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.

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The Other Passenger Ships Built in 1967 That Came to the Philippines

There were other ships built in 1967 that also came to the Philippines. Their number is about the same as those still existing until now. If they are gone now it is not because they sank or was lost (except for a few). Most of the reasons why they are gone circles around the situation that they were no longer wanted and there were no other takers. Sometimes that is just the simple reason why ships including ferries are retired, disposed off and broken up.

All of these ferries were built abroad and there were no local-builds (it looks like shipping companies hold on longer to the ships that they built). Some of these were gone even before the turn of the millennium but then they still they lasted more than 30 years of service. So, here then are the passenger ships built in 1967 that came to our country but are no longer around.

Maybe we should start with the grandest of them all, the cruise ship Dona Montserrat of Negros Navigation Company which came in late 1974 but unfortunately she did not last long. She was a fine ship, no doubt, but it seems she was way ahead of her time as most Filipinos don’t have enough money yet for cruises and if they have they would rather go on trips abroad ait is more sosyal. But then Dona Montserrat had voyages even to Hongkong too. Negros Navigation Company bought this cruise ship for $3.4M, a big sum in those days.

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Dona Montserrat by Dimas Almada

The Dona Montserrat was originally the Cabo Izarra and built by SECN (Navantia Carenas) in Matagorda, Spain for Ybarra Line. She was a cruiser ship with three passenger decks and with all the amenities of a cruise ship of her size during her period. These included 110 staterooms for 273 passengers, dining salon with international and Filipino cuisine, main lounge, penthouse, library, game room, swimming pool and bars. The ship was fully air-conditioned, fully carpeted and she had a well-equipped galley. Music (as in a band) and entertainment nightly was available in Dona Montserrat. The primary route of this cruise ship was Manila-Corregidor-Iloilo-Zamboanga-Davao aside from cruises to special destinations like Sicogon island and Hongkong.

This cruise ship measured 104.9 meters Length by 15.8 meters Breadth by 10.3 meters Depth, a Depth which means she is a stable ship. Her Gross Register Tonnage was 4,339 tons and her Net Register Tonnage was 1,675 tons. She was powered by two B&W engines developing 7,800 horsepower giving her a top sustained speed of 19.5 knots. So during her time she was the passenger ship with the highest power sailing in the country and in terms of size she was about equal to the bigger fast cruiser liners that arrived in the country in the latter half of the 1970’s.

In less than 5 years, however, Dona Montserrat quit sailing and she was sold to China where she was used a cruise ship.

The next ship in this list was also a cruise ship but she came later, in 1999, but was more successful and was also built in Spain. She was the Coco Explorer No.1 of Coco Explorer Inc. She was more successful maybe because she was able to attract foreign tourists who wanted to explore our hidden coves and islands, do diving tours and being smaller and of shallower draft she was more fit in this role.

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Coco Explorer No.1 by Dimas Almada

The Coco Explorer No.1 was the former Sta. Maria de la Caridad and she was built by Union Levante in Valencia, Spain. This cruise ship measures only 66.9 meters by 11.0 meters by 5.1 meters and her Gross Tonnage is only 1,199 and her Net Tonnage is only 562. In size she is just like many of the Cebu to Leyte overnight ferries but she is not as tall. This ship was powered by MWM engines of 2,000 horsepower total and her design speed was 15 knots. The Coco Explorer No.1 was a cruiser ship.

In 2005, the Coco Explorer No.1 was sold to China for breaking up. Maybe age caught up with her and there was already competition by smaller tour-dive ships in the waters she used to go which was mainly in the direction of Palawan. Moreover, the places which were her haunts were already accessible by other means and there were already facilities like resorts and hotels.

The next ship on this list was a beautiful ship and once was a flagship of Negros Navigation Company which was the Don Julio. This ferry was built brand-new for Nenaco by Maizuru Heavy Industries in Maizuru Japan. She measured 95.7 meters by 13.9 meters by 7.5 meters with a Gross Tonnage of 2,381 and a Net Tonnage of 1,111. Her later passenger capacity was 994 with accommodations from Suite to Economy classes. The Don Julio was a cruiser ship where cargo was handled by a boom in the bow which meant slow cargo handling. Cruiser ships also have less cargo capacity compared to RORO ferries. And maybe these were the reasons why she fell into disfavor later in the company.

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Don Julio by John Ward

The ship has a single Hitachi engine of 4,400 horsepower and her sustained top speed was 17.5 knots qualifying her as a fast cruiser liner of her era. Her main routes were to Iloilo and Bacolod but when she got old and bigger ships came along she was shunted to minor routes like Roxas City. Later, when she can no longer be accommodated in the fleet of Negros Navigation she was transferred to Jensen Shipping and among the routes of the company was Cebu to Iloilo. Later, this ship disappeared without trace and not because she sank. It was simply that databases lost track of her. It was sad because the person after she was named, Congressman Julio Ledesma IV was interested in buying her for posterity.

The Don Julio was a sister ship of the Dona Florentina and the Don Juan, both of Negros Navigation Company and the Cebu City of William Lines, all of which became flagships of their fleets one time or another. Now, that is a distinguised company.

The next ship on this list should be the Iligan City of William Lines which later became the Sampaguita Ferry 3 of Sampaguita Shipping Corporation of Zamboanga City. Originally, this ship was Amami Maru of Amami Kaiun of Japan. She was built by Mitsubishi Heavy Industries in Shimoneseki, Japan and her external measurements were 83.1 meters by 12.0 meters by 4.5 meters. Her Gross Tonnage was 1,512 and her Net Tonnage was 562 and her passenger capacity was 635 persons. She was equipped with a single Mitsubishi engine of 3,800 horsepower which gave her a sustained top speed of 17 knots.

This ship was a cruiser ship and thus she had the same disadvantages of the Don Julio when the RORO ferries came. She was mainly fielded by William Lines in the Cebu-Iligan route and she stayed there until the merger which created WG&A in 1996. She was then transferred to the WG&A subsidiary Cebu Ferries Corporation where she was tried in the Cebu-Roxas City route and other routes. She was not successful and she was one of the ships offered for sale by Cebu Ferries Corporation immediately. By then she was no longer a satisfactory ship as her passenger accommodations were already tiny compared to the current standards of the times then.

In 1997, Iligan City was purchased by Sampaguita Shipping Corporation of Zamboanga City where unmodified she became the Sampaguita Ferry 3. During that time Sampaguita Shipping was building up its fleet to have modern and comfortable overnight ferries for its long routes using bank loans. They also used the abbreviation “SF”, a takeoff from the SF SuperFerry as in they are the SuperFerry of Zamboanga. Well, they even built a modern terminal a la SuperFerry near the entrance of Zamboanga port.

However, Sampaguita Shipping was hit by bad timing because soon the highways out of Zamboanga City became paved and they eventually lost to the buses. Competition also became very tight in Zamboanga which was a product of the deregulation policies and incentives laid out by the Ramos Administration. Modern and new High Speed Crafts (HSCs) even came to Zamboanga City like Weesam Express and the fastcrafts of A. Sakaluran. Under the crushing load of its debts, Sampaguita Shipping defaulted, collapsed and ceased operations. The last heard of Sampaguita Ferry 3 was she was sold to the breakers.

We will then come to three overnight ferries that first came to Carlos A. Gothong Lines Incorporated (CAGLI) locally. The first was the Dona Lili which was very well-known in the Cebu-Nasipit route battling the big Nasipit Princess of Sulpicio Lines. This ship was built in Japan as the Seiran Maru by Taguma Shipbuilding & Engineering Corporation in their Innoshima yard. And in 1980 this ferry came to CAGLI as one of the earliest RORO ships of the company and in the archipelago.

The Dona Lili had the external measurements 69.0 meters by 12.0 meters by 4.5 meters. Her Gross Register Tonnage in Japan was 856 tons and in conversion here to Gross Tonnage the figure was left unchanged. The ship’s Net Tonnage was 448 and her passenger capacity was 732 persons. The Dona Lili was powered by two Daihatsu marine engines with a total of 2,600 horsepower and her sustained top speed when still new was 15.5 knots. In size, she is just like the Cebu to Leyte overnight ferries of today.

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Credits to PDI and Gorio Belen

When the merger that resulted in WG&A came she was transferred to its subsidiary Cebu Ferries Corporation and in this company she was assigned the Cebu-Tacloban route with also a route to Camiguin. But when Cebu Ferries Corporation dropped its Tacloban route because it was losing to the shorter Ormoc route, it seems Dona Lili did not sail again. By that time Cebu Ferries had an excess of ships because they already dropped a third or more of its former routes and so the older and smaller ferries especially the cruisers had nowhere to go especially since WG&A can drop former liners to Cebu Ferries. With that situation, Dona Lili dropped from sight never to be seen again and not because she sank.

The next ferry that came to Carlos A. Gothong Lines Inc. was their second Don Benjamin (they had an earlier Don Benjamin which was a former “FS” ship) which arrived in 1982. This is a ship that served their Iligan and Ozamis overnight routes for them from Cebu but this ship only lasted until just before the mid-1990’s because of engine issues.

The second Don Benjamin was the former Shin Kanaya Maru in Japan and she was built by the Shimoda Dockyard in Shimoda, Japan. This ship measured 61.0 meters by 13.7 meters by 2.9 meters and in Japan her Gross Register Tonnage was 877 tons. Locally her Gross Tonnage was just 685 and her Net Tonnage was just 268 both of which looks suspiciously low. The second Don Benjamin was a smaller ship than Dona Lili.

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Don Benjamin partially scrapped by Edison Sy

The Don Benjamin was powered by a single Nippon Hatsudoki engine, a generic Japan engine of 2,550 horsepower. That was good for a sustained top speed of 15 knots. However, her engine seems to be the reason for her undoing as Hatsudoki engines are not long lasting and even early in the 1990’s she was already plagued by unreliability. When the new ship Our Lady of Naju came for Carlos A. Gothong Lines in 1994, she was sent to a Navotas breaker. During those times, re-engining then was not yet common. She was a rare ferry that did not last 30 years in service.

The third ferry from Carlos A. Gothong Lines Inc. was the Dona Casandra, a ship that came also in 1982. She was built as the Mishima in Japan by Hashihama Zosen in Hashihama yard. This ship had the measurements 53.8 meters by 11.0 meters by 3.7 meters, dimensions which were less than the war-surplus “FS” ships. Her Japan Gross Register Tonnage was 487 tons. What I find suspicious in her specifications was her Deadweight Tonnage (DWT) which was only 180 tons in Japan. Was she meant to just carry a few sedans and light trucks?

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Dona Casandra (Credits to Times Journal and Gorio Belen)

Here, after addition of more metal and passenger accommodations her Gross Tonnage rose to 682 but I was not able to obtain her Net Tonnage. The declared passenger capacity of the ferry was 650 persons. The Dona Casandra was powered by two Daihatsu marine engines with a total of 2,000 horsepower and her design speed was 14 knots.

The Dona Casandra did not last long in service because once in a voyage from Butuan to Cebu she foundered on November 21, 1983 in a rough Mindanao Sea experiencing the disturbance of a distant typhoon. She was then carrying lumber aside from passengers. The sinking caused the loss of lives of the bulk of the passengers and crew but the exact number was never established as the ship sank without trace. Was her load to much for her load capacity in DWT and in a rough sea and considering she has added metal to her structure?

The Lorenzo Shipping Corporation also had ships in this list which are about the same size as the mentioned ships of Gothong Lines (once from 1972 to 1979 the two had combined operations). Lorenzo Shipping once was also in passenger shipping and it was even in liner operations albeit not in high profile but later they quit passenger shipping to become an all-cargo operation and maybe that is why many people can’t connect their name to passenger shipping.

The first should be the Dona Okai which was the biggest of the three. This ship was also known as Dona Oka 1 and Don Okai in Lorenzo Shipping. What names! The Dona Okai was paired with another ship of the same size in the fleet of Lorenzo Shipping to do their unique Manila-Dipolog-Zamboanga-Pagadian-Dadiangas route which took nearly two weeks to compete and that is why two ships have to be paired in that route so a weekly schedule can be maintained.

The Dona Okai was originally the Ryoho Maru of the Kashima Kisen K.K. shipping company in Japan. She actually had three owners before coming to the Philippines in 1979. When she was sold to Ebisu Kisen K.K. she was converted into a chemical tanker. When she was sold to Daiei Kaiun K.K. In 1973 she was converted back into cargo ship.

The Dona Okai was a cruiser ship built by the Asakawa Shipbuilding Company in Imabari, Japan. She measured 74.2 meters by 10.5 meters by 5.4 meters. In Japan her Gross Register Tonnage was 1,093 but this rose to 1,173 in the country with a Net Register Tonnage of 780. The ship was equipped with a single Makita engine of 1,500 horsepower which gave her a top speed of 12.5 knots.

In 1992, Lorenzo Shipping sold her into another shipping company. She is now deleted from maritime databases which happens when ten years has passed and there is no further news about the ship. She might be a broken-up ship by now.

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Lorenzo Shipping schedule, 2/5/80 (Credits to Times Journal and Gorio Belen

The second ship of Lorenzo Shipping was the Dona Lilian which had the external dimensions of 63.7 meters by 9.6 meters by 4.8 meters and in Japan her Gross Register Tonnage was 753 tons. This ferry was a cruiser ship which arrived in the country in 1978.

The Dona Lilian was the former Seiun Maru No.5 of Tsurumi Kisen K.K. of Japan. She was built by Imabari Zosen in Imabari, Japan. In the Philippines her Gross Register Tonnage remained unchanged and her Net Register Tonnage was 487. She was powered by a single Makita engine of 1,300 horsepower and her sustained top speed was just 11 knots, just about the same as freighters of her size as she is a little low on power.

This Lorenzo ferry held for the company the Iloilo and Pulupandan combined route from Manila and one of the last ferries to sail to Pulupandan as this port can only dock shallow draft vessels then (the reason why when ferries grew in size the route was abandoned). When the company eventually withdrew from the Pulupandan route because it can’t compete with the Negros Navigation ships using Banago port in Bacolod, she found herself on the Davao route. However, on a voyage with two distant typhoons affecting local weather conditions, she foundered in heavy seas off Tandag, Surigao del Sur on December 6, 1982.

Lorenzo Shipping had to other ships in this list, the Don Francisco. This ship was actually the second Don Francisco as there had been an earlier ship by that name in the Lorenzo fleet which was a former “FS” ship converted into passenger-cargo use. When the earlier Don Francisco was lost in the earlier part of the year 1978, this ship came to replace the lost ship in the same year 1978.

The second Don Francisco was first known in Japan as the Zensho Maru of the Marujutoko Unyusoko K.K. shipping company. She was built by the Higaki Shipbuilding Company in Imabari, Japan. Her external dimensions were 53.4 meters by 9.3 meters and her Japan Gross Register Tonnage was 496 and she has a speed of 10.5 knots. In terms of external dimensions, cubic volume and speed, this ship is very much alike the once-dominant former “FS” ships converted into ferry use here. This ship is also a cruiser ship.

The ship shouldered on in various capacity under Lorenzo Shipping until when the company was already taking a step back already from passenger ship (the company later on became an all-cargo company utilizing container ships until she was sold to the Magsaysay Group which continued to use the same name). This ship then disappeared from maritime databases but it is assumed that she did not sink and most likely she had just been quietly scrapped.

Another ship built in 1967 that is no longer around was the former Nadayoshi Maru No.2, a fishing vessel in Japan by Kanasashi Shipbuilding Company in Shizuoka, Japan. In 1974 this ship came into the Philippines and in her first rebuild she was converted into the passenger-cargo ship Gingoog City in 1987 and the name is already suggestive of her route.

In 1991, this ship was sold to the new shipping company Cokaliong Shipping Lines Incorporated (CSLI) which was already expanding their fleet and she became the Filipinas Siargao. This ship measures 49.5 meters by 7.8 meters by 3.6 meters with a Gross Tonnage of 327. Her Net Tonnage of 181 and the passenger capacity is 292 person in bunks as this was an overnight ferry-cruiser. The ship is powered by a single Hanshin engine of 900 horsepower.

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Filipinas Siargao (Parsed from a framed photo in Cokaliong Tower)

In 1997 the Filipinas Siargao was sold to Ting Guan in Mandaue as scrap because Cokaliong Shipping Lines is already converting to RORO ships. She lasted exactly 30 years.

Another ferry that was built in 1967 that was sold to local breakers under the same conditions in almost the same period but a little later was the beautiful cruiser Sr. San Jose which was even a little bigger than the Filipinas Siargao. The ship was a Cebu to Leyte ferry of the San Juan Shipping of Leyte.

The ship was originally the Tanshu Maru of Kansai Kisen K.K. of Japan. She was built by Hashihama Zosen in Hashihama, Japan. She had three owners in Japan the last of which was the Fukahi Kaiun. The ship had the measurements 54.0 meters by 8.6 meters by 2.3 meters. Her Gross Tonnage was 498 and her Net Tonnage was 185 with a passenger capacity of 558 persons. The Sr. San Jose was powered by a single Akasaka engine of 1,470 horsepower giving her a sustained top speed of 15 knots when new.

The ship together with her company was sold to Lite Ferries in the aftermath of the explosion, burning and sinking of the company’s flagship San Juan Ferry in 2000. When she was sold, Lite Ferries was already fully into ROROs and no further use was needed of her especially since her engines were no longer that good. She was then sold to the breakers.

The next ship on this list is a lost ship but not violently. She was the Princess Camille of the Shipsafe Shipping. The ship had the overnight route Batangas-Romblon but on a voyage on March 21, 2003 she developed a leak in the hull in Romblon port the next day which resulted in her capsizing in the port but her passengers were safe.

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Princess Camille remains by Arnel Hutalla

The Princess Camille was the former New Olympia of the Nanbi Kaiun K.K. She was built by the renowned Kanda Shipbuilding Company in Kure, Japan. The measurements of the ship was 39.2 meters by 11.2 meters by 3.4 meters which means she was not a big ferry, just the size of a basic, short-distance ferry-RORO (she is a RORO). Her Gross Tonnage was just 350 and her Net Tonnage was 197. The Princess Camille was equipped with a single Daihatsu engine of 900 horsepower and her top speed was 12 knots. The Princess Camille came to the Philippines when she was already 30 years of age. She reached 36 years of sailing.

The ship was no longer salvaged and her company soon collapsed especially since there was very tight competition then in Southern Tagalog shipping.

There are 13 ferries in this list. Three of the 13 were lost at sea .

One thing I can say is if ferries are no longer relevant then they quit sailing and the shipping owners does not need the government to tell them that.

And another thing is if the engine is no longer good and won’t be re-engined anymore then they also send the ships to the breakers and no government order is also needed for that because on their own shipping owners has enough common sense aside from financial sense.

I now leave it to the readers to weigh the careers of these ferries built in 1967 that are no longer around.

The First Ship To Claim To Be The Fastest and Most Luxurious Passenger Ship After The War

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Credits to Philippine Herald and Gorio Belen

Right after the war, the Philippines did not have many good ships because the bulk were lost in the war – scuttled, sank, seized by the Japanese and lost. Before the war we have some of the better ships in the Far East bar maybe for the Japan and the ships of the European nations based on the Far East like in Hongkong and Singapore and the USA that are based in Manila, of course. But those Commonwealth ship of ours were almost all lost and few survived. The Americans tried to replace the losses as they promised but the replacements were war-surplus cargo ships converted into passenger use and those were really different from purpose-built passenger-cargo ships in terms of accommodations, comfort and speed.

Among our very few ships that survived the war was the Argus of Don Vicente Madrigal, owner of Madrigal Shipping. This prewar ship was seized by the Japanese on Christmas day in Hongkong where she was laid up for repairs. Pressed into the Japanese war effort, she was renamed as the Gyonan Maru. It is not that much clear to outsiders what was her role in the Japanese war effort but most likely it was transport or convoy duty.

SS Argus 1948

Credits to Manila Chronicle and Gorio Belen

This ship was actually built way back in 1911 and she has very fine origins. This ship was built as a royal yacht Hirondelle by Mediterranee in La Seyne yard in France for His Royal Highness Prince Albert of Monaco. She was a big yacht with the external dimensions 67.2 meters by 11.0 meters and a gross register tonnage of 1,243 tons. The yacht was powered by two steam turbines and her top speed was 16 knots.

Before being acquired by Don Vicente Madrigal who was one of the richest men in the Philippines before the war, the yacht passed through several distinguished owners and the first after the sovereign of Monaco was the well-renowned publisher William Randolph Hearst of the USA who was a very rich and influential man, a media baron in that country during that time. It was 1923 when Hearst acquired the Hirondelle.

In 1925, the yacht passed into the hands of the International Film Service Company of New York which was still a Hearst enterprise and so there might not really be transfer of beneficial use. In 1931, the Hirondelle was sold to James J. Murray and in 1932, the yacht was acquired by Frank H. Finucane. And in 1938, Hirondelle was sold to Rhode Island Navigation Company which were operators of ferries. In the same year the yacht also passed on to the hands of Viking Maritime Corporation Incorporated before being acquired by Don Vicente Madrigal in 1941, the year the Pacific War started. It was only in 1941 when Hirondelle had a change of name and that was to Argus.

Argus as Gyonan Maru was very fortunate to survive the war because very few Japanese ships were left unsunk when Japan surrendered as the US Navy hunted them right down to their bases. Upon termination of the war the remaining Japanese ships were seized by the Americans. There was an order of the SCAP which meant Supreme Commander for the Allied Powers, the title held by General Douglas MacArthur that ships seized by the Japanese at the start of the war would have to be returned to their rightful owners and these should be repaired first and reconditioned to bring it to prewar conditions and Japanese shipyards would have to shoulder that. So in 1946, Argus underwent repairs in Japan to bring her back to the condition when she was seized.

1950 1224 Madrigal Shipping Co - SS Argus Ad

Credits to Philippine Herald and Gorio Belen

When she went back sailing for Madrigal Shipping after the war, the company advertised her as the fastest passenger ship in the country. She then had the route Manila-Iloilo-Tacloban and her advertised sailing time between Manila and Iloilo was 24 hours. For the 340-nautical mile distance of the route that meant an average speed of a little over 14 knots. That was not well off the design speed and to think Argus was already over 35 years old then. It was also an indictment against the replacement ships given to us by the USA as they were universally slow being former merchantmen during the war.

A little later, in 1949, Argus was superseded in speed by the Don Julio of Ledesma Lines which was an overpowered former “FS” ship which had replacement engines from a submarine. However, Argus was the bigger ship with better accommodations (well, imagine a former yacht which was bigger than an ex-”FS” ship). Also later, Argus changed route and she was only doing the Manila-Iloilo-Pulupandan route and that made more sense, perhaps, as it was a more compact route and able to harness the cargo and passengers of two nearby ports and provinces.

1949 0924 Welcome for president_SS Argus

Credits to Philippine Herald and Gorio Belen

Argus continued sailing but in 1955 her company lost its drive in sailing when one of their ships was lost off Cagayan province where it was trying to beat a typhoon to Aparri port. Ships were sold and those not sold were still made to sail to still use their remaining economic life. But by this time, the great Madrigal business empire was no longer the same and their great cargo fleet was also shrinking because although copra still buoyed it up, the other great cargoes it carried which were abaca and coal were already on the way down and the latter was practically zilch already after ships and the railroad converted to diesel power.

Argus languished around for a while but not sailing as a passenger-cargo ship. By that time Madrigal Shipping was mainly into Bicol routes and these routes then were primarily for cargo. Maybe the owners were waiting for buyers but for a ship with limited cargo capacity but luxurious (and it is cargo that buoys shipping) she was hard to sell. Steam turbines were also out of vogue then already and thought by some as “dangerous” as it can explode and fire results.

1950 0211 SS Argus c

1950 0211 SS Argus b

1950 0211 SS Argus d

1950 0211 SS Argus e

Credits to Philippine Herald and Gorio Belen

The ship was finally scrapped in 1965 and that was 54 years after she was built. She could actually have been the last steam-turbine passenger ship that existed in the country.

Negros Navigation Had The Most Modern Fleet From The late ’60’s To The Late ’80’s

When Negros Navigation celebrated it’s Diamond Anniversary in 2007, it issued an anniversary book. Going through the book, the reader might think that all along Negros Navigation was a great liner company. Unfortunately, that was not the case as Negros Navigation started as a shipping company linking just Panay and Negros and this was true even after World War II or nearly three decades after the company was founded. This would also mean that some shipping companies were the main connection of Western Visayas to Manila before Negros Navigation took that role.

Filipino shipping companies came to the fore in the early1930’s when it was becoming clear that a preparatory period for independence was coming. Filipino businessmen then thought they will supplant the then-dominant American businesses here when independence will come (nobody then can anticipate the “Parity Amendment” which came together with our independence).

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Credit to Gorio Belen

In the Commonwealth period, the dominant Western Visayas shipping company was the De la Rama Steamship. Don Esteban de la Rama of Iloilo was a very wealthy businessman and very well-connected politically as he himself was a Senator of the land and Vice-President Osmena was his brother-in-law. In this period, De la Rama Steamship ordered brand-new liners from Germany and those were the best in the land then and comparable to foreign liners.

Like many other shipping companies, De la Rama Steamship lost their liners during the war and after the war they were recipients of reparations by the Americans which promised replacement for the comandeered liners during the war. They also had some new-builds ordered from Japan which became the bone of contention later. In a few years, however, De la Rama Steamship concentrated on foreign trade and gave up their local routes.

After the war, there was another shipping company that served as the main connection of Western Visayas to Manila and this was the Southern Lines which was founded by rich businessmen of Western Visayas which belonged to the upper crust of the society of that region. Southern Lines operated converted former “FS” ships like many shipping companies of that era and it concentrated mainly in linking Iloilo and Bacolod to Manila. This company did not expand to other regions like what Negros Navigation did later.

1947 Southern Lines

Credit to Gorio Belen

Negros Navigation became a liner operation from being a regional when they and Ledesma Lines merged in the late 1950’s. Before this it was Ledesma Lines that had routes to Manila. This merger was the reason why the Ledesma family held substantial holdings in Negros Navigation for several decades until they sold off when they didn’t agree with the national expansion plan of Daniel “Bitay” Lacson in the 1990’s.

Southern Lines went out of operations in the mid-’60s and they sold off their ships but it did not go to Negros Navigation. I am not sure if there was a sell-out of routes to Negros Navigation but it will not really matter then as getting routes was easy for the company as their ownership which also belong to the upper crust of Western Visayas society was very close to President Ferdinand Marcos then.

I am of the mind, however, that the demise of Southern Lines might be an orchestrated move to pave way for the rise of Negros Navigation. The ownership of the two shipping companies are related by kinship and marriage and I think it was obvious which company had the blessings of Malacanang. And actually there is an indirect proof that Negros Navigation already controlled Southern Lines before its demise.

1960 Jul 2 schedules

Credit to Gorio Belen

Negros Navigation as a new liner company built up its fleet not by buying surplus ships but by ordering new, purpose-built liners from Hongkong first and then Japan. Their first brand-new liner was the “Princess of Negros” which was built by Hongkong Whampoa in 1962. This was cruiser with the external dimensions 61.0 meters by 9.5 meters with the cubic dimension 493 gross register tons. The ship had a net register tonnage of 301 tons and a DWT (deadweight tonnage) of 188 tons.

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Credit to Lindsay Bridge

These dimensions were almost like that of an ex-”FS” ship but actually she was even a little smaller. She was speedier though because she was powered by a 1,920-horsepower B&W Alpha engine whose power was almost double that of an “FS” ship and so she was capable of 13 knots sustained. The passenger capacity of the “Princess of Negros” was 349 persons divided into several classes from Economy to Suite in three decks. The ship’s ID was IMO 5284974.

The next new-build liner of Negros Navigation and the others that followed after it was from Japan. This was the “Dona Florentina” which came in 1965 and she ushered the “Dona” series of Negros Navigation. She was built by Hitachi Shipbuilding & Engineering Company in Osaka yard, Japan. The ship measured 95.7 meters by 13.9 meters with a gross register tonnage of 2,095 tons. She was powered by a single 4,400-horsepower Hitachi engine and her design speed was 17.5 knots. This ship’s permanent ID was IMO 6515899.

This ship was already part then of the trend of building liners with airconditioning with a length of just short of 100 meters and with 2,000-gross register tons size, a speed of approximately 18 knots and passenger capacity of just below a thousand. During this time this was what was considered then as a “luxury liner”, taken in their size, speed, accommodations, food and passenger service. The “Dona Florentina” can be considered as the first luxury liner of Negros Navigation and she had a passenger capacity of 832 in a net tonnage of 1,015 and a DWT of 1,425 which was the load capacity.

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Credit to Gorio Belen

A sister ship of hers followed the “Dona Florentina” in 1967. This was the “Don Julio” which possessed more beautiful lines and this ship was considered the beauty of her time. She has the same external dimensions as “Dona Florentina” but her cubic capacity was 2,116 gross register tons (this later rose to 2,381 tons), a net register tonnage of 1,111 tons and a DWT of 1,425 tons. The “Don Julio” has the same engine and speed of her sister ship but her passenger capacity was higher at 994 persons. The ship was not built by Hitachi Shipbuilding but by Maizuru Shipyard in Maizuru, Kyoto, Japan. Her permanent ID was IMO 6728549.

Another brand-new ship from Japan, the “Don Vicente” arrived for Negros Navigation in 1969 and she was mainly used for the Iloilo-Bacolod route. However, this ship was bigger than the “Princess of Negros” at 77.4 meters by 12.0 meters. Her gross register tonnage was 1,964 tons and her net register tonnage was 493 tons with a DWT of 576 tons. The ship was built by Niigata Shipbuilding in Niigata, Japan and her permanent ID was IMO 7003763.

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Credit to Dimas Almada

The “Don Vicente” was actually bigger than the converted former “FS” ships, even the lengthened ones, which was the common liner of the era. She was actually faster too at 17 knots which came from a pair of Niigata engines (this was the first-twin screw new ship of Negros Navigation) of 4,000 horsepower total. It would not have been a shame if she was fielded as a liner to Manila but the rich of Western Visayas also wanted a good, exclusive ship for the Iloilo-Bacolod route.

In 1971, a sister ship of “Dona Florentina” and “Don Julio” came from Japan, the “Don Juan” which then became the flagship of Negros Navigation until 1980. She, too, was built by Niigata Shipbuilding in Niigata, Japan. She measured 95.7 meters by 13.8 meters and that was near-identical to her sister ships. Her cubic volumes in gross register tonnage and net register tonnage was 2,310 and 1,330 tons, respectively, and her load capacity in DWT was 1,372 tons.

1971 MS Don Juan

Credit to Gorio Belen

This ship was faster than her sister ships because she was powered by a 5,000-horsepower B&W engine which gave her a sustained speed of 19 knots. Like her sisters ships she had accommodations from Economy to Suite but her passenger capacity was only 740 persons when her net register tonnage was higher and that means she has more space total and more space per passenger than her sister ships. She had the permanent ID IMO 7118088.

In 1971, when the “Don Juan” arrived, the economic crisis of the country was already deepening and this can be seen in the free fall (called “floating rate” then) of the peso which meant devaluation. With devaluation, the imported goods became more expensive in peso terms which means for the same thing like a same ship, the shipping company has to pay more. With this the ordering of new ships from Japan by Negros Navigation stopped. But in their fleet they already had five brand-new ships which was enough for their limited routes to Western Visayas and their Iloilo-Bacolod route.

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Credit to Chief Ray Smith

In 1976, Negros Navigation will add a 10-year old second-hand ship, the “Don Claudio” which became the biggest ship in the fleet by a small margin. And in 1980 they will acquire their first RORO liner, the “Dona Maria” which was then a 7-year old ship. However, in external dimensions she was just as big as the “Don Vicente” and in design speed she was the slowest at 15 knots save for the first brand-new ship, the “Princess of Negros”.

Negros Navigation sold to Southern Lines the liner they inherited from Ledesma Lines (and Southern Lines sold their old ships to other shipping companies). This was an earlier “Don Julio” which was a re-engined ex-”FS” ship. That means Negros Navigation had the newest fleet since the late ’60s when it was already able to build a fleet of their own. And by reckoning, they still had the newest ships up to the early ’80s, definitely, and most likely up to the second half of this decade. That was what they earned by buying new ships when the competition was still dependent on ex-”FS” ships of World War II vintage.

In the ’80s the other shipping companies were already shedding their their former World War II ships. From thereon all the shipping companies were purchasing surplus ships from Japan built in the late ’60s to the early ’70s, the same age now of the Negros Navigation cruiser ships. When they started acquiring RORO liners it was more or less of the same age and so no company can claim their fleet was younger. With great devaluation it was already suicide for shipping companies to order brand-new ships. It was simply unaffordable by that time already.

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Credit to Gorio Belen

But for a while, for some two decades, Negros Navigation can claim outright they have the youngest liners in the country.

The Sulpicio Lines Fast Cruiser Liners

Don Sulpicio (Doña Paz) and Doña Ana (Doña Marilyn)

From the collection of John Uy Saulog

In the era of cruiser liners, not only did they get bigger but they also got faster. So they competed not only in amenities and passenger service but also in shorter cruising times and this was valuable not only in the far ports like Davao but also in the likes of Cebu and Cagayan de Oro. With fast cruisers, the travel time to the likes of Davao went down from three-and-a-half days to two-and-a-half days. It also brought down the cruising time to Cebu to less than a day.

The leading shipping company in the local routes Compania Maritima had been the first in fast cruisers with the fielding of “Filipinas” in the 1968 and the “Mindanao” in 1970. Both were capable of 18 knots and that was the reference speed then in that era to be considered “fast”. As expected, the two, one after the other. were fielded in the long Davao route.

William Lines followed suit from 1970 when they ordered the brand-new “Misamis Occidental” that was also capable of 18 knots. This was soon followed by the legendary “Cebu City” which was capable of 20.5 knots and this was assigned to the premier Manila-Cebu route. William Lines then followed up with four more fast cruiser liners and they had the biggest number of ships in that category. William Lines fielded their 20.5-knot “Manila City” to the Davao route.

Sweet Lines did not really have a fast cruiser except for the first “Sweet Faith” which they fielded in the prime Manila-Cebu route in a fierce competition with William’s “Cebu City”. This liner which arrived from Denmark in 1970 was capable of 20 knots. She had the pair “Sweet Home” (the first) which came in 1973 from Europe too. Sweet Lines dubbed the two as the “Inimitable Pair”. To be able to compete in the long Davao route, what Sweet Lines did was to use the shorter eastern seaboard on the route to Davao. With this tactic, they were also “fast”, so to say.

Negros Navigation also had their share with fast cruiser liners with the “Dona Florentina” and the beautiful “Don Julio”. This was capped by their fastest cruiser then, the “Don Juan” which was capable of 19 knots. A later ship, the “Don Claudio” was also fast at 18.5 knots when she was still in Japan. May I note that the Negros Navigation cruiser liners were not really in direct competition with their counterparts as they were just then in the Western Visayas routes.

The fragments of the Go Thong empire was late in fast cruiser liner segment. Maybe they needed to take stock and consolidate after their split in 1972. Sulpicio Lines entered the fast cruiser liner category just in 1975, the last among the majors which competed in this field. It has to be noted that Carlos A. Gothong Lines and Lorenzo Shipping did not follow in this category and neither did Aboitiz Shipping and Escano Lines. Only Compania Maritima, William Lines, Sweet Lines, Negros Navigation and Sulpicio Lines participated in this competition but actually Compania Maritima did not acquire any more liners, fast or not, after acquiring “Mindanao” in 1970 even though they had many hull losses in the succeeding years.

Folio Dona Paz

Created by Jon Uy Saulog

Sulpicio Lines acquired the “Himeyuri Maru” from Ryukyu Kaiun KK, more famously known as RKK Line in 1975. This ship was built by Onomichi Zosen in Onomichi yard in Japan in 1963. She measured 93.1 meters by 13.6 meters and her cubic volume was 2,602 gross tons. She was powered by a single Niigata engine of 5,500 horsepower and her top speed was 18 knots. Refitted in the Philippines she had a passenger capacity of 1,424. She was given the name “Don Sulpicio” in honor of the founder and she became the flagship of Sulpicio Lines (this was the second ship to carry that name in the fleet). In 1981, after a fire and refitting she was renamed the “Dona Paz”, the second to carry that name in the Sulpicio Lines fleet (the first was an ex-FS ship). A fine ship, she was unfortunately associated with great ignominy later.

In 1976, Sulpicio Lines acquired the sister ship of “Himeyuri Maru” from RKK Lines too, the “Otohime Maru” which was also built by Onomichi Zosen in the same yard in Onomichi, Japan three years later in 1966. She had the same Niigata powerplant of 5,500 horsepower. However, she was rated at 19.5 knots. She was 97.6 meters in length, 13.7 meters in breadth with a cubic volume of 2,991 gross tons. This ship was renamed to “Dona Ana” and together with “Don Sulpicio”, Sulpicio Lines called them the “Big Two”. They were used by Sulpicio Lines in fighting for their stake in the primary Manila-Cebu route. Later, they extended the route of “Dona Ana” to Davao. In 1980, “Dona Ana” was renamed to “Dona Marilyn”. She held the Manila-Iloilo-Zamboanga-Cotabato route of Sulpicio Lines until she was reassigned the Manila-Catbalogan-Tacloban route with the arrival of the “Cotabato Princess”. She held that route until her end.

In 1978, as Sulpicio Lines grew stronger, they acquired from RKK Lines again not one but two ships which were actually sister ships too but bigger than the earlier pair from Ryukyu Kaiun KK. These were the “Tokyo Maru” and the “Okinawa Maru” and again both were built by Onomichi Zosen in Onomichi yard in Japan. The first ship was built in 1969 and the second one was built in 1973. The “Tokyo Maru” had dimensions of 112.2 meters by 15.2 meters and she had cubic measurement of 3,510 gross tons. She was powered by a single Hitachi-B&W engine of 6,150 horsepower which gave her a top speed of 18.5 knots. “Okinawa Maru” measured 111.5 meters by 15.2 meters with a cubic volume of 3,800 gross tons. Her engine was a single Mitsubishi-MAN of 7,600 horsepower which gave her a top speed of 19 knots. Incidentally this engine also powered “Cotabato Princess”, “Nasipit Princess”, “SuperFerry 2”, “SuperFerry 5” and “Cagayan Bay 1”.

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Dipolog Princess and Princess of the Caribbean

Tokyo Maru” was renamed to “Don Eusebio” and “Okinawa Maru” was renamed to “Don Enrique”. When the “Princesses” came into the nomenclature of Sulpicio Lines she became the “Davao Princess” in 1987 because she was actually the Davao specialist. Later, she was renamed to “Iloilo Princess” when she was no longer holding that route (“Filipina Princess” supplanted her in 1993). Her local passenger capacity, as refitted was 1,379. Meanwhile, “Don Eusebio” was renamed to “Dipolog Princess”. She was then sailing the Manila-Dumaguete-Dipolog-Cagayan de Oro-Ozamis route. However, she was not actually calling in Dipolog but in Dapitan port. In her refitting here, her passenger capacity increased to 1,261. Later, she held the Manila-Tagbilaran-Dipolog-Iligan-Cebu route of the company until she was stopped from sailing.

The fifth and last cruiser Sulpicio Lines acquired in this period was the “Naha Maru” which also from RKK Line and she came in 1981. She was bigger than the earlier ships from RKK Line. The ship was built by Onomichi Zosen (again!) in Onomichi yard in Japan in 1972. She measured 130.9 meters by 16.8 meters and she had a cubic measurement of 4,957 gross tons. She was powered by a single Hitachi-B&W engine of 9,200 horsepower, the same type powering “Dipolog Princess” but with more cylinders. She had top speed of 20 knots when new. She was called as the “Philippine Princess” and she became the Sulpicio Lines flagship which means she held the Manila-Cebu route. For a long time, she and the William Lines’ flagship “Dona Virginia” fought in that route. Refitted here, she had a passenger capacity of 1,633.

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Photo credit: Philippine Daily Express and Gorio Belen

As a footnote, much later, when cruiser liners were no longer in vogue, Sulpicio Lines acquired another fast cruiser liner. This was the “Ogasawara Maru” of Tokai Kisen which was built by Mitsubishi Heavy Industries in Shimonoseki, Japan in 1979. She measured 110.5 meters by 15.2 meters and 3,553 gross tons. She was powered by two Mitsubishi engines totalling 11,600 horsepower and her top speed when new was 20.5 knots. She was known as the “Princess of the Caribbean” here and she came in 1997.

Like the William Lines fast cruiser liners, many of these Sulpicio fast cruiser liners also met grim fates (but in general they lasted longer and that is why the PSSS — Philippine Ship Spotters Society have still photos of them). Everybody knows the fate of “Dona Paz” which collided with a tanker in Tablas Strait on December 20, 1987 that resulted in great loss of lives.

The “Dona Marilyn”, meanwhile, foundered in a typhoon off Biliran on October 24, 1988 on her way to Tacloban from Manila. The “Philippine Princess” was hit by fire while refitting in Cebu on December 5, 1997. She was towed to Manila where she was broken up. The “Iloilo Princess” was hit by another fire while also refitting in Cebu on July 4, 2003. She capsized in port and she was broken up, too.

The “Dipolog Princess” was the only survivor of the five. She was among the Sulpicio Lines ships suspended as a consequence of the capsizing of the “Princess of the Stars” in a typhoon in June of 2008. She never sailed again and she was just anchored in Mactan Channel and later moored at the Sulpicio wharf in Pier 7 in Mandaue, Cebu. Together with the “Princess of the Caribbean” she was sold to China breakers and she was demolished in Xinhui, China by Jiangmen Yinhu Ship Breaking Company on January 2011.

Now, even Sulpicio Lines is no more.

The Brief Career of Philippine President Lines (PPL) In The Inter-island Trade

Philippine President Lines. What a grandiose name! Obviously it took off from the American President Lines (APL) whose ships were named after the American Presidents. Similarly, Philippine President Lines (PPL) also named their ships after Philippine Presidents but not all (one reason is we don’t have many Presidents being a young republic). PPL was not as old as American President Lines being established only in the late 1950’s.

Philippine President Lines is an unusual shipping company in the Philippines because it took off and expanded so fast that in so short a time as in less than a decade it was already the biggest shipping company in the country. In the process, it even exceeded the venerable Compania Maritima or CM (and its subsidiary Maritime Company of the Philippines in the overseas trade) in the combined local and foreign trade (later, it was matched by Galleon Shipping Corporation, another company that also grew up very fast).

Philippine President Lines started in the local routes but they gave it up to a subsidiary after just four years and then concentrated on the foreign trade. Along the way, PPL acquired many ocean-going ships which sailed routes to the Far East, Japan and the US West Coast. In the process, the names of the ships of Philippine President Lines changed from “President” to “Liberty” to “Lucky”. Philippine President Lines died as a shipping company when their ships were already named “Lucky”. The company is still alive but its business now are by being ship agents and by engaging in ship manning.

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Photo credits: Philippine Herald and Gorio Belen

The first ship of Philippine President Lines was the FS-223 which was acquired from the US. By 1960, their inter-island passenger fleet was already set. The company was fortunate in this period because it was able to acquire former “AKL” ships which were already being disposed then by the US Navy. “AKL” ships were former “FS” ships that were retained by the US after the war for use of the US Navy in supplying out of the way small posts especially in the Pacific Ocean. “AKL” ships were supposedly better than its ex-”FS” sisters.

Philippine President Lines acquired their first ship in 1959 and this became the President Magsaysay in their fleet. In 1960, PPL acquired the former FS-220, also from the US and this became the first President Roxas. In 1960, too, their first “AKL” ship came, the former AKL-5 which became the President Quirino. In the same year, they also acquired the passenger-cargo ship Sirius from North Camarines Lumber Company which was not only involved in the logging and lumber business but also in shipping. This was the former FS-265 of the US Army.

In the same year 1960, Philippine President Lines also made a grand acquisition when then were able to acquire a former seaplane tender, the Onslow (AVP-48) which they then converted into a luxury liner with airconditioning and named as the President Quezon. The conversion took a year but when she was fielded she became the fastest liner in the Philippines at 18 knots, beating the old record-holder, the Don Julio of Southern Lines which was formerly a Ledesma Lines ship. In the same year, they were able to acquire another passenger-cargo ship which was named the Lake Taal which was not big enough to carry the name of a President.

In 1961, two former AKL ships from the US Navy reinforced their fleet. The AKL-1 and AKL-2 came which became the President Laurel and the President Osmena in their fleet, respectively. The two ships were the former FS-175 and FS-309 of the US Army (the US Army and not the US Navy operated the “FS” ships in the war). These former “FS” ships were all powered by versions of the 1,000-hp GM Cleveland engines which gave a maximum speed of 12 knots except for the President Laurel that was powered by an 800-hp Enterprise engine which was only capable of 10.5 knots.

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Photo credits: The Philippines Herald and Gorio Belen

The early routes of Philippine President Lines stressed Bicol ports and routes, three out of their five, in fact, in 1960. That was welcome development in the region because that time the Madrigal Shipping routes to Bicol were already flagging. The PPL’s Bicol route even reached Larap and J. Panganiban of Camarines Norte, the farthest Bicol ports from Manila and the diminutive Lake Taal was used in those ports as well as in the ancient port of Tandoc in Caramoan Peninsula.

By 1963, however, the inter-island operation of PPL were transferred to a subsidiary, the Philippine Pioneer Lines. Initially, the word “President” was dropped from the names of the ships but later the word “Pioneer” headed the name of the ships. Like the President Quezon which became Quezon became the Pioneer Iloilo. The number of ships increased but the routes to Bicol declined. Philippine Pioneer Lines then began to stress Cebu like most other shipping companies. Maybe they realized the traffic to Bicol ports was not really that much commensurate.

The significant addition to the Philippine Pioneer Lines fleet was the acquisition of the former Don Julio of Southern Lines which became the Pioneer Leyte in the Philippine Pioneer Lines fleet. Because of this, Philippine Pioneer Lines possessed the two fastest liners in the Philippine seas then.

This is the short tale of the inter-island career of Philippine President Lines. Its successor, the Philippine Pioneer Lines and its further successor, Galaxy Lines deserve a separate article maybe. Abangan!

quirino

Photo credit: Manila Chronicle and Gorio Belen

The M/S Don Claudio

In 1976, when Negros Navigation Company (Nenaco) felt the need for another liner they bought the “Okinoshima Maru” from Kansai Kisen KK and this became the M/S Don Claudio in their fleet. From a line of four brand-new liners starting with the “Dona Florentina” in 1965 to “Don Julio” in 1967, to “Don Vicente” in 1969 to the “Don Juan” in 1971, Negros Navigation was forced to buy second-hand because of the fast deteriorating value of the peso. This was no disgrace to Negros Navigation since when Martial Law was declared in the Philippines in 1972, no passenger liner shipping company was still able to buy brand-new.

The “Okinoshima Maru” was a cruiser ferry which means she was not a RORO. When she was built in 1966, the age of ROROs has not yet fully bloomed (it will come very soon in the era of the “Bypasses of the Sea” which started in the late 1960’s). Hence, she handled cargo by booms and she had these equipment fore and aft. Later, those cargo booms also handled container vans LOLO (Lift On, Lift Off). However, her early booms were not strong enough for 20-foot container vans. She mainly handled XEUs or the squarish 10-foot container vans. Her front boom had that characteristic A-frame which was rather rare.

The “Okinoshima Maru” was built by Sanoyas Shipbuilding Corporation or Sanoyasu of Japan in their Osaka yard. Her keel was laid in July of 1965 and she was completed in February of 1966. A steel-hulled ship, she had a raked stem and a cruiser stern, the common design combination of that cruiser era. She had two masts and two passenger decks originally. Her top deck superstructure then was mainly for the crew. The ship’s permanent ID was IMO 6603373. In Japan she was classed for open-ocean navigation which means routes to the outside of the four main Japan island and not just to the Inland Sea routes of Japan.

The ship was 92.6 meters in Length Over-all (LOA), a Length Between Perpendiculars (LBP) of 86.4 meters and 14.4 meters in extreme breadth and so her size was more or less equal of the fast cruisers being rolled out then here (except for some former European cruiser liners which have lengths of over 100 meters). Her original Gross Register Tonnage (GRT) was 2,721 tons but this later this rose this rose to 2,863 when scantling for open-air third-class accommodations were added at the top deck. She had a load capacity in Deadweight Tonnage (DWT) of 1,950 tons. The ship’s depth was 8.4 meters which means she was more stable than the other liners of the Negros Navigation fleet. Well, her wider breath also helped in that department.

After internal renovations locally, she can already accommodate 895 passengers in different classes. That was about par with most of the fast cruisers of that era, the 1970’s. Later, her passenger capacity rose to 963 and her Net Register Tonnage (NRT) increased to 1,108 tons. That figure shows her internal revenue-generating space in terms of passengers and cargo. She was powered by a single Mitsui-B&W engine of 3,850 horsepower that was good enough for 18 knots. The company claimed that was still her speed here. This means she can be classified as a fast cruiser here. She was given the call sign DZOC in the Philippines.

In those days, the routes of Negros Navigation from Manila was only Bacolod and Iloilo and so she did those routes together with the other fast cruisers of the company like the “Dona Florentina”, the “Don Julio” and the “Don Juan”. For the two routes which was more or less equidistant, she took 22 hours of sailing. For passenger ingress and egress, she had that famous sliding door at both sides of the ship. It was a contraption that was reassuring when seas are rough. Her superstructure extended to the side of the ship and there are no outside passageways. She then sailed practically trouble-free with no controversy for the next twenty years.

In the middle of the 1990’s, when Negros Navigation began receiving new RORO liners, the “Don Claudio” began serving Roxas City (Culasi port) aside from the routes to Bacolod and Iloilo. When more RORO liners arrived for Negros Navigation, she and fellow cruiser “Don Julio” was assigned the shorter routes to the small ports of northern Panay. Initially, she held the the Manila-Roxas City-Estancia (Iloilo) route. A little later, she also held the Manila-Dumaguit (Aklan)-Roxas City route of “Don Julio” in competition with the bigger “Our Lady of Naju” of WG&A. Incidentally, both were cruisers. And a little later again she pioneered the Manila-Estancia-San Carlos City (Negros Occidental) route.

She was then just sailing at 16 knots which was still somewhat decent (that was just about the speed of “SuperFerry 3”, “Our Lady of Medjugorje” and “Our Lady of Sacred Heart”, the “Zambonga City”, “Tacloban Princess”, “Masbate I” and better than “Maynilad”, “Cebu Princess”, “Surigao Princess” and “Palawan Princess”). Of course she cannot match the newer, faster RORO liners. In her whole career with Negros Navigation, she only held short and medium distance routes which was the equivalent of an interport call of rival shipping companies which means a sailing time of less than a day. San Carlos City was the longest route she held for Negros Navigation.

One night when I was aboard a liner on the way to Mindanao (sorry, I can’t remember the name of the ship now) I was surprised to see her in Dumaguete port. I asked around and found out she was doing or Negros Navigation was trying a Bacolod-Dumaguete-Cagayan de Oro route. I wished then she would succeed as no shipping company tried that route before and it might have been a valid route although Negros Navigation was already doing the Bacolod-Cagayan de Oro route with their liners from Manila. That shunting to minor routes was the fate then of the old cruiser liners of Negros Navigation. It seemed they had nowhere to go and nobody would still buy cruisers then except for the ship breakers.

She, together with “Don Julio” and not-so-reliable-anymore “Santa Ana” (later renamed “Super Shuttle Ferry 8”) was transferred to Jensen Shipping Corporation which was an attempt to try to fit former liners into extended overnight routes. It was with this company that she was tried on a Cebu-Bacolod-Iloilo-Puerto Princesa route. Well, this route looks like a liner route to me with its distance and many ports of call. I liked it then when shipping companies will still try to find a route somehow for their old ferries (and that is a reason I have a dislike for one particular shipping company which mastered in the early selling ships to the breakers).

I cannot gather exactly when “Don Claudio” stopped sailing. A database said she was laid up in 2009 but I think it might have happened earlier than that. There was even a report she was broken up as early as 2003. She is no longer in the MARINA database and nor is Jensen Shipping Corporation reflected to still have ships or operating. In almost all likelihood, she is already in shipping heaven.

 

 

[Photo Credit: Ray Smith                                                                                                                                 [Research Support: Gorio Belen]                                                                                                                   [Database Support: Jun Marquez/Mike Baylon/PSSS]