SS Uruguay, Brazil & Argentina - The “Good Neighbor Fleet” managed by Moore-McCormack Lines

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With Reuben Goossens

Maritime Historian, Author, Cruise‘n’Ship Reviewer and Maritime Lecturer

Please Note: All ssMaritime and other related maritime/cruise sites are 100% non-commercial and privately owned. Be assured that I am NOT associated with any shipping or cruise companies or any travel/cruise agencies or any other organisations! Although the author has been in the passenger shipping industry since 1960, although is now retired but having completed over 700 Classic Liners and Cargo-Passengers Ships features I trust these will continue to provide classic ship enthusiasts the information they are seeking, but above all a great deal of pleasure!

Page Three

Please Note: Photographs & Images are from the Author’s private collection, unless otherwise stated.

Restoration to the three Liners:

Once again, I will take them in the order of original construction, thus I will commence with the SS Uruguay, ex California, then the SS Brazil, ex Virginia, and last but not least the SS Argentina, ex Pennsylvania.

The SS Morro Castle Fire that Changed Everything:

On the morning of September 8, 1934, whilst sailing from Havana to New York, the 1930 completed SS Morro Castle caught fire and burned, tragically killing 137 passengers, and crewmembers. The ship later beached herself near Asbury Park, New Jersey, and she remained there for several months until she was declared a total loss, and her charred hulk was finally towed away to be scrapped.

Here we see the SS Morro Castle just after her maiden voyage in 1930

Photographer is unknown - Please see Photo Notes at the bottom of the page

A tragic scene of the SS Morro Castle beached after her horrific fire that killed so man!

Photographer is unknown - Please see Photo Notes at the bottom of the page

The devastating fire aboard the SS Morro Castle was a catalyst for improved shipboard fire safety. Today, the use of fire-retardant materials, automatic fire doors, ship-wide fire alarms, and greater attention to fire drills and procedures resulted directly from the Morro Castle disaster. The changes made due to this great fire, were implemented on the three ships when they were returned to Moore-McCormack during their massive reconversions from Troopships back into Luxury Passengers Liners, as we will see below!

S.S. Uruguay:

On June 25, 1946 the Uruguay was returned to the Maritime Commission and to the Federal Shipbuilding and Drydock Company of Kearny in New Jersey was awarded a US$4,437,000 contract to convert her back into a Passenger Liner. However, it was not until June 23, 1947 when she finally entered the Todd Shipyards’ No. 1 Graving Dock, Red Hook, Brooklyn, where her hull was sandblasted back to bare metal, and there were some 87 of her thick steel plates and 85,000 rivets removed and replaced before she could be fully repainted. However, like so often before, sadly work was delayed by yet another shipyard workers’ strike, the Americans proved to be worse that the British when it came to maritime striking!

The Uruguay is seen now afloat in the Todd Shipyards’ No 1 Graving-Dock

During the massive work undertaken on her, due to the new fire laws, all due to that huge fire on the Morro Castle, the SS Uruguay was completely fireproofed. The Uruguay and her two sisters were given a special sprinkler system throughout the ship, and there were 12 fire zones, as well as fire screen bulkheads and bridge-controlled fire doors. When completed these three ships were considered to be as safe as any ship afloat at that time and for a considerable time in the future!

But in conclusion, the Uruguay was extensively modernised and her interior was completely restyled in a wonderfully restrained style, which was designed by the then well-known William F. Schorn, who also designed the new interior of her sister ship, the SS Brazil, therefore the photographs below apply to both ships!

First Class Main Lounge retained her majestic look

The Verandah Café remained a popular venue!

The Tourist Class modernised Main Lounge

Having fun, with some horse racing out on Deck

Schedule and Fares issued January 1949-

One of the ships Swimming Pools

Of course besides her being fully repainted back into her original livery, but, her funnel was also changed to reveal the official Moore-McCormack Lines logo and colours.

A new Moore-McCormack brochure

On January 23, 1948 Uruguay departed the Todd Shipyards for a comprehensive 18-hour deep-sea trial, and on January 24, the Maritime Commission returned the SS Uruguay to Moore-McCormack Lines. Her new Gross Registered Tonnage was now 20,237 GRT.

Captain Spaulding resumed as Master of the ship and on January 30, 1948 the SS Uruguay commenced a nine-day Caribbean cruise to Nassau and Havana.

On February 10, 1948 SS Uruguay during a moving ceremony, was presented with a ‘US Navy Reserve Pennant’ and her Library was “Dedicated in Memory of Thomas K Locke,” who was a Moore-McCormack employee, who died whilst he was an infantry captain when the ship was on active duties during the Second World War. On February 12, 1948 Uruguay departed from New York on the Buenos Aires service for the first time since 1941.

The SS Uruguay continued on her regular schedule sailing from; New York, Trinidad, Bahia, Rio de Janeiro, Santos, Montevideo, Buenos Aires, Montevideo, Santos, Rio de Janeiro, Bahia, Trinidad back to New York. And she continued this service through to 1954, although there were the occasional changes.

A fine promotional painting of Moore-McCormack Lines Beautifully restored Three Liners!

Painting by Fred. J. Hoertz was used by Moore-McCormack in 1948

Then on June 17, 1951 Captain Albert Spaulding retired, as he had spent the last decade of his career in command of the SS Uruguay. Captain Howard F. Lane succeeded him. During Uruguay’s first voyage under Captain Lane’s command, amazingly she achieved her fastest time ever from Rio de Janeiro to Trinidad, covering the distance in just six days, 14 hours and 42 minutes and averaging 19.95 knots being a fine 36.95 km/h.

But, just over a year later, something occurred that would change the ships future forever, for on August 8, 1952 around 230 nautical miles (430 km) out of New York, the SS Uruguay struck a submerged object that damaged and completely disabled one of her propellers. This caused excessive vibration through the ship. The Captain decided to quickly head for Newport News, where the propeller could be repaired. He, the Captain, at no time sent any distress calls, or for that matter requested for aid or assistance, instead SS Uruguay proceeded to port under her own power and she arrived at daybreak the next day.

She was rapidly dry-docked at the Newport News Shipbuilding and Drydock Company and remained there for close to 12 hours. As soon as the propeller was repaired, SS Uruguay continued on her voyage! This event had obviously proven to be a very expensive exercise indeed. Then on June 17, 1951 Captain Albert Spaulding retired, as he had spent the last decade of his career in command of the SS Uruguay. Captain Howard F. Lane succeeded him. During Uruguay’s first voyage under Captain Lane’s command, amazingly she achieved her fastest time ever from Rio de Janeiro to Trinidad, covering the distance in just six days, 14 hours and 42 minutes and averaging 19.95 knots being a fine 36.95 km/h.

Please Note: The ship SS Uruguay’s final days and her end will be revealed further down the page, together with her two wonderful sisters!

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S.S. Brazil:

The Maritime Commission issued invitations for bids for the conversion of the SS Brazil back into a passenger liner. It was not until in August that the Government gave Moore-McCormack permission to take over the operation of the liner and they sent her to the Atlantic Basin Iron Works Shipyards, Brooklyn to be changed over from a troop ship, back into a luxury Liner. The Brazil was entirely redecorated, and refurnished, with the interior decoration by William F. Schorn, who also did the SS Uruguay. Of course due to the new fire laws, the Brazil was completely fireproofed. The Brazil and her sisters were all given a special sprinkler system that had 12 fire zones, fire screen bulkheads and bridge-controlled fire doors, therefore these ships were considered as safe, as any vessel afloat!

Her new passenger capacity was 359 in First Class, and 160 in Cabin Class, this being much the same as on board the SS Uruguay. Her new Gross Registered Tonnage was 20,683 GRT. The SS Brazil was rebuilt at a cost of US$9,000,000, and she was indeed like a new luxury liner. There was no doubt, upon completion, she looked like a picture and a genuine luxury Moore-McCormack Liner, ready to sail and provide pleasure to countless vacationers!

The Brazil is seen during her sea trials

On May 6, 1948 the SS Brazil made her final sea trials and it all went with perfection. The next day she was delivered to her owners Moore-McCormack in New York.

On May 20, 1948 S.S. Brazil with Captain Harry N. Sadler in command, departed from Pier 32, North River, for her very first post-war voyage, being a 12-day West Indies Cruise, which would call at Bermuda, Charlotte Amalie, St. Thomas, San Juan, Ciudad Trujillo and returning to New York on June 1.

The SS Brazil ready to commence her first voyage to South America

Then on June 4, the Brazil commenced on what would be her regular schedule, as she sailed to South America sailing from New York to Rio de Janeiro, Santos, Montevideo, Buenos Aires, Port-of-Spain, and Trinidad.

The Brazil is seen at Anchor

The SS Brazil sailed on with the usual and various episodes that take place on and with a liner, but in August 1953 the company decided to lay her up temporarily.

Then, on March 29, 1954 the S.S. Uruguay was laid up in Baltimore due to her many ongoing problems and operational costs, and the S.S. Brazil was a more efficient ship. She also had additional rooms that had baths, which was a definite plus! The S.S. Uruguay’s Captain Hodges was transferred to the Brazil.

On April I, 1954 the Brazil departed Baltimore with 251 passengers onboard, a good 200 had come per boat train to join her and the rest came from nearby, and she headed of on her regular voyage to Rio de Janeiro, Santos, Montevideo, Buenos Aires, Port-of-Spain, and Trinidad and back to New York. On December 10, 1954 Captain Harry N. Sadler took his very last sailing in command of the SS Brazil as she departed from Pier 32, North River, and headed to Buenos Aires late in the afternoon.

Please Note: The ship SS Brazil’s final days and her end will be revealed further down the page, together with her two wonderful sisters!

A superb portside view of the SS Brazil

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S.S. Argentina:

On November 4, 1946 the US government allowed Moore-McCormack to take over the operation of the Argentina again, and she was sent to the Bethlehem Steel Company at 56th Street, Brooklyn yard, where she was reconverted from a troopship into a luxury Passenger Liner.

Unlike her two sisters who had the same designer and decorator. The SS Argentina’s interior decoration and high standard of finish would be undertaken by a different designer; being Donald Deskey & Associates of 630 Fifth Avenue, New York, who certainly did an outstanding job!

She was completely redecorated utilising nine basic colour schemes to provide variety throughout her staterooms. The main contributor of the ships internal refit and décor was Donald Deskey Associates, who executed the design of the ship’s upgraded staterooms and public areas, and also the Zalud Marine Corporation, who worked on the joiner and interior timberwork required.

The ships shop seen whilst at sea

The Argentina was completely fireproofed throughout, just like her sisters, keeping within the strict new fire prevention laws that had come in since the tragic fife on the Morro Castle. She now also featured the Moore-McCormack funnel and her new passenger capacity was 359 in First Class and 160 in Cabin Class. Her Gross Registered Tonnage was now listed as being; 20,707 GRT.

On December 30, 1947 the SS Argentina, which at the time was the second largest American ship afloat, departed Bethlehem Steel's Brooklyn shipyard where she had been undergoing her refit, for her final sea trials. A large number of persons, including officials of the Maritime Commission, her owners; Moore-McCormack Lines officials; Bethlehem Steel Company representatives; and some members of the press made the 14-hour trial voyage. The Argentina returned late at night to Pier 32, North River. Her sea trials included an eight-hour endurance run at full speed as well as a two-hour “overload” run over a marked course between Ambrose Lightship and Barnegat Bay. There were “Crash stops” from full ahead and full stern, along with readings and recordings of all equipment and instruments onboard. Captain Thomas M. Simmons expressed complete satisfaction with the ship’s excellent behaviour and after the tests he added “she is safer and better than ever!

There was no doubt at all, just as it was said; “The Argentina has the appearances of a new Liner and it is hard to believe she was actually built in 1929!”

When SS Argentina was completed, she was an elegant looking Liner indeed

The Argentina originally was scheduled to commence service on July 25, but her conversion was delayed by that plagued June strike of the shipyard workers, which remained unsettled until early November 1947.

The immaculate looking SS Argentina departed New York at 5 pm on January 15, 1948 being her first post-war voyage bound for Rio de Janeiro, Santos, Montevideo, Buenos Aires, Port-of-Spain, and Trinidad. The 38-day round-voyage fares were as follows; from US$1,030 in First Class and from US$630 in Cabin Class.

The SS Argentina is seen here on her what was called her 2nd.maiden voyage, berthed at Rio de Janeiro in 1948

Photograph by Moore-McCormack lines

Here is another photograph of the Argentina seen berthed at Rio de Janeiro but now in 1949

Photograph by & © Arno Kikoler

She continued on having a number of interesting encounters with a variety of personalities, and in 1951 Clark Gable and his wife, Lady Sylvia Ashley came onboard to see off several friends who were sailing on a round voyage. Amazingly, Lady Ashley and Clark Gable were married for just 17 months, and she commenced divorce proceedings soon after the photograph below was taken onboard the Argentina.

Clark Gable and his then wife, Lady Sylvia Ashley

Photographer is unknown - Please see Photo Notes at the bottom of the page

However, seven years later in 1958, this fine old ship was beginning to show her age thus she was beginning to show some wear and tear and it became apparent that her end days was very near!

Please Note: The ship SS Argentina’s final days and her end will be revealed just below, together with her two wonderful sisters!

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The Trio’s Final Days

1… SS Uruguay 1954 - 1964:

After her costly encounter in 1952, when her propeller was damaged, she did sail on, but in 1954 the company decided to withdraw her from service.

SS Uruguay departed on her final voyage under her master, Captain Jesse R. Hodges, and she returned to New York on March 29, 1954. Captain Hodges was obliged to bring the ship to her North River berth, without the assistance of tugboats due to the ongoing strike conditions, and he did this in just 30 minutes, without mishap, in fact it all went very smoothly, as both passengers and crew noted! AS we have already read, the SS Brazil which had been temporarily been laid up, was placed back into service and Captain Hodges was transferred to her.

The Uruguay was transferred to the US Federal Government and she was laid up as part of the “James River Reserve Fleet” at Fort Eustis, Virginia.

Then, late in 1963 the United States Department of Commerce placed the Uruguay on the market, and in 1964 she was sold to the “North American Smelting Company” of Wilmington, Delaware for scrapping. She arrived at the “NASCo” Bordentown breakers yard in March 1964, and her demolition soon commenced.

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2… SS Brazil 1957 - 1964:

Captain Sadler certainly had a rich career at sea and he had commanded ships since 1920. He first came to Moore-McCormack as Master of the Brazil back in 1938 when the “Good Neighbor Fleet” commenced. Then, during World War II he sailed the on the USAT Brazil as a troopship to India by way of the Cape of Good Hope, as well to North Africa, and across the Pacific.

Captain Harry N. Sadler docked his ship, the S.S. Brazil, for the last time he should have returned a week ago, but sailing for Buenos Aires the ship developed engine trouble the first day out and had to return to port for repairs. The delay spoiled a perfect record of performance, not only for the ship, but also for the 65-year old merchant mariner, who has been the ships commanding officer for the last 17 years, except for his vacation times. For interest, sadly Captain Jesse R. Hodges who joined the Brazil in 1954 passed away on December 23, 1960.

On November 30, 1957 the Federal Maritime Board approved the withdrawal of the grand old liner, the S.S. Brazil, which, like her sisters had been leased by the Government to Moore-McCormack Lines. It had already been decided that to bring her up to standards was simply not be economically feasible, and the companies Mr. Moore has the new SS Brazil, which will cost US$26,000,000 would make the New York to Buenos Aires voyage and return in just 31 days, compared with 38 days for the old liner.

A fine photograph of the brand new SS Argentina and Basil (with an “s”)

Thus, Brazil joined the already laid-up S.S. Uruguay in the James River Reserve Fleet, the idea being that the United States retained many of her older passenger ships in “mothball defence fleets,’ awaiting some military emergency. But of course this would just not occur and they all remained there until a decision had to be made!

The SS Brazil is seen laid up

Late in 1963 the SS Brazil was placed on the market by the U.S. Department of Commerce, however, whilst on January 28, 1964 original bids had been rejected, but then the Brazil was sold to “Portsmouth Salvage, Inc,” for US$133,333. She was then broken up by “First Steel & Ship Corp,: of New York.

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3… SS Argentina 1958 - 1964:

On August 5, 1958 - Captain Thomas Simmons having just concluded his very last “Good Neighbor” round voyage to South America, he arrived at Pier 32, in the Canal Street area of the Hudson River. As he stood on his bridge he with sadness rang down the engines of the Argentina for the final time.

The Argentina is seen departing New York Harbour for her final round voyage to South America

As we already know, the over-aged ship was built as the SS Pennsylvania in 1929, was she with her sister were withdrawn from service together. But now this one fine liner will be returned her to her owner, being the Federal Maritime Board. Thus, she is headed to be “mothballed” together with her two sister ships, the Brazil and Uruguay.

Considering that Captain Simmons had been on the Argentina’s bridge throughout her troop-carrying days during World War II, and continued onboard during the post-war years. He moved the bridge telegraph indicator to the space that was marked “Finished with engines.” He said, “This is the end, and I thought I’d give this last order myself.”

Here we see Captain Thomas Simmons ending the career of a fine old ship, the SS Argentina, ex Pennsylvania

The Captain had been a seafarer for 47 years and like the Argentina, his career had been marked by good fortune. His vessels have been on the fringes of many hurricanes but never in a disastrous storm. During World War II he certainly had many close scrapes but he always came through unscathed.

As he walked down the gangplank at Pier 32, Captain Simmons took not a single souvenir from the Argentina with him, for he said, “The memories are enough.”

The Argentina joined the Uruguay and the Brazil in the James River Reserve Fleet, where all three ships remained laid up. Late in 1963 SS Argentina was placed on the market by the U.S. Department of Commerce. Then early in 1964 she was sold to “Peck Iron & Metals” of Norfolk, Virginia to be broken up. However, she was shortly after sold to “Luria Bros’ in South Kearny, New Jersey where she was broken up.

Remembering Three Fine Early American Liners!

1. The Panama Pacific Line - “Big 3”

SS California, Virginia, and Pennsylvania

2. The “Good Neigbor Fleet” Liners managed by Moore-McCormack Lines

A painting of the three The “Good Neighbor Fleet” Liners

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Page One … SS California, Virginia & Pennsylvania - 1928 to 1938.

Page Two … SS Uruguay, Brazil & Argentina - 1938 to 1946.

Page Three … SS Uruguay, Brazil & Argentina - 1946 to 1964.

Also Visit … SS Brasil & Argentina of 1968

“Blue Water Liners sailing to the distant shores.
I watched them come, I watched them go and I watched them die.”

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