United States Maritime Commission
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| United States Maritime Commission | |
|---|---|
 Created by Dave Aldworth of Project Liberty Ship · Public domain · source | |
| Name | United States Maritime Commission |
| Formed | 1936 |
| Dissolved | 1950 |
| Jurisdiction | United States |
| Headquarters | Washington, D.C. |
| Preceding1 | Merchant Marine Act of 1920 |
| Superseding | United States Maritime Administration |
| Chief1 name | Emory S. Land |
| Chief1 position | Chairman |
United States Maritime Commission was an independent federal agency created to revitalize the American Merchant Marine and oversee merchant ship construction, operation, and training. It implemented programs to design and build modern merchant ships, subsidize commercial shipping lines, and expand maritime training institutions. The Commission's work intersected with transportation policy debates led by figures such as Franklin D. Roosevelt, Cordell Hull, and Harold L. Ickes.
History
The Commission was established under the Merchant Marine Act of 1936 amid concerns following World War I and the Great Depression about the decline of the United States Merchant Marine. Initial commissioners included appointees from the United States Senate and cabinet-level supporters like Franklin D. Roosevelt. Early years featured legal and political contests with entities such as the United States Shipping Board and critics in the United States House of Representatives and United States Senate Committee on Commerce. The Commission navigated controversies involving prominent companies like United States Lines, American Export Lines, and Grace Line while responding to international incidents including the Spanish Civil War and tensions with Imperial Japan.
Organization and Structure
Leadership centered on a three-member commission with a Chairman; notable leaders included Emory S. Land and Ralph A. Bard. The agency operated from Washington, D.C. with regional offices in ports such as New York City, San Francisco, Baltimore, and New Orleans. Subordinate bureaus coordinated with institutions like the United States Navy, War Shipping Administration, and United States Department of Commerce. The Commission worked with industry stakeholders including American-Hawaiian Steamship Company, Matson Navigation Company, Moore-McCormack, and shipbuilders such as Bethlehem Steel, Newport News Shipbuilding, Sun Shipbuilding, and Todd Shipyards.
Shipbuilding and Programs
The Commission funded standardized designs including the Liberty ship and later the Victory ship through contracts with yards like Kaiser Shipyards and Bethlehem-Fairfield Shipyard. It administered construction programs coordinated with the Emergency Shipbuilding Program and designers including Edward S. Moore and naval architects from Newport News Shipbuilding. The Commission's initiatives intersected with legislation such as the Merchant Marine Act of 1928 and involved commercial lines including Isthmian Lines and Black Diamond Steamship Company. Shipbuilding efforts brought together suppliers like U.S. Steel and engines from manufacturers such as Westinghouse Electric Corporation and General Electric.
Merchant Marine Training and Policy
The Commission established policy frameworks affecting academies like the United States Merchant Marine Academy at Kings Point and state maritime colleges including Massachusetts Maritime Academy, State University of New York Maritime College, Maine Maritime Academy, and California Maritime Academy. It supported training ships such as USS Lexington (CV-2) used as school ships and cooperated with labor organizations including the National Maritime Union and Seafarers International Union. Policy decisions involved interactions with Acting Secretary of the Navy officials, the Office of Price Administration, and shipping interest groups like the American Maritime Council.
World War II Role and Impact
During World War II, the Commission's shipbuilding programs under leaders like Emory S. Land and coordination with the War Shipping Administration produced thousands of merchant vessels vital to operations in the Battle of the Atlantic, Pacific Theater of World War II, and support for campaigns including Operation Overlord and Operation Torch. The Liberty ship program mobilized industrial capacity in yards run by Henry J. Kaiser and workforce mobilization efforts tied to unions such as the International Longshoremen's Association. The Commission's output supported convoys, tankers, and troop transports that collaborated with the United States Navy, Royal Navy, and Soviet Union lend-lease logistics. High-profile events linked to the program include the launching ceremonies attended by figures like Franklin D. Roosevelt and Winston Churchill supporters, and the losses incurred during actions like the Battle of the Atlantic underscored merchant seamen's sacrifices recognized later by institutions such as the American Merchant Marine Veterans.
Postwar Activities and Dissolution
After World War II, the Commission shifted to reconversion, disposal, and sale of surplus vessels to commercial operators including American President Lines and Matson Navigation Company, and to foreign buyers under negotiations involving the United States Department of State and international partners such as United Kingdom shipping firms. Cold War-era priorities prompted legislative changes culminating in abolition of the Commission and transfer of functions to the Maritime Administration under the Department of Commerce and later to entities linked with United States Department of Transportation policies. The Commission's legacy influenced subsequent maritime law, merchant fleet policy, and institutions including the United States Maritime Service and memorials such as the American Merchant Marine Veterans Memorial.