The Story of Upgrading!

[The Story of Upgrading!]
[From the U.S. Government Publishing Office, www.gpo.gov]

WAR SHIPPING ADMINISTRATION TRAINING ORGANIZATION

UNITED STATES

MARITIME

SERVICE

FOREWORD

What are my chances of getting ahead in the United States Merchant Marine?
Your chances are excellent. If there is one branch of industry which offers unlimited opportunities to the man of limited education, it is employment in the United States Merchant Marine. It is one field of e'hdeavoi where a young man starting out in the lowest rating of service can'advance himself surely and steadily to the highest rung on the ladder of success. , This fact is especially true today since the Federal Government ihiough its War Shipping Administration, Training Organization, has provided unlimited facilities and means for training and self-improvement through its United States Maritime Service Training Stations, Officer Candidate Schools, and Upgrading Schools.
It is with the last-named unit of the War Shipping Administration Training Organization that this information booklet deals—the USMS Upgrading Schools. These schools have been established to provide complete facilities of practical and academic training for the seaman who is desirous of advancement through self-improvement.
Today, there are schools conveniently located in the largest ports of the United States. Courses have been established for Able Seaman ratings, Cooks and Bakers, Officer Candidates, Mates, and Engineers. From June 1, 1943, to January 1, 1944, 4,180 seamen enrolled for United States Maritime Service Upgrading courses, successfully completed their courses of training at Upgrading School, and obtained advanced rating with better pay. The percentage who failed was less than one-fourth of 1 per cent!
In these figures will be found the proof that jwz, too, can obtain promotion by enrolling with a United .States Maritime Service Upgrading School today.

WAR SHIPPING ADMINISTRATION TRAINING ORGANIZATION SEPTEMBER 1944

600183°

UNITED

STATES MARITIME

SERVICE

History of the United States Merchant Marine and Legislation Which Established the Various Specialized Occupations and Ratings Aboard Ships

■ A MERIC A’S destiny has always lain seaward. By right of inherit-ance the United States is a maritime nation. The native genius for seafaring, inherited from early pioneer days, enabled this Nation to hold a brilliant maritime supremacy for almost two centuries, up to the advent of iron ships.
During these two centuries, the industry produced famous captains, scientists, statesmen, bankers, shipowners, shipbuilders, and merchants. Like today, young men sought careers at sea because the opportunities for advancement were far better than other professions ashore. To realize more fully what these opportunities are, an understanding of the history of the United States Merchant Marine and the laws and regulations which were gradually adopted for the various occupations aboard ship is necessary.
When the Atlantic coastline was dotted here and there with remote villages, and inland was a vast unexplored region that was the habitat of savages and wild beasts, sons of the early pioneers were venturing forth in small sloops on daring ocean voyages. The glorious history of American ships and its sailors seems remote to present-day Americans. It is the history of an industry that built a nation into a world power . . . allowed the industry to decline . . . only to revive it twice later in times of national ^emergency.

U. S. Maritime Service Upgrading and Graduate Schools occupy this building at 1427 Main Street, Seattle, Wash.

George T. White Building, Portland, Oreg., in which is located the U. S. Maritime Service Cooks’ and Bakers’ School.

U. S. Maritime Service Upgrading School located at 1000 Geary Street, San Francisco, Calif.

A part of the U. S. Maritime Service Graduate School located in New Orleans, La., as seen from across Bayou St. John.

...- -r——
TWO U. S. MARITIME SERVICE WEST COAST f UPGRADING SCHOOLS

Upgrading Training for cooks and bakers is conducted by the U. S. Maritime Service in the Frank A. Wiggins Trade School Building, Los Angeles, Calif.

Exterior view of the San Francisco Junior College, San Francisco, Calif. This building houses the Marine Cooks and Bakers School maintained by the United States Maritime Service.

vf» f '**MMIMMMl
Instructor mU. S. Maritime Service'
Bodied Seaman Upgrading Class explains**^ various life-saving devices used«

••-'Jl&irf ¿Trills and abandon ship procedure are
' ₜ' , >z' important subjects taught in Upgrade School
’*\"for Able-Bodied. Seaman’S Certificate.

Our early maritime commerce was a community enterprise in which the blacksmith, carpenter, sailmaker, and village merchant all took shares as pay for their efforts and contributions. The young lads of the village, from 13 to 21 years of age comprised in main part the complement of the vessel. These boys shipped out—usually signing articles to receive 1 percent of the profit while the master received 10 percent. Many, by the time they had become of age, acquired comfortable fortunes. New England families were quick to point out that all of their sons were seafaring men, notable examples being the Croninshields of Salem, five brothers; the Derbys including Elias Hacket and Richard Derby, who became famed shipbuilders. Bowditch, the famed mathematician, taught his entire crew including his colored cook, the principles of navigation.
History tells of Silas Talbott of Provincetown enlisting under General Washington and recruiting a company of 60 Provincetown men to handle a small sloop. His operations in Long Island Sound consisted of harassing ^the British merchant ships bringing supplies and provender to General

Noonday scene at the United States Maritime Service Upgrading School, New Orleans, La. Unlicensed personnel enrolled at the school at lunch.

Gates’ army stationed in New York City. His operations were so successful that General Gates found it almost impossible to obtain supplies for his troops.
It is no exaggeration to state that the early economic prosperity of the Colonies and young Republic were founded on the merchant marine industry. The records of early Massachusetts reveal the interesting fact that between 1670 and 1714, the shipyards of the colony launched more than 1,250 vessels, of which approximately 20 percent were for foreign trade. Recognition of this factor was a guiding principle of the Republic’s statesmen in guiding its destinies. Realizing that the future of the Nation would be largely dependent on its ability to maintain commerce with the outside world, the very first act of the First Congress, on July 4, 1789, four months after the Constitution was adopted, was enactment of a law granting a 10-percent tax preference for merchandise carried in American vessels.

With the advent of the nineteenth century, tonnage had increased to 600,000 tons and foreign trade exceeded $140,000,000.
Thomas Jefferson, when Secretary of State, opposing Southern States in their attempt to block legislation benefiting the maritime industry, uttered a warning:

“If we have no seamen, our ships will be useless; consequently our ship timber, iron and hemp; our shipbuilding will be at an end, ships’ carpenters will go to other nations; our young men have no call for the sea; our products carried in foreign bottoms will be saddled with war freight and insurance in times of war.”

So important was the merchant marine industry to this country that a highly indignant Congress heeding the demands of its citizens declared war against a European nation in behalf of American seamen. It was the War of 1812, when the young Republic, resenting the ruthless and unlawful impressment of its American sailors, declared war on the former mother country and thereby successfully established its rights and control. In those days, these sailors were pressed into the sailor gangs of foreign ships which were little more than “floating hells.” Many of these men worked for 8, 10, and even 15 years without receiving a cent of pay. Their sleeping quarters were hovels, badly ventilated, wet and cold. Floggings were the order for every offense—real or imagined, by a superior officer. The food was bad and many died.
The War of the Revolution had found the colonies handicapped by the lack of a naval force similar to what the British Empire possessed. A capable substitute was found in the numerous vessels owned in the Colonies which were converted to men-of-war, manned by the seamen of the country and led by daring and intrepid masters who fought against and overcame incredible odds. From these early days of the Republic emerged the legendary names of masters who later became the Nation’s famous statesmen, merchants, shipowners, and captains.

Instruction for deck officers at Upgrading School, 100Q Geary Street, San Francisco, Calif. Ä

Our merchant marine is older than our Navy—the latter being started by such famous masters of merchant vessels as Commodore John Barry (“Father of the American Navy”), and Captain John Paul Jones.
These men, and others like them, converted their craft to naval vessels and by their stirring deeds and daring exploits, built up the naval traditions which today we so proudly acclaim.
In the years that immediately followed the War of 1812, the fortunes of this Nation prospered by leaps and bounds and the gage of its prosperity was measured by the rapid growth of its merchant marine industry. American sails flecked every sea and our national ensign was a familiar sight in every world port of importance.
Many of these vessels, the products of community enterprises, proved to be the training ground of famous masters. The Salem ship George, built in 1814, and owned by the famous Salem merchant, Joseph Peabody, in 25 years of operation signed on almost 7,000 seamen. The sailors aboard were usually native-born lads, under 21, whose main ambition was to become masters and master the technique of navigation. The George was one of the first nautical training vessels and young lads with the right stuff were certain of advancement. From her crews came 45 Masters, 20 Chief Mates and 6 Second Mates. Other noted mariners who began their training as young lads were the kinsmen of later presidents—Amasa Delano and Richard Cleaveland. Among Captains who followed them can be included Capt. Samuel Samuels, master of the packet Dreadnought who, in 1860, made the fastest trans-Atlantic passage ever recorded by a sailing vessel—9 days and 17 hours. Another is Captain Bob Waterman who in , the Natchez and later in the Sea Witch, completed many fast, daring passages in the China tea trade.
This period, known as “the Roaring Forties” constitutes a fabulous decade or more when the maritime supremacy of the Union rode its highest crest. Major factors in this incredible era were the skill of American shipbuilders in designing the crack packets and clippers with their towering masts carrying full canvas; the finding of gold on the banks of the Sacramento River; jgapnd the opening of the railroads and new trading accounts to the Pacific.

LIFEBOAT DRILL
Seaman enrolled at the U S M S Upgrading School, NMU Headquarters, New York City, N. Y., get practical instruction in lifeboat drill as preparation for tickets as Certificated Lifeboatmen.

LIFERAFT DRILL
An important part of the upgrading course for rating as Able Seaman is the instruction on abandonship methods. Here, enrollees have set up canvas shelters on a modern life raft and are enjoying a few moments of relaxation

Sutter’s discovery of gold brought on a mad, head-on scramble to reach the West Coast and obtain a full measure of the wealth that could be dug from the earth and rivers. Long queues of prospectors before shipping offices eagerly sought passage on the fast clippers around the Horn. Expeditions were planned and all kinds of vessels fitted out. High premiums were offered to the masters to crack on sail to round the Horn in record breaking time. £
Then followed a half century of decline brought on by the War of the States, the development of the railroad, the opening of the West, the beginning of our industrial age and a gradual apathy io oyr maritime commerce brought on by the easy wealth that could -pee obtained ashore. Each succeeding decade saw the pace of decline grow swifter; and continue right up to World War I. This conflict saw a revival of the merchant marine. Over three billion dollars was spent to build ₑ a fleet of cargo vessels to supply the oversea forces and Allied Nations. Temporarily, it regained a top-ranking place for the Nation, but the position was shortlived. After the war, the vessels were scrapped, others lay idle at docks or at anchor, rusting away in harbors. Foreign competitors, benefiting from Government subsidies, low rate structures, lower pay scales, etc., carried what foreign trade was available. A sad commentary on this state of affairs is, that while American vessels lay idle and American seamen were on the beaches, foreign vessels steamed out of American harbors loaded “full and down.”
A decade passed before any step was taken to revivify this Nation’s merchant marine industry. Though the industry might be in eclipse and foreign nations control the large percentage of interocean trade; our laws served to keep coastal commerce alive and the traffic in ore and coal on the Great Lakes was maintaining a steady and healthy rate of progress. Small and patriotic groups were active and seeking congressional action that would provide a long range program beneficial to the industry.
Surveys and statistics revealed alarming trends that clearly indicated a dangerous condition. Congress acted and in 1936 passed the “Merchant Marine Act of 1936” which has become known as the “Magna Charta of our

BAKERS’ CLASS
Upgrading men at the Cooks and Bakers Course, United States Maritime Service Upgrade School, New Orleans, La., learn the fine points of preparing batter for bread. Academic study provides a thorough knowledge of chemical reactions which take place in yeast and baking process.

ENGINEERS’ CLASS
Enrollees at the United States Maritime Service Upgrade School, San Francisco, Calif., attend a lecture on fuel consumption and saving. Instructors are all licensed engineers with years of practical experience to impart to the embryo Chief Engineers.

Maritime Industry.” Through presentation of factual data at joint congressional committee hearings, the act provided for an expansion of our ocean trade through subsidies to operators and shipbuilders, and the training of an American citizen personnel, to man the ships.
While these events were taking place in the United States, the war clouds were gathering over Europe. The signs were visible that this country would again be forced to enter the conflict, and as 25 years before, a large merchant marine would become necessary. The Lend-Lease Act of 1939 accelerated the new shipbuilding program. Our entry into the conflict in December 1941 meant an all-out effort to build a vast gigantic fleet-—the largest ever known to the world—to supply our expeditionary forces waging war on a global front.
Today, our seamen are needed to man these ships convoying supplies to our overseas forces and Allied Nations. Tomorrow, they will be needed to carry supplies to a war weary world attempting to rebuild itself. It is an inescapable conclusion that America has learned its lesson and its merchant marine industry is vital to economic prosperity and progress and affords a strong auxiliary arm to the Navy in time of national emergency.

UNITED

STATES

MARITIME

SERVICE

Seafaring—A Specialized Profession

SEAFARING is a specialized profession. The skill and knowledge needed require years of experience and training to acquire. Unlike the system in use during the early days of our Republic when a testimonial letter from the master of a vessel was sufficient to earn advancement with the owner or operator of a merchant fleet; the profession of seafaring today is divided into various departments aboard the vessel and graded occupations.
The change or evolution to the present system of ratings and designated duties specified by law and regulations was brought about by a number of factors. Chief among them being safety for passengers, crew, and vessel, the change to steam and motor propulsion and the setting up of a governmental bureau in charge of all phases of merchant marine operation, building, and manning.
Today, to obtain a raise in grade, the seaman must successfully pass an examination prepared by the authority supervising control over the maritime industry. The changes through the years from the simple sailing ships to the highly complex vessels now being built have made adequate training for a career at sea a necessity. The United States Maritime Service Upgrading Schools have been established to provide seamen with the facilities for acquiring the necessary knowledge and experience required to qualify for raises in grade or rating.
F The policy of the Federal Government covering this matter in respect

NAVIGATION EQUIPMENT USES are explained by an USMS instructor to a class of deck officers. Navigation class at New Orleans USMS Upgrade School.

PROPER SEIZING
METHODS are taught to two ordinary seaman studying for Able Seamen ratings. Instructor supervises seaman handling fid and twine while shipmate watches procedure. USMS Upgrade School, NMU Headquarters, New York.

BEEF CUTS AND USES are explained to a stewards class by means of charts and illustrations. Graduates acquire the knowledge to prepare proper diets and tastier meals.

to training and upgrading seamen is stated in the Merchant Marine Act of 1936, as follows:

It is necessary for the national defense and development of its foreign and domestic commerce that the United States shall have a Merchant Marine (A) sufficient to carry its domestic water-borne commerce and a substantial portion of the water-borne export and import foreign commerce of the United States and to provide shipping service on all routes essential for maintaining the flow of such domestic and foreign water-borne commerce at all times, (B) capable of serving as a naval and military auxiliary in time of war or national emergency, (C) owned and operated under the United States flag by citizens of the United States insofar as may be practicable, and (D) composed of the best equipped, safest, and most suitable types of vessels constructed in the United States and manned with a trained and efficient citizen personnel. It is hereby declared to be the policy of the United States to foster the development and encourage the maintenance of such a Merchant Marine.

In furtherance of this policy as it pertains to the training program outlined and provided for in the act of 1936, the United States Maritime Service, a unit of the War Shipping Administration Training Organization, is charged with the responsibility for training and providing upgrading courses for the seamen of our merchant marine.
As stated before, seamen desiring to raise their grades, under existing laws and regulations must submit to examinations to qualify. The first act toward setting up such regulations was taken by Congress in 1838 when the two legislative bodies passed the Steamboat Inspection Service Act of 1838. The legislation aimed to provide better safety and security for passengers on vessels propelled by steam. Owners were required to hire competent engineers to operate the vessels; have the hulls and machinery inspected regu-

COOKS AND BAKERS TRAINING...

APPETIZING DELICACIES
prepared with a sure understanding add much to seafare and its enjoyment by seamen. Here an embryo cook prepares a delicious “pig in a blanket”, made in a wrapper of cabbage.

MODERN MIXING MACHINES
are necessary for cutting down manual labor. It is essential that cooks and bakers know how to use these machines to save time and reduce labor.

MIXING BREAD BATTER
by hand is an enjoyable occupation for the ship’s baker when he knows that he has the proper ingredients in the right amounts to use for the batter. Cooks and Bakers Upgrading Courses offer complete training facilities.

larly and provide the vessels with lifeboats, fire pump, hose and other safety equipment.
Subsequent acts of Congress in 1852, 1864, and 1866, established the present Bureau of Marine Inspection and Navigation (now under the jurisdiction of the United States Coast Guard) and added additional regulations relating to ships safety, etc.
The first important bit of legislation which affected the grades, requirements and examinations for ships’ crews, was passed in 1871. This law provided for the adoption of rules of the road; brought ferry boats, tug boats and freighters under the authority of the Steamboat Inspection Service and set up examining boards to review the qualifications of applicants for masters, chief mates, pilots, engineers and mates licenses. Powers of revocation and regulations governing the issuance of licenses were included in the statute.
In 1898, the Steamboat Inspection Service was given authority over licenses issued on the Great Lakes, Bays Sounds and rivers of the United States.
In 1915, the first important and far-reaching legislation affecting crews of our merchant ships was enacted. This statute known as the “La Follette Seaman’s Act” and “The Merchant Marine Act of 1915” was primarily the result of a movement started on the West Coast among the sailors and led by a famous sailor, Andrew Furuse th.
Furuseth had sailed before the mast for many years. He raised his voice in protests against the shanghai methods used in impressing sailors; the loggings, floggings, living conditions aboard ships and the ruthless tyranny exercised by officers and owners. Despite intense opposition, the conditions Furuseth and his followers complained about could not be denied. Senator Robert La Follette championed the cause of the sailors and the bill became law.

Under its provisions, watches for crew were mandatory; no work in harbor on Sundays or holidays was permitted; required the master to pay off the crew within 48 hours at the end of the voyage; provided for payment of part wages in foreign ports; set up procedure to recognize crews’ complaints about safety conditions, etc., aboard; set up regulations for adequate and proper berthing of crew; created sanitary regulations; outlined the punishable offenses for misconduct by members of a crew; prohibited corporal punishment; prescribed the complement of every vessel over 150 gross tons; and established the qualifications for ratings as Able Seaman and Certificated Lifeboatmen.
The provisions contained in the La Follete Act of 1915 are essentially the same as those in force today. The present system of ratings for Ordinary Seamen, Able Seamen, Fireman-Watertenders, Oilers, Mates and Engineers, etc., is directly founded upon the articles contained in the 1915 act.
The Merchant Marine Act of 1936 was the next important piece of legislation affecting seamen. Its provisions have already been started. Under the latter, the present system of training and upgrading represents the finest opportunity that seamen have ever enjoyed in the history of the maritime industry. The regulations, procedure for enrolling for upgrading courses and pay while attending upgrading school are hereinafter outlined.

. 23

The United States Maritime Service has established four types of Upgrade Schools. These schools offer complete facilities to enable members of the merchant marine to advance their grades and rates in every department aboard ship.

Herein is contained a digest of the regulations which cover the qualifications needed by seamen who desire to enroll in any one of the four types of Upgrade Schools.

DIGEST OF REGULATIONS FOR Q

Upgrade training courses
offered by the U. S. Mari- Minimum sea time require
time Service to qualified
seamen
U. S. MARITIME SER
30-day course_______________ 6 months’ minimum service i
partment.
2 weeks’ course______...... 9 months’ minimum service i
partment.
Graduates of USMS Training
have successfully complete
Seaman course and possess
3 months’ sea time in the dec
U. S. MARITIM
3 weeks’ course.___________ 12 months’ minimum service
partment.
U. S. MARITIME SH
Officer-Candidate school, 14 months’ minimum sea timi
4-month course (mates or engine departments.
engineers). ----------$
U. S. MARITIME SE
To second mates licenses... 6 months’ minimum sea time
license as third matçj^,
Do_____________________ 12 months’ minimum sea tini
department.
To chief mates licenses______ 6 months’ minimum Sea tim
partment while holding 2d n
12 months’ minimum sea tin
partment while holding 3d
6 months’ minimum sea tim
partment while holding mas
12 months’ minimum sea tiir
partment while holding mas
U. S. MARITIME SEH
<
To second assistant engi- 6 months’ minimum sea time
neer’s license. department.
or
3 years as machinist trade ai
minimum 6 months’ service
partment.
or ■
3 months’ minimum service,
department.
To first assistant engineer As graduate of recognized mal
license. cal engineering school of teel
months’ minimum service,
partment.
6 months’ minimum service
partment while holding 2d
neer license.
or
12 months’ minimum service
partment while holding 3d
neer license.
or
3 months’ minimum service
partment while holding Istlf
neer license (motor
U. S. MARITIME SE
To cook and baker__________ 4 months’ minimum sea time i
partment.

UALIFYING FOR U. S. MARITIME SERVICE UPGRADE COURSES

1 Types of vessels Rating obtained after
ed to qualify Minimum grade or ca- successful comple- Total pay earned while
pacity aboard ship tion of upgrading attending upgrade
employed as--- training schools
IVICE UPGRADE REGULATIONS FOR ABLE-BODIED SEAMAN COURSES1
Ocean-going, coastwise $66 per month plus $3
or Great Lakes vessels, per day for food and
minimum 100 gross lodging.
in tne deck ae- tons. Ordinary seaman________ Able-bodied seaman_____ Do.
in the deck de- _____do___________ _____do__________ . do Do.
g stations who -----do______________ _____do.„*______ do
ed Apprentice
a minimum of
ck department.
IE SERVICE UPGRADE REGULATIONS FOR BOATSWAIN’S RATING 1
m the deck de- Ocean-going, coastwise Ordinary seaman________ Boatswain._____________ I $66 per month, plus $3
or Great Lakes vessels, per day for food and
minimum 100 gross lodging.
tons.
|YICE UPGRADE REQUIREMENTS FOR OFFICER-CANDIDATE SCHOOLS
nn the deck or Ocean-going, coastwise Ordinary or able-bodied Third mate or third as- $126 per month. Food,
r---------- or Great Lakes vessels, seaman or in engine de- sistant engineer. lodging, uniform and
minimum 100 gross partment as a qualified fi textbooks provided.
tons. member.
ÌRVICE UPGRADE REQUIREMENTS FOR LICENSED OFFICERS (MATES) 2
Ocean-going, coastwise
or Great Lakes vessels, As third mate___________
minimum 100 gross Assistant (junior watch
while holding tons. officer) to the officer in Second mate.. .
ne in the deck -----do___________________ charge of the watch. _____do...................
re in deck de- _____do___________________ Second mate____________ Chief mate See page 43 for
nate’s license, pay scale.
ne in deck de- ____do__________________ Third mate________ . do
mate’s license,
re in deck de- Great Lakes .. Master________________ . .do
ter’s license.
ne in deck de- Lakes, bays and sounds ____ .do_______________ do
ter’s license.
LVICE UPGRADE REGULATIONS FOR LICENSED OFFICERS (ENGINEERS) 2
in the engine Steam vessels in any
pprentice plus waters, minimum 100 Second assistant engi-
9 in engine de- gross tons. Third assistant engineer. neer. See page 43 for
-•____do__________________ Any capacity.... do pay scale, etc.

pn the engine Qualified member of en-
Ine, or electri- gine department and
Inology, plus 6 holding 2d assistant
in engine de- _____do____________________ engineer license motor. _____do___________________
_____do___________________ Any capacity___________ _____do........
1 Length of course reduced
in engine de- Steam vessels of 100 gross if enrollee possesses U. S.
assistant engi- tons minimum. Coast Guard Lifeboat Cer-
in engine de- do tificate.
First assistant engineer.. 2 Men on active duty in
assistant engi- _____do___________________ the U. S. Maritime Service
in engine de- _____do___________________ Second assistant engineer. do receive pay, quarters, sub-
assistant engi- Third assistant engineer. sistence and dependents’
---__ First assistant engineer allowance according to their
(motor . commissioned grade.
RVICE UPGRADE REGULATIONS FOR COOKS AND BAKERS SCHOOLS
n stewards de- Ocean-going, coastwise. Messman or utility man Cook and baker_______ $54 per month plus $3
Great Lakes, lakes, in the steward’s de- per allowance for quar-
bays, river or sound partment: ters and subsistence.
vessels, minimum 100 ■
gross tons.

TRAINING
TO BECOME
ABLE SEAMEN

ABOVE: ROPE AND CABLE SPLICE

ABOVE: CANVAS WORK

/ RULES OF THE
ROA D j-—»/

USMS UPGRADE REQUIREMENTS FOR COURSE OF TRAINING TO BECOME AN ABLE-BODIED SEAMAN

GETTING INFORMATION

PRESENTING CREDENTIALS

PHYSICAL EXAMINATION

ABLE-BODIED SEAMAN UPGRADING REQUIREMENTS

Applicants for enrolling in the Able-Bodied Seaman upgrading school will be accepted for such course of training provided they meet the following requirements:
(a) Proof of U. S. citizenship.
(b) Be not less than 18 years of age.
(c) Possess seaman’s papers including Certificate of Identification and Certificate of Service. ♦
(d) Possess U. S. Coast Guard pass.
(e) Possess sufficient Deck Discharges signed by Master covering minimum sea-time requirements for the particular course of A. B. training desired.

SEATIME NECESSARY

Three courses of Able Bodied Upgrading Training are available to seamen who desire to enroll. These courses are based on the requirements needed to qualify a seaman for his examination for his A. B. Ticket and Lifeboat Certificate. Men who have been employed on ocean coastwise, and Great Lakes vessels (100 gross tons or over) will be accepted.

ACCEPTED AND ENROLLED

In cases where the seaman has already received his lifeboat certificate, the course of training is naturally shortened through this part of the course being eliminated. (See pp. 24 and 25 for requirements of sea time, etc., necessary to qualify for Upgrading School.

SUBJECTS TAUGHT
The Able-Bodied Seaman’s Course is designed to thoroughly cover those subjects necessary for the seaman seeking that particular rating to know. No unnecessary subjects are taught; the course being streamlined to meet basic requirements.
Major subjects (which the applicant will be taught) include: Rules of the road including lights, sound signals, passing situa-' tion signals, etc.,for look-out duty; wire and rope splicing; semaphore and blinker signalling; handling lines and rigging; lifeboat and abandon ship operation; quartermaster duties, etc.

Photos used on this page were made at the USMS Upgrade School located at National Maritime Union Headquarters, New York City.

GETTING ON THE PAY ROLL*

CLASS ASSIGNMENTS

MEETING CHIEF INSTRUCTOR

FIRST DAY IN CLASS

SEAMANSHIP CLASS

RIGGING INSTRUCTION

EARN WHILE LEARNING

While attending A. B. School, men are paid at the rate of $66 per month, plus $3 per day for quarters and subsistence. Your pay begins the day you are accepted and sworn into the U. S. Maritime Service. Men absent from training for any reason lose their pay, subsistence and quarters allowance for each day of absence.

FARE AND MEALS

Seamen accepted and enrolled for Able-Bodied Upgrading Course of training are provided with fare and meals from the point of enrollment to Upgrade School. Fare is not paid from the Upgrade School to return point of enrollment. Men who , desire to return to the city where they were enrolled, do so at their own expense.

QUARTERS AND
SUBSISTENCE
I
In addition to the monthly base rate of pay, an allowance of $3 per day is paid to the upgrading enrollee in lieu of meals and sleeping quarters. Little difficulty has been found by men attending the Upgrade Schools in securing lodgings and convenient restaurants serving medium-priced meals.

RIGGING A BOSUN’S CHAIR

PHYSICAL QUALIFICATIONS
AND MEDICAL FACILITIES
In case of sickness, the U. S. Maritime Service provides complete medical facilities including medical care and hospitalization. Applicants before being accepted are required to meet physical standards to become eligible. Although the physical standards set up are not severe, applicants must be able to pass the “vision” tests including color sense. Men wearing glasses with corrected vision are accepted, provided eye tests show a minimum of 20/40 in one eye and 20/70 in the other.
Boatswain training is available to seamen possessing the minimum required sea time who are color blind.

SEAMEN’S DISCHARGES
No applicant will be considered for Upgrade School who does not possess the required sea time as outlined on pages 24 and 25. It is important that proof of this sea time be submitted at the time of application. Records which are acceptable and proof of such required length of sea service include (a) Certificate of Discharge signed by the Master showing the name of the vessel, capacity employed, length of voyage, date of shipment and discharge, vessel’s tonnage and nature of voyage; (b) Army Transport Service discharges which provide the same

GRADUATION DAY

RIGGING AND CARGO CLASS

READY*TO SHIP AS A. B.’s

GETTING FIRST ASSIGNMENT

information as must be contained in (a); and (c) Navy transcripts of service, for men who have served in the deck department, which show the rating, names of vessels serving aboard and dates of signing on and off each vessel. Important—Where discharges have been lost, a letter from the steamship company showing the above required information will be accepted.

FINANCES OF
APPLICANTS

Pay starts the day a seaman is enrolled. However, pay day for trainees is every Saturday or upon completion of the course. Seaman should have the necessary funds to carry them through until pay day and should ascertain from the U. S. Maritime Service Enrolling Officer when pay day occurs.

UNITED STATES MARITIME SERVICE GRADUATES

Graduates who have completed the course of training at a U. S. Maritime Service Training Station are required to be in possession of USMS Regular Enrolling Certificate, showing rating of Seaman (2d cl.). Where records proving completion and graduation have been lost, applicant should contact the proper USMS Training Station

and the station’s letter or telegram in reply will be considered sufficient evidence and included with other papers for Upgrading School.

REENROLLMENTS

Men previously enrolled in United States Maritime Service, and then disenrolled previous to completion of the course, are eligible for Upgrading Training and reinstatement.
The applicant should inform the Enrolling Officer of such disenrollment. Latter will refer the case immediately to Headquarters, U. S. Maritime Service, for approval, provided, however, the applicant has the other necessary qualifications.
In cases of disenrollment, no credit for time of training previously received will be given and these men must have the minimum sea time required.

TRAINING FACILITIES

Competent instructors, men with many years of actual sea expeiience, are in charge of the classes. These men, aided by training facilities provided for every phase of A. B. training, will make sure that your course of training enables you to qualify for your A. B. and Lifeboat tickets.

UNITED STATES MARITIME SERVICE UPGRADING TRAINING AT THE OFFICER CANDIDATE SCHOOLS

A 4-Month Course of Training Established For Seamen Qualifying For Third Assistant Engineer and Third Mate Licenses.

LIFEBOAT DRILLS

SAFETY EQUIPMENT USES

SATURDAY REVIEW

USMS OFFICER
CANDIDATE SCHOOLS

Seamen who have completed a minimum of 14 months at sea in the deck or engine department are eligible for enrollment at the United States Maritime Service Officer-Candidate Schools, located at Fort Trumbull, New London, Conn., and at Alameda, Calif.
At Officer-Candidate School, the men receive a 4 months’ intensified course of instruction designed to qualify them for examination as Third Mates or Third Assistant Engineers.
The courses are complete, covering every subject thoroughly and combining the academic with practical instruction. This enables the Officer-Candidate with limited formal education to master such subjects as celo-navigation, piloting, logarithms, electronics, engineering, etc., in addition to the other subjects necessary to qualify as a ship’s officer.

QUALIFICATIONS NECESSARY
FOR OFFICER-CANDIDATE

To qualify for Officer-Candidate School, the following requirements must be met:

USE OF THE SEXTANT

(7) Proof of USA citizenship.
(2) Be not less than 18 years 8 months of age.
(3) Possess seaman’s papers, including Certificate of Identification and Certificate of Service.
(4) Possess sufficient Deck or Engine Discharges signed by Masters covering a minimum of not less than 14 months in the deck or engine department.
(5) Pass physical examination. Examination is not severe. Good eyesight with minimum of 20/40 in one eye and 20/70 correctible with glasses, freedom from contagious diseases or organic diseases is sufficient for admission.
Applicants for enrollment to the Officer-Candidate Schools of the U. S. Maritime Service receive acting appointment ratings ' as Chief Boatswain Mate or Chief Machinists Mate with corresponding base pay of $126 per month, board, and lodgings.

PAY, FOOD, LODGINGS TRAVELING AND FARE
Travel fare and meals are paid for by the Government from the point of enrollment

COLOR GUARD

NAVIGATION CLASS

SEMAPHORE CLASS

WEEK-END LIBERTY

to the school. When the Officer-Candidate successfully completes the course of training and passes the U. S. Coast Guard Bureau of Marine Inspection and Navigation for his license as Third Mate or Third Assistant Engineer, he is assigned to a vessel by the Recruiting and Manning Organization of the War Shipping Administration.

SUBJECTS TAUGHT FOR
THIRD MATES’ LICENSES
The course of instruction enabling Officer-Candidates to sit for examinations for licenses as Third Mates includes the following subjects: (a) navigation, (b) seamanship, (c) cargo handling and stowage, (d) boat handling, (e) rules of the road, (f) inspection rules, (g) mathematics, (h) miscellaneous drills, (i) signalling, and marine history and traditions.

SUBJECTS TAUGHT FOR THIRD ASSISTANT ENGINEER LICENSES
The course of instruction for Engineer Officer-Candidates includes the following subjects and qualifies successful Officer-Candidates to sit for licenses as Third Assistant Engineers. They include: (a) boilers, (b) marine engines and turbines, (c) auxiliary engines, (d) reciprocating engines, (e) electricity, machine shop practice, (f) inspection rules, (g) safety equipment, (h) boat drills, (i) mechanical drawing, (j) first aid, (k) marine history and traditions.

UNIFORMS AND TEXTBOOKS PROVIDED

The United States Maritime Service furnishes certain items of uniform and textbooks. These items cover dress and work uniforms with necessary miscellaneous apparel. They remain the property of the U. S. Maritime Service until the Officer-Candidate successfully completes the courses of prescribed training and graduates.

MEDICAL CARE AND HOSPITALIZATION

The marine hospitals and clinics of the U. S. Public Health Service are available to all officers. At both Officer-Candidate Schools, complete medical facilities including sick bays, dental and medical staffs and " equipment, and pharmacist departments have been established.

APPLICATIONS
FOR ENROLLMENT

Applications for enrollment for Officer-Candidate Training can be secured at any U. S. Maritime Service Enrolling Office. Seamen are required to bring the necessary supporting papers with them for inspection and verification by the Enrolling Officer.

MATES and E|| O 11| EEDC numctnu
UPGRADE COURSES of TRAINING

MATES AND ENGINEERS UPGRADING COURSES

Licensed officer Upgrading Schools established by the United States Maritime Service for raising licenses are located in six of the largest shipping ports in the United States. The addresses of these Upgrading Schools are as follows:

New York City, N. Y., Room 300,39 Broadway.

San Francisco, Calif., 1000 Geary Street.

Seattle, Wash., 1427 Main Street.

Boston, Mass., 25 Warrenton Street.

New Orleans, La., 523 St. Ann Street.

Baltimore, Md.
City College, 33rd St. and the Alemeda.

REQUIREMENTS

FOR LICENSED

OFFICER UPGRADING COURSES

To qualify for the Officer Candidate School applicants are required to submit the following supporting papers and documents:
(7) Proof of U. S. Citizenship.
(2) Certificate of Identification and Certificate of Service.
(3) Possess not less than the minimum sea time proven by discharges in either Deck or Engine Departments required by law. See pages 24 and 25.
(4) Possess the necessary physical qualifications.
(5) Applicants who desire to raise their grade of license to Second Mate, Second Assistant Engineer, First Mate or First Assistant Engineer must be in possession of unexpired licenses in the grade which qualifies them for the next raise. Part of their qualifying sea-time experience under the lower license must have been served since December 7, 1941. See pages 24 and 25.

USE OF NAVIGATION EQUIPMENT

■ ¿1J I 1 111 * ULi i UI4 iHl

PRACTICAL TRAINING

TRAINING COURSE FOR RAISING LICENSES
New classes are formed and begin every week. These classes last for a maximum of 4 weeks and enrollees spend an average of 6 hours per day from Monday to and including Saturday at the Upgrading School. If deemed qualified before the end of 4 weeks they are allowed to set for licenses.
The courses are so designed as to present all the necessary technical and academic knowledge which the officer must possess to qualify for his examination before the U. S. Coast Guard Merchant Marine Inspection Service examiners.
Complete facilities for both Deck and Engine Departments have been established and a corps of experienced licensed officers are in charge of the classes. These men are well qualified to impart the necessary. knowledge required for the examination. If enrollees apply themselves to consistent study during the course of training, they will experience little difficulty in successfully raising their licenses.

RATE OF PAY
WHILE TRAINING

United States Maritime Service enrollees seeking to raise their license are paid the base salary in the rank to which they belong in addition to quarters and subsistence. Members enrolled for upgrading training for licenses as Second Mates or Second Assistant Engineers are enrolled with the rank of Lieutenant (Jr. Gr.) and receive a base pay of $166.67 per month plus the regular allowances for that grade depending upon dependents listed. Members sitting for First Mate or Assistant Engineer licenses are ranked as Lieutenants (Sr. Gr.) and receive a monthly base pay of $200 plus quarters and subsistence according to dependents listed. i

Rates of basic pay and allowances with and without dependents of commissioned officers

WITH DEPENDENTS

Total
Per Rent- Sub- pay
Rating month al sist- plus
ence allow-
ance
Lieutenant_______ $200.00 $90.00 $42.00 $332.00
Lieutenant (j. g.)___ 166.67 75.00 42.00 283.67
Ensign______________ 150.00 60.00 42.00 252.00
WITHOUT DEPENDENTS
Lieutenant_____ $200.00 $75.00 $21.00 $296.00
Lieutenant (1. g.)... 166.67 60.00 21.00 247.67
Ensign______________ 150.00 45.00 21.00 216.00

Licensed officers not enrolled or desiring to enroll in the U. S. Maritime Service receive standby wages according to a scale developed by the Recruiting and Manning Organization, War Shipping Administration, as follows:
(a) Enrolled for Second Mate or Second Assistant Engineer Courses at $4 per day pay plus $4 allowance for quarters and subsistence ($240 per month).
(¿) Enrolled for First Mate or First Assistant Engineer Course receive $5 per day standby wages plus $4 per day for quarters and subsistence ($270 per month).
The subjects taught at the U. S. Maritime Service Upgrading Schools for Licensed Officers include such subjects as:

MATES
Celestial navigation Piloting
Cargo handling
Rules of the road
Inspection rules
Eirst aid and safety appliances
Seamanship
Signaling
Boat handling

ENGINEERS
Marine engines
Boilers
Auxiliary engines Reciprocating engines Inspection rules
First aid and safety appliances
Electricity
Machine shop practice
Turbines and diesels

MISCELLANEOUS INFORMATION
Fare and meals for travel are paid for from the point of enrollment to the Upgrading School.
Time spent at Upgrading School is not applied against furlough time allotted by Selective Service Draft Boards.
Textbooks are furnished for study uses, remaining the property of the U. S. Maritime Service.
Days absent from courses are deducted from your weekly pay.

INSTRUMENT STUDY

INSTRUCTOR DEMONSTRATION

ENGINEERING LECTURES

UNITED STATES M A R I T I M E S E R V f< E
COOK and BAKERS
UPGRADING TRAINING
COURSES j .

REGULATIONS FOR COOKS AND BAKERS UPGRADE COURSES

According to Napoleon, an army travels on its stomach. The adage holds true for our men of the merchant marine. Food, properly planned in diets and prepared with skill and knowledge, appetizingly served is a big factor in keeping a crew healthy, happy and satisfied.
Unitéd States Maritime Service Upgrade Schools have been established for cooks and bakers with that idea in mind ... to provide a steward department personnel qualified to serve good food aboard our merchant ships.
The regulations governing the enrollment of men for the Cooks and Bakers ^Schools are relatively simple. Men who possess the following qualifications will be enrolled for the upgrading courses:
(1) Possess proof of citizenship.
(2) Certificate of Identification and Certificate of Service.
(3) Pass a physical examination.
(4) Possess sufficient discharges signed by the Master after Chief Steward’s approval supporting the minimum sea time required.

SALAD PREPARATION

FRESH FROM THE OVEN

TESTING A ROAST

CHART LECTURES

METHODS OF MEAT CUTTING

CLASS IN MEAT PREPARATION

PAY, FARE, MEALS, AND QUARTERS

Men enrolled for the Cooks and Bakers course will be rated as Stewards Mates (2d. cl.). Pay, based on that rating, is $54 per month with $3 per day allowance for meals and quarters, a total of $144 per month.
Railroad fare and meals from the point of enrollment to the upgrade school are paid by the Federal Government. No uniforms are provided. However, necessary textbooks, etc., are furnished enrollees during the training course period.

COOKS AND BAKERS TRAINING OUTLINED

The United States Maritime Cooks and . Bakers Upgrading Training Course is complete. Every facility used aboard ship is provided to enable enrollees to acquire a thorough knowledge of food and its preparation.
Important subjects covered in tne training course include the following:

Dietetics
Bill of fares
Meats, study of
Salads and their preparation
Vegetables and their preparation
Pastries and their preparation

Modem baking methods
Chemical analysis and study of foods
First aid
Boat drills
Safety at sea trailing

Every subject covered in the course of training combines the academic and practical method. The result of this intensified method of study procedure enables the future Chief Cook to obtain a thorough knowledge and understanding of his duties aboard ship. He learns the chemical reaction caused by salt water upon yeast when used as a substitute for fresh water. Charts
// 1

which show the important parts of a steer, hog, lamb or poultry and correct methods of severing and preparation for roasts, stews, fries, etc., are studied and explained in lecture courses by competent instructors.
Much emphasis is placed upon salads and their preparation. Native foods and fruits which may be purchased in various ports throughout the world are studied because it offers the steward an opportunity to vary diet and take advantage of native products available in local markets.
Pastries including pies, cakes, rolls, cookies are prepared in the classes and the results analyzed. The practical phases embodied in the course of training enable enrollees to learn their weaknesses and correct inherent baking and cooking faults.

U. S. MARITIME SERVICE APPRENTICE GRADUATES

Graduates or men already enrolled in the United States Maritime Service will be recalled to active duty with the pay and grade of Stewards Mate (2d cl.).

LENGTH OF TRAINING

The Cooks and Bakers course of upgrade training is approximately 30 days. Failure of enrollees to report for instruction will result in pay deductions based on the number of days absent. Time spent in attendance at the U. S. Maritime Service Cooks and Bakers Upgrade School does not count against furlough time ashore permitted under Selective Service Regulations.

CLASS IN SALAD PREPARATION

PREPARING FRUITS AND VEGETABLE!

FINISHED PASTRY PRODUCTS

ONVENIENTLY LOCATED!

It is easy to enroll for Upgrading Training in the United States Maritime Service Upgrade Schools. Enrolling offices are located in all of the important coastal ports. Applicants are urged to bring all necessary papers when seeking an interview with the Enrolling Officer.

U. S. MARITIME ENROLLING OFFICE LOCATIONS

BOSTON, MASS., Room 101, 177 Milk Street.
PORTLAND, MAINE, Room 17, 312 Fore Street.
NEW HAVEN, CONN., 1044 Chapel Street.
NEW YORK CITY, N. Y., Room 101, 45 Broadway.
PHILADELPHIA, PA., Room 330, 100 South Broad.
BALTIMORE, MD., 209 East Fayette Street.
NORFOLK, VA., 119 Tazewell Street.

NEW ORLEANS, LA., 726 Common Street.
HOUSTON, TEX., 1305 Prairie Street.
PORT ARTHUR, TEX., 208 Bluestein Building.
LOS ANGELES, CALIF., 514 West Sixth Street.
SAN FRANCISCO, CALIF., 1000 Geary Street.
PORTLAND, OREG., 520 Southwest Morrison Street.
SEATTLE, WASH., 808 Second Avenue.

ENROLL NOW FOR UPGRADING TRAINING Address Written Applications To: COMMANDANT UNITED STATES MARITIME SERVICE WAR SHIPPING ADMINISTRATION TRAINING ORGANIZATION, WASHINGTON 25, D. C.
U. S. GOVERNMENT PRINTING OFFICE: 1944

at a U. S. MARITIME SERVICE UPGRADE SCHOCH

ABLE-BODIED SEAMEN * OFFICER CANDIDATES * LICENSED OFFICERS ★ COOKS AND BAKERS