清代漕糧搭運體制的濫觴與成形

The Formation of the Dayun Grain Tribute Transportation System in the Qing Dynasty

明代漕運遵循每年400萬石和每船400石的漕糧原額，隨著漕船修造的延遲以及漕船漂沒、焚燒等意外發生，其他漕船帶運的灑帶方式成為了臨時補救措施。由於明代對於原額祖制的堅守和減存船料的徵解，灑帶一直被當做權宜之計而非法規，漕船的法定運額也並未突破原額祖制。不過，當減存制度不能挽回大規模漕船缺失之時，灑帶變得越來越頻繁，最終在明末作為一種永久灑帶的策略被提出。在清前期軍餉急缺、缺船持續沒有改善的情況下，灑帶逐漸日常化，並隨著白糧改制，明確了耗費原則。同時，與衛所改制相輔相成，裁革了大量漕船，漕糧搭運體制由此全面建立，相對應地出現了現丁和減丁之分。在漕糧搭運體制下，減丁無需運漕，只要繳納屯田津貼即可，進一步深化了明代以來漕運系統中免除親身運漕、徵收料銀的賦役貨幣化進程。然而，這種趨勢並非不可逆轉，只要國家需要，減丁仍然存在未來還有運漕的可能性。因此，清政府在制度上一視同仁，留有餘地，並未完全革除減丁的漕軍身分，使所有的減丁獲取了執業減船屯田的合法性，進而成為衛所屯田民化的誘因之一。另一邊，漕糧搭運體制形成了漕船裁汰、漕糧灑帶、漕船尺寸增大、財政收入增加的循環模式，並在清中後期不斷上演，擴大運用至社會應急領域，將不屬於漕糧範圍內的糧食通過搭運的方式納入漕運系統，實際漕船的載量漸次增大，最終突破了自明代以來的400萬石漕糧會計原額，漕船負重難行。與之相對，河道水勢不足以浮送重運漕船，漕船行駛日漸阻滯，漕運大困。為保障京師糧食供應，清政府動用運軍攜帶土宜的合法空間，毫無節制地搭運加載，不僅犧牲運軍的正常生計，而且導致京師百貨物價上漲，道光年間海運的施行已經是勢在必行。

During the Ming dynasty, the grain tribute transportation system operated according to an annual amount of 4 million dan of grain and 400 dan per ship. With delays in shipbuilding and the occurrence of accidents such as sinkings and fires, the way of transportation by other ships, or sadai 灑帶, became a temporary remedial measure. Due to a strict adherence to the original system and certain levies placed on shipbuilding materials, or the system of jiancun 減存, in the Ming dynasty, sadai had always been regarded as an expedient measure rather than a regulation. However, as the system of jiancun could not make up for the large-scale lack of grain tribute ships, the adoption of sadai became increasingly frequent and was eventually proposed as a permanent strategy in the late Ming. Moving into the early Qing dynasty, owing to the pressing lack of military funds and provisions as well as specific ships for grain tribute transportation, sadai gradually became normalized, and following the reformation of the “white grain” system, specified the principles of how it was consumed. At the same time, it complemented the restructuring of the garrison, or weisuo 衛所, system which cut off a large number of ships, and thus, the dayun 搭運 grain tribute transportation system was comprehensively established, which correspondingly resulted in two classifications of soldiers: “current transport” (xianding 現丁) and “reduction” (jianding 減丁). Under the dayun system, reduction soldiers were not needed to transport grain and only required to pay “militaryagricultural colony,” or tuntian 屯田, subsidies, which further deepened the monetized processes of the tax and corvee system within the grain tribute transportation system of the Ming dynasty. This trend, however, was not irreversible. As long as it was needed by the state, reduction soldiers still had the possibility of transporting grain in the future. Therefore, the Qing government did not completely abolish the identity of reduction soldiers as “transportation” soldiers, or caojun 漕軍, which legitimized the possession of tuntian by reduction soldiers thereby leading to the matter of the nationalization of garrisons. In another regard, the dayun system formed a cyclic pattern of a reduction in grain tribute transportation ships, the use of sadai measures, an increase in shipping capacity, and a rise in fiscal revenues. During the mid- and late Qing dynasty, the dayun system was being continuously put into practice and expanded into the field of social emergency services. In order to ensure a sufficient amount of food was entering the capital, for example, foodstuff which originally fell outside of grain to be transported to the capital was then incorporated into the dayun system. The actual carrying capacity of the ships thus increased, and eventually, the original amount of 4 million dan of grain was exceeded, further exacerbating the difficulties faced by the ships when shouldering such a load. Relatively, water levels were simply inadequate to keep the ships with their new weights afloat, thereby clogging waterways and worsening water transportation. Once again in efforts to ensure its food supply, the capital used the legal space of the military to carry the local products. As the loads of the dayun system were operated without restraint, not only was the expediency and the livelihood of the military sacrificed, but the prices of numerous goods also rose steeply in the capital, all of which made the implementation of sea transportation in the reign of the Daoguang Emperor imperative.