 1950, the ribbon was reconfigured with the medallion hanging on a drape alone. The DSM came with a ribbon bar.

The reverse of both medals has a blank space between the mottos, where the name of the recipient and date of the qualifying act is engraved.

Medals from the 1930s and 1940s came in a red oxblood leatherette case, and those from the 1950s came in a plain cardboard box. A certificate did not accompany any of the medals.

United States Lines Distinguished Service Medal to James J. Smith (1955)

Material: Gold. 37.3 mm. 28.0 grams. 14 karat.
Obv: Full-on view of an ocean liner with red, white, and blue enameled smoke stack, UNITED STATES LINES DISTINGUISHED SERVICE MEDAL around.
Rev: AWARDED / BY THE / BOARD OF DIRECTORS / TO / JAMES J. SMITH / NOVEMBER 17 1955 / FOR COURAGEOUS AND / MERITORIOUS ACTION / IN THE PERFORMANCE / OF DUTY.
Edge stamped D&C (for Dieges & Clust of New York, Boston, Chicago, and Pittsburgh) 14K.
Suspended on a red, white, and blue ribbon.

In the original cardboard box of issue.

The reverse of this example different than two recorded reverses from 1938 and 1943, in the motto, the title of awardee, and date format:

1938
Rev: AWARDED / BY THE BOARD OF DIRECTORS / TO / CAPTAIN HAAKON A. PEDERSEN / DEC. 13, 1938 / FOR HEROIC ACTION / IN THE PERFORMANCE / OF DUTY.

1943
Rev: AWARDED / BY THE / BOARD OF DIRECTORS / TO / CAPTAIN HAAKON A. PEDERSEN / FOR HEROIC ACTION / IN THE PERFORMANCE / OF DUTY.

dittybag entry: Medal, United States Lines Distinguished Service Medal

United States Lines Distinguished Service Medal to Philip W. Babcock (1938)

DSA Obversehttps://dittybag.ianewatts.org/collection/items/show/171

Material: Gold. 37.3 mm. 28.0 grams. 14 karat.
Obv: Full-on view of an ocean liner with red, white, and blue enameled smoke stack, UNITED STATES LINES above, DISTINGUISHED SERVICE AWARD below.
Rev: AWARDED BY THE / BOARD OF / DIRECTORS / TO / PHILIP W. BABCOCK / DEC 13 1938 / FOR HEROIC ACTION / IN THE PERFORMANCE / OF DUTY.
Edge stamped D&C (for Dieges & Clust of New York, Boston, Chicago, and Pittsburgh) 10K.
Suspended on a red, white, and blue ribbon.

dittybag entry: Medal, United States Lines Distinguished Service Award

Table of USL DSM & USL DSA awards 1934-1964

award year	ship	usl dsm	usl dsa	note
1934	ss washington	1	12
1935	ss president harding	1
1937	ss american merchant	2	6
1939	ss american farmer	2	6	perhaps more usl dsa recipients
1939	ss american banker	1	1	undetermined crew number
1940	ss washington	2		for submarine encounter
1940	ss washington	2	3	for rescue
1943	group valor awards	4
1945	ss nathanael greene	1
1946	ss american ranger	1
1949	ss pioneer sea	1	13	crew unnamed; no indication of medal vs award
1951	ss american counselor	1	9	no indication of medal vs award
1956	ss american miller	10		no indication of medal vs award
1956	ss america	11		crew unnamed; no indication of medal vs award
1960	ss pioneer main	15		crew unnamed; no indication of medal vs award
1964	ss american press	1
total		56	50	106

I owe a great deal of thanks to the American Merchant Marine Museum – without the assistance of Dr. Joshua Smith and Bob Sturm for assisting me in my search for information on these obscure medals.

awards & decorations: foreign

The Second World War cemented American overseas relationships and brought about new alliances. Allies, both new and old, grateful for the heroic work American Merchant Mariners endeavored on their behalf, have awarded them awards and decorations both during and after the Second World War. In present Maritime Administration publications, only those ribbons from the Philippines and a Soviet commemorative medal are mentioned. Please click on the country name below to be taken to various sub-pages detailing the various awards.

This page is under construction and endeavors to record the honors bestowed upon the American Merchant Mariner. If you have any information about Allied awards given to members of the American Merchant Marine, please do contact me.

The Allies & Awards to American Merchant Mariners

Big Three
United Kingdom (-)
Soviet Union (5)
United States (11 +letter)

Allies with Gov’ts in Exile
Poland (1)
Czechoslovakia (-)
Norway (2)
Netherlands (-)
Belgium (1)
Luxembourg (-)
Free France (4 +letter)
Ethiopia (-)
Greece (-)
Yugoslavia (1)
Philippines (2)

Other Allies
The Republic of China (Taiwan) (1)
India (-)
Canada (-)
Australia (-)
New Zealand (-)
South Africa (-)
Brazil (-)
Mongolia (-)
Mexico (-)

☆ ☆ ☆

Highlights

Free France (French Republic)

America’s oldest ally was and is France; and it is in France that saw the Normandy landings and the initial Allied push to end the war in Europe. Beginning in 2010, France began honoring those American Merchant Mariners who participated in the Normandy landings with the country’s Legion of Honor (Ordre national de la Légion d’honneur).

Norway

The crew of SS Henry Bacon earned the gratitude of the Kingdom of Norway for their selfless devotion to save their precious cargo of Norwegian refugees – to them went the War Medal (Krigsmedalje). Decades later, a Norwegian group has awarded American Merchant Mariners a pendant medal known as the “Convoy Cup.”

Commonwealth of the Philippines (Republic of the Philippines)

In the years following the Second World War, American Merchant Mariners were granted the right to wear ribbons (and not subsequent medals) of the Commonwealth and later Republic of the Philippines.

Soviet Union (Russian Federation)

Through the good offices of Ian Millar, the U.S.S.R. granted American merchant seamen a commemorative medal as given to Soviet military veterans for their vital role in supplying the country with much-needed supplies over Arctic convoy routes on the dreaded Murmansk Run. However, during the Second World War precious few medals were granted to American Merchant Marines for their heroism.

awards & decorations: federal, recognition

Recognition: 1988

In 1988, U. S. Congress passed Public Law 100-324, “Merchant Marine Decorations and Medals Act.” This Act marked the conclusion to a waiting period of decades for Merchant seamen (by then called Merchant Mariners) to receive medals in place of their ribbon bars; during the Second World War, the federal government awarded ribbons in place of medals to members of the military for their various campaigns with the tacit understanding that after the cessation of hostilities, individuals would receive medals. Merchant Mariners received no such promise but assumed as such. After a few years in design and committee, the U.S. Maritime Administration announced the availability of planchets for the ribbons issued from the Second World War through the Vietnam Conflict on 19 May 1992 – just in time for Maritime Day (22 May 1992). The long wait was over.

All the planchets were designed by staff sculptors at the U.S. Army Institute of Heraldry (TIOH). Work in the reverse most probably began in 1990, since the Merchant Marine Expeditionary Medal (which shares the same reverse as the various Second War Medals) was designed in 1990 and first awarded in 1991. Below find all the planchets followed by design notes from MARAD. Each is suspended from a drape using the same pattern as the originally awarded ribbon bar – the moire effect suffered, though.

The Combat Bar and the Gallant Ship Citation ribbon remained ribbons without corresponding medals. All other previously awarded medals were not redesigned.

Design

Merchant Marine Atlantic War Zone Medal: The compass rose is traditionally associated with maritime navigation and the superimposed triangle with duty and service other than in the Armed Forces. The eagle symbolizes the United States and freedom.

Merchant Marine Mediterranean-Middle East War Zone Medal: The shield and anchor symbolize a strong maritime service. The palms suggest the Mediterranean-Middle East area while denoting victory and achievement.

Merchant Marine Pacific War Zone: The trident, a symbol of naval prowess, rests upon a shaft of bamboo denoting the Pacific theater of operations. The seascape suggests maritime activities and service.

Merchant Marine Defense Medal: The shield and anchor, from the United States Maritime Service Seal, are superimposed on a ship’s wheel, denoting control and maritime service. The laurel branches symbolize achievement and excellence.

Merchant Marine Korean Service Medal: The tori gate and taeguk are traditionally associated with Korea. The ship’s chain alludes to maritime service.

Merchant Marine Vietnam Service Medal: The dragon is traditionally associated with Vietnam, the shoreline denotes service in the coastal waters adjacent to Vietnam and the anchor symbolizes maritime service. An alternate design for the lettering had “Vietnam Service” in Wonton font – it was deemed inappropriate for the medal and changed to a serif font. The font in question, potentially culturally offensive, was often used to imitate brushstrokes of an exotic East, and contemporary Vietnam used Western-type letters in print and script. This medal takes a cue from the Thomas Hudson Jones-designed Vietnam Service medal with its inclusion of the dragon – Mr. Jones was the prolific designer of U. S. military medals; he was responsible for some forty medals, including the WWII Victory Medal, thus the nod is understandable).