The Ten Ships From Europe That Vaulted Go Thong To No.1 Before The Break-up in 1972

In the 1960’s, Carlos A. Go Thong & Co., as it was known then. was able to latch their sail to a new commodity crop that will soon rise as the Number 1 commodity crop in the Philippines. That commodity crop was copra and its downstream product coconut oil. In the world this was the decade when coconut oil will displace animal oil (lard) as the primary cooking oil. The Philippines will become the Number 2 producer of copra in the world and the Number 1 exporter. Lu Do and Lu Ym will become the biggest aggregator of copra in the Philippines in that decade and its partnership with Go Thong and its subsidiary for international routes Universal Shipping with bring the two to the highest of heights in the trade of this commodity crop.

Go Thong will have many small ships with small passenger capacities or even none plying distant and out-of the way ports to load copra all over the Visayas and Mindanao. In many ports where they load copra, Go Thong will usually have big bodegas just for copra. In Iligan City, it was big as a city block and right there near the port and part of the city proper. All these copra will go to Lu Do and Lu Ym in Cebu and a portion of it will be milled into coconut oil, both crude coconut oil and refined coconut oil (this is what we buy from the supermarket and stores). The coconut oil and copra (mainly the latter) will be loaded in Universal Shipping vessels to be shipped to Europe (mainly West Germany) and the Far East. Other tankers, both foreign and local will also load coconut oil in the Lu Do and Lu Ym jetty in Cebu that is now partially enclosed by the SRP road.

Along the way with this trading in Europe, Go Thong was able to meet a broker or agent that promised them ten used European cargo-passenger ships that can be used in Philippine waters. In the middle of the 1960’s there was already a need for new liners in the inter-island routes as the population has already increased, the economy has already grown since 1945 and Mindanao was undergoing fast colonization (hence there was a need for ships to load people and cargo). At this time there were no more available former “FS”, former “Y”, former “F”, former PT boats and minesweepers and former “C1-M-AV1” ships from the US. Japan has no great supply yet of surplus ships as they were still in need of them to fuel their economic boom which was called the “Japan miracle”, their process of rising from the ashes of World War II to a great economic power of the world. It was only Europe that can provide the liners we needed then in the mid-1960’s.

These ten passenger-cargo ships for Go Thong along with a few local acquisitions and one from Japan vaulted a shipping company that was relatively late in the liner scene (they became a liner company only in 1954 with the launching of the lengthened ex-”F” ship Dona Conchita) to Number 1 in the very early 1970’s. They overtook the erstwhile leader Compania Maritima which was already then steadily losing ships through maritime accidents in what seemed to be a death wish. Aboitiz Shipping Corporation was then in the process of taking over the Philippine Steam Navigation Company (PSNC), their partnership with Everett Steamship. It had as many ships approximately but most of those were ex-”FS” ships whose size and quality cannot match with the new ships of Go Thong from Europe. Some of those have airconditioning and refrigeration because they were once refrigerated passenger-cargo ships in Europe and those were generally faster. Aboitiz Shipping through Everett Steamship had three good ships ordered new from Japan in 1955, the Legazpi, Elcano and Cagayan de Oro but Go Thong had more ships with airconditioning especially since they were able to acquire the former Gov. B. Lopez from the defunct Southern Lines which became the first Dona Ana.

The ten passenger-cargo ships from Europe which were fueled by the copra trade were the following:

The Gothong which was acquired from Cie Cherifienne d’Armament in 1963 whose first name was Cap Gris Nez. Later she was known as the Dona Pamela. She was built by Solvesborgs Varvs & Reden in Solvesborgs, Sweden in 1950. She measured 88.8 meters by 12.4 meters with a Gross Register Tonnage of 2,347 tons and Net Register Tonnage of 1,272 tons after modification. Her Deadweight Tonnage was 2,317 tons. She was powered with a single Atlas engine which gave her a top speed of 14 knots when new. Take note the US war-surplus ships usually ran only at 11 knots. She went to the fleet of Sulpicio Lines Inc. after the break-up in 1972.

The first Don Sulpicio which was acquired from Rederi A/B Samba in 1964 whose original name was the Colombia. Later she was known as Dona Gloria. She was built by Ekensberg in Stockholm, Sweden in 1947. Her measurements were 85.9 meters by 11.6 meters by 10.0 meters. The ship’s Gross Register Tonnage was 1,759 tons with a Net Register Tonnage of 1,079 tons. The Deadweight Tonnage was 2,235 tons. She was powered by a single Atlas engine of 2,000 horsepower which gave her a top speed of 13 knots when still new. She went to the fleet of Sulpicio Lines Inc. after the break-up.

The Tayabas Bay which was acquired from Liberian Navigation Company SA in 1965 which was first known as the Tekla. Later she was known as the Don Arsenio. She was built by Helsingor Vaerft in Elsinore, Denmark in 1945. She measured 110.0 meters by 14.0 meters by 8.7 meters with a Gross Register Tonnage of 2,306 tons and her Deadweight Tonnage was 4,197 tons. She was powered by a single Helsingors Jernskib engine which gave her a top speed of 14.5 knots when new. This ship was first used in the international routes. She went to the fleet of Carlos A. Gothong Lines Inc. after the break-up.

In 1966, two big sister ships came which were used in the international routes. These were war-surplus former US ships but acquired from European owners.

The Manila Bay, a sister ship of Subic Bay which acquired from from A/S J. Ludwig Mowinckels Rederi in 1966 was first known in Cape Pillar in the US Navy is a Type” C1-A” cargo used used for convoy duty during World War II. She was built by Pennsylvania Shipyard in Beaumont, Texas, USA. Her measurements were 125.7 meters by 8.3 meters and her Gross Register Tonnage was 5,158 tons and her Deadweight Tonnage was 6,440 tons. She was powered by a single Westinghouse engine of 4,000 horsepower which was good for 14 knots when new. This ship was bigger and faster than the Type “C1-M-AV1” ships of which the other local shipping companies have in their fleet then. She was broken up in 1973.

The Subic Bay, the sister ship of Manila Bay was acquired from O. Lorentzen in 1966. She was first known as the Cape St. George in the US Navy fleet and like Manila Bay she was built by Pennsylvania Shipyard in Beaumont, USA but in the year 1942. She had the same external measurements as Manila Bay but her Gross Register Tonnage was a little lower at 5,105 tons and but her Deadweight Tonnage was the same. She had the same powerplant and top speed as the Manila Bay. She was broken up in 1973.

The Dona Rita which was acquired from Cie de Nav Mixte in 1967 was first known as the Tafna. She was built by Lorient Arsenal in Lorient, France in 1949. She measured 95.3 meters by 14.0 meters and she had a Gross Register Tonnage of 2,063 tons and her Deadweight Tonnage was 2,147 tons. She had just a single engine but her top speed when new was 15 knots. She went to the fleet of Lorenzo Shipping Corporation after the break-up in 1972.


The Dona Helene which was acquired from Cie Generale Transatlantique in 1968 was originally known as the ship Atlas. Later she was known as the Don Alberto. She was built in 1950 by the Chantiers et Ateliers de Provence in Port de Bouc, France. She measured 95.4 meters by 14.0 meters by 8.5 meters and her Gross Register Tonnage was 2,317 tons. Her Net Register Tonnage was 957 tons and her Deadweight Tonnage was 2,267 tons. She also had a single engine, a 3,000-horsepower Sulzer and her top speed when knew was 13 knots. She went to the fleet of Sulpicio Lines Inc. after the break-up.

In that same year 1968, two sister ships were acquired from Norddeutscher Lloyd.

The Don Lorenzo which was acquired from Norddeutscher Lloyd in 1968 and was first known as the Liebenstein and was a sister ship of Don Camilo. Later she was known as the Dona Julieta. She was built in 1951 by Bremer Vulkan in Vegesack, West Germany. Her measurements were 105.1 meters by 14.2 meters by 8.7 meters. The ship’s Gross Register Tonnage was 2,353 tons, her Net Register Tonnage was 1,275 tons and her Deadweight Tonnage was 3,175 tons. She carried 411 passengers. The Don Lorenzo was powered by a single Bremer Vulkan engine of 3,800 horsepower and she was fast at 16 knots top speed when new. She went to the fleet of Sulpicio Lines Inc. after the break-up.

The Don Camilo was also acquired from Norddeutscher Lloyd in 1968 and was first known as the Liechtenstein. She was the sister ship of Don Lorenzo which was also known as Dona Julieta. She was also built in 1951 by Bremer Vulkan in Vegesack, West Germany. She had the same external measurements as her sister ship. Likewise, their dimensional measurements – GRT, NRT and DWT were also the same. She had the same 3,800-horsepower Bremer Vulkan engine which was good for a fast 16 knots when new. This speed was the same as the luxury liners then running the inter-island water. She went to the fleet of Sulpicio Lines Inc. after the break-up.

The second Don Sulpicio was acquired from H/f Eimskipafelag Islands in 1969. She was first known as the Dettifoss and she was a refrigerated passenger-cargo ship and hence she had refrigeration and airconditioning and was a modified version of a luxury ship. She was in effect the flagship of the company from 1969 to 1975 when the third Don Sulpicio came and she became known as the Don Carlos Gothong. She was built in 1949 by Burmeister & Wein (yes, the B&W) in Copenhagen, Denmark. She measured 94.6 meters by 14.0 meters and her Gross Register Tonnage was 2,918 tons and her Deadweight Tonnage was 2,700 tons. She was powered by a single B&W engine and her top speed was fast at 16 knots when new. She went to the fleet of Sulpicio Lines Inc. after the break-up.

In 1972, one more ship arrived from Europe which became the Dona Angelina. She was the former Touggourt from Cie de Nav Mixter like the like the Dona Rita. She was also built by Provence in Port de Bouc in 1950. Her measurements were 91.4 meters by 14.0 meters and her Gross Register Tonnage was 2,696 with a Net Register Tonnage of 1,600. Her Deadweight Tonnage is 2,269. She had a Loire engine of 3,000 horsepower that gave her a design speed of 13.5 knots. Dona Angelina went to Sulpicio Lines after the break-up in 1972.

Now, i don’t know why the total is 11. Maybe Dona Angelina is not part of the ten-ship deal as she came three years later than that burst in 1963 to 1969. All were bigger and faster than ex-”FS” ships, even those lengthened ones and they were generally in the size of the former “C1-M-AV1” ships but faster. 

 In this period, Go Thong also acquired other ships from local sources. They took over the former Dona Aurora of the Maritime Company of the Philippines (the international line of Compania Maritima) in 1965 and she became the Sarangani Bay. She was used in the international routes like when she was under the Maritime Company of the Philippines.

In 1966, Go Thong acquired the Gov. B. Lopez from Southern Lines, the only luxury liner of their fleet and which has airconditioning and refrigeration. This became the first Dona Ana. This ship was a local-built by NASSCO in Mariveles, Bataan and she went to Lorenzo Shipping Corporation after the break-up.

Also in 1966, Go Thong acquired the Don Amando from Northern Lines. This was the former Tomokawa Maru from Japan built by Kawasaki Shipbuilding Corporation in Kobe, Japan. In the Go Thong fleet, she was first known as the Dona Hortencia before she became known as the Dona Paz (this is an earlier Dona Paz and not the infamous Dona Paz which was formerly the Himeyuri Maru) in the fleet of Carlos A. Gothong Lines Inc.

A grand total of 15 ship additions from 1963 to 1972 and actually 14 from 1963 to 1969, probably the fastest addition of liners in Philippine shipping history! Including minor ships in out-of-the-way routes, by 1972 Go Thong had already a fleet of more than 30 vessels including cargo ships with more than 20 of those being passenger-cargo ships. This was the biggest fleet then with more than the total of Aboitiz Shipping Corporation and PSNC which only had over 20 vessels. Actually, even in 1970, the start of the new decade they already had the biggest fleet in the inter-island waters. Not included in the comparison was the bigger Philippine President Lines which was in ocean-going routes and its rise was fueled by something else.

In the split of 1972, 16 ships went to the new Sulpicio Lines Inc. Most of these were liners and it included 6 of those 10 ships (two, the Manila Bay and Subic Bay might have been retained by Universal Shipping until their break-up). Compania Maritima had a grand total of 19 ships in 1972.

Even with the split, Sulpicio Lines Inc. started with still one of the biggest fleet in the country at probably third rank in grand total. They did not start at the bottom (and will soon rise to Number 1 again).

That was the rise of Go Thong then which was real fast by any measure.


Photo Credits: Gorio Belen, Philippine Herald, Philippine Ship Spotters Society


In The Middle of the 1960’s We Needed New Liners and Europe Filled That Need And Not Japan

With the exception of De la Rama Steamship Company, the Philippine liner shipping companies that were born or resurrected after World War II were dependent on the former “FS” (for Freight and Supply) ships from the US Navy. That type of ship was the backbone of our postwar passenger fleet; it was also the most numerous. One reason for that was so many of that type was built during World War II and most were deployed in the Pacific Ocean campaign of the US. Having to pay for the Philippine prewar ships they requisitioned for the war effort that type became the most common replacement given by the US together with the former “F” ships. Aside from direct replacement, the US also had to dispose so many of them and instead of bringing them back to the US where they have no use of them, many were just given to the Philippine government as aid and reparations. The Philippine government then put them up for sale at near-bargain prices (about $60,000 only; where can you get a ship that cheap?). Of course, as always, political considerations mattered and so those who have political connections had the inside track in the purchase of these vessels.

Many of the Philippine liner shipping companies were so enamored with these former “FS” ships that they practically purchased no other vessel type for the next twenty years after the war. Among those were William Lines Incorporated, Southern Lines Incorporated (they also had former “F” ships too) and General Shipping Corporation. In other liner shipping companies’ fleets like that of Philippine Steamship Navigation Company/Everett Steamship, Hijos de F. Escano Incorporated and Manila Steamship Company, the former “FS” ships were in clear majority. Even in the venerable Compania Maritima’s fleet half of those were former “FS” ships. Meanwhile, half of fleet of Madrigal Shipping Company was composed of former “Y” ships which were related to the former “FS” ships. These were former tankers converted into passenger-cargo ships. There was no Negros Navigation Company route then yet to Manila. What had a route then to Manila was the small Ledesma Shipping Lines. Negros Navigation Company became a liner company when they and Ledesma Shipping Lines merged.

Being “enamored” with former “FS” ships also had a reason. They were cheap and while they may be basic sea transportation, the passengers were willing to put up with its deficiencies. And for whatever deficiency, sometimes good food is enough to make passengers overlook it. And so whenever a former “FS” ship becomes available in the market the liner shipping companies readily snapped it up. That goes true even for the fleet of the shipping companies that quit the shipping business like Manila Steamship in 1956 (along with some much smaller shipping companies).

The future great Carlos A. Go Thong & Company was not among the recipients of ships from the US as reparation. Their first ships were salvaged “F” ships that they bought. They only had their first ex-”FS” ships when they bought out the Pan-Oriental Shipping Company of the Quisumbings of Mandaue which then went into motorcycle assembly (the Norkis-Yamaha concern). Like Go Thong, the style of the other smaller passenger liner shipping company was to lengthen the hull of the former “F” ships so these will be “FS” ships equivalent. That was the origin of the first flagship of Go Thong, the Dona Conchita. However, some other small liner shipping companies which did not have enough capital or were just sailing minor routes simply sailed straight their small ex-”F” ships. Some other were also using converted minesweepers and PT boats. Many of the shipping companies in regional routes were using converted “F” ships and converted minesweepers.

These former “FS” ships like the other war surplus ships from the US like the “C1-M-AV1” ships were classified as “passenger-cargo” ships. Obviously, they carry passengers and cargo but it actually has a deeper meaning. In those days, passenger liner shipping companies don’t normally operate pure cargo ships like these recent decades. It is actually these passenger-cargo ships that carry the bulk of cargo in the inter-island route in liner operations (which means there is a fixed route and schedule). The passenger capacities of the ships then were small (there were no 1,000-passenger capacity liners then yet and tops then was just about 700 passenger capacity and normal was just about 300). What was more prized then sometimes were the cargo holds of the ships. Handled by booms (there were no container vans yet) the interport hours were long and departures especially in the interports were not prompt. As long as there is cargo to be loaded, the ships would not leave. Unloading of cargo then in the interport can already take several hours and with so many interport calls the longest-distance ports like Davao takes one week to be reached.

In the mid-1960’s the workhorse fleet from former US Navy ships were already long in the tooth. There were no more of that type to replace the hull losses and our population and trade was growing. Mindanao too has already experienced great migration from the Visayas and so migrants had to travel and goods had to be exchanged. Obviously there was a need to refleet or add to the fleet. The only company that was still able to acquire former “FS” ships from the US in the 1960’s was the newly-established Philippine President Lines, a shipping company well-backed from the highest circles of government. Most of what they were able to acquire were former “AKL” ships of the US Navy. These were former “FS” ships retained by the US Navy after the war and refurbished for use in supplying the many scattered islands and bases of the US in the wide Pacific Ocean. These ships were among the last of its type released by the US.

Some liner shipping companies which had easy starts because of political connections, specifically, Southern Lines Incorporated and General Shipping Corporation shirked from the challenge and quit shipping and simply sold their ships. Southern Lines’ ships went to various liner shipping companies while that of General Shipping Company was divided between Aboitiz Shipping Corporation and Sweet Lines Incorporated. Amazingly, this gave birth to two separate events and entities. Once again, Aboitiz Shipping Corporation had a fleet of its own (before they were just a partner in the Philippine Steamship and Navigation together with Everett Steamship of the US; before the war they were partners with Hijos de F. Escano in La Naviera Filipina). The second event and entity was the regional shipping company Sweet Lines Incorporated became a long-distance liner company. General Shipping Corporation, meanwhile, followed another bandwagon and moved into foreign routes using ships chartered from the National Development Corporation of the Philippine government. It was not difficult for them because they were well-connected politically.

Since no surplus ships were still available from the US then a new source had to be found. Japan by this time was still building their merchant fleet because these were the years of Japan’s “economic miracle” of galloping growth and so no surplus ships were still available from them at that time. The only logical place to look at would then be Europe as the US as a nearly solid continental country has many locomotives and rail wagons but not passenger liner ships. Before this time Compania Maritima has already shown the way in sourcing surplus passenger-cargo ships from Europe. It was easy for them since they have Spanish origins and connections.

I will start from the companies that made moves in acquiring passenger cargo-ships from Europe starting from the one which made a big move. It was the shipping company Carlos A. Go Thong & Co. that was not a recipient of US reparations which took a big gamble in acquiring passenger-cargo ships from Europe. I don’t know but maybe there should not be a great deal of surprise there as they did not get any favors from the US or the government before which means they will have to pull their own bootstraps up themselves if they want to move up. And over a period of six years until 1969 they acquired a total of 9 European passenger-cargo ships for local waters (the Gothong, Dona Pamela, the Dona Gloria, Tayabas Bay, the Dona Rita, the Dona Helene, the Don Lorenzo, the Don Camilo and the first Don Sulpicio. Aside from the nine, Go Thong was able to acquire the big ships Subic Bay, Manila Bay and Sarangani Bay. The first two were C1-A ships of US built but acquired from Europe while the last was a former ship of De la Rama Steamship. Also acquired in the same period was Dona Anita, the former Governor B. Lopez of Southern Lines which has airconditioning and the Dona Hortencia, a former Northern Lines ship of Japanese origins.

Three of these ex-European ships were former refrigerated cargo ships and that means a lot because with refrigeration facilities then Go Thong can then build First Class sections, lounges and restaurants that have airconditioning. So cold drinks will be available anytime too (when the bulk of Filipino homes don’t have refrigerators yet) along with the capacity to carry loads that should remain frozen or chilled. These things were simply not possible with the ex-”FS” ships and besides these former ships from Europe were bigger, a little faster and they have big cargo holds which means more capacity for generating profitable runs. With 14 ship acquisitions Go Thong was already more than Compania Maritima in the inter-island routes before they broke up in 1972 even though they are using their big ships to Europe and the Far East.

For a major, William Lines Inc. had a rather tepid response. They only acquired two surplus ships from Europe (the sister ships Virginia and Zamboanga City, the first) in the mid-1960’s but they bought two former “FS” ships (the Dona Maria and Don Jose) let go by the other liner shipping companies (yes, they have a definite liking for that). The new liner company Sweet Lines Inc. acquired only one surplus passenger-cargo ships from Europe in this period (the Sweet Bliss) and that is understandable as they were just a new liner company. However, they also bought two passenger-cargo ships discarded by the other liner companies (these were not former “FS” ships).

Meanwhile, Aboitiz Shipping Corporation, at the same time did not purchase any passenger-cargo ship from Europe. But in Philippine Steamship Navigation Company (PSNC) they had three passenger-cargo ships which has airconditioning and refrigeration which only arrived in 1955 (The Legaspi, Elcano and Cagayan de Oro). In effect, for them this is their equivalent of the passenger-cargo ships from Europe. The Philippine President Lines and its successor company for local routes Philippine Pioneer Lines purchased only one passenger cargo ship from Europe (the Aguinaldo) as they were already concentrating on their international routes (and that ship was soon passed to their foreign operations). In fact, they soon transferred their local operations to their subsidiary Philippine Pioneer Lines.

Special note should be given to two liner shipping companies that took a different tack and the higher road — those that purchased brand-new liners instead of surplus. One of them was Hijos de F. Escano (later known as Escano Lines). What they did was to take out loans and they ordered three brand-new passenger-cargo liners from West Germany which already had airconditioning. These are the Fatima, Agustina II and Fernando Escano II. Negros Navigation Company, meanwhile, which is establishing itself as a liner company outdid them and took a different supplier. They ordered brand-new liners with airconditioning starting in 1962 which was followed by one each in 1965 and 1967. Those ships were the second Princess of Negros, the Dona Florentina and the beautiful Don Julio, the second. The difference was they ordered their liners from Japan except for the first which was ordered from Hongkong.

Compania Maritima also ordered one brand-new liner with airconditioning from West Germany, the Visayas. Compania Maritima also acquired two big cargo-passenger ships from De la Rama Steamship, the Lingayen Gulf and the Sarangani Bay. They also acquired a local-built liner from General Shipping Corporation that had already airconditioning which they renamed as the Mactan. As a footnote, Sweet Lines Inc. also ordered one brand-new liner from West Germany, the Sweet Grace which for me was rather surprising for a new liner company given that older but more “conservative” liner companies did not go into this direction.

Among those that did not make moves were Madrigal Shipping Company and De la Rama Steamship, two formerly revered names in shipping. Madrigal Shipping Company were then already disposing ships either to the breakers or to other companies. Among the local liner shipping companies, they, together with the already-defunct-then Manila Steamship Company had the penchant for buying really old ships from Europe before and so its expected life is not long. Moreover, Madrigal Shipping Company was by this time already losing in their quixotic routes to Northern Luzon and Northern Bicol and it was just practically using the remaining life of the ferries they have not disposed off. They had only one ship acquired from Europe in this period that they did not immediately dispose of and this was the Viria. Like the rest of their acquisitions this was small because their routes were minor compared to the rest. Hence, this acquisition was not comparable to the European acquisition of the others.

Meanwhile, De la Rama Steamship at the middle of the 1960’s was beginning to function just as international shipping agents. They have already disposed then of almost all their ships including those chartered from the National Development Corporation and they have long disposed of their former “FS” and “F” ships. Two of their big ships went to Compania Maritima in this period.

The smaller passenger liner companies with lesser routes and revenues proved incapable of moving up to the European category of ships, brand-new or surplus. However, four upstart companies tried to join this trend. The new Dacema Lines Incorporated was able to purchase two old passenger-cargo liners from West Germany in 1967, the Athena and the Demeter. The new E. K. Litonjua Steamship Company Incorporated/Eddie Steamships (Philippines), Incorporated was able to do likewise with three old passenger-cargo ships from various countries, the Sultan KL, the Aurelio KL and the Eddie KL. Another upstart, the Northern Lines Incorporated was able to acquire two passenger-cargo ships in this period (along with cargo ships), the Don Salvador and the Don Rene and surprisingly the source of their ships was Japan. Another newcomer, the MD Shipping Corporation was also able to procure a surplus passenger-cargo ship from Norway, the Leon. Except for the Northern Lines ships the ship mentioned did not really last long because they were already old when they can here.

These moves or non-moves determined the fate of the liner shipping companies for the next ten years. With the bold move of Carlos A. Gothong & Co. they moved up fast in the totem pole of the local liner shipping companies that by the start of the 1970’s they were not only barking at the heels of Compania Maritima but has already achieved parity or were even slightly ahead already in the inter-island routes. On the other end of the pole those that did not acquire any or practically had no acquisition were already gone from the inter-island routes in the next ten years and this included Philippine Pioneer Lines and the successor company Galaxy Lines. Madrigal Shipping Company by then had also disposed of almost of their ships and had almost no more ships sailing. The ships of the two companies many of which were ex-”FS” and ex-”Y” ships went to minor liner companies NCL/NORCAMCO Lines (the former North Camarines Lumber) and N&S Lines.

All these moves or non-moves in the middle of the 1960’s determined the fate and the positions of the liner shipping companies from the late 1960’s to the early 1970’s. Go Thong, a relative newcomer in liner shipping moved up a lot in liner shipping tier with their big acquisition. The liner shipping companies that made enough acquisitions in the mid-1960’s chugged along and generally did not lose rank for the next decade, relatively. Among these were Compania Maritima, William Lines Inc., Sweet Lines and Escano Lines. Philippine Steamships and Navigation Co. declined. The ex-”FS” ships were no longer as competitive in the 1970’s and the “C1-M-AV1” ships did not prove resilient and the the Type N3 ships even less durable. Negros Navigation Company was on the way up as they have new ship. The smaller liner companies that were still dependent of ex-”FS” ships (and the related ex-”Y” ships) and the ex-”F” and former minesweepers and were not refleeting were already on the way down. That included Bisayan Land Transport, NORCAMCO, N&S Lines, Rodrigueza Lines and many other small operators.

As recap, twenty years after our inter-island fleet basically relied on war-surplus ships from the US, the first augmentation we had were ferries sourced from Europe as ships from Japan were still rare in the mid-1960’s because they were in the midst of their own economic boom. Up to the end of the 1960’s and early 1970’s we will still source liners from Europe (like the legendary Sweet Faith). It will in the next decade when Japan will be our main supplier of surplus passenger ships.

So from war-surplus ships from the US in the end of the war and up to early 1960’s to European surplus ships in the 1960’s to Japan surplus ships in the 1970’s – these were what marked the early periods of our postwar liner shipping, the period most people now are no longer aware of. This article seeks to fill that void.

[Photo Credit:]