History of the United States Merchant Marine: Evolution and Growth

The United States Merchant Marine has a rich and fascinating history that spans over two centuries. The first recorded U.S. merchant ship was the "Empress of China", which sailed from New York to China in 1784.

The early years of the Merchant Marine were marked by a small but growing fleet of ships that played a crucial role in the country's trade and commerce. The War of 1812 saw a significant increase in the demand for merchant vessels.

From the mid-19th century to the early 20th century, the Merchant Marine underwent rapid growth and modernization. The construction of larger, more efficient ships enabled the fleet to expand its reach and capacity.

The maritime history of the United States stretches back to 1607, when the first successful English colony was established at Jamestown. This marked the beginning of a long history of shipbuilding and maritime trade in the country.

Shipbuilding was a major industry in the early days of the colonies, with many settlers involved in the trade. In fact, at one point, Massachusetts was estimated to have one vessel for every hundred of its inhabitants. This was a testament to the importance of shipbuilding in the economy of the time.

One out of every four signers of the Declaration of Independence was a shipowner or had been a ship captain, highlighting the significant role that the maritime industry played in shaping the country's history.

The Revolutionary War marked the beginning of the United States Merchant Marine's role in war. It lasted from 1775 to 1783.

The Continental Congress and various colonies issued Letters of Marque to privateers, which were armed merchant ships that preyed on enemy ships. This tactic successfully interrupted the British supply chain along the eastern seaboard and across the Atlantic Ocean.

In 1778, a Treaty of Alliance between the United States and France was signed, placing American ships under the protection of France. This alliance was a significant turning point in the war.

The Revolutionary War predates the establishment of the United States Coast Guard (1790) and the United States Navy (1797).

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The 1780s were a transformative time for the United States, marked by significant events that set the stage for its future growth.

In 1783, the Treaty of Paris was signed, officially ending the American Revolutionary War and recognizing American independence from Great Britain.

The young nation was still reeling from the war, and many of its citizens struggled to make a living.

Between 1783 and 1787, the United States government was essentially a loose confederation of states, with little central authority.

This lack of unity led to a series of issues, including trade disputes and border conflicts.

In 1787, the Constitutional Convention was held, where a new framework for the federal government was proposed.

The Convention's draft, which would eventually become the United States Constitution, was a direct response to the problems faced by the Articles of Confederation.

The Constitution was ratified in 1788, and the following year, George Washington was inaugurated as the first President of the United States.

In the 1890s, the maritime industry underwent significant changes. The Massachusetts Maritime Academy was established in 1891 in Buzzards Bay, Massachusetts.

The Sailors' Union of the Pacific was formed in 1891, with Andrew Furuseth as its secretary until 1935. This union played a crucial role in advocating for the rights of sailors.

The International Seamen's Union of America was formed in 1895, after affiliating with the American Federation of Labor in 1893. This marked a significant milestone in the history of the United States Merchant Marine.

The Ocean Mail Act of 1891 introduced a trade-route system that remained largely unchanged until the present day. This act provided for mail-subsidy payments to various classes of steamships, totaling $29,630,000 by 1923.

The 1790s were a pivotal time in American history, marked by significant legislative changes that shaped the country's financial and maritime landscape. In 1790, federal legislation was enacted to address seamen and desertion.

The United States was struggling to stay financially afloat after the Revolutionary War, and a great deal of income came from import tariffs. National income was desperately needed.

The Revenue-Marine was created on August 4, 1790, to enforce tariff laws and all other maritime laws, a move urged on by Secretary of the Treasury Alexander Hamilton.

The 1830s was a pivotal time for maritime history. In 1832, Secretary of the Treasury Louis McLane ordered revenue cutters to conduct winter cruises to assist mariners in need.

This marked the beginning of the lifesaving mission that the later U.S. Coast Guard would be famous for. Congress made this practice official in 1837.

The SS Great Western was the first purpose-built steamship to initiate regularly scheduled trans-Atlantic crossings in 1838. It proved that steamers could make the trip in shorter time than the fastest sailing packet.

The British government was wise to realize that steam power was the future, and in 1839, they heavily subsidized the Cunard Line. This subsidy helped Samuel Cunard and other owners to establish themselves in the new type of ships.

The British Government granted Samuel Cunard a subsidy of $425,000 a year to carry the mails between Liverpool, Halifax, and Boston. This policy of subsidization helped Britain's maritime interests gain a foothold in the steamship industry.

The Peninsular Company, later known as the Peninsular and Oriental Steam Navigation Company, was established in 1837. The Pacific Steam Navigation Company was founded in 1840, both of which received subsidies to aid in their growth.

The 1840s were a transformative time in the 19th century, with the Industrial Revolution in full swing.

The introduction of the telegraph in 1844 revolutionized communication, allowing for instant messaging over long distances. This innovation had a significant impact on business and daily life.

The Irish Potato Famine of 1845-1852 was a devastating event that left millions without food or shelter. It was a stark reminder of the harsh realities of life during this period.

The California Gold Rush of 1848-1855 drew thousands of prospectors to the West Coast, leading to a rapid expansion of population and economy. Many of these prospectors were driven by the promise of easy wealth.

The Compromise of 1850 was a series of laws that attempted to balance the power between slave and free states, but ultimately failed to address the underlying tensions. This compromise was a temporary solution to a much larger problem.

The 1860s was a transformative decade marked by the American Civil War and the abolition of slavery. The war lasted from 1861 to 1865 and resulted in the deaths of an estimated 620,000 to 750,000 soldiers.

The Industrial Revolution continued to gain momentum during this period, with the introduction of new technologies such as the Bessemer process for mass-producing steel. This led to the construction of railroads and the growth of urban centers.

The Civil War also led to a significant increase in government spending, which helped to stimulate economic growth. The federal government issued paper money, known as greenbacks, to finance its war efforts.

The 1860s saw the rise of women's rights activism, with figures like Elizabeth Cady Stanton and Susan B. Anthony advocating for women's suffrage. They organized the Seneca Falls Convention in 1848, but it wasn't until the 1860s that their efforts gained more traction.

The Homestead Act of 1862 allowed settlers to claim up to 160 acres of land for free, provided they lived on it and farmed it for five years. This led to a surge in westward expansion and the settlement of new territories.

The 1870s was a pivotal decade for maritime advancements.

In 1870, the screw propeller and triple expansion engine made trans-oceanic shipping economically viable. This led to a significant increase in safe and affordable travel and trade around the world.

Deck officers were required to pass mandatory license examinations starting in 1873. This move aimed to ensure that those at the helm of ships were properly trained and qualified.

The New York Nautical School was founded in 1874, becoming the first school of its type in the United States. It would later become the State University of New York Maritime College.

The union that would become the Marine Engineers' Beneficial Association formed in 1874, with the goal of supporting and protecting the interests of marine engineers.

The National Marine Engineers Association was formed in 1875, with Garret Douw of Buffalo as its president.

By 1876, Plimsoll marks were required on all U.S. vessels to ensure safe loading and prevent overloading.

In 1891, a maritime school now known as The Massachusetts Maritime Academy opened up in Buzzards Bay Massachusetts.

Andrew Furuseth merged the Coast Seamen's Union with the Steamship Sailor's Union to form the Sailors' Union of the Pacific on July 29, 1891.

The Ocean Mail Act of 1891 provided for mail-subsidy payments to various classes of steamships and inaugurated a trade-route system that remained basically unchanged until 1923.

The Act remained in effect until 1923, and total subsidy in the form of mail payments totaled $29,630,000.

The International Seamen's Union of America was formed by maritime labor representatives from America's Pacific, Great Lakes and Gulf Coast regions in 1892 in Chicago, Illinois.

The Maguire Act was passed in 1895, making desertion from coastal vessels no longer punishable by imprisonment.

The White Act was passed in 1897, abolishing imprisonment of US citizens for desertion in American or nearby waters, and ending corporal punishment.

In 1895, the International Seamen's Union of America took its name, and in 1893, it affiliated with the American Federation of Labor.

The 20th century was a transformative time for the United States Merchant Marine. The Merchant Marine played a crucial role in both World War I and World War II, with the U.S. government assuming ownership of the fleet during the latter.

The Jones Act of 1920, which mandated that merchant vessels be built in the United States and owned by U.S. citizens, was a significant development. This law helped to establish the Merchant Marine as a vital part of the country's maritime industry.

The Merchant Marine continued to grow and evolve throughout the 20th century, with the U.S. government investing heavily in new ships and training programs.

World War I was a pivotal moment in history, and it had a significant impact on the world's shipping industry. The war saw a massive increase in the use of submarines, or U-boats, by Germany to attack merchant ships.

Germany's U-boats were highly effective against merchant ships, but they had a major drawback: they couldn't withstand a direct attack by a surface ship. This made it difficult for them to give warning before attacking or to rescue survivors.

The sinking of nine U.S. merchant ships was a major factor in President Wilson's decision to ask Congress to declare war. This event highlights the devastating impact of the U-boat attacks on neutral countries like the United States.

The use of defended convoys of merchant ships allowed the Allies to maintain shipping across the Atlantic, despite heavy loss. The convoy system was first organized in late May 1917, and by the autumn, it had become very well organized, with losses for ships in convoy falling drastically.

Here are some key statistics on the effectiveness of the convoy system:

The use of convoys was not mandatory, and it wasn't until August 1918 that monthly loss rates fell below their 1916 levels. This shows that the convoy system was not a silver bullet, but it was a crucial tool in maintaining shipping during the war.

The early 20th century was a transformative time for the International Seamen's Union (ISU), marked by both successes and failures. In 1919-1930, the ISU achieved a significant victory with the strike of 1919, securing wages that were an all-time high for deep sea sailors in peacetime.

This achievement was short-lived, as the ISU's conservative approach to contract negotiations led to a failed strike in 1921, resulting in 25 percent wage cuts. ISU officials were criticized for their handling of the strike.

The ISU's conservative reputation was further solidified in 1923, when the Industrial Workers of the World publication The Marine Worker labeled the ISU's officials as "grafters and pimps."

The 1930s were a transformative decade, marked by the rise of totalitarian regimes and the outbreak of World War II. This period saw the establishment of fascist governments in Italy and Germany, with Benito Mussolini and Adolf Hitler respectively at the helm.

The Great Depression, which began in 1929, continued to wreak havoc on the global economy, leading to widespread poverty and unemployment.

The League of Nations, established after World War I, failed to prevent the outbreak of another global conflict. Its inability to enforce its decisions and prevent aggressive behavior by member states was a major factor in the lead-up to World War II.

The 1930s also saw significant advancements in technology, with the introduction of the first commercial airliners and the development of radar systems.

The 1940s was a transformative decade that set the stage for the modern world. The Second World War, which began in 1939, continued to rage on, causing widespread destruction and loss of life.

The war effort led to significant advances in technology, including the development of radar and jet engines. These innovations paved the way for the creation of new aircraft that could fly faster and higher than ever before.

Rationing and austerity measures were implemented in many countries to conserve resources and allocate them to the war effort. People had to make do with less, and food, fuel, and other essential items were scarce.

The war also had a profound impact on women's roles in society. Many women took on new responsibilities, such as working in factories and serving in the military, and their contributions were invaluable to the war effort.

The 1940s saw the emergence of new musical styles, including swing and bebop, which became popular in the United States and Europe. These styles were characterized by their fast-paced rhythms and improvisational techniques.

The decade also saw the rise of iconic leaders, including Winston Churchill and Franklin D. Roosevelt, who played crucial roles in shaping the course of the war and the post-war world.

The 1950s were a transformative time for the maritime industry, setting the stage for the significant events of the following decades.

The decade began with the reorganization of MEBA in 1960, which led to American Maritime Officers becoming known as "District 2 MEBA."

The Federal Maritime Board's regulatory functions were transferred to the Federal Maritime Commission in 1961, while its subsidy functions were assigned to the Maritime Subsidy Board of the Maritime Administration.

The Berlin crisis of 1961 required the activation of 18 National Defense Reserve Fleet vessels, which remained in service until 1970.

The Vietnam War necessitated the activation of 172 NDRF vessels, highlighting the critical role of the maritime industry in supporting military operations.

The 1980s were a pivotal time for the Maritime Administration, as it came under the control of the U.S. Department of Transportation in 1981.

This change in leadership marked a significant shift in the way the Maritime Administration operated, and it had a lasting impact on the industry.

In 1988, Frank Drozak passed away, and Michael Sacco took over as president of Seafarer's International Union, bringing a new perspective to the role.

The U.S. Fourth Arm of Defense was born out of necessity during the American Revolutionary War. In 1775, the Continental Congress issued Letters of Marque to privateers, which were outfitted as warships to prey on enemy merchant ships.

These privateers played a crucial role in interrupting the British supply chain, predating the establishment of the United States Coast Guard in 1790 and the United States Navy in 1797. The Merchant Marine's role in war began during this time.

The Merchant Marine's early involvement in war was marked by its reliance on foreign powers, such as France, for protection. A 1778 Treaty of Alliance between the United States and France allowed American ships to come under the aegis of France.

The U.S. paid a heavy price for its lack of naval power, paying up to $1 million per year in ransom and tribute to the privateering states for 15 years. This habit of tribute was hard to overturn, but the recommissioning of the American navy in 1794 made it possible for America to say "no" to future demands.

The increased firepower on the seas, combined with a largely successful undeclared war with French privateers in the late 1790s, showed that American naval power was now sufficient to protect the nation's interests on the seas.

If you're researching the history of the United States Merchant Marine, you'll want to know about the records and archives available to you. The National Archives in Washington, DC, holds a wealth of information, including records related to Merchant Marine personnel in Record Group 41: Records of the Bureau of Marine Inspection and Navigation.

You can find these records in the Archives 1 research consultation room, specifically on the Coast Guard/Maritime bookcase, where a finding aid is available. For questions about these records, contact the Archives 1 Reference Branch at [email protected].

Some specific records you might find useful include Steamboat Inspection Service Payroll Cards, Applications for Seamen’s Protection Certificates, and Personnel Records of Recruits. Here are some of the records you can expect to find:

Ship Registers are an essential part of maritime history, providing valuable information on the vessels that sailed the seas.

Maritime researchers can benefit from accessing ship registers, which contain detailed records of ships, including their dimensions, tonnage, and ownership.

These records can be found in the collection of rare books and reference works, including 19th-century marine dictionaries and books on navigation, which often include information on ship registers.

The Mariners’ Medical Guide, written by James Folsom, also mentions the importance of keeping accurate records of ships, including ship registers.

This collection of books will continue to grow and address various aspects of maritime history, including commerce, immigration, and shipbuilding, making it an invaluable resource for researchers.

If you're looking for records related to Merchant Marine personnel, you'll want to check out the National Archives in Washington, DC, specifically Archives 1.

A finding aid for Record Group 41: Records of the Bureau of Marine Inspection and Navigation is available in the research consultation room on the Coast Guard/Maritime bookcase.

You can also contact the Archives 1 Reference Branch at [email protected] for questions about these records.

The Archives 1 location holds a range of records related to Merchant Marine personnel, including personnel records, applications, and payroll cards.

Here are some specific records you can expect to find at Archives 1:

The U.S. Coast Guard maintains custody of merchant mariners’ records for the World War II era. They hold these records for historical and administrative purposes.

If you're looking for a personnel file or service record for a mariner who was discharged by the U.S. Coast Guard, you'll need to submit a records request to the National Maritime Center.