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The New York Port of Embarkation (NYPOE) was an Army command responsible for the movement of troops and supplies from the United States to overseas commands. The command had facilities in New York, 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:
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 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. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「New York Port of Embarkation」の詳細全文を読む スポンサード リンク
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