The Biggest Shipping Company Based in Mindanao (Part 2)

If the Aleson Shipping Lines was investing in ferries, it was also investing in cargo ships matching what the No. 1 shipping company then of Mindanao, the Sampaguita Shipping Corporation was doing. Maybe there was a need for Aleson Shipping to move and push their own cargo as they are traders and distributors after all. Additionally, in Western Mindanao and the islands (this refers to the Tawi-tawi group, Sulu, Basilan and the associated small islands)  the barter goods trade was strong then, the reason why Zamboanga ships reached as far as Singapore like the cargo ships then of the Aleson Shipping. In those times there was wide leeway for trading in the southern backdoor because then-President Marcos wanted to blow steam from the Muslim rebellion support by letting leading Muslim clans earn from these trading activities. And another reason is that the rice trade of Western Mindanao and the islands is also strong as the region is a rice-deficit area and rice from even outside the country is being in and traded.

The next ship actually acquired by Aleson Shipping Lines after their first ferry Estrella del Mar was the freighter Aleson or Aleson I which supported the commercial activity of Aleson Trading, the business arm of the Tan family which are actually regional distributor of goods. This cargo ship ranged as far as Singapore using the southern backdoor when there was no BIMP-EAGA concept yet.

Along the way, Aleson Shipping Lines acquired other small general-purpose cargo ships before the their acquisition of the Aleson Con Carrier (ACC) series of ships which are mainly containerized (the first cargo ships were not containerized and the company was not yet then in container shipping). Among these early are the Honduras, Honor and Alexander which mainly sailed as trampers and that means they have no fixed routes or schedules. These early freighters of Aleson Shipping are all gone now, disposed when the Aleson Con Carrier series began expanding and the company began to stress container shipping.

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Honduras. Photo by Mike Baylon of PSSS.

However, the company knew they cannot stand still especially when they have already disposed of some crafts and so they went back to the mode of acquiring a vessel each year using the profit in the operations of the fleet. And so in 2002, they purchased the first Ciara Joie. This vessel is a basic, short-distance ferry-RORO including in the form (single passenger deck, bow ramps) although its length already touched 40 meters at 40.8 meters (there are only a few vessels of this type that reach 40 meters in length). The first Ciara Joie was built by the Kawamoto Zosensho in Higashino, Japan in 1982. This ferry was first known as the Habu Maru No. 15 and she has the permanent ID IMO 8221129. The engine of the ship was small with only 700 horsepower on tap from her single Daihatsu marine engine. This first Ciara Joie was used by the Aleson Shipping in its expansion Bacolod-Iloilo route. Unluckily, she did not live long because in 2003, after only a year of sailing, she became unbalanced while handling cargo and she capsized right in BREDCO port in Bacolod City and was lost.

In 2003, Aleson Shipping Lines decided to join the fastcraft (FC) race and so the company acquired the Sea Jet which is however propelled by screws. This craft was acquired brand-new and she was built by the Far East Shipyard Co. in Sibu, Sarawak, Malaysia. The vessel follows the Malaysian riverboat design and she has a length of 38.7 meters. But then like most Malaysia-built fastcrafts she has no IMO Number. Powered by two Mitsubishi engines of 3,200 horsepower total, this fastcraft has a sustained top speed of 30 knots when new making her a true High Speed Craft (HSC). Later, Sea Jet was brought to Cebu (from Sibu to Cebu, pun intended) when fastcrafts lost favor in Western Mindanao but now she is back in Zamboanga again. This is the only High Speed Craft (HSC) ever purchased by the company and maybe it was good Aleson Shipping did not purchase many fastcrafts as the Malaysian fastcrafts really did not come to be favorites of most of the sailing public.

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Sea Jet. Photo by Albritz Salih of PSSS.

The next year, in 2004, the Aleson Shipping Lines purchased the Kristel Jane 3. This vessel was the former Ferry Izena of the Izena Ferry of Japan. Izena is an island in the Okinawa Prefecture of Japan and this island chain is known for high waves and maybe this is the reason why this ferry has high sides which means the Depth is high. The vessel was built by the Usuki Shipyard Co. in Usuki, Japan in 1983 and she has the permanent ID of IMO 8313489. The Kristel Jane 3 is not that big at 57.3 meters in length which means she is medium-sized for an overnight ferry and she has one-and-a half passenger decks only, a little smaller than most common in our overnight ferries which have two passenger decks. However, she looks tall because of the ship’s high sides. As an overnight ferry equipped with bunks, the passenger capacity is 512 persons which is about the average of her counterparts in Cebu. When still new her maximum speed was rather high at 16 knots because she has a total of 3,240 horsepower from a pair of Niigata engines.

Kristel Jane 3

Photo by Albritz Salih of PSSS

Aleson Shipping Lines did not purchase a ship in 2005 but in 2006 they acquired the Trisha Kerstin 1. In Japan this ferry was known as the Wakashio of the Shodoshima Ferry which serves the Shodo Island in the Inland Sea of Japan. She was built in 1986 by Fujiwara Shipbuilding in Omishima, Japan and she possessed the permanent ID IMO 8608509. This is not a big ship at only 43.8 meters length and only onepassenger deck. She is almost like a basic, short-distance RORO equipped with seats and with the usual single bow ramp that also serves as the ingress and of passengers. Underpowered with only 1,300 horsepower from her single Yanmar engine, her design speed was only at 12.5 knots but that is better than the average basic, short-distance ferry-RORO. Her passenger capacity is rather high at 695 persons (sometimes I take the ratio of the passenger capacity to the engine horsepower and the higher the decimal means it should be more profitable, theoretically, at least on the passenger side).

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Photo by Albritz Salih of PSSS.

In 2007, the company acquired a replacement for the capsized first Ciara Joie and gave her the same exact name which produced confusion to many. This second Ciara Joie is also a basic, short-distance ferry-RORO with the classical design of that type. This ship was built in 1979 which means she was even older than the ferry she replaced (however, she proved to be very sturdy and reliable as she is running well until now). The builder is Imamura Shipbuilding Co. in Kure, Japan and her name in Japan was the Kamagiri No. 3. Her IMO Number is 7824778 and her length is 38.2 meters, among the bigger of basic, short-distance ferry-ROROs. This second Ciara Joie is equipped with a single 900-horsepower Daihatsu engine which gave her a sustained speed of 10 knots (well that is still her top speed). She was used by Aleson Shipping Lines in opening their new Dapitan-Dumaguete route which was a new route then under the Strong Republic Nautical Highway (SRNH) of then-President Gloria Macapagal Arroyo. The route is again a new route for Aleson Shipping not using Zamboanga as a base. This time, however, their off-base route stuck and they are still serving the route (and it even extended to Siquijor later).

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Photo by Mark Edelson Ocul of PSSS.

The next year of 2008, Aleson Shipping Lines acquired another ferry from Japan. This was the former Geiyo of Takehara Namikatakan which became the Trisha Kerstin 2 in the fleet of the company. This ferry was built by Fujiwara Shipbuilding in Omishima, Japan in 1989 and her permanent ID is IMO 8824373. When she was acquired she became the youngest ship in the company by Date Of Build (DOB) with the exception of the the fastcraft Sea Jet which was acquired new. This ferry has two passenger decks and was refitted to be an overnight ferry equipped with bunks. She has a length of 59.5 meters which is almost equal to the Kristel Jane 3. Like the Danica Joy and the Stephanie Marie the ship has box-like structure covering the car deck at the bow area and that is actually an additional protective structure for the ship. The Trisha Kerstin 2 has a top speed of 14.5 knots when new from a two Daihatsu engines developing 3,000 horsepower, combined. The sister ship of the Trisha Kerstin 2  in the country is the Reina de los Angeles of Marina Ferries, the legal-fiction company of Montenegro Shipping Lines, Inc. (MSLI).

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Trisha Kerstin 2 by Mike Baylon of PSSS.

In 2009, Aleson Shipping Lines tried a new type of ship, a Medium Speed Craft (MSC) which resembles a High Speed Craft and so many were fooled at the start thinking she was a fast ferry. This craft was the former Victoria in Japan which became the Anika Gayle 1 in the company. The ferry is small with just a Gross Tonnage of 86 and actually she is slow as she has only one engine and just runs at 12 knots when new. She was acquired by Aleson Shipping as a small day ferry for Basilan passengers with no cars to load and was designed to compete with the successful Bounty Ferry of Evenesser Shipping (which is gone now) which had good seats and like Anika Gayle 1 did not carry cars. This ferry which its unique cropped bow is basically an air-conditioned vessel unlike her competitor which has more Economy seats than Tourist seats. This vessel was built in 1992 and she has no IMO Number. Her sister ships in the country is the Anika Gayle 2 and the Leopards Dos (the former Anstephen). The Anika Gayle 1 has a passenger capacity of 336.

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Anika Gayle 1 by Mike Baylon.

Come the succeeding year, 2010, the former Camellia 2 of Kure Matsuyama Ferry of Japan came to Aleson Shipping Lines. She was actually first acquired by DBP Leasing Corporation, a government corporation that leases ships and she was briefly known as DLC RORO I. In the fleet of Aleson Shipping she became the Trisha Kerstin 3 and she was refitted as an overnight ferry with bunks on two decks. This ferry was built by the Wakamatsu Shipbuilding in Kitakyushu, Japan in 1995 (and so she is much newer than Trisha Kerstin 2) with the IMO Number 9125516. She also has a box-like structure in the bow but in length she is a little short at just 47.9 meters. The power plant of Trisha Kerstin 3  is also a little small with only 2,600 horsepower from two Daihatsu marine engines. However, she has decent speed for her size at 14 knots unlike the Nikel Princely (the Trisha Kerstin 3 was her replacement ship). The Trisha Kerstin 3 has a sister ship in the country, the Reina de Luna of Marina Ferries which was the former Virgen de Penafrancia VII of the Starhorse Shipping Lines (and also as DLC RORO II and VG RORO I before).

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Trisha Kerstin 3 by Mark Edelson Ocul of PSSS.

The particular size of ferries with bunks for 500+ persons in two passenger decks was used by Aleson Shipping Lines in the farther overnight routes to Jolo, Sulu and Bongao, Tawi-tawi. Among these are the Trisha Kerstin 2, Kristel Jane 3, Danica Joy 2, Trisha Kerstin 3 and the Danica Joy (before she was shunted into the Dapitan-Dumaguete route with the arrival of more ferries). With this line-up of five ships of this type (and earlier with the displaced Nikel Princely as reserve ship), Aleson Shipping Lines was now capable of nightly trips to Jolo and Bongao even if the ships don’t sail on their 7th day because one of the five, the Sandakan ship is capable of sailing the 7th day to Jolo. Well, even before this set was completed Aleson Shipping was already able of doing this when their liners were still around. But this time the size of their ships for the overnight routes was just perfect, not to big nor too small.

Meanwhile, on the Basilan front Aleson Shipping Lines also had enough ships already for the two destinations of Isabela City and Lamitan City. The company still had their old Estrella del Mar, the Neveen, the Anika Gayle and the big Stephanie Marie which dominated the rolling cargo to the island (an understatement because at that time there was no other RORO ship to Basilan) and the four was sufficient to fend off all the challengers in this area as being a short route of just about an hour and a half, all can do two round trips in a day.

This development was a watershed for the company. With that and with the earlier collapse of Sampaguita Shipping Corp., the Aleson Shipping Lines began dominating the important Western Mindanao (the context is geographical and not the political subdivision) routes to Basilan, Jolo and Bongao which all represented provincial capitals. All was left to their competition were the secondary routes to Sibutu, Siasi, Olutanga and Margosatubig. Gone already were the routes to Pagadian. Malangas and the “3S” (Sibuco, Sirawai, Siocon towns in Zamboanga del Norte). The first and third lost to the buses and trucks while the second lost to rampant piracy and brigandage (well, its buses and trucks also lost to brigandage and stopped rolling to the town). That is probably the situation why the remaining main competitors of the company, the Magnolia Shipping Corporation and Ever Lines did not grow anymore. And that was probably also the reason why the KST (Kong San Teo) Shipping Lines, the reborn SKT Shipping Corporation collapsed again.

To complete the round-up, Aleson Shipping Lines lost three basic, short-distance ferry-ROROs in their failed Visayas and Luzon expansion, the Alex Craig, the first Ciara Joie and the Kristel Jane 2. They sent ships (one and then two) to the new but successful Dapitan-Dumaguete route (mainly the second Ciara Joie and the Danica Joy). Still they had enough passenger ships to dominate the primary Western Mindanao shipping routes. And to think that at the same time they also have many cargo ships already which I will discuss in “Part 3” of this article. That was how big and great Aleson Shipping Line was way back in 2010. And yet, ironically, they were practically unknown outside Western Mindanao. Now, if anyone was expecting that Aleson Shipping Lines will rest on its laurels, they will be in for a surprise — the acquisitions of this company even accelerated this decade, enough for them to overtake the bigger Cebu overnight ferries. Even me was among those surprised.

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Photo by Albritz Salih of PSSS.

Not content with this line-up, in 2011 Aleson Shipping Lines acquired the former Daito of Daito Kaiun, a ferry to a small island in the Okinawa chain of islands. This ferry was eventually used initially in the Jolo route after refitting but the difference is this vessel is not a RORO ship but a is cruiser ship with a transom stern (well, actually there is not much rolling cargo to Jolo; a RORO ship is easier to load and unload, however). The Daito became the Lady Mary Joy 3 in the Aleson fleet. She is rather long at 73.0 meters but not being a RORO ship her Beam is smaller. However, she is rather fast at 17 knots when new as she is powered by twin Niigata engines with a total of 4,000 horsepower. This vessel was built by Yamanaka Shipbuilding Co. in Namitaka, Japan in 1990 and she possesses the ID IMO 9006760. She is an overnight ferry-cruiser and to increase her passenger capacity part of the cargo deck was converted into a Tourist accommodations. However, most of her Japan passenger accommodations were retained including the passenger lounge. And for the Economy class, accommodations were built at the stern of the ferry. Now her passenger capacity is about 500 persons.

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Ciara Joie 2 by Albritz Salih.

In 2012, the company bought not one but two small ferries. This was meant to strengthen their Dapitan and Basilan routes as their long routes (Jolo and Bongao) already had enough ferries already by then. One that came to the company was the Ciara Joie 2 which is a sister ship of the second Ciara Joie. In Japan, she was known as the Kamagiri No. 7 indicating she and her sister ship came from same shipping company. On the other hand, the Ciara Joie 2 was built later, in 1982, but by the same shipbuilder and yard (Imamura Shipbuiding Co. in Kure, Japan). In length though she is a little shorter at 36.1 meters and thus her Gross Tonnage and Net Tonnage are smaller. Quizzically, her passenger capacity is much larger than her sister ship at 386 persons. Her engine is a little smaller too at 750 horsepower, not a Daihatsu like the second Ciara Joie but a Niigata. At any rate, they have the same top speed of 10 knots. On the outside the two sister ships look very similar thus she also has the structure of a basic, short-distance ferry-RORO.

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Anika Gayle 2 by Albritz Salih of PSSS.

What Aleson Shipping Lines purchased in 2012 was actually a pair of sister ships as the other small ship acquired was the Anika Gayle 2, the sister ship of the earlier Anika Gayle 1. One difference of the two is this craft has no chopped bow but she is a true Medium Speed Craft (MSC) with 17 knots maximum sustained speed when still new. The reason for this is she has twin engines and screws compared to the single engine and screw of her sister ship. In Japan, she was known as the Yamabiko. However, this MSC was built earlier than the sister as she was built in 1990. Anika Gayle 2 has a length of just 27.1 meters and the Gross Tonnage is 116. That shows she is a little bigger than Anika Gayle 1 but her passenger capacity is smaller at 235 passengers. Like the Anika Gayle 1, she is basically an air-conditioned vessel. The two both look beautiful and impressive.

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Lady Mary Joy 1 by Petersen Lim of PSSS.

In a further expansion mood the company acquired another cruiser in 2013 which was meant to challenge remaining major competitors Magnolia Shipping Corporation and Ever Lines in their remaining stronghold of Siasi. The vessel is the Funakawa Maru which is a converted fishing vessel and thus not a RORO ship but a cruiser. In the Aleson fleet she became the Lady Mary Joy 1, a nomenclature that will bring confusion to some since there was a previous Lady Mary Joy without a number and this usually indicates the first in a series. This vessel was built by the Niigata Shipbuiding & Repair, Inc. in Niigata, Japan in 1994 and she has the IMO Number 9088081. Her Length Over-all is 57.0 meters, about the length of the Aleson ferries to its longer routes of Jolo and Bongao. She is built too as an overnight ferry and she has two passenger decks with a cargo boom at the bow. The Lady Mary Joy 1 has a design speed of 13.5 knots from her single Niigata engine of 1,800 horsepower.

If Aleson Shipping Lines was adding one ferry per year, the year 2014 was again a big acquisition year for them when the company acquired multiple ferries like in 1994 and 1998. In this year Aleson acquired two basic, short-distance ferry-ROROS, the Ciara Joie 3 and the Ciara Joie 5 to further consolidate their Basilan (and especially the Lamitan route which is growing fast) and the routes from Dumaguete which soon extended to Siquijor. Aleson Shipping Lines also acquired the Stephanie Marie 2, a 50-meter class RORO ship. So if anybody will think the Lite Ferries of Cebu is the champion in adding ships in the current decade (Montenegro Lines vacated their title of that last decade when someone left Malacanang), well, there might be a need for a count-off between them and Aleson Shipping Lines. One edge though of the latter is they have plenty of small cargo/container ships.

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Photo by Albritz Salih of PSSS.

The Ciara Joie 3 was the former Ferry Yumutsu of the Miyako Ferry KK, an intra-Okinawa ferry company in Japan. She is a basic, short-distance ferry-RORO built in 1995 by the Izutsu Shipyard Co., a small shipbuilder known for building small ships in Nagasaki, Japan. This vessel with the IMO Number 9118862 has a Registered Length (RL) of 33.0 meters with a Beam of 9.5 meters and a Gross Tonnage of 191. One thing I noticed about this craft is its very low DWT (Deadweight Tons) which means she is not really designed for carrying trucks. The Ciara Joie 3 is capable of 10 knots, the normal speed for this type of ferry.

CJ5

Photo by Albritz Salih of PSSS.

Meanwhile, the Ciara Joie 5 was the former Kofuji No. 8 in Japan. She was built by Imamura Shipbuilding Company in Kure, Japan in 1987 with the permanent ship ID IMO 8615734. But although older in Date of Build she looks more modern and impressive (maybe because of her structure that looks muscular and aggressive) than the Ciara Joie 3 (which looks thin and lightweight) and she is slightly bigger with a length is 36.3 meters. One notable metric of the ferry is her Beam of 10.5 inches which is larger than usual for her size and so she looks bigger than she actually is. She is capable of 11 knots from her single Daihatsu marine engine of 1,000 horsepower. The Ciara Joie 5 is a basic, short-distance ferry-RORO with seats for passengers that are mainly original with a few additions at the stern. She does the Basilan route for Aleson Shipping through the port of Lamitan.

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Stephanie Marie 2 by Albritz Salih.

The Stephanie Marie 2 is almost like the earlier Stephanie Marie in size and is also refitted as a short-distance ferry with seats. Like her namesake, this ferry also has a Tourist accommodation built on the former lounge of the ship and thus tables and seats like in a lounge are still present. But the better part of the ship consists of Economy sections with seats and one noteworthy data on this ship is the passenger capacity of 1,073 persons and so in the fleet of Aleson Shipping she is now the ferry with the highest passenger capacity (but not the ship with the highest capacity ever because that distinction belongs to the liner Lady Mary Joy 2).  The Stephanie Marie 2 was built as the ferry Otagawa by the Kanda Shipbuiding Co. in Japan in 1986 with the IMO Number 8602062. She first went abroad to South Korea and became the Onbada 1 in 2000. Later, in 2008, she went to Hanil Express Co. (a company that has already sent a few ships in the Philippines) as the Hanil Carferry No. 3.  The Stephanie Marie 2 has a length of 55.9 meters and her permanent ID is IMO 860206. Like the Stephanie Marie, she has a box-like structure at the bow.  Her design speed is 15.5 knots from two Daihatsu marine engines.  And like her namesake she was also fielded in the Basilan route.

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Photo by Britz Salih of PSSS.

In 2015, Aleson Shipping Lines did not acquire any ferry but to make up for that they purchased two ferries in 2016. These are the Antonia 1 and the Kristel Jane 5 and neither of the two are basic, short-distance ferry-ROROs. The first of the two to be acquired was the Kristel Jane 5 which was first named as the Lady Mary Joy 4 (and maybe she was renamed as “4” is supposed to be “unlucky” in Chinese belief). The Kristel Jane 5 was built by Yamanaka Shipbuilding Co. in Namitaka, Japan in 1998 and she was given the permanent ID IMO 9199505. She was initially known as the Ferry Zamima owned by a city in Okinawa prefecture. This ferry is 61.0 meters in Length Over-all and in refitting a passenger deck with seats was added (visually that made her seem a little short for her actual length) and now she has two passenger decks. The Kristel Jane 5, a short-distance ferry-RORO is a speedy ship for her size at 17 knots top speed and that comes from a pair of Niigata engines with a total of 4,000 horsepower. This vessel has all the modern navigational and safety devices that can be required for a coastal ship of her size.

The other ship purchased by Aleson Shipping Lines in 2016 was the Antonia 1. This was an unusual purchase for the company as this was a former Vehicle Carrier, the first time they purchased such a type of ship (and probably there were only a dozen times we ever purchased a former Vehicle Carrier for conversion into a passenger-cargo RORO ship and that started with the third Don Carlos of Sulpicio Lines in 1977). Vehicle Carriers that are not ocean-going are usually big for regional operations. These are usually tall with high sides but powered with one engine only and that is what Antonia 1 is. This vessel is 103.6 meters in length with a Depth of 11.5 meters which indicates how high her sides is. As such she is now the biggest ferry in the fleet of Aleson Shipping and her declared Gross Tonnage of 3,471 is probably accurate (and that is even higher than the GT of the liner Lady Mary Joy 2). She was acquired by the company to serve their Sandakan route where a big cargo capacity might be needed depending on the political climate (she wouldn’t be oversized if and when unimpeded rice importation is finally allowed). The Antonia 1 started life as the Ariake Maru No. 18 of the Daisan Kaiun KK of Tokyo, Japan. She was built by Honda Shipbuilding Co. in Saiki, Japan. She is powered by a single Akasaka-Mitsubishi engine with 4,000 horsepower and her top speed when new was 15 knots. Of course, she is provided with bunks on the passenger accommodations that were hacked out of a former vehicle deck and metal was chopped from her sides to provide ventilation and viewing decks.

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Antonia 1 by Britz Salih.

The Ciara Joie 6 was acquired by Aleson Shipping Lines just two months after the arrival of the Kristel Jane 5 and so actually the company purchased three ships in a period of just three months, another acquisition burst for the company and maybe that is also part of the reason why they did not purchaser any ferry in 2018. The Ciara Joie 6 is another basic, short-distance ferry-RORO, the fifth in the current fleet of the company. This ferry was built by Kawamoto Zosensho in Higashino, Japan in the year 1981 for the Mihara Sea Land Transport as the Kohun Maru (also spelled as Koun Maru) and she carries the permanent ID IMO 8035829. Later, she was owned by the Osaki Kisen Company, Ltd. This ferry is rather fast for a basic, short-distance ferry-RORO as she can do 11.5 knots when new. And the curious thing is her power plant is only a single 900-horsepower marine engine (actually the transmission matters too). And the length of this ferry is a little remarkable as she hit the 40-meter mark at 40.8 meters. Ciara Joie 6 arrived in the country in a little battered state being an old ferry already but Aleson Shipping refurbished her. But like in most short-distance ferry-ROROs the superstructure is no longer changed.

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Photo by Khrayl Mangiliman.

The last ferry acquired by Aleson Shipping Lines was the Ciara Joie 7,  a passenger-cargo LCT (Landing Craft Transport) acquired second-hand from South Korea in 2017, the first time the company acquired a ferry from that country. The vessel has no IMO Number (South Korea as well as China and the Philippines are not too fond of that) but she can be identified through AIS (Automatic Identification System), the transponder of ships. Vessels with AIS are identified by their MMSI Number and Ciara Joie 7‘s Number is 548154500 and so she can be always checked in her assigned Dumaguete-Dapitan route. This Korean-designed LCT was built in a South Korean yard and she was formerly known as the Bo Seong 3 and as the Se Jong No. 3. Korean-designed LCTs usually aren’t flat bottomed and some even have bulbous stems. The dimensions of the vessel is 51 meters by 13 meters in Length x Breadth. The design speed of Ciara Joie 7 was 10.5 knots but she is now struggling in speed with just an average of 7.5 knots currently and so unfortunately she is outgunned by the competition in that department (well, LCTs are outgunned in speed by conventional RORO ships as they are not built for speed).

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Ciara Joie 7 by Albritz Salih.

I can surmise of two reasons why Aleson Shipping Lines has a pause in their acquisition of ferries (and also container ships for that matter). One is they already have enough vessels at of the moment and they are not dispatching their old ferries as those are still reliable. They have a total of 20 ferries as of the moment (April 2019) and unless they expand to other routes they will have no good use for more ferries. And expansion of routes, should they go for it will mean competing out of their Zamboanga base but it might not be in the Damaguete-Dapitan and Dumaguete-Siquijor routes as those routes are already getting saturated (and they have four ships there already). If ever, the company might have now probe for other routes and that has a bearing for the second reason why the company is not expanding at the moment.

The second probable reason is Aleson Shipping Lines now has new competitors in their own turf of Zamboanga,. Montenegro Shipping Lines Inc. (MSLI) “invaded” their home grounds and did the prime Zamboanga-Jolo route. Recently that company from Batangas even added a second ship to the route so it now has a nightly voyage like Aleson Shipping. Aside from Montenegro Lines there is also a new competitor in the route in the form of Theresian Stars (this is a shipping company and not the active ferry with the same name) which fielded the Asian Stars II which was the formerly the Filipinas Surigao and the Sacred Stars in Cebu. It’s impossible that these new ships in the route is not giving pressure or pause to Aleson Shipping and actually the company should take this threat to them seriously. Will Aleson go for a tit-or-tat and expand to other places in the country? Now, that remains to be seen.

 

(To be continued….)

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The Biggest Shipping Company Based in Mindanao (Part 1)

Many people will think that the biggest shipping company in Mindanao is 2GO, the only liner company left in the country with its big ships with large Gross Tonnages, one of the measures of a shipping company’s size. Maybe some will also argue that it has to be the Chelsea Logistics Corp. which controls a slew of shipping companies now including 2GO but I disagree because those shipping companies are not necessarily based in Mindanao. How can one argue that Starlite Ferries or Trans-Asia Shipping Lines, Inc. are Mindanao shipping companies? That argument will be more absurd for 2GO itself as it mainly operates out of Manila and Cebu. It just happened that the 2GO and Chelsea Logistics Chairman, the now very prominent Dennis Uy happens to be from Davao where the current President also happens to hail from.

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The biggest shipping company of Mindanao is actually the Aleson Shipping Lines of Zamboanga City founded by Feliciano N. Tan Sr. Now, they happen to be very low-key, one of the reasons why only a few has heard of them except in their own turf. Another key reason is actually very few especially from Luzon and Visayas have ever been to Zamboanga City because of inordinate fear of reported violence, jihadis or even plain Muslims that was inculcated by their families and exacerbated by the media. Actually, many Christians will rather fly to Hongkong than go to Zamboanga (well, many local Christians even fear going to Zamboanga Port). And lastly, most people when thinking of shipping do not bother to understand that shipping is not only about ferries. Shipping is actually about all kinds of crafts including freighters of which Aleson Shipping Lines has many and so the company seems smaller to not-a-few. And those are the reasons why this particular shipping line skips the public consciousness even though it is actually bigger than the Cebu-based overnight ferry companies.

The first vessel acknowledged by Aleson Shipping Corporation was the Estrella del Mar which was a cruiser ship with a clipper stem (sadly, she was recently gone) and was given the IMO Number 8945220. She was a local-built vessel in 1975 by the Varadero de Recodo in Zamboanga City and she was 38.1 meters in length and 230 in Gross Tonnage (a measure I am loathe to use because there are a lot of under-declarations for “considerations” in the country and so I emphasize the length more which is almost always true and people can relate more to that than the Gross Tonnage or GT). The Estrella del Mar originally sailed at 10.5 knots derived from her single Yanmar engine of 850 horsepower.

Estrella del Mar

Photo by Mike Baylon of PSSS

The Estrella del Mar was originally owned by and registered to Feliciano N. Tan, Sr. and was later transferred when the company came into existence. The Aleson Shipping Lines is owned and controlled by the Tan family of Zamboanga City and officially they declare their founding to be October 1, 1976. It was a saying in the Port of Zamboanga that the Tan family will never let go of the Estrella del Mar as it was their ”lucky” ship but it seems obsolescence finally caught up with her as it is hard to sail now without a respectable amount of cargo because fuel prices is high and the design of the vessel as a cruiser does not afford much cargo. The Estrella del Mar was the only local-built ferry of the Aleson Shipping Lines.

The Tan family was already in the goods trading and distribution business even before they got involved in the shipping business that it seems that the latter was an adjunct to the former when they started. In the process of their growth they overtook many Zamboanga shipping companies which started way before them like the Sampaguita Shipping Corporation which was once the biggest in Zamboanga and Mindanao (it is gone now, a victim of over-expansion), the shipping company of the Atilano family which later moved to Cebu and became more known as the Rose Shipping Company (it lost there and is gone now too), the Magnolia Shipping Corporation, the Ever Lines and the Basilan Shipping/Basilan Lines (which is also gone now). It also had contemporaries like the SKT Shipping Lines and the A. Sakaluran Shipping Corp. (this company had fastcrafts as well as traditional ships and Moro boats) which are also both gone now too. Those are just among the most prominent ones as there are many more small and less-prominent shipping companies in Zamboanga and that includes the operators of the many Moro boats (the Mindanao version of the motor boats or lancha/batel of Luzon and the Visayas) which are patterned after the Arab dhow.

Many of those big and small Zamboanga shipping companies are gone now, victims of the surplus of bottoms in the late 1990’s when the incentives of President Fidel V. Ramos on shipping plus the business optimism after the RAM coups were over resulted in overcapacity and brutal fare wars. Additionally, the barter trade of Zamboanga was already down and restricted. The Asian Crisis of 1997 also resulted in lower growth and soon the disastrous “Erap” presidency came. Among the prominent Zamboanga shipping companies, it is only the Magnolia Shipping Corporation and Ever Lines that are still in existence but they are no longer growing. Meanwhile, the Aleson Shipping Lines continued its growth  and acquisitions although they had missteps too like when they acquired big ferries (the Lady Mary Joy and Lady Mary Joy 2) and when they ventured in Luzon and the Visayas which came to naught (as there was also a surplus of bottoms there).

I have noticed that in shipping the companies that exhibit continuous growth are those whose families are not dependent on shipping but have solid core businesses elsewhere. This is true for the Lua family of Cebu which controls Oceanjet but have many other businesses including their famed bottled water business (the “Nature Spring” brand). That is also true for the Sta. Clara Shipping Corporation/Penafrancia Shipping Corporation combine of Bicol where the principal partner happens to have the biggest trading firm in the region and the other partners have their owns businesses too. The Poseidon LCTs of Concrete Solutions, Inc. and Primary Trident Marine Solutions Inc. of the Liu family from Cebu is also another example of one into shipping but the core businesses are elsewhere.

One notable thing I noticed about Mindanao is the other regions were not able to nurture big shipping concerns. Look at the row of Highly Urbanized Cities (HUCs or cities with a population of over 200,000) in the island. Cagayan de Oro has no big shipping corporation and the same is also true for Butuan. Ditto for Cotabato City and Iligan City. General Santos City is only big in fishing fleets and shipyards and that is understandable because of their access to the Celebes Sea fishing grounds. If Davao City was able to produce any, it is only the Chelsea Shipping Corp. which followed and supplied its pioneering sister company, the Phoenix Petroleum. Even the key gateway of Surigao City has no big shipping company either and Ozamis City was only able to produce Daima Shipping Corporation with its fleet of small double-ended ferries in Panguil Bay. Now, Zamboanga City is a gateway too and there are many islands that she supplies, the reason why there are many shipping lines in the city. The need for connection to these islands, Aleson Shipping Lines was able to exploit successfully and for a long time now.

The second ferry of Aleson Shipping Lines came in 1984 when they purchased from Carlos A. Gothong Lines Inc. (CAGLI) the second Dona Conchita (as differentiated from the original lengthened ex-“F”ship Dona Conchita which was the original flagship of the company). This was a cruiser passenger-cargo ship which they renamed into the Aleson Zamboanga and later as the Aleson 3. This was a ship built in 1963 (the same year as Dona Paz (when ROROs – Roll-on, Roll-off ships — were not yet in vogue) by Mitsubishi Heavy Industries as the Taishu Maru with IMO Number 6402420. She had a Length Over-all (LOA) of 59.3 meters, about the same size of the cruiser ships of Trans-Asia Shipping Lines Inc. when it was just starting, to put the size in context. This ship literally has longer legs (and for that her 14 knots from a single Hitachi engine of 1,500 horsepower comes handy). It can go to places that the Estrella del Mar can’t and also carry more cargo. Moreover,the passengers have more comfort as the ship is air-conditioned. Carlos A. Gothong Lines Inc. sold this cruiser ship because they were already converting then into a pure RORO fleet, the first local shipping company to do so. Later, Aleson Shipping sold this ferry to Indonesia.

It is understandable if for a time after acquiring the Aleson Zamboanga that Aleson Shipping Lines did not invest yet in additional ferries. The period of the 1980’s was an very unsettled one as financial and political crises were dominant in the national and economic life of the country. That was the fact of life in the country in that decade when many businesses even doubted if they will even survive. And I would even say that the purchase of Aleson Shipping Lines of their next ferry in 1990 was still a continuation of the 1980’s business malaise and the general conservatism then in investments.

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Photo by Hans Schaefer

The ship, the first Kristel Jane was just a small but beautiful ferry at 33.0 meters LOA (Length Over-all) with a design speed of 11 knots from a single Hanshin engine. She was built by Shin Kochi Jyuko in Kochi, Japan in 1979 as the Orange No. 2 with the IMO Number 7926980. A short-distance ferry which looks like a fastcraft or a Medium Speed Craft (MSC), this vessel had a passenger capacity of 386 and was mainly used for the Basilan route of the company.  However, Aleson Shipping did not keep her very long because in 2000 this first Kristel Jane was sold to Indonesia and became the Indomas 3 (by that year it also appeared that Aleson Shipping already had a small excess of ferries already).

It was only in 1994 when there were already incentives from the Fidel V. Ramos administration (actually in Cory Aquino’s administration we had a shortage of ships brought about by the financial crisis of the closing years of the Ferdinand E. Marcos administration when inflation was rampant) when Aleson Shipping Lines made a big move in the ferry business. This was also about the same time when other shipping companies nationwide made their moves too as business optimism was already rising then as the “Gringo” coups and the paralyzing black-outs were already over. In this year, Aleson Shipping Lines acquired two ferries and that suddenly doubled their then-small ferry fleet.

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Photo by Mike Baylon of PSSS

This ferry duo was led by the Danica Joy which seemed to have been named after a granddaughter of the founder who has a hand in the company now. The Danica Joy was built as the Nakajima in Japan in 1972 by the Nakamura Shipbuilding & Engineering Works in Yanai, Japan and she had the IMO Number 7852414. This ferry is bigger than the basic, short-distance ferry-RORO at 48.0 meters LOA and so she has two passenger decks and two engines. She was the ship used by Aleson Shipping Lines in opening their Sandakan, Malaysia route. For a time her twin Daihatsu engines of 2,000 horsepower which was sufficient for 14 knots when new became unreliable but Aleson Shipping Lines opened the checkbooks and now she is a reliable ship again. Right now, the Danica Joy is already the oldest ship remaining in the fleet of Aleson Shipping Lines by age (both ferries and container ships) and date of acquisition as the older ship by acquisition Aleson 3 and Kristel Jane are already gone from the fleet as were the older cargo ships of the company. The Danica Joy is the long-distance ferry replacement for the Aleson III which foundered in Cebu in 1994. She has a sister ship in the country which is the Lite Ferry 6 of Lite Ferries and she was also the former Salve Juliana of the MBRS Lines of Romblon.

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Photo by Albritz Salih of PSSS

The other ferry acquisition by Aleson Shipping Lines in 1994 was the Neveen which was smaller than the Danica Joy. The Neveen was a cruiser ship and she was built by Maebata Shipbuilding in Sasebo, Japan in 1975. This small ferry with the IMO Number 7509976 which was originally the Mishima Maru No.3 had a length of only 35.0 meters and was also used for the short Basilan route. A basic, short-distance ferry, Neveen has only one passenger deck and a single 1,000-horsepower Daihatsu engine which was good for 13 knots when new (with a “thinner” Breadth or Beam a cruiser will be faster than a RORO of the same length and engine). In the last few years of her life, the Neveen‘s engine had been sickly and she spent most of her time laid up in Varadero de Recodo and for sale. She is gone now from the fleet of Aleson Shipping and maybe they no longer re-engined her as she was obsolescent already as she is a cruiser ship.

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Photo by Karl Sabuga of PSSS

In 1995, the company bought a small RORO of 32.3 meters length and she was unusual for a basic, short-distance ferry-RORO as she had stern ramps (versus the normal bow ramp). This was the Alex Craig which was built in 1972 by the Izumi Shipbuiding in Moji, Japan as the Himeshima Maru No. 1, a ferry to a small island off the Japanese main island of Kyushu. This ferry was the smallest of Aleson Shipping up to that date with Gross Tonnage of only 197. She was also the smallest in passenger capacity in the fleet as she was only good for 154 persons. Besides, the Alex Craig also had the smallest engine in the fleet with only 750 horsepower from its single Yanmar Marine engine. However, she was not the slowest in the fleet as her design speed is 12 knots. This small ferry was one of the ships brought by Aleson in its expansion outside of Mindanao, specifically in Marinduque. When they lost there, they sold the Alex Craig and she was acquired by the Davemyr Shipping of Camiguin where she is now sailing as the Dona Pepita. Her sister in the country is also sailing in Camiguin, the ferry Yuhum of Philstone Shipping.

1996 was the year when Aleson Shipping Lines acquired a rather-big RORO for multi-day voyages that is not confined to Mindanao. This is the 84.3-meter Lady Mary Joy with a Gross Tonnage of 2,300 , the first ship of the company which is over 1,000 GT and the biggest ship of the company up to that time. This ship was used by Aleson Shipping in their long Cebu-Dumaguete-Dapitan-Zamboanga-Sandakan route, the longest route of the company ever. Supposedly, this route gives Central Visayas an access to the Sabah market in Malaysia. I thought this was part of the BIMP-EAGA concept being pushed then by the President Ramos in preparation for the ASEAN Free Trade Area. However, the President failed to define correctly what is “free trade” and it just remained as “restricted trade” and so the route was not successful in the long run. This ferry was also used by Aleson Shipping in their Zamboanga-Manila route.

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Photo by Chief Ray Smith of PSSS

The first Lady Mary Joy was a ship built by Taguma Shipbuilding in Innoshima, Japan in 1971 as the Freesia Maru of the ferry company Tosai Kisen KK of Japan and she was given the IMO Number 7101786. In 1986, she became the Happiness No. 2 of the Bright Eagle International Inc. of Panama. In the Philippines the ship was refitted to be a multi-day liner, the first ship of Aleson Shipping in that classification. The Lady Mary Joy was the first ship of the company with a Net Tonnage (NT) of over 1,000 (at 1,213) and the first ferry of the company with a passenger capacity of over 1,000 (at 1,116 persons). She was also the fastest ferry of Aleson Shipping then with a design speed of 17 knots coming from a pair of Niigata engines with a total of 6,000 horsepower. Sadly, this remarkable ship is gone now.

In 1997, Aleson Shipping Lines acquired a ship they will use to battle Sampaguita Shipping Company and SKT Shipping in what was thought of then as a premier route in Western Mindanao, the Zamboanga-Pagadian route which offered an alternative to bumpy, dusty and sometimes dangerous land route. This was the Ferry Taiko which they then renamed into the Nikel Princely. This ship is actually a RORO with just a small stern ramp. She was built by Kanda Shipbuilding Company in their Hiroshima yard in Japan in 1979 with the IMO Number 7900455 with an original 12.5 knots top speed from a pair of Daihatsu engines with a total of only 2,000 horsepower, the reason why she became a slow ship in the future. Nikel Princely is only 49.0 meters in length and she has two passenger decks. She had a passenger capacity of 400 which was accommodated in bunks as the route is an overnight ferry route of about eight hours sailing time.

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Taken from pagadian.com

The Zamboanga-Pagadian route had the best Zamboanga ferries in the late 1990’s as the Nikel Princely battled the Sampaguita Ferry 1 (the former Tacloban City of William Lines) and Sampaguita Ferry 2 (the former Iligan City of  William Lines) of the Sampaguita Shipping Lines and the Pagadian City (the former Madrigal Masbate of Madrigal Shipping) of SKT Shipping. However, in due time, the ferries in the Zamboanga-Pagadian route all lost when the Zamboanga-Pagadian highway was finally paved. I was not surprised by this development as it has been shown in the past and everywhere in the country that in parallel routes the ship cannot compete with the ubiquitous buses and trucks which depart at all times of the day and night, could even be cheaper and it can be hailed right or deliver goods at the gates of the homes of the passengers or shippers. For a time, the Nikel Princely was laid up or was serving as a reliever until the Roble Shipping Corp. of Cebu purchased her in 2009 and she became the Blessed Stars. Later, she was passed on to the new shipping company Theresian Stars and she tried to come back to Zamboanga as the Asian Stars in 2016 doing the Jolo route until she was acquired back by Roble Shipping and she became the Ocean Stars. The sister ship in the Philippines of the Nikel Princely was the former Filipinas Surigao of Cokaliong Shipping Lines Inc. which became the Asian Stars II of the new shipping company Theresians Stars that is plying the Zamboanga-Jolo route.

1998 was a big year for Aleson Shipping Linesas they made their biggest-ever expansion in their history when the acquired four (!) ferries. By this year, it seems that the Aleson Shipping was already the biggest shipping company in Mindanao, arguably, displacing the old Number 1, the Sampaguita Shipping Company. Both companies had many ferries now as well as cargo ships (as both operated cargo ships) but one purchase made Aleson Shipping Lines and that was the acquisition of the Lady Mary Joy 2, the biggest ferry the company has ever acquired and which was as big as some of the smaller liners plying the Manila-Cebu route. Sampaguita Shipping had no ship to match this new flagship of Aleson Shipping which was mainly used for the Zamboanga-Manila route of the company where it battled the liners of WG&A, Sulpicio Lines and Negros Navigation Company.

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Photo by Toshihiko Mikami of PSSS

The Lady Mary Joy 2 was a full-pledged liner and so Aleson Shipping became one of the handful of shipping companies in modern times to operate liners from Manila (and Cebu overnight ferries can’t claim that distinction nor did they have ferries of this size). This ship was not small (she is even bigger than some Manila liners) as she really liner-sized at 122.0 meters length with a Gross Tonnage of 3,330 with a passenger capacity of 850 persons. In size and external lines she was much like the heralded Sweet RORO of Sweet Lines (but she was actually marginally longer). The Lady Mary Joy 2 by built by Fukuoka Zosen in Fukuoka, Japan in 1974 as the Akitsu Maru of Kyodo Kisen KK and she possessed the IMO Number 7402025. Her design speed is a match for liners of her size at 18.5 knots as she had 12,000 horsepower from a pair of Niigata engines. This liner is gone now, broken up, as Aleson Shipping was not able to hold on to their Manila route as there were plenty of liners during her time.

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Stephanie Marie by Mike Baylon of PSSS

Another acquisition in 1998 was a ship that firmed up the position of the company in Western Mindanao shipping and is still a great asset to the company until today. This is the Stephanie Marie which was the former Marima III in Japan. This ship was built in Japan by tne Kanda Shipbuiding Company in their Kure yard. The length of the ship is 63.2 meters, not unlike many Cebu overnight ferries but she is built as a short-distance ferry with seats which means she has a lot of space and capacity and before the coming of Stephanie Marie 2 she dwarfed then all the ferries going to Basilan. This vessel has two-and-a-half passenger decks with a Tourist Class in the former lounge of the ship which even houses a small a small office. The Stephanie Marie was built in 1979 with the IMO Number 8427278 and she is powered by a pair of Daihatsu engines with a total of 3,200 horsepower giving her design speed was 15 knots. By acquisition she is now the second oldest extant ferry in the fleet of Aleson Shipping Lines. For a long time now this ferry is the mainstay of the company in the Isabela, Basilan route.

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Photo by Mike Baylon of PSSS

Another vessel that was also not small was the Danica Joy 2 which was refitted as an overnight ferry and which can also do longer voyages as in as far as Sandakan, Malaysia and as such she has the accommodations similar to a multi-day liner (she did that route when the liners of Aleson Shipping were already gone). This vessel is about the same size as the Stephanie Marie at 67.2 meters length and she had two passenger decks equipped with bunks. The Danica Joy 2 was built by Nakamura Shipbuilding & Engineering Works in Yanai, Japan in 1982. She was formerly the Orange Hope of the Shikoku Ferry in Japan and she had the permanent ID IMO 8135253. This ferry had a sustained speed of 16 knots when coming from two Daihatsu engines with a total of 4,000 horsepower. In 201-, she became unbalanced while unloading and she capsized while docked in Zamboanga port and now she is already gone from the fleet of Aleson Shipping Lines. She has a sister ship in the country, the Asia Philippines of Trans-Asia Shipping Lines of Cebu which was now sold to George & Peter Lines, also of Cebu.

Not all of Aleson Shipping Lines acquisitions in 1998 were big or relatively big ships. One was a basic, short-distance ferry-RORO of only 32.0 meters in Length Over-all (LOA) which is the Kristel Jane 2. This ferry was built by the Nagasaki Shipyard & Machinery Works in Nagasaki, Japan as the Himawari in 1974 with the IMO Number 7396020.  When Kristel Jane 2 was acquired, she one of the five small ferries in the fleet of the Aleson Shipping Lines with the second-smallest passenger capacity at 188 persons, next only to the Alex Craig. However, this ferry had the slowest design speed in the fleet at only 10 knots. But unlike other short-distance ferry-ROROs, the Kristel Jane 2 had two engines and two screws. She had a total of 800 horsepower from her Mitsubishi engines.

After these big acquisitions, Aleson Shipping Lines went into a relative hiatus of four years as far as ferry additions are concerned. Acquiring the four previously mentioned ferries might have brought financial pressure to the company but it seems there is more than to that. In this period there was obviously a surplus of bottoms already in the country plus the acquisition of liner ferries was not panning out well for the company. Moreover, the Luzon and Visayas forays of Aleson Shipping Lines were not doing well also. The emergence of SRN Fastcrafts which is better known as Weesam Express plus the acquisition of fastcrafts by the A. Sakaluran Shipping Corp. (which also possessed conventional crafts) also put pressure on the company until most of these fastcrafts were moved into the Visayas and also Luzon in the case of A. Sakaluran.

(To be continued….)

 

 

 

 

 

 

 

 

 

 

 

When Eastern Visayas Ports And Shipping Were Still Great

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

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

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Tacloban port. Photo by Gerry Ruiz.

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

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

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

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

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Catbalogan port. Photo by Joe Cardenas of PSSS.

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

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

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

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MV Leyte. Gorio Belen research in the National Library.

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

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

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Gorio Belen research in the National Library.

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

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

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

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

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

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

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

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

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

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

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

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

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

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Gorio Belen research in the National Library.

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

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

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Gorio Belen research in the National Library.

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

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

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Gorio Belen research in the National Library

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

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

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Gorio Belen research in the National Library

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

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

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

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Gorio Belen research in the National Library

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

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

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

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Credits to Toshihiko Mikami and funikichemurase

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

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

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Photo by John Cabanillas of PSSS.

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

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

Times have changed. The paradigm changed, too.

 

 

 

 

 

 

 

When The PSSS Went To The Fiesta of Tagbilaran City

Some years back when 2GO was still ATS (Aboitiz Transport System), the Philippine Ship Spotters Society (PSSS) had a tour-meet in Cebu and as usual many of its leaders came from all over the country. We had the usual tour of Cebu Port, Muelle Osmena, the Mactan bridge, Ouano along with some shipyards. Part of the meet, of course, is the usual talks and camaraderie and that will include some eat-all-you-can stuff. And over the years the favorite EAYC place of PSSS became Joven’s in Parkmall. The restaurant became the respite of the group when it became overheated and fagged out. Ship spotting not only needs sturdy legs but also liters of fluids and sustenance after all the trying efforts under sun.

In those days I was still staying in a hotel and I usually choose one which is near Cebu Port for convenience, of course. It was easy to walk to the pier area and take shots even if alone. Usually, there is also a vantage point in the hotel where one can take shots. Members will visit me there if free for some talks and friendship. Plans are also hatched and in this tour the fiesta of Tagbilaran was vaguely mentioned as a Moderator who is Vinze Sanchez will be going home for the said occasion.

While having a rest in the hotel, I received a text message asking if I was interested in going to the Tagbilaran fiesta together with some members. I said “Why not?” although my mind was a little foggy. I was unbelieving if it was possible as the fiesta is already on the next day and it is part of lore that rides to Bohol are so full during summer especially on fiestas (and that even includes the buses from Manila). I also remember that when a former Japanese member of PSSS wanted to tour Bohol on a moment’s notice that he had to call a very high-ranking Aboitiz scion for intervention to be able to secure a ticket. And it took him many hours even though that Aboitiz scion had the rank of Vice-President, if I remember it right. I then went back to sleep thinking my schedule will be unchanged.

Not long after I was awakened by another message telling me we already had tickets in SuperCat. I was in disbelief as we were an additional four excluding Vinze. I was thinking, “Holy cow, how was Vinze able to pull it off?” when the Japanese group was only two. And now we will be five in all, all in one catamaran and on Vinze’s exact schedule. I was amazed but suddenly I remembered that Vinze has an access to the SuperCat reservation system (I can tell this now as the SuperCat situation already changed over the years and Vinze no longer rides the SuperCat regularly as he is now abroad). As they say in Systems Operation the weakest link is the human link and Vinze had an trump card on that.

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And so we went to the SuperCat terminal and frankly I was expecting a hassle of some kind (to me our trip seemed too good to be true). However, there was no hassle whatsoever, only smiles from the employees that know Vinze and that included his friend who rigged the system. I can only shake my head at the thought that a few people won’t make it to their fiesta as they had been bumped off. I felt pangs of guilt as they would have been too disappointed and will be scrambling to get another ride. I know the usual spiel. “Overbooking”.  Now I realized that regular “pasalubongs” and “pakikisama” go a long, long way.

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Upon boarding SuperCat 26 we only put our bags in our assigned seats and forthwith we proceeded to the catamaran’s  bridge. I saw a white man who got startled. I also saw another white took notice of five men in a procession to and opening the door of the bridge which is officially off limits even to most of the crew. I know what was on the head of the startled whites. “Hijack!”. We as a country are notorious after all in the Western embassies’ advisories.

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We were soon in the bridge of the catamaran and Vinze introduced us to Captain Sunga (he is not working locally so he is safe), the co-Captain and the Chief Engineer. They were the three officers occupying the bridge and there were only seats for three. The seats had belts and with armrests and it looked comfortable. The Chief Engineer was monitoring the engines through a CCTV and through instruments and controls in the bridge. No need for a command to the engine room. Joysticks were in command of the ship from the speed to the direction. However, a bridge designed for three was a little jampacked for eight people and I was glad the cat’s officer bore with us. It was of course illegal to stay on the bridge and it violates the operations manuals. However, in our country friendships go a long way. I heard about the simulator given by Vinze to the Captain which is not only entertaining while waiting for the next trip but improves maneuvering skills, too.

We were given an introduction of the bridge system and its instruments, its functions and how it helps the bridge officers. We were a little piqued with what is showing in the radar. The SuperCat was designed after all to operate even in nighttime. I noticed that as the craft sped the Captains always jerked the joysticks but I failed to ask why. All through the voyage we bridge visitors were in standing position but we enjoyed it. Anyway, how often would one be treated to a “Bridge Class” accommodation and a whole group at that? It was also enjoyable to watch the views come and pass by in a bridge. It was really different compared when one is in the passenger compartment. Besides we were able to ask a lot of questions enriching our knowledge of cats and of the routes.5981095965_5faa89f09f_b

SuperCat 26 ECDIS

Tagbilaran port came and we had to bid goodbye to the officers. Some of the passengers had an askance look at us. It is maybe because they noticed that five seats were vacant throughout the voyage and it was too noticeable in a full-packed small craft and probably they asked where were we or they noticed where we went. I don’t know if there was a tinge of envy in the looks. For me personally I was a little ashamed. I do not want such attention when I receive some special privilege. Maybe I am already too old for bragging rights haha!

We arrived the night before the fiesta and we just idled and talked the night away, If there will be a tour of the city during the fiesta itself I found out it was not in the works. No parades or spectacles but just plenty more of stories and camaraderie. Of course we met Vinze’s kins and we ate at the home of the No. 1 Councilor of Tagbilaran (we saw him again in Vinze’s wedding). The food was sumptuous and I took a liking for the lechon which is actually not a good food for my health. I ate a lot and my companions noticed and ribbed me for it. I did not care as I was simply enjoying the trip. If I had a worry it was our trip back but I kept quiet for the moment lest I ruin the fun.

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Our group was an eclectic one. If Vinze is from Bohol, I was from Davao and three were from Manila (one had Bohol origins and two had Mindoro origins but I noticed all three had doctor parents). But we are all friends now and we really wanted to experience the Tagbilaran fiesta. These meets are where we get to know each other well and where true friendships are forged.

We did not stay another overnight in Tagbilaran. We actually wanted to take the last ferry out of Tagbilaran, sleep in it and save on hotel expense (the fare was more or less equal to an single aircon hotel room). We were all on a budget and this was the wise course. The ferry leaves at 10pm and this was the Our Lady of Barangay–1 of Lite Ferries which has a sleeping accommodation. We thought it was perfect for our “pagtitipid” (which is skimping like what is done by backpack travelers). Imagine a “hotel room” traveling at sea. That was what our ride should be.

However, when we arrived in Tagbilaran Port there was a problem. The ferry was fully booked, the Lite Ferries ticketing office at the pier said. But having been a traveler for almost all of my life I knew it was not an impossible situation. There had to be a way, there had to be a vacancy because not all that reserved tickets and not all ticket holders would show up especially since it was a fiesta and people forgets the time or are held up. The only question in my mind was if there were enough bunks. I was prepared in any way to just sit up in the ship somewhere as long as we are able to board the ship. And so we begged the Lite Ferries people and camped in the port terminal building. While camped in the empty terminal we were actually in good spirits.

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Just before departure time we got the signal that we can board. I saw my companions perk up. Aboard the ship we were herded to Business Class which was located on the lowest passenger compartment near the bow of the ship at the car deck (and so the sloshing of the water is audible). There were benches there. And so i thought there was where they accommodate overflow passengers. They told us to wait as they will check which bunks were empty. It was obvious to my eyes there were some empty bunks. The question is if we can be all accommodated in Business Class. I saw that the Tourist Class was full and a little crowded.

The Purser counted. Yes, we can all be accommodated in Business Class and the Purser proceeded to issue us our tickets. It was cheaper than an aircon hotel room which was a good deal as were traveling at the same time, we had a bed (a bunk really) to sleep on and with linen (which they call “beddings” aboard a ship) to boot. I noticed early that the air-conditioner of the Business Class was too cold but that was the least of my worries. I just wanted to sleep as I was tired and a little stressed by the ticketing/boarding hassle which was no fault of the shipping company.

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Our ship arrived in Cebu at dawn as expected after a six-hour voyage. I told my companions there was no need to disembark early. We have no hotel rooms to go back to anyway and our ship accommodation was a perfect waiting area. Cebu overnight ships are gracious enough not to wake the passengers early and they let their guests which means the passengers continue their sleep until there was enough light.

I had also another idea why I don’t want the group to get down early. We were inside the port premises and because of ISPS (International System of Port Security) one can’t get inside it unless one is a passenger. My idea is since we were inside already is we will take the opportunity to ship spot at first light and I know the guards won’t really be in a position to challenge and shoo us away.

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Our Lady of the Barangay – 1 at dawn

When the first light was breaking there came the Lady of Angels of Medallion Transport coming in. Soon after she docked the passengers and the vehicles came down, of course, and it was a good ship spotting opportunity along with some other ships passing by. We were then between Piers 2 and 3 of Cebu Port.

When the port was already bathed in light I told the group we better board a docked ferry because if we don’t the guards will see and challenge us. Aboard a ship it is only the Captain which can challenge us and to Captains of small ferries of small shipping companies “gate crashers” are the least of his worries. Some are even glad there are people who visit and appreciate their ship. A vessel is a peaceful ship spotting platform for ships passing by and docking nearby.

The ship we boarded was the Fiji-I of the South Pacific Transport Corp. It was a cruiser ship built locally in a shipyard (the Fortune ShipWorks in Tayud) that is also controlled by its owners. The crew not sleeping were friendly and welcoming and they let us free roam of the bridge and we were also able to view the engines. It is just like old times when ships and crew didn’t treat people they didn’t know as potential terrorists or saboteurs. Actually it is only the USA which is too squeamish of people in contact with ships because people there commit massacres every now and then. That kind of violence is completely unknown in our country. Deadly psychopaths are only concentrated in the USA.

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We then decided to end our ship spotting activity. Hunger and thirst were already catching up on us and we needed to refill ourselves. And so we hied off to our breakfast with the guards wondering from what ship we came from as there is no new arrival.

All in all it was a good ship spotting adventure. We were able to experience “Bridge Class” in a SuperCat, enjoyed Tagbilaran hospitality with plenty of food and good stories and we were lucky we did not sleep over in the pier and we had a free dormitory-type hotel room that was sailing at sea that brought us back to Cebu again.

If some will think that was the end of our Tagbilaran adventures, nope. We had another visit but as they say that is a different story. Abangan!

 

[Photos by Mike Baylon and Vinze Sanchez]

 

 

The Trans-Asia 19

On March 2 of this year, the Trans-Asia Shipping Lines, Inc. (TASLI) of Cebu, a part of Chelsea Logistics Corp., inaugurated their newest ship, the Trans-Asia 19. The inauguration was done in the Port of Cagayan de Oro and Mr. Kenneth Sy, President and CEO of Trans-Asia Shipping Lines led the inaugural ceremony ably assisted by his wife, Ms. Pinky Sy, the TASLI Vice-President for Sales and Marketing . The inaugural went well but what was new was it was held in the Port of Cagayan de Oro since Cebu-based companies usually hold their inaugurations in Cebu. The Philippine Ship Spotters Society (PSSS) was invited and helped cover the event.

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Photo from John Nino Borgonia

The Trans-Asia 19  is not only the latest ship of Trans-Asia Shipping Lines. She is actually their first-ever ship fielded  as brand-new and reports say she cost more than PhP 600 million which is four to five times the cost of a 25-year old refurbished and refitted ferry from Japan of the same size. However, Mr. Kenneth Sy pointed out in his inaugural speech that they must need to modernize as the regulatory body Maritime Industry Authority (MARINA)  plans to phase out ferries that are over 35 years old already (which means built 1984 or earlier).

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Photo from John Nino Borgonia

The ship is only a medium-sized ferry by Philippine standards and her passenger capacity is only 450 persons. She is an overnight ferry-RORO as she is equipped with bunks instead of seats (there are a few seats though for the budget traveler). Her designated route is Cagayan de Oro to Tagbilaran, v.v. three times a week with an extension to Cebu on the 7th day. She replaced their old vessel on the route, the Asia Philippines which was sold to George & Peter Lines, another Cebu-based shipping company but a non-competitor of the company.

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Photo from John Nino Borgonia

It was the Kegoya Dock Co. in Kure, Hiroshima Prefecture, Japan which built the Trans-Asia 19 and it was the mother company of TASLI, the Chelsea Logistics Corp. (CLC) which ordered this ship. Earlier, TASLI and CLC had a merger which had to go through the Philippine Competition Commission (PCC) because the deal is over one billion pesos in value. The Trans-Asia 19 is actually similar to the new ferries that came to Starlite Ferries (which was sold to CLC) starting in 2015 but the difference to those is most the Starlite ships were built as short-distance ferries equipped with seats. However, all are sister ships and their superstructures and external lines are practically the same and all were built by Kegoya Dock.

After completion and turn-over, the Trans-Asia 19 started its conduction voyage from Kegoya on November 15, 2018 and she reached Talisay anchorage in Cebu on the first hour of November 22, 2018. The conduction crew of twelve was led by Capt. Hector Nelson Ramirez who is still the Master of the ship. From arrival, the Trans-Asia 19 spent almost two months clearing Customs and completing papers in MARINA (Maritime Industry Authority), the local maritime regulatory body. In the country those two agencies are always the biggest hurdles for new ships. And so it was only on February 18, 2019 when Trans-Asia 19 had its maiden voyage from Tagbilaran to Cagayan de Oro. Yes, the maiden voyage came before the inauguration but that is not so unusual as an occurrence.

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The Trans-Asia 19 in anchorage. Photo by Daryl Yting.

The Trans-Asia 19 is a steel-hulled RORO (Roll-on, Roll-off) ship with a single car deck of 13-feet height accessible from a stern ramp. The ship has a bulbous stem and a transom stern and she has two masts and two funnels that lies exactly above the engines. Externally, she is not that modern-looking but her equipment and features are actually all modern. This ferry is even equipped with an elevator for persons with disability and for the elderly and mothers with infants (the elevators run from the car deck). The ship has high sides which provides additional safety in rough seas. As aid in docking, the Trans-Asia 19 also has a pair of bow thrusters.

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Trans-Asia 19 bow thruster

The Length Over-all (LOA) of the ship is 67.6 meters (LOA is the maximum length of the ship) and her Length Between Perpendiculars (LPP or LBP) is 61.8 meters. The ship’s Breadth or Beam is 15.3 meters and that is the measure of the ship at its widest. The Depth of the ship is 9.40 meters (and that is the reason for the high sides) and the Draft is 3.22 meters (the latter is the minimum water depth for a ship to be able to navigate safely). Increasing Draft would mean a more stable sailing (but more drag when the sea is smooth) . The Depth from the car deck of the ship is 4.40 meters and that is the distance from the car deck up to the bottom of the hull and that is the point where water will start entering the car deck.

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The Gross Tonnage (GT) of the ship is 2,976 and this is the total cubic measure of the of the ship. The Net Tonnage (NT) is approximate 805 if based on the pioneer of the sister ships. NT is the cubic measure of the ship’s space that is usable for passengers and cargo. The Deadweight Tonnage (DWT) of the ship is 834 tons. That is the maximum safe carrying capacity of the ship in weight and that is far higher than the rolling cargo capacity of the car deck which is 13 cars and 7 trucks and that is good in terms of margin of safety. The passenger capacity of Trans-Asia 19 is 450 persons and the ship’s complement (the crew) is 32 (but this is still increased by the security personnel and drivers on board).

The main engines of this ship is a pair of Yanmar 6EY22AW engines of 1,863ps each for a total of 3,726ps (ps is approximately equal to horsepower) and the auxiliary engines are Yanmar marine diesels too of 500hp each. The engine room of this RORO ship is equipped with a small engineers’ station. That protects the ears of the engineers and it shields them from the heat generated by the engines while the ship is running. The service speed of Trans-Asia 19 is 13.6 knots at 85% MCR (Maximum Continuous Rating) which is about the range an engine is set to avoid damage to the engine. One thing I noticed is the ship’s engines are controllable by levers in the bridge.

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Trans-Asia 19 auxiliary engine. Photo by Mike Baylon.

In case of fire in the engine room, the safety procedures work this way. There is an actuator box which when opened automatically shuts the ventilators to the engine room and other sources of air. An alarm for evacuation of the engine room is then sounded and confirmation of evacuation will have to be done and then all hatches and doors are closed. Carbon dioxide gas will then be released into the engine room for two minutes. There is also an instruction should the actuating system fail for any reason but whatever it is still the carbon dioxide system which will be relied upon to extinguish the fire in the engine room. The actuator box is located in the bridge of the ship.

This ship passed the tough “NK” (Nippon Kaiji Kyokai) ship classification of Japan. The navigation area of the ship is restricted to the Philippines (yes, this was really designed to be an inter-island ferry in local waters). The Call Sign of Trans-Asia 19 is 4DFV-3 (for its identification in radio communication) and its MMSI Number is 548937500 (this is in relation to the AIS or Automatic Identification System of the ship which is the equivalent to the transponder of an aircraft). The permanent ID of the ship is IMO 9831995.

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President & CEO Kenneth Sy speaking. Photo by Mike Baylon.

In his speech in the inauguration of Trans-Asia 19, the TASLI President & CEO emphasized the safety features designed into the ship like a bridge monitor which will trigger an alarm if there is no person in the bridge (this is the Bridge Navigational Watch Alarm System or BNWAS which is supplied by Furuno). This ship is designed to ease the workload of the bridge crew as it is equipped with an autopilot and an autoplotter which means this has reliance not only on the radar but also with its AIS equipment. This ship can dock by itself given it has GPS and an autopilot. The vessel is also equipped with a sonar that warns of grounding (well, that is important in Maribojoc Bay with its reefs where some ships have already grounded). If the sister Starlite ships are touted to be built for the rough Philippine waters then this ship can also make that claim.

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Trans-Asia 19 bridge. Photo by John Nino Borgonia.

In the deck above the car deck which is called the Promenade Deck is located the higher class of accommodations of the ship and many of the amenities. Half of the deck is occupied by the Tourist Class and it is located at the aft (rear portion) of this deck. In the middle is the Information Counter, the Restaurant and the Clinic. In the forward section of this deck lies the Family Room for 4 which is paid for by the room but per person it is cheaper than Tourist so it is good for a family or a group. More or less it is the equivalent of Tourist Deluxe. There is also a Private Room which more or less corresponds to Business Class.

 

 

In the Bridge Deck of the ship lies the non-aircon Economy Class of the ship in its aft portion and this occupies a space less than that of the Tourist below. The reason for this is just ahead lies the class with reclining chairs and seat belts and it is air-conditioned (in industry parlance this is called “Jetseater”. That should be a good alternative to Economy if one wants air-conditioning and is comfortable anyway in seats like in an aircon bus. Just at the back of bridge of this deck lies the Officers’ cabins, the Crew’s quarters, the ship’s Galley (the kitchen for the crew) and the Mess Hall.

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In the bridge there is the usual retinue of equipment like the GPS, radar plus ARPA (Automatic Radar Plotting Aid), various gauges and switches, a control board, radio equipment, etc. There is the standard navigators’ table (hard to call it the plotting table now since there is already an autoplotter but it seems MARINA, the maritime regulatory body still insists on paper plots). In the bridge is also a bank of CCTVs monitoring all parts of the vessel. The ship still has the traditional wheel and is not yet joystick-controlled but as mentioned before there is already an autopilot.

Over-all, the Trans-Asia 19 is a fully modern ship with all the safety features needed for safe navigation. And for a ferry of 67-meters length there is a wide choice of accommodations. Bol-anons, Cagayanons and Misamisnons will be very happy with this ship especially since it is brand-new (I was told Bol-anons going south were shocked to have a new ship). And the size might just be perfect for the route. With regards to length, this ship and the ship she is replacing has almost the same LOA. It just happened that this ship is a little wider but the passenger capacity is smaller. That means more space for the passengers. The engines of this ship are a little smaller and being brand-new there will be fuel savings for the company.

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A very fine ship! Congratulations indeed to Trans-Asia!

 

Edit: 3/10/2019 – Changed caption for main engine to auxiliary engine. Apologies for the mixup.

When The Philippine Ship Spotters Society (PSSS) Attended The Inauguration of the Trans-Asia 19

On the last week of February this year, the Philippine Ship Spotters Society (PSSS) received a formal invitation from Trans-Asia Shipping Lines, Inc. (TASLI) to the inauguration of their newest ship, the Trans-Asia 19 which was to be held in the Macabalan port of Cagayan de Oro City. To show respect for the invitation and to give importance to the occasion, our group immediately decided in the affirmative and began canvassing who can go as the invitation was RSVP and they immediately wanted the names of those coming to the inauguration. Unfortunately, none of the members near Cagayan de Oro was available and we prefer to send PSSS leaders to occasions like this as some big people will be around. And so although coming from afar, three of us prepared to come: yours truly from Davao City, Mark Ocul from Ozamis City and Aris Refugio from Samal City.  All are leaders of PSSS.

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Me and Aris will be going together but time was a little tight for us as Davao is far from Cagayan de Oro. Aris can only take the first trip of the motor boat from Samal and it is little dicey if we will be able to make the 6am aircon bus from Cagayan de Oro (we actually boarded the 6:30am bus). Mark, meanwhile, would have an easier trip. He would take the 8am ship Filipinas Nasipit from Ozamis to Iligan (and Mark knows the Captain of that ship). From Iligan City, he would take the bus to Cagayan de Oro. However, his ship departed late and by mid-morning we were all hoping badly we can make the 2:30pm start of the inauguration. Me and Aris was a little lucky the bus now uses the Cagayan de Oro coastal highway. Mark took the taxi from Bulua bus terminal, arrived just in time but preferred to wait for us by the gate. He advised us our entrance is via Gate 4, the cargo gate of Macabalan port.  Soon, we arrived and he showed the guards the invitation again and a PPA (Philippine Ports Authority) vehicle fetched us as walking inside the port area is forbidden. We arrived by the ship when the other guests were still signing the logbook. Maybe we were last among the guests to arrive but yes, they know and expect the PSSS.

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For my side I really wanted to go even though I was not feeling very well because occasions like these can be a little overwhelming for some. One reason is company bigwigs are around and their guests tend to be high-heeled. But fortunately they were all very friendly with us although we were dressed very casually. Maybe all of us just wanted a good send-off for the new vessel that is the signal for the resurgence of Trans-Asia Shipping Lines Inc. (TASLI) in passenger shipping. Trans-Asia 19 happens to be the first brand-new vessel fielded by the company.

Another fortunate thing was someone from the crew immediately recognized us. It was 2nd Engineer John Nino Borgonia who is a PSSS member and who remembered us when we visited C/E Mendoza, a PSSS friend aboard Super Shuttle RORO 9 when they were docked in Davao. Since it was understood that a tour of the ship is part of the package in the invitation, he immediately showed us the various parts of the ship. To my surprise, his first suggestion was the thruster room. In my long experience with ship spotting, I have never been to that portion of the ship and we accepted the invitation with eagerness. The thruster room is near the bow of the ship and access to it was not easy. The Trans-Asia 19 comes equipped with bow thrusters which aid in the docking of the ship.

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After the thruster room, John asked us where do want to go next and I said the engine room, of course. It’s easy to tour the upper decks of the ship but the engine room is a prize as that is restricted area and there are hours when even an acknowledged visitor is not allowed there. The engine room was immaculately clean. Plus it has an engine control room where the engineers are protected from the sound of the engines when running. The ship’s engines were all Yanmar marine engines from the main engines to the auxiliary engines. I commented that Yanmar is a very good make. Actually, it is an awarded make in Japan.

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We then went to the second deck (from the car deck) of the ship where passenger accommodations are located. A Tourist section is located in this as well as the Information Counter, the Restaurant and the Starsy convenience store. There are also Family Rooms (which is the equivalent of a Tourist Deluxe for four persons) and is paid by the room (but the rate is lower per person compared to Tourist Class so it is good for groups). There is also a Private Room which is equivalent to Cabin Class. For a 67-meter ship, the Trans-Asia 19 has plenty of choices in the accommodations and is a full-pledged overnight ferry.

We then toured the third deck which is also the Bridge Deck. Further Tourist accommodations are located here plus the Officers’ cabins and the Radio Room. A Jetseater class (the industry term for reclining chairs and this is air-conditioned) is also located in this deck plus the Economy section. We did not yet try for the bridge of the ship as we don’t want to go there without an escort. We also used the Trans-Asia 19 as a ship spotting platform to take shots of the other ships in the Port of Cagayan de Oro and in Macalajar Bay. Soon, I felt we had to get down as the upper decks is emptying of people and that means something is happening below.

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In the small makeshift stage near the aft of the car deck, we found Mr. Kenneth Sy, President and CEO of Trans-Asia Shipping Lines, Inc. speaking about the Trans-Asia 19 and the reason for its acquisition which is modernization. I was touched by his optimism because Trans-Asia is one company I would not like to go given their great history when they fielded the best overnight ferries from Cebu when they started (versus the old ex-“FS” and ex-“F” ships of the competition which were relics from World War II). They were also the first to convert to RORO (Roll-on, Roll-off) ships among overnight ferry companies. And they were the first to have an all-RORO fleet, the wave of the future which is a big accomplishment given that they were ahead in this typw even compared to the liner companies (Sulpicio Lines, William Lines, Carlos A. Gothong Lines Inc., Negros Navigation Co.and Aboitiz Shipping Corp. which still clung to their cruiser liners). Trans-Asia needs to remain and we were there in the affirmation of it and I felt a thrill with that.

I had the chance to shake hands and pose with Mr. Kenneth Sy after his talk. He seems to be a gentle and a genial person (he is also a topnotch photographer). He invited us to partake of the food in the upper deck. We were still busy taking shots in the upper deck as we want the bigwigs to take food first when he spotted Mark and said, “Eat first before the pictures”. He said this in Bisaya. Every now and then we will bump into him as the area was small and smiles and some words will be exchanged. The catered food was good and it was a big sustenance for me as in our haste I had to forego lunch and I am a diabetic. There was also lechon (roasted pig) which seems to be obligatory in Philippine occasions such as this.

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Later, I had the privilege of talking to Ms. Pinky Sy, the wife of Mr. Kenneth and ask some questions about the situation and plans of the company. Ms. Pinky, I came to learn later was Trans-Asia Vice-President for Sales and Marketing. And so I now realized why she was very knowledgeable about the company. She said more ferries are coming for Trans-Asia but in the meantime they will still hold on to their veteran ships excluding the Asia Philippines and the Trans-Asia 9 which are now sold or being sold. They wouldn’t yet sell the old ferries until the new ferries arrived. I also asked about their relationship with Chelsea Logistics. She said it is now a partnership and they have not divested (that is contrary to earlier wrong reports that they have divested). It was an answer from a question of mine.

There will be three launching of new ferries this year plus five hold-overs means eight ferries total by this year. Well, that should be nearly enough to serve all their passenger routes but i think they will have additions for next year too. For cargo, we all know they now have container ships operating from Manila and reaching as far as Davao. Trans-Asia Shipping Lines has a total of six cargo and container ship plus one LCT. That is one sea change for Trans-Asia. They are no longer just an overnight ferry company.

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We came to meet John again and he accompanied us to the bridge of Trans-Asia 19. It is a modern bridge and being brand-new it was still in a spic-and-span condition. In the bridge we had a talk with John and it is there that we learned that Trans-Asia 19 already had four complete voyages before her inauguration and that her first official voyage happened on January 18 of this year. No, he had no exact idea why the inauguration was held in Cagayan de Oro when all will expect it would be held in Cebu. Well, a change is also good. Anyway, the Trans-Asia 19 is a replacement for their disposed-of ferry Asia Philippines and so her route is Cagayan de Oro to Tagbilaran three times a week with a once a week extension to Cebu from Tagbilaran (well, Bol-anons and Cagayanons are lucky they have a brand-new ship). John speculated that since their stay in Cebu is short and cargo has to be handled might have been the reason why Trans-Asia 19 was inaugurated in Cagayan de Oro. Before leaving the bridge we had that now- traditional photo with crew holding a paper saying “Trans-Asia 19 loves PSSS”. Of course, we love them and we are grateful for their hospitality and support.

Soon there was an advice for guests to disembark from the ship. It was already nearing 5pm, the scheduled time of the end of the inauguration (and the ship still has to load cargo) and so we headed down. On the way, we met Mr. Kenneth again and he forthwith invited us to the inauguration of Trans-Asia 18 (this ship is being refitted right now in Cebu) and the Trans-Asia 20 (so there is a coming Trans-Asia 20!). We said “Yes” of course and with alacrity. That is an honor and an experience. Dumb is the one who will refuse that. And coming from the President and CEO? And so are looking forward to that with excitement.

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Before disembarking we again congratulated Mr. Kenneth and asked with a little trepidation if we can tour the Trans-Asia 10 which is bound for Cebu and is just docked nearby. He readily said “Yes” and told us to just tell the people of Trans-Asia 10 that we have his permission. So it will be a double tour! We then proceeded to Trans-Asia 10 and they easily let us aboard even though it was already embarkation time. But, of course, the tour of that ship and of the meeting and talk with her Captain is another story that is worth another article.

It was past 7pm when we got off Trans-Asia 10 and walking out of Macabalan port the question is what next. Mark to ride immediately to Ozamis would be useless as the ferry in Mukas port will start sailing at 4am. Aris had the same problem as the motor boat to Samal is still at 5am. He can take the 24-hour Mae Wess ferry but he might have a long waiting time. And we were in a celebratory mood and we need dinner already. And so we proceeded to Ayala Centrio Mall to have a good dinner. We thought our successful trip needs extended talks and more camaraderie. And we therefore enjoyed this mood until the restaurant closed. We just hung around more in the mall and only parted ways at midnight.

The total journey was tiring and it was not cheap but I have no regrets whatsoever. We all felt it was all worth it. It was near to an experience of a lifetime and it will honor our group the Philippine Ship Spotters Society (PSSS) and it will help highlight shipping and Trans-Asia Shipping Lines. Plus of course it will cement relations with this company.

Now, I just hope that this is just the beginning.

[Note: I will have a follow-up article which will be exclusively about Trans-Asia 19 which will focus on her specifications, equipment and accommodations. To treat it all here will be too heavy and focus will be a problem.]

 

The Miyuki Maru

The Miyuki Maru which is in the Philippines now is one ferry that is lucky to have a long life although she had many owners already. And recently she was given another lease of life although she is already pushing to fifty years in age and of sailing. At the moment, however, I will leave the reader in suspense what this familiar ship is. What I can say however is she was always wanted all of her years and not all ferries were that lucky.

“Miyuki” is a common feminine given Japanese name and many Japanese women carry that as their first name. Translated, in many cases she is associated with the word “beautiful” and maybe that is the reason why she had been lucky all these years. “Maru”, of course, always referred to a ship but actually that is not the exact translation. So loosely, “Miyuki Maru” can be regarded as a “beautiful ship”. Not that most will agree with that description but as they say, “Beauty is in the eye of the beholder”.

The Miyuki Maru is a ferry built in 1970 by the Kanda Zosensho in Kure, Japan for the Sado Kisen K.K. as a ferry of the Sado Island (Sadogashima) which lies in the Sea of Japan just off the Niigata prefecture and the island is alsoa  part of that prefecture. With that connection, I am not surprised the Miyuki Maru is powered by Niigata engines, the manufacturer of which is based in the namesake prefecture. (Now, that engine make served her well).

The Miyuki Maru which has the permanent ID IMO 7044225 is a ROPAX (RORO-Passenger ship) which has RORO (Roll-on, Roll-off) ramps at the bow and stern with a single cargo deck, a steel hull, a raked stem and a transom stern. She has a Length Over-all (LOA) of 62.0 meters, a Length Between Perpendiculars (LPP) of 55.5 meters and a Beam of 13.4 meters. Her Gross Register Tonnage (GRT) in Japan was 797 tons, a Net Register Tonnage (NRT) of just 151 tons (which means that originally her passenger accommodation was small), and a Deadweight Tonnage (DWT) of 411 tons. The total output of her twin engines is 3,600 horsepower which gave her a top sustained speed of 14 knots when new. The ferry had a single passenger deck, two masts and two funnels.

In 1987, this ferry was sold to Awashima Kisen K.K. and she became an Awashima Island ferry. Though with a change of ownership her name was not changed (because maybe there was no need to change a beautiful name). That was until 1992 when she was sold to the Philippines at 22 years of age. At that time, Japan shipping companies try to sell their ship after 20 years as there are incentives by the Japan government for re-fleeting their old ships. But that practice was misrepresented by some in the Philippines as if the ship is already “old” or worse just good enough for the scrapyard (which isn’t true) and worst is the charge by those who are ignorant of ships that they are simply “floating coffins” (because then at 20 years of age their cars are already dilapidated but they don’t understand that cars and ships are not exactly comparable as ships are much more durable than cars).

In the Philippines, the ferry Miyuki Maru went to Trans-Asia Shipping Lines Inc. (TASLI) of Cebu which in the late 1980’s and early 1990’s was already busy in converting from cruiser ships to RORO ships (more exactly ROPAX ships), one the first Philippine companies to do full conversion of their fleet (while the national liner companies like Sulpicio Lines, William Lines, Negros Navigation and Aboitiz Shipping can’t make that claim then as they were still clinging to their cruiser liners). Yes, that was how great and modern that company was then compared to the recent years when their glory was already faded. Yes, they were that advanced before the emergence of the Cebu Ferries Corporation (CFC) from the “Great Merger” of William Lines, Gothong Lines and Aboitiz Shipping. That merger inflicted them a very serious blow as from the biggest overnight ferry company in Cebu, a new entity bigger than them suddenly emerged. In Trans-Asia Shipping Lines, the Miyuki Maru became known as the Asia Singapore, the second ship in the fleet to carry that name (the first was a cruiser ship).

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The Asia Singapore. From TM Brochures.

As the Asia Singapore, an additional half-deck was added as passenger accommodation and together with an extension of her original passenger deck these served as the open-air Economy accommodations of the refitted ship. Air-conditioned Tourist and Cabin accommodations were also added and being equipped with bunks she became a full-pledged overnight ferry. Her new Gross Tonnage (GT) became 830 tons with a Net Tonnage (NT) of 251 tons (a figure that is suspiciously low) and a passenger capacity of 533 persons. In the fleet of Trans-Asia Shipping Lines she was the sixth ROPAX ship after the Asia Hongkong, Asia Japan, Asia Thailand, Asia Taiwan and Asia Brunei. Locally, the ferry has a Call Sign of DUHE7. Of course, the IMO Number is unchanged.

In 2001, the Asia Singapore was sold to Palacio Shipping Lines (which was otherwise known as FJP Lines) that was then already acquiring ROPAX ships. She then was renamed into the Don Martin Sr. 9, the third ROPAX ship in the Palacio fleet. Later on, she was further renamed into the Calbayog in honor of the port and city that was the origin of Palacio Lines (she was however not the biggest ferry in the fleet as the honor belonged to the Don Martin Sr. 8, a sister ship of the Zamboanga Ferry of the George and Peter Lines).

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The Calbayog. Photo by Janjan Salas.

When Palacio Lines felt the pressure of new competition allowed into Samar from Cebu, their old strong route, that triggered her terminal decline which started from the loss of their Bantayan route from Cebu Port. This was exacerbated by the situation then that their old, small cruisers no longer had viable routes especially with the advent of the ROPAXes of the competition. When the company’s last remaining stronghold, the Plaridel route was also opened to competition, it signaled that the end of the company was already near. In size, quality and cleanliness of the ferries, Palacio Lines was no match to the new competition.

In 2012, Palacio Lines stopped sailing although they were still advertising their old schedules and routes in the local papers of Cebu. They even went to the extent of denying that to media although it was plainly visible that their ships were always moored in Cebu port and without lights at night. In a short time, however, the truth can no longer be hidden when the company started disposing her remaining ships and those disappeared one by one from the Port of Cebu. The cruelest was when their biggest ship, the Don Martin Sr. 8 went to a Cebu breaker after there were no takers at her. Maybe Palacio Lines needed money then to settle some things.

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The Calbayog in Batangas Bay waiting to be converted into Starlite Neptune. Photo by Mark Anthony Arceno.

There was a shipping company in Batangas that had a track record of acquiring old ferries that were already being disposed especially those that were no longer sailing including from defunct shipping companies. This was the Starlite Ferries of Alfonso Cusi then which started from old, unreliable ferries being disposed by William, Gothong and Aboitiz (WG&A). Those were followed by a small ROPAX from one of the Atienzas of Mindoro shipping that was going out of business (a victim of the change-over from wooden motor boats or batels to ROROs), then a fastcraft from the defunct DR Shipping of Don Domingo Reyes and two ferries from the Shipsafe/Safeship duo of shipping companies that was also going out of business, among other acquisitions. So it was not a surprise to me when they grabbed the Calbayog which then became the Starlite Neptune in their fleet. From the point of view of Miyuki Maru that was a saving move as it proved to be her salvation. And not only that. She also went to a shipping company that knows how to refurbish and maintain old ships although her owner later developed a taste of bullying in the media old ferries when he was able to acquire a loan package from the government to build new ferries (now Starlite Ferries is already disposing of their old ferries).8235177182_630daf5d2b_k

The Miyuki Maru as Starlite Neptune. Photo by Nowell Alcancia.

The Starlite Neptune or Miyuki Maru was also a success in Starlite Ferries although soon her owner faced a problem when their new ferries started arriving from Japan and they were not able to develop new routes. So it was obvious they would have to dispose old ferries especially if her owner would have to be honorable enough in backing up with action his attacks against old ferries. Shockingly, it was not the old ferries that were disposed by Alfonso Cusi but his whole company when he sold lock, stock and barrel to the new king of Philippine shipping who is Dennis Uy that was buying shipping companies left and right. After the takeover, it is notable that the first ship sold by Starlite Ferries was Starlite Neptune. This ferry  has been observed for months already darkened and just anchored in Batangas Bay not sailing and with no flags flying.

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The Starlite Neptune in Batangas Bay with no flags flying. Photo by Mike Baylon.

Then soon came the news that Starlite Neptune was docked in Lazi port in Siquijor being refitted after it turned out she was acquired by the GL Shipping of Siquijor which was lately in the acquisition and expansion mood. It is rumored she will be doing the Siquijor and Iligan route from Cebu, a route long wished by Siquijodnons and the people in Iligan City in general. It is seen as the revival of the old route then held by the small cruiser Pulauan Ferry of George & Peter Lines which unfortunately grounded and sank just south of Mactan island and was never replaced.

As of the time of the writing of this article the new name of Miyuki Maru is not yet known and her refitting works in Lazi port stopped. I do not know if there is a big problem although I might also think she might be too big a ship for her company which only used to operate small crafts before.

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The former Starlite Neptune in Lazi under GL Shipping. Photo by Roy Baguia Dumam-ag.

I just wish that will she will continue to live on as I am a sentimental person and I don’t want old ships that are still good to go to the breakers because it turned out that nobody no longer wanted her. And so I just hope the Miyuki Maru will live a little longer and that she provides joy to her new owners and to public that will sail with her.

Long live the Miyuki Maru!

[Now, if she doesn’t survive then let this piece be an ode to her.]

 

 

The MV Eugene Elson

The MV Eugene Elson of Penafrancia Shipping Corporation of Bicol is one of the oldest ROPAXes (Roll-On, Roll-Off Passenger ship) still sailing in Philippine waters but she is still very reliable and well-appreciated. As a 1965-built ROPAX from Japan she has the looks and lines of the small ROPAX of that era which means she is a little chubby in looks and not that angular like the MV Melrivic Seven of Aznar Shipping which was also built in 1965. However, those looks do not detract from her primary purpose and mission which is to ferry passengers and rolling cargo (i.e. vehicles) safely and reliably.

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Photo by Dominic San Juan of PSSS

This ship’s usual route is Tabaco, Albay to Virac, the capital and main port of the small island-province of Catanduanes. Tabaco City is the gateway to the province and the size of MV Eugene Elson is just right for that route as there are almost no ferries that is 50 meters in length there (except when there rotations due to drydocking). And also there are no 30-meter ferries in that route out of respect for the waves in the sea between the two provinces and besides single-engine ferries are not liked there, for safety and maneuvering reasons. So the MV Eugene Elson with its two engines and screws fits the bill well there too.

The MV Eugene Elson is a RORO ferry built by Hashihama Zosen of namesake city Hashihama in Japan where their yard is located. As said earlier, she was built in 1965 but her IMO Number is already 6601517 (in those days the first two digits of the IMO Number indicate the year the ship was built but that is not the case anymore nowadays). She was completed in December of 1965 and completion date is the date when the ship is already equipped and ready to sail. Her external measurements are 41.7 meters in Length Over-all (LOA), a Registered Length (RL) of 38.5 meters and a Length Between Perpendiculars (LPP) of 37.5 meters. The ferry’s Breadth is 14.6 meters locally although in Japan it was only 12.5 meters (the first one might be the more accurate one). Her Depth is 3.0 meters. As a whole she is not a big ship and a ship that is only a little larger than a basic, short-distance ferry-RORO (by the Philippines Ship Spotters Society definition) which in general is only 30 meters or so in length and sometimes even shorter.

In Japan, her Gross Tonnage (GT) was 526 (tons is no longer affixed in GT) but locally it was only 488. Her declared Net Tonnage (NT) which is the usable space of the ship for passengers and cargo is 118 which is rather suspiciously low. The ship’s Deadweight Tonnage (DWT) is 138 tons and she has a passenger capacity of 484 persons, all in sitting accommodations. The MV Eugene Elson is actually the smallest ferry in the fleet of the Penafrancia Shipping Corporation (PSC) which was the successor company to the defunct Bicolandia Shipping Lines which used to own her. However small, this ferry still has two passenger decks with an airconditioned Mabuhay Class.

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Photo by Dominic San Juan of PSSS

The ship’s hull material is steel. She has one mast, two funnels and two RORO (Roll-on, Roll-off) ramps for ingress and egress of vehicles but the bow ramp is also the one used by the passengers for the same purpose as ferries in Bicol do not have separate passenger ramps (the stern ramp of this ship seems to have been welded shut already). The bow ramp of this ship is extended to better cope with low tide conditions. This ferry has a raked stem (which was what was usual in the era) and a transom stern (which is still what is common nowadays).

The MV Eugene Elson is powered by two Daihatsu marine engines with a total output of 1,100 horsepower. This is sufficient to propel her at 11.5 knots when new but nowadays she just chugs along at about 10 knots, the reason she takes four hours for her route which is less than 40 nautical miles. That is not a shame as most ferries in the route have about the same sailing time although some are faster than her.

Our group, the Philippine Ship Spotters Society (PSSS) is familiar with this ship as once the group has already toured her when she was drydocked in Nagasaka Shipyard in Tayud, Cebu and the master then, Captain Jun Benavides was gracious and hospitable enough to let us roam his ship and use her as a ship spotting platform (yes, passengers can reach the roof of this ship which is also the Bridge deck). Of course, he had also shared plenty of stories to us. We whiled our time there savoring the cooling breeze of the late afternoon until it was time to go for daylight was soon dimming.

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Photo by James Gabriel Verallo of PSSS

This ship, when newly-built was first named as the MV Shimotsui Maru of the Kansai Kisen K.K. of Japan In 1976, under the same name, she was transferred to Kansai Kyuko Ferry K.K. Then in 1984, before her 20th year (the time Japan begins replacing its old ferries), this ferry came to the Philippines as the MV San Agustin of May-Nilad Shipping, a Manila ferry company that was always short in routes. Later, she became the MV Eugenia of Esteban Lul.

After a short time, this ship was transferred to Eugenia Tabinas of E. Tabinas Enterprises under the same name MV Eugenia. I just wonder about the relationship of Eugenia Tabinas and Esteban Lul. E. Tabinas Enterprises and Bicolandia Shipping Lines which are synonymous and the same is headquartered in Tabaco, Albay. These dual companies took over the ships and operations of the pioneering Trans-Bicol Shipping Lines which was then just operating wooden motor boats or MBs then which otherwise were called as lancha in the region.

During its heyday, E. Tabinas Enterprises/Bicolandia Shipping Lines was the dominant Bicol shipping company and had routes from all the relevant Bicol gateways, i.e. Tabaco, Matnog and Bulan (which are both in the province of Sorsogon and Masbate. However, in 1999 a new shipping company with deeper pockets appeared in the critical Matnog-Allen, Samar route. This is the Sta. Clara Shipping Corporation (SCSC) which challenged the claimed “pioneer” status of Eugenia Tabinas’ shipping companies. “Pioneer status” supposedly confers exclusivity to a route.

Eugenia Tabinas and Sta. Clara Shipping Corporation fought initially from MARINA (Maritime Industry Authority), the Philippines’ regulatory agency in shipping and then all the way to the Supreme Court. When Eugenia Tabinas finally lost she offered a lock, stock and barrel sell-out to her enemy which was accepted and so she forever bowed out of shipping. This was the reason why MV Eugenia was transferred not to Sta. Clara Shipping Corporation but to the Penafrancia Shipping Corporation which was created specifically for the take-over of E. Tabinas Enterprises and Bicolandia Shipping Lines. This take-over and hand-off happened in 2006 and from then on the twin companies Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation were already the dominant shipping companies in Bicol (and until now).

Eugene Elson Virac

MV Eugene Elson in older livery in Virac port. Photo by Edsel Benavides

Under Penafrancia Shipping Corporation, all the former ferries of Eugenia Tabinas were renamed (except for the sunk MV Northern Samar) and so the MV Eugenia became the MV Eugene Elson. In the fleet of Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation which has combined operations, she is the smallest in terms of Gross Tonnage and Length. But she is not the smallest ever ROPAX to operate in Bicol as there were and are a few that are even smaller than her.

As mentioned before, the Tabaco-Virac route along Lagonoy Gulf is her main route now, a route known for rough seas during the amihan (northeast monsoon) season as that route is exposed to the open sea. But even  though small, she proved capable for that route although once a bus lain to her side even though lashed from the top when a rogue wave hit her in the bow. In the said route she would leave Tabaco port at daybreak and arrive in Virac at mid-morning. She would then depart Virac port after lunch and arrive in Tabaco at about 5pm and lay over in Tabaco port for the night. It is the buses’ schedules that dictate such departure times and buses and its passengers are the priority loads of the MV Eugene Elson like the other ROPAXes based in Tabaco. Nowadays, she always leave full as so many buses and trucks already cross to Catanduanes from the Bicol peninsula.

Eugene Elson top lash

Over-the-top lashing is de rigueur in the Catanduanes route

All in all, the MV Eugene Elson had a successful career and it seems she is destined for many more years of sailing (well, unless MARINA loses its mind and cull old ships as that has been their threat for many years already). Barring that scenario, I hope she still sails and sails and sails. And keep the record as the oldest sailing ferry  in Bicol.

On The Safety of Our Ships and Other Related Matters

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Photo from MARINA

Another MARINA (Maritime Industry Authority, the Philippines regulatory body on shipping) administration has passed, that of Marcial Quirico Amaro III which to think was a rarity because he was a true mariner (can we call his predecessor Maximo A. Mejia a mariner too because he was a graduate of Annapolis and he taught at the World Maritime University in Sweden?). When a mariner is appointed Administrator of MARINA the hopes of the mariners goes high because for a long time they have seen their sector ruled by lawyers (well, if they look at the regional heads of MARINA they will find out there are more lawyers there). The maritime field is actually a rarity since the professionals of the trade don’t rule their roost. In the field of Medicine the head of the field are not lawyers but are doctors, of course. That is also true for other fields where professionals of their trade are the heads like in Engineering, Pharmacy, Nursing, Education, Accountancy, etc. But not in the maritime field. It seems there is an assumption that the development and regulation of the field are best left to lawyers who probably don’t know anything about running a ship? Of course, they will promote our mariners as “heroes” after conquering the maritime sector. But I know enough of the field to know that mariners, in the main, seethe against MARINA, for various reasons, and that is not a bull.

Me, however, shudder when a new administration is about to take place in MARINA because I have noticed all these years that when a new Administrator takes seat the first word that will come out of his mouth is “Safety”, as if that is what the field needs most, as if that is the key word that will develop the sector (no, that is not). And with that will come the threat to the lives of our old ships especially the old ferries. Threats of phase-out will soon then follow, as usual. And again the owners will resist, for reason. That is the usual rigmarole for every MARINA administration that will come in. And I would heave a sigh of relief when our old ferries continue sailing despite the threat to sink them. A new administration will again come this April (2008) and I wonder if the script will be the same again or if it will different this time. And for the first time, the new head of MARINA will be a retired general, and a 4-star one at that, someone used to barking orders and be followed (what are generals for anyway?).

I wonder if any MARINA administration ever did a serious, scholarly study by those who really know the field on what the sector needs. It seems to me that all these years a new Administrator will simply stamp his own agenda and understanding no matter how faulty that is (anybody remember Maria Elena Bautista, another lawyer who was threatened with a shipping boycott by all the shipping organizations, the reason she was booted out?). Actually, I know of no serious study about our maritime sector and a blueprint coming out of that especially one that has the universal support of all the players in the industry from the owners to the shipyards down to the mariners. And even with that MARINA thinks they know best what is good for the industry. Scientific, eh?

As I understand it, the function of MARINA is not only regulation of the maritime sector but also the development of it and the latter might even be the more important. Can regulation be defined by just one word which is “Safety” as Administrators are wont to do? Definitely not. Can the word “Safety” be the key word in the development of the industry? Well, development is a multi-faceted thing. I know MARINA has consultations with the likes of the shipping owners and organizations and also the shipyard owners but I also know that consistent or meaningful government support is seldom discussed in those consultations. Hanjin, the foreign shipbuilder in Subic will have all the support including cheap electricity subsidized by the government. But that is one that will never be offered to local shipbuilders. There is now, however, a loan window for acquiring new ships. But a lot of shipping owners are hesitant in acquiring new ships because of the high acquisition cost. It might be a loan but it must still be fully paid for with interest to boot. They will always think that three or four surplus ships are better than a brand-new one no matter what the promoters of new ships will say about the savings in fuel, the supposed better safety, the issue of less pollution, etc.

What muddles the discussion is the presumption that old ships are not safe. The ship owners countered in one consultation when they had their lawyers, “Is there a study that proves that age is the factor for the sinking of the ships?” MARINA was not able to answer that. I know they have no such study. I also know they have no database on ship losses so how can they honestly answer it? A presumption is not always the truth. It needs to be proven.

But the public in our country has long been cooked in the wrong belief that old ships are not safe. They compare it to an old truck or bus that can lose its brakes and crash or collide. But that is not the mechanism in the sea. There are no brakes and even if a ship loses propulsion it is still the equivalent of a barge and barges can sail even for long distances as it still has flotation (which determines it will still float) and stability (which determines it will not capsize).

There will a threat to a ship that loses propulsion (or steering) if the sea is rough like if there is a storm. But now with all the changes in the rules for sailing when there is a storm all our ships are treated like a motor banca and so the old prohibition for their sailing in winds over 45 kilometers per hour is now applied on all our ships including our big liners like the SuperFerry vessels. Well, the Coast Guard even has the right to cancel trips in a particular area if they think the sea is rough which means the swell is already a half-a-foot high. And for good measure to further frighten everybody if there is a storm the weather agency PAGASA which is better called Walang Pagasa will forecast waves of one to four meters when they actually mean waves of only one to four feet max. Ask fishermen and coastal people if there are really waves as high as four meters and they will say they have not seen one in their lives. Now just compare it to the storm surge of six meters in Typhoon “Yolanda” and one can see that forecast of four meters is foolishness. If true, four meters can still completely inundate a small city or a town and we don’t hear such things.

So, if at the slightest rising of the swells and the winds our ships are already forbidden from sailing (when foreign ships in our waters still continue to sail) then how can the our old ships be unsafe when they are not sailing anyway? Of course they can still sink if the typhoon passes over them like what happened in Typhoon “Nina” last December 2016. Worst case of that probably is when Typhoon “Ruping” passed over Cebu in 1990 and a lot of ships went belly up. In non-sailing ships the typhoon won’t ask about the age of the ship. It can capsize, new or not.

When the country became alarmist and began suspending trips because of PAGASA forecasts that cannot be parsed for a specific area (and that means suspension even when the sun is shining) our ship safety record actually improved and I can prove that with my own database of ship hull losses. There will no more be Princess of the Stars, Princess of the Orient, Dona Marilyn incidents, etc. Actually, the new generation of ship passengers will no longer have the experience of sailing with a ship in a storm. That experience will just be the domain of the middle-aged and the oldies.

The country is too skittish now about ship accidents when in other countries that is considered part and parcel of sailing. If one reads maritime news abroad one can easily glean that there are ship accidents daily around the world and many of those are even relatively new ships of less than fifteen years of age. One reason probably is they sail in almost any kind of weather unlike here. There are collisions too (that does not happen here at least in the recent decades). Fire, too (but again that did not happen here in the recent decades). Yes, our ships though old are the safe, empirically. That is why abroad they stress SOLAS (Safety of Life at Sea). Here, many ships do not care so much about that but it does not matter much anyway. If there is a collision or fire the crew will probably just dive into the sea and swim for after all there will be near islands or fishermen (which is always first in the scene of an accident). It could be possibly bad news, however, if it is a ferry as their crew is now dominated by apprentices who paid to get aboard rather than the other way around. And so I would not be surprised if they save their hide first. Ditto for the true ship crew which are poorly paid. But for sure there will be heroes and the conscientious too. There will always be such kind of people and they will always have my respect and admiration.

Actually, many of our ships will not pass a serious ship inspection like what is done abroad. It is not only the factor of age. We are simply that lax and ship owners don’t budget well in many cases. The letterings might say “Safety First” but it is actually “Safety Second” or “Sadety Also”. We have that “Bahala Na” attitude which is the equivalent in Spanish of “Que Sera, Sera” (Whatever will be, will be) which is a certain kind of fatalism. But whatever, if we pro rata it our safety is not worse compared to other countries especially when the 45kph suspension rule was already in effect (it was even effective when it was still 60kph). We only got a bad repute because of “Dona Paz” which was affirmed by the capsizing of the “Princess of the Stars”. But that won’t be repeated anymore as we don’t have Sulpicio Lines any longer.

Now, back to the more serious thing, I wonder what a 4-star general will hold for our maritime sector. Will he plug the board “leakages” which has been there for eons already? Will he listen to the mariners (or will he even recruit mariners in MARINA or will he be just another Faeldon who will pack in the bureau with his own people?). Can he get the respect of the ship and shipyard owners and will he have answers to their questions and concerns? Or will he be just another overlord of the sector and worse another one spouting the mantra, “Safety…safety…safety…safety….” like a Tibetan monk.

A Trip Snafu

I had a trip snafu this New Year which disappointed me for I was not able to meet again the PSSS donor, Jun Marquez. We were supposed to meet in Leyte and he gave the new date, January 3, a reset of our earlier meet that was supposed to happen before New Year.

I had a little trepidation with that date when I knew it because I have to leave Davao on January 2 as the trip to Leyte is nearly a whole day. But January 2 and 3 are normally the busiest travel days for those who took a New Year visit to their loved ones. I knew it will be a little tough but I was more optimistic compared to an overnight ferry which has only nightly departures. In the short-distance Surigao-Leyte route there are several trips in a day and miss one or two, there is a high chance that one can ride the next ferry. And I wouldn’t mind a little delay in Lipata port if it will afford me more ship spotting chances. I had been in 11-hour waits in Liloan port before and so I already know what to expect.

But then a weather disturbance that I have been monitoring thwarted my plans. It developed into a Tropical Depression (TD) and at the current standard of government now, that will mean automatic trip suspensions of ferries and it began in the afternoon of January 1 which lasted until noon of the next day. With a suspension, there will be stranded vehicles and passengers and they will be the priority when trips resume. Higher in priority too are the bus passengers, the truck crews and the driver and passengers of the private cars. Now, I don’t usually take a direct trip as I am used to fractional rides as that is cheaper, faster and more flexible.

Normally, crossing Surigao Strait is already tough under normal circumstances in this time of the year. I have been to overloaded ferries in the past in this crossing when there were no more seats available. But recently, it seems the Coast Guard are already more strict. With a such tightness, me and Jun decided to call off our meet. He would be leaving for Cebu on January 3 too and even before I arrive in Leyte there are no more available ferry tickets to Cebu. With such a situation, I was prepared to take the 3am Ceres bus to Cebu via Palompon and Bogo. Or alternatively, go to Hilongos, take the ferry there to Ubay, Bohol, roll into Tubigon and take the ferry there to Cebu. But being no longer young, I already have doubts if I still have the stamina for extended trips not in a private, air-conditioned vehicle where I can rest well (thanks again, Joe Cardenas for the ride the other Christmas).

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Such snafu reminded me of trips years before where I was more successful in tight circumstances. I remember a December 24 when after visiting my sick mother I arrived in Lipata Ferry Terminal with the Millennium Uno still around as it was held up by the Coast Guard for being overloaded. A stand-off ensued as no one among the passengers wants to get off (who would anyway in a ferry that will be the last to leave that will still deliver the passengers before Noche Buena?).

Of course, they were no longer selling tickets but somebody in the port whispered to me that in the end the Coast Guard will relent and let the ferry sail (but the implication is the Coast Guard commander won’t be signing the clearance). He said I should time it when the commander is set to get off and with the ferry already starting to back off and the ramp is already going up. I know that window. It usually lasts about three seconds long only and my adviser said I should say the magic Bisayan word “hangyo” which translates into a plea. There were two others besides me waiting for that chance also.

And so the commander appeared, his face was of frustration and a little anger but still we said the magic word and he nodded. What a joy! We all made our jump and we all made it. There were a lot of passengers which missed the ferry and they were surprised by our maneuver. Of course, it was not a free ride. They still charged us the fare but so what? The important thing is we had a ride. I arrived at home December 25 at 1am. A little late but it didn’t matter anymore.

I also remember my ride aboard the Our Lady of Merjugorje which was the last ferry that will bring me home before Christmas. I came direct from a delivery in Bicol and I arrived in North Harbor on December 24 at 2am. The ETA of the ship was 5am but when I went to the ticket counter in Pier 6, I was surprised there were about 800 people lined up already. With a passenger capacity of just over 1,300 persons, I knew immediately not all of us can be accommodated.

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The Our Lady of Medjugorje by Albritz Salih

I knew what to do in such circumstances in those times then. I used to leave vehicles for pick-up in the Gothong parking area. I will just look for the Chief Security Officer and leave him the keys of the vehicle. Of course, there should be something for him. Never lost a car that way.

So I went looking for the CSO. I found him alright but he was not the same guy I knew before. Still, I laid to him my problem and need. He said he will talk to someone. By 3am he came back and said I am Priority #1 and asked me the amount for my ticket. Gave it to him plus his Christmas bills too. By 3:30am I had my ticket already and I boarded the ship. In this case I was at home before Noche Buena.

I have less trouble with other routes because maybe I also know how to stay clear of the crunch (and also I know how to check the weather). But in this recent case the date was not my choosing, a weather disturbance occurred and at dates where the crunch was heaviest. I let it pass this time especially since I am faced with a possible stranding in Leyte. And with such tightness I will also lose options to maximize my ship spotting. Normally, I avoid night strait crossings if I can avoid it as shots are limited by the dark. In this case there was also a weather disturbance with rains possibly lessening shot opportunities.

I won’t be going anytime soon. I want a schedule where I can maximize everything including bus spotting as my file of bus photos are now depleted. Usually, I avoid this time of the year when the amihan (northeast monsoon) is at its peak because that means a lot of rain and rain is the bane of good and many photos. Best is the turn of the month to February when the temperature is still cool, it is still lean month for the buses (and so discounts are more available) and the rain is already less.

So, that’s it. I just hope it will be better a month from now.