September 2, 1880
Emmet J. McCormack was born in
the Bay Ridge section of Brooklyn, Kings County, New York. He was a
son of Irish immigrants.
September 21, 1880
Albert V. Moore was born in
Hackensack, New Jersey.
August 30, 1888
Robert Corwin Lee was born in
McCormack organized the Commercial Coal Company with a view to supplying
British tramp ships. As he expanded his operations, he opened offices at 29
Broadway. During the course of this activity, he became acquainted with
Albert V. Moore, secretary of the Tweedie Trading Company, whose activities
included ship chartering, among others.
McCormack founded the first Staten Island-Brooklyn Ferry in 1912 with the
old wide-wheeler John Inglis.
July 9, 1913
Messrs. McCormack and Moore
(both just shy of 33 years of age) formed Moore & McCormack Company,
Incorporated, to charter ships, then to own them.
Capitalized at $5,000 with three officer-directors (Henry F. Molloy, as
Secretary), with two desks in a ninth floor office of an eleven-story
building at 29 Broadway and with ambitions, plans, and hopes as the
Company's major assets.
Robert C. Lee
began working for Moore & McCormack Company.
January 16, 1921
A new direct
steamship line between Philadelphia, Cork, Dublin and Londonderry was
announced by Director Sproul of the Department of Wharves, Docks and
Ferries. The line will be operated by Moore & McCormack Company, Inc.
The first steamship scheduled to sail next month will be the West Gambo.
August 29, 1921
steamships formerly operated under charter by the United States Mail
Steamship Company will be run as a fleet under the name of the United States
"United States Line," was selected by three Shipping Board Agents of which
Emmet McCormack of Moore & McCormack was one. The other two companies
involved in the naming were United American Lines, Inc. and the Roosevelt
November 2, 1925
The Shipping Board opened competitive bids for the
sale of the Pan-America Line, consisting of four ships plying between New
York City and South American ports. Moore & McCormack and Munson Steamship
Line are engaged in keen rivalry for possession of these vessels. Munson
offered $8,200,000 for the group of four, while Moore & McCormack offered
$4,100,100 for the group. After the bids were opened, the Munson Line
immediately made a new bid, a verbal one, of $4,104,000 for the four
vessels. The verbal bid was protested by Moore & McCormack. The four ships
of the Pan-America Line are the American Legion, Pan-America, Western
World and Southern Cross. They are built of steel, are oil
burners of the combination passenger and cargo type and have a rated speed
of 15-1/2 knots. They were built by the Government for use in transporting
troops and materials during the World War.
McCormack, Inc., as operators, took over the Republics Line which consisted
of 11 steamers and the motorship, Tampa.
Scantic Line was sold to Moore & McCormack and was improved under private
ownership, with the Pennsylvania railroad eventually purchasing an important
interest in it.
Scantic Line was the first of the Shipping Board lines to enter into
agreements with competitive foreign lines under which the United States
acquired an equal division of the freight moving between American and
February 1, 1927
Board terminated its agreement with Moore & McCormack, Inc., as operators
and transferred the line to C. H. Sprague & Sons, Inc., of Boston as
agents. The decision closed one of the hardest fights the board has
had presented to it for a long time on such an issue, marked as it was by
influential and wide support from New York public and private interests in
behalf of Moore & McCormack. No charge of inefficiency was laid by the
Board against Moore & McCormack, but the reallocation was made in the belief
that an even better service would result. The New York claim for
continued operation was based upon contentions that the Moore & McCormack
operation was efficient and the volume of business given the Line at that
port justified its headquarters being retained there.
April 17, 1929
A contract has been completed by the American Scantic
Line to establish a weekly steamship service between the North Atlantic
ports of the United States and the newly created Polish port of Gdynia. It
was signed in Poland by Robert C. Lee and was celebrated at a dinner
tendered by the Polish Government in Warsaw at which Mr. Lee was guest of
honor. The dinner was attended by the Polish Prime Minister and members of
the Cabinet, and by Minister Stetson, Consul General Cole, and Commercial
June 30, 1931
McCormack, President of the New York Maritime Exchange and Vice President of
Moore & McCormack, made a statement advocating conversion of the site of old
Fort Schuyler, on Throgs Neck, the Bronx, for the use of the New York
Merchant Marine Academy. Fort Schuyler is scheduled for abandonment by the
Jr., President of the Park Association of New York, urged acquisition of the
site for a public park. He said "a few well-meaning, well-intentioned people
want to take these 52 acres, the finest waterfront peninsular in the greater
city, to train a few boys to become officers and sailors in the merchant
marine." Mr. McCormack took exception to this state and said that the future
of the merchant marine was of vast importance to the country. Mr. McCormack
expressed surprise "that a man of Mr. Straus' prominence could take such a
limited view of the merchant marine, as every one knows the merchant marine
faces a future of doubt and uncertainty, as without a highly trained group
of officers as the academy is designed to turn out it cannot develop
also said that 1/6th of the total area of the Bronx was devoted
to public park space and also mentioned many other parks in the City.
July 20, 1931
Efforts by the ship lines operating in the coffee trade
between Brasil and the Gulf and North Atlantic ports to form a single
conference and stabilize freight rates have failed and coffee rates were
declared on an open basis. The rates were 65 cents per 132 pounds on
passenger ships and 60 cents on freight ships. E. N. Stockard of Moore &
McCormack Company said that his company sought to bring all lines into
conference and had offered inducements to the other lines to obtain their
approval. This failed when the lines, Munson, American Republics Line,
Furness-Prince, Lloyd Brasileiro, the International Freighting Corporation,
Moore & McCormack, and the Wilhelmson Line, suggested a pool and the
allotment of cargoes.
The Munson Line is opposed to the attitude of Moore &
McCormack due to the fact that certain freight lines operating outside the
conference have cut rates to such an extent as to prejudice not only the
lines of the Coffee Conference but also the shippers who have patronized the
conference lines. "The Munson Line believes in conferences which have
government approval and in the stabilizing of freight rates on coffee as
being in the best interests of shippers, consignees and the shipping lines
concerned. However, during this period of open rates it will be our policy
to work with all shippers and consignees in an effort to enable them to meet
competitive transportation conditions brought about by this upset in coffee
rates." Mr. Munson described the situation as "unfortunate."
July 22, 1931
Robert C. Lee, Executive Vice President, having recently
returned from a trip to Russia, spoke at the American Institute of Shipping,
17 Battery Place, and urged that the United States participate actively in
trade with Russia and to develop what he termed "a real market for American
goods and American ideas." He continued to say that regardless of
unfavorable living conditions, the country is building for the future and is
more anxious to do business with the United States than with any other
nation. He could not believe that the American Government has irrefutable
evidence that convict labor is employed in the production or transportation
of goods which are carried in the ships of the American Scantic Line. He
experienced no restraint in going about the country and found Russians
anxious to know his reaction to the Communist form of government, ready to
laugh heartily when he expressed his disapproval and seldom making any
effort to have him change his mind.
He stated that "If the United States and the rest of the
world want to destroy the Russian Government by an economic embargo, let
them do it honestly and not resort to foolish subterfuge. Above all, I hope
our government will not make the stupid blunder of simply driving this
Russian trade into the hands of foreign competitors." He continued on to
say that the United States is no longer the provincial nation of 50 years
ago, when the high protective tariff was the only foreign policy that we
Mr. Lee defended the policy of the American Scantic Line
in developing a service between New York and Leningrad with the aid of funds
supplied by the government under the terms of the Jones-White Act. Recent
complaints against the transportation of Soviet cargoes by Mooremack ships
are based upon a "ridiculous fallacy" since the trade was obtained only
after competitive bidding and would have been carried in foreign ships if
the Scantic ships were not used.
March 13, 1932
business depression has resulted in the reduction of sailings of American
Scantic ships so this allowed the passenger-cargo vessels which were built
at the Hog Island yards shortly after the close of World War I, Bird
City, Sagauche, Schenectady, and Chickasaw to be laid up for
extensive renovation. The accommodations for officers and crews will
be enlarged and improved, their bridges will be equipped with all modern
devices for safety of navigation, including gyro compasses, automatic
steering gear and fathometers. Contracts have been awarded to the
Bethlehem Steel Company for strengthening the hulls. Each ship will
have room for 72 passengers, a doctor, steward, hospital, ship's officers
and public rooms. Most of the rooms will accommodate two persons and
all of the rooms will have private baths with hot and cold fresh and sea
June 2, 1932
Baltimore, and Philadelphia's shipping interests protested against the
proposal of the trunk line railroads to add a charge of $1 a ton on all
freight arriving by steamship at railroad-owned piers and delivered by
trucks to local consignees and to double their charge for storage of freight
on their piers. The plan was conceived by the railroads as a means of
meeting the competition of trucking companies for the transportation of
freight from the piers on long hauls. The steamship lines now unload
without charge at the piers.
vice president of Moore & McCormack, objected to the plan. He said the
steamship lines were in financial straits as severe as those confronting the
railroads and were unable to absorb the extra charge. Mr. Aiken
continued on stating that he believed the railroads were approaching their
problem from the wrong angle.
July 26, 1932
Robert C. Lee,
Vice President of Moore & McCormack, Inc., says that in Europe shipping men
had come to recognize the fact that the United States is "on the sea to
stay" and that foreign shipping interests are actually looking to the United
States for leadership in the fight back to normalcy.
years, Mr. Lee has favored the idea that an international cartel or pooling
arrangement would be good for owners of ships in all trades.
August 25, 1932
McCormack made an offer to purchase the American Republics Line, owned by
the government and operating between Boston, New York, South Atlantic ports
and the east coast of South America. The line is currently operated
for the board by C. H. Sprague & Son of Boston, and the shipping board had
long sought a purchaser. The Sprague Company also submitted an offer,
which is being considered by the board. Moore & McCormack is willing
to operate the 12 freight ships of the line with a satisfactory frequency of
sailings and specified that it was willing to close the deal without the
assurance of a contract with the Post Office Department for the
transportation of mails. Moore & McCormack's bid also included
an offer to withdraw from the New England field if the Sprague Company
agreed to withdraw from New York. This offer stirred some opposition
among New England interests who maintain that Boston was the line's home
port. Moore & McCormack replied that the majority of the freight
carried by the American Republics ships is booked from New York and the
interests of the line would be served at least as well by a New York company
as by the Sprague organization.
November 28, 1932
Robert C. Lee,
Vice President of Moore & McCormack, was notified by Chairman T. V. O'Connor
of the Shipping Board that the company's application for transfer of four
ships from the American Scantic translatlantic service to the coastwise
route had been denied. Mr. O'Connor pointed out that the Board would
consider the transfer of the ships a violation of the intent of the
contracts due to the ships having been reconditioned with the aid of a
government loan and that they were operated with the aid of a government
contract to carry mails. The traffic of the American Scantic Line was
quiet during the winter months.
April 19, 1935
Soviet freighter, Kalinin, docked at the foot of Milton Sreet,
Brooklyn, with a load of ore and general cargo and with 5 young women among
the 34 in her crew. The ship was the first to arrive from the USSR
under an agreement by which Moore & McCormack assumed charge of the Soviet
maritime agency in the United States. Miss Anna Tumanina, 23 years,
was third officer of the ship and Miss Tamara Tchernitchenk, 25 years, was
assistant engineer. Miss Tchernitchenk, with pride, showed her large
hands with the comment that they had been thus developed by "good, hard
work." Two of the girls, Maria Semenova and Lida Marchuk were
stewardesses, and a third, was an assistant in the stewards' department.
July 20, 1938
Bids were received for a fleet of 13 ships
which includes three 20,000 ton luxury cruise ships, California,
Pennsylvania, and Virginia, which were recently taken over from
the Panama-Pacific Line. The bidders were C. H. Sprague & Son, Inc., of
Boston, which operates the American Republics Line as managing agents for
the commission, and Moore & McCormack Company, Inc., of New York City.
Sprague submitted a bid of $16,970 for all
13 vessels, based on $4,000 a month for each liner and $4,970 a month for
the 10 cargo ships. Moore & McCormack submitted four different offers:
Charter of the entire fleet at $36,600 a month; (2) charter of the three
liners at $18,600 a month; (3) charter of the three liners at $18,600 a
month, substitution of 6 of its own cargo vessels for the same number of
Republics cargo ships, and if additional vessels are needed, charter of one
to four of Republics ships for $1,800 a month each; or (4) charter of the
three liners at $18,600 a month, substitution of six of its own cargo
vessels for six of the American Republics Line, and if additional vessels
are required in the service, purchase outright of one to four of the
remaining vessels at $60,000 apiece.
Letters were also presented to the
Commission by H. F. Markwalter of New York, operating agent for the receiver
of the Munson Line, and from the Munson Steamship Lines, making a similar
offer. The Munson Line has operated the route for a dozen years.
Rear Admiral Emory S. Land, for the
commission, stated the bids were "better than a lot of people predicted and
as good as some predicted."
July 22, 1938
Although Moore &
McCormack offered the high bid for charter of the three reconditioned Panama
Pacific liners and the ten freighters of the American Republics Line, it was
reported that C. H. Sprague & Son might obtain the fleet because it is
protected by a preference clause in the Merchant Marine Act of 1936, giving
operators of government ships the right to meet the high figure of a
July 31, 1938
Sprague is prepared to meet the terms of the
only other bidder, Moore & McCormack, and apply for operation of the Panama
Pacific liners and the freighters of the American Republics Line. Moore &
McCormack is already equipped with both freight and passenger staffs and
will make necessary adjustments and enlargement of its office personnel.
But the Sprague memo states that the company would "farm out" certain
departments of the line.
August 12, 1938
age 58, Vice President of Moore & McCormack, died suddenly of a heart attack
while walking to the Whitehall Club, 17 Battery Place, to have luncheon with
business associates. He was stricken in the street a short distance from the
club building and died before a doctor arrived from the Broad Street
Mr. Aitken had
joined Moore & McCormack in 1919 and supervised the reconditioning of the
American Scantic Line ships. He became Vice President in charge of
Operations in 1926 and in that capacity also Vice President of the American
Scantic Line, Inc., Gulf Lines, Inc., Mooremack Lines and Mooremack
Coastwise Carloading Company. Surviving are his widow and a son.
August 16, 1938
The contract to operate the three Panama
Pacific liners, California, Pennsylvania, and Virginia,
operated formerly by the Panama Pacific Line, and the ten freighters of the
American Republics Line which were operated by C. H. Sprague & Sons, Inc.,
was awarded to Moore & McCormack, Inc. The liners are in dry dock, where
renovations costing more than $1,000,000 are being made. They will make a
speed of 18 knots or better and reach Buenos Aires in 18 or 19 days.
Renovations have been carried out that make the ships 100% fireproof, in
accordance with Federal regulations.
The contract with the government permits
Moore & McCormack to replace any of the ten freighters with ships that are
at least equally fast. The ships now operated make about ten knots, and it
is planned to transfer ships now owned by the company from other services,
so that a minimum speed of 13 knots will be available in the South American
The firm name of Moore & McCormack, Inc.
will be changed to Moore-McCormack Lines embracing the new American
Republics service and the American Scantic Line service.
August 26, 1938
Rates and schedules of the passenger and
freight service between the east costs of North and South America were
announced yesterday by Commander Robert C. Lee, Vice President of Moore &
McCormack, operator of the service. The first class cabin seasonal
(southbound, Jan. 11-Feb. 28 and June 1-Aug. 14 - northbound, Feb. 1-May 31
and July 16-Sept. 14) rate for the trip to Buenos Aires will be $380, and
for the round trip, $550. The tourist round-trip rate will be $410, and one
way $245. The off-season rate in first class will be $480 for the round
trip and $330 for one way. The cost of deluxe suites will range up to
$1,230. For Rio, the first cabin rate in season will be $520 for round trip
and $325 one way, and for off-season $455 for round trip and $285 for one
way. The tourist rate will be $200 one way and $350 for the round trip
throughout the year.
Arrangements have been made with other lines
for the exchange of passengers and for rate differentials to suit the
demands of passengers who may plan to remain in South America for periods of
time. Grace Line is included in the agreements whereby passengers may be
taken between Buenos Aires and Valparaiso to travel one way along the
eastern coast of South America and the other along the western coast.
Prince Line, which calls at the eastern ports, is also included.
August 28, 1938
Robinson, South American manager, and William Murchison, head of the South
American stevedore operations of Moore & McCormack, arrived in New York from
Buenos Aires last week by plane to conduct studies preparatory to the
operation of the new American Republics Line service between the east costs
of North and South American services. They made a tour of the South American
terminals, studying the tidal and other conditions. The ships, formerly the
Pennsylvania, California, and Virginia, are the largest
American flag ships ever entered in the South American trade and present
several problems of berthing. The opening of the service will begin on
September 8, 1938
The firm of Moore-McCormack Lines, Inc., was
organized. It will operate the American Scantic Line service to the Baltic
Sea and the Mooremack Lines to South America. The company is an outgrowth
of the development of Moore & McCormack. Albert V. Moore will be President
and Emmet J. McCormack will be Treasurer. The officers are Commander Robert
C. Lee, Executive vice President; Captain George Holt, Vice President, and
Henry P. Molloy, Vice President and Secretary. Commander Lee will be the
ranking operating officer. Captain Holt has been assistant to Messrs. Moore
and Molloy, secretary and counsel.
was appointed as general traffic manager of Moore-McCormack Lines. S. J.
Mueller and Charles Brockstedt as assistant managers in charge of the
traffic departments of the American Scantic and American Republics Lines,
respectively, also was announced.
October 4, 1938
The Argentina, Brazil, and the
Uruguay were formally taken over by the operators today. Captain
Granville Conway, Director of the Maritime Commission in New York, and
Robert C. Lee, Executive Vice President of Moore-McCormack Lines, signed the
October 8, 1938
Moore-McCormack Lines operated the American Republics
Line under charter for the Maritime Commission. After January 1, 1939, it
operated it for its own account under a contract for three years.
November 13, 1938
A. V. Moore,
President of Moore-McCormack Lines, Inc., announced the company was
negotiating with Pan American Airways for a schedule of combination voyages
to and from South American ports, in which passengers will travel by sea and
air. This arrangement will shorten the tour for those who cannot spare
the necessary 38 days for the whole voyage by sea.
November 19, 1938
Leo E. Archer
has been appointed general passenger traffic manager of Moore-McCormack
Lines. Mr. Archer was chosen party because of his experience with the three
passenger liners which formerly were operated in the intercoastal run as the
Virginia, California, and Pennsylvania under the
Panama-Pacific flag. Bookings for these vessels were under Mr. Archer's
direction as Pacific Coast passenger chief of the International Mercantile
Marine Company. Mr. Archer joined the I.M.M. in 1898 as a clerk in the
passenger department in New York, but had experience in freight as well as
in the passenger field.
December 31, 1938
Republics Line was turned over to Moore & McCormack at midnight. The
company became operators of the Argentina, Brazil, and Uruguay.
A. V. Moore, president of Moore-McCormack Lines, Inc. stated that operation
of the line indicated clearly that the service was considered essential both
to the United States and South America. The American Republics Line
had three passenger ships and six 13-knot cargo carriers. Mr. Moore
announced that starting with the sailing of the Uruguay on January
17, ships of the line will call at Barbados southbound, arriving there on
the 4th day, and at Rio de Janeiro on the 12th morning. The ships also
will call southbound at Santos, Montevideo and Buenos Aires, and northbound
at Santos, Rio de Janeiro and Trinidad.
Eleanor M. Britton began
working for Moore-McCormack Lines as a Cruise Director.
April 3, 1939
M. J. France, counsel for
Moore-McCormack Lines, objected to an application for admittance by the
Sprague Steamship Agency, Inc. to the United States Maritime Commission for
membership in the United States-River Plate-Brazil Conference. Mr.
France stated that the conference was already over-tonnaged. The
Sprague company which formerly operated the American Republics Company to
South America was planning to operate a foreign flag service.
September 4, 1939
Commander Robert C. Lee, passenger traffic between New York and the east
coast of South America is expanding rapidly. This is based on his
observations of the passenger lists of the S.S. Brazil, S.S. Uruguay,
and the S.S. Argentina. Four weeks ago the S.S. Brazil set a
new record with 368 passengers, two weeks later the S.S. Uruguay
broke this record with 381 passengers, and this morning the record is again
being broken, this time by the S.S. Argentina which is bringing in
426 passengers from Barbados, Rio de Janeiro, Santos, Montevideo, Buenos
Aires, and Trinidad. One reason for the growing passenger lists is the
attraction of the World's Fair in New York and the Exposition in San
Francisco. Ships northbound from South America will continue to carry large
passenger lists for the next two months.
November 10, 1939
Lee announced that Moore-McCormack's American Scantic Line would resume
service to Scandinavian countries tomorrow. The company decided to try
running into the port of Bergen, far north on the Norway coast, just outside
the combat zone described by the President. The Mormactide will
leave tomorrow with cargo for its customary Scandinavian consignees. A
second ship, the Mormacport, is scheduled to leave on November 21 for
Bergen and will make an additional call at Trondheim. The ships will pass
as far as possible from the combat areas, sailing below Iceland and above
the Faroe Islands.
Line used to run into the Baltic and as far east as Leningrad, but between
the declaration of war and the establishment of the combat areas by the
President, the service was partly abandoned, with Leningrad and the
mine-surrounded Baltic ports omitted. This new venture will depend a great
deal on the extent of trouble and delay caused by the British contraband
control system, which already has held up ships of the company at Kirkwall,
December 26, 1939
Moore-McCormack Lines, Inc.,
took a lease on Pier 32, North River, a modern new terminal owned by New
York City and said to be one of the best in the country. The company
will begin using the terminal in February 1940, but the company won't be
able to employ it fully until midsummer 1940, due to the construction being
completed at a cost of $85,000. The vessels to use the pier will be
the Argentina, Brazil, and Uruguay. The pier, at
the western end of Canal Street, is 1,020 feet long and 125 feet wide,
with a covered structure for 993 feet of its length, on a double level and
containing two stories. The pier was started years ago and was
designed for the North German Lloyd Line.
Commander Robert C. Lee,
Executive Vice President, said the vessels would handle an
average of 30,000 tons of cargo a month on the dock. The company will
continue to use Pier 15, Brooklyn, and Piers B and D in Jersey City.
Because Mooremack is expanding its activities, the line does not intend to
release any of these piers.
April 10, 1940
Bids were received today for the chartering of five ships
to be operated between California, Washington and Oregon ports and ports in
Argentina, Brasil, and Uruguay. The ships involved in the charter are the
City of Flint, Collamar, Independence Hall, and two others to be
April 18, 1940
Robert C. Lee announced that service on the Mooremack
Gulf Lines between ports of the Atlantic Coast and the Gulf of Mexico, will
be discontinued within 30 days because of a shortage of tonnage. The
company had operated on the route for 17 years and employed as many as 13
vessels in the run at the peak of the trade in 1937. The withdrawal is
temporary and the company would return to the trade as soon as the market
for available tonnage improved. The ships, Southlure, Southfolk,
Southland, Southerner, and Commercial Trader, were
among 14 sold last fall to the Lloyd Brasileiro, a government-owned
steamship concern in Brasil, for operation between Brasilian ports and the
United States. Moore-McCormack was confident that they would be able to
replace the vessels, but because of the abnormal situation created by the
European war in the shipping market, the company has not been able to
Moore-McCormack purchased the Pacific Argentine Brazil Line, operating from
West Coast ports of the United States to the Panama Canal and East coast
ports of South America.
August 5, 1940
Robert C. Lee arrived in
the United States from the S.S. Argentina, he stated that American
steamship companies would hold their South American trade no matter what the
outcome of the war might be, but that it would be a hard fight. German
competition, he said, was already keen. Nazi agents were booking
orders for the Fall and were giving a 90-day cash delivery guarantee.
By the terms of these guarantees, the Germans agreed to subject themselves
to a 20% penalty if they failed to deliver the goods within the specified
time. "The Germans have been maintaining deliveries by Italian ships,
but they cannot do it now. However, there is a widespread belief that
Germany will win the war and Latin American countries are placing orders in
estimated that 80% of the people of Argentina, Brasil, and Uruguay were
"violently opposed to Germany." The remaining 20% ranged from lukewarm
to highly enthusiastic. All of them wanted the United States to arm,
for they felt they were in great danger. "Brazil is in favor of
anything the United States wants to do. She will go along with us.
We are complementary countries. We need what she produces and she
needs what we produce. Our trade with Brasil can be greatly expanded
and we need not worry about competition."
Moore-McCormack Lines, Inc., arranged to buy from the Maritime Commission
three new combination passenger-cargo vessels of the C-3 type for operation
by its Pacific Republics Line on the West Coast. The ships are being
built and two are in the final stages having already been launched at the
yards of the Moore Drydock Company in Oakland, California. The third
will be launched August 24.
The first two
ships that were purchased were the Sea Star and the Sea Panther,
named for famous American vessels of the clipper ship era. The company
will scrap the old names and call the new ships the Mormacstar and
the Mormacsea. The vessels are to be powered by steam and will
be 492 feet long, 69 feet in the beam and capable of between 17 and 18 knots
speed. They will weigh 11,000 tons deadweight and will have quarters
for about 200 passengers.
vessel will be called the Mormacsun and will be sponsored by Miss
Carlotta Sepulveda Chapman of Los Angeles.
Mormacsea and Mormacstar will enter service in October and
January, and the Mormacsun, late in the Winter.
Plans for four new passenger-cargo liners for the South
American trade of Moore-McCormack Lines, Inc. was announced by Robert C.
Lee. The feature of the new liners will be air-conditioning in all
staterooms and public spaces. The ships will be 492 feet long, 69.5 feet in
the beam and weigh 9,800 tons deadweight. Passenger accommodations will
include 20 cabins with private verandas, 22 single rooms and 34 double
rooms, a total of 76 cabins.
The U.S. Navy is seeking another new ship owned by
November 16, 1940
launching reception for the Mormacyork, Emmet J. McCormack,
Vice-President, said that when the last of the present construction program
is completed by next Spring the concern will have a fleet of ships
representing a value of $80,000,000. He said he and other officials
had undertaken an expansion program of this magnitude because they had
"great faith" in the future of the United States and its South American
December 12, 1940
served as manikins at a Christmas cruise luncheon and fashion show given at
Armando's, 54 East 55th Street, for the benefit of the Seamen's Church
Institute of New York. Proceeds from the fete will be added to a fund
to provide Christmas dinners for 1,000 merchant seamen at the institute.
The setting was decorated with materials contributed by Moore-McCormack,
American Republics, and United Fruit Steamship Lines, which also have made
donations to the benefit fund.
January 7, 1941
A large amount of stock to be sold to Kuhn, Loeb & Co.
had been arranged by Albert V. Moore and Emmet J. McCormack due to the fact
that the bankers had been helpful in developing business.
February 1, 1941
Moore-McCormack cooperated in stimulating teacher and
student travel to and from Latin American countries. The United States
Maritime Commission announced a rate reduction of 50% on one-way fares for
accredited students and teachers traveling between the United States and
South America for those spending one year in study or instruction. Other
known participants are the United Fruit Company, the United States Lines,
the Grace Line, and the Mississippi Shipping Company.
Moore-McCormack Lines, Inc., announced they were planning a long-range
campaign in South American countries to increase northbound shipments and
improve the trade balances of these countries. Executive
Vice-President, Robert C. Lee, sailed on the S.S. Brazil for Rio de
Janeiro and Buenos Aires to organize traffic for the Summer and lay plans
for "the distant future." He stated, "In my opinion the problem of
increasing our normal purchases in Latin America is one of the most
important features of our good-neighbor policy."
April 2, 1941
Moore-McCormack reported total assets by the end of
1940 amounted to $24,063,377.
May 20, 1941
Commission requisitioned the four unfinished Rio Hudson class combiliners.
Mooremack officials declined comment, referring all questions to the
Maritime Commission. The Commission stated that the four ships would
be converted for defense purposes. America's ally, Britain, stood
alone against Nazi Germany and Britain needed the ships to survive.
President Roosevelt approved the "Lend-Lease" of American vessels and the
British took over the Rio Hudson class ships and were probably intrigued by
Moore-McCormack officials deplored the Maritime Commission's move, pointing
out that while American steamship companies were thoroughly willing to help
defend the nation, inter-American relations were likely to suffer and trade
NOTE: After the War
there was talk of a new series of Moore-McCormack Lines combiliners designed
by George Sharp. Nothing ever came of the idea.
May 22, 1941
At the annual dinner of the
Propeller Club, Commander Robert C. Lee said the United States stands today
"at the crossroads" that will determine her future existence as a free
nation. The country must soon choose whether to follow the path of "sweat
and blood" that will assure the preservation of its freedom or the path of
"apparent temporary safety" that will lead to eventual defeat by the
totalitarian nations. "There is no escaping our destiny. Either we shall
lead, and lead into paths that we have found worthwhile, or we shall fall
and sink into oblivion because we were not equal to our destiny. Our
participation in this war, whatever it may be, is not to save England, but
to save ourselves. Let's get on with the job."
June 21, 1941
Moore & McCormack Company,
Inc., began operation between Philadelphia and Cork, Dublin and Londenderry.
July 30, 1941
Ten new freighters of Moore-McCormack Lines have been
"lost" to the Government. Moore-McCormack Lines has pointed out on several
occasions that they are anxious to cooperate in the Government's defense
program, but fear that South American trade relations will suffer if more
tonnage were withdrawn or denied to this trade. Nelson Rockefeller,
Coordinator of Cultural and Commercial Relations with the Latin American
Republics, also is warning the Government that the friendship and economic
relations with Latin American nations are an important factor in American
August 26, 1941
A ship tonnage shortage has developed in the East Coast
service as a result of cargo increases and the requisitioning of freighters
by the government, therefore, the Collamer, Independence Hall,
and City of Flint have been moved from the Pacific Republics Line to
operate in the East Coast trade. The Government has requisitioned about
half of the Maritime Commission vessels for the Navy and Army or for
assignments vital to national defense. A few have also been turned over to
researching for the Disney animated film, "Os Três Cabelleros," Walt Disney
and some from his team (El Grupo) left on a Grace Lines ship, Santa
Clara, leaving from Valparaiso, Chile, on October 4, arriving in New
York on October 20.
Cutting remained behind in South America, but shipped some records, books,
newspapers, and other materials to the studio on the S.S. Brazil.
For this reason, Moore-McCormack was mentioned in the credits at the end of
Later when the
Disney Studio was working on the documentary, "South of the Border with
Disney," they needed additional South American footage to supplement the
scenes they had shot themselves. They bought some stock shots from
another documentary, "By Air to Argentina," which had been produced by
Moore-McCormack. Mooremack was acknowledged for this in the opening
credits of the Disney film, as was National Geographic, which had also
December 7, 1941
announced today, Nassau is preparing a full program of social and sports
activities. In late December the Argentina, Brazil, and
Uruguay will include Nassau in the schedule of their southern cruises
February 22, 1942
Moore-McCormack announced today that the passenger
steamers to Brasil and Uruguay have been taken off the South American run
due to being requisitioned by the U.S. Government. The S.S. Argentina
was removed some months ago so this means that the River Plate is cut off
completely from the United States so far as first-class passenger ships are
March 13, 1942
Scantic Line will spend $1,360,000 in the next 90 days for the
reconstruction of four of the 11 ships which it operated between North
Atlantic ports and Copenhagen and the Baltic. The work will be done
with the aid of Federal Government funds
March 27, 1942
It was announced that the freight and passenger vessel
Puebla, formerly the German transatlantic liner Orinoco, has been
leased to Moore-McCormack Lines. Mooremack will use it in the Atlantic
coastwise traffic between the United States and South America, also touching
Mexican ports. The contract is for the duration of the war at $20,000
monthly and the ship will fly the Panamanian flag.
October 5, 1944
Moore-McCormack Lines proposed to enter the aviation
field with a 30-hour flight from New York to Buenos Aires and a circle route
between New York and Atlantic and Caribbean Islands. Albert V. Moore told
the Civil Aeronautics Board that steamship lines must be allowed to offer
coordinated air service to meet competition from American airlines and from
shipping concerns operating sea-air service. He continued to state that
Moore-McCormack might be forced to withdraw three luxury liners from service
to the east cost of South America if a second airline to that area is
authorized and his company is not allowed to operate air service.
July 27, 1945
Moore-McCormack Lines filed a petition in Washington
asking for a rehearing on the Civil Aeronautics Board's ("CAB") recent award
to American Export Airlines and American Airlines of the air route through
Scandinavia and the Baltic to Moscow. The petition stated that CAB made its
decision "without pleadings or proof" from either of the recipient air
companies, and in disregard of Moore-McCormack, long-time ship operators to
the Baltic region. The Board is requested to review the denial of this
route to Moore-McCormack.
"This action has practically nullified the purpose and
intention of the Merchant Marine Act of 1936 and of the United States
Maritime Commission." The CAB decision made American Export Lines, through
its air affiliate, a competitor of Moore-McCormack Lines, in the route
assigned to the latter by the Maritime Commission.
War II, Moore-McCormack Lines operated more than 150 ships, lost 11 vessels,
transported 754,239 troops, and carried 34,410,111 tons of war cargo.
announced that Moore-McCormack Lines will have routes to the East Coast of
South America, to Norway, Sweden and Finland. The company will build
and operate two large express liners to be constructed by the Maritime
Commission in the South American trade. They will carry 600 passengers
each and have speeds of 25 to 28 knots. For the Scandinavian service,
Mooremack plans to use a few passenger-cargo vessels.
Moore has been appointed a director of Moore-McCormack Lines, Inc. and
re-elected Vice President. A lieutenant colonel in the U.S. Army, he
returned last week from the Pacific theater of war.
March 27, 1946
In an annual report to its shareholders it was stated
Moore-McCormack returned more than 219,512 troops to the United States since
V-E Day and completed 500 voyages in 1945 as agents of the War Shipping
Administration. In addition, vast quantities of vital food and fuel are
continuing to be delivered to the stricken areas of Europe and elsewhere.
Commercial service was re-established on the South
American and Scandinavian routes in 1945 and 44 vessels are now in the
company's regular liner berth service. The rest of the fleet will be
returned to private operation in the next few months and will replace an
equivalent number of vessels now operated to the Government on an agency
basis. The offices in Copenhagen, Oslo, and Stockholm have been reopened to
handle the American Scantic service. Resumption of passenger service to the
east coast of South America is expected late next summer or early in the
March 30, 1946
Due to a post-war shortage of passenger ships to move business travelers,
Moore-McCormack Lines acted as ticket agent for nearly 900 passengers on the
Swedish liner Gripsholm. The Gripsholm, departed New York for Le Havre and Scandinavian
ports where she will be turned back to the Swedish-American line.
During the war, the Gripsholm and her Swedish crew had many voyages
to succor from prison and hospitals thousands of civilians and sick and
wounded combatants whom she carried safely to their homes again.
April 4, 1946
Several Mooremack vessels have been assigned to
transport United States citizens stranded abroad and foreign nationalists
waiting under the immigration quota system. On outbound voyages, the
vessels will carry replacement troops and civilian passengers. Passage will
be restricted to necessary passengers, most of whom probably will be
The ships involved are the S.S. Argentina which
leaves on April 13 to Southampton; Marine Tiger and Robin Line
leave on April 17 to Cape Town, South Africa, and the Marine Lynx
leaves from San Francisco to Australia and New Zealand. On April 18 the
Marine Flasher will leave to Bremen, Oslo and Gothenburg. On April 20,
the Uruguay and Marine Perch will leave to Bremen, Oslo and
Due to tax
claims made by the Government against construction funds deposited with the
Maritime Commission by Moore-McCormack, it was decided to cancel the
building of the two medium sized, 200-passenger vessels for its American
Scantic Line run to Scandinavia. The rest of Moore-McCormack's
building program is to have two large, fast passenger liners built for the
South American route.
passenger ships, Argentina, Brazil, and Uruguay are to
be reconverted for peacetime operation to east coast South American ports.
May 22, 1946
The Civil Aeronautics Board rejected applications of
steamship companies to operate scheduled air flights in conjunction with
May 28, 1946
Eleven shipping companies joined in the maritime
industry's campaign to break the Civil Aeronautics Board ("CAB") opposition
to correlated sea-air transport. American shipping lines have contended
before CAB that the United States Government was favoring foreign lines by
failing to insist on their meeting the same requirements of "public
convenience and necessity" as are applied to American companies seeking air
certificates. CAB denied applications of four steamship companies, Grace
Line, Moore-McCormack, Waterman and Atlantic Gulf and West Indies Lines, for
air-routes in Latin American waters in conjunction with their surface
June 15, 1946
Moore-McCormack Lines predicted that travel to the east
coast of South America and the Caribbean, in the first full post-war travel
year, would be divided three to one between air and surface. Air operators
in subsequent years would nibble away more and more of the trade, hauling
four times the sea trade by the fifth year, they believe.
Truman recommended to the United States Maritime Commission that plans for
construction of two Moore-McCormack luxury liners to serve the South
American trade routes were to be held in abeyance for at least a year.
The ships, each to exceed 700 feet in length and to have accommodations for
550 passengers, were destined for operation on routes to the east coast of
South America. The ships were to be constructed entirely with
government funds and would be chartered to Moore-McCormack Lines for
operation. The ships would cost $34,800,000 and their annual operating
loss is estimated at $2,800,000. Shortage of materials was a reason
for delaying the construction of the ships. Material for ship
construction was still in acutely short supply and substantial naval
construction was still in progress. The shipyards had a large volume
of reconversion and repair work to do.
meantime, the Commission would re-examine the entire project with a view to
reducing the heavy burden upon the taxpayers of both construction costs and
anticipated operating deficits.
July 3, 1946
Moore-McCormack ships caused the Lines' passenger backlog to take a drop
with two sailings today. The Marine Marlin will depart from
Pier 7, Bush Docks, Brooklyn and will make the South American voyage.
The Marine Perch, from Pier 95, North River, will go to Europe.
Both ships are C-4 type vessels.
Marlin's departure is taking more than 300 passengers to Argentina and
Brasil and marks the first large passenger movement to that area since
before the war. She will then leave South America, stopping at
Caribbean ports en route, for Bremen, returning German undesirables,
internees, and prisoners of war.
first week of August a reunion of the Moore-McCormack liners Argentina,
Brazil, and Uruguay took place when the Argentina arrived
in New York from Le Havre and Southampton with 498 passengers. It was
the first time in several years that the three sister ships had come
together in one port.
Simmons, master of the Argentina, recalled that they had been
together in the convoy that participated in the invasion of Oran in November
1942. Before that the three liners lay for 77 days off Gourock,
Scotland, at the mouth of the Clyde River, until the order to join the
Africa-bound convoy was received.
Moore and his wife left on the Mormacisle for east coast ports of
South America. Mr. Moore hopes to arrange the resumption of the "Good
Neighbor Fleet" passenger service, and to review the possibilities of
expanding Mooremack's facilities to offer a cargo service of maximum
Resumption of Government operating-differential subsidies
was announced by the United States Maritime Commission. Subsidies were
suspended when America entered World War II. They intend to enable American
operators to compete on essential trade routes with foreign countries whose
operating costs are lower. Moore-McCormack Lines, Inc. was one of 12
steamship companies affected.
March 20, 1947
Robert C. Lee,
Executive Vice President, returned from Scandinavia saying that tourists who
plan to visit Europe would be wise to wait a year if the trip is not a
necessary trip abroad. Travel and hotel accommodations were so bad
everywhere that tourists will "get the shock of their lives." "They'd better
stay at home," he added. Traveling on the Norde Express, Mr. Lee said the
train he took from Stockholm on his way to Paris was 15 hours late on a
12-hour run, and that there was no light, no food, and no heat. "In the
middle of the night we had to get out at a border for inspection and to have
our money counted," he declared. "The world over there is topsy-turvy, and
everyone is mentally dazed."
affecting the Swedish economy, he added, were the extreme Leftist bearing of
the Government, the Russian situation, and the "over-optimistic buying by
importers, who have taken more than the country can absorb."
Scantic Line is operating 20 freighters in the Scandinavian service and
there is no present plan to extend the service to Poland or Russia, as
before the war. Due to the unsettled conditions and the doubtful future, the
plan for building passenger ships for this route has been indefinitely
April 18, 1947
Robert C. Lee stated that port congestion in South
America and ice in the Baltic Sea are keeping 39 Moore-McCormack vessels
immobilized. Three vessels has been "frozen in" in the Baltic for more than
two months and eight others are waiting for the ice to break up so they can
enter ports and discharge cargoes. 28 ships are waiting in South American
ports to unload. The congestion is due to the fact that South American
countries are attempting to handle "1945 ships at 1845 docks." Mr. Lee
further remarked that it was futile to load a new, fast ship, send her to a
South American port at high speed, then watch her "stand in line" for weeks
or even months to get to a pier. He estimated that the 39 "non-working"
ships were costing the company $2,000 a day each.
Increased wages don't tempt men who refuse to work
because they feel there's nothing they can buy with it. Mr. Lee thinks that
perhaps it's just post-war reaction, but it's not good for the people, nor
is it a healthy condition for the maritime industry.
May 24, 1947
Lack of adequate quarters on ships holds back
thousands of women working on ships. Robert C. Lee, executive vice
president of Moore-McCormack Lines, explained that his company had
"reluctantly given up the idea only after a thorough investigation" of
having women on board their ships. The company considered using waitresses
on the "Good Neighbor" ships, but the lack of segregated crew quarters had
dictated abandonment of the idea. Mr. Lee predicted that new vessels to be
built will probably be so constructed that women may be employed in the crew
in increased numbers.
The return to service of the Argentina, Brazil,
and Uruguay has been delayed by a strike by 67,000 union members
employed in 19 major yards. The Argentina should have left on her
first post-war passenger voyage on July 25, but is awaiting completion of
her reconversion at the Bethlehem yard in Brooklyn. She had booked more
than 500 passengers. The Brazil is in the Atlantic Basin Iron Works
yard in Brooklyn which has caused a suspension of her reconditioning. The
Uruguay is under repair at a Todd graving dock in Brooklyn, but she
is to return to United States Steel's Federal yard in Kearny, New Jersey,
for completion of her reconversion.
The 136-day old strike of 22,000 shipyard workers in the
Atlantic Coast yards of the Bethlehem Company was settled today with the
granting, among other things, of a 12 cent-an-hour wage increase, which
raises the base pay of hourly workers from $1.38 to $1.50.
The return to work means immediate resumption of
reconversion work on the S.S. Argentina which still had about one
month's work to be done when the strike started.
December 1, 1947
split of the common stock of Moore-McCormack Lines, Inc., was approved and
became effective today.
Moore-McCormack Lines purchased the
five-story office and warehouse building at 59-61 Barrow Street through to
25 Commerce Street, in the Greenwich Village area in a cash deal
negotiation. Moore-McCormack intends to use the building as an auxiliary
office and warehouse for its expanding steamship passenger service
December 31, 1947
sailed under the Moore-McCormack flag this year.
The net profits of Moore-McCormack Lines, Inc., for the
12 months ended December 31, 1947, were $9,145,080 after federal income
taxes. Net profits for the preceding year were $3,771,285.
The Company's fleet in service during 1947 was 31
vessels, which would soon be increased to 34 upon the delivery of three
additional C-3 type vessels purchased from the Maritime Commission.
Stockholders were also notified that a proposed increase
in the authorized shares of common stock from 1,000,000 of $10 par value to
2,000,000 shares of $5 par. This would involve a split-up on a two-for-one
All the outstanding preferred stock has been called for
redemption at the close of business on December 31 at $53.125, representing
$52.50 a share plus the 62-1/2 cent dividend accrued to that date.
Commodore Robert C. Lee, Executive Vice
President of Moore-McCormack, on his return from a tour of South American
offices, announced that the company has decided to make permanent a new
freight run 1,000 miles up the Amazon River to Manaus, Brasil. Mr. Lee said
the service would permit the tapping of hitherto untouched and rich
resources of mahogany, sorba gum, snake skins, hides, Brasil nuts and other
Mr. Lee said, "Development of the Amazon
territory is now possible, because tropical diseases are being controlled
and rough roads are being constructed into the jungle to bring out the
area's products." Mr. Lee also said five freighters will be used in the
service and that passenger ships may be added next year.
July 22, 1948
An offer to invest $20,000,000 as
Mooremack's share of the cost of building two large, fast passenger liners
for operation in the New York-East Coast of South America service was
announced by Albert V. Moore, President of Moore-McCormack Lines. The offer
was submitted to the Maritime Commission at a conference in Washington,
D.C. The two ships proposed would cost an estimated $50,000,000 to
$60,000,000. Details of the new vessels were not announced, but two years
ago the Maritime Commission asked bids for vessels for the South American
route that would be capable of speeds of 28 knots.
The proposed liners would operate to ports
in Brasil, Uruguay, and Argentina over a route now served on a fortnightly
basis by Mooremack's three liners recently reconverted after war service.
Moore-McCormack is one of the largest owners
and operators of American-flag shipping which has three services--the
American Republics Line, operating between the Atlantic Coast and the East
Cost of South America; the Pacific Republics Line, linking California with
East Coast South America, and the American Scantic Line operating from New
York to Scandinavia.
Moore-McCormack revised its plans for
construction of new liner tonnage for the New York-South American route.
The project is tentative, but Moore-McCormack notified the U.S. Maritime
Commission of intention to build new vessels. Originally, discussion was
held regarding large, fast liners, but Mr. McCormack said the plans now
under consideration are for 20-knot ships with capacity for 300 passengers
and 5,000 tons of cargo each. Mr. McCormack added that consummation of the
project would depend upon agreement with the Commission on construction and
Many shipping men as well as Government
shipping authorities are questioning the wisdom of building luxurious
28-knot ships for the South American run. Slower vessels, with relatively
large cargo capacity, are receiving more consideration in the Government
Mooremack operates under charter from the
Government the three Good Neighbor passenger liners. After war service the
liners were rebuilt at high cost and shipping experts considered the vessels
to be among the most expensive, from the operating standpoint, of any in the
The Maritime Commission's discussions with
Moore-McCormack are part of a wide program involving various lines that are
planning or already are committed to construction. The Commission's drive
to get new ships under way is in line with a shipbuilding revival program
urged on Congress by President Truman and by military and naval authorities.
May 31, 1949
M. Auten, 78 years old, Assistant Secretary of Moore-McCormack Lines, died
this afternoon in the Methodist Hospital, Brooklyn. He had joined
Moore-McCormack in 1914. Captain Auten was devoted to the sea and seafaring
activities, including ship chandlery, dredging, stevedoring, terminal
operations, and the early management of the Brooklyn and Richmond ferry.
Beginning in the 1890s and continuing until the outbreak of World War I,
Captain Auten specialized in the outfitting of steam and sailing yachts in
the U.S. and abroad.
An expansion program concerning the "Good
Neighbor" liners Argentina, Brazil, and Uruguay will now call
at Port of Spain, Trinidad, on their southbound voyages as well as
northbound. This will enable the line to offer an 11-day cruise to Trinidad
with passengers sailing on one liner and returning on another.
The passenger rates for the entire South
American service will be revised to separate the cost of shore excursions
and Buenos Aires hotel accommodations from the basic cruise rate. The ships
will now serve as the passengers' hotel throughout the trip, which can now
be made for as low as $990 in first cabin, compared to the previous $1,165.
Another new feature involves a combination
sea and air itinerary Mooremack arranged in cooperation with Pan American
Airways and Pan American-Grace.
Scandinavian countries are hungry for American
materials. Mr. Robert C. Lee returned from a month's visit to Mooremack's
offices in Scandinavia. The eight ships that maintain regular service to
Scandinavia contain 12 passenger cabins each and they could easily be
filled, but once they arrive in Scandinavia there is not enough room for the
tourists. Scandinavia needs dollars. Mr. Lee stated that it is impossible
to do shipping business with their Scandinavian colleagues during the summer
months. They only have about 60 days of good sun and they don't want any
interference with their vacations. Mr. Lee stated that "No one wants to
talk business. They just close down factories and offices and go away."
N. Sadler and Thomas M. Simmons have been commissioned captains in the
United States Naval Reserve in recognition of their wartime service. Captain
Sadler of the S.S. Brazil and Captain Simmons of the S.S.
Argentina have been in command of the vessels since 1938, stayed with
their ships during the war, and did not enter the Navy on active duty.
Moore-McCormack Lines is the only company to have the non-military service
of two of its masters during the war recognized in the form of promotions to
captain by the Navy.
Public bids were invited for the bareboat
charter of the three "Good Neighbor" vessels with the proviso that the
successful bidder must eventually replace the ships, Argentina, Brazil,
and Uruguay, with new passenger tonnage. The Maritime Commission
extended the present charters on the three ships from May 8 to October 31.
Mooremack applied for resumption of the operating subsidy for the three
ships last fall after a wartime suspension of such payments. C. W.
Robinson, Maritime Commissioner trial examiner, upheld one of the six points
of contention submitted by Mooremack in support of its application. It
regarded Mooremack's claim that passengers carried by foreign-flag cargo
vessels in the same trade route constituted competition for the "Good
Neighbor" ships. Mooremack took issue with this report and following an
appeal in January, the Commission heard oral arguments in the case.
The vessels originally were chartered by
Mooremack in 1938, on a five-year basis. When released from wartime
transport service, the vessels were overhauled and returned to Mooremack in
1947 for completion of the unexpired time of the charters.
April 6, 1950
The Argentine State Line may make a bid for
the New York-Buenos Aires passenger traffic which has been served almost
exclusively since the war by Mooremack's Good Neighbor Fleet. The company
launched three new modern passenger liners, the Rio de la Plata, the
Rio Tunuyan, and the Rio Jachal.
April 15, 1950
The Maritime Commission approved the application of
Moore-McCormack Lines for the resumption of an operating differential
subsidy on the three "Good Neighbor Fleet" liners. The order makes the
re-established subsidy retroactive to May 8, 1949. Passenger carryings of
foreign flag cargo vessels and of certain cruise ships in the route
constituted foreign competition and that an operating subsidy was necessary
to meet this competition.
April 21, 1950
New bids to charter the Good Neighbor Fleet
were opened today. The Maritime Administration said the new charter hire
bids "shall not be less" than the amount of a bid previously made by
Moore-McCormack but rejected for technical reasons as being "not responsive"
to that invitation for bids.
April 22, 1950
Mooremack will seek to renew its charter
operation of the Good Neighbor Fleet. The service is labeled Essential
Trade Route No. 1 in the Commission's post-war plan for merchant marine
development, and the next contract will stipulate, as a term of the bidding,
that the three passenger liners must be replaced. Mooremack held
construction discussions with the Commission and has plans and
specifications for new ships.
Mr. Moore stated, "We subscribe to the
Government's idea that the fleet must be replaced, and with ships that will
do credit to the nation in this most important trade route. The country
cannot afford to have less than the best in this route. Through the Good
Neighbor Fleet, which was a conception of the late President Roosevelt, we
as a nation have made an important place for ourselves in the South American
Mooremack's three passenger vessels and
their own freighters carried 89.4 percent of all travel business on Trade
Route 1. Mr. Moore expressed that the foreign-flag freighters and the
foreign cruise liners paralleling Mooremack's route in whole or in part do
mean real competition, in that they tend to take the "cream" of the cruise
trade in sufficient numbers to spell the difference between a year's
profitable operation and one of loss. When Mooremack began its charter
period in 1938, an imposing fleet of first-class foreign vessels under the
Italian and German flags, maintained regular services to the east coast of
South American from European ports. Mr. Moore stated that they definitely
contributed to the tendency of South America to look toward Europe. He
added that European nations were now beginning to return to this trade and
that the United States must maintain superior tonnage in the route to meet
this additional competition.
He continued, "Regardless of whether we are
the successful bidders this year, this is a vital service to this country.
It must be maintained, whether by us or someone else. It is a national
May 26, 1950
McCormack stated that the tramp shipping industry as it has been known in
the last half-century is a dying enterprise. He believes that the American
merchant fleet, now rapidly declining in size from the abnormal post-war
volume, will shrink still further, leveling off at a point determined by
Government subsidies permitting parity with low-cost foreign competition.
continued to state that England, the outstanding developer of tramp
shipping, is already moving in another direction. There has been much said
in recent months, including the shipping hearings at Washington, about
preserving tramp shipping by paying subsidies to it. Even if they get a
subsidy they will not be able to compete with low-cost foreign competition.
On the future
of the American merchant marine, Mr. McCormack said he did not believe that
the common carrier of tomorrow, under the American flag with its costly and
unmatched safety standards and its high operating costs, could compete
without subsidies. The character and size of the United States flag fleet
would be determined almost exactly by the extent to which the nation wished
to subsidize, for trade security and for national security.
June 1, 1950
submitted the only bid to the Maritime Administration for chartering the
three passenger ships. Mooremack offered a monthly hire of $22,000 a
vessel. A bid of $20,000 a month ago was rejected.
Mooremack agreed to build two new 23-knot
passenger liners for its New York-South American service. The proposal to
construct the new vessels was a requirement of a chartering agreement by the
Maritime Administration. Mooremack was the only concern to file a bid,
offering a charter rate of $20,000 a month for each of the vessels now in
operation, an increase from $10,865 a month.
The period of the charter is to extend until
completion of the voyage in progress at the time the replacement vessels are
delivered but is not to exceed four years.
Plans for the two fast new liners for the
route between New York and South America will be pressed as rapidly as
possible, calling for the start of construction early next summer.
Mooremack pledged to construct two 23,000 gross ton luxury ships with a
speed of 23 knots. The ships would be 647 feet long, 88 feet in the beam
and capable of making 20 round-trip voyages a year.
The officials who built Mooremack into one
of the largest under the American flag, expressed the opinion that the
passenger-carrying potential in the South American trade had not been
approached, and that given adequate tonnage of the right type, the trade
between the continents would be vastly expanded. Mr. Moore stated, "Our
new ships will have space for about 700 passengers in two classes ... They
will have room for 496 persons in first class and 220 in cabin ...."
April 12, 1951
The Federal Maritime Board rejected the bid
for Mooremack's operation of the Government-owned "Good Neighbor Fleet"
liners. Mooremack will bid again when a new invitation for bids would be
returnable on June 1. Rejection was made after the General Accounting
Office studied the bid and criticized it. The G.A.O. ruled "that the
bidder's offer in so far as the bonding requirements were concerned was not
in strict compliance with the terms of the invitation." When Mooremack made
its bid, the bond requirement was $4,500,000. Under the bidding now in
prospect, a $250,000 bond "guaranteeing compliance with all stipulations
imposed by the board" must be furnished. The reduction in the amount
indicated that the G.A.O. was concerned chiefly with the form or wording of
April 20, 1951
Sea commerce was severed when the Government of Poland
barred the American Scantic Line from the Communist-dominated port of Gdynia.
Poland also withdrew the passenger liner Batory from her North
Atlantic run. This is in retaliation to the restrictive security measures
applied to the Batory since the escape of Gerhart Eisler, who
secretly fled homeward on the liner two years ago. Poland complained of "a
deliberate iron curtain policy pursued by the Government of the United
States," and charged that the Batory and her personnel were harassed
on every voyage to New York. Custom officials have held the Batory
at the entrance of the harbor for intensive searches, ostensibly for atomic
weapons or other means of sabotage. Squads of guards have been maintained
on the ship and at her pier during her presence in the port.
Moore-McCormack has several American citizens employed in
its Polish office and is concerned about getting them back to the United
States. The company was responsible for the building of the Port of Gdynia
as a rival to Danzig which was dominated in the 1920s by Germany. The
company put up money for the first terminal structures more than 20 years
ago and Mooremack took a leading role in the next two decades in building up
Poland's export business.
July 1, 1951
The Maritime Administration accepted the bid
of Moore-McCormack Lines to operate the steamships, Argentina, Brazil,
and Uruguay under charter from New York City to the East Coast of
South America. Moore-McCormack's charter expired yesterday. Charter fees
were $22,000 a month for each of the three vessels and construction of two
new ships will be started when required by the Maritime Administration.
Poland's ban against Moore-McCormack in Poland's
territorial waters was lifted. A ban had been imposed by Poland due to a
retaliatory move for the barring of the Gdynia America liner Batory
from New York piers last March. The ban against the Batory was
lifted a few weeks after it was imposed. It was Mr. McCormack's belief
that the Batory had been withdrawn for better business abroad and
that the liner would probably not return to New York.
Moore-McCormack started a large-scale
refurbishing of the three ocean liner vessels. 32 staterooms and 2 suite, on
the B decks are to be redesigned without removing the ships from operation.
Plans for the staterooms call for installation of toilets and showers. New
fixtures, rugs and furniture will be added to the rooms. With the heavy
demand for space to South America this winter, it was decided to rush the
June 2, 1951
Moore-McCormack Lines is unable to go ahead
with construction of the two new passenger liners plans because of the
inability of the Federal Maritime Administration to negotiate a firm
contract. "No shipowner can afford to build a new ship in the present state
of uncertainty," Robert C. Lee said. "You never know when you've got a
contract. It seems to me there will be nothing in the way of new building
until the air clears." The Maritime Administration started with certain
assumptions on the price a steamship company would pay for a ship and the
amount of subsidy the Government would grant for special defense features.
But anyone in Government, Mr. Lee asserted, can say later that the cost
assumption was wrong.
Operations during the year 1951 resulted in a record net
profit of $10,148,000 of which $7,600,000 represents tax-deferred deposits
made in reserve funds chiefly for investment in new and replacement ships.
During the year, 35 owned cargo vessels and the three Good Neighbor vessels
of Moore-McCormack Lines completed 183 voyages and carried 2,920,000 tons of
cargo. The Good Neighbor vessels carried 20,939 passengers. Mr. Moore
stated the earnings will unlikely continue at the present high level because
he anticipates some decline of foreign exchange difficulties in some of the
January 8, 1953
Mr. Albert V. Moore visited Mr. and Mrs. Emmet J. McCormack aboard the S.S. Argentina at 1700 hrs. before the ship departed. Mr. Moore passed away at
2300 hrs. that evening at his home in 65 Tennis Place in Forrest Hills,
Queens, New York.
March 29, 1953
Mattman, formerly a special representative in Moore-McCormack's local and
South American offices, was named to the post of Assistant Vice President.
S. J. Mueller was made head of the company's operations to South America;
John F. Sand, was placed in charge of Scandinavian operations, and R. Bruce
Wallace was put in charge of conferences and rates.
September 10, 1955
States Federal Maritime Board decided that the Federal Government should
contribute about $20,000,000 toward the cost of building two new passenger
liners for Moore-McCormack Lines. The best bid came from a United
States yard, Ingalls, at $24,444,181 per ship.
November 13, 1955
report of the Shipbuilders Council of America listed contracts for two new
Moore-McCormack Lines passenger vessels. It was the first time in more
than five years that an order for a passenger liner had been placed in the
USA. The ships will be 617 feet long, with a speed of 21 knots.
They will have a gross tonnage of 18,200 and will carry 553 passengers each,
in one class. The Government will pay about $20,000,000 toward their
construction for differential and national defense features.
July 6, 1956
The first keel components were joined today of a new
$25,000,000 liner, yet to be named (S.S. Brasil). This was the
first step in a $313,000,000 ship construction program pledged by
Moore-McCormack. It is the first liner ever specially designed for the
American-flag route to the East Coast of South America. Rear Admiral
Robert C. Lee, Vice-Chairman of Moore-McCormack, drove the first rivet
joining an inner-bottom assembly section to the heavy steel keel plate.
By nightfall the entire bottom section was in place.
December 9, 1957
Today, the S.S. Brazil
was replaced by the Excambion. The Excambion had been
scheduled to sail for the Mediterranean on December 13. Passengers
booked for this trip were accommodated on three similar ships operated by
American Export Lines or on that company's luxury liners, the
Constitution and Independence. American Export Lines said
it was able to offer the Excambion for charter because of current
light demand for passenger space to the Near East and because the company
has three similar ships on the run.
December 23, 1960
Captain Jesse R. Hodges passes
April 25, 1961
Joseph A. Medernach, who has
been with the company since 1930, was promoted to the post of Vice President
of Moore-McCormack Lines. Mr. Medernach had been Assistant Vice President
and will continue as assistant to the President.
Other promotions were Anthony
C. Visceglia from Assistant Vice President in charge of Finance to Vice
President for Finance. Hubert F. Carr who was Assistant Secretary, is now
Secretary of the company.
April 24, 1962
Robert C. Lee, Chairman, and
George L. Holt, Executive Vice President, retired from Moore-McCormack
Lines. Both men will continue as directors. Mr. Lee joined the company in
1920 as a vice president, and Mr. Holt had been with the company since 1926.
The board elected William T.
Moore to succeed Mr. Lee. He will also retain the title of President and
Chief Executive Officer.
McCormack Company, Inc., was formed this month as a holding company to allow
February 24, 1965
At the age of 84 years, Emmett J. McCormack passed
away at Good Samaritan Hospital in West Palm Beach, Florida. He had been ill for some time and wintered in Florida.
His permanent home overlooked the Narrows at 9411 Shore Road, Brooklyn.
Captain Harry N. Sadler passes
April 27, 1966
Grace Line and Moore-McCormack Lines have concluded there
is only room for one of them to provide service from the West Coast of South
America and the Caribbean. The Maritime Administration was asked to approve
the sale of the Pacific Republics Line to Grace for $5.7 million. Pacific
Republics Line operates six C-3 type freighters on two essential foreign
trade routes—Pacific ports to Caribbean and the East Coast of Mexico ports,
and Pacific ports to ports on the East Coast of South America. Under the
terms of the proposed contract, Grace would acquire the six Moore-McCormack
ships, the Pacific Republics name, good will and trade route.
June 12, 1966
William T. Moore, at the Senate Merchant Marine
subcommittee of the Senate Commerce Committee, urged that recapitalization
of the financial structure is needed for the American merchant marine. Such
a step is advisable to enhance the profitability of the shipping
operations. Mr. Moore further stated that for the last 12 years profits by
the subsidized segment of the American merchant marine had yielded the
lowers returns on capital of any sector of American industry.
June 30, 1969
Joseph A. Medernach, a vice president and assistant to
William T. Moore, chairman and president, announced his retirement effective
today. He joined Moore-McCormack in 1930 and served in Central and Eastern
Europe until the outbreak of World War II. He headed the company's trade
development bureau until wartime service as chief of the air transport
division of the Foreign Economic Administration. After the war he returned
to reorganize the trade development bureau and play an active part in
inter-American affairs and international trade committees. He was named
assistant vice president in charge of advertising and public relations in
1957 and a vice president in 1961.
He and his wife plan to retire to a home they are
building in Camino Gardens, Boca Raton, Florida.
March 27, 1970
Commodore Thomas N. Simmons, first Commodore of
Moore-McCormack Lines' fleet, died today at the age of 74 in Palm Beach Gardens, Florida.
Commodore Simmons joined Mooremack in 1938 to take command of the old
Argentina on her first voyage to South America. During WWII, he
continued to command his ship while she was in military garb as a troop
carrier. After the war, he and the Argentina went back into the
South American cruise trade until the Argentina was retired in August
of 1958. When the new luxury liner Brasil made her maiden
voyage in 1958, Commodore Simmons was on the bridge. He retired in
1963. Commodore Simmons was decorated by the Government of Brasil with
the National Order of the Southern Cross in 1963. He is survived by
his wife, Enid May, 6 children, and 18 grandchildren.
November 16, 1970
The City Investing Company (a diversified company whose
interests include real estate and land development, mobile homes,
manufacturing and insurance), which owns 16% of the outstanding common
shares of the Moore & McCormack Company, Inc., announced that it expanded
its holding in the shipping company to 26%. City Investing purchased
227,400 common shares of Moore & McCormack, but declined to say what it paid
for the shares. It acquired its original holdings in Moore & McCormack in
Moore & McCormack closed on the New York Stock Exchange
up 7/8 at 12.
April 14, 1971
The Moore & McCormack Company, Inc., elected James R.
Barker, chairman and chief executive officer of the company and its
subsidiary, Moore-McCormack Lines, Inc. Mr. Barker is succeeding William T.
Moore, chairman of Moore & McCormack since 1965 and Moore-McCormack Lines
since 1962, who is becoming chairman of the executive committee. Mr. Barker
was executive vice president of Temple, Barker & Sloane, Inc.,
September 1, 1971
Robert C. Lee died at his home in Beekman Hotel, New York, after a long illness
for several years.
During World War I Admiral Lee served on the U.S.S. Arizona, then on
destroyer duty in the Bay of Biscay, and as United States Naval Port Officer
at Nantes, France. He resigned from the Navy in 1920 in order to enter
the Moore-McCormack organization. Later he was recalled to
active duty in World War II as special assistant to the Chief of Naval
Transportation Services. While serving on various assignments.
He also served in Honolulu and London where he was General Eisenhower's Navy
representative in the Normandy invasion.
was also instrumental in promoting the importance of the American Merchant
Marine and was a member of the Society of Naval Architects and Marine
Engineers and the Maritime Exchange. He also served for three
consecutive terms as national president of the Propeller Club of the United
He is survived
by his widow, the former Elsie Calder, daughter of the late Senator William
Calder of New York, three daughters and a son, a sister, 12 grandchildren
and one great-grandchild.
was buried at Arlington National Cemetery on September 3.
December 21, 1972
Moore & McCormack Company announced that it agreed in
principle to purchase substantially all of the assets and to assume
substantially all of the liabilities of Pickands Mather & Co. for more than
$60 million. Payment will be made in cash, short-term notes and senior
preferred stock. A proposed closing will be on or before April 1, 1973;
approval by Moore & McCormack stockholders will be requested as soon as
In 1971 Moore & McCormack had net income of $2,114,000 on
sales of $56,386,000. For the first nine months of this year, the company
needed $4,044,000 on sales of $40,501,000.
April 7, 1976
William Talman Moore, 62 (son of Albert V. Moore), former
chairman and president of Moore-McCormack Resources, Inc., died in Community
Hospital, Glen Cove, Long Island, following a heart attack. He joined
Moore-McCormack in 1935 and spent his entire business career with the
Moore-McCormack Lines which is now a major subsidiary of Moore McCormack
Mr. Moore was credited with raising the shipping concern
to a top position in the American merchant marine. In 1957 he was
instrumental in acquiring the Robin Line, which expanded the operations of
the company to take in South and East Africa and Indian Ocean islands. He
directed the reorganization of the company in March 1965 so that the parent
organization could engage in non-shipping activities. In 1971 he was named
chairman of the executive committee of Moore & McCormack, which became Moore
McCormack Resources in 1974. He was named chairman of the audit committee
In 1959 the American Legion gave him its Distinguished
Service Medal, and in 1959 Brasil awarded him the Order of the Southern
Cross with the degree of commander. He is survived by his wife, the former
Jean Campbell, a son, William T. Moore, Jr., a sister, Barbara Mattman, and
May 14, 1978
William Talman Moore, Jr., 41 (son of William T. Moore),
was killed today in an automobile collision near his home in Minter City,
Mississippi. Mr. Moore had resided on the family plantation, Equen, which
he had managed. In the late 1960s he was vice president of Moore-McCormack
Lines, which was founded by his grandfather, Albert V. Moore. He
resigned Moore-McCormack in 1969.
Mr. Moore, like his father, was a prize-winning
yachtsman. He competed in major sailing events from both coasts, including
the Olympic Sailing Class, in which he was among the skippers represented
the United States in the British-American team cup races.
Survivors are his wife, the former Caroline Roosevelt,
four daughters, his mother, Fae Equen Rhodes, of Equen, two sisters, a
brother, and his grandmother, Mrs. Albert V. Moore of New York, and his
stepmother, Mrs. William T. Moore, Sr., of Oyster Bay.
As the popularizer of container services, McLean was judged the ideal person
to handle the transition to containers in the African and South American
routes; after quick discussion, Malcolm McLean purchased the fleet and
routes of Moore-McCormack in December 1982
Moore-McCormack Lines was the first in the projected
series of American shipping company reunions to be held at the American
Merchant Marine Museum at Kings Point on Long Island Sound. Among the
captains reminiscing were Charles W. Spear, master of the Liberty ship,
Henry Miller, and Otto Heitmann, master of another Liberty ship, John
Bascom. Both captains were on their respective ships during
WWII when the ships were struck by the enemy. Also attending were
Eleanor Britton and a singer on the S.S. Brasil, Nan Garcia Hicks.
Other attendees included cooks, engineers, pursers, cruise directors, radio
operators, seagoers and shoreside personnel. Victor E. Kelly and his
wife, Anne, who met on board the S.S. Argentina also attended the
reunion. Mr. Kelly was chief baker on the ship and he believed that he
was the first black to achieve that post on a large liner. See photo of the Moore-McCormack reunion at Kings Point. (Photo courtesy of Captain Harold Vanderploeg)