GLENSHIEL
(4) was built in 1946 by Caledon Shipbuilding & Engineering
Co. at Dundee with a tonnage of 10203grt, a length of 496ft,
a beam of 64ft 4in and a service speed of 15 knots. The keel
was laid for the fast 'Empire' Class Empire Chieftan but completed
as the Stentor (4) for Blue Funnel. She was transferred to Glen
Line in 1958 and renamed Glenshiel but reverted to Stentor under
the ownership of China Mutual Steam Navigation Co. in 1963.
On 1st April 1975 she was sold in Singapore and renamed Tento
for the 6 day passage to Taiwan where she was broken up. (Photo
from the Iain Lovie Collection)
GLENLYON
(2) was built in 1962 by Nederlandsche Dok & Schps at Amsterdam
with a tonnage of 11918grt, a length of 543ft 8in, a beam of
74ft 7in and a service speed of 20 knots. She was one of four
vessels of the 'Glenlyon' Class and entered service in October
1962. Unfortunately, the introduction of containerisation made
them obsolete and uneconomical before the end of their expected
life. During 1976 she made several voyages for Blue Funnel with
change of funnel colour but not the name and in 1977 she was
placed under Ben Line management with a pale yellow funnel but
without their grey hull. In 1978 she was laid up at Tilbury
until, in the June, she was acquired by Univan Ship Management
of Singapore for Tabard Shipping Co. of Monrovia and renamed
Emerald Express. She was sold for scrap in February 1979 after
a working life of only 17 years and arrived at Kaohsiung for
breaking up by Sie Yung Steel Wire Mill Co. on 30th March. (Photo
by Fotoship)
GLENOGLE
(4) was the second of the 'Glenlyon' Class built in 1962 by
Fairfield Shipbuilding and Engineering Co. at Glasgow with a
tonnage of 11918grt, a length of 543ft 8in, a beam of 74ft 8in
and a service speed of 20 knots. In January 1976 she was the
first Glen vessel to call at Birkenhead since the Glenorchy
in 1945 with the difference that she also loaded there. She
was placed under Ben Line management in 1977, with a yellow
funnel, but only until January 1978 when she was sold to the
Hemisphere Shipping Co. of Hong Kong and renamed Harvest. In
1979 she was transferred to China Ocean Shipping Co. of Shanghai
and renamed Yang Cheng. She is still operating with that company.
(Photo: by Paul Boot)
FLINTSHIRE
(3) the third 'Glenlyon' was built in 1962 by C van der Giessen
Schps at Krimpen with a tonnage of 11926grt, a length of 543ft
8in, a beam of 74ft 8in and a service speed of 20 knots. In
1974 she was transferred to N.S.M 'Oceaan' without a change
of name but with a blue funnel and in 1977 was placed under
an Elder Dempster charter to Nigerian National Line who were
using Ocean Transport and Trading ships to maintain their share
of the UK-West Africa Conference. She was placed on a voyage
charter with Djakarta-Lloyd in 1978 before being laid up in
Singapore. In June of that year she was acquired by Univan Ship
Management for operation by Bastion Maritime Inc. of Monrovia
and renamed Orient Express. but only until May 1979 when she
arrived in Kaohsiung for breaking up by Sie Yung Steel Wire
Mill Co.
GLENFALLOCH
(2) the last of the 'Glenlyon' Class was built in 1963 by Fairfield
Shipbuilding and Engineering Co. at Glasgow with a tonnage of
11918grt, a length of 543ft 8in, a beam of 74ft 7in and a service
speed of 20 knots. In 1977 she was placed under Ben Line management
as part of the Ben-Ocean fleet with a yellow funnel. She was
sold, in January to the Peoples Replublic of China with the
Glenogle and renamed Qing He Cheng by the China Ocean Shipping
Co. later restyled as the Shanghai Ocean Shipping Co., COSCO-Shanghai.
She is still operating with that company. (Photo by Iain Lovie)
GLENALMOND
(1), one of four 'Priam' Class ships built for Glen Line, was
built in 1966 by Mitsubishi Heavy Industries Ltd at Nagasaki
with a tonnage of 12229grt, a length of 563ft 6in, a beam of
77ft 9in and a service speed of 21 knots. Within 10 years the
class was made obsolete by containerisation. In 1973 she was
transferred to China Mutual Steam Navigation Co. and renamed
Patroclus (5) operating a joint service with the Swedish America
Line and with their funnel. She was transferred to N.S.M. 'Oceaan'
in 1974 with the same name but a blue funnel until 1978 when,
after being laid up for a short period, she returned to Glen
Line and was placed on the Ben-Ocean joint service. In February
1982 she was sold to Rajab & Co. of Jedah and renamed Rajab
1. On 18th July 1984 she arrived on fire at Port Rashid in the
United Arab Emirates, was condemned and sold to the local company
Molasses Trading & Export Co. and renamed Sahar. Later that
year, on 26th November, she arrived at Gadani Beach in Pakistan
for breaking up. (Photo by R.J.Weeks)
GLENFINLAS
(4), a 'Priam' Class vessel, was built by John Brown & Co.
(Clydebank) Ltd. in 1967 with a tonnage of 12094grt, a length
of 563ft 11 in, a beam of 77ft 9in and a service speed of 21
knots. She was transferred to Blue Funnel in 1972, renamed Phemius
(5) and in 1978 was again transferred to the Holt controlled
China Navigation Co. with the name Kweichow. In 1983 she was
sold to the Saudi Venture Corp. and managed by Orri Nav.Lines
S.A. of Damman as the Saudi Kawther until the following year
when she was broken up. (Photo from the Iain Lovie Collection)
PEMBROKESHIRE
(2), another 'Priam' Class ship, was built in 1967 by Mitsubishi
Heavy Industries Ltd at Nagasaki with a tonnage of 11299grt,
a length of 563ft 6in, a beam of 77ft 9in and a service speed
of 21 knots. She commenced life fulfilling the Shire element
of the Far East Conference but in 1972 was transferred to Blue
Funnel as the Phrontis (2) and later in the year moved over
to the China Mutual S.N. Co. In 1978 she was chartered to Wilhelm
Wilhelmsen and given a black funnel with two pale blue bands.
Sold to the Gulf Shipping Lines of London in 1982 she was renamed
Gulf Osprey and in 1983 became the Iran Ejtehad of the Islamic
Republic of Iran Shipping Lines of Bandar Abbas. It appears
that she is no longer operating with that company. (Photo from
the Iain Lovie Collection)
RADNORSHIRE
(3), the last of the 'Priam' Class, was built in 1967 by Vickers
Armstrong & Co. at Newcastle with a tonnage of 12094grt,
a length of 563ft 6in, a beam of 77ft 9in and a service speed
of 21 knots. On completion she operated the Shire element on
the Far East Conference but in 1973 she was transferred to the
China Mutual S.N. Co. as the Perseus (4). In 1978 she moved
across to John Swire's China Navigation Co., a company in which
Holt's had a substantial equity interest, and renamed Kwangsi.
By 1981 she had been sold and was operating under the name Asia
Dragon until the following year when she was sold to the Saudi
Venture Corp of Jeddah and renamed Saudi ZamZam. Later in 1982
ownership changed to Saudi Falcon Co. and in 1984 she became
a casualty of the Iran-Iraq war, was condemned and broken up
in China. (Photo: John Clarkson Collection)
GLENAFFRIC
(3) was built in 1952 by Caledon Shipbuilding and Engineering
Co. at Dundee with a tonnage of 7802grt, a length of 489ft 9in,
a beam of 64ft 3in and a service speed of 16 knots. On completion
she was delivered to Blue Funnel as Nestor (4) and transferred
to Glen in 1968 but only until 1970 when she returned to Blue
Funnel as the Orestes (5). She was sold in 1971 to the Aegis
Group of N.D.Papalios, renamed Aegis Dignity, and operated by
Adelias Maritime Co. of Cyprus and later by Kimon Cia.Nav.S.A.
of Piraeus. On 21st November 1973 she was sold to the Chinese
for scrap and broken up at Whampoa. (Photo: by Iain Lovie)
GLENROY
(4), one of three 'Mark A5' vessel, was built in 1955 by Vickers,
Armstrong & Co. at the Walker Naval Yard, Newcastle, with
a tonnage of 7968grt, a length of 491ft 5in, a beam of 62ft
4in and a service speed of 15 knots. She was completed as the
Demodocus (2) for Blue Funnel and transferred to Glen Line in
June 1970 but only until April 1972 when she reverted back to
Blue Funnel and her original name. In April 1973 she was sold
to Nan Yang Shipping Co. of Macao under the management of Dawn
Maritime Corp. of Panama but Chinese controlled and renamed
Hungsia. She became the Hong Qi 137 of the Bureau of Maritime
Transport Administration, Canton Division in 1979 and in 1982
was condemned as a casualty and scrapped. (Photo from the Iain
Lovie Collection)
GLENBEG
(3), the second 'Mark A5', was built in 1956 by Caledon Shipbuilding
& Engineering Co. at Dundee with a tonnage of 7980grt, a
length of 491ft 5in, a beam of 62ft 4in and a service speed
of 15 knots. On completion she was delivered to the China Mutual
S.N. Co. as the Diomed (5) and used as a training ship for 35
Holt Group cadets. She transferred to Glen Line in June 1970
but only until May 1972 when she reverted back to the China
Mutual S.N. Co. and Diomed. In February 1973 she was sold to
Nan Yang Shipping Co. of Macao and renamed Kaising. Registered
in Mogadishu and flying the Somali flag she was operated by
the Golden City Maritime Corp. S.A. and subsidiary of the Ocean
Tramping Co. of Panama but controlled by the Chinese. She was
broken up in in 1983 at Kaohsiung. (Photo from the Iain Lovie
Collection)
GLENFRUIN
(3), the third 'Mark A5' ship, was built in 1956 by Harland
& Wolff at Belfast with a tonnage of 7960grt, a length of
452ft 9in, a beam of 62ft 4in and a service speed of 15 knots.
She was delivered to Blue Funnel as the Dolius (3) and transferred
to Glen in April 1972 but only until April 1972 when she reverted
back to Blue Funnel and Dolius. Later in 1972 she was sold to
Man Yang Shipping Co. of Macao but registered at Mogadishu with
the name Hungmien. She was sold on to the Bureau of Maritime
Transport Administration, China and renamed Hong Qi 119 in 1977.
In 1985, under the same ownership, she was renamed Zhan Dou
51 and registered at Canton, but appears to have ceased operating
in the meantime. (Photo from the Iain Lovie Collection)
GLENLOCHY
(3), identical to the Glenroy but designated 'Mark A6', was
built in 1957 by Vickers-Armstrong (S.B.) Ltd. at Newcastle
with a tonnage of 7965grt, a length of 491ft 5in, a beam of
62ft 4in and a service speed of 15 knots. She was completed
in July as the Antenor (4) for Blue Funnel and transferred to
Glen in November 1970 but only until June 1972 when she reverted
back to Blue Funnel with the name Dymas (2). In April 1973 she
was sold to Nan Fang Shipping Co. of Macao and renamed Kaiyan
where she remained until 1976 when she was sold to Highseas
Nav. Corp.S.A. of Panama, but under Chinese control, with the
same name. She was broken up in 1982.
GLENALMOND (2) was built in 1950 by
Vickers, Armstrong & Co. at Newcastle with a tonnage of
10109grt, a length of 515ft 5in, a beam of 68ft 3in and a service
speed of 18 knots. She was delivered on 22nd January 1950 to
China Mutual S.N. Co. as the Patroclus (4). On 28th November
1962 she grounded in Table Bay, minor damage being repaired
locally, and in February 1967, whilst in Glasgow, had a fire
which was quickly extinguished. She was transferred to Glen
Line in early 1972 but within months had reverted back to China
Mutual as the Philoctetes (2) because Glenalmond (1) had taken
the name Patroclus (5). However, the last transfer was only
for her final voyage from Swansea to the breakers yard at Taiwan
where she arrived on 13th February 1974 at the yard of Chai
Tai Steel Co. She was the last Glen ship and, as Philoctetes
had the shortest career of any Holt named ship.
GLENSHIEL
(4) was built in 1946 by Caledon Shipbuilding & Engineering
Co. at Dundee with a tonnage of 10203grt, a length of 496ft,
a beam of 64ft 4in and a service speed of 15 knots. The keel
was laid for the fast 'Empire' Class Empire Chieftan but completed
as the Stentor (4) for Blue Funnel. She was transferred to Glen
Line in 1958 and renamed Glenshiel but reverted to Stentor under
the ownership of China Mutual Steam Navigation Co. in 1963.
On 1st April 1975 she was sold in Singapore and renamed Tento
for the 6 day passage to Taiwan where she was broken up. (Photo
from the Iain Lovie Collection) .jpg)
GLENLYON
(2) was built in 1962 by Nederlandsche Dok & Schps at Amsterdam
with a tonnage of 11918grt, a length of 543ft 8in, a beam of
74ft 7in and a service speed of 20 knots. She was one of four
vessels of the 'Glenlyon' Class and entered service in October
1962. Unfortunately, the introduction of containerisation made
them obsolete and uneconomical before the end of their expected
life. During 1976 she made several voyages for Blue Funnel with
change of funnel colour but not the name and in 1977 she was
placed under Ben Line management with a pale yellow funnel but
without their grey hull. In 1978 she was laid up at Tilbury
until, in the June, she was acquired by Univan Ship Management
of Singapore for Tabard Shipping Co. of Monrovia and renamed
Emerald Express. She was sold for scrap in February 1979 after
a working life of only 17 years and arrived at Kaohsiung for
breaking up by Sie Yung Steel Wire Mill Co. on 30th March. (Photo
by Fotoship) .jpg)
GLENOGLE
(4) was the second of the 'Glenlyon' Class built in 1962 by
Fairfield Shipbuilding and Engineering Co. at Glasgow with a
tonnage of 11918grt, a length of 543ft 8in, a beam of 74ft 8in
and a service speed of 20 knots. In January 1976 she was the
first Glen vessel to call at Birkenhead since the Glenorchy
in 1945 with the difference that she also loaded there. She
was placed under Ben Line management in 1977, with a yellow
funnel, but only until January 1978 when she was sold to the
Hemisphere Shipping Co. of Hong Kong and renamed Harvest. In
1979 she was transferred to China Ocean Shipping Co. of Shanghai
and renamed Yang Cheng. She is still operating with that company.
(Photo: by Paul Boot) 
FLINTSHIRE
(3) the third 'Glenlyon' was built in 1962 by C van der Giessen
Schps at Krimpen with a tonnage of 11926grt, a length of 543ft
8in, a beam of 74ft 8in and a service speed of 20 knots. In
1974 she was transferred to N.S.M 'Oceaan' without a change
of name but with a blue funnel and in 1977 was placed under
an Elder Dempster charter to Nigerian National Line who were
using Ocean Transport and Trading ships to maintain their share
of the UK-West Africa Conference. She was placed on a voyage
charter with Djakarta-Lloyd in 1978 before being laid up in
Singapore. In June of that year she was acquired by Univan Ship
Management for operation by Bastion Maritime Inc. of Monrovia
and renamed Orient Express. but only until May 1979 when she
arrived in Kaohsiung for breaking up by Sie Yung Steel Wire
Mill Co. 
GLENFALLOCH
(2) the last of the 'Glenlyon' Class was built in 1963 by Fairfield
Shipbuilding and Engineering Co. at Glasgow with a tonnage of
11918grt, a length of 543ft 8in, a beam of 74ft 7in and a service
speed of 20 knots. In 1977 she was placed under Ben Line management
as part of the Ben-Ocean fleet with a yellow funnel. She was
sold, in January to the Peoples Replublic of China with the
Glenogle and renamed Qing He Cheng by the China Ocean Shipping
Co. later restyled as the Shanghai Ocean Shipping Co., COSCO-Shanghai.
She is still operating with that company. (Photo by Iain Lovie)
.jpg)
GLENALMOND
(1), one of four 'Priam' Class ships built for Glen Line, was
built in 1966 by Mitsubishi Heavy Industries Ltd at Nagasaki
with a tonnage of 12229grt, a length of 563ft 6in, a beam of
77ft 9in and a service speed of 21 knots. Within 10 years the
class was made obsolete by containerisation. In 1973 she was
transferred to China Mutual Steam Navigation Co. and renamed
Patroclus (5) operating a joint service with the Swedish America
Line and with their funnel. She was transferred to N.S.M. 'Oceaan'
in 1974 with the same name but a blue funnel until 1978 when,
after being laid up for a short period, she returned to Glen
Line and was placed on the Ben-Ocean joint service. In February
1982 she was sold to Rajab & Co. of Jedah and renamed Rajab
1. On 18th July 1984 she arrived on fire at Port Rashid in the
United Arab Emirates, was condemned and sold to the local company
Molasses Trading & Export Co. and renamed Sahar. Later that
year, on 26th November, she arrived at Gadani Beach in Pakistan
for breaking up. (Photo by R.J.Weeks) 
GLENFINLAS
(4), a 'Priam' Class vessel, was built by John Brown & Co.
(Clydebank) Ltd. in 1967 with a tonnage of 12094grt, a length
of 563ft 11 in, a beam of 77ft 9in and a service speed of 21
knots. She was transferred to Blue Funnel in 1972, renamed Phemius
(5) and in 1978 was again transferred to the Holt controlled
China Navigation Co. with the name Kweichow. In 1983 she was
sold to the Saudi Venture Corp. and managed by Orri Nav.Lines
S.A. of Damman as the Saudi Kawther until the following year
when she was broken up. (Photo from the Iain Lovie Collection)
PEMBROKESHIRE
(2), another 'Priam' Class ship, was built in 1967 by Mitsubishi
Heavy Industries Ltd at Nagasaki with a tonnage of 11299grt,
a length of 563ft 6in, a beam of 77ft 9in and a service speed
of 21 knots. She commenced life fulfilling the Shire element
of the Far East Conference but in 1972 was transferred to Blue
Funnel as the Phrontis (2) and later in the year moved over
to the China Mutual S.N. Co. In 1978 she was chartered to Wilhelm
Wilhelmsen and given a black funnel with two pale blue bands.
Sold to the Gulf Shipping Lines of London in 1982 she was renamed
Gulf Osprey and in 1983 became the Iran Ejtehad of the Islamic
Republic of Iran Shipping Lines of Bandar Abbas. It appears
that she is no longer operating with that company. (Photo from
the Iain Lovie Collection) 
RADNORSHIRE
(3), the last of the 'Priam' Class, was built in 1967 by Vickers
Armstrong & Co. at Newcastle with a tonnage of 12094grt,
a length of 563ft 6in, a beam of 77ft 9in and a service speed
of 21 knots. On completion she operated the Shire element on
the Far East Conference but in 1973 she was transferred to the
China Mutual S.N. Co. as the Perseus (4). In 1978 she moved
across to John Swire's China Navigation Co., a company in which
Holt's had a substantial equity interest, and renamed Kwangsi.
By 1981 she had been sold and was operating under the name Asia
Dragon until the following year when she was sold to the Saudi
Venture Corp of Jeddah and renamed Saudi ZamZam. Later in 1982
ownership changed to Saudi Falcon Co. and in 1984 she became
a casualty of the Iran-Iraq war, was condemned and broken up
in China. (Photo: John Clarkson Collection) 
GLENAFFRIC
(3) was built in 1952 by Caledon Shipbuilding and Engineering
Co. at Dundee with a tonnage of 7802grt, a length of 489ft 9in,
a beam of 64ft 3in and a service speed of 16 knots. On completion
she was delivered to Blue Funnel as Nestor (4) and transferred
to Glen in 1968 but only until 1970 when she returned to Blue
Funnel as the Orestes (5). She was sold in 1971 to the Aegis
Group of N.D.Papalios, renamed Aegis Dignity, and operated by
Adelias Maritime Co. of Cyprus and later by Kimon Cia.Nav.S.A.
of Piraeus. On 21st November 1973 she was sold to the Chinese
for scrap and broken up at Whampoa. (Photo: by Iain Lovie) 
GLENROY
(4), one of three 'Mark A5' vessel, was built in 1955 by Vickers,
Armstrong & Co. at the Walker Naval Yard, Newcastle, with
a tonnage of 7968grt, a length of 491ft 5in, a beam of 62ft
4in and a service speed of 15 knots. She was completed as the
Demodocus (2) for Blue Funnel and transferred to Glen Line in
June 1970 but only until April 1972 when she reverted back to
Blue Funnel and her original name. In April 1973 she was sold
to Nan Yang Shipping Co. of Macao under the management of Dawn
Maritime Corp. of Panama but Chinese controlled and renamed
Hungsia. She became the Hong Qi 137 of the Bureau of Maritime
Transport Administration, Canton Division in 1979 and in 1982
was condemned as a casualty and scrapped. (Photo from the Iain
Lovie Collection) 
GLENBEG
(3), the second 'Mark A5', was built in 1956 by Caledon Shipbuilding
& Engineering Co. at Dundee with a tonnage of 7980grt, a
length of 491ft 5in, a beam of 62ft 4in and a service speed
of 15 knots. On completion she was delivered to the China Mutual
S.N. Co. as the Diomed (5) and used as a training ship for 35
Holt Group cadets. She transferred to Glen Line in June 1970
but only until May 1972 when she reverted back to the China
Mutual S.N. Co. and Diomed. In February 1973 she was sold to
Nan Yang Shipping Co. of Macao and renamed Kaising. Registered
in Mogadishu and flying the Somali flag she was operated by
the Golden City Maritime Corp. S.A. and subsidiary of the Ocean
Tramping Co. of Panama but controlled by the Chinese. She was
broken up in in 1983 at Kaohsiung. (Photo from the Iain Lovie
Collection) 
GLENFRUIN
(3), the third 'Mark A5' ship, was built in 1956 by Harland
& Wolff at Belfast with a tonnage of 7960grt, a length of
452ft 9in, a beam of 62ft 4in and a service speed of 15 knots.
She was delivered to Blue Funnel as the Dolius (3) and transferred
to Glen in April 1972 but only until April 1972 when she reverted
back to Blue Funnel and Dolius. Later in 1972 she was sold to
Man Yang Shipping Co. of Macao but registered at Mogadishu with
the name Hungmien. She was sold on to the Bureau of Maritime
Transport Administration, China and renamed Hong Qi 119 in 1977.
In 1985, under the same ownership, she was renamed Zhan Dou
51 and registered at Canton, but appears to have ceased operating
in the meantime. (Photo from the Iain Lovie Collection) 
GLENLOCHY
(3), identical to the Glenroy but designated 'Mark A6', was
built in 1957 by Vickers-Armstrong (S.B.) Ltd. at Newcastle
with a tonnage of 7965grt, a length of 491ft 5in, a beam of
62ft 4in and a service speed of 15 knots. She was completed
in July as the Antenor (4) for Blue Funnel and transferred to
Glen in November 1970 but only until June 1972 when she reverted
back to Blue Funnel with the name Dymas (2). In April 1973 she
was sold to Nan Fang Shipping Co. of Macao and renamed Kaiyan
where she remained until 1976 when she was sold to Highseas
Nav. Corp.S.A. of Panama, but under Chinese control, with the
same name. She was broken up in 1982. 
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