Hoboken Port Of Embarkation

The New York Port of Embarkation (NYPOE) was a United States Army command responsible for the movement of troops and supplies from the United States to overseas commands. The command had facilities in New York and New Jersey, roughly covering the extent of today's Port of New York and New Jersey, as well as ports in other cities as sub-ports under its direct command. During World War I, when it was originally known as the Hoboken Port of Embarkation with headquarters in seized Hamburg America Line facilities in Hoboken, New Jersey, the Quartermaster Corps had responsibility. The sub-ports were at Boston, Baltimore, Philadelphia and the Canadian ports of Halifax, Montreal and St. Johns. The World War I port of embarkation was disestablished, seized and requisitioned facilities returned or sold and operations consolidated at the new army terminal in Brooklyn. Between the wars reduced operations continued the core concepts of a port of embarkation and as the home port of Atlantic army ships. With war in Europe the army revived the formal New York Port of Embarkation command with the New York port, the only Atlantic port of embarkation, taking a lead in developing concepts for operations.

In World War II the NYPOE, now under the new Transportation Corps, was the largest of eight Port of Embarkation commands, the second largest being the San Francisco Port of Embarkation and the second largest on the East Coast being Hampton Roads Port of Embarkation. Originally it had the army facilities in Charleston, South Carolina as a sub-port until it was elevated to the Charleston Port of Embarkation as a separate command. The cargo sub-port at Philadelphia remained under the command of NYPOE throughout the war. By the end of the war 3,172,778 passengers, counting 475 embarked at the Philadelphia cargo port, and 37,799,955 measurement tons of cargo had passed through the New York port itself with 5,893,199 tons of cargo having passed through its cargo sub-port at Philadelphia—about 44% of all troops and 34% of all cargo passing through army ports of embarkation.

New York POE in concept development

The formation and development of the then Hoboken Port of Embarkation early in World War I was the basis for a massive and complex Army command by the time the concept reached its full development in World War II. As the first and by far the largest POE in World War I NYPOE served as the model for general POE concepts and continued its role as the largest of the ports throughout World War II. Even though the First World War POE command was disbanded the interwar years saw some of the same concept and core functions operating at the two major Army ports at Brooklyn Army Base and Fort Mason in San Francisco.

When war broke out in Europe in 1939 only New York was operating as a port of embarkation on the Atlantic seaboard. As the nation prepared for conflict a supply center in New Orleans was elevated to a POE with another facility at Charleston becoming a sub-port of New York POE with the War Department developing the concept for the fully developed Port of Embarkation concept operating after entry into the war.

An Army "Port of Embarkation" (POE) is not simply some Army shipping terminal. An Army POE was a command structure and interconnected land transportation, supply and troop housing complex devoted to efficiently loading overseas transports. The scope of the World War II POE is summarized in Army Regulations: AR 55-75, par. 2B, 1 June 1944:

The commanding officer of a port of embarkation will be responsible for and will have authority over all activities at the port, the reception, supply, transportation, embarkation, and debarkation of troops, and the receipt, storage, and transportation of supplies. He will see that the ships furnished him are properly fitted out for the purpose for which they are intended; he will supervise the operation and maintenance of military traffic between his port and the oversea base or bases; he will command all troops assigned to the port and its component parts, including troops being staged, and will be responsible for the efficient and economical direction of their operations. He will be responsible for the furnishing of necessary instructions to individuals and organizations embarked or debarked at the port ... He will be responsible for taking the necessary measures to insure the smooth and orderly flow of troops and supplies through the port. (AR 55-75, par. 2B, 1 Jun 44. Quoted Chester Wardlow : pages 95–96, ''The Transportation Corps: Responsibilities, Organization, and Operations'')Arm
FM55-10
referenced below includes a graphic illustration of the extent and components of a typical POE on pages 14 and 15.

Any primary POE could have sub-ports and cargo ports even in other cities or temporarily assigned for movements between the United States to one of the overseas commands it normally served. In World War I port facilities in Boston, Baltimore, Philadelphia and even in Canada served as sub-ports to the NYPOE. An important special cargo function involved mail in which the POE was required to ensure all mail sacks were properly labeled, met the earliest sailing date and were distributed in such a way that loss of one ship would not destroy all mail destined for a unit.

For troop movements the most critical timing factor was availability of the transports and sailing dates so that the most effective means of minimizing delays at the port was for the POE to control the movement of troops from their home stations to the port as well as having responsibility for ensuring troops were properly equipped and prepared for overseas deployment. Most troops were embarked destined for arrival at rear area assembly points, but when destined for landing against hostile forces the ports "combat loaded" troops under different procedures made in consultation with the force commander that included billeting combat teams together at the port and loading team equipment and supplies aboard the assault vessels for efficient unloading.

In one respect the POE Command extended even to the troops and cargo embarked on ships until they were disembarked overseas through "transport commanders" and "cargo security officers" aboard all troop and cargo ships under Army control, either owned, bareboat chartered and operated or charter with operation by War Shipping Administration (WSA) agents that were appointed and under the command of the POE. Troops embarked aboard all vessels except U.S. Naval transports remained under overall command of the port commander until disembarked overseas. That command was exercised by the Transport Commander whose responsibilities extended to all passengers and cargo but did not extend to operation of the ship which remained with the ship's master. On large troop ships the transport command included a permanent staff of administration, commissary, medical and chaplain personnel. The cargo security officers were representatives of the port commander aboard ships only transporting Army cargo.

World War I operations

The Hoboken Port of Embarkation, with New York Port of Embarkation also in use by the close of the war, was formally established on 27 July 1917 with a port commander having been assigned on 7 July. The Army quickly recognized demands of World War I shipping overseas required unified command of operations of the Water Transportation Branch, Quartermaster Corps and the Army camps and depots through which troops and supplies passed. In early June Major General J. Franklin Bell, commanding the Army's Department of the East on Governors Island was instructed to assume the functions of the commander of such a Port of Embarkation as the port organized. It quickly became clear the United States involvement in the war overseas required a central, separate, more flexible and responsive organization with direct oversight from the War Department in Washington, D.C. Previous War Department planning had envisaged ports of embarkation under single commanders.

The first headquarters was established at Hoboken, New Jersey using facilities and piers seized from the German owned North German Lloyd and Hamburg-American steamship lines on the Hudson River. The first commander was Brigadier General William M. Wright serving from 1 July to 1 August 1917. On 1 August 1917 Major General David C. Shanks assumed command as the ports of embarkation came under the Embarkation Service until 27 September 1918 when ports were made coordinate agencies directly under the General Staff. The port was briefly under command of two Brigadier Generals, William V. Judson and George H. McManus from 9 September 1918 until General Shanks resumed command on 5 December 1918.

In the early stages of the port's operation during World War I the cargo functions were located in Brooklyn and New Jersey with troop movements largely out of Hoboken, where the command was located, and nearby Manhattan piers seized from German lines with passenger facilities.

By war's end the NYPOE, again under Major General David C. Shanks, had expanded to a staff of 2,500 officers, embarkation camps, hospitals, twelve piers and seven warehouses in Hoboken, in Brooklyn eight piers and 120 warehouses of which six piers were also Bush Terminal Company assets, and two Army Supply Base warehouses and, in the North River, Manhattan three piers covering a total of fifty-seven acres.

Three embarkation camps, Camp Merritt having a 38,000 transient troop capacity, Camp Mills with 40,000 capacity and Camp Upton with 18,000 capacity came under the direct command of the Port of Embarkation while Camp Dix remained under War Department control but served as an embarkation camp for the port. The command included four embarkation hospitals and five debarkation hospitals, one general hospital and one auxiliary hospital along with two base hospitals.

The ports of Boston, Baltimore, Philadelphia served as sub-ports and the Canadian ports of Halifax, Nova Scotia, Montreal and St. John's, Newfoundland as subsidiary ports under the NYPOE.

The need for more permanent dockside Army passenger, warehousing and shipping facility was recognized and the Brooklyn Army Base, redesignated the Brooklyn Army Terminal (BAT) 1 October 1955, was constructed from existing terminal and docking facilities in Owls Head, Brooklyn, not far from Fort Hamilton, beginning in 1918.

The port managed the return of the American Expeditionary Force from France during 1919 and of the American Forces in Germany, 1919–1923 as well as postwar transport related to support of forces in Puerto Rico and the Panama Canal Zone. In December 1919 , home ported at the port, transported Emma Goldman and Alexander Berkman along with 240 people considered Communists and radicals from the NYPOE to Hango, Finland.

General Shanks' command and the NYPOE were discontinued 24 April 1920 with functions turned over to the General Superintendent, Army Transport Service, Army Base Brooklyn. Though the command had changed and the port itself reduced in size from the wartime years to the new Army terminal continued to be referred to as the New York Port of Embarkation with ships home ported at "New York POE, Army Supply Base, Brooklyn, NY," as were the transports , , , , and others.

In later stages and postwar years, with the permanent Brooklyn facilities becoming the center of operations, New York Port of Embarkation (NYPOE) replaced the former term and was the official term during World War II.

Between the wars

With official discontinuation of the command structure at the end of World War I the port, along with the ports at San Francisco and New Orleans also being used by the Army, became a depot for personnel and supplies for the overseas facilities it served without coordinating functions. The command was under a Superintendent, Quartermaster Corps, Army Transport Service reporting to the Quartermaster General. On 6 May 1932 the New York Port of Embarkation was reactivated with command at Army Base Brooklyn consolidating command of the Atlantic branch of the Army Transport Service, the New York General Quartermaster Depot at the Army base and the Overseas Replacement and Discharge Service at Fort Slocum.

World War II

Major General Homer M. Groninger assumed command from a series of short term commanders on 7 November 1940 and remained in command throughout the war in Europe during which he advanced the port's role in primary supply responsibility for the overseas theater commands. NYPOE became a prototype for the expansion and activation of the other Army Ports of Embarkation with most of the basic system for handling requisitions from overseas commands, planning shipments and cargo loading developed there. In 1939 when war was declared in Europe NYPOE was the only formally operating port of embarkation on the Atlantic. During the period between that event and entry of the United States into the war two sub-ports were established under NYPOE:

* Charleston established to relieve pressure on NYPOE with initial responsibility largely centered on the West Indies and Caribbean. After the United States entered the war Charleston became a POE in its own right.
* New Orleans established as a sub-port to support the Panama Canal Department but later became involved in support of Caribbean, South Atlantic, and Pacific commands as the New Orleans Port of Embarkation.

On 17 December 1941 all depots and ports of embarkation came under the Chief of the Transportation Branch, G-4, with the Chief of Transportation, Services of Supply, gaining command oversight in March when that position was established. Central control tightened and was coordinated under a Transportation Control Committee that extended to all the military services, the War Shipping Administration (WSA), Office of Defense Transportation and allied British Ministry of War Transport that controlled all movements of troops and freight including Lend Lease moving through the ports.

Later in the war, with full ports of embarkation established in Boston and Hampton Roads, a cargo sub-port under NYPOE was established at Philadelphia. At the end of the war, despite the accomplishments of the other ports and sub-ports, the NYPOE remained the single port with the largest passenger and cargo numbers and only the San Francisco Port of Embarkation rivaling its role in the supported theater of war.

The single issue driving nearly all the command's functions was availability and movement of shipping that was coordinated with the port but not under the sole control of the port. Troops and supplies had to be available to meet ship availability, the convoy cycle and sailing dates and adjustments made for events concerning ships from mechanical to weather and other demands. Convoy schedules were Navy controlled and all ship sailings required Navy clearance. Convoy schedules were determined in Washington by Navy and War Departments with a pre-sailing convoy conference held by the Office of the Port Director with local Navy, commanders of the escort vessels and masters of the convoy vessels attending to ensure final details of convoy assembly, operation and emergency actions were determined and understood.

Major facilities

Embarkation camps

Embarkation camps were staging areas established to house and prepare troops for a period of usually a week, but sometimes up to two weeks, before embarkation overseas. At NYPOE the period in 1944 average time in camp ranged from 7.1 to 11.7 days. The camps were under the direct command of the Port Commander with responsibility to complete final training, equipping and other preparation of troops in coordination with troopship and convoy schedules.

* Camp Kilmer in New Jersey, with troop capacity of over 37,500. Troops were usually moved by rail to Jersey City, New Jersey

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