When A Lackluster Shipping Company Became A Successful Motorcycle Company

The Pan-Oriental Shipping Company was one of the shipping companies that rose in Cebu after World War II, one of the replacements of the Cebu shipping companies that did not survive the war. This shipping company was among those who were able to purchase surplus World War II ships tendered by the Philippine Government. These are the ships given to the Philippines by the US to jump start the economy and not among those given as replacement for the ships lost during the war or the ships they ordered scuttled to prevent it from falling into the enemy hands and be used against the Allies. The ships were also atonement for the massive air attacks against the Japanese that practically wiped out many of the infrastructure of Manila.

POS

From the Manila Chronicle  1/13/52. Research by Gorio Belen of PSSS in the National Library.

The Pan-Oriental Shipping Co. started operations in 1948 doing the Cebu-Manila v.v. route. Like some of the other ships then, there were modifications carried out in the superstructure to accommodate passengers (the surplus Army transports were actually not people carriers). It did not have the sophistication, if that term is appropriate, of similar ex-“FS” ships of the major shipping lines.

The first passenger-cargo ship (I am leery of using the world “liner” here) of the Pan-Oriental Shipping was the Oriental that was acquired in 1948 and the name is not a surprise, of course. She was the former “FS”ship FS-318 built by John H. Mathis & Company Shipbuilders in Camden, New Jersey, USA in 1944 for the US Army as its own transport and in the main they were manned by US Coast Guard personnel.

Oriental

The MV Oriental. From the Manila Chronicle  1/13/52. Research by Gorio Belen of PSSS in the National Library.

The Oriental’s Length Over-all (LOA) was 53.9 meters with a Length Between Perpendiculars (LPP) of 50.7 meters and Breadth of 9.8 meters. The Gross Register Tonnage (GRT) of the ship remained at 560 tons even though there were additions to the superstructure. Weighed down by additional metal and for greater stability, her Depth rose from 3.2 meters to 4.3 meters. The ship was powered by two General Motors engines with a total of 1,000 horsepower that gave her a speed of 11 knots.  The permanent ID latter given to the Oriental was IMO Number 5264895.

Pan-Oriental Shipping’s next acquisition came in the next year, 1949, and this was the former “FS” ship FS-350 which was built by J.K. Welding in Yonkers, New York, USA in 1944 for the US Army, too. In the Pan-Oriental fleet she was named as the Occidental. The name is not surprising also.

Occidental

The MV Occidental. From the Manila Chronicle 12/3/53 (the attached date is incorrect). Research of Gorio Belen of PSSS in the National Library.

The Occidental’s external dimensions were exactly the same as that of the Oriental but the Gross Register Tonnage (GRT) is only 558 tons. That was after there were additions to the superstructure (funny, isn’t it?) The ship was also powered by two General Motors engines with a total of 1,000 horsepower that gave her a similar speed of 11 knots.  The IMO Number of the ship was 5260045.

After another year, in 1950, the Pan-Oriental Shipping acquired their third ship which was also another former “FS” ship, the FS-197 which was built by Higgins in New Orleans, Louisiana for the US Army too in 1944. Higgins was the company that designed and built the famous Higgins boat which was used as beach assault craft in World War II. In the Pan-Oriental fleet the FS-197 was named as the Continental.

Continental

The MV Continental. Research by Gorio Belen of PSSS in the National Library.

This ship was a little longer than the Oriental and Occidental at 54.9 meters LOA with an LPP of 51.2 meters and the common Breadth of 9.8 meters of all the FS ships. With additional metal the GRT of Continental went down from 573 tons to 512 tons (so GRT shaving was not a recent phenomenon). The ship is powered by two General Motors engines with 1,000 horsepower on tap giving her a cruising speed of 11 knots. The IMO Number of the ship was 6117935.

The Oriental, Occidental and Continental being all former “FS” ships were all sister ships. The ships were purchased from the Philippine Government through the Rehabilitation Finance Corporation (RFC) which was a predecessor of the Development Bank of the Philippines (DBP). As mentioned before, US Government gave it to the Philippines to help the economy recover from the war.

The sole route of the Pan-Oriental ships was Manila-Cebu, v.v. and they stressed cargo rather than passengers. However, as time went by there were already plenty of ships calling in Cebu from Manila as Cebu is an in-port of ships still proceeding to Mindanao.  After all, they have to carry and supply the Cebuano migrants in that land of opportunity but that resulted in the displacements on the natives of the island.

Having a ship with just a sole port of call was actually disadvantageous as it does not maximize the ship. And that was compounded by just a once a week sailing. Competitors, on a once a week schedule with calls in Cebu, Tagbilaran, Dumaguete, Ozamis and Iligan can also do a once a week sailing

In 1954, after six years of operation, the Pan-Oriental Shipping quit the shipping business by selling out altogether lock, stock and barrel. The Oriental and Occidental went to Carlos Go Thong & Co. while the Continental went to Compania Maritima in the end after several transfers. With the sale of the two ships to Go Thong & Co., that company became a national liner company from being just a regional shipping company. Initially, Oriental and Occidental retained their names in the Go Thong fleet. After several years, the Oriental was renamed to the Don Jose and the Occidental was renamed to the Don Francisco. Meanwhile, the Continental became the second Basilan of Compania Maritima. All three had new superstructures in their new companies.

1963-4-29 Everett & Go Thong

From the Philippine Herald. Research by Gorio Belen of PSSS in the National Library.

The Pan-Oriental Shipping Company was owned by Norberto Quisumbing (sounds familiar?). After selling the company he founded Norkis in Mactan island (in Opon, now Lapu-lapu City) which assembles the well-liked and popular Yamaha motorcycles. Everybody knows how successful were the Quisumbings in motorcycles. And that is also true for Go Thong (later Gothong) in shipping and later they spawned the legendary Sulpicio Lines Incorporrated and Lorenzo Shipping Company.

The transaction between Pan-Oriental and Go Thong proved to be a win-win deal for the two companies.

 

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The Biggest Passenger-Cargo Ship in the Philippines in the 1930s

The 1930s was a golden era for Philippine passenger shipping. There were a lot of passenger-cargo ships that came and local shipbuilding was also in its peak. We benefited from World War I when demand for abaca, copra and coal went through the roof and it spurred shipbuilding and trading. The development of the internal-combustion engine also greatly helped that.

The Great Depression of 1929 of the US came but did not affect our shipping and shipbuilding, in the main. What were affected were the US producers being competed by our duty-free copra and abaca and so they were in favor of letting the Philippine Islands (that was what our country was called then) go. That was why our “independence missions” then were successful. However, their industrialists continued to covet our mineral resources and protect their industries here.

SS Mayon, Pier 3, Manila, Philippines, preparing to leave for Mindanao and way ports south, August 22, 1933

Copyright: Board of Regents of the University of Wisconsin System. Posted by John Tewell.

From small liners with just a few hundred gross register tons and whom about half were wooden-hulled, in the years leading to 1930 many steel-hulled liners of nearly a thousand gross register tons or more came. And for the first time, new-builds became commonplace and it was the La Naviera Filipina (the merged shipping company of the Escanos and the Aboitizes) and De la Rama Steamship that led this charge assisted by the independent Aboitiz & Company, Inc.

For the first time, the highest of the totem pole of local shipping being held by Madrigal & Co. and Compania Maritima was being challenged. It was De la Rama Steamship that had the big ships that could challenge the Top Two. La Naviera, meanwhile, have smaller ships but more numerous and the size was understandable because their route is primarily the Central Visayas and they do not do the southern Mindanao route which needs bigger ships.

However, the biggest passenger-cargo ship in the local routes then did not belong to any of the four if our oceangoing liners which are mainly cargo ships with a few passengers are excluded (those were Madrigal & Co. ships). The honor belonged to the Philippine Interisland Steamship Co. with its liner SS Mayon which was acquired in 1930.  The Dollar Steamship Co. of the US was the leader in bringing about this great liner to our waters.

SS Mayon, loading an automobile for a trip to Mindanao and way ports south, Manila, Philippines, August 22, 1933

Copyright: Board of Regents of the University of Wisconsin System. Posted by John Tewell.

The SS Mayon, a brand-new ship was considered the most luxurious of its time that President Quezon even sails with it. Now, I will let the Philippines Herald tell her story:

“Known as the most luxurious ship in the interisland service, the Mayon was built in 1930 by Vickers-Armstrong, Ltd., In Barrow, Great Britain, for the Philippine Interisland Steamship company. She is classified as 100-A1 by Lloyd’s, the highest classification for ships.

A twin-screw turbine ship, she is of 3,371 gross and 1,529 net tons. She is 347.5 feet long, 50.4 feet wide and 16.3 feet deep. She is capable of a speed of 21 knots, and is equipped with refrigerating machinery.

The Mayon arrived from Glasgow on October 28, 1930, and left on her maiden voyage in Philippine waters six days later. The late Captain Robert Dollar, known as the Grand Old Man of the Pacific, came to the Philippines with Mrs. Dollar to inaugurate the service. Captain and Mrs. Dollar were among the passengers on the maiden voyage of the Mayon to the southern islands.

The Mayon has been used on the Manila-Iloilo-Zamboanga-Cebu run on a weekly schedule, sailing from Manila on Tuesday afternoon and returning on Sunday morning.”

In metric measure, SS Mayon is 105.9 meters in Length Over-all and 15.4 meters in Breadth.

However, the SS Mayon was not making that much money and Dollar Steamship also has its problems including the death of its founder. To save the ship which was the pride of the Philippine merchant marine, the Philippine Government acquired the ship and assigned it to the Manila Railroad Company and one would ask what is a railroad company doing in shipping.

S. S. Princes of Negros and S. S. Mayon at wharf, Iloilo, Philippines, Aug. 23, 1933

Copyright: Board of Regents of the University of Wisconsin System.

Well, the Manila Railroad Company, the predecessor of Philippine National Railways operated ferries to connect the passengers of their Bicol Line to their South (Luzon) Line. The government especially President Quezon has long been beneficent to the Manila Railroad Co. that they and he also allowed it to operate liners. Well, that service was needed also by the people.

In 1940, the nascent Manila Steamship Co. Inc. acquired the SS Mayon. During that time Manila Railroad Company was already beginning to divest from shipping especially since the South Line and Bicol Line of the company was already connected. It is to the Manila Steamship Co. of the Elizaldes that the Ynchaustis transferred their shipping company to fight in the Spanish Civil War as a matter of principle.

I was in wonder retrospectively how come the Philippines was still investing heavily in shipping when World War II was already raging in Europe. We thought that the Japan Empire will be intimidated by the combined American, British and Dutch forces?

And so war came in December of 1941 and we were immediately in crisis especially after the US Asiatic Fleet abandoned us and hied off to Australia. With that the US Army Transport (USAT) otherwise known as the PI Support Fleet was formed with 25 ships, almost all of whom were passenger-cargo ships and they ferried troops, materiel, government personnel, government records, currency, gold, silver and many other things.

The ship Mayon used as Sinulog prop

A drawing of SS Mayon used as prop in Sinulog. Photo b Mike Baylon of PSSS.

This fleet had no air support as US aircraft was also withdrawn from the Philippines and the Japanese invaders had complete control of the sky. SS Mayon’s luck ran out on February 2, 1942 when Japanese warplanes caught her in Butuan Bay. She was strafed and bombed and she sank, a piteous fate for one who was formerly the Queen of our seas.

After the war, in 1946, the Manila Steamship acquired a ferry to replace her with the same name SS Mayon. She was almost as big as the original and had a certain resemblance to her. However, she was not a new ship and was even older than the ship she replaced. But I will stop here now as that ship deserves a separate story.

 

 

Philippine Passenger-Cargo Shipping During The Commonwealth Era And On The Eve Of The Pacific War

Even before the advent of the Philippine Commonwealth in 1935, the Filipino ship owners (this the more proper term as there are American shipping companies operating in the Philippines then as they are free to do so as we are a colony of the US and thus part of their territory) began gearing up for the time when the American steamers will be supplanted by them. It is always the hope of top local businessmen and industrialists of colonies that when independence came that they will replace on top the businessmen and industrialists of their former masters. This was actually their hope also when we were still under Spanish rule, one of the reasons why many of the elite favored the Revolution against Spain. As they say, it is but just natural. And that is one reason why they were for independence for they expect to benefit.

Before the Commonwealth Era began, the biggest shipping companies were Madrigal & Co. and Compania Maritima, the latter with Spanish origins and connections. The two were mainly based in Manila and were about equal in size but direct comparison is not easy as Madrigal & Co. had pure cargo ships in the foreign trade whereas Compania Maritima concentrated on the inter-island passenger-cargo shipping. Compania Maritima was the biggest at the start of the American time but Vicente Madrigal, who has a reputation for Midas touch caught up starting in the time of World War I as the coal and vegetable oil market boomed because of the war and Vicente Madrigal had heavily invested in both. He had the country’s biggest coal mine then in Batan island in Albay. Besides, he was also in the primary export commodity then which was abaca and which also boomed during the war.

Madrigal & Co. had five ships over 110 meters in length (and those will not look small even today) and such size was few in those times. Their biggest, the Don Jose measured 159.6 meters x 20.0 meters and had a GRT (Gross Register Tonnage) of 10,893 tons (and this is in SuperFerry range). The fleet of Madrigal & Co. was even bigger before the Commonwealth era as Vicente Madrigal was forced to send big ships to the breakers and also sell a few to other shipping companies in the aftermath of the economic downturn  and its effect on shipping during the Great Depression of 1929 in the US. That provoked a protectionism in that US that also made easier the passage of the independence acts sought by Filipinos as the US farmers were feeling the effect of tariff-free imports from the colonies. The claim of the Madrigal scions that once they were the biggest in shipping in the country is certainly true because their big businesses boosted their shipping. Many shipping owners then ventured into shipping because they have goods to move and they want certainty in bottoms and preferential rates, of course. And moreover, ships are also big status symbols.

Compania Maritima grew big right at the start of the American period by buying out Spanish-era shipping companies especially Reyes y Cia (this is pronounced as “Compania”) and the MacLeod & Co. which divested from shipping but retained their business interests in the country which centered on trade distribution. After that, its next period of growth started in the mid-1920s and continued up to 1935 when its ship acquisitions stopped suddenly. Being Spanish citizens also then they might still have been observing how they will be affected by the coming independence of the country that will happen after ten years of a Commonwealth period which is the preparatory and training period for independence and where Filipinos will hold high places in government already. But then also they might have been affected by the looming Spanish Civil War and the unrest before that. The ships of Compania Maritima from 1924 to 1935 formed the big part of their fleet which was overtaken by the Pacific War which commenced on December 7, 1941.

The most notable of the other fleets then in the Commonwealth Era were the related shipping companies La Naviera Filipina Inc. and the Aboitiz & Co. Inc. The first was actually a partnership of the Spanish-derived Escano and Aboitiz families which were both in the primary export crop then that was abaca which has great use then in shipping. It was the Escano family which sponsored the coming of the Aboitiz family to the Philippines from Spain, according to their history and both were based in Leyte and Cebu and also spanning those two important islands. The sizes of the two fleets were about equal in number to Madrigal & Co. and Compania Maritima but their ships were were a little smaller. However, nearly all of their ships were brand-new. If their ships were not that big, the reason was they were not doing the long Southern Mindanao route that needed big liners.1938 0416 mv Don Esteban_De la Rama Steamship Co ad
Research by Gorio Belen in the National Library.

Next with about half of the ships of the “Big Three” came next the De la Rama Steamship Co. Inc. which was owned by a leading businessman of Iloilo and a Senator of the Commonwealth at that. Browsing over its ads, one might have the impression that it was the leading shipping company of its time. However, the maritime databases do not support that as their fleet was not that big although they have regional operations (but then Escano and Aboitiz also had ships connecting Cebu and Leyte that are not in the maritime databases). It had five brand-new ships and some were big, ocean-going liners. Their inter-island ferries were luxurious, it was promoted well and was touted to be the best in their class (and maybe that is where the impression “leading” came from).

De la Rama Shipping, like the La Naviera Filipina is a shipping concern that bet big in the Commonwealth Era and in the coming independence and that was shown by their acquisitions of brand-new ships like what La Naviera and Aboitiz & Co. did. From basically being regional shipping companies of a decade before, the two had ambitions of being leading national liner shipping companies and that was good then for Philippine shipping. And wouldn’t it be good if the two leading shipping companies had competition including in the oceangoing routes? Truly the anticipated coming of independence perked up the shipping sector then

Next in rank came the Manila Steamship Co. Inc. of the Elizalde y Cia which had about the same number of ships as De la Rama Steamship. However, their ships were not new. Like Madrigal & Co. and Compania Maritima, they have ships in the 60- to 90-meter range because like the two just-mentioned companies, they have long routes and that means up to Kingking which is the modern Pantukan in Davao del Norte located at the apex of Davao Gulf and that is about 850 nautical miles in distance from Manila. Travel to Davao Gulf takes up to two weeks, one-way, as there are many ports of call in a voyage. Woe to the passengers if the accommodations are “cattle class” but I wonder if the tale is true or if it is a joke that at the end of the voyage they say many of the male passengers are already on the last hole of their belts. But in truth, many of these ships were already luxurious for their time in terms of accommodations, amenities and service and were divided into different passage classes as in those were not all-economy ships (a note to put it in context, the last liner of that type was the Palawan Princess of Sulpicio Lines Inc. which was also in the 80-meter class and was actually popular with the passengers in most of her career here). The Elizalde y Cia shipping company actually originated with the Ynchausti & Co. shipping concern which divested when they got heavily involved in the Spanish Civil War and the unrest before that.

After those majors come a slew of small liner companies with one or a few vessels and maybe the most notable among them with more vessels were Rio y Olabarrieta, a shipping company which connects Palawan and Mindoro to Manila and the government-owned Manila Railroad Co. (MRC), the forerunner of the Philippine National Railways (PNR) of today which had to operate ferries to connect its Bicol Line to their South (Luzon) Line but ended up operating liners as well (and the reason was President Quezon loved the MRC very much). These small liner shipping companies were about twelve or so in number and among them were Tabacalera (the short name of the Compania General de  Tabacos de Filipinas, a Spanish-derived company) which was once a big shipping company (and was still a leading tobacco company then), the Gutierrez Hermanos of Bicol (and supposedly related to the Gutierrezes of movie fame), Negros Navigation Co. Inc., Smith Navigation Co., the J. Garcia Alonso of Bicol, m/s Palawan Inc., United Navigation Inc., Visayan Transportation Co. Inc., E. Lopez (which was in Southern Lines Inc. after the war) and even the Philippine Government (yes, the government was also in shipping then).

1924 Mulle de la Industira

A 1924 photo but Muelle de la Industria, the primary local port then would still look similar to that in 1935. Credits to the photo owner.

A digression. If Bicol was well-represented in the shipping companies before the war (Madrigal & Co. among them), the reason was the primacy of the abaca (also called as “Manila hemp”) then as the leading export crop and Bicol dominates in the production of that crop plus the fact that Legaspi Oil, the leading exporter of copra then was based in Bicol (this was before Lu Do, Lu Ym of Cebu grabbed that distinction with the help of Carlos A. Gothong & Co.). The main source of coal then was Batan island and that is just a few nautical miles from Legazpi. As the saying goes, there are ships when there is cargo and it is not the other way around. Moreover, Legazpi  port (incorrectly spelled as “Legaspi” then) was supported in the movement of goods from the Bicol Valley (read: copra and abaca) because of the localized Bicol Line there of the Manila Railroad Co. which extended for most part from Pamplona town (later in Sipocot) to Legazpi and from Tabaco town (where the abaca of Catanduanes lands and Tabaco is the trading center of copra of the neighboring areas – Tabaco’s product then was abaca and not tobacco) to Legazpi. The Manila Railroad Co. has a spur line to Legaspi port and Legaspi Oil which had a separate port. [In this paragraph is the reason why my father volunteered to transfer to Legazpi. But he did not anticipate that soon abaca and coal will fade into insignificance.]

This liners list does not include the regional shipping companies and among those the most numerous were in Cebu connecting the other Visayas islands and Mindanao (the northern part). Where before in the early American period when Iloilo was bigger than Cebu and held the title “Queen City of the South” because of sugar and its connection to Singapore and when Cebu was considered “insignificant” for shipping by a 1908 almanac (that was when Legaspi port was as prominent as Cebu). The opening of northern Mindanao enabled Cebu to overtake Iloilo not only in shipping but in over-all prominence thereby grabbing the title “Queen City of the South” from Iloilo to the eternal consternation of the Ilonggos).

The ships of the regional shipping companies were small compared to the multi-day liners as those were basically overnight ships and the most numerous were actually the wooden-hulled motor boats which are called as lancha in various parts of the country. Most of the bigger regional ships were just in the 30-meter class in length and most were below 200 gross register tons. Among the most prominent Cebu-based regional shipping companies were Eutiquio Uy Godinez, the Cebu Navigation Co, the Visayan Stevedore Transportation Co., the Insular Navigation Co. and Maria P. Asuncion Garianda. In Iloilo, probably the most prominent were the two Lizarraga shipping concerns. In Zamboanga, it was the Francisco Barrios Jr. shipping company. In Manila, the big equivalent of them was the Teodoro R. Yangco shipping company which dominated Manila Bay and beyond and once claimed to be the biggest shipping company in the Philippines.

Amazingly, the progenitor of the postwar dominant Go Thong and Sweet Lines shipping lines after the war were still not prominent then. Well, in war some rise and some fall and some never even came back.

In our book, I will be more detailed. This is just an introduction.

The Legacy of the Surplus Ships From Europe

After World War II, the passenger shipping companies in the Philippines started almost from scratch as the ships they had before the war were almost all lost by scuttling or through war actions (mainly by aircraft bombing and through gunfire). Like before the war, not all passenger shipping companies were created equal. Some of the old shipping companies had a faster start because war surplus ships were given to them as reparations for the lost commandeered ships (pressed into service for the Allied war effort). The most prominent among those are the vessels of shipping companies Compania Maritima, De la Rama Steamship, Manila Steamship, Philippine Steam Navigation Company (a postwar merger of the Everett Steamship of the US and Aboitiz Shipping), Madrigal Shipping and Escano Lines, all established and politically well-connected shipping companies. The owner of Compania Maritima was a Senator of the Republic, the General Manager of De la Rama Steamship was a son of the former President and the founder was a former Senator, the owner of Manila Steamship was a funder of presidential campaigns, Everett Steamship was an American company which were always supported by the State Department of the USA, the owner of Madrigal Shipping was a Senator of the Republic and it was only Escano Lines which might not be on the level of the six others in terms of political connections but their history anteceded Aboitiz Shipping and was Aboitiz Shipping’s partner before the war in the shipping company La Naviera.

But some other shipping companies which were not established shipping companies before the war had enough money and political connections to be able to also get war surplus ships given to the Philippine Government by the US Government as an aid in jumpstarting the economy. Among these were General Shipping Company (which was owned by several elite families who were funders of national campaigns and were aides of the top politicians), Southern Lines Inc. (owned by the gentility of Western Visayas and the President then was from that region), William Lines Inc. (owned by a powerful and influential Congressman) and Bisaya Land Transport (owned by a Senator of the Republic). That was the secret then of establishing a shipping company fast. One must be a heavyweight in his own right and one must be full of clout to be able to get preferential treatment from the government. And since Chinoys were not in this mold then they were left out in this race except for one (that is William Chiongbian of William Lines). The ability to get US war surplus ships generally determined the pecking order of the shipping companies in the first years after the war, the so-called “Liberation Time”.

Lanao

An example of an ex-“FS” ship. Research by Gorio Belen in the National Library.

Some other companies might not have been so fortunate in acquiring surplus ships and so in order to grow, they had to be good in finding war surplus discards and buying the ships of the shipping companies that were weak and on the verge of quitting. The most prominent examples of these were the growth of Carlos A. Gothong & Company and Sweet Lines Inc. which both started with regional shipping operations and became national liner shipping companies by buying the routes and ships of national shipping companies that quit (Pan-Oriental Shipping for Gothong and half of General Shipping Company for Sweet Lines). Moreover, some shipping companies also lengthened former “F” ships so it will be on the same size as the former “FS” ships. Carlos A. Gothong & Company was good in this regard. Their first flagship when they became a national liner company, the Dona Conchita was actually a lengthened “F” ship.

Dona Conchita

An example of a lengthened “F” ship. Research by Gorio Belen in the Nationa; Library.

The war surplus ships then were preponderantly ex-“FS” ships which were formerly freight and supply ships by the US Army in the Pacific theater of war. There were also some of the bigger “C1-M-AV1” type and similar types like the Type “N” ships which were bigger cargo ships of the US Navy in World War II and used in the ship convoys transporting war material and supplies in the Atlantic and Pacific Oceans. Along with them were the former “Y” ships which were former tankers and related to the “FS” ship in design and the small “F” type, many of which were lengthened and were almost as numerous as the ex-”FS” ships plus an assortment of former minesweepers and PT boats (but note the US also burned a lot of PT boats off Samar thinking they were useless with its gas-guzzling engines).

Mindanao

An example of a former “C1-M-AV1” ship. Research of Gorio Belen in the Nat’l Library.

Initially, aside from US surplus ships, a few big and wealthy shipping companies also sourced ships from Europe after the war (there were plenty of cheap ships then there that were released from war convoy duty). Among the local shipping companies, three stood out for having the capability to acquire ships from Europe after the war. These were the Compania Maritima, the Manila Steamship (or Elizalde y Compania) and Madrigal Shipping which were in the top tier of shipping companies before the war. All of the three were owned by top-ranking industrialists with plenty of high political connections and all the way to Malacanang. Moreover, they all already had the experience of acquiring ships from Europe even before the war. The owners of Compania Maritima, the biggest shipping company then in the country were even dual Philippine and Spanish citizens and they were able to buy a few good cargo-passenger ships from Europe which were just a few years old and almost new.

Meanwhile, the ship acquisitions from Europe of Manila Steamship and Madrigal Shipping consisted of really old ships and especially the latter. These were being disposed of because there was really an abundance of much better and newer war surplus ships then at ludicrously low prices (there was no longer a war after all). The three mentioned shipping companies used ships purchased from Europe to augment their fleet of war-surplus ships from the US.

And it then resulted in fleet augmentation alright, their aim. For Compania Maritima, it was enough to vault them to the very top which was their old position before the war. For Manila Steamship and Madrigal Shipping, that move brought them to the rank of majors, just like their position before the war, too. However, their fleet quality was not the same like before the war when they really had good ships in the main. That was the setback caused to them by the order to scuttle the ships in the war. The main replacement ships given by the US to them which were mainly ex-”FS” were nowhere as good as their prewar ships as the replacements were cargo ships in origins and not purpose-built liners (Madrigal Shipping also received ex-“Y” ships aside from ex-“FS” ships). These replacements were also smaller than the lost prewar ships and so they were simply shortchanged by the US . In the main, Manila Steamship and Madrigal Shipping were not given the big ex-“C1-M-AV1” ships which were mainly reserved for Everett Steamship, a US company operating in the country like a national and because of the so-called “Parity Rights”.

The other companies whose ships were also lost in the war like Escano Lines and Aboitiz Shipping also received just ex-“FS” ships as replacements for their good liners before the war. Meanwhile, the smaller shipping companies before the war like the regionals mainly received former “F” ships, former minesweepers and former PT boats as replacements for their lost ships in the war.

Meanwhile, the De la Rama Steamship which was also very well connected politically had a good fate, shall we say. The National Development Corporation (NDC) gave them three big brand-new ships on charter. Aside from that, two big ships of them before the war were also returned to them plus two big war-surplus “Type C1-B” ships were also given to them. Additionally, three ex-“FS” ships plus three ex-“F” ships were also handed to them. And that is aside from four ex-liners they also acquired from abroad. With this fast replacement of their lost fleet (and in size, they rivalled Compania Maritima, the old No. 1), I am wondering if this is somehow connected to former President Sergio Osmena Sr. not contesting seriously his election rivalry against the winner President Manuel Roxas.

Don Isidro

The Don Isidro of De la Rama Steamship lost in war action.

These war surplus ships plus a few surplus European ships were basically enough for our local shipping needs after the war and for the next 15 years and those were augmented by local builds which were mainly wooden-hulled motorboats (batel or lancha).

But one-and-a-half decades after the war, it was already apparent there was already a need to augment our passenger shipping fleet which then consisted almost entirely of war surplus ships from the US. There were ships lost at sea plus our economy has already grown including the population. The whole of Mindanao was finally conquered and ships were needed to connect it to the rest of the country especially southern Mindanao which needs a lot of ships to run a regular schedule. With the general growth of population and the rise of production, the passenger and cargo capacities of the small surplus ships from World War II were no longer enough even though the Philippine President Lines came in 1959 with the last war surplus ships released by the US Navy.

Galaxy

The most prominent ship released by the US to Philippine President Lines. Research by Gorio Belen in the National Library.

And so a lot of additional ships had to be acquired as lengthening of the former “FS” ships was no longer enough. And in the 1960s there were no longer war surplus ships available in the market. The last batch released by the US in 1959-61 already went to different owners including our own Philippine President Lines (PPL) which was a newly-established shipping company then.

In fleet augmentation which was already needed then, a good source has to be found. Japan was not yet a good source of surplus ships then because they still needed their ships for their postwar economic boom. If ships have to be sourced from them, it would have to be ordered brand-new. And the US was also not a good source either because their liners were simply too big. And so Europe was the only possible source (if the ships are surplus) especially Scandinavia which was shedding their older ships and France which has already lost its colonies in Africa.

There were shipping companies that tried augmenting their fleet by ordering brand-new ships locally, from Japan and West Germany using loan windows provided by the government. But from the middle 1960s to the early 1970s, the surplus ships from Europe were more numerous. And the biggest reasoning was that for a brand-new ship, two or three surplus ships can be acquired and thus the capacity and revenue are far greater. Although surplus, it was assumed they will last as long if it was still in good condition and Europe is known for quality.

Why were surplus ships favored by more shipping companies compared to the brand-new? Well, brand-new ships are more expensive to acquire and thus for one brand-new ship, two or three surplus ships can be acquired. If the ratio is one to one, the brand-new ship will take longer to amortize. Moreover, with the subsequent devaluation of the peso in 1962, more pesos were needed to pay off a loan taken to acquire a ship and that will hinder further acquisitions (and President Diosdado Macapagal made sure of that by devaluing the peso in 1962 upon the advice of the US). Surplus or brand-new, the carrying capacity and revenues of the ships are the same (that of the surplus ships from Europe might have more capacity as they were bigger than the ones ordered brand-new and with no less speed except for those ordered by Compania Maritima). Actually, those with surplus ships were the ones that are in a position to offer discounts or rebates which was decisive in cornering cargo. Supposedly, the discounting of rates was “illegal” but it was actually rampant (and were actually sidestepped by the shipping companies on the way up).

Aside from leading Compania Maritima which continuously sourced ships from Europe, five shipping companies joined the trend in purchasing second-hand ships from Europe for conversion here into passenger-cargo liners. These were  Gothong & Company (the old undivided company), Sweet Lines and William Lines, three Chinoy shipping companies working its way up the shipping totem pole plus the new and unknown Dacema Lines. Additionally, the old Madrigal Shipping Company also acquired a ship from Europe during this period. This will be the focus of this article. [However, may I note that Escano Lines did not acquire a surplus ship this period but they acquired three brand new ships, two from West Germany and one from Japan].

The surplus ships from Europe were significantly bigger and faster than the backbone then of Philippine passenger-cargo shipping, the former “FS” ships and the lengthened ex-“F” ships. These ships were generally from 80 to over 100 meters in length and they usually have speeds of 13 to 16 knots. In speed, these ships from Europe were a better fit for the Southern Mindanao routes and its bigger capacity afforded dockings in many in-ports along the way thus making the voyage more profitable.

Sweet Love

An example of a surplus European ship. Gorio Belen research in the National Library.

Other advantages of these European surplus ships compared to the US war-surplus ships were also in comfort and accommodations because as former cargo-passenger ships in Europe they already have passenger accommodations and amenities right at the start and all that was needed in the main was to add Economy passenger accommodations. Also, many of them were already purpose-built liners right from the start and that means more comfort. Additionally, with the former refrigerated cargo ships, it was sure they already had refrigeration and air-conditioning from the start, the marks of a luxury ship hereabouts then.

Sweet Faith

A purpose-built liner from Europe. Gorio Belen research in the National Library.

These ships began arriving in the Philippines from 1963 to the early 1970s when it stopped because we already had a new supplier of surplus ships which was Japan. In total, some 30 ships from Europe came to the Philippines during this period and that is about half of the total ex-“FS” ships we had then. But since these European ships are bigger in gross register tonnage (GRT) which is the measure of a ship’s size, the two types were just about even in capacity. Even if the other war surplus ship types are considered, still the local fleet capacity almost doubled since we also ordered brand-new ships from various sources during this period including from Europe. So that is how the surplus European ship expanded the capacity of our passenger-cargo fleet in the 1960s.

Visayas

An example of a brand-new passenger-cargo ship from Europe. Gorio Belen research in the National Library.

Carlos A. Gothong & Co. was the biggest buyer of surplus ships from Europe with a total of 10 ships but that does not even include some big cargo-passenger ships that they basically used on the ocean-going routes to the Far East and West Germany (but those have limited passenger accommodations). The new national liner company Sweet Lines acquired seven ships from Europe while the venerable Compania Maritima purchased six ships from Europe during this period. William Lines also purchased four ships from Europe (plus two brand-new ships from Japan) during. A new shipping company, the Dacema Lines also purchased two ships from Europe and the old Madrigal Shipping Company also purchased one.

The ex-Europe ships of Go Thong:

  • Gothong (a.k.a. Dona Pamela), built 1950 in Sweden, first known as Cap Gris Nez, acquired in 1963, 88.8m x 12.4m, 14 knots design speed. Once a flagship of Go Thong.
  • Don Arsenio (a.k.a. Tayabas Bay), built 1950 in Denmark, first known as Tekla, acquired in 1965, 110.0m x 14.0m, 14.5 knots design speed.
  • Dona Helene (a.k.a. Don Alberto), built 1950 in France, first known as Atlas, acquired in 1967, 95.4m x 14.0m, 13 knots design speed.
  • Dona Rita, built 1949 in France, first known as Tafna, acquired in 1967, 95.3m x 14.0m, 15 knots design speed. Sister ship of Dona Helene.
  • Don Lorenzo (a.k.a. Dona Julieta), built 1951 in West Germany, first known as Liebenstein, acquired in 1968, 105.1m x 14.2m, 16 knots design speed.
  • Don Camilo, built 1951 in West Germany, first known as Lichtentein, acquired in 1968, 105.1m x 14.2m, 16 knots design speed. Sister ship of Don Lorenzo.
  • Dona Gloria, built 1947 in West Germany, first known as Colombia, acquired in 1969, 85.9m x 11.6m, 13 knots design speed.

Two of the ships from Europe contracted by Go Thong from its agents were actually not built in Europe but were ex-World War II US-built cargo ships that were in Europe  with the original names Cape St. George (which became Subic Bay) and Cape Arago (which became Manila Bay). The two were acquired in 1966 and these were Type “C-1A” ships with external measurements of 125.7m x 18.3m and a design speed of 14.5 knots. The two were used in transporting the Lu Do, Lu Ym coconut products to Europe and the Far East [and the two were assisted by the Sarangani Bay, an NDC-owned repossessed ship from De la Rama Steamship].

In 1972, an additional last ship for them also arrived from Europe, the Dona Angelina which was the former Touggourt which was built in France in 1950. This ship measured 91.4m x 14.0m with a design speed of 13.5 knots.

Among the liner companies then, it was Go Thong that relied the heaviest on ex-Europe ships which they fielded in their major routes especially in their Southern Mindanao routes which they then began to dominate.

The shipping company with the second-most ships from Europe during this period was the new national liner company Sweet Lines with seven. The company needed those to beef up their fleet as they were a new national liner company. One of these was ordered brand-new.

The Sweet Lines ships from Europe:

  • Sweet Bliss, built in 1953 in Denmark, first known as Broager, acquired in 1967, 92.5m x 13.3m, 13 knots design speed.
  • Sweet Grace, built 1968, acquired brand-new, 88.8m x 12.8m, 15 knots design speed. She became the flagship of the company.
  • Sweet Life (a.k.a. Sweet Dream), built in 1950 in Denmark, first known as Birkholm, acquired in 1969, 92.4m x 13.3m, 13 knots design speed. Sister ship of Sweet Bliss.
  • Sweet Faith, built in 1950 in Denmark, first known as P. Prior, acquired in 1970, 104.0m x 14.9m, 20 knots design speed. She was the fastest liner then when she was fielded.
  • Sweet Lord (a.k.a. Sweet Land), built in 1951 in Denmark, first known as Ficaria, acquired in 1972, 101.1m x 14.0m, 14.5 knots design speed.
  • Sweet Love, built in 1952 in Denmark, first known as Primula, acquired in 1972, 101.0m x 14.0m, 14.5 knots design speed. Sister ship of Sweet Lord.
  • Sweet Home, built in 1957 in Italy, first known as Caralis, acquired in 1973, 120.4m x 16.0m, 18 knots design speed.

Compania Maritima already acquired three ferries from Europe from 1949 to 1951. Those three were the best then in the fleet of the company and helped it secure the No. 1 place in the pecking order of liner companies after the war (except for a brief period when De la Rama Steamship challenged them). But the three will not be counted in this topic as they were not reinforcements from Europe in the 1960s when there were no longer war-surplus ships available in the second-hand market (aside from those later released by the US Navy starting in the late 1950s many of whom went to the newly-established Philippine President Lines).

The ships from Europe acquired by Compania Maritima from Europe in the 1960s (two of these were ordered brand-new):

  • Visayas, built in 1963 in West Germany, acquired brand-new, 117.0m x 16.4m, 16 knots design speed. This became the flagship of the company then.
  • Guimaras, built in 1957 in France, first known as Sidi-Aich, acquired in 1964, 98.6m x 14.9m, 16.5 knots design speed.
  • Filipinas, built 1968 in West Germany, acquired brand-new, 121.0 x 18.1m, 18 knots design speed. This became a flagship of the company and was the biggest and fastest liner when she was launched.
  • Isla Verde (a.k.a. Dadiangas) built in 1957 in France, first known as Kitala, acquired in 1969, 109.5m x 15.4m, 16 knots design speed.
  • Leyte Gulf, built in 1957 in France, first known as Foulaya, acquired in 1969, 113.4m x 15.5m, 17.5 knots design speed.
  • Mindanao, built in 1959 in West Germany, first known as Hornkoog, acquired in 1970, 134.6m x 16.1m, 18 knots design speed.

Aside from the six, Compania Maritima also acquired two former ocean-going ships (which were sister ships) from De la Rama Steamship in 1965 which were charted from the National Development Corporation (NDC). These were the Lingayen Gulf (the former Dona Alicia) and Sarangani Bay (the former Dona Aurora). They measured 153.7m x 19.7m with a design speed of 17 knots and built in Japan.

The ex-Europe ships of William Lines:

  • Virginia, built in 1943 in Sweden, first known as Fylgia, acquired in 1966, 102.9m x 13.6m, 14 knots design speed. She became the flagship of the company. She was also known as Virginia IV, Dona Virginia, Dumaguete City, Dumaguete and when she was converted into a container ship she was known as Wilcon VI.
  • William, built in 1948 in Sweden, first known as Ragunda, acquired in 1966, 103.3m x 13.6m, 14 knots design speed. She is the sister ship of Virginia. She was also known as Misamis Occidental, Misamis and Zamboanga City.
  • General Santos City, built in 1956 in Denmark, first known as Blenda, acquired in 1972, 89.4m x 13.0m, 13 knots design speed.
  • Tagbilaran City, built in 1956 in Denmark, first known as Bellona, acquired in 1972, 89.4m x 13.0m, 13 knots design speed. Sister ship of General Santos City. She was known as Wilcon IX when she was converted into a container ship.

Take note that William Lines also acquired two brand-new ships from Japan during this period.

The ex-Europe ships of Dacema Lines:

  1. Demeter, built 1950 in West Germany, first known as Falke, acquired in 1966, 82.8 m x 12.0m, 12 knots design speed.
  2. Athena, built 1950 in West Germany, first known as Adler, acquired in 1967, 82.8 m x 12.0m, 12 knots design speed. Athena and Demeter are sister ships.

The ex-Europe ship of Madrigal Shipping:

  1. Viria, built 1948 in Sweden, first known as Viria too, acquired in 1965, 52.4m x 8.7m, 12 knots design speed.

There were other ships sourced not from Europe but from the British Commonwealth during this period but I just decided to exclude them because they were just about four in number. Most of these belonged to the new shipping company KL Lines which soon gave up.

If one will check the schedules of passenger-cargo ships entering the 1970s, the ex-Europe ships were very dominant in Southern Mindanao while the ex-“FS” ships were sailing up to Northern Mindanao only with just some exceptions  (meanwhile, Negros Navigation which has the most brand-new ships in number was content in just protecting their Western Visayas turf). The new growth area then of Southern Mindanao was no longer for ex-“FS” ships with its lack of speed, capacity, amenities and vulnerability to typhoons (they have to seek shelter earlier and that ruins schedules). Former Southern Mindanao runners, the bigger war-surplus ex-“C1-M-AV1” and ex-“N” ships proved to be less rugged and were not even good for 25 years and so were already out of the equation before the 1970s got going. And so the additions from Europe became the key especially in growth area battles and when liners generally speeded up (the 10 knots sailing speed of the big and small war surplus ships was no longer enough).

Actually, the lack of the bigger and faster ex-European ships precluded other shipping companies from challenging in Southern Mindanao which happened to be the biggest growth area then of the country because of the big influx of settlers and the opening up for exploitation the natural resources of the island. Such their routes ended in Northern Mindanao only, if at all they reached Mindanao because there were shipping companies that sailed up to the Visayas only especially those which continued to rely on ex-“FS” and lengthened “F” ships only.

And so after a decade of ex-European ships coming (roughly in 1972, just before the breaking up of the old Go Thong into three whipping companies), the pecking order of the national liner companies changed. Compania Maritima was still on top but barely as their ship losses from accidents hit them hard. Go Thong which was not a national liner company before the war was already crowding them at the top if they haven’t surpassed Compania Maritima already. PSNC + Aboitiz which had integrated operations was still big with many ships but their fleet consisted mainly of war-surplus ships from the US and are already old although they were still trying to fight in the Southern Mindanao routes (but not up to Davao). The three might be the first tier then although Aboitiz Shipping which will soon absorb PSNC because of the ending of the “Parity Rights” is fast falling.

The second tier might consist of William Lines and Sweet Lines in near parity and just a little below the first tier. Note that Sweet Lines was not even a national liner company some seven years before but the surplus ships from Europe buoyed them up. They have already eclipsed Escano Lines and General Shipping, Philippine Pioneer Lines (and its successors Philippine Pioneer Lines and Galaxy Shipping) and Southern Lines were already gone from the inter-island routes. At this time De la Rama Shipping was just in ocean-going shipping and they acted as local agents for the foreign shipping companies whose ships are sailing here. Madrigal Shipping was already in its sunset and Manila Steamship was gone even before the European surplus ships came in force. Of course, Everett Steamship was also gone too because the “Parity Rights” which allowed them to sail here was already abrogated. Negros Navigation while healthy might just be in third tier all alone. And the fourth tier will consist of so-many small liner companies to Bicol, the Eastern Visayas and the current MIMAROPA now plus Northern Lines, Dacema Lines and KL Lines which all have routes up to Davao.

And so at the start of the 1970s, the biggest shipping companies were those which bet big in Southern Mindanao (especially General Santos City and Davao City) with their surplus European ships (the brand-new ships ordered from abroad were actually not present in Southern Mindanao except those of Compania Maritima). Some shipping companies had new ships but only a few in number and that was not enough as a route to Southern Mindanao to be maintained needs two ships alternating because roundtrip voyages need two weeks. Two ships are needed to maintain a weekly schedule and more if there are many voyages in a week to Southern Mindanao. And that is where the wisdom of buying two or three surplus ships from Europe versus a solo brand-new ship paid off.

Among the shipping companies that were not among the Top 4 (the first tier) in the mid-1960s (and that consisted of Compania Maritima, PSNC + Aboitiz Shipping, Go Thong and William Lines), it was only Sweet Lines and the combined Gothong Lines + Lorenzo Shipping (after 1972) that challenged in Southern Mindanao (the latter used a former brand-new ship acquired from Southern Lines and the other was the Dona Rita from Go Thong, their share in the partition of the old undivided company). Add to that the small Northern Lines, Dacema Lines and KL Lines which all did not last long.

The other shipping companies never entered Southern Mindanao like Escano Lines, Negros Navigation, Southern Lines, General Shipping, Philippine Pioneer Lines (the local successor of Philippine President Lines; and that includes successors Philippine Pioneer Lines and Galaxy Lines)  and Gothong Lines (when Lorenzo Lines split from them) as maybe the route was too taxing, their fleet size was not enough and they don’t have the proper ships. Aboitiz Shipping which was the successor to the Philippine Steam Navigation (PSNC) vessels was still a Southern Mindanao player in the 1970s but gradually they withdrew as they were already losing to the competition as they didn’t actually the proper ships anymore and their fleet was already growing old (what they soon rolled out were not passenger-cargo ships but container ships to Southern Mindanao).

But playing for Southern Mindanao was a critical factor then for the survival of the shipping companies as their business was already under pressure from many quarters and reasons from the 1970s (increased fuel prices, devaluation of the peso, competition from other modes of transport, local wars and other instabilities among others). It was still the area where people are still migrating in, there is still farmland to be opened (and grabbed from the natives) and land concessions were still being awarded to powerful and influential people. There was practically no road from Northern to Southern Mindanao and so the ships were still needed in the latter.

For those that did not play in Southern Mindanao and in Mindanao as a whole, the consequence was soon apparent when they were slowly defeated in the shipping competition and left in the wake or sank in the water. Shipping companies like General Shipping, Southern Lines and Philippine Pioneer Lines disappeared in the local shipping, some were weakened like Bisaya Land Transport and the other minor Eastern Visayas companies till they eventually died too, Gothong Lines practically just became a regional and the small liner companies eventually succumbed too. Some disappeared later from passenger shipping altogether like Escano Lines and Aboitiz Shipping became a ghost of its former self.

Who were the winners in these differing approaches, i.e., brand-new versus surplus ships?  It was actually those that stressed on buying second-hand ships from Europe especially Carlos A. Gothong & Co., William Lines and Sweet Lines if growth will be the basis of the comparison. In due time the three reached the rank of majors when two decades earlier they weren’t near that rank or were just regionals (and the other majors before them all sank except for Aboitiz Shipping which struck gold in container shipping). The surplus ships they purchased from Europe generally lasted 15-20 years (and some were even converted to container ships), just a little lower than the local brand-new ships) but more than enough to recoup their initial investment. However, although Compania Maritima also acquired surplus and brand-new ships from Europe, they also lost because they were bleeding ships from accidents and when Martial Law came they altogether stopped buying ships. The only exception was Negros Navigation which became stronger with brand-new ships and surplus from Japan plus they have a stranglehold in Negros Occidental.

And that was how important were the ex-European ships in our shipping history. They determined the pecking order in local shipping as soon as they arrived in numbers and they were a big factor in determining which will thrive and which will not survive.

 

When Eastern Visayas Ports And Shipping Were Still Great

Growing up I heard tales from my late father how great Tacloban port was. He told me about its importance, its physical dimensions, the location, the size of the bodegas outside it and even its relation to Gen. Douglas MacArthur. I had the idea that Tacloban was the greatest port east of Cebu and my father told me that no port in the Bicol Region compares to Tacloban port and not even his beloved Legaspi port (that was the spelling of it then before it became “Legazpi”). He told me Tacloban port will not fade because the Romualdezes were in power in Leyte and everybody knows the relation of that clan to Ferdinand Marcos then (still a President, not yet a dictator). Ironically, my father was later proven wrong not because of politics but because of a paradigm shift in shipping that he was not able to anticipate (when the intermodal trucks and buses sank Eastern Visayas shipping).

So I always wondered what made Tacloban port click then. From my father, when I was still young, I got to learn what is a regional trade center, a regional capital, the importance of the two and it so happened that Tacloban happened to be both. The city by Cancabato Bay was really the dominant market east of Cebu City, bar none. My father always drilled me about cash crops and commodities and how it impacted or shall we say how it shaped shipping. He told me the government can always build ports and send ships to a port by inducement but he said if there is no cargo it won’t last as he stressed cargo makes shipping and not the other way around. Now, how many in government knows that maxim? Definitely not Gloria Macapagal Arroyo who loves “ports to nowhere” a lot!

taclooban

Tacloban port. Photo by Gerry Ruiz.

My father was very aware of the shift of the primary cash crop from abaca to copra in the 1950’s and its impact on shipping. In high school, I saw that with my own eyes. Proud, wealthy families in our province which grew rich on abaca handicrafts and trading suddenly became more modest in living. I saw how their bodegas became empty and how the abaca workers suffered. At the same time, I also saw how busy the private port of Legaspi Oil became. Legaspi Oil, an American firm, was then the biggest copra exporter of the country.

Our old man also told me about San Pablo City and how desiccated coconut and coconut oil milling made it one of our earliest cities. He also related me when I was in high school that Laguna was no longer the king of coconut. Leyte was the new lord and I understood by inference how that will boost Tacloban port, its shipping and the city itself.

With PSSS (Philippine Ship Spotters Society) co-founder Gorio Belen’s research in the National Library I had more flesh of what my father was telling me when I was young. Tacloban was a great port of call in the 1960’s and 1970’s and that was visible with the frequency of ships there and the quality of its ships. Definitely it cannot match Cebu or even Iloilo but it was not far behind the latter. And to think the latter had ships calling that were still going to Zamboanga and Southern Mindanao (Cotabato, Dadiangas and Davao). Tacloban also had ships still going south to Surigao, Butuan or even Davao but it was not that many. What Tacloban had were ships calling in Catbalogan or Masbate before steaming further. There were also ships calling in Tacloban first before heading for Cebu.

Entering the ’60’s, Iloilo had 10 ship calls weekly while Tacloban had 7. That was when Cagayan de Oro only had 4 ship calls per week from Manila but Butuan and Surigao both had 6 each. Won’t you wonder with those figures? Well, Cagayan de Oro only became great when it became a gateway to Southern and Central Mindanao with the improvement of the highways. That will also tell one how Tacloban, the gateway to Eastern Samar then, stacked up to other ports. Catbalogan is also not far behind because in the main the ships that called on Tacloban also called on Catbalogan first to maximize passenger and cargo volume.

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Catbalogan port. Photo by Joe Cardenas of PSSS.

In the 1960’s, it was air-conditioning that already defined what is a luxury ship and Tacloban was among the first that had a ship with air-conditioning beginning with the MV Sweet Rose in 1967 (and she served Tacloban for long) and the MV Sweet Grace in 1970. Both were liners of Sweet Lines and they were good ships with good service (I first heard that phrase from my late father, funny). And that was when other great shipping companies still did not have that kind of ship (and that will also tell how great Sweet Lines then). Even the great port of Cebu still had plenty of ex-”FS” ships then which was the basic kind of liner then. And that will give one a view of how important Tacloban port was in those days.

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The MV Gen. Roxas which became the MV Sweet Rose. Philippine Herald photo. Reseach by Gorio Belen in the National Library.

A little of history. Right after the war, two shipping companies fought it out in the main Eastern Visayas ports of Tacloban and Catbalogan. These two were the old shipping company Compania Maritima which was of Spanish origin and the General Shipping Company (GSC) which were formed by former World War II military aides coming from distinguished Filipino families that were part of the comprador bourgeoisie. At one time, GSC had more ships to the two ports with three while Compania Maritima only had two. Another old shipping company, the Escano Lines also fought in the Tacloban route. Unlike the two, the ships of Escano Lines still went on to Surigao and Butuan which were their stronghold.

leyte

MV Leyte. Gorio Belen research in the National Library.

There were some smaller shipping companies too in the route like the Philippine Sea Transport, Veloso Lines, Corominas Richards Navigation and the Royal Lines. Among the single ships that also called in the two ports were the M/S Leyte Lady and M/S Lady of Lourdes. In the mentioned shipping lines, converted “FS” and extended “F” ships were the types calling in the two ports. Among that type that served long in the route (but not continuously) was the MV Leyte of Compania Maritima and I mentioned that because that was notable.

In 1955, Everett Steamship through the Philippine Steamship and Navigation Company (PSNC), a joint venture of Everett and Aboitiz entered Catbalogan and Tacloban with the quixotic route Manila-Catbalogan-Tacloban-Bislig-Davao-Dadiangas-Cebu-Manila. They used two brand-new liners alternatingly, the MV Legazpi and the MV Elcano. Those two were the first brand-new liners used solely in the local routes (to distinguish them from the big De la Rama Steamship liners that soon ended up in ocean-going routes).

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Gorio Belen research in the National Library.

The MV Legazpi and MV Elcano were sister ships and fitted what was soon emerging as the new luxury liner class in the country (but the two were not at par with some of the luxury ships before especially the De la Rama Steamship liners which were lost in the war). If one has the money the route was a good way to tour the country and is a direct way to Southern Mindanao without going first to Cebu (because normally a passenger need to go there first from Eastern Visayas to take a connecting voyage). It was a nice route but sadly it did not last long because from the eastern seaboard route its route was shifted to the route rounding Zamboanga (I guess the reason was there was more business there and the seas were not so rough).

In the early ’60s, the Philippine Pioneer Lines, a subsidiary of the Philippine President Lines (PPL) also tried the Catbalogan plus Tacloban route. When they stopped sailing, their successor shipping company Galaxy Lines continued sailing that route but they did not last long when they folded operations as a company. The two companies used ex-“FS” and ex-“AKL” ships from the US Navy.

When General Shipping Company stopped local operations to go ocean-going in the mid-60s (and that provoked a break within the company), one of the companies which acquired half of their fleet and routes was the upstart Sweet Lines which was trying to follow the path of Go Thong & Company in trying be a national liner operation from a regional operations by acquiring an existing national liner shipping company which is quitting business. The other half of General Shipping fleet went to Aboitiz Shipping Company which then was revived as a shipping company separate from PSNC (and maybe the reason was the coming termination of the so-called “Parity Rights” in 1974). However, it was the PSNC that was used as the entity to re-enter the Tacloban but just using an ex-”FS” ship, the MV Carmen which came from the General Shipping Company and renamed.

At this time, however, the dominant shipping company in the Tacloban and Catbalogan route/s was already Compania Maritima (it was also the biggest shipping company then in the Philippines) after their main rival General Shipping exited the local shipping scene. The company had three ships assigned there, two of which were ex-”FS” ships including the aforementioned MV Leyte.

The year 1967 marked a change in the Tacloban and Catbalogan route. For the second time after the short-lived fielding of the luxury liners of PSNC the route had luxury liners again and two were competing against each other. The notable thing was they both came from General Shipping and both were local-builds by NASSCO (National Shipyards and Steel Corp., the current Herma Shipyard) in Mariveles, Bataan. These were the former second MV General Roxas which became the MV Sweet Rose and the former second General Del Pilar which became the third MV Mactan of Compania Maritima.

However, the two were not fast cruiser liners. This category was already multiplying in the country with the fielding of the 17.5-knot brand-new cruisers of Negros Navigation Company, the MV Dona Florentina in 1965 and the MV Don Julio in 1967. This was preceded by the MV President Quezon of the Philippine President Lines which later became the MV Galaxy of Galaxy Lines which was first fielded in 1962. A note, however, the earlier MV Don Julio of Ledesma Lines which was an overpowered (by putting a submarine engine) ex-”FS” ship can also be classified as a fast cruiser liner and it also served the Leyte route shortly as the MV Pioneer Leyte of Philippine Pioneer Lines.

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The earlier MV Don Julio which became the MV Pioneer Leyte. Gorio Belen research in the National Library.

In this tight market, a small shipping company serving Bicol and Northern Samar also tried a Catbalogan and Tacloban route. This was the Rodrigueza Shipping Corporation which was already feeling the effects of the Philippine National Railways in Bicol regarding the movement of cargo. However, two Chinoy shipping companies that will dominate Philippine shipping in a decade-and-a-half’s time were still not represented in the route. The two were William Lines and Sulpicio Lines (which was not yet existent then). The mother company of Sulpicio Lines which was Carlos A. Gothong & Co. was also not in this route at this time. They will come in two years time, however, with the fielding of the first MV Don Enrique which was a lengthened former “FS” ship. You know they tended to start quietly.

Many ex-”FS” ships or even smaller ships were battling in the Catbalogan and Tacloban routes after 1967. Many will battle for there is cargo and copra was so strong then (exports to the US, Japan and Germany when we had 44% share of the world’s exports) not only in Tacloban but also in a way in Catbalogan which was synonymous with fishing before overfishing caught up with them. In this era, imported rice does not yet go direct to the provincial ports and Eastern Visayas is a rice-deficit region and Cotabato and other parts of the country sends rice to it through trans-shipment. Many other grocery and hardware items also come from Manila to the region as Eastern Visayas was not an industrial region.

In the luxury liner category, however, the MV Sweet Rose of Sweet Lines and the  MV Mactan of Compania Maritima started their battle. This was actually a very even battle because the two were sister ships but the third MV Mactan was faster at 16 knots to the 13.5 knots of the MV Sweet Rose because she was fitted with a bigger engine. Compania Maritima fielded the MV Mactan here because the MV Sweet Rose was overpowering their MV Leyte which was just a lengthened ex-”FS” ship. In a few years, however, the MV Mactan will sink in a storm and MV Leyte will come back in the Eastern Visayas routes.

Leading into the next decade, the 1970’s produced significant changes. Aboitiz Shipping Corporation, the successor to PSNC abandoned their Catbalogan and Tacloban routes and just concentrated in Western and Southern Leyte which was their origin (it had lots of copra too). Morever, the rising William Lines was already present and two successor companies of Go Thong & Company, the Sulpicio Lines and Carlos A. Gothong Lines+Lozenzo Shipping Corporation (two shipping companies with combined operations before their split in 1979) were also plying the Catbalogan and Tacloban routes but they were just using ex-”FS” ships. The old partner of Aboitiz Shipping Corporation before the war, the Escano Lines also left Tacloban but maintained Catbalogan as a port of call as long as their MV Rajah Suliman was still capable of sailing.

In the stead of the lost minor shipping lines of the region like Veloso Lines, some minor shipping companies were also doing the route. Among them were N&S Lines and NORCAMCO Lines which were actually Bicol and Northern Samar shipping companies. The two were looking for routes near their turf because of lost passengers and cargo from the opening up of the Maharlika Highway. Well, although Maharlika Highway was not yet fully paved, the trucks were beginning to roll to Bicol and maybe somehow they have already seen the handwriting on the wall. Rodrigueza Shipping, also a Bicol shipping company stopped sailing the route.

Soon, however, Sulpicio Lines upped the ante and fielded a liner with size, air-conditioning and service that will challenge the MV Sweet Rose and MV Mactan. This was the MV Dona Angelina which was a former refrigerated cargo ship in Europe. That type of ship, when converted here as a passenger-cargo ship will automatically have the availability of refrigeration and air-conditioning. At 13.5 knots design speed, she can match the pace of the MV Sweet Rose but not of the MV Mactan. The MV Dona Angelina was the second ship of Sulpicio Lines in the route.

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Gorio Belen research in the National Library.

In response, Sweet Lines brought in their former flagship into the route, the MV Sweet Grace which was acquired brand-new from West Germany in 1968. She has the speed of 15.5 knots but she was not bigger than MV Dona Angelina or even the MV Dona Vicente (that later became the MV Palawan Princess) which was assigned also to the route. Competition was really heating up in 1974 and I remember this year was the peaking of copra prices just before its great fall.

Things were really heated up because next year Sulpicio Lines brought in their new flagship MV Don Sulpicio on its way to Cebu which means a Manila-Catbalogan-Tacloban-Cebu route. Can you imagine that? If former flagship and current flagship will battle in this route then that means Tacloban and Catbalogan were very important ports then. And to think the later well-regarded MV Dona Vicenta also practically debuted on that route. Well, copra was still then a very important crop. In fact it was our primary cash crop then. By the way, the flagship MV Don Sulpicio was the later infamous MV Dona Paz and she came from Tacloban and Catbalogan on her last voyage.

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Gorio Belen research in the National Library.

In the heat of this competition, it was actually the old dominant Compania Maritima that was wilting. Their MV Mactan foundered in 1973 and there was no good replacement available and so the old ship MV Leyte was left shouldering alone and she was already badly outgunned by the ships of Sulpicio Lines and Sweet Lines. In the 1970’s there was no way a former “FS” ships can match the new liners that came from Europe. They simply were bigger, faster and had more amenities.

When the MV Don Sulpicio was assigned the exclusive Manila-Cebu route to join the two-way battle there of MV Cebu City and MV Sweet Faith, the good MV Dona Vicenta replaced her in the route and teamed up with the MV Dona Angelina. In 1976, however, William Lines fielded a very worthy challenger, the namesake of Tacloban which was the MV Tacloban City and she held the Catbalogan and Tacloban route for a long, long time. At 17.5 knots design speed she can match the best of Sulpicio Lines and Sweet Lines. Aside from speed she can also match in size, accommodation and service.

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Gorio Belen research in the National Library

And so in this year several ships that can be classified as luxury lines were battling in the route. That was an indication how important was that route. As a note, however, the MV Sweet Grace was reassigned by Sweet Lines to other routes especially since their luxury liner MV Sweet Home was no longer reliable. Meanwhile, the shrinking former nationally dominant Compania Maritima no longer fielded a second ship since they were already lacking ships because they no longer acquired a ship since 1970 despite a rash of hull losses.

In 1979, the death knell of Catbalogan and Tacloban ports was sounded clear although few realized it at that time for there was no concept of intermodal shipping before. This was the fielding of MV Cardinal Ferry I of Cardinal Shipping to span the San Juanico Strait and buses and trucks to and from Manila immediately rolled the new highways of Samar and Leyte. By this time copra as the primary cash and export crop of the country was already receding fast in importance because the export market was already shrinking due to the rise of what is called as substitute oils like corn oil, canola oil and sunflower oil.

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Gorio Belen research in the National Library

It was not Catbalogan and Tacloban which were first swamped by paradigm changes but the other ports of Samar like Laoang, Victoria and Calbayog (which I will discuss in another as these ports are more connected to Bicol and Masbate). The fall of Catbalogan and Tacloban ports will happen much later when copra has almost lost its importance. This was also the time that Manila oil mills has already been sidelined too by the rise of new oil mills in the provinces (and the government actually promoted that).

Although sliding now, for a time it looked like Tacloban and Catbalogan ports will hold on to the onslaught of the intermodal. One reason for that was in the crisis decade of the 1980’s it was the Top 2 Sulpicio Lines and William Lines that were still battling there and for sure none of the two will budge an inch. That was the decade when so many shipping companies quit business altogether (and that was most of our liner companies) and actually no shipping company was left unscathed.

In the late 1980’s, Carlos A. Gothong Lines Inc. (CAGLI) made a comeback in national liner shipping but it did not enter Tacloban or Catbalogan. Instead, they called on the Western Leyte ports of Palompon, Isabel and Ormoc before proceeding to Cebu and it was actually a very successful route for them. Also, the Madrigal Steamship came back to passenger shipping with good luxury liner cruisers (which were already obsolescent as it was already the  time of ROROs or Roll-on, Roll-off ships) and it had a Manila-Romblon-Catbalogan-Tacloban route.

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Gorio Belen research in the National Library

However, this was not a long plus to Eastern Visayas liner shipping because in the early ’90s the venerable Sweet Lines and Escano Lines quit passenger shipping and although the latter still had cargo ships their presence were already receding in the region. And then the Madrigal Steamship did just last a few years and quit their passenger shipping also. There were no other entrants in this period to the region except just before the end of the millennium when the MBRS Lines of Romblon, seeking new routes entered the San Isidro port in Northern Samar. However, they also did not last long.

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MV Our Lady of Sacred Heart in Ozamis port. Jorg Behman photo. Credits: John Luzares

When the “Great Merger”which produced the shipping company WG&A happened in 1996, they did not add a new ship and just altered two routes a little. Actually, what happened is they even pulled out a ferry from Carlos A. Gothong Lines and just left one which was mainly the MV Our Lady of Sacred Heart (WG&A is a shipping company which changed route assignment every now and then). However, one of their ships which was passed on to their regional subsidiary Cebu Ferries Corporation (CFC) tried a Manila-Ormoc-Nasipit route using the MV Our Lady of Akita 2 which was the former MV Maynilad. Although successful, she did not last long because she grounded in Canigao Channel and was never repaired.

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Credits to Toshihiko Mikami and funikichemurase

The last two liners to serve Catbalogan and Tacloban were the MV Masbate Uno of William Lines and WG&A and the MV Tacloban Princess of Sulpicio Lines which had identical routes. The MV Cebu Princess also spelled the latter ship when she was down for repairs. When the MV Masbate Uno left as the the MV Our Lady of Manaoag of Cebu Ferries Corporation she was briefly replaced by the MV Our Lady of Naju in the Tacloban route.

Catbalogan and Tacloban finally had no liners left when Sulpicio Lines was suspended from passenger operations in 2008 when their MV Princess of the Stars sank in a typhoon and the MV Tacloban Princess was sold to a local breaker. That suspension also meant the end of the old MV Palawan Princess of Sulpicio Lines serving the ports of Calubian, Maasin and Baybay in the island of Leyte. That also meant the end of the Manila-Masbate-Ormoc-Cebu route of the MV Cebu Princess of Sulpicio Lines. The WG&A also abandoned Tacloban and just tried to hold on to their Palompon/Ormoc route

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Photo by John Cabanillas of PSSS.

In a short time, however, the Aboitiz Transport System (ATS) which was the successor to WG&A also abandoned their Western Leyte routes too. However, for a time ATS came back and served Ormoc with the Manila-Romblon-Ormoc-Cebu route using the MV St. Anthony of Padua but that did not last long.

Now there are no more liners to Eastern Visayas and only oldtimers remember when its ports and shipping were still great. What the millennials know now are the intermodal buses and the so-many trucks in the many ports of Allen, Northern Samar.

Times have changed. The paradigm changed, too.

 

 

 

 

 

 

 

The Disproportionality of the Ferry Losses in the Philippines

Many times the question of if our ferries are safe is asked. This is especially true when a ferry has an accident or is lost especially when the casualty count is high. Rather than answering the question straight, if I am asked, I might answer it “it depends” because that is probably the most exact answer to the question anyway but then many will be puzzled by that answer (pilosopo ba?). Read on and you will be enlightened further and maybe your views about the safety our ferries might change.

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Even if a car is new it doesn’t mean it won’t take a dip into the water. Same principle applies with ships. Photo by Zed Garett (happened just today — what a timely photo for my article). Thanks a lot to the photo owner.

But first a clarification. I am purposely limiting this topic to ferries because tackling all the ship types at once will be very heavy and tedious as we have more freighters than ferries and add to that the other types like the tugs, tankers, etc. The ferry losses is the segment that actually raises the hackles of the people of the country who are mainly uneducated on the topic of maritime losses. This relative ignorance is further fanned by our also-uneducated media whose writers and editors cannot even seem to get the ferries’ names right (it seems they are too lazy to verify with MARINA, the maritime authority). Of course, it is well-known that our media is on the sensationalistic side and so oftentimes accuracy, objectivity and balance are lost with that (do these sell anyway?).

Another limitation I also pose here is I won’t include our wooden-hulled passenger crafts in the discussion. Those crafts are really flimsy especially those equipped with outriggers, the motor bancas. This ship type (those are ships because any sea craft having a passenger capacity of 12 is not a boat) lacks the basic safety equipment that even without a storm they can sink like when an outrigger breaks or when the hull develops a leak big enough that water can’t be bailed fast enough. But I would rather not comment on their seamanship or lack of formal maritime education because in my decades of traveling at sea I found that many of them are actually very good in reading the wind and the waves, a nautical skill that is not taught in maritime schools anymore. Also excluded in the discussion are the wooden-hulled lanchas and batels which were formerly called as motor boats which are not called as motor launches.

My topic here is about the disproportionality (or lack of proportionality) of our maritime losses to clarify that our ferry losses are not proportional with regards to the area and to the ship type (the implication is not all sink). Like what I just mentioned earlier, our wooden-hulled crafts especially the motor bancas are prone to losses especially in areas notorious for its dangerous waves like in Surigao. But these sea crafts continue to exist because in many cases these are the most practical crafts for certain routes like the routes to our small islands and islets or the coastal barrios that have no roads (or if taking the roundabout road will take too long). Motor bancas can land even on bare shores which the other crafts can’t do and moreover these can operate profitably on the barest minimum of passengers and cargo something which is impossible in steel-hulled vessels which have engines that are much, much bigger and are heavier.

The liners, our multi-day ships, among our class of ferries are also very vulnerable to losses (a surprise?) and much more than others classes pro rata to their small number. Relative to their small number, we have lost a lot of liners in the past for a variety of reasons – capsizing, foundering, beaching, wrecking, collision, fire, bombing and explosion. And this might come as a surprise to many because in the main it is our liners that are the biggest, these hold the highest of the certificates (and in insurance many have the comprehensive P & I or “Protection and Indemnity”), these have our most experienced and best crewmen supposedly (unlike in smaller ferries where a Second Mate can serve as Captain of the ship) and much pride of its shipping company is riding on them (well, not all, as we had liners that were no more than the average overnight ferry).

But this vulnerability is actually completely true. We lost the SuperFerry 3 (fire in a shipyard in 2000), SuperFerry 6 (fire while sailing in 2000 too), the SuperFerry 7 (fire in port in 1997), SuperFerry 9 (capsizing in 2009), the SuperFerry 14 (firebombing in 2000 but the official report says otherwise). A total of five SuperFerries when only a total of 20 ships ever carried the name “SuperFerry” (it seems it is not a good name?). The St. Thomas Aquinas, the former SuperFerry 2 was lost in a collision in 2013 and the St. Gregory The Great, the former SuperFerry 20 was also lost (taking a shortcut and hitting the reefs and she was no longer repaired and just sold after equipment was taken out). These two ferries were already under 2GO when they were lost. Not included here were the groundings of the Dona Virginia and the Our Lady of Banneux (technically under Cebu Ferries Corporation then but an actual liner) from which they were never repaired and ending their sailing careers).

Sulpicio Lines is much-lambasted and derided by most of our people but actually they have less losses from their “Princess” and “Don/Dona” series of ships in the comparative period as the existence of the “SuperFerries” of WG&A (William, Gothong & Aboitiz and its successor company Aboitiz Transport System (ATS). However, it is true that in passenger casualties the total of Sulpicio Lines is much, much higher because they have the tendency to sail straight into storms like the revered Compania Maritima before them (in terms of ship losses and not in casualties) and that historical company took a lot of losses from those risk-takings too (and more than even Sulpicio Lines).

From 1996 when the WG&A was formed, Sulpicio Lines only lost the Philippine Princess (fire while under refitting in 1997), the Princess of the Orient (capsizing in a storm in 1998), the Iloilo Princess (fire and capsizing while under refitting in 2003), the Princess of the World (fire while sailing in 2005) and the Princess of the Stars (capsizing in a storm in 2008) and the Princess of the Pacific (serious grounding incident resulting in complete total loss in 2004). That is until they were suspended in 2008 when only one liner was left sailing for them, the Princess of the South which did not sink.

In the comparative period, WG&A and ATS employed a total of 24 liners (the overnight ferries of Cebu Ferries Corporation was obviously not included here are they are not multiday liners). Sulpicio Lines had a total of 22 liners in the parallel period so their numbers are about even. But the ship loss total of WG&A, ATS and 2GO is clearly higher and the public was never made aware of this. Maybe some good PR works while it seems Sulpicio Lines never took care of that and all they knew was feeding their passengers well (unli rice or smorgasbord, anyone?). But then however those liner losses are scandalous in number, by whatever measure. Imagine losing more than one liner per year on the average.

Some of the liners of WG&A and ATS were not SuperFerries in name but but the Our Ladies, the two Cities and a Dona from William Lines had perfect safety records as none of them was ever lost. Now, does the choice of name matter in safety? Or the “lesser” ferries do try harder and are more careful? That discrepancy certainly made me think and it might be worth a study.

Negros Navigation was far safer than the WG&A and Sulpicio Lines losing only the St. Francis Xavier in 1999. Do naming of liners after saints enhance their safety? Conversely, do naming of liners with the qualifier “Super” means the ship will sink faster? Questions, questions. But the lightly-regarded and revived Carlos A. Gothong Lines Incorporated (CAGLI) tops them all with absolutely no losses. Now for a company that sometimes have difficulty painting their ships that is something (while the spic-and-span WG&A and ATS which repaints their liners while sailing tops the losses department). Does it mean it is better not to repaint liners well? I observed in the eastern seaboard that the ships that are not painted well have no losses (until the dumb Archipelago Ferries let its stalled Maharlika II sank into the waves in 2014 without rescuing it and thereby breaking the record – that ship was newly painted when it went under so the repainting might have doomed her?). Well, in my earlier thesis and later in this article I find it funny that the ships which are more rusty does not sink as long as it is not a Batangas ship (ah, the disproportionality again). While those that can always afford new paint like WG&A and successor ATS sink. Is a new coat of paint a sign of danger for the ship? Or is it the P & I insurance that did them in? Funny, funny. Negros Navigation when it was already in trouble and lacks the money already did not have one ship sinking. So the illiquidity which Negros Navigation suffered means more safety? Har, har! Whatever, I want to commend them and top honcho Sulficio Tagud for taking the high road and not just let the ships sink just to collect insurance. And last note, in multi-day liner operations before, Aleson Shipping Lines never lost a ship.

Liners sink at a faster rate pro rata compared to overnight ferries (if the wooden-hulled ferries of the past are not counted) and that is a big puzzle to me. And of course nobody will know for sure because nobody studied that as we don’t have the equivalent of the National Transportation Safety Board (NTSB) of the USA which call in true experts and go in depth why the transportation accidents happened. Is it because while on a voyage the liners are practically running 24 hours a days and systems, equipment and personnel are stressed more? Is it because the ships reach their reliability/cycles earlier in terms of hours of usage like the electrical lines which is a cause of fire? Or are their crew simply more tired and believes that their ships with high certifications are less vulnerable to sinking (as if those certificates will keep the ship afloat)?

In the earlier decades and even recently it is known that liners take more chances with storms and maybe because they think they can battle the waves better because they are bigger. There are shipping companies who were known to be more brave (or foolhardy?) in sailing ships when there are storms about and among them the old Compania Maritima and Sulpicio Lines almost surely top the list. Now, however, the field is more level as all Philippine ships are barred from sailing when the center wind of the storm reaches 60kph. And for the smaller ships less than 250gt they are not permitted to sail when the center wind is already 45kph or when the local weather agency PAGASA declares a “gale warning” even though there is no a gale. When the suspensions are in effect better just watch the foreign ships still continue sailing for they are not covered by the suspension and most actually use INMARSAT or equivalent which is just a curiosity in the local maritime world until now when that is already well-established outside of the Philippines (the lousy PAGASA which can’t do localized forecasts seems to be already good for them since it is free while they have to pay for INMARSAT).

Liners also sink faster than short-distance ferries whose sailing durations are all short and whose crews probably know their particular seas and routes more. When to think most short-distance ferries which are always small are captained in the main by Second or Third Mates and whose engine department are headed by Second or sometimes by just Marine Diesel Mechanics who have not even finished college but passed an exam just the same (well, competence in running and maintaining a machine well is not necessarily dictated by diplomas, trust me). Even though liners might be using ECDIS don’t be too sure they will reach their destination better than the lowly short-distance ferry using just what is called as dead reckoning. In truth, ECDIS or whatever better bridge equipment does not guarantee better seamanship or navigation. After all it will not show the wind and wave which only something like INMARSAT can.

So in liners disproportionality already exist. And their international certifications don’t even save them from disasters. So, I advise those who take liners, don’t be very sure and make the necessary precautions like memorizing the different alarms and making sure where your life vests are. And don’t jump to the water too early. Liners are tall and that plunge could hurt you. And when in the water at night tie yourselves together so as not to drift (a whistle is a big help in calling attention if you are drifting). Note the water can be cold at night and hypothermia can set in. Take a selfie too before jumping and upload it. Who knows if it will be your last photo. Your loved ones will sure prize it. Ah, don’t take all I said in this paragraph too seriously.

In overnight ferries there seems to be disproportionality with regards to companies and not to home port (if analyzed pro rata to the size of the fleet which means the size of the fleets are taken into consideration) and to the routes. Well, for practical purposes there are only a few home ports for overnight ferries – Cebu, Zamboanga, Batangas, Manila, Lucena and Iloilo, in that order maybe in terms of sailings (a clarification, there are overnight ships originating from say northern Mindanao but all of those ferries are actually based in Cebu). Analyzing, some overnight ferry companies deserve the Gold Award while some should be suspended from service, maybe.

It must be noted that one of the biggest overnight ferries two decades ago and which dominated the Visayas-Mindanao waters for nearly a decade, the Cebu Ferries Corporation (CFC), a subsidiary of WG&A and successor Aboitiz Transport System (ATS) did not lose a single ship ever until it they left Cebu for Batangas and became the “Batangas Ferries” and even there their perfect streak continued. Maybe some of their people need to be recruited by other companies or sent there by MARINA to share the experience. They can lecture on the topic, “On How Not To Sink”. Maybe it is not just with the choice of name that they were safe? Or was it in the livery? The only problem it seems is they did not send their Captains to their liners like the St. Thomas Aquinas who made a dumb mistake trying to test the hardness of the ice-classed bow of the Sulpicio Express Siete.

In the Cebu-based regional shipping companies which are operators of overnight ferries it is probably Lite Ferries who is the Valedictorian having lost no ships even though their fleet is already big. Maybe that will come as a surprise to many but whatever they deserve a big round of applause. Another company whose Captains might need to be recruited by other shipping companies or pry open their secret if there is any. Are they better readers of SOLAS? One thing I am sure though is its owner does not belong to the same fraternity as one former Batangas shipping company owner who threatens mayhem if his ship sinks.

There are other overnight ferry companies in Cebu that could have shared First Honors with Lite Ferries but in a tie-breaker Lite Ferries wins because they have the most ships and not by a small margin at that. Others with perfect records are the defunct Palacio Lines (well, some might argue that that is a Samar shipping company but I digress). Now I can’t understand why an overnight ferry company with a perfect safety record will go under as a company. Seems something is not right. Aside from Palacio Lines there are a lot of there Cebu-based overnight ferry companies that have perfect safety records in terms of having no ship losses. Some of these are still extant and sailing and some have already quit the business (it’s a waste, isn’t it, for them to just go away like that).

Among these is the legendary Gabisan Shipping Lines, VG Shipping, Kinswell Shipping, Roly Shipping, Jadestar Shipping, South Pacific Transport and many other smaller shipping lines with just one or two ships (most of these are already gone now but still their perfect records remain). I just don’t know why they can’t catch a break from MARINA as in they are not given special citations and handed more privileges in sailing because after all they have proven they know their stuff in shipping. But no, when MARINA goes headhunting in safety they are lambasted in the same vein as those which had sunk ships as if they are just as guilty. Actually, to set the record straight about half of the overnight ferry companies in the whole Philippines never had any ship losses. This is true even in Zamboanga where Magnolia Shipping Lines, Ever Lines and a lot of other operators with just one or two steel-hulled ferries have perfect safety records. Now, can’t MARINA even for once credit them properly and publish their names because the way I feel at times with media reports and with MARINA statements it is as if all our shipping companies already had sunk ships which is simply not the case. In the liner sector that is true but in the overnight ferry and short-distance sector, combined, most shipping companies never had any ship losses. Don’t they deserve credit and more respect and recognition? But no, they are sunk not beneath the waves but in obscurity and that is one of the purpose of this article, to set the record straight.

In Manila, the old MBRS Lines and its successor Romblon Shipping Line never lost a ship (but the company is dead now anyway, sunk by the intermodal). In Lucena, Kalayaan Shipping Lines might have a perfect safety record too at least in steel-hulled ferries. In Batangas, there are operators of just one or two ferries which have not lost a ship (do they take care not to lose one because that will mean the shutdown of operations?). In Iloilo, did Milagrosa Shipping Lines already lost a ship? In number half of the overnight ferry operators never lost a ship although in the number of ships owned theirs comprise just the minority, to clarify.

It is in short-distance ferries that I noticed a lot more of disproportionalities especially in the recent decades when maritime databases were able to keep track with them (the wooden-hulled short-distance ferries generally doesn’t have IMO Numbers so keeping track of them is difficult but these lanchas or batels were our early short-distance ferries aside from the motor bancas). For this sector or segment I would rather stick to steel-hulled ferries like what I mentioned early on especially since there is no way to track the hundreds and hundreds of motor bancas and their losses which are not even properly reported at times.

There are areas, routes and short-distance companies that have perfect safety records (again, wooden hulled ferries are not included here and that also mean the earlier years). In the eastern seaboard where the typhoons first strike and where it is fiercest the routes and shipping companies there have a perfect safety record ever since the steel-hulled ships first appeared in 1979. This was only broken in 2013 due to the dumbness of a stranger which invaded the Masbate waters (is that part of the eastern seaboard anyway? but Masbate is in Bicol). They withdrew from Bicol after that incident to just sail the more benign Camotes Sea waters. And that is one of the reasons why I was furious at Archipelago Ferries for not coming to the aid of their stalled ship for 6 hours when their good ship was just just two hours sailing away and so the stricken ship slid off the waves (shouldn’t someone be hanged for that?). Because of that the perfect record of the local shipping companies based in the eastern seaboard was broken. I just hope the crewmen of Maharlika Cuatro which failed to respond to an SOS then are not employed in the FastCats now.

Short-distance ferries also does not sink in the Tablas Sea crossings or in the routes to Marinduque from Lucena. However, I do not know what is the curse of the Verde Island Passage that many ships have been already lost there when to think practically the same shipping companies ply the three routes mentioned. To think the Tablas Sea wind and waves could be rougher than that in Verde Island Passage. Did they assign their lousier crews there? Just asking. As they say the proof is in the pudding (and the pudding tastes bad).

I just wonder too about the luck of the Mindanao Sea crossings. The waves there could also be rough and the crossing is longer but none was ever lost among the short-distance ferries running the Dumaguete-Dapitan, Samboan-Dapitan and Jagna-Balingoan routes. Like in Tablas Strait, do the longer route makes the crews more careful? Are the crews there better trained and has better seamanship?

The many routes connecting Cebu island and Negros island and Negros island and Panay island are also safe. Hard to find there a short-distance steel-hulled ferry that sank. That is also true for the steel-hulled ferries connecting Masbate island to Cebu island when the distance there is also long for a short-distance ferry and the wind and waves are no less dangerous. What is their secret there? Is it just that Camotes Sea navigators are lousier? With exceptions, of course because Gabisan Shipping surely will not agree.

I could go to the less obscure, short-distance routes. Just the same I will tell you these are also safe. Never heard of a steel ferry going to Alabat that sank. Or to Dinagat and Siargao islands (sure their motor bancas sink). Or the routes to Basilan from Zamboanga. Not even a RORO to Guimaras have sunk or a RORO to Bantayan island. That is also true for the short-distance connections within Romblon island served by steel-hulled ships (the Princess Camille that capsized in Romblon port in 2003 was an overnight ferry from Batangas). No steel-hulled ferry connecting Leyte and Bohol was ever lost too. And that is also true for the route connecting Siquijor to Dumaguete.

So a lot of our short-distance routes and the ferries plying them are actually safe. Who can argue against a perfect safety record? A little rust will not sink ships nor would a non-functioning firefighting pump (and the ship is not in the middle of an ocean anyway). Those are just a little margins that are not that critical. Does not look good to the eye but to a passenger like me it is more important if MARINA enforces their Memorandum Circular that ferries should feed its passengers if the arrival of the ship exceeds 7am. And I am more concerned if the ship is clean especially the rest rooms and if there is clean drinking water. Besides, trust me, our mariners are not that negligent or dumb that they will leave the ramps unclosed and then sail like what some Europeans did.

So are our ferries safe? Yes, it is except for the liners, some shipping companies and some routes and areas. Never mind if they are old. It is not necessarily the factor that will sink ships (a ship if it loses motive power still has the flotation of a barge). It is actually the lack of seamanship that sinks ships (old ship, new ship can both collide or fail to heed the weather). And trust the short-distance ferries on the fringes and don’t underestimate them. The crew won’t let their ships sink if their families, relatives, friends, schoolmates, etc. are aboard. Well, not all. Be a little wary in Verde Island Passage and in Camotes Sea.

Let us be more objective. Our ferries and mariners are not really that bad, contrary to what hecklers say.

The Unique Nasipit Port and Bay

Nasipit is the main port of Agusan after the Butuan ports (Butuan and Lumbocon) lost that status because the ships no longer came. That was because of the siltation of Agusan River and the general increase in the size and depths of the ships. Nasipit port is unique in topographic sense. It is located in a nearly enclosed bay which looks like a pond. Two enclosing spits of land nearly closes the outlet of the bay. As such Nasipit port is probably the most protected port in the Philippines. But it is deep enough that 160-meter ferries used to dock before in Nasipit. Those were great liners Princess of Paradise of Sulpicio Lines Inc. and the Our Lady of Akita of Carlos A. Gothong Lines Inc. which later became the SuperFerry 6 of WG&A.

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Photo by Janjan Salas

The very small Nasipit Bay was once the home of the famed Nasipit Lumber Inc. which used to produce veneer, plywood and other types of processed wood products. The plant of the company was once the original user of that bay and the bay also served as the stocking pond of their logs and their wharf inside the bay was where the cargo ships loading their products once docked. Nasipit port was built adjacent to Nasipit Lumber with the latter nearer the entrance of the bay. Nasipit Lumber has closed long ago when logs and lumber became scarce and new rules protecting the ancestral domain were drawn. Now that plant is even gone now including the buildings. What remained are some the concrete floors and just parts of their old wharf.

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The former location of Nasipit Lumber

Now the permanent resident of the bay is the power barge of Therma Marine Inc., an Aboitiz Power Corporation subsidiary and this is located in the inner part of the nearly-enclosed bay. Also in Nasipit Bay, inside the port is the Port Maritime Office (PMO) of the Philippine Ports Authority (PPA) which is in charge of all the ports in the Caraga Region. The manager of it and the employees wants it transferred to Butuan, however, because it is there that where most of them live. I don’t know if that will push through. Nasipit Bay is also home to swirling rains I have not observed anywhere else and maybe that is due to the peculiar topography of the Nasipit inlet which are surrounded by high hills in a particular way.

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The power barge of Therma South

Nasipit port is a straight quay where the middle it was broken by a slanted RORO ramp which is just a recent alteration. In the inner end smaller ships like tugs and Philippine Coast Guard (PCG) patrol boats are docked. There is a transit shed for cargo and a passenger waiting area in the port terminal building. Docking for big ships is a precise maneuver inside the Nasipit inlet as the bay is very small and there are shallow portions and it is especially dangerous when it is low tide. However, there are not s to contend unlike in the exposed ports.

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Nasipit port has been the port of passenger ships for a long time now not because it is convenient or near the city (it is actually out of the way and relatively far from the town and highway). The change happened in the 1970’s when the ports of Butuan became shallower because of siltation and there was lack of dredging (the results of which are often just undone by raging annual floods of the great Agusan River). By the 1980’s, Nasipit port has already supplanted the Butuan ports especially since the shallow-draft ex-”FS” ships were already dying from old age and the replacements of that type were already bigger. However, even though the ports have changed many passenger shipping companies still used the name “Butuan Port” when actually they were already docking and using Nasipit port and this entailed confusion to the uninitiated including land-bound researchers doing shipping studies.

There were passenger vessels which did both the Butuan and Nasipit ports. They just gave up on Butuan port when docking there became much dependent on high tide (and risk waiting until noon at times when this would already jeopardize departure time because loading and unloading using booms and porters is slow). One example of this were the former “FS” ships of the Bisaya Land Transport Company of the Cuencos of Cebu (no typo there, that is the actual name of a shipping company which is a division of their land transport). When they find it impossible to dock in Butuan, they then proceed to Nasipit port (to the complain of many passengers).

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The MV Samar of Compania Maritima (Credits to Philippine Herald and Gorio Belen)

Compania Maritima, the leading shipping company after the Pacific War was one of the earliest to use Nasipit port. Their passenger-cargo ship Samar which is the bigger type of US war-surplus ship used to dock in Nasipit port. That was also true for their passenger-cargo ship Mactan which was in the 80-meter class and whose depth is two meters over the depth of an ex-”FS” ship, the last type of passenger ship that can be shoehorned in the shallow Butuan ports. Their Mindoro and Romblon, both converted ex-”FS” ship docked at both Butuan and Nasipit ports (and maybe that is to increase the passengers and cargo). Their Panay, a bigger ship docked at Nasipit when it can’t in Butuan. Later, even their ex-”FS” ship Leyte was calling exclusively in Nasipit port. Compania Maritima was the first to dominate Nasipit port when the Chinoy shipping companies were just on their way up and not calling on Nasipit port. In the main they came to Nasipit port when Compania Maritima was already gone.

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The MV Panay of Compania Maritima (Credits to Philippine Herald and Gorio Belen)

Some actually just gave up on the Agusan trade when their ships can no longer dock in Butuan and they did not really try to earnestly use Nasipit port like Escano Lines which used to be strong in Butuan. Well, it must have been frustrating for them when the ship can’t dock after a few hours of waiting and then would have to go to Nasipit port anyway to load and unload. Moreover, the floods of Agusan River that happen many months of the year with its floating logs and other debris which can damage the ship propellers and rudders also added to the vagaries in docking in Butuan.

By the 1980’s the passenger ship calls on Nasipit, Butuan and Surigao which are all connected ports went down considerably. There was a big, general downturn in the economy because of economic crisis and container ships began supplanting the passenger-cargo ships in carrying cargo (where before this type carried a lot of the express cargo that are not in bulk or liquid). These new container ships cannot fit in the Butuan ports. However, few of them are coming in Butuan anyway. Another thing, the cargo ace of Nasipit before which were the forest products began slumping as the forest cover was fast going down and it raised a howl and therefore restrictions on logging were placed by the new Aquino administration.

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The pocket liner Surigao Princess (Photo by Edison Sy)

At the tail end of the Compania Maritima dominance a new liner was calling in Nasipit, the Surigao Princess of Sulpicio Lines which was a pocket liner. In the post-martial law period the Our Lady of Guadalupe of Carlos A. Gothong Lines, Inc. (CAGLI) came. And so these two liners succeeded Compania Maritima were gone as the company went out of business at the height of the political and economic crisis of the mid-1980’s. Soon, the better Our Lady of Lourdes of CAGLI replaced the Our Lady of Guadalupe in that route. In 1988, the big Nasipit Princess of Sulpicio Lines began calling in Nasipit port. But her route was mainly Cebu only as it was still Surigao Princess that was the liner there of Sulpicio Lines Inc. And, the Dona Lili of Gothong was also sailing from Nasipit to Cebu.

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The Nasipit Princess by Suro Yan

William Lines, Lorenzo Shipping Corporation and Negros Navigation Company, among the great survivors of the crisis of the 1980’s did not have Nasipit among their ports of call when the 1990’s started. Escano Lines will soon be leaving passenger shipping as well as Bisaya Land Transport. Aboitiz Shipping Corporation is also much-weakened in passenger shipping then as they did not buy liners for 15 long years (however, the will be back with a flash with their SuperFerry series and the were strong in container shipping)

It was Carlos A. Gothong Lines and Sulpicio Lines which were competing in Nasipit port in the 1990’s both in the liner route to Manila and the overnight route to Cebu. Although Nasipit was no longer as grand a destination like when Butuan still had a lot of ships calling, the two companies brought some great liners in Nasipit port like the Our Lady of Akita and the Princess of Paradise and what a show of confidence it was for Nasipit port. That was the heyday of competition when there was much optimism in business and the shipping liberalization and modernization policies of the administration of Fidel V. Ramos (FVR) took effect. A little before the “Great Merger” William Lines will also enter Nasipit port with their liner Mabuhay 2.

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The Our Lady of Akita (Credits to Manila Chronicle and Gorio Belen)

When the Great Merger that produced the giant shipping company WG&A came there was a plethora of ever-changing ships that got assigned to Nasipit port unlike in the past when a ferry will hold a route for a decade or even longer. In WG&A, routes and route assignments happen at least once a year and so tracking of ships that served a port became difficult. However, Nasipit was a regular route of the company. That liberalization of FVR also brought the expanding Negros Navigation Company (NENACO) to Nasipit where they used their beautiful St. Francis of Assisi. Unfortunately, that liner burned right in Nasipit quay not long after in 1999 which resulted in the destruction of the ship. The revived Carlos A. Gothong Lines Inc. (CAGLI) also tried the Manila to Nasipit liner route before it just became a Cargo RORO route when they got suspended from passenger shipping. Nasipit still has lots of load, no longer forest products but bananas.

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The Our Lady of Lourdes by Chief Ray Smith

With the “Great Merger” and the creation of Visayas-Mindanao subsidiary Cebu Ferries Corporation (CFC), that company also paraded a succession of ships in Nasipit port that is bound to Cebu on an overnight route. It began from the old Our Lady of Lourdes and it ended with Cebu Ferry 2 when CFC was already under the Aboitiz Transport System (ATS), the successor company of WG&A. Sulpicio Lines, their only competitor in the overnight route brought the Cagayan Princess in Nasipit when the Nasipit Princess can no longer sail. This was later followed by the much-better Princess of the Earth. And for a while, the Gothong Southern Shipping Lines Inc. (GSSLI) brought their Dona Rita Sr. to Nasipit port after they acquired the Our Lady of Good Voyage of Cebu Ferries.

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Filipinas Butuan in Nasipit port

The port has also a link to Jagna port in Bohol as service to the Bol-anons residing in Mindanao. Usually the Cebu-Nasipit ship of a company will do a once a week call to Jagna on their seventh day and the ship will go back to Nasipit within that seventh day and then resume their route to Cebu.

This decade saw a great downturn for Nasipit in sailing ships. There was only one liner left doing a once a week voyage to Manila and this was usually the St. Leo The Great of 2GO. Sulpicio Lines quit passenger sailing and Gothong Southern also gave up that segment. Even Cebu Ferries quit the Nasipit overnight route to Cebu when they transferred their ships to Batangas.

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The St. Leo The Great

Now, a completely new cast is in Nasipit port headed by Cokaliong Shipping Lines Inc. (CSLI) which use either their Filipinas Butuan or Filipinas Iligan in the Cebu to Nasipit overnight route with an off day diversion to Jagna. Lite Ferries also has a Nasipit to Jagna ship on the stronger months for sailing but there is no permanently assigned ship. 2GO still has that once a week liner from Manila. Nasipit is not a favorite of container ships except for Carlos A. Gothong Lines.

Passenger shipping which is down already ia affected by the intermodal buses and the budget airlines, both of which offer competitive fares compared to ships and with the advantage of daily departures. Nasipit is also not helped by it being out of the way from the city and the municipality’s policy of barring the buses and commuter vans from the port doesn’t help the case of Nasipit port either in attracting passengers who are turned off the expensive and very cramped tricycle ride which is also vulnerable from the rains driven by the swirling winds of Nasipit inlet.

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The legendary white-out of Nasipit port

I wonder when and how Nasipit port will have a renaissance. Somehow, some day, I just hope that it will come.

The Convergence, Parallels, Rivalry and Divergence of Sweet Lines and William Lines

For introduction, Sweet Lines is a shipping company that started in Tagbilaran, Bohol while William Lines is a shipping company started in Cebu City after the war while having earlier origins in Misamis Occidental before the war. And like many shipping lines whose founders are of Chinese extraction, the founders of both Sweet Lines and William Lines were first into copra trading before branching into shipping. And long after the two became national shipping lines Bol-anons and people of Misamisnons still have a close identification and affinity to the two shipping companies and in fact were the still the prides of their provinces.

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1950 William Lines ad. Credits to Philippine Herald and Gorio Belen

William Lines became a national liner company in 1945 just right after the end of the war and almost exactly 20 years before Sweet Lines which was just a Visayas-Mindanao shipping company after the war whose main base is Bohol. The company just became a national liner company when it was able to buy half of the ships and routes of General Shipping Corporation when that company decided to quit the inter-island routes in 1965 after a boardroom squabble among the partner families owning it. And so William Lines had quite a head start over Sweet Lines. Now, readers might be puzzled now where is the convergence.

People who are already old enough now might think the convergence of the two shipping companies, a rivalry in fact, started when Sweet Lines fielded the luxury liner Sweet Faith in the Manila-Cebu route in 1970. That ship raised a new bar in liner shipping then plus it started a new paradigm in Cebu, that of the fast cruiser liner which is more dedicated to passengers and their comfort than cargo and has the highest level of passenger accommodations and amenities. It was really hard to match the Sweet Faith then for she was really a luxury liner even when she was still in Europe. That fast cruiser liner was not just some converted passenger-cargo or cargo-passenger ship which was the origins of practically of all the liners of the postwar period until then.

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Credits to Manila Times and Gorio Belen

Actually, the rivalry of Sweet Lines and William Lines started from convergence. William Lines, in their first 20 years of existence, was basically concentrating on the Southern Mindanao routes but of course its ships which were all ex-”FS” ships then called on Cebu and Tagbilaran first before heading south. Aside from Southern Mindanao, the only other area where William Lines concentrated was the Iligan Bay routes, specifically Iligan and Ozamis, near where the founder and the business of William Lines originated. But in 1966, William Lines started its acquisition of cargo-passenger ships from Europe for conversion here like what Go Thong & Company earlier did and what Sweet Lines will soon follow into. It was actually an expansion as they were not disposing of their old ex-”FS” ships and naturally an expansion of the fleet will mean seeking of new routes or concentration. 

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Credits to Philippine Herald and Gorio Belen

Sweet Lines, meanwhile, had an initial concentration of routes in the Eastern Visayas as a liner company which was dictated by the purchase of half of the fleet of General Shipping Corporation which consisted of five liners which were all ex-”FS” ships except for the new local-built General Roxas plus the Sea Belle of Royal Lines which was going out of business. But Sweet Lines immediately expanded and was also plying already the Cebu and Tagbilaran routes from Manila, naturally, because their main base was Tagbilaran. Then they also entered the Iligan Bay routes in 1967 and it was even using the good Sweet Rose (the former General Roxas) there which was a heavy challenge to all the shipping companies serving there that were just using ex-”FS” ships there previously. Of course, not to be outdone William Lines later brought there their brand-new Misamis Occidental, their flagship then, in 1970. If William Lines had two frequencies a week to the two ports of Iligan Bay in 1967, then that was the frequency of Sweet Lines too. And if William Lines had twice a week frequency to Cebu and Tagbilaran, then that was also the frequency of the expanding Sweet Lines. Their only difference in 1967 was William Lines had routes to Southern Mindanao while Sweet Lines had none there but the latter had routes to the strong shipping region then of Eastern Visayas while William Lines had no route then there.

Another area of confrontation of the two shipping companies was the Visayas-Mindanao regional routes. Sweet Lines was long a power then there especially since that was their place of origin. They then relegated there most of the ex-”FS” ships like the ones they acquired from General Shipping and thus in the late 1960’s they had the best ships sailing there. Meanwhile, William Lines which was also a player there also then used some of their ex-”FS” ships which were formerly in the liner routes (William Lines had a few ex-”FS” ships to spare since they bought five of those from other local shipping companies and they already were receiving former cargo-passenger ships from Europe starting in 1966). So by this time Sweet Lines and William Lines were not only competing in Cebu and Tagbilaran and in Iligan Bay but also in the Visayas-Mindanao regional routes.

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Credits to The Philippines Herald and Gorio Belen 

In the late 1960’s the government provided a loan window for the purchase of brand-new liners and among the countries that provided the funds for that was what was known as West Germany then (this was before the German reunification). From that window, the new liner company Sweet Lines ordered the Sweet Grace from Weser Seebeck of Bremerhaven, West Germany in 1968. William Lines followed suit by ordering a brand-new liner not from West Germany but from Japan which turned out to be the Misamis Occidental and this seemed to be taking the path of the expansion of Negros Navigation Company which was ordering brand-new liners from Japan shipbuilders. 

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Credits to Philippines Herald and Gorio Belen

Imagine for William Lines fielding the brand-new Misamis Occidental in Cebu in 1970 only to be upset by the more luxurious and much faster Sweet Faith in the same year. And that was aside from the also-good Sweet Grace and Sweet Rose also calling in Cebu. Maybe that was the reason, that of not being too outgunned, that William Lines immediately ordered a new ship from Japan, a sister ship of the Don Juan, the flagship of Negros Navigation Company but with a more powerful engine so she can top or at least match the speed of the Sweet Faith and that turned out later to be the legendary liner Cebu City. From its fielding in 1972, the battle of Cebu City and Sweet Faith was the stuff of legends (was using blocks of ice to cool down the engine room of Sweet Faith at full trot a stuff of legend?)

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Credits to Philippine Herald and Gorio Belen

As background to that, in 1970 with only the brand-new liner Misamis Occidental William Lines had to fend off Sweet Faith, Sweet Rose, also the first Sweet Sail which was a former liner of Southern Lines that was not an ex-”FS” ship but much faster and at times also the brand-new liner Sweet Grace . William Lines had a few converted cargo-passenger ships from Europe calling in Cebu already on the way to Southern Mindanao then but Sweet Lines had the same number of that also. If William Lines found aggressiveness in ship purchases from the mid-1960’s, Sweet Lines turned out to be more aggressive that in a short period of less than a decade it was already in the coattails of William Lines over-all and even beating it to Cebu, the backyard of William Lines. That was how aggressive was Sweet Lines in their initial ascent as a national liner company. And would anyone believe that in 1970 Sweet Lines was no longer using any ex-”FS” ship in its national liner routes, the first national liner company to do so (when other competitors were still using that type well in to the 1980’s)? So their ad their they were modern seems it was not a made-up stuff only.

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A former cargo-passenger ship from Europe using the eastern seaboard of Mindanao route. Credits to Times Journal and Gorio Belen

But that was not even the end of the expansion of Sweet Lines which the company penetrated the Southern Mindanao, the bread and butter of William Lines (note: Compania Maritima, Gothong & Co. and Philippine Steam Navigation Co. were stronger there having more ships) using the eastern seaboard of Mindanao, a route that William Lines do not serve. It is actually a shortcut, as pointed out by Sweet Lines but there are not many intermediate ports that can be served there to increase the volume of the cargo and the passengers (and so Sweet Lines passed through more ports before heading to Surigao and Davao). Besides, the seas of the eastern seaboard are rough many months of the year and maybe that was the reason why Sweet Lines used their bigger former cargo-passenger ships from Europe rather than using their small ex-”FS” ships (in this period their competitors to Davao were still using that type).

And so, in 1972, William Lines entered the stronghold of Sweet Lines, which it dominated, the port of Tacloban which the company was not serving before. Was that to repay the compliments of Sweet Lines entering their Iligan Bay bastion and their ports of Cebu and Tagbilaran plus the foray of Sweet Lines in Davao? William Lines entered Tacloban alright but it was a tepid attempt at first by just using an ex-”FS” ship (maybe they just want to take away some cargo). Their main challenge in Tacloban will come three years later in 1975 with their fast cruiser liner Tacloban City, only the third of its type in William Lines after the liners Misamis Occidental and Cebu City and that maybe shows how itching was William Lines in returning the compliments. Or showing up Sweet Lines.

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Where were the other leading national liner companies in this battle of the two? Regarding Gothong & Company, I think their sights were more aimed at the leading shipping company Compania Maritima plus in filling the requirements of strategic partner Lu Do & Lu Ym which was scooping all the the copra that they can get. Actually, the Go Thong & Company and Compania Maritima both had overseas lines then. Meanwhile, the Philippine Steam Navigation Company (PSNC) and plus Aboitiz Shipping Corporation (revived as a separate entity in 1966 after the buy-out of the other half of General Shipping Corporation) and Cebu Bohol Ferry Company, a subsidiary of Aboitiz Shipping Corporation which are operating as one is competing neither here or there as it seems they were just content on keeping what was theirs and that the interests of Everett Steamship, the American partner of Aboitiz in PSNC will be protected and later cornered when the Laurel-Langley Agreement lapses in 1974. Plus Aboitiz through the Cebu Shipyard & Engineering Works were raking it all in servicing the ships of the competition including the lengthening of the ex-”FS” and ex-”F” ships of their competitors (plus of course their own). Their routes are so diverse and even quixotic that I cannot see their focal point. It is not Cebu for sure and whereas their rivals were already acquiring new ships they were moored in maintaining their so-many ex-”FS” ships (they had then the most in the country). Also in owning Cebu Shipyard & Engineering Works they were confident they can make these ships run forever as they had lots of spare parts in stock and maybe that was through their American connection (not only through Everett Steamship but the Aboitizes are also American citizens). Besides, in Everett Steamship they were also in overseas routes and having overseas routes plus domestic shipping was the hallmark of the first tier of shipping companies then aside from having more ships. In this first tier, the Philippine President Lines (PPL) was also in there but later they surrendered their domestic operations.

Meanwhile, the greatest thrust of Gothong & Company it seems was to serve the needs and interests of Lu Do & Lu Ym but it was a strategic partnership that brought Gothong a lot of dividends so much so that before their break-up in 1972 they might have already been ahead of Compania Maritima in the inter-island routes with all the small ships that they are sailing in the regional routes aside from the national routes. Gothong & Company as might not be realized by many is actually a major regional shipping company too and with a bigger area than that served by Sweet Lines and William Lines for they were operating a lot of small ferries whose primary role is to transport the copra of Lu Do & Lu Ym, the biggest copra and coconut oil concern then in the country and carrying passengers is just secondary. In the Visayas-Mindanao routes, the Top 3 were actually Go Thong & Company, Sweet Lines and William Lines, in that order maybe. From Cebu, Go Thong had small ships to as far as Tawi-tawi and the Moro Gulf plus the eastern seaboard of Mindanao and Samar. Sweet Lines, however was very strong in passenger department.

In the early 1970’s, many will be surprised if I will say that the fleets of William Lines and Sweet Lines were at near parity but the former had a slight pull. And that was really a mighty climb by Sweet Lines from just being a major regional shipping company, a result of their aggressiveness and ambition. Imagine nearly catching up William Lines, an established shipping company with loads of political connection (think of Ferdinand Marcos, a good friend of William Chiongbian, the founder) and topping the likes of whatever General Shipping Company, Southern Lines and Escano Lines have ever reached. Entering the late 1970’s, Sweet Lines (and William Lines) were already beginning to threaten the place of Aboitiz Shipping Corporation (including the integrated Philippine Steam Navigation Corporation) which will drop off a lot subsequently after they stopped buying ships after 1974.

Where did the divergence of the two very comparable shipping companies began? It began from 1975 when William Lines started acquiring the next paradigm-changing type of ships, the surplus fast cruiser liners from Japan which Sweet Lines declined to match but which the rising successor-to-Gothong Sulpicio Lines did. At just the start of the 1980’s with the success from this type of ship William Lines and Sulpicio Lines were already jostling to replace the tottering Compania Maritima from its top perch. It seems Sweet Lines failed to realize the lesson that the former cargo-passenger ships from Europe and the brand-new Sweet Grace and the good Sweet Rose fueled their rise in the late 1960’s and that the acquired luxury liners Sweet Faith and Sweet Home continued their rise at the start of the 1970’s. And these former cargo-passenger ships from Europe also propelled Gothong & Company and William Lines in their ascent. Why did Sweet Lines stop acquiring good liners? Was there a financial reason behind their refusal to join the fast cruiser phenomenon? Well, they were not the only ones which did not join the fast cruiser liner bandwagon.

The biggest blunder of Sweet Lines was when they declared in 1978 that henceforth they will just acquire small RORO passenger ships. I do not know if they were imitating Sulpicio Lines which went for small ROROs first (but then that company had fast cruiser liners from Japan). That might have been good for their regional routes but not for the liner routes. And to think their luxury liners Sweet Faith and Sweet Home might already conk out anytime because of old age (yes, both were gone in two years). And so for a short period Sweet Lines have no good liners for Cebu, the time William Lines was fielding their Dona Virginia, the biggest and fastest liner when it was fielded and Sulpicio Lines was fielding the Philippine Princess. What a blasphemy and turn-around! In 1970, just ten years earlier, Sweet Lines was dominating William Lines in the Cebu route. That was a miscalculation from which Sweet Lines never seemed to recover. From fielding the best there, Sweet Lines suddenly had no horse. And so the next chapter of the luxury liner wars in the premier Manila-Cebu route was fought not by William Lines and Sweet Lines but by William Lines and the surging Sulpicio Lines. In just a decade’s time Sweet Lines forgot that it was modernity in ships and aggression in routes that brought them to where they were.

1980 Dona Virginia

Credits to Daily Express and Gorio Belen

When Sweet Lines acquired the Sweet RORO in 1982 to battle again in the Manila-Cebu route it was as if they imitated the strategy of Carlos A. Gothong Lines Inc. (CAGLI) to go direct into the RORO or ROPAX paradigm and bypass the fast cruiser liners altogether (but then where was CAGLI in the totem pole of liner companies even if they bypassed the fast cruiser liner stage?). But by then their former cargo-passenger ships from Europe were already failing and will very soon be gone. The net effect was the Sweet Lines liner total was regressing even though they acquired the Sweet RORO 2 in 1983 to pair the Sweet RORO. The reason for this is its former cargo-passenger ships from Europe were already in its last gasps and the small ROROs were never really suited for liner duty except for the direct routes to Tagbilaran and Tacloban. If studied it can be shown that when a liner company stops at some time to buy liners sufficient in numbers and size then they get left behind. This is also what happened to Compania Maritima, Aboitiz Shipping Corporation and Escano Lines, the reason the fell by the wayside in the 1980’s). And that is what happened to Sweet Lines just a little bit later and so its near-parity with Williams Lines which surged in the 1970’s and 1980’s was broken. And that completed their divergence.

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Credits to Philippine Daily Express and Gorio Belen

In the early 1990’s, Sweet Lines will completely fail and stop all shipping operations, in liners, regional shipping and cargo operations (through their Central Shipping Corporation) and sell their ships with some of the ships sadly being broken up (a few of their ships were also garnished by creditors). Meanwhile, William Lines was still trying then to catch up with Sulpicio Lines that had overtaken them through a big splash in big and fast ROPAXes in 1988.

Sweet Lines benefited in the middle of the 1960’s with the quitting of General Shipping and Royal Lines. Later, William Lines, Sulpicio Lines and Sweet Lines benefited with the retreat of Aboitiz Shipping Corporation in the late 1970’s. In the next decade, William Lines and Sulpicio Lines benefited from the collapse of Compania Maritima in the crisis years at the tailend of the Marcos dictatorship. Sweet Lines did not benefit from that because they were not poised to because of their grave error in 1978.

When Sweet Lines collapsed in the early 1990’s it seems among those which benefited was the revived Aboitiz Shipping Corporation which was helped in getting back to the liner business by Jebsens of Norway (think SuperFerry). Well, that’s just the way it is in competition. It is a rat race and one can never pause or stop competing as the others will simply swallow the weak.

One of the Magic Elixirs of William Lines and Carlos A. Gothong & Co.

The term “magic elixir” refers to a potion that gives one powers and in modern usage it refers to a sort of magic that was the reason for an entity to rise. In this article I am not referring to something illegal but to one of the reasons for the rise of two of the most storied shipping companies of the Philippines where in their peak were contending for the bragging rights of being the biggest shipping company in the country.

Historically, the Chinese mestizo shipping companies were not as blessed as the Spanish mestizo shipping companies which antedated them in the business. The latter not only had a head start but they also possessed powerful political connections and that was very important then in getting loans from the Philippine National Bank (PNB) which dominated commercial banking then as there was almost no other commercial bank big enough in that time able to finance acquisition of ships. It was also crucial in getting ships from the National Development Corporation and earlier in getting surplus ex-”FS” ships from the Rehabilitation Finance Commission that was awarded as war compensation by the US Government.

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A 1950 ad of William Lines (Credits to Phil. Herald and Gorio Belen)

Of the two companies, William Lines had an earlier start and it was also blessed by political connections – the founder of the company, William Chiongbian happened to be a powerful Congressman who in his run for the Senator missed by one just slot (and his brother was a Congressman too at the same time but in another province). Carlos A. Gothong & Co. had to start from the bottom as it began almost a decade later than William Lines in liner shipping. But later it was blessed by a good strategic relationship with Lu Do & Lu Ym, the biggest copra concern then when copra was skyrocketing to being the Number 1 cash commodity and export commodity of the country.

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The first liner of Gothong & Co. (Credits to Manila Bulletin and Gorio Belen)

In the national liner scene, after its restart right after the end of the Pacific War, the strongest after a generation were the shipping companies that had routes to Southern Mindanao. Left behind were the shipping companies that just concentrated in the Visayas routes like Southern Lines, General Shipping, Philippine President Lines/Philippine Pioneer Lines/Galaxy Lines and other smaller shipping companies to Eastern Visayas, Bicol and the near routes to Mindoro, northern Panay and Palawan. Actually, in my totem pole of national liner companies in 1972, the Top 5 — Compania Maritima, Gothong & Co., Aboitiz Shipping+PSNC, William Lines and Sweet Lines — all have routes to Southern Mindanao.

What made Southern Mindanao the “magic elixir” of William Lines and Gothong & Co. when the latter was not even a liner company in the latter half of the 1940’s and William Lines was behind many shipping companies that preceded them?

In business, there is nothing better barring the illegal than a customer base that simply keeps growing and growing. And that was what Mindanao then was to the shipping companies Southern Mindanao. Before the war the population of Southern Mindanao was small and was practically composed by natives. That was before the government encouraged and assisted the resettlement of people from other parts of the Philippines to resolve what was called then as the “population pressure” (rapidly growing population in an agricultural economy with not enough land anymore to be divided into the next generation and there were no contraceptives yet then and the average number of children was five).

Northern Mindanao after the war already had Visayan migrants as it was just near the Visayas and the Spaniards was able to establish a strong foothold there even in the 19th century. But Southern Mindanao almost had no transplanted population and it is this part of the Philippines that experienced the greatest population boom after the war with what was called by the Moro National Liberation Front as the “colonization” of Mindanao (well, even some politician used the word “colonization” before that became politically incorrect). Where before in the 1948 Census the transplanted population was just a minority in Mindanao, in the 1960 Census the natives suddenly realized they were already the new minority and in the 1970 Census they saw they were beginning to get marginalized (Sultans and Datus who were once Mayors were even beginning to lose the elections).

This population boom, the opening of land for cultivation and the consequent exploitation of the natural resources of Mindanao needed transport and it was not by air (and not by road definitely) but by ship. And by this all shipping companies that were plying the Southern Mindanao routes benefited a lot. Of course shipping companies serving Northern Mindanao also benefited but not to the same extent as the Southern Mindanao shipping companies. And anyway the shipping companies serving Southern Mindanao were the same shipping companies serving Northern Mindanao (with exception of Escano Lines which has also routes to Northern Mindanao but not Southern Mindanao) and so the benefit of those serving Southern Mindanao were double.

If we analyze the biggest shipping company then which was Compania Maritima, most of its ships were assigned to Southern Mindanao. That was also true for the liners of Gothong & Co. (this company has a lot of cargo-passenger ships then to gather the copra for Lu Do and Lu Ym) and William Lines (which assigned 3/4 of its ships in Southern Mindanao early and Gothong & Co. of to 80% in 1967).

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One will wonder how this small ex-“FS” ship sails all the way to Davao

Although William Lines started ahead of Gothong & Co., the latter vaulted ahead of the former in the 1960’s. I think the reason is William Lines relied too much and too long on the ex-”FS” ships and it was only in 1966 when they acquired other types. Meanwhile, Gothong & Co. acquired ships from Europe earlier and in greater numbers. That does not even include the Type “C1A” ships acquired by Gothong & Co. which were big ships and were really ocean-going plus a lot of small ships the likes of lengthened ex-”F” ships and a host of local-builds. In ports of call, Gothong & Co. simply had too many because of the need to gather the copra of Lu Do & Lu Ym which was exporting a lot (and which Gothong & Co. also carried).

For sure, Compania Maritima which was already the Number 1 right after the war also benefited from the growth of Mindanao. However, their subsequent collapse in 1984 at the height of the financial and economic crisis then besetting the country is of another matter. Sulpicio Lines, the biggest successor company of Gothong & Co. also benefited from Mindanao after their creation in 1972 so much so that later it became the biggest shipping company of the country in the 1980’s.

What happened then to the shipping companies started after the war that just concentrated on Visayan routes? Well, by the 1960’s Southern Lines and General Shipping were already gone from the local scene and a few year later Galaxy Lines, successor to Philippine President Lines, the local operation and Philippine Pioneer Lines was also gone. And the smaller shipping companies like Escano Lines, Bisaya Land Transport (this was also a shipping company) were just in the fringe and barely alive in the 1970’s like the shipping companies that just concentrated in Bicol, Samar and northern Panay. That was also the fate of the shipping companies that was concentrating in what is called MIMAROPA today. After the 1970’s practically only batels survived in the last area mentioned.

Meanwhile, Gothong & Co. threatened Compania Maritima for Number 1 before their break-up in 1972. Later with the downward spiral of Compania Maritima, Sulpicio Lines and William Lines battled for Number 1. And when Compania Maritima quit and Aboitiz Shipping Corporation also quit Mindanao, Sulpicio Lines (the biggest successor company of Gothong & Co.) and William Lines further benefited. Actually, no shipping company that did not serve Southern Mindanao ever became one the top shipping companies in the country (that was before a lot of liner companies were culled in the crisis of the 1980’s).

That was the importance of Southern Mindanao for the shipping companies of the country. William Lines and successor of Gothong & Co. Sulpicio Lines ended up the Top 2 in Philippine shipping. Know what? They were the only survivors of the Southern Mindanao routes after all the rest quit (of course, Aboitiz Shipping came back later and there were others in container shipping).

Now, there are no more liners to Southern Mindanao, funny. But, of course, that is another story. The magic elixir dried up?

The Fast Cruiser Liners of the Other Shipping Companies Aside From William Lines and Sulpicio Lines

If we adjust the standards a little for fast cruisers in the 1950’s at just below 18 knots then the first “Don Julio” of Ledesma Shipping Lines will qualify a fast cruiser liner. It should be because she was actually the fastest liner of her era! She was the fastest liner of the 1950’s when she was fielded in 1951 and that was true until she was sold to Southern Lines in 1959.

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Credits to Manila Chronicle and Gorio Belen

The first “Don Julio” was an ex-”FS” ship but lengthened in Hongkong when converted to a passenger-cargo ship like many of her sister ships here. She was the fastest in her period because she was re-engined to higher ratings. Two former diesel engines from submarines which were Fairbanks-Morse diesels of a combined 3,600 horsepower were fitted to her and this gave her a speed of over 17 knots. She was the former “FS-286” built by Wheeler Shipbuilding Corp. in Brookly, Newy York USA. As lengthened her dimensions were 66.2 meters by 10.0 meters with a cubic measure of 1,051 gross register tons and she was the biggest former ex-”FS” ship that sailed in the country. Later, when she passed on to Philippine Pioneer Lines she was known as “Pioneer Leyte”. On October 23, 1966, she was involved in a collision in Manila Bay and she was subsequently broken up.

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Credits to Philippine Herald and Gorio Belen

The next fastest liner in Philippine waters came in 1960. She was formerly a seaplane tender named “Onslow” and built for the US Navy by Lake Washington Shipyard in Houghton, Washington, USA in 1943. Continuing service in the US Navy after the war she was known as “AVP-48”, a supply ship. Released from the US Navy, she was converted as a passenger-cargo ship. She measured 94.7 meters by 12.5 meters with a cubic volume of 2,137. This ship has two engines of 6,080 horsepower giving her a top speed of 18 knots. She was first known as “President Quezon” in the fleet of Philippine President Lines and later she was known as “Quezon”. When she was transferred to the fleet of Philippine Pioneer Lines she was known as “Pioneer Iloilo” and when she was sold to Galaxy Lines she became the flagship of the fleet by the name of “Galaxy”. She foundered at her moorings in Cebu while laid up on October 19, 1971.

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Credits to Evening News and Gorio Belen

In 1968, the leading company then Compania Maritima ordered the liner “Filipinas” from Bremer Vulkan AG in Vegesack, Germany. This flagship has the dimensions 121.0 meters by 18.1 meters and her cubic measurement was 4,997 gross tons. She had a single Bremer Vulkan diesel engine of 8,800 horsepower which gave her a top speed of 18 knots. As a fast and modern cruiser liner, she was used by the company in the long-distance route to Davao via Cebu and Zamboanga, a very logical route for her. She served the company until Compania Maritima ceased sailing and she was sent to Taiwan ship breaker. She was demolished on April 5, 1985 after just 17 years of sailing. She was probably not purchased by other companies here because during that time it was already obvious that the period of the ROROs has arrived and she was a cruiser.

In 1970, Compania Maritima acquired another cruiser liner, a second-hand one, the former “Hornkoog” of Horn-Linie GmbH. This ship was built by Deutsche Werft AG in Finkenwerder, Hamburg, Germany in 1959. She was renamed here as the second “Mindanao” and she was actually longer but thinner than the flagship “Filipinas” at 134.6 meters by 16.1 meters. She had the cubic volume 3,357 gross register tons. This liner was powered by a single diesel engine which gave her a top speed of 18 knots. It seems this fast cruiser liner was mainly used by Compania Maritima in their Far East routes where their name was Maritime Company of the Philippines. Incidentally, this ship was the last-ever liner acquired by Compania Maritima. This ship was broken up in Taiwan in 1980.

After the first “Don Julio” from Ledesma Shipping Lines, the coalesced company of Ledesma Lines and Negros Navigation, with the latter as survivor, embarked on a series of orders of new fast cruiser liners which were actually all sister ships. This started with the “Dona Florentina” in 1965. She was built by Hitachi Zosen Corp. in Osaka, Japan and she measured 95.7 meters by 13.9 meters. This liner had a cubic measurement of 2,095 gross register tons and a passenger capacity of 831. She was fitted with a single Hitachi diesel engine with 4,400 horsepower and she had a top speed of 17.5 knots. Since this was still the 1960’s and it was just a shade under 18 knots I already qualify her as a fast cruiser liner. She had a fire while sailing on May 18, 1983 and she was beached on Batbatan Island in Culasi, Antique. She was later towed to Batangas where she was broken up on March 1985.

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Credits to Gorio Belen

The beautiful “Don Julio” followed “Dona Florentina” in 1967 and she became the flagship of the Negros Navigation fleet. She was built in Maizuru Shipyard in Maizuru, Japan and she had the same length and breadth of “Dona Florentina”. She was however a little bigger at 2,381 gross tons and she had a higher passenger capacity at 994. She had the same engine and the same horsepower as “Dona Florentina” and her speed was the same, too. This liner had a long career and she even became part of the transfer of Negros Navigation ships to Jensen Shipping of Cebu. She had her final lay-up sometime ins 2000’s and now her fate is uncertain. Her namesake congressman was however still looking for her several years ago, for preservation purposes. Most likely she is gone now.

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Credits to Times Journal and Gorio Belen

In 1971, Negros Navigation rolled out a new flagship, a sister ship to “Dona Florentina” and “Don Julio” but with a bigger engine and a higher top speed. This was the “Don Juan” with the same length and breadth as the two but fitted with 5,000-horsepower B&W engine which gave her a top speed of 19 knots. Her cubic measure was 2,310 gross register tons and she had a passenger capacity of only 740 because she had more amenities. She was built by Niigata Shipbuilding & Repair in Niigata, Japan. This fast cruiser liner did not sail long because on the night of April 22, 1980, she was hit by tanker “Tacloban City” on her port side while cruising in Tablas Strait at night. She went down quickly with a claimed 1,000 number of lives lost. She was reckoned to be overloaded at that time.

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Credits to Times Journal and Gorio Belen

In 1976, Negros Navigation procured a second-hand fast cruiser liner, the “Don Claudio”. During that time, because of the fast devaluation Philippine shipping companies can no longer afford to acquire new liners. This ship was the former “Okinoshima Maru” of Kansai Kisen KK. She was built in 1966 by Sanoyas Shoji Company in Osaka, Japan. Her dimensions were 92.6 meters by 14.4 meters and her cubic dimensions was 2,721 gross tons. Originally, her passenger capacity was 895. She was equipped with a 3,850-horsepower Mitsui-B&W engine that gave her a top speed of 18.5 knots.

All the fast cruiser liners of Negros Navigation were mainly used in the short routes to Bacolod and Iloilo. Later, some were assigned a route to Roxas City, another short route.

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Credits to Philippinje Herald and Gorio Belen

The last shipping company to have a fast cruiser liner was Sweet Lines. She purchased the “H.P. Prior” from Det Forenede in Denmark in 1970 and when they fielded this they ruled the Manila-Cebu route. She was the legendary and first “Sweet Faith” which later battled in that route the equally-legendary “Cebu City” of William Lines. “Sweet Faith” was built by Helsingor Vaertft in Elsinore, Denmark in 1950. She measured 104.0 meters by 14.9 meters and 3,155 gross register tons as cubic measure. This fast cruiser was equipped by two Helsingor Vaerft diesel engines with a total of 7,620 horsepower which provided her a top speed of 20 knots sustained. She was actually the first liner in the inter-island route capable of 20 knots, a magic threshold. She only sailed for ten years here and in 1980 she was broken up in Cebu.

Sweet Lines had another liner capable of sailing at 18 knots when she was still new. This was the former “Caralis” of Tirrenea Spa di Navale of Italy which was built by Navalmeccanica in Castellamare, Italy. She was the second “Sweet Home” of Sweet Lines and she measured 120.4 meters by 16.0 meters and 5,489 gross register tons in cubic capacity and she can carry 1,200 persons. Sweet Lines advertised her and the “Sweet Faith” as the “Inimitable Pair” and the two were paired in the premier Manila-Cebu route. Sweet Lines sold her in 1978 and she became a floating hotel. She capsized and sank while laid up in Manila on November 24, 1981. She was subsequently broken up.

These were the eight other fast cruiser liners that came to the Philippines which were not part of the fleet of William Lines and Sulpicio Lines in which I had an earlier article.