Amerika Qo'shma Shtatlari savdogar dengizining tarixi - History of the United States Merchant Marine

Shuningdek qarang: Amerika Qo'shma Shtatlari Merchant Marine

Serialning bir qismi
AQSh dengiz tarixi

The Amerika Qo'shma Shtatlarining dengiz tarixi Amerika Qo'shma Shtatlari tarixidagi keng mavzudir. O'quv predmeti sifatida u Amerika Qo'shma Shtatlarining okeanlar, dengizlar va dunyoning asosiy suv yo'llari bilan munosabatlarini tushunishga qaratilgan bo'lib, standart fanlar chegaralarini kesib o'tadi. Diqqat savdo kemalari va kemalarni moliyalashtirish va boshqarish bilan bog'liq. Uyda bo'lgan dengiz savdosi kemasi keng xorijiy tijorat uchun muhim emas. Aslida yuk tashish savdosida bevosita qatnashishdan ko'ra boshqa davlatlarni yollash arzonroq bo'lishi mumkin. Boshqa tomondan, ma'lum bir afzalliklar mavjud, xususan urush paytida, bu hukumatning agressiv savdogar dengizini saqlashga da'vat qilishi mumkin.[1]

Tarix

Dastlabki tarix

The dengiz tarixi Qo'shma Shtatlar birinchi muvaffaqiyatli ingliz mustamlakasiga 1607 yilda tashkil topgan davrga qaytadi Jeyms daryosi da Jeymstaun. 17-asrning oxirlarida ko'chmanchilarning yangi to'lqini paydo bo'lguncha va Angliyaga tamaki eksporti asosida tijorat qishloq xo'jaligini tashkil qilguniga qadar u o'nlab yillar davomida tinim bilmas edi. Ko'chmanchilar Amerikaga otlar, qoramollar, qo'ylar va cho'chqalar, shuningdek, asbob-uskunalar va zamonaviy texnologiyalarni olib kelishdi. Shimoliy Amerika mustamlakalari tashkil topgan dastlabki kunlardan boshlab kemasozlik asosan mustamlakachilar e'tiborini jalb qilgan sohalardan biri edi. Amerika inqilobi boshlangan paytda va undan keyin uzoq vaqt davomida Yangi Angliyadagi odamlarning ko'pi, aslida kemalar qurilishiga qo'yilgan cheklovlarga qaramay, qishloq xo'jaligiga qaraganda kema qurish va kema suzib yurish bilan shug'ullanishgan. Ingliz mustamlakalari. Ushbu davrda Massachusets shtatining har yuz aholisi uchun bitta kemaga ega bo'lishi taxmin qilingan. Mustaqillik Deklaratsiyasini har to'rtinchi imzolagandan biri kema egasi yoki kema kapitani bo'lgan.[2]

18-asr

1776 yilgacha ingliz mustamlakachilari sifatida Amerikaning savdo kemalari himoya qilingan Qirollik floti. Shimoli-sharqdagi yirik portlar savdo yuk tashishga ixtisoslasha boshladi. Asosiy yuklarga tamaki, shuningdek, Janubiy koloniyalarning guruch, indigo va dengiz do'konlari kirgan. Boshqa koloniyalardan otlar, bug'doy, baliq va yog'och eksporti eksport qilindi. 1760 yillarga kelib Yangi Angliya rivojlangan kema qurish sanoatining markazi edi. Importga barcha turdagi ishlab chiqarilgan mahsulotlar kiradi.[3]

Inqilobiy urush

Qo'shma Shtatlar savdogar dengiz piyoda qatnashgan birinchi urush bu edi Amerika inqilobiy urushi, 1775 yildan 1783 yilgacha davom etgan. 1775 yilda Kontinental Kongress va chiqarilgan turli koloniyalar Markning xatlari deb nomlanuvchi xususiy, qurollangan savdo kemalariga xususiy shaxslar dushman savdo kemalarida o'lja olish uchun harbiy kemalar sifatida jihozlangan. Ular AQShning sharqiy dengiz sohilida va Atlantika okeanining narigi qismida ingliz ta'minot zanjirini to'xtatdilar va savdogar dengiz piyodalarining urushdagi roli boshlandi. Bu ikkalasidan ham oldinroq Amerika Qo'shma Shtatlari sohil xavfsizligi (1790) va Amerika Qo'shma Shtatlari dengiz kuchlari (1797). Davomida Amerika inqilobi, 1778 yil tufayli Amerika kemalari Frantsiya nazorati ostida bo'lgan Ittifoq shartnomasi ikki mamlakat o'rtasida.[4]

1783–1790

Ammo 1783 yilga kelib, inqilob tugashi bilan Amerika o'z tijorat va fuqarolarining xavfsizligi uchun faqat javobgar bo'ldi. O'rta dengizdagi kemalarini himoya qilish uchun zarur bo'lgan dengiz kuchlarini jalb qilish vositasi yoki vakolatsiz Barbariy qaroqchilar, yangi paydo bo'lgan AQSh hukumati amaliy, ammo oxir-oqibat o'z-o'zini yo'q qiladigan yo'lni tanladi. 1784 yilda Amerika Qo'shma Shtatlari Kongressi qaroqchilarga o'lpon to'lash uchun pul ajratdi.[4]

Shuningdek, 1784 yilda Boston navigatorlari Tinch okeanining shimoli-g'arbiy qismiga suzib, AQShning mo'yna savdosini ochdilar.[5]

Kapitan Uilyam Beynbridj ga o'lpon to'lash Dey

1785 yilda Dey ning Jazoir Amerikaning ikkita kemasini garovga oldi va o'z ekipajlari uchun 60 ming AQSh dollar miqdorida to'lov talab qildi. Keyin Frantsiyadagi elchi Tomas Jefferson to'lovni qabul qilish ko'proq hujumlarni rag'batlantiradi, deb ta'kidladi. Uning e'tirozlari tajribasiz Amerika hukumatining karlarga quloqlariga tushib, ichki kelishmovchiliklar tufayli chet elda kuchli kuch namoyish etish uchun. AQSh Jazoirga to'lovni to'ladi va keyingi 15 yil ichida Amerika kemalarining xavfsiz o'tishi yoki garovga olingan amerikaliklarning qaytishi uchun yiliga 1 million dollargacha to'lashni davom ettirdi. Xususiy davlatlarga to'lov va o'lpon uchun to'lovlar 1800 yilda Qo'shma Shtatlar hukumatining yillik daromadlarining 20 foizini tashkil etdi.[4]

Jefferson o'lponni to'xtatish uchun bahslashishda davom etdi Jorj Vashington va boshqalar. 1794 yilda Amerika harbiy-dengiz floti tomonidan ishga tushirilishi va natijada dengizda o't kuchining kuchayishi bilan Amerikada "yo'q" deyish imkoni paydo bo'ldi, garchi hozirgi kunga kelib qadimgi o'lpon odatini bekor qilish qiyin edi. Katta darajada muvaffaqiyatli e'lon qilinmagan urush 1790-yillarning oxirlarida frantsuz xususiylari bilan Amerika dengiz kuchi dengizda millat manfaatlarini himoya qilish uchun endi etarli ekanligini ko'rsatdi.[4] Ushbu keskinliklar sabab bo'ldi Birinchi barbar urushi 1801 yilda.

Tinchlik shartnomasidagi (1783) tijoratga oid yagona band Missisipi kemalari AQSh uchun abadiy bepul bo'lishini kafolatlaydigan shart edi. Jon Jey bu vaqtda Buyuk Britaniya bilan o'zaro savdo qoidalarini ta'minlashga harakat qilgan, ammo natijasiz. 1783 yilda Pitt Britaniya parlamentiga Qo'shma Shtatlar va Buyuk Britaniya mustamlakalari o'rtasida erkin savdo-sotiqni ta'minlaydigan qonun loyihasini kiritdi, ammo parlament ushbu qonunni qabul qilish o'rniga 1783 yilgi Buyuk Britaniyaning Navigatsiya to'g'risidagi qonunini qabul qildi, u faqat Britaniyada ishlab chiqarilgan kemalar va boshqariladigan kemalarni portlarga qabul qildi. G'arbiy Hindistondagi va boshqa ingliz portlaridagi Amerika kemalariga og'ir tonnajli to'lovlarni to'lagan. Bu 1786 yilda amerikalik kemalarni qalbakilab ro'yxatdan o'tkazishni oldini olishga qaratilgan yana bir harakat va 1787 yilda amerikalik tovarlarni chet el orollari orqali olib kirishni taqiqlagan yana bir harakat bilan kuchaytirildi. Ayrim hollarda ingliz bozorlarini mustamlakachilik mahsulotlariga bag'ishlagan va imtiyozlar bergan eski Navigatsiya aktlarining qulay xususiyatlari yo'q bo'lib ketdi; yoqimsiz yolg'iz qoldi. 1783 yildan keyin Angliya bozori tushkunlik tufayli yanada cheklandi. Garchi 1778 yilgi Frantsiya shartnomasi tijorat munosabatlarida "mukammal tenglik va o'zaro munosabatlarni" va'da qilgan bo'lsa-da, shu asosda tijorat shartnomasini tuzish imkonsiz deb topildi. Ispaniya o'zaro savdo aloqalari uchun uning narxidan AQShning yigirma besh yil davomida Missisipida suzish huquqini berishini talab qildi, bu narxni Yangi Angliya savdogarlari to'lashdan xursand bo'lar edi. Frantsiya (1778) va Gollandiya Respublikasi (1782) shartnomalar tuzdilar, lekin hatto shartlarda ham emas; Portugaliya AQShning avanslarini rad etdi. Faqat Shvetsiya (1783) va Prussiya (1785) o'zaro tijorat imtiyozlarini kafolatlovchi shartnomalar tuzdilar.[6]

Kongressning Konfederatsiya moddalari bo'yicha zaifligi markaziy hukumat tomonidan qasos olishning oldini oldi. Tijoratni tartibga solishni bir necha bor hokimiyatdan so'ragan, ammo Kongress muzokaralar olib borishi mumkin bo'lgan tijorat shartnomalarini bajarishni o'z zimmasiga olgan davlatlar tomonidan rad etilgan. Oxir oqibat shtatlarning o'zlari javob choralarini ko'rishga harakat qilishdi va 1783–88 yillarda Nyu-Xempshir, Massachusets, Rod-Aylend, Nyu-York, Pensilvaniya, Merilend, Virjiniya, Shimoliy Karolina, Janubiy Karolina va Jorjiya Britaniya kemalariga tonna yig'imlari yoki kamsituvchi bojlar undirishdi. Britaniya mollari ustiga. Ushbu harakatlar qanday ta'sir ko'rsatishi mumkin edi, bojlar bir xil bo'lmaganligi, turli davlatlarda har xil tariflardan tortib to 100 foizgacha bo'lgan bojlargacha o'zgarib turishi tufayli zararsizlantirildi. Bu shunchaki ingliz kemalarini bepul yoki eng arzon portlarga haydab yubordi va ularning tovarlari bozorni qamrab oldi. Shtatlar o'rtasidagi tijorat urushi boshlanib, befoydalikni betartiblikka aylantirdi.[6]

Ushbu savdo siyosatining Amerika yuk tashishlariga ta'siri zararli edi. 1789 yilda AQSh Konstitutsiyasi qabul qilinganidan keyin Kongressga yordam so'rab murojaat qilingan. 1789 yil 5-iyunda Kongressga Boston savdogarlari va ishlab chiqaruvchilari tomonidan "Amerika ishlab chiqarishlarining katta pasayishi va Amerika kemasozlik sanoatining deyarli turg'unligi bizni suveren qonun chiqaruvchiga murojaat qilishga undaydi" degan murojaatnoma yuborildi. Ushbu davlatlar bizning milliy boyligimiz va farovonligimiz uchun muhim bo'lgan ushbu muhim tarmoqlarni targ'ib qilishda yordam berganliklari uchun .. Afsuski, biz ushbu mamlakatning chet el hashamati uchun sarflangan boyliklarini, o'zimiz ishlab chiqarishi mumkin bo'lgan turli xil buyumlarga sarflagan boyligimizni va bizning navigatsiyamiz ko'plab xorijiy portlarda eng jiddiy cheklovlarga bo'ysunadi, bu bilan Amerikaning kemasozlik sanoatining keng tarmog'i asosan shikastlanadi va ilgari uning turli bo'limlarida ishlagan, qo'llab-quvvatlashi va qaramligidan mahrum bo'lgan ko'plab fuqarolar tanasi .. .. ""[7] Kongress javob berdi 1789-yilgi tarif Amerika yuk tashuvchilar uchun qulay tonnaj stavkalarini o'rnatdi, ulardan yuklarni shu kabi tovarlarni olib kiruvchi xorijiy kemalarga yuklatilgan yuklarga nisbatan pastroq yuklarni undirdi. Dengiz sohilidagi savdo faqat Amerika bayrog'i kemalari uchun saqlanib qolgan.

1789 yilda, Konstitutsiya qabul qilinganda, tashqi savdo bilan shug'ullanadigan Qo'shma Shtatlarning ro'yxatdan o'tgan tonnasi 123 893 edi. Keyingi sakkiz yil ichida u 384 foizga o'sdi.[8]Men

1790-yillar

1786 yildagi Bostonga safaridan yuklarni etkazib berish. Maqolalar - ekipaj va kema o'rtasidagi shartnomaning dengiz atamasi.

1790 yilda dengizchilar va qochishga oid federal qonunchilik qabul qilindi.[9] 1796 yilda dengizchining himoya guvohnomalariga oid federal qonunlar (shuningdek, shunday tanilgan) Himoya hujjatlari ) qabul qilingan.[9] Inqilobiy urushdan so'ng darhol yangi Amerika Qo'shma Shtatlari moliyaviy ahvolini saqlab qolish uchun kurashayotgan edi. Milliy daromad juda zarur edi va ushbu daromadning katta qismi importdan olingan tariflar. Rampant tufayli kontrabanda, tariflar to'g'risidagi qonunlarni kuchli ijro etish zarurati darhol yuzaga keldi va 1790 yil 4-avgustda Amerika Qo'shma Shtatlari Kongressi, tomonidan chaqirilgan G'aznachilik kotibi Aleksandr Xemilton, 1862 yilda "Revenue-Marine" ni yaratdi, keyinchalik "Revenue Cutter Service" deb o'zgartirildi. Tarif va boshqa barcha dengiz qonunlarini bajarish yangi daromad-dengiz piyodalari uchun javobgar bo'ladi.

Garchi Amerika dengiz tarixi uchun tanjansiy bo'lsa-da, 1799 yil dunyo dengiz tarixining ulkan qulashi yuz berdi. The Dutch East India kompaniyasi, 1602 yil 20-martda, Gollandiyaning Estates General Estates, ilgari dunyodagi eng yirik kompaniya bo'lgan Osiyoda mustamlakachilik faoliyatini amalga oshirish uchun 21 yillik monopoliyani berganda, qisman raqobatbardoshlikning kuchayishi tufayli bankrot bo'ldi. erkin savdo.

19-asr

Bowditch's ning 1802 yildagi birinchi nashri Yangi Amerika amaliy navigatori.

Frantsiya bilan urushlar paytida (1793 yildan 1815 yilgacha) Qirollik dengiz floti boshqa xalqlarning kemalarida britaniyalik qochqinlarni agressiv ravishda qaytarib oldi, ham savdo kemalarini to'xtatib, ham qidirib topdi va aksariyat hollarda Amerikaning port shaharlarini qidirdi. Qirollik dengiz kuchlari Buyuk Britaniyada tug'ilgan har qanday kishiga "inglizcha" munosabatda bo'lib, naturalizatsiya qilingan Amerika fuqaroligini tan olmadi - natijada Qirollik dengiz floti Amerika fuqarosi va Britaniya fuqarosi deb da'vo qilingan 6000 dan ortiq dengizchini hayratga soldi. Bu asosiy omillardan biri edi ga olib boradi 1812 yilgi urush Shimoliy Amerikada.

Tijorat kit ovlash Qo'shma Shtatlarda 18-19 asrlarda dunyo bo'ylab kit ovlash sanoatining markazi bo'lgan va bir qator kit turlarining keskin kamayib ketishiga eng katta sababchi bo'lgan. Nyu-Bedford, Massachusets shtati va Nantaket oroli 19-asrda baliq ovining asosiy markazlari bo'lgan. 1857 yilda Nyu-Bedfordda 329 ta ro'yxatdan o'tgan kitlar bor edi.

Robert Fulton buyurdi a Boulton va Vatt bug 'dvigateli va u nima deb ataganini qurdi Shimoliy daryo paroxoti (ko'pincha noto'g'ri deb ta'riflangan Klermon ). 1807 yilda ushbu paroxod o'rtasida muntazam yo'lovchi kemalari qatnovi boshlandi Nyu-York shahri va Albani, Nyu-York, 240 km (150 milya) uzoqlikda, bu savdo muvaffaqiyat edi. 1808 yilda Jon va Jeyms Uinanslar qurdilar Vermont yilda Burlington, Vermont, tijorat maqsadida ishlaydigan ikkinchi paroxod. 1809 yilda, Turar joy, Hon tomonidan qurilgan. Jon Molson da Monreal, va o'sha shaharda ishlab chiqarilgan dvigatellar bilan jihozlangan, Monreal va o'rtasida muvaffaqiyatli ishlagan Kvebek, birinchi paroxod Avliyo Lourens va Kanada. Ikkala kemaning tajribasi shuni ko'rsatdiki, yangi qo'zg'alish tizimi tijorat jihatdan foydali bo'lib, natijada uni ochiq suvlarga tatbiq etish Buyuk ko'llar keyin ko'rib chiqildi. Ushbu fikr tufayli tanaffuslar davom etdi 1812 yilgi urush ammo.

Buyuk Britaniya bilan ziddiyatning kuchayishi natijasida bir qator qonunlar birgalikda 1807 yilgi Embargo qonuni qabul qilingan. Angliya va Frantsiya urushda edi; AQSh betaraf edi va har ikki tomon bilan savdo qilmoqda. Ikkala tomon ham Amerikaning boshqasi bilan savdosiga to'sqinlik qilishga urindi. Jeffersonning maqsadi harbiy urush o'rniga iqtisodiy urushlardan Amerika huquqlarini ta'minlash uchun foydalanish edi. Dastlab, bu harakatlar jazolashga intildi Buyuk Britaniya ochiq dengizdagi Amerika huquqlarini buzganligi uchun; bular orasida taassurot Amerika kemalarida bo'lgan dengizchilarning, Amerika fuqarosi deb da'vo qilgan dengizchilar, ammo ularning fikriga ko'ra yoki qoniqish uchun Qirollik floti, qochqinlar istiqbollari haqida. Keyinchalik Embargo aktlari, xususan 1807-1808 yillardagi ambargoga qarshi chiqmoqchi bo'lgan yoki shunchaki gumon qilingan amerikaliklarni va amerikalik jamoatchilikni to'xtatish maqsadida qabul qilindi. Ushbu aktlar oxir-oqibat Jeffersonning ikkinchi va oxirgi muddati oxirida bekor qilindi. Ushbu Hujjatlarning o'zgartirilgan versiyasi 1813 yilda Jeffersonning vorisi bo'lgan prezident ma'muriyati ostida qisqa vaqtga qaytadi, Jeyms Medison.[10]

Afrikalik qul savdosi 1808 yil 1 yanvarda noqonuniy tus oldi.[11]

1807 yilga kelib tashqi savdo bilan shug'ullanadigan Qo'shma Shtatlarda ro'yxatdan o'tgan tonna 848 307 gacha o'sdi.[12]

1812 yilgi urush

Qo'shimcha ma'lumotlar: 1812 yilgi urush

Qo'shma Shtatlar 1812 yil 18 iyunda bir qator sabablarga ko'ra minglab amerikalik dengizchilarning taassurotidan (musodara qilinishidan) g'azablanish, Buyuk Britaniyaning urush olib borgan paytida neytral savdoni Britaniyaning cheklashlaridan umidsizlik bilan Britaniyaga qarshi urush e'lon qildi. Frantsiya va Ogayo-Indiana-Michigan hududidagi dushman qabilalarni Britaniyaning harbiy qo'llab-quvvatlashidan g'azab. Urush e'lon qilingandan so'ng Angliya savdo cheklovlarini bekor qilishni taklif qildi, ammo mojaroni ular "mustaqillik uchun ikkinchi urush" deb atagan Amerikaning "War Hawks" uchun juda kech bo'ldi. Amerikalik strategiyaning bir qismi bir necha yuzlab xususiy odamlarni Britaniyaning savdo kemalariga hujum qilish uchun tarqatish edi, bu inglizlarning tijorat manfaatlariga zarar etkazdi, ayniqsa G'arbiy Hindistondagi.

Clipper kemalari

Qo'shimcha ma'lumotlar: Qaychi

In Qo'shma Shtatlar ga tegishli bo'lgan "qaychi" atamasi Baltimor qaychi, topsail turi skuner yilda ishlab chiqilgan Chesapeake Bay oldin Amerika inqilobi ichida engil qurollangan edi 1812 yilgi urush, ostida suzib yurish Mark va qasos xatlari, qachon turi - misolida Kassir, da boshlangan Fells Point, Baltimor, 1814 - ajoyib tezligi bilan mashhur bo'ldi; chuqur qoralama Baltimor qaychi mashinasini shamolga yaqin suzib o'tishga imkon berdi (Villiers 1973). Britaniyaning Baltimor qamalidan ustun bo'lgan klipperlar yuk tashish joyiga emas, balki tezkorlik uchun qurilgan kemalar deb tan olindi; an'anaviy savdo kemalari o'rtacha 5 knot (9 km / s) tezlikka o'rganib qolgan bo'lsa, 9 knot (17 km / h) yoki undan yaxshi yo'naltirilgan klipperlar. Ba'zan bu kemalar 20 tugun (37 km / soat) ga yetishi mumkin edi.

"Prins Albert" 1897, Antonio Jacobobsen tomonidan

Clippers, erta yuklar qimmatroq bo'lgan choy kabi mavsumiy savdolar yoki yo'lovchilar uchun mo'ljallangan marshrutlar uchun qurilgan. Kichkina, tezkor kemalar, kam miqdordagi, yuqori rentabellikdagi tovarlar uchun juda mos edi, masalan ziravorlar, choy, odamlar va pochta. Qadriyatlar ajoyib bo'lishi mumkin. The CHellenjer qaytib keldi Shanxay "choy va ipakning eng pastki qismida joylashtirilgan eng qimmat yuk". Klipchilar o'rtasidagi raqobat ommaviy va shiddatli bo'lib, ularning vaqtlari gazetalarda qayd etilgan. Kemalar umr ko'rishlari kam bo'lgan va qutqarish uchun parchalanishidan oldin kamdan-kam yigirma yillik foydalanish muddati o'tgan. Tezligi va manevrligini hisobga olib, qaychi tez-tez o'rnatiladi to'p yoki karronad va ko'pincha qaroqchilar kemalari, xususiy shaxslar, kontrabanda kemalari va taqiq xizmatida ishlaganlar.

1815–1830

18-asrda Evropa va Amerika o'rtasida yuklar, yo'lovchilar va pochta tashiydigan kemalar faqat to'yganda suzib yurar edi, ammo 19-asrning boshlarida, Amerika bilan savdo keng tarqalganligi sababli, jadvalning muntazamligi qimmatli xizmatga aylandi. 1818 yildan boshlab kemalar Qora to'p chiziq Angliya va Amerika o'rtasida muntazam ravishda rejalashtirilgan sayohatlarni boshladi. Bular "paketli kemalar "(" pochta "paketlarini" etkazib berish uchun nomlangan) o'zlarining tartib-qoidalarini bajarish uchun noma'qul edilar. Bu ko'pincha dengizchilarga nisbatan qo'pol muomalani o'z ichiga oladi va kemalarga "qonli qayiq" laqabini beradi. 1820 yillar davomida amerikalik kitlar Tinch okeaniga oqib kela boshladilar, natijada Gavayi orollari bilan ko'proq aloqada.[5]

Ning ta'siri tufayli kit ovlash va bir nechta mahalliy qurg'oqchilik, dan katta migratsiya bo'lgan Kabo-Verde Amerikaga, eng muhimi Nyu-Bedford, Massachusets. Ushbu ko'chish ikki joy o'rtasida mustahkam aloqalarni o'rnatdi va o'rtasida kuchli paketlar savdosi Yangi Angliya va Kabo-Verde 19-asrning boshlaridan o'rtalariga qadar rivojlangan. The Eri kanali 1817 yilda boshlangan va 1825 yilda tugagan, ichki savdoni rag'batlantirish va Nyu-York portining mavqeini mustahkamlash.[13]

Tashqi savdoda ro'yxatdan o'tgan tonna miqdori 1815-17 yillarda yoki kelgusi yigirma o'n yillik ko'rsatkichlariga teng kelmasa ham, tashqi savdoda Amerika transport vositalarining ulushi 1826 yilda 92,5 foizga yetdi, bu erishilgan ko'rsatkichdan katta foiz oldin yoki keyin. Biz nafaqat o'zimizning barcha mollarimizni tashiymiz, balki Yankee kema quruvchilarining har qanday kemani tezligi, kuchi va chidamliligi bo'yicha oshib ketadigan modellarni ishlab chiqarish bo'yicha obro'si 51500 tonnadan 1815-1840 yillarda sotuvga olib keldi. chet elliklarga jo'natish. Ko'proq ish haqiga dosh berolmay, amerika kemasini boshqarish kamroq xarajat qiladi, chunki kichikroq ekipaj ko'tarilgan. 1842 yildagi dunyodagi kit ovlash flotining 882 ta kemasidan 652 tasi Amerika kemalari ekanligi taxmin qilinmoqda.[14]

1830-yillar

SS Buyuk Sharq

1832 yilda, G'aznachilik kotibi Lui Maklin muhtoj bo'lgan dengizchilarga yordam berish uchun qishki sayohatlarni o'tkazish uchun daromadlarni kesuvchilarga yozma ravishda buyurdi va 1837 yilda Kongress ushbu amaliyotni qoidalarning rasmiy qismiga aylantirdi. Bu keyinchalik Sohil Xavfsizlik xizmati butun dunyoga tanilgan bo'lishi uchun qutqaruv missiyasining boshlanishi edi. Yon g'ildirakli g'ildirakli paroxod SS Buyuk G'arb 1838 yildan boshlab muntazam ravishda rejalashtirilgan translatlantik o'tishlarni boshlagan birinchi maxsus paroxod edi.

Bug 'kemalarining rekord vaqtlari (Atlantika okeanidan Nyu-Yorkka o'n uch yarim kun ichida o'tish) paroxodlar eng tez suzib yuradigan paketga qaraganda qisqa vaqt ichida sayohat qilishlari mumkinligini isbotladilar. Buyuk Britaniya hukumati yaqin kelajakning harakatlantiruvchi kuchi bug 'ekanligini anglash uchun etarlicha uzoqni ko'rgan va 1839 yilda bu davlatga katta miqdorda subsidiya bergan. Cunard Line, karerasini 1840 yilda to'rtta g'ildirakli yog'och kemalar bilan boshladi. Shuning uchun Britaniya hukumati, boshqa egalar singari, Semyuel Kanarga ham osonlikcha yordam berib, unga Liverpul, Halifaks va Boston o'rtasida pochta xabarlarini oldinga va orqaga olib borish uchun yiliga 425000 dollar miqdorida subsidiya berib, vaqti-vaqti bilan Kvebekga tashrif buyurgan.[15] Buyuk Britaniya tomonidan hech bo'lmaganda Ikkinchi Jahon Urushida davom etgan ushbu subsidiya siyosati nafaqat uning dengiz manfaatlarini yangi turdagi kemalarda boshlashga yordam berishda, balki ularning g'alaba qozonishiga va okeanda ustunligini saqlashga yordam berdi. Keyinchalik Peninsular Company Peninsular and Oriental Steam Navigation Company, 1837 yilda tashkil etilgan va Pacific Steam Navigation Company 1840 yilda ikkalasi ham subsidiyalashgan.[16]

1840-yillar

G'arbdan sharqiy sohilga birinchi muntazam paroxod xizmati Qo'shma Shtatlar ning kelishi bilan 1849 yil 28 fevralda boshlangan SS Kaliforniya (1848) yilda San-Fransisko ko'rfazi. Kaliforniya chap Nyu-York Makoni 1848 yil 6-oktabrda yaxlitlangan Burun burni uchida Janubiy Amerika va etib keldi San-Fransisko, Kaliforniya 4 oylik 21 kunlik sayohatdan keyin. SS Buyuk Sharq Buyuk Britaniyani bog'lash maqsadida 1854–1857 yillarda qurilgan Hindiston, orqali The Yaxshi umid burni, ko'mirni to'xtatmasdan; u notinch tarixni bilar edi va hech qachon o'z maqsadiga muvofiq ishlatilmadi.

Fuqarolar urushidan oldingi yillar kema qurilishida juda tez ishlab chiqarish bilan ajralib turardi. 1831 yilda tashqi savdoda ro'yxatdan o'tgan 538136 tonna 1847 yilda 1.047.454 ga va 1862 yilda 2.496.894 gacha o'sdi, bu ko'rsatkich bizning kema qurish tonnajining WW I dan oshib ketguniga qadar cho'qqisini ko'rsatdi. 1848 yildan 1858 yilgacha kema qurilishi saqlanib qoldi. yiliga o'rtacha 400 ming tonna. Ushbu qurilishga ikkita shart, 1845 yildan keyin klippper kemasining rivojlanishi va yuk tashishga bo'lgan talabning oshishi sabab bo'lgan.

Tezlik uchun mo'ljallangan qaychi o'tkir chiziqlar ustiga qurilgan va maksimal darajada tuvalni olib yurgan va bug 'va polotnaning kuchli raqobatining avj nuqtasi bo'lgan. Bu asosan uzoq safarlarga mo'ljallangan bo'lib, ayniqsa Kaliforniya va Uzoq Sharq savdosi uchun ishlatilgan. Yaxshi shabada bo'lganida, qaychi kemasi paroxoddan oshib ketishi mumkin. Klipper kuniga 300 mildan ko'proq suzib borishi odatiy hol emas edi; The Bulutli bulut (qirqish mashinasi) to'qson kunlik yugurishda San-Frantsiskoga bir kunda 374 mil yurishgan. The Kometa (qaychi), San-Frantsiskodan Nyu-Yorkka sakson kunlik sayohatda kuniga o'rtacha 210 mil. Ko'rinib turibdiki, amerikalik kema ishlab chiqaruvchisi ustunligidan voz kechishdan oldin, suzib yuradigan kemaning samaradorligi va tezligini qanday balandlikka ko'tarishini namoyish qilmoqchi edi.[17]

Yuk tashishga bo'lgan talabning oshishi bir necha omillarning natijasi bo'ldi. 1848 yilda Kaliforniyada oltinning topilishi 1840-42 va 1856-60 yillarda Buyuk Britaniya va Xitoy o'rtasidagi urushlar bilan bir qatorda Xitoy savdosining bir qismini Amerika qo'liga topshirgan. 1848 yildagi inqilobiy hujumlar Evropa savdosini to'xtatib qo'ydi, natijada amerikaliklar uchun foyda keltirdi, ko'p sonli Evropa kemalarini egallab olgan Qrim urushi esa Amerika kemalariga yangi ochilishlar berdi. Bundan tashqari, aholi, boylik va ishlab chiqarishning tabiiy o'sishi yuk tashishni ko'paytirishni talab qildi.[18]

Ushbu davrda Amerika Qo'shma Shtatlari va Evropa o'rtasida pochta jo'natmalari hajmi sezilarli darajada oshdi va yelkanli kemaning ushbu xatni samarali va oqilona vaqt ichida etkazib berish imkoniyati noaniq edi. Angliya va boshqa dengiz davlatlari tomonidan o'rnatilgan presedentdan so'ng, federal hukumat okean kemalariga yordamni chet el pochta xizmati bilan boshladi. 1845 yil 3-martda Kongress Postmaster General-ga Amerika Qo'shma Shtatlari va chet ellar o'rtasida pochta jo'natish shartnomalari bo'yicha takliflarni taklif qilishga vakolat berdi. Nyu-York va Bremen, Gavr, Liverpul va Panama o'rtasida muntazam ravishda subsidiyalanadigan xizmat 1845 yil qonuni asosida tashkil etilgan. Subsidiya to'lovlari har bir sayohat uchun o'rtacha 19 250 dan 35 000 dollargacha, 1858 yilgacha bo'lgan davlat xarajatlari esa 14 400 000 dollarni tashkil etdi.[19]

Ushbu rivojlanish shakllanishiga olib keldi AQSh pochta orqali bug 'etkazib berish kompaniyasi va Tinch okeani pochta orqali paroxodlik kompaniyasi.

1850-yillar

Yelkanli kemalarga bug'ni asta-sekin almashtirish kabi deyarli inqilobiy darajada temir va keyinchalik po'lat kemalarni o'tin uchun asta-sekin almashtirish edi. Dengizga yaqin ko'mir va temir ko'pligi, malakali mexanik va arzon ishchi kuchi bilan Buyuk Britaniya boshidanoq o'zaro to'qnashdi. 1853 yilga kelib Buyuk Britaniyada ishlab chiqarilgan tonnajning to'rtdan bir qismi paroxodlar, to'rtdan bir qismi temirdan yasalgan. Xuddi shu yili Amerika tonajining 22 foizi paroxodlar uchun qurilgan edi, ammo bu erda deyarli har qanday temir kema qurilgan. Yanki kema ishlab chiqaruvchisi o'zining mislsiz qaychi kemasining tan olingan ustunligiga haddan tashqari ishonib, dengizning kelajagi eng arzon va eng yaxshi temir paroxodlarini qura oladigan millat uchun ekanligini ko'r qilib qo'ydi.

Kema qurishda ushbu ajoyib faoliyat uchun mutlaqo zararli element mavjud edi. Birinchi navbatda Qrim urushi sababli Evropadan talab g'ayritabiiy edi; 1854 yildan 1859 yilgacha Evropa davlatlari odatdagi yillarda 10000 tonnaga nisbatan 50 000 tonna yuk tashishni sotib olishdi. Afsuski, suzib yuradigan kemalar qurilishining o'sishi ularning kunlari sanoqli bo'lgan paytga to'g'ri keldi, chunki 1850-1860 yillarda paroxodlar tomonidan okean yuklarining ulushi 14 foizdan 28 foizgacha oshdi. Yelkanli kemalarga bo'lgan g'ayritabiiy talab, 1858 yildagidek, pasayib ketganda, demak, qurilgan va ishlab chiqarilishi uchun jihozlangan tersanalar endi istamagan turga o'qitilgan kemasozlik korxonalari, bekor qilinsa, chet el tersanatlari allaqachon temir paroxodining qurilishi qat'iy ustun holatga ega bo'lar edi. 1857 yildagi vahima avariyani tezlashtirdi. O'tgan yillar davomida yiliga o'rtacha 400 ming tonna saqlanib kelinayotgan kema qurilishi 1858 yilda 244 mingga, 1859 yilda esa 156 mingga tushdi. O'sha paytda Amerika tubida olib boriladigan birlashgan import va eksport muttasil pasayib borar edi, 1861 yilda faqat 65,2 foiz, 1826 yilda 92,5 foizga nisbatan amalga oshirilgan edi. Amerikalik kema qurilishining pasayishining yana bir omili bu Qo'shma Shtatlar bo'ylab taraqqiyotning tub iqtisodiy o'zgarishi edi. . Kapital sarmoyalash uchun yangi va ko'proq foydali maydonlarni topdi. 1812 yilgi urushdan keyin tez rivojlangan ishlab chiqarish, uning bir qismini o'ziga singdirdi; kanallar va temir yo'llar kabi ichki obodonlashtirishga katta miqdorlar kiritilgan. 1820-1838 yillarda davlatlar yo'llar, kanallar va temir yo'llarni qurish uchun 110 000 000 dollardan ziyod qarzdorlik shartnomasi tuzdilar; 1830 yildan 1860 yilgacha 30000 milya temir yo'l qurildi, kapitalning katta qismi xususiy sarmoyadorlar hissasiga to'g'ri keldi. Tirishqoq va shuhratparastlarning ongi dengizdan ekspluatatsiya qilinmagan G'arbga, kapital esa kema qurilishidan tabiiy resurslarni rivojlantirishga burildi.[20]

1852 yilda dengiz chiroqlari kengashi birinchi bo'lib tashkil etildi va nashr etildi Yorug'lik ro'yxati va Dengizchilarga xabar bering.[9] 1854 yilda, Endryu Furuset Norvegiyada tug'ilgan va G'arbiy daryo muhandislari "birodarlik tashkiloti" ni tashkil etishadi Dengiz muhandislari foydali uyushmasi.[9] Shuningdek, Commodore Metyu Kalbrayt Perri imzolanishi bilan Yaponiya bilan savdo aloqalarini o'rnatdi Kanagava konventsiyasi. 1857 yilda Nyu-Bedfordda 329 ta ro'yxatdan o'tgan kit ovlash kemalar. Kashfiyoti neft yilda Titusvill, Pensilvaniya, 1859 yil 27-avgustda, tomonidan Edvin L. Dreyk kabi Qo'shma Shtatlarda baliq ovi tugashining boshlanishi edi kerosin, xom neftdan distillangan, lampalardagi kit yog'ini almashtirdi. Keyinchalik elektr energiyasi asta-sekin yog 'lampalarini almashtirdi va 20-asrning 20-yillariga kelib kitlar yog'iga bo'lgan talab butunlay yo'qoldi.

Clipper kemasi "Erkin savdo" uchun suzib yuruvchi karta, 1860-yillarning boshlarida, Nyu-York, Nesbitt & Co.

Kesish mashinalaridan foydalanishning pasayishi iqtisodiy pasayishdan kelib chiqdi 1857 yilgi vahima va ning asta-sekin kiritilishi bilan davom etdi paroxod. Mashinasozlar dastlabki paroxodlarga qaraganda ancha tezroq bo'lishiga qaramay, qaymoqlar oxir-oqibat shamolning injiqliklariga bog'liq edi, paroxodlar esa jadvalni ishonchli saqlashi mumkin edi. The bug 'qirqish mashinasi shu vaqtlarda ishlab chiqilgan va shamol bo'lmaganida ishlatilishi mumkin bo'lgan yordamchi bug 'dvigatellari bo'lgan. Ushbu turdagi misol Qirollik xartiyasi, 1857 yilda qurilgan va qirg'og'ida halokatga uchragan Anglizi 1859 yilda.

1859 yilda "Memfis va Sent-Luis paketlari liniyasi ", keyinchalik ular Ankraj chizig'i tashkil topgan bo'lib, asosan ushbu ikki shaharga xizmat qiladi va ularning orasidagi nuqtalar. Anchor liniyasi a edi paroxod kompaniya kemalar parkini boshqargan Missisipi daryosi o'rtasida Sent-Luis, Missuri va Nyu-Orlean, Luiziana, 1859 yildan 1898 yilgacha, u ishdan chiqqanida. Quyidagi Missisipi daryosida keyingi o'n yilliklarda hosil bo'lgan paroxodlarning eng taniqli, hatto muvaffaqiyatli bo'lmagan hovuzlaridan biri edi. Amerika fuqarolar urushi.

1860-yillar

Clipper kemalariga so'nggi zarba Suvaysh kanali, 1869 yilda ochilgan bo'lib, bu o'rtasida paroxodlar uchun katta yorliq bo'lgan Evropa va Osiyo, ammo bu yelkanli kemalardan foydalanish qiyin bo'lgan.

Fuqarolar urushi davri

Savdo transporti AQSh fuqarolar urushida asosiy maqsad bo'lgan. Masalan, CSS Alabama, Konfederat urush shiori foydalanishga topshirildi 1862 yil 24-avgustda Shimoliy Atlantika kemalarini tutish va yoqish va Evropaga boradigan don kemalarini ushlab turish uchun bir necha oy sarf qildi. Boshqa konfederatsiya tijorat reyderlari kiritilgan CSS Sumter, CSS Florida va CSS Shenandoah.

Savdo dengizining tanazzulga uchrashiga yordam beruvchi elementlar fuqarolar urushidan oldin tezkor bo'lgan va natijada, agar bu mojaro kelib chiqmasa, shubhasiz natija bir xil bo'lar edi. Biroq, urush allaqachon mavjud bo'lgan tendentsiyani kuchaytirdi va birinchi dengiz urushi davrida sun'iy ravishda qayta tiklanmaguncha, dengiz dengizining tiklana olmagan zarbasini berdi 1861 yilda tashqi savdoda ro'yxatdan o'tgan Amerika tonnasi 2.496.894 tonnani va 1865 yilda 1.518.350 tonnani tashkil etdi. Amerika kemalarida olib boriladigan import va eksportning foizlari o'sha yillarda 66,2 dan 27,7 gacha kamaydi. Ushbu yillarda tonnajning 900 ming tonnaga kamayishi asosan ikkita sababga bog'liq edi. Ulardan birinchisi, urush qonunlariga zid ravishda Angliyada qurilgan va jihozlangan Alabama singari Konfederatsion kreyserlarning zarari edi. Ikkinchi va eng muhimi, to'rt yil davomida 1862-65 yillarda chet elga jo'natilgan 751,595 tonna yuk tashish (1) ishonchning yo'qligi, doimiy ravishda Konfederatsiya qo'lga olinishi va yuqori sug'urta stavkalari tufayli foydaning pasayishi va (2) pasayish bilan bog'liq. paxtani chet elga jo'natishni to'xtatganligi sababli eksport biznesi.[21]

Kongress tomonidan 1864 yil 28 mayda okean-pochta orqali kelishuvlarning ikkinchi davri tasdiqlangan. Ushbu Qonunning qoidalariga binoan Amerika Qo'shma Shtatlari va Braziliya AQSh va Janubiy Amerika o'rtasida oylik qatnovlar uchun o'n yillik shartnoma tuzdilar. Yillik subsidiya talabining 250 ming dollaridan AQSh 150 ming dollar, Braziliya 100 ming dollar ajratdi. Keyinchalik Amerikaning turli xil bayroq satrlariga beriladigan subsidiyalar 1864-1877 yillarda taxminan 6500000 dollarni tashkil etdi.[19]Tomonidan qilingan sa'y-harakatlar Tinch okeani pochta orqali paroxodlik kompaniyasi subsidiyalarni oshirish va ushbu sa'y-harakatlardan kelib chiqqan siyosiy mojarolar, hukumatga barcha subsidiyalarni bekor qilishga sabab bo'ldi. Hukumat tomonidan 1891 yilda "Okean pochtasi to'g'risida" gi qonun qabul qilingunga qadar juda oz narsa qilinmadi.[22]

1866–1870

G'arbiy sohilda "dengizchilarning do'stona ittifoqi va himoya jamiyati" bilan savdogar dengizchilarni birlashtirishga birinchi urinish. Kasaba uyushmasi tezda tarqalib ketadi.[5]

Fuqarolar urushi bizning bir paytlar taniqli bo'lgan dengiz savdogarimizga zarba berdi, ammo u hech qachon tiklanmadi, faqat Birinchi Jahon urushiga hukumat aralashuvi va undan keyin. Konfederatsiyadagi xususiy shaxslarning vayron etilishi va chet elga sotilgan katta savdo tonna miqdorini kamaytirdi. Bug 'bilan boshqariladigan temir kemalarni qabul qilishning kechikishi ingliz quruvchilariga ustunlik berdi, ular ushlab turishda davom etishdi. Urushdan keyin paydo bo'lgan buyuk sanoat davrida ichki transportga va xom ashyoni qidirishga ko'proq foydali sarmoyalar kapitalni dengizdan uzoqlashtirganligi hammadan muhimroq edi. Hukumat manfaatlarining etishmasligi Amerikadagi yuk tashishlarni tugatishga yordam berdi.

Fuqarolar urushidan keyingi besh yil biroz jonlanishni ko'rsatdi, ammo pasayishga intilayotgan kuchlar tezkor harakatlarni davom ettirdilar. 1870 yilda 2 642 628 tonnani tashkil etgan tashqi savdo va baliqchilik sohasidagi Amerika yuk tashish hajmi 1900 yilda 826 694 tonnagacha pasaygan edi. 1860 yilda Amerika kemalarida olib kirilgan import va eksportning ulushi 66,5 ni tashkil etdi, ammo bu 1870 yilda 18,6 yilda 35,6 ga kamaydi 13 ga, 1890 yilda 9,4 gacha, 1900 yilda 7,1 gacha.[23]

1870-yillar

1870 yilga kelib bir qator ixtirolar, masalan vintli pervan va uch karra kengaytiruvchi dvigatel trans-okean kemalarini iqtisodiy jihatdan foydali qildi. Shunday qilib butun dunyo bo'ylab arzon va xavfsiz sayohat va savdo davri boshlandi. 1873 yildan boshlab pastki xodimlar majburiy litsenziya imtihonlaridan o'tishlari kerak edi.[9] 1874 yilda Nyu-York dengiz maktabi urushdan keyingi savdo dengizida yosh yigitlarni dengizda kasbga tayyorlash vositasi sifatida tashkil topdi va Qo'shma Shtatlardagi birinchi maktabga aylandi. Keyinchalik bu bo'ladi Nyu-York dengiz universiteti davlat universiteti. Shuningdek, 1874 yilda ittifoqqa aylanadigan ittifoq Dengiz muhandislari foydali uyushmasi shakllangan. Buffalo muhandislari uyushmasi mamlakatdagi boshqa dengiz muhandislari uyushmalari bilan yozishmalar boshladi. Ushbu tashkilotlar konventsiyani o'tkazdilar Klivlend, Ogayo shtati delegatlar, shu jumladan Buffalo, Nyu-York, Klivlend, Ogayo shtati, Detroyt, Michigan, Chikago, Illinoys va Baltimor, Merilend. Ushbu tashkilot o'zini Milliy dengiz muhandislari assotsiatsiyasi deb atadi va o'zining prezidenti sifatida Buffaloning Garret Douvini tanladi. 1875 yil 23 fevralda MEBA shakllandi. 1876 ​​yildan boshlab, Plimsoll belgilari AQShning barcha kemalarida talab qilingan[9]

1880-yillar

Yo'lovchi paroxodi Kolumbiya.

1880 yilda yo'lovchi paroxodlari Kolumbiya ning Oregon temir yo'l va navigatsiya kompaniyasi ning birinchi tashqi ishlatilishi bo'ldi Tomas Edison "s akkor lampochka va birinchi foydalanilgan kema a Dinamo.[24][25][26][27] The Tinch okeanining dengizchilar ittifoqi (SUP) 1885 yil 6 martda tashkil etilgan San-Fransisko, Kaliforniya[28] amerikalik kasaba uyushmasi AQSh bayrog'i kemalarida ishlaydigan dengizchilar, baliqchilar va qayiqchilar. 1885 yildagi to'rtinchi yig'ilishida yangi tashkil topgan tashkilot bu nomni qabul qildi Sohil dengizchilari ittifoqi va Jorj Tompsonni uning birinchi prezidenti etib sayladi. Endryu Furuset 1885 yil 3 iyunda kasaba uyushmasiga qo'shilgan, 1887 yil yanvarda eng yuqori lavozimga saylangan. 1889 yilda u dengizga qaytib kelgan, ammo 1891 yilda kasaba uyushma kotibi lavozimiga qayta saylangan. Amerika Mehnat Federatsiyasi (AFL) tomonidan 1886 yilda tashkil etilgan Samuel Gompers as a national federation of skilled workers' unions. Several maritime unions would affiliate with the AFL. In 1887, the Merchant Marine and Fisheries Committee was formed.[9]

1890-yillar

In 1891, a marine engineering school opened in Massachusetts.[9] On July 29, 1891, Andrew Furuseth merged the Coast Seamen's Union with the Steamship Sailor's Union to form the new Sailors' Union of the Pacific.[29] With the exception of a two-month period when he shipped out as a fisherman, Furuseth was secretary of the SUP until 1935. Originally formed as the National Union of Seamen of America in 1892 in Chikago, Illinoys,[30] the organization was a federation of independent unions, including the Sailors' Union of the Pacific, the Lake Seamen's Union, the Atlantic Coast Seamen's Union, and the Seamen's and Firemen's Union of the Gulf Coast.[30] Formed by maritime labor representatives from America's Tinch okeani, Buyuk ko'llar va Ko'rfaz sohillari mintaqalar[30] In 1893, the ISU affiliated with the Amerika Mehnat Federatsiyasi,[31] in 1893 and in took the name International Seamen's Union of America 1895 yilda.[31] 1895 yilda Maguire Act was passed: desertion from coastal vessels no longer punishable by imprisonment.[9] In 1897, the White Act was passed, which abolished "imprisonment of US citizens for desertion in American or nearby waters," and ends corporal punishment[9]

The Ocean Mail Act of 1891 provided for mail-subsidy payments to various classes of steamships and inaugurated a trade-route system which remained basically unchanged up to the present day. Under the Act's directive to "subserve and promote the postal and commercial interest of the United States," the Postmaster General invited bids under which contracts were subsequently awarded on routes which varied in number from four to nine. The Act remained in effect until 1923, and total subsidy in the form of mail payments totaled $29,630,000.[19]

The early 20th century

A steamship cleaning a whale, c. 1900 yil.

1905 yilda Dunyo sanoat ishchilari (IWW, or "the Wobblies") was founded, representing mainly unskilled workers. "The Wobblies," a force in American labor only for about 15 years, were largely routed by the Palmer reydlari keyin Birinchi jahon urushi. In 1908, Andrew Furuseth became president of the Xalqaro dengizchilar ittifoqi and served in that office until 1938.[29]

The 1910s

During this period, Andrew Furuseth successfully pushed for legislative reforms that eventually became the Dengizchilar to'g'risidagi qonun.[29] During World War I there was a shipping boom and ISU's membership included more than 115,000 dues-paying members.[30] However, when the boom ended, the ISU's membership shrunk to 50,000.[30]

Endryu Furuset (chapda) bilan Senator La Follette (center), and muckraker Linkoln Steffens, v. 1915 yil

. In 1915, the 1915 yilgi dengizchilar to'g'risidagi qonun became law. The act fundamentally changed the life of the American sailor. Among other things, it:

  1. abolished the practice of imprisonment for seamen who deserted their ship
  2. reduced the penalties for disobedience
  3. regulated a seaman's working hours both at sea and in port
  4. established a minimum quality for ship's food
  5. regulated the payment of seamen's wages
  6. required specific levels of safety, particularly the provision of qutqaruv qayiqlari
  7. malakali bo'lish uchun kemadagi dengizchilarning minimal foizini talab qildi Able Seamen
  8. required a minimum of 75 percent of the seamen aboard a vessel to understand the language spoken by the officers

Laws like the Seaman's Act put U.S.-flagged vessels at an economic disadvantage against countries lacking such safeguards.[32] By moving their ships to the Panamanian flag of convenience, egalari could avoid providing these protections.[32] The Belen Quezada, the first foreign ship flagged in the Panamanian registry, was employed in running illegal alcohol between Canada and the United States during Taqiq.[33] In addition to sidestepping the Seamen's Act, Panamanian-flagged ships in this early period paid sailors on the Japanese wage scale, which was much lower than that of western merchant powers.[33]

President Woodrow Wilson signed into law the act to create the Amerika Qo'shma Shtatlari sohil xavfsizligi on January 28, 1915. This Act effectively combined the Revenue Cutter Service with the Lifesaving Service and formed the new Amerika Qo'shma Shtatlari sohil xavfsizligi. Gradually the Coast Guard would grow to incorporate the Amerika Qo'shma Shtatlarining dengiz chiroqlari xizmati 1939 yilda va Navigation and Steamboat Inspection Service 1942 yilda.

Birinchi jahon urushi

Qo'shimcha ma'lumotlar: Qayiqda yurish kampaniyasi (Birinchi Jahon urushi)

Shipbuilding became a major wartime industry, focused on merchant ships and tankers.[34] Merchant ships were often sunk until the convoy system was adopted using British and Canadian naval escorts, Convoys were slow but were effective in stopping U-boat attacks.[35] The troops were shipped over on fast passenger liners that could easily outrun submarines.[36]

In the First World War, Britain, as an island nation, was heavily dependent on foreign trade and imported resources. Germany found that their submarines, or U-qayiqlar, while of limited effectiveness against surface warships on their guard, were greatly effective against merchant ships, and could easily patrol the Atlantic even when Allied ships dominated the surface.

By 1915, Germany was attempting to use submarines to maintain a naval blockade of Britain by sinking cargo ships, including many passenger vessels. Submarines, however, depending on stealth and incapable of withstanding a direct attack by a surface ship (possibly a Q kemasi disguised as a merchant ship), found it difficult to give warning before attacking or to rescue survivors, which meant that civilian death tolls were high. This was a major factor in galvanizing neutral opinion against the Central Powers, as countries like the Qo'shma Shtatlar suffered casualties and loss to their trade, and was one of the causes of the eventual entry of the US into the war. Yilda Sovereignty at Sea: U.S. Merchant Ships and American Entry into World War I, historian Dr. Rodney Carlisle asserts that it was, in fact, the sinking of nine U.S. merchant ships that utilmately induced President Wilson to ask Congress to declare war.[37]

Over time, the use of defended convoys of merchant ships allowed the Allies to maintain shipping across the Atlantic, in spite of heavy loss. The Royal Navy had conducted convoys in the Napoleon urushlari and they had been used effectively to protect troopships in the current war, but the idea of using them to protect merchant shipping had been debated for several years. Nobody was sure if convoys were Britain's salvation or ruin. Consolidating merchant ships into konvoylar might just provide German U-boats with a target-rich environment, and packing ships together might lead to collisions and other accidents. It was potentially a logistical nightmare as well, and allied officers judged it too much so.

With the ability to replace losses, the dilemma of using convoys was not as painful. After experiments through the early months of 1917 that proved successful, the first formal convoys were organized in late May. By the autumn the convoy system had become very well organized, and losses for ships in convoy fell drastically, with 2% losses for ships in convoy compared to 10% losses for ships traveling on their own. The convoy loss rate dropped to 1% in October. However, convoy was not mandatory, and monthly loss rates did not fall below their 1916 levels until August 1918.

The need for administering the merchant marine during wartime was demonstrated during the First World War.[38] Commerce warfare, carried on by submarines and merchant raiders, had a disastrous effect on the Allied merchant fleet.[39] With the resumption of unrestricted submarine warfare in 1917, U-boats sank ships faster than replacements could be built.[39]

1919–1930

Another of ISU's successes was the strike of 1919, which resulted in wages that were "an all-time high for deep sea sailors in peacetime."[30] However, ISU had its shortcomings and failures, too. After a round of failed contract negotiations, ISU issued an all-ports strike on May 1, 1921. The strike lasted only two months and failed, with resulting wage cuts of 25 percent.[30] The ISU, as with all AFL unions, was criticized as being too conservative. For example, in 1923 the Dunyo sanoat ishchilari nashr The Marine Worker referred to the ISU's "pie-cards" (paid officials) as "grafters and pimps."[40] In 1929, the California Maritime Academy established.[9]

1930–1941

1933 yilda, Jon L. Lyuis asos solgan Committee for Industrial Organizations within the AFL. The committee split from the AFL in 1938 as the Sanoat tashkilotlari kongressi (CIO). 1934 yilda, Harry Lundeberg joined the Sailor's Union of the Pacific in Seattle. The ISU was weakened by the loss of the Sailors' Union of the Pacific in 1934. Furuseth charged that the SUP was being infiltrated by "radicals" from the IWW,[30] and demanded the SUP cease activities with the Maritime Federation. The SUP refused and the ISU revoked their charter.[41] The ISU was involved the West Coast longshoremen's strike of 1934.[30] Lasting 83 days, the strike led to the unionization of all G'arbiy Sohil ports of the United States. The San Francisco general strike, along with the 1934 Toledo Auto-Lite Strike boshchiligidagi Amerika ishchilar partiyasi va Minneapolis Teamsters 1934 yilgi ish tashlash, were important catalysts for the rise of industrial unionism 1930-yillarda.

West Coast sailors deserted ships in support of the Xalqaro Longshoremen uyushmasi longshoremen, leaving more than 50 ships idle in the San Francisco harbor.[30] ISU officials reluctantly supported this strike. In clashes with the police between July 3 and July 5, 1934, three picketers were killed and "scores were injured."[30] During negotiations to end the strike, the sailors received concessions including a three-watch system, pay increases, and better living conditions. In April 1935[42] at a conference of maritime unions in Sietl, an umbrella union was established to represent the membership of the ISU as well as maritime officers and longshoremen, which was named the Maritime Federation, Harry Lundeberg was named its first president.[42] He was also named Secretary-Treasurer of SUP.

The merchant marine in the United States was in a state of decline in the mid-1930s.[39] At that time few ships were being built, existing ships were old and inefficient, maritime unions were at war with one another, ship owners were at odds with the unions, and the crews’ efficiency and morale were at an ebb.[39] Congress took action to fix the problems in 1936.[39] The Merchant Marine Act, approved on June 29, 1936, created the AQSh dengiz komissiyasi "to further the development and maintenance of an adequate and well balanced American merchant marine, to promote the commerce of the United States, and to aid in the national defense."[39]

The commission realized that a trained merchant marine work force was vital to the national interest. At the request of Congress, the chairman of the Maritime Commission, VADM Emori S. Land worked with ADM Rassell R. Vaesh, Sohil xavfsizlik qo'mondoni, to formulate a training program for merchant-marine personnel.[39] Deb nomlangan U.S. Maritime Service, the new training program was inaugurated in 1938.[39] It used a combination of civilian Maritime Commission and uniformed Coast Guard instructors to advance the professional training of merchant mariners.[39]

Joseph P. Kennedy named head of Dengiz komissiyasi Merchant Marine Act in 1937.[9] On 15 October 1938 the Seafarer's International Union was chartered.

NMU formation
Qo'shimcha ma'lumotlar: National Maritime Union

In 1936, an ISU qayiq nomi bilan Jozef Kurran was drawing attention. From March 1 to March 4, Curran led a strike aboard the SS Kaliforniya, keyin joylashdi San-Pedro, Kaliforniya.[43][44][45][46] Seamen along the Sharqiy qirg'oq struck to protect the treatment of the SS California's ekipaj. Curran became a leader of the 10-week strike, eventually forming a supportive association known as the Seamen's Defense Committee. In October 1936, Curran called a second strike, in part to improve working conditions and in part to embarrass the ISU. The four-month strike idled 50,000 seamen and 300 ships along the Atlantic and Gulf coasts.[44][46][47]

Believing it was time to abandon the conservative ISU, Curran began recruiting members for a new rival union. The level of organizing was so intense that hundreds of ships delayed sailing as seamen listened to organizers and signed union cards.[48] The ISU's official publication, The Seamen's Journal, suggested Curran's "sudden disenchantment" with the ISU was odd, since he'd only been a "member of the union for one year during his seafaring career."[30]

In May 1937, Curran and other leaders of his Seamen's Defense Committee reconstituted the group as the National Maritime Union. Holding its first convention in July, approximately 30,000 seamen switched their membership from the ISU to the NMU and Curran was elected president of the new organization.[43][44][46] Within a year, the NMU had more than 50,000 members and most American shippers were under contract.[46][48]

SIU formation
Qo'shimcha ma'lumotlar: Seafarer's International Union

In August 1937, Uilyam Grin, prezidenti Amerika Mehnat Federatsiyasi, assumed control of the ISU with the goal of rebuilding it under the AFL. Lundeberg, who was also head of the Sailor's Union of the Pacific.[49] On October 15, 1938, at an AFL convention in Xyuston, Texas, Green handed Lundeberg the Seafarer's International Union charter. The new union represented 7,000 members on the East and Fors ko'rfazi qirg'oqlari. Seventy years later, SIU holds the charters to both NMU and SUP.[30]

The 1940s

Ikkinchi jahon urushi

As with the other military services, the entry of the United States into the Ikkinchi jahon urushi necessitated the immediate growth of the merchant marine and the Coast Guard.[39] The Maritime Commission spawned the Harbiy etkazib berish boshqarmasi in early February 1942. This new agency received a number of functions considered vital to the war effort, including maritime training. Several weeks after the creation of the new agency, however, the Maritime Service was transferred again to the Coast Guard.[39] The transfer allowed the War Shipping Administration to concentrate on organizing American merchant shipping, building new ships, and carrying cargoes where they were needed most.[39]

The United States intended to meet this crisis with large numbers of mass-produced freighters and transports.[39] When World War II loomed, the Maritime Commission began a crash shipbuilding program utilizing every available resource.[39] The experienced shipyards built complicated vessels, such as warships.[39] New shipyards, which opened almost overnight around the country, generally built less sophisticated ships such as the emergency construction "Ozodlik kemalari ".[39] By 1945 the shipyards had completed more than 2,700 "Liberty" ships and hundreds of "G'alaba kemalari ", tankers and transports.[39]

AB's were in high demand during Ikkinchi jahon urushi.

All of these new ships needed trained officers and crews to operate them.[39] The Coast Guard provided much of the advanced training for merchant marine personnel to augment the training of state merchant marine academies.[39] The Maritime Commission requested that the Coast Guard provide training in 1938 when the Maritime Service was created.[39] Merchant sailors from around the country trained at two large training stations.[39] On the East Coast the men trained at Fort Trumbull yilda Nyu-London, Konnektikut va Hukumat oroli in Alameda, California served the West Coast.[39] 1940 yilda Xofman oroli yilda Nyu-York Makoni became the third training station for the service.[39] After the start of the war other training stations were added in Boston, Port Hueneme, Kaliforniya va Sankt-Peterburg, Florida.[39]

Training ships manned by the Coast Guard included the Maritime Commission steamships American Seaman, Amerikalik mariner va American Sailor.[39] One of these ships, the 7,000-gross-ton American Seaman, carried 250 trainees in addition to the regular crew of 18 officers and 100 enlisted men.[39] Four complete machine shops, various lifeboats and up-to-date navigational equipment comprised the special educational equipment.[39] In addition the Coast Guard manned the full-rigged sail training ships Tusitala va Jozef Konrad, as well as the auxiliary schooner Vema.[39] The 261-foot (80 m) Tusitala qurilgan Grinok, Shotlandiya in 1883 and operated in merchant service before becoming a receiving ship in St. Petersburg in 1940.[39] The 165-foot (50 m) Jozef Konrad suzib ketdi Jeksonvill, Florida to train apprentice seamen. The training ships were important commands.[39] These steamships were the largest ships manned by the service prior to the Coast Guard joining the Navy in World War II.[39] CDR Alfred C. Richmond, who commanded the American Sailor, the first Maritime Service training ship, later became Commandant of the Coast Guard.[39]

Litsenziyalangan and unlicensed merchant marine personnel enrolled in the service.[39] The ranks, grades, and ratings for the Maritime Service were based on those of the Coast Guard.[39] Training for experienced personnel lasted three months; while inexperienced personnel trained for six months.[39] Pay was based on the person's highest certified position in merchant service.[39] New students received cadet wages.[39] American citizens at least 19 years old, with one year of service on American savdo kemalari of more than 500 gross tons, were eligible for enrollment.[39] Coast Guard training of merchant mariners was vital to winning the war.[39] Thousands of the sailors who manned the new American merchant fleet trained under the watchful eyes of the Coast Guard.[39]

The Coast Guard only continued the administration of the Maritime Service for ten months after the United States entered the war.[39] Merchant marine training and most aspects of merchant marine activity transferred to the newly created War Shipping Administration on September 1, 1942.[39] The transfer allowed the Coast Guard to take a more active role in the war and concentrated government administration of the merchant marine in one agency.[39] However, just as the transfer removed the merchant marine training role from the Coast Guard, the service assumed the role of licensing seamen and inspecting merchant vessels.[39]

The Atlantika okeani was a major strategic battle zone during World War II (Atlantika okeanidagi jang ) and when Germany declared war on the US, the Sharqiy qirg'oq offered easy pickings for German U-Boats (deb nomlanadi Second happy time ). After a highly successful foray by five IX turi long-range U-boats, the offensive was maximized by the use of short-range VII tur U-boats, with increased fuel stores, replenished from supply U-boats yoki "Milchkuh". In February to May 1942, 348 ships were sunk, for the loss of 2 U-boats during April and May. U.S. naval commanders were reluctant to introduce the convoy system that had protected trans-Atlantic shipping and, without coastal blackouts, shipping was silhouetted against the bright lights of American towns and cities.

Several ships were torpedoed within sight of East Coast cities such as Nyu York va Boston; indeed, some civilians sat on sohillar and watched battles between U.S. and German ships.[iqtibos kerak ]

XONIM Pennsylvania Sun torpedoed in 1942 (was saved and returned to service in 1943).

Once convoys and air cover were introduced, sinking numbers were reduced and the U-boats shifted to attack shipping in the Meksika ko'rfazi, with 121 losses in June. Bir misolda tanker Virjiniya was torpedoed in the mouth of the Missisipi daryosi tomonidan Germaniya suvosti kemasiU-507 on May 12, 1942, killing 26 crewmen. There were 14 survivors. Again, when defensive measures were introduced, ship sinkings decreased and U-boat sinkings increased.

The cumulative effect of this campaign was severe; a quarter of all wartime sinkings—3.1 million tons. There were several reasons for this. The naval commander, Admiral Ernest King, was averse to taking British recommendations to introduce convoys, U.S. Coast Guard and Navy patrols were predictable and could be avoided by U-boats, poor inter-service co-operation, and the U.S. Navy did not possess enough suitable escort vessels (British and Canadian warships were transferred to the U.S. east coast).

In 2017, Sadie O. Horton, who spent World War II working aboard a coastwise U.S. Merchant Marine barge, posthumously received official veteran's status for her wartime service, becoming the first recorded female Merchant Marine veteran of World War II.[50]

Wartime issues

During the Second World War, the merchant service sailed and took orders from naval officers. Some were uniformed, and some were trained to use a gun. However, they were formally considered volunteers and not members of the military. Uolter Vinchel, the famous newspaper columnist and radio commentator, and columnist Vestbruk Pegler both described the National Maritime Union and the merchant seamen generally as draft dodgers, criminals, riffraff, Communists, and other derogatory names.

It came to a head in the middle of the war with the writing of a column in the New York World-Telegram by Pegler, who alleged that merchant seamen refused to work on Sundays per union rules, causing sick USMC servicemen to unload their own supplies in an incident off Gvadalkanal. He went on to say that these seamen received "fabulous pay for sailors, including overtime bonuses, whereas the navy men draw only the modest pay for their ratings without extras." This was a specific allegation, and in February 1943, the National Maritime Union, representing seven other unions, filed suit for tuhmat qarshi Hearst gazetalari, publisher of the newspaper, and the Associated Press for its wide dissemination of what was claimed to be an untrue story. As part of their suit, they pointed out that Government allotments for families, low-rate premiums on insurance, hospitalization, dental care, pension, and civil service rating consideration tend to balance the pay of ordinary seamen in civilian service. But they denied the incident ever took place, and were backed by a report of Admiral Uilyam F. Xalsi, commander of United States forces in the South Pacific, to the Navy Department in which Halsey praised the "co-operation, efficiency and courage" of the merchant seamen and asserted that "In no instance have merchant marine seamen refused to discharge cargo from their vessels or in any other way failed to co-operate with the United States forces ashore in that (South Pacific) area." They won their suit, but the residual effect would last for decades.

What was ignored, say the Seafarers' International Union, was the fact that seamen are paid by the ship owner for their work, consequently they were paid only while the ships were in the water. A seaman torpedoed off his ship was off the payroll the minute he was injured, landed in a lifeboat or hit the water. Surviving seamen had to beg, borrow, plead or work their way back to the United States from places such as Murmansk, Russia, so they could be reassigned to another ship. Until that happened, they weren't paid. And in addition they would be chaqirilgan if they didn't find another ship within 30 days. Their wartime record reveals that their losses were among the highest of any group in the front lines. They died at a rate of 1 in 24. All told, 733 American cargo ships were lost[51] and 8,651 of the 215,000 who served perished on troubled waters and off enemy shores.

The Ittifoqdosh tanker Diksi Ok after she was torpedalar ichida Atlantika okeani tomonidan a Nemis Qayiq.

The biggest supporter of the merchant men was President Franklin D. Ruzvelt. It was he who in 1936 urged the Amerika Qo'shma Shtatlari Kongressi o'tmoq Merchant Marine Act, which established a 10-year program for building ships that would be used for commerce during peacetime and would be converted for use by the Navy during times of war or national emergency; and a training program for seamen that linked them to the military in wartime, specifically the Navy. It was this legislation that enabled the country to take on the Eksa powers a few years later, but not before extensive losses on the East coast, which was crawling with German submarines by the end of 1941. That year the Germans sank 1,232 Ittifoqdosh and neutral ships worldwide, including those manned by the Merchant Marine, and the following year was even worse. The Allies would lose 1,323 ships, while Germany's submarine losses totaled just 87. More than 1,000 merchant seamen would die within sight of the East Coast, and it wasn't uncommon for inhabitants of the seashore to find their bodies washed up on the sand.

Roosevelt, while the war was under way, proclaimed "Mariners have written one of its most brilliant chapters. They have delivered the goods when and where needed in every theater of operations and across every ocean in the biggest, the most difficult and dangerous job ever undertaken. As time goes on, there will be greater public understanding of our merchant's fleet record during this war."

But it wasn't to be, for with Roosevelt's death in 1945, the Merchant Marine lost its staunchest supporter and any chance to share in the accolades afforded others who served. The Urush bo'limi, the same government branch that recruited them, opposed the Seaman's Bill of Rights in 1947 (see below) and managed to kill the legislation in congressional committee, effectively ending any chance for seamen to reap the thanks of a nation. For 43 years, the U.S. government denied them benefits ranging from housing to health care until Congress awarded them veterans' status in 1988, too late for 125,000 mariners, roughly half of those who had served.

Today there are shrine and memorial reminders of mariners' heroism such as The American Merchant Marine Veterans Memorial yilda San-Pedro, Kaliforniya, va American Merchant Mariners' Memorial da Batareya parki yilda Quyi Manxetten. Eski Navy-Marine Memorial yilda Vashington, Kolumbiya honors those who died during World War I.

Beri Birinchi jahon urushi va Ikkinchi jahon urushi, many Merchant Marine officers have also held commissions in the United States Naval Reserve. Graduates of the AQSh savdogar dengiz akademiyasi are commissioned into the USNR by default if they do not choose to be commissioned in another service of the armed forces. A special badge, known as the Naval Reserve Merchant Marine Badge, has existed since the early 1940s to recognize such Merchant Marine personnel who are called to active duty in the Navy. World War II USMM were eligible for the Merchant Marine xizmatida medali, Merchant Marine Mariner's Medal, Merchant Marine Combat Bar, Merchant Marine Atlantic War Zone Bar, Merchant Marine Mediterranean-Middle East War Zone Bar va Merchant Marine Pacific War Zone Bar. 1946 yilda a Merchant Marine World War II Victory Medal tashkil etildi.

In the late 1940s, the Liberian open registry was formed as the brainchild of Edvard Stettinius, kim bo'lgan Franklin D. Ruzvelt "s Davlat kotibi Ikkinchi Jahon urushi paytida.[52] Stettinius created a corporate structure that included The Liberia Corporation, a joint-venture with the government of Liberia.[52] The corporation was structured so that one-fourth of its revenue would go to the Liberian government, another 10% went to fund social programs in Liberia, and the remainder returned to Stettinius' corporation.[52] The Liberian registry was created at a time when the Panama's registry was becoming less attractive for several reasons including its unpopularity with the U.S. labor movement and European shipping concerns, political unrest in Panama, and increases in its fees and regulations.[52]

On 11 March 1949, Greek shipping magnate Stavros Niarchos registered the first ship under the Liberian flag of convenience, the Dunyo tinchligi. When Stettinius died in 1950, ownership of the registry passed to the International Bank of Washington, led by General George Olmsted.[53] Within 18 years, Liberia grew to surpass the United Kingdom as the world's largest register.[53]

The 1950s

Paul Hall ordered the creation of AMO.

The AQSh dengiz komissiyasi was abolished on 24 May 1950, its functions were split between the U.S. Federal Maritime Board which was responsible for regulating shipping and awarding subsidies for construction and operation of merchant vessels, and Dengiz ma'muriyati, which was responsible for administering subsidy programs, maintaining the national defense reserve merchant fleet, and operating the AQSh savdogar dengiz akademiyasi. AMO was chartered on May 12, 1949, as the Brotherhood of Marine Engineers by Paul Hall as an affiliate of the Seafarer's International Union Shimoliy Amerika. The original membership consisted entirely of civilian seafaring veterans of Ikkinchi jahon urushi.[54]

Koreya urushi
Merchant ship carrying mail from the United States to combat troops in war zone, ties up at a port in Korea. During Korean War.

On March 13, 1951, the Savdo kotibi established the National Shipping Authority (NSA) to provide ships from the Maritime Administration's (MARAD) National Defense Fleet (NDRF). These ships would meet the needs of the military services and other agencies of government beyond the capabilities of the privately owned vessels of the U.S.-flag Merchant Marine. During times of war, the NSA also requisitioned privately owned merchant ships and made them available for military purposes. Immediately after its establishment, the NSA reactivated vessels to meet the urgent needs of America's European allies to help transport coal and other bulk materials to rebuild their defenses.

Davomida Koreya urushi there were few severe sealift problems other than the need to re-mobilize forces following post–World War II demobilization. About 700 ships were activated from the NDRF for services to the Far East. In addition, a worldwide tonnage shortfall between 1951 and 1953 required the reactivation of over 600 ships to lift coal to Northern Europe and grain to India during the first years of the Sovuq urush. The commercial merchant marine formed the backbone of the bridge of ships across the Pacific. From just six ships under charter when the war began, this total peaked at 255. According to the Harbiy dengiz transporti xizmati (MSTS), 85 percent of the dry cargo requirements during the Korean War were met through commercial vessels — only five percent were shipped by air. More than $475 million, or 75 percent of the MSTS operating budget for calendar year 1952, was paid directly to commercial shipping interests.In addition to the ships assigned directly to MSTS, 130 laid-up Victory ships in the NDRF were broken out by the Maritime Administration and assigned under time-charters to private shipping firms for charter to MSTS.

Ships of the MSTS not only provided supplies but also served as naval auxiliaries. Qachon AQSh armiyasi "s X korpus went ashore at Inchon in September 1950, 13 USNS cargo ships, 26 chartered American, and 34 Japanese-manned merchant ships, under the operational control of MSTS, participated in the invasion. Sealift responsibilities were accomplished on short notice during the Korean War. Initially American troops lacked the vital equipment to fight the North Koreans, but military and commercial vessels quickly began delivering the fighting tools needed to turn back the enemy. According to the MSTS, 7 tons of supplies were needed for every Marine or soldier bound for Korea and an additional one for each month thereafter. Cargo ships unloaded supplies around the clock, making Pusan a bustling port. The success of the U.S. Merchant Marine during this crisis hammered home to critics the importance of maritime preparedness and the folly of efforts to scuttle the Merchant Marine fleet. In addition to delivering equipment to American forces — more than 90 percent of all American and other Birlashgan Millatlar ’ troops — supplies and equipment were delivered to Korea through the MSTS with the assistance of commercial cargo vessels. A bridge of ships, much like in World War II, spanned the tinch okeani during the three years of hostilities.

Merchant ships played an important role in the evacuation of Birlashgan Millatlar troops from Hungnam, quyidagilarga amal qiling Chosin Reservoir Campaign. The Merchant Marine and Navy evacuated over 100,000 U.N. troops and another 91,000 Korean refugees and moved 350,000 tons of cargo and 17,500 vehicles in less than two weeks. One of the most famous rescues was performed by the U.S. merchant ship SS Meredith Victory. Only hours before the advancing communists drove the U.N. forces from North Korea in December 1950, the vessel, built to accommodate 12 passengers, carried more than 14,000 Korean civilians from Hungnam ga Pusan janubda. Birinchi turmush o'rtoq D. S. Savastio, with nothing but first aid training, delivered five babies during the three-day passage to Pusan. Ten years later, the Maritime Administration honored the crew by awarding them a Gallant Ship Award.

Privately owned American merchant ships helped deploy thousands of U.S. troops and their equipment, bringing high praise from the commander of U.S. Naval Forces in the Far East, Admiral Charles T. Joy. In congratulating Navy Captain A.F. Junker, Commander of the Military Sea Transportation Service for the western Pacific, Admiral Joy noted that the success of the Korean campaign was dependent on the Merchant Marine. He said, "The Merchant Mariners in your command performed silently, but their accomplishments speak loudly. Such teammates are comforting to work with."

Government owned merchant vessels from the Milliy mudofaa zaxiralari floti (NDRF) have supported emergency shipping requirements in seven wars and crises. Koreya urushi davrida harbiy kuchlarni qo'llab-quvvatlash uchun 540 ta kemalar ishga tushirildi. From 1955 through 1964, another 600 ships were used to store grain for the Qishloq xo'jaligi bo'limi. Another tonnage shortfall following the Suvaysh kanali closing in 1956 caused 223 cargo ship and 29 tanker activations from the NDRF.[55]

1953–1960

In 1953 at the Sixth Biennial Convention of the SIUNA the BME gained autonomy, which would allow it to adopt its first constitution and elect officers for the first time.[56] The first constitution was drafted by Edward Reisman, Rudolph Wunsch, James Wilde, Everett Landers, Peter Geipi, and William Lovvorn,[57] kim "erkin va adolatli saylovlarni o'tkazishni, rasmiy lavozimlar uchun vakolat muddatlarini belgilashni, kasaba uyushma mansabdor shaxslarining vazifalarini belgilashni, ayblovlarni, sud jarayonlarini va apellyatsiyalarni, kasaba uyushma tarkibiga ruxsat va lavozimlarni tekshirishni ta'minlaydigan hujjat ishlab chiqmoqchi bo'lgan. moliyaviy yozuvlar, shuningdek oddiy va oddiy ovoz berish orqali tuzatishlarga ruxsat berish. "[57] Prezident, ikkita vitse-prezident va kotib-xazinachi saylovlariga ruxsat beruvchi konstitutsiya, a'zolarning 96 foizi ovoz berish bilan qabul qilindi.[57] Uilbur Dikki 1953 yil 15-dekabrda birinchi prezident etib saylandi. 1954 yil sentyabrda Amerika Mehnat Federatsiyasi (AFL) yangi tashkil topgan kasaba uyushmasiga "federatsiya tarkibida" o'ziyurar kemalardagi dvigatel xonasining litsenziyalangan xodimlariga "nisbatan maxsus yurisdiktsiya berish" huquqini berib, tan oldi.[58]

BME farovonligi rejasi ijtimoiy ta'minot va maxsus xizmatlar bo'yicha direktori Ray MakKay rahbarligida ajoyib darajada o'sib bordi. 1954 yil avgustda u o'zining aktivlari 100000 dollardan oshgani haqida xabar berdi.[59] Ushbu reja a'zolarga va ularning oilalariga to'liq jarrohlik amaliyotini o'tkazish va shifokorni ko'rish uchun to'liq qamrab olish kabi bir qator progressiv imtiyozlarni taklif qildi. 1955 yil fevralda kasaba uyushmasi "AQSh dengiz savdogar dengiz zobitlari uchun birinchi pensiya rejasini" amalga oshirishni boshladi, bu 1955 yil noyabrgacha yaxshi boshlangan edi.[59]

1955 yilda Jozef Kurran The vitse-prezidenti etib tayinlandi AFL-CIO. Bosimlari tufayli Ikkinchi qizil qo'rqinch keyin Ikkinchi jahon urushi AFL va CIO birlashdi AFL-CIO rahbarligida 1955 yilda Jon L. Lyuis. 1957 yilda Uilbur Dikki kasaba uyushma raisini iste'foga chiqardi va Rey Makey 1957 yil 17 yanvarda bu lavozimni egalladi.[60] O'sha yilning oxirida, 1957 yil 29 oktyabrda MakKay va o'sha paytdagi prezident Dengiz muhandislari foydali uyushmasi H.L. Daggett BME-ning bir nechta MEBA mahalliy aholisi bilan birlashishi to'g'risida kelishuv imzoladi.[61] Yangi tashkil etilgan tashkilot MEBA nomi bilan tanilgan Katta ko'llar tumani mahalliy 101.[54] 1957 yil 28 yanvarda, Garri Lundeberg vafot etdi. Ko'p o'tmay, Pol Xoll ning prezidenti bo'ldi Dengizchilar xalqaro ittifoqi. O'sha yili, Reymond MakKey ning prezidenti bo'ldi Amerika dengiz xizmatlari xodimlari SIUni tark etdi va MEBA-ga qo'shildi. O'sha yili, Maykl Sakko qo'shildi Dengizchilar xalqaro ittifoqi.

20-asrning oxiri

1960-yillar

1960 yilda, MEBA ichki qayta tashkil etilgandan so'ng, Amerika dengizchilik xodimlari "2-okrug MEBA" nomi bilan mashhur bo'lishdi.[54] 1961 yilda Federal Dengiz Kengashi tomonidan tartibga solinadigan funktsiyalar yangi tashkil etilgan Federal dengiz komissiyasi, subsidiya funktsiyalari berilgan bo'lsa Dengiz yordami kengashi dengiz ma'muriyati. Davomida 1961 yilgi Berlin inqirozi, Milliy mudofaa zaxiralari flotining 18 kemasi ishga tushirildi, ular 1970 yilgacha xizmatda bo'lishdi.[55] Vetnam urushi 172 NDRF kemalarini faollashtirishni talab qildi.[55]

Vetnam urushi

SSga chiqish paytida havo fotosurati Mayagyez, Kambodja qurolli qayiqlariga kema yonida e'tibor bering.

Davomida Vetnam urushi, fuqarolik dengizchilari ekipaji bo'lgan kemalar Qurolli Kuchlarimiz foydalanadigan yuklarning 95 foizini tashiydi. Ushbu kemalarning aksariyati otishma ostida jangovar zonalarga suzib ketishdi. Aslida SS Mayaguez voqea amerikalik SS Mayaguez savdo kemasidan dengizchilarni qo'lga olish bilan bog'liq.[62] Inqiroz 1975 yil 12 mayda boshlandi Kxmer-ruj AQShning sobiq dengiz flotini ekspluatatsiya qilayotgan dengiz kuchlari "Tezkor qayiqlar "Amerika konteyner kemasini egallab oldi SS Mayagyez tomonidan tan olingan xalqaro dengiz yo'llarida Kambodja va ekipajini so'roq qilish uchun olib tashladi. Tomonidan kuzatuv P-3 Orion samolyotlar kema keyin harakatga keltirilganligini va langarga qo'yilganligini ko'rsatdi Koh Tang, Kambodjaning janubiy qirg'og'idan taxminan 80 mil uzoqlikda joylashgan orol, o'sha mamlakat bilan chegaradosh Vetnam. Afsuski, hibsga olinishi AQSh hujumiga turtki bergan kema ekipaji sog'lig'i yaxshi noma'lum bo'lgan holda ozod qilindi AQSh dengiz piyodalari yoki dengiz piyoda hujumi boshlanishidan oldin AQShning operatsiya qo'mondonligi. Ushbu voqea Qo'shma Shtatlarning Vetnam urushidagi ishtirokidagi so'nggi rasmiy jang bo'ldi.

1970-yillar

1970 yilda Savdogar dengiz to'g'risidagi qonuni kemalarni qurish dasturini subsidiyalashga ruxsat berdi.[9] 1973 yil 5 martda Jozef Kurran NMU prezidenti lavozimini tark etdi, uning o'rnini egalladi Shannon J. Wall. 1976 yilda birinchi ayol AQSh savdo dengiz akademiyasiga qabul qilindi.[9] 1977 yildan boshlab, Rezerv zaxiralari floti ilgari Milliy Mudofaa zaxira floti tomonidan olib borilgan ishlarning asosiy qismini o'z zimmasiga oldi. RRF muvaffaqiyat qozonishiga katta hissa qo'shdi "Cho'l qalqoni" operatsiyasi /"Cho'l bo'roni" operatsiyasi 1990 yil avgustdan 1992 yil iyungacha, harbiy texnika talablariga javob beradigan 79 ta kemalar ishga tushirilganda, jihozlarning 25% va kerakli o'q-dorilarning 45% olib o'tilgan.[55]

1980-yillar

1981 yilda Dengiz ma'muriyati nazorati ostiga tushdi AQSh transport vazirligi. 1988 yilda, Frank Drozak vafot etdi, Maykl Sakko uni o'rniga prezident etib tayinladi Dengizchilar xalqaro ittifoqi.

1990-yillar

1992 yilda, MEBA tarkibidagi avtonom birlashma sifatida ish olib borganida, "2-okrug" asl ismiga qaytdi "Amerika dengiz xodimlari".[54] 1993 yilda Raymond T. Makkey o'g'li vafot etdi Maykl MakKey uning o'rnini Amerika dengizchilik bo'yicha ofitserlari prezidenti etib tayinladi. AMO nihoyat 1994 yilda MEBA-dan chiqib ketdi[54] va natijada AFL-CIO aloqasini yo'qotdi[63] Bu taxminan o'n yil o'tgach, 2004 yil 12 martda tiklandi Maykl Sakko dan nizomni AMOga taqdim etdi SIUNA.[63]

Ikkita RRF tankeri, ikkita RO / RO kemasi va harbiy transport kemasi kerak edi Somali uchun Umidni tiklash operatsiyasi 1993 va 1994 yillarda. davomida Gaiti inqirozi 1994 yilda 15 ta kema ishga tushirildi Demokratiyani qo'llab-quvvatlash operatsiyasi operatsiyalar. 1995 va 1996 yillarda AQSh va Buyuk Britaniyaning qo'llab-quvvatlashi doirasida harbiy yuklarni etkazib berish uchun to'rtta RO / RO kemalari ishlatilgan NATO tinchlikni saqlash vazifalari.[55] Quyidagi Markaziy Amerika uchun gumanitar yordam ko'rsatish uchun to'rtta RRF kemalari ishga tushirildi Mitch bo'roni 1998 yilda. Uchta RRF kemasi hozirda dengiz flotining jangovar logistika kuchlarini to'ldirishga qodir bo'lgan ikkita ixtisoslashgan tanker va bitta quruq yuk kemasi bilan Afloat Prepositioning Force-ni qo'llab-quvvatlamoqda.[55]

2000-yillar

2001 yil 22 oktyabrda 2001 yil dengiz savdosi to'g'risidagi qonun o'n yil ichida 300 kema qurishni nazarda tutgan holda qabul qilindi.[64] 2003 yilda 40 ta RRF kemalari qo'llab-quvvatlandi Doimiy erkinlik operatsiyasi va Iroq ozodligi operatsiyasi. Ushbu RRF hissasi katta ahamiyatga ega bo'lib, jangovar harakatlar teatriga muhrlangan uskunalar va jihozlarni o'z ichiga olgan bo'lib, ular tarkibida Armiya, Navy Combat Logistics Force va USMC Aviation Support uskunalari uchun jangovar qo'llab-quvvatlovchi uskunalar mavjud. 2005 yil may oyining boshiga kelib, RRF kumulyativ qo'llab-quvvatlashiga 85 ta kema faollashuvi kiritildi, ular deyarli 12000 ta kema ish kunlarini ro'yxatdan o'tkazdilar va AQSh qurolli kuchlarini Iroqni ozod qilish uchun zarur bo'lgan uskunalarning deyarli 25% harakatga keltirdilar.[55] MSC ham oqim bilan shug'ullanadi Iroq urushi, 61 million kvadrat fut (5,7 km²) yuk va 1,1 milliard AQSh dollarini etkazib berdi galon (4.200.000 m³) yoqilg'ining faqat birinchi yil oxirigacha. Savdo savdogarlari Iroqdagi hissalari uchun tan olinmoqda. Masalan, 2003 yil oxirida vitse-admin Devid Brewer III, komandiri Harbiy Sealift qo'mondonligi ofitserlari va ekipaj a'zolarini taqdirladi MVKapitan Stiven L. Bennet The Savdogar dengiz ekspeditsiyasi medali.[65]

2007 yil 8 yanvarda Tom Bethel AMO milliy ijroiya qo'mitasi tomonidan sobiq prezidentning muddatini bajarish uchun tayinlandi Maykl MakKey.[66] RRF kelgusida ko'rfaz sohillariga gumanitar yordam ko'rsatishga chaqirildi Katrina bo'roni va Rita bo'roni mos ravishda 2005 yil avgust va sentyabr oylarida qulab tushishlar Federal favqulodda vaziyatlarni boshqarish agentligi yordam ishlarini qo'llab-quvvatlash uchun jami sakkizta kemani so'radi. Qayta ishlash zavodlari ishchilari, yog'larning to'kilishiga javob beradigan guruhlar, uzoq muddatli shov-shuvlar uchun aralashmalar va joylar berildi. Kemalardan biri elektr energiyasini etkazib berdi.[55]

Shuningdek qarang

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