Lite Ferries

Many people know this shipping company simply as “Lite Ferries”. The name of their ships now start with “Danilo Lines Incorporated” and then a number, hence, people easily make the connection . Actually their ships are numbered now (as of May 2017) from Lite Ferry 1 to Lite Ferry 30. Well, even their official website refers to the company as “Lite Ferries”

Lite Ferries is actually the amalgamation of three shipping companies — the Lite Shipping Corporation, the Sunline Shipping Corporation and Danilo Lines Incorporated. The mother company of this combined shipping corporation is Lirio Shipping Corporation which is into cargo shipping. It is not a big shipping company on its own, however, but the big company Lite Ferries started from that.

Lite Ferries is connected to Bohol, the place of origin of the founder Lucio Lim which still has various business interests in that island-province including in Panglao development. In a sense, many in Bohol has a new company to root for after the demise of Sweet Lines, the old favorite and pride of Bol-anons. However, the nerve center of Lite Ferries’ operation is now Cebu City although they still use a Tagbilaran address.

It is hard not to discuss now Lite Ferries because in this decade its ship acquisitions continued almost yearly and almost always multiple ship in a year and its acquisitions have accelerated since 2009. From a second-tier Cebu passenger shipping company, it now has the most ferries in the Visayas. Their ferries are mainly of medium size for non-liners but with their numbers they now cover more routes and their competitors are now feeling their presence and weight.

Lite Ferries started ferry operations in a limited way in 1992 when it was able to acquire the triple-screwed LCT St. Mark, a surplus ship of the US Navy built in 1964 which has limited passenger accommodations like most conventional LCTs. Lite Ferries used this ship to connect Cebu and Bohol via Argao and Loon. Argao is the southern link of Cebu province to Bohol and with it there is no need for a vehicle to still go to Cebu port. In a later renaming of their ships, the LCT St. Mark became the Lite Ferry 20. She was by then a re-engined ship with just two screws.

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The Lite Ferry 20

In 1994, Lite Ferries acquired the former Horai Maru No. 12 in Japan and in the company this ferry became the Sta. Lucia de Bohol which betrayed the place origin of the company. This ship was a basic, short-distance ferry-RORO with external dimensions of just 32.0 meters length of 8.0 meters beam by 3.0 meters depth with a Gross Tonnage of 199. Sadly this ship is no longer around.

Lite Ferries then acquired the former Hayabusa in Japan in 1996 and she became the Lite Ferry, without a number. This was not a small ship for she measured 88.0 meters by 15.0 meters by 4.8 meters in L x B x D with a Gross Tonnage of 1,389 and she had a Cebu to Ozamis route. Maybe in Lite Ferries this ship was too big for them then and so they sold this ship to Trans-Asia Shipping Lines Incorporated (TASLI) where she became the Trans-Asia II.

After this, Lite Ferries was able to acquire the rump of the fleet of San Juan Shipping Corporation. That company plummeted after the loss in an explosion and fire and subsequent sinking of their biggest ship, the San Juan Ferry which was the former Dona Cristina of Carlos A. Gothong Lines Incorporated (CAGLI) and Cebu Ferries Corporation. From San Juan Shipping Corporation, Lite Ferries was able to acquire the Sr. San Jose, a beautiful cruiser but with a weak engine and the John Carrier-1, a basic, short-distance ferry-RORO with problematic engines also. The important thing this purchase gave Lite Ferries were not the ships and these were not used by Lite Ferries for long. Actually, it was the important franchises and route to Leyte which they did not have before and which proved profitable for them in the long run.

In 2004, Lite Ferries acquired the Salve Juliana of the MBRS Shipping Lines of Romblon which was then disposing their earlier ships as it has already acquired bigger ones. This ship became the Sr. San Jose de Tagbilaran (in that period many of the ships of Lite Ferries were still named after saints) and it seems it is this ferry that displaced the Sta. Lucia de Bohol in the Tagbilaran route. Later this ship was also assigned to the Ormoc route. When the ships of Lite Ferries were renamed to “Lite Ferry”, she became the Lite Ferry 6.

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The Lite Ferry 6

The next year, in 2005, Lite Ferries acquired the former Daishin Maru and made her into a small overnight ferry-RORO. Her dimensions were only 42.6 meters by 11.5 meters by 3.0 meters and forward part of the car deck has to be converted in Tourist accommodation to increase her passenger capacity. The ship was first known as the Our Lady of Barangay-1. Her engines were later not strong and she was put up for sale. When there were no takers, Lite Ferries had her re-engined and now she is known as the Lite Ferry 5 and still sailing for Lite Ferries in her original route which is the Tagbilaran route.

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The Lite Ferry 5

In 2005, Lite Ferries acquired the former Shodoshima Maru No.1 which was the former Zhu Du No.2 in China. In the Lite Ferries fleet she was first known as the San Ramon de Bohol with a flat bow ramp. Later, Lite Ferries fitted her with a conventional pointed bow thereby adding to her length (but I wonder what other things were gained by that). In the renaming of their ships, this became the Lite Ferry 7.

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The Lite Ferry 7

Many will ask where is Lite Ferry 1, Lite Ferry 2 and Lite Ferry 3? Lite Ferries was able to acquire the shipping company Danilo Lines which served the San Carlos-Toledo route in 2006 and the two main ships of that fleet, the Danilo 1 and Danilo 2 became the Lite Ferry 1 and Lite Ferry 2, respectively. The two are actually sister ships and they are actually sister ships too to Lite Ferry 6. Danilo Lines actually has two wooden ships, the Danilo III and Danilo IV but those were not transferred to Lite Ferries anymore which by that time was just sticking to ROROs (well, they even had the Sr. San Jose cut up).

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The Lite Ferry 1

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The Lite Ferry 2

The Lite Ferry 3 was also acquired in 2006. This was the former Noumi No.8 in Japan and she became the second Santiago de Bohol in the Lite Ferries fleet. As an overnight ferry-RORO, the Lite Ferry 3 is small and she has just the external dimensions of a basic, short-distance ferry-RORO at 38.3 meters by 9.0 meters by 2.9 meters with a Gross Tonnage of just 250 but she has one-and-a-half passenger decks. The Lite Ferry 3 is now the shortest ship in the fleet of Lite Ferries.

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The Lite Ferry 3

In 2007, Lite Ferries bought again a relatively big ship, the former GP Ferry-1 of George & Peter Lines which was the former small liner Sta. Maria of Negros Navigation Company. This was no longer renamed to a saint and she directly became the Lite Ferry 8. The ship was fielded to the Ormoc route to battle the Heaven Stars of Roble Shipping Incorporated which by then was having engine unreliability already. Soon after her rival was laid up, Lite Ferry 8‘s engines also began acting up also and so she was spending half of her time laid up. Lite Ferry decided to have her re-engined and the ship was used for Lite Ferry’s foray to Cagayan de Oro.

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The Lite Ferry 8

The next year, in 2008, Lite Ferries purchased a second-hand LCT from the Socor Shipping Lines, the former LCT Socor 1. Like the Lite Ferry 20m she was over 50 meters in length at 55.4 meters but like the conventional LCT, her passenger capacity is small. She was initially named as LCT Sto. Nino de Bohol in the Lite Ferries fleet before she was renamed to Lite Ferry 22.

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The Lite Ferry 22 by James Gabriel Verallo

In 2009, Lite Ferries made a decision to acquire double-ended ferries and this was a surprise to me given the nature of her routes which are not very short actually. In their routes, the double-ended ferries can actually suffer because of the drag and sometimes the lack of speed and their characteristic of having not to maneuver might just be negated.

The Lite Ferry 9 which was actually a beautiful double-ended ferry was the former Daian No.8 and relatively new when acquired in 2009 because the ship was built just in 1997. She was not really small at 45.0 meters length, 10.0 meters breadth and 2.8 meters depth. Her Gross Tonnage was only 170 and her Net Tonnage is only 89 which is small. That is so because double-ended ferries cannot maximize their passenger deck up to the stern of the ship. Now this ship is no longer in the fleet of Lite Ferries and might have been sold elsewhere.

In the Lite Ferry 10, another double-ended ferry, Lite Ferries tried to increase passenger space by adding scantling and bunks. With limitations this ship can also serve as an overnight ferry-RORO and there was not much of a problem with that since its route is only to Tubigon which is some two hours sailing distance away. The ships is also not that small at 46.0 meters by 10.0 meters by 3.8 meters with a Net Tonnage of 165. However, like in Lite Ferry 9, maybe double-ended ferries are not really fit for them and so Lite Ferries sold this ship to Medallion Transport in 2011 where she became the Lady of Miraculous Medal.

Later, another Lite Ferry 10 came into the fleet of Lite Ferries which arrived first as a charter and later a purchase. This ship was the former Ocean King I of Seamarine Transport Incorporated. Ocean King I was an overnight ferry -RORO which abandoned the Liloan-Lipata route and then tried the Leyte route without going anywhere. Lite Ferries then took over her and Seamarine Transport became defunct. Lite Ferry 10 is bigger and has more capacity than the other overnight ferries of Lite Ferries because she has 3 passenger decks.

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The second Lite Ferry 10 by James Gabriel Verallo

In 2010, Lite Ferries acquired 4 surplus ferries. None of them was the expensive kind but as the norm in the Philippines those can be converted into valuable ferries and they were refitted simultaneously in Ouano wharf.

The biggest of the 4 became the Lite Ferry 11 and this was the Misaki No.5 of Oishi Shipping in Japan. In international maritime databases, she is mistaken for the Lite Ferry 12 maybe because that is what reflected is in the AIS transmissions. The Lite Ferry 11 measures 65.7 meters by 15 meters by 3.5 meters but her Gross Tonnage of 498 in Japan shrank to 249 here even when decks were added. The Lite Ferry 11 is now the primary ship of Lite Ferries in the Ormoc route.

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The Lite Ferry 11

The Lite Ferry 12 is a pocket overnight ferry-RORO with a registered length of just 41.6 meters, a breadth of 9.6 meters, a depth of 5.6 meters (which is rather deep) and just a Gross Tonnage of 249 which is low. This ship I found to be densely packed, so to speak. The Lite Ferry 12 rotates among many routes of Lite Ferries but she was the ship that opened the Nasipit-Jagna route for her company.

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The Lite Ferry 12

There is no Lite Ferry 13 (nor a Lite Ferry 4) because those numbers are usually not used by local shipping companies out of superstition. There is also not a Lite Ferry 14 but I don’t know the reason for that. Maybe the owner is just averse to that number.

The Lite Ferry 15 is almost the size of Lite Ferry 11 at 60.3 meters length, 11.4 meters beam and a Gross Tonnage of 827 with a Net Tonnage of 562. From twin Akasaka engines, she has 2,600 horsepower on tap which is higher than the 2,000 horsepower of Lite Ferry 1, Lite Ferry 6 and Lite Ferry 7 but below the 3,000 horsepower of Lite Ferry 11. Most of the time this ship holds the Cagayan de Oro to Jagna route of the company.

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The Lite Ferry 15

The fourth ship to be acquired in 2010, the Lite Ferry 23 is very unique and there is no other of her kind in the country. It is a RORO and looks like an LCT from the side but it has a catamaran hull and so she is wider at 16.0 meters (her registered length is 57.5 meters). Attached and rigged to the stern before were two pusher tugs (in Japan those were free). Two funnels were attached to the ship here because there are now passengers. Modifications were made so a passenger deck could be added to the ship which is a little bigger than the average LCT.

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The Lite Ferry 23

Initially, Lite Ferry 23 was a slow craft barely able to do 7 knots and so she was just assigned the Mandaue to Tubigon route which caters basically to rolling cargo. Later, the tugs were removed and she was given two decent engines and now she can do what a short-distance ferry can do. Still, she is doing the same route and basically catering to rolling cargo with a few passengers mixed in.

2011 was a respite year for Lite Ferries and they did not acquire any ship. But in 2012 they acquired the LCT Dona Trinidad 1 of Candano Shipping Lines, a Bicol shipping company. This ship first became the LCT Sta. Filomena de Bohol and like the other LCT in the Lite Ferries fleet she is over 50 meters at 53.5 meters. Shortly later, this ferry was renamed to Lite Ferry 21.

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The Lite Ferry 21

In the same year 2012, Lite Ferries acquired a brand-new LCT from China, the Lite Ferry 25. Maybe this was the sign that in the future Lite Ferries will also be relying on this type of ship and mainly for rolling cargo with a few passengers mixed in. During this time China LCTs which are cheap (but which has questions on engine reliability) already had an allure for local shipping operators and maybe the Lite Ferry 25 was the test purchase of Lite Ferries from China. The size of this ship is almost the same as the other LCTs of Lite Ferries at 58.0 meters length. Some modifications to the ship was made to increase the passenger capacity.

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The Lite Ferry 25

In 2012, Lite Ferries also ventured into HSC (High Speed Crafts) operation when they acquired the beautiful and modern-looking Japan fastcraft Lite Jet 1 (which are not powered by waterjets anyway). She was fielded in the Tubigon route where the new company Star Crafts was making a heyday. Maybe they perceived the fastcrafts of this company as a threat to their ROROs in Tubigon as it multiplied fast. The Lite Jet 1 was more modern and faster than the Star Crafts.

Next year, in 2013, Lite Ferries acquired two more HSCs but this time from Vietnam. These were actually the former Aquan One and Aquan Two in Hongkong and they were the Nonan 1 and Nonan 2 in Vietnam and both were catamarans built in China. On conduction here one of the two grounded in the Spratly islands and it took longer to be fielded. The Aquan Two/Nonan 2 was named the Lite Jet 8 while the Aquan One/Nonan 1 was named the Lite Jet 9.

These two catamarans proved problematic and hard for the technical resources of Lite Ferries which has not much HSC experience. MTU engines are fast but needs attention to maintenance and can be problematic when it gets old. This is the engine of of the Lite Jet 8. On the other hand, the Lite Jet 9 was powered by Isotta-Fraschini engines, a make not that well-known in the HSC field. That proved balky and slower and Lite Ferries tried to re-engine it with Caterpillar engines.

Not long after, however, Lite Ferries completely gave up and sold all their High Speed Crafts including their good and reliable Oceanjet 1 to Ocean Fast Ferries Incorporated which operates the now-dominant Oceanjet HSCs. Maybe Lite Ferries realized that High Speed Crafts are not their cup of tea and they just better concentrate on RORO operations which they understand deeply as shown by their successful successful expansion.

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The Lite Ferry 26

With this divestment, Lite Ferries bought out two Cargo RORO LCTs that came and challenged them in the Cebu-Tagbilaran route which was proving to be a serious threat to them. These were the Diomicka and the Maria Dulce which were just chartered ships. With the buy-out in 2015, the Diomicka became the Lite Ferry 26 and the Maria Dulce became the Lite Ferry 28. These 2 LCTs are the only ships in the fleet of Lite Ferries that do not carry passengers.

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The Lite Ferry 28

With the remainder, in 2015, Lite Ferries continued the China experiment and purchased another brand-new LCT but which has a different design than the Lite Ferry 25. This was the Lite Ferry 27. It has a taller tower and and modifications were made so there will be two short passenger decks. Bunks were even provided (Lite Ferries is one of the shipping companies that combine bunks with seats). Like the Lite Ferry 25, this LCT is also powered by Weichai engines.

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The Lite Ferry 27

At the same time of acquiring the Lite Ferry 27, Lite Ferries uncorked a new China experiment (well, their patron seems to really have strong China connections). Among these were two laid up Hainan Strait Shipping Company (HNSS) vessels that once connected Hainan island to the China mainland and which they acquired in 2015 and 2016. When the two arrived here they all looked very rusty but to the knowing they know once refitted the two will become beautiful and useful ferries (is there a rust that cannot be removed?).

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The Lite Ferry 16

The two were renamed to Lite Ferry 16 and Lite Ferry 19 look to be modified LCTs with a car ramp at the bow and two partial decks of passenger accommodations below the bridge where one extend to near amidship which means the passenger area is far higher than the conventional LCT. With extensions of both decks that becomes passenger promenades, the feeling of being too enclosed in an LCT with nowhere to go is gone. Lite Ferry 16 and Lite Ferry 19 look to be sister ships.

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The Lite Ferry 19 by Mark Ocul

Two other rusty ferries from China which are sister ships also arrived for Lite Ferries in 2016, the Bao Dao 5 and the Bao Dao 6 which will become the Lite Ferry 17 and Lite Ferry 18. The two looks to be conventional ROROs with the bridge at the bow and with car ramps at the bow and the stern. When finished, at 89.0 meters length and 16.0 meters breadth, these two ships will give Lite Ferries a size that can already challenge the ships of Cokaliong Shipping Lines Incorporated and Trans-Asia Shipping Lines Incorporated and it is titillating to think where Lite Ferries intend to field the two.

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The Lite Ferry 18 and Lite Ferry 17 by Mark Ocul

While three of these rusty ships were still being refitted, Lite Ferries also took delivery of another two brand-new LCTs from China, the Lite Ferry 29 and the Lite Ferry 30 which look sleek for an LCT. Slight modifications were also made in Ouano wharf to build passenger accommodations a la Lite Ferry 27. Right now these two LCTs which are obviously sister ships are now sailing.

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The Lite Ferry 29 by Edison Sy

Lite Ferry 30

The Lite Ferry 30 by R. Sanchez

Currently at the start of June 2017, Lite Ferries have 23 ferries that are ROPAXes plus 2 Cargo RORO LCTs. Of the 23 ferries, 9 are passenger-cargo LCTs while 1 is a passenger-cargo catamaran-RORO. Lite Ferries might have started behind other Cebu shipping companies as they are a relatively new company but with their turbo expansion in the last few years they have already overtaken most other operators of medium sized ferries and not only in the Visayas.

Aside from the old routes from Cebu to the Bohol ports of Tagbilaran and Tubigon and the route from Mandaue to Tubigon, the Cebu to Ormoc route is another old route that is a stronghold of Lite Ferries. That also includes the old route of Danilo Lines, the San Carlos-Toledo route.

Lite Ferries also serves the Cebu-Tagbilaran-Larena-Plaridel route that was already abandoned by Palacio Shipping. They were also successful in the expansion to the Cagayan de Oro to Jagna route. However, their Nasipit-Jagna route seems to be little seasonal. Recently they also tried the Cebu to Cagayan de Oro route.

Their Samboan to Dapitan route also proved successful as they offered a shortcut to the truckers that once had to go to Dumaguete first. They are also connecting Cebu to Negros with the Samboan to Sibulan route. A PSSS (Philippine Ship Spotters Society) member recently called and he was told the Dumaguete-Cagayan de Oro route is already off.

But with such a great fleet now Lite Ferries is seriously needing to expand already and I just hope they go to the underserved routes. With many profitable routes already they can actually afford to experiment with new routes now.

The expansion of Lite Ferries in the last 8 years is simply breathtaking with 17 ships added net. Lately their fleet addition even accelerated. They now have a critical mass and I will be watching where they will be headed.

Liners like the old Bohol shipping great Sweet Lines?

The Aleson Shipping Lines

I really have no command of the history of Aleson Shipping Lines and so that will not be the focus of this article and I will only delve on it on the more recent years. Since many Pinoys have not reached Zamboanga, I want to expose the biggest shipping line of Western Mindanao (and also the whole of Mindanao) and compare it. I have long ago said to ship spotters that Aleson Shipping Lines is bigger than any Cebu overnight shipping company, bar none, and I want to show that so people will know more of one of our great overnight ferry companies.

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There is a saying in Zamboanga that, no matter what, Aleson Shipping will never sell the small cruiser ferry Estrella del Mar. The reason is she is their first ferry ever and they say everything started from that ship. Meanwhile, the second ship of Aleson Shipping is now gone and that is the Aleson 3, a cruiser they bought from Carlos A. Gothong Shipping Lines, Inc. (CAGLI) in 1984 which was the second Dona Conchita.

That was the simple start of Aleson Shipping and in their first decade they did not really expand much. In the first place, they were not a shipping company at the start but a trading company, a regional distributor of goods under Aleson Trading. It seems at the start their shipping was mainly a support to, a horizontal expansion of their trading activities.

It was in the 1990’s when Aleson Shipping made their moves in shipping that featured continuous acquisition of ships that not only involved ferries but also small cargo ships. And that what made them different from some Cebu overnight majors like Trans-Asia Shipping Lines Inc. (TASLI) and Cokaliong Shipping Lines Inc. (CSLI) which for a long time have no cargo ships. And they might have been not that early in ROROs like TASLI but they were not behind CSLI, Palacio Lines and George & Peter Lines. They were ahead in ROROs compared to other overnight ferry companies in Cebu that got big later like Roble Shipping, Lite Shipping, Medallion Transport, etc. Like the mentioned Cebu overnight ferry companies, they might have had ROROs but it was not for vehicles but for palletized and loose cargo that were mainly handled by forklifts. One thing though, they learned how to use container vans much earlier than all those Cebu overnight ferry companies. So who said Zamboanga shipping is behind Cebu shipping in cargo?

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In the mid-1990’s, it dawned on her Zamboanga rivals that Aleson Shipping was acquiring more ships than them and that included the old Number 1 Sampaguita Shipping Corporation. This company also had cargo ships and then Aleson Shipping matched it in number. By 1997 it looked as if there was a new throne holder in Zamboanga. And Aleson Shipping did not make the mistake of Sampaguita Shipping in buying cruisers as overnight ferries since they concentrated on ROROs except for their day ships to Basilan which featured small cruisers.

Before the end of the 1990’s, there was an emphatic display of being the new king of Zamboanga shipping when Aleson Shipping ventured into the liner business when they sailed the Zamboanga-Manila route with the Lady Mary Joy and the Cebu-Dumaguete-Zamboanga-Sandakan route with the Lady Mary Joy 2. This also expansion also featured going to Lucena to do a Marinduque route.

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Photo by Ray Smith

These expansions backfired and Aleson Shipping was not able to sustain those. However, they were able to survive it and they sold their liners and the Alex Craig that went to Lucena. There were other upheavals too in Zamboanga shipping at the start of the new millennium that were caused by over-expansion in the late 1990’s. These were so strong that two old shipping lines of Zamboanga shipping, the Sampaguita Shipping Corp. and SKT Shipping Corp., both collapsed. Among the factors too was the loss of a major overnight route, the Zamboanga-Pagadian route because of the cementing of the parallel highway. Like in Batangas, there was a surplus of bottoms in Zamboanga that resulted in heavy discounting of fares or fare wars. Maybe with other lines of business Aleson Shipping was more geared to absorb shocks in the shipping trade.

With the stoppage of two main rivals and also of some minor rivals, Aleson Shipping turned on the screw and acquired more ships. From 2002 they acquired a ferry every year except in 2005 and 2014 was tops when they acquired 3 ships. And aside from their old cargo ships that bore name of persons, they also began their Aleson Con Carrier or ACC series of cargo ships in 2001. As of this year, 2016, they now have an Aleson Con Carrier 15.

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Now the other major competitors remaining of Aleson Shipping, the Magnolia Shipping Corporation and Ever Lines are just in niche routes now. Some other competitors also collapsed like KST Shipping (the revived SKT), Basilan Lines, A. Sakaluran and Monte Alegre Shipping. As a result,they are already very dominant in Zamboanga now. They have routes to Jolo, Siasi, Bongao, Isabela City and Lamitan City. They also expanded but only in routse they can manage, the Dapitan-Dumaguete and Dumaguete-Larena routes and the Cebu-Tubigon route. Their cargo and container ships now reach Manila, Batangas and Bacolod aside from their earlier routes to Cebu, Dapitan and Southern Mindanao.

Like in other shipping companies, after 20 years or so there is a generational change at the helm. But instead of weakening like in most family-held shipping companies, I heard and there is outward evidence that the second generation of Aleson Shipping is even fiercer than the founder. And they were decisive in Aleson Shipping not losing the old ships due to weak engines. They opened their wallets and so now those limping ferries are back in fighting form.

The ferry fleet of Aleson Shipping:

Estrella del Mar (short-distance ferry) IMO 8945220, original name. Cruiser built in 1975 by Varadero de Recodo in Zamboanga, Philippines. 38.1m x 6.7m x 3.0m, 230gt, 143nt, 494 pax, 1 x 850hp Yanmar, 10.5kts.

Stephanie Marie (short-distance ferry) IMO 8427278. ROPAX built in 1979 by Kanda Shipbuilding in Kawajiri, Japan as Marima III. 63.2m x 12.0m x 4.1m, 910+gt, 316+nt, 945 pax, 2 x 1,600hp Daihatsu, 15kts.

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Neveen (short-distance ferry) IMO 7509976. Cruiser built in 1975 by Maebata in Sasebo, Japan as Mishima Maru No. 3. 35.0m x 6.4m x 2.8m, 223gt, 61+nt, 332 pax, 1 x 1,000hp Daihatsu, 13kts. [This is laid up.]

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Danica Joy (built as overnight ferry) IMO 7852414. ROPAX built in 1972 by Nakamura in Yanai, Japan as Nakajima. 48.0m x 11.3m x 3.7m, 483+gt, 245nt, 448pax, 2 x 1,000hp Daihatsu, 13kts.

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Danica Joy 2 (overnight ferry) IMO 8135253. ROPAX built in 1982 by Nakamura in Yanai, Japan as Orange Hope. 62.7m x 12.0m x 4.5m, 998+gt, 491nt, 636pax, 2 x 2,000hp Daihatsu, 16kts. [She capsized in Zamboanga port Sept. 2016; salvageable.]

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Sea Jet (High Speed Craft) No IMO Number. Fastcraft built in 2003 by Far East in Sibu, Malaysia as Sea Jet. 38.7m x 4.2m x 1.6m, 97gt, 26nt, 2 x 1,600 Mitsubishi, 30kts.

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Kristel Jane 3 (overnight ferry) IMO 8313489. ROPAX built in 1983 by Usuki in Usuki, Japan as Ferry Izena. 57.3m x 11.2m x 3.2, 494+gt, 270 nt, 512pax, 2 x 1,620hp Niigata, 16kts.

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Trisha Kerstin 1 (short-distance ferry) IMO 8608509. ROPAX built in 1986 by Fujiwara in Omishima, Japan as Wakashio. 43.8m x 11.6m x 3.3m, 384+gt, 72+nt, 695pax, 1 x 1,300hp Yanmar, 12.5kts.

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Ciara Joie (basic, short-distance ferry) IMO 7824778. ROPAX built in 1979 by Imamura in Kure, Japan as Kamagiri No. 3. 38.2m x 8.6m x 3.0m, 235gt, 139nt, 203pax, 1 x 900hp Daihatsu, 10.5kts.

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Trisha Kerstin 2 (overnight ferry) IMO 8824373. ROPAX built in 1989 by Fujiwara in Omishima, Japan as Geiyo. 59.5m x 12.3m x 3.0m, 699gt+, 241nt, 2 x 1,500hp Daihatsu, 14.5kts.

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Anika Gayle (Low Speed Craft) No IMO Number. Ferry built in 1992 in Japan as Victoria. 86gt, 332pax, single engine, 11kts.

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Trisha Kerstin 3 (overnight ferry) IMO 9125516. ROPAX built in 1995 by Wakamatsu in Kitakyushu, Japan as Camellia 2. 47.9m x 12.0m x 3.6m, 639+gt, 412nt, 1 x 1,300hp Daihatsu, 14kts.

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Lady Mary Joy 3 (overnight ferry) IMO 9006760. Cruiser built in 1990 by Yamanaka in Namikata, Japan as Daito. 73.0m x 11.0m x 5.3m, 835gt, 568nt, 500pax. 2 x 2,000hp Niigata, 17kts.

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Ciara Joie 2 (basic, short-distance ferry) IMO 8216966. ROPAX built in 1982 by Imamura in Kure, Japan as Kamagiri No. 7. 36.1m x 8.7m x 2.9m, 198gt, 100nt, x 386pax, 1 x 750hp Niigata, 10kts.

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Anika Gayle 2 (Medium Speed Craft) No IMO Number. Ferry built in 1990 in Japan as Yamabiko. 27.1m x 6.0m x 2.2m, 116gt, 79nt, 235pax, twin engines, 17kts.

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Lady Mary Joy 1 (overnight ferry) IMO 9088081. Cruiser built in 1994 by Niigata in Niigata, Japan as Funakawa Maru. 57m x 9.0m x 3.9m, 488gt, 1 x 1,800hp Niigata, 13.5kts.

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Ciara Joie 3 (basic, short-distance ferry) IMO 9118862. ROPAX built in 1995 by Izutsu in Japan as Ferry Yumutsu. 10.0m breadth, 191gt, single engine.

Ciara Joie 5 (basic, short-distance ferry) IMO 8615734. ROPAX built in 1987 by Imamura in Kure, Japan as Kofuji No. 8. 36.3m x 10.5m x 3.0m, 264gt, 131nt, 1 x 1,000hp Niigata, 10kts.

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Stephanie Marie 2 (short-distance ferry) IMO 8602062. ROPAX built in 1986 by Kanda in Kawajiri, Japan as Otagawa. 55.9m x 14.0m x 3.8m, 983gt, 1,073pax, 1,300hp Daihatsu, 14kts.

The cargo fleet of Aleson Shipping:

Nico Bryan (used as container ship) IMO 8951956. Small GP ship built in 1976 by Yoshida in Arida, Japan as Meiji Maru No. 11. 53.6m x 9.3m x 3.5m, 244gt, 132nt, 667dwt, 10kts

Aleson Con Carrier 1 (used as container ship) IMO 8720565. Small GP ship built in 1988 by Masui in Nandan, Japan as Kazuhisa Maru. 51.5m x 10.5m x 5.4m, 248gt, 167nt, 601dwt, 10kts.

Aleson Con Carrier 2 (used as general cargo ship) IMO 8718665. Small GP ship built in 1988 by Onoda in Taiyo, Japan as Hamako Maru. 53.1m x 9.5m x 5.1m, 247gt, 167nt, 662dwt, 10kts.

Aleson Con Carrier 3 IMO 8822193. Small GP ship built in 1989 by Miura in Saiki, Japan as Hakko Maru No. 31. 58.7m x 9.6m x 5.0m, 247gt, 170nt, 650dwt, 10kts.

Aleson Con Carrier 5 (used as container ship) IMO 8905505. Small GP ship built in 1989 by Taiyo in Onoda, Japan as Shin Chitose. 53.3 x 9.5m x 5.1m, 246gt, 166nt, 668dwt, 10kts.

Aleson Con Carrier 6 (used as general cargo ship) IMO 8708921. Small GP ship built in 1987 by Miura in Saiki as Sanko Maru. 58.0m x 9.5m x 5.2m, 246gt, 159nt, 680dwt, 10kts.

Aleson Con Carrier 8 (used as container ship) IMO 8708921. Small GP ship built in 1989 by Yamanaka in Namitaka, Japan as Kiku Maru No. 8. 55.8m x 9.3m x 5.5m, 246gt, 168nt, 661dwt, 10kts.

Aleson Con Carrier 9 (used as container ship) IMO 7903146. Small GP ship built in 1979 by Kanda in Kure, Japan as Ashidagawa. 63.3m x 14.2m, 942gt, 324nt, 349dwt, 15kts.

Aleson Con Carrier 10 (used as container ship) IMO 8630796. Small GP ship built in 1987 in Japan. 50.1m x 10.5m, 287gt, 195nt, 674dwt.

Aleson Con Carrier 11 (used as container ship) IMO 8840030. Small GP ship built in 1989 in Japan. 53.3m, 611gt, 348nt, 619dwt.

Aleson Con Carrier 12 IMO 9001370. GP ship built in 1991 by Banguhjin in S. Korea as Dongjin Yokohama. 94.0m x 3.8m x 6.7m, 2448gt, 1349nt, 3386dwt.

Aleson Con Carrier 14

Aleson Con Carrier 15 (used as general cargo ship) IMO 9153848. GP ship built in 1996 by Imamura in Kure, Japan as Mercury Seven. 83.8m x 14.5m, 2921gt, 3773dwt, 12kts.

A total of 19 ferries and 13 cargo/container ships. They are now one of the biggest regional shipping companies in the Philippines. And yet even among ship spotters she is barely known because so few have ever been in Zamboanga.

Maybe in due time the company will earn her merited recognition.

The Jadestar Tres and the Jadestar Seis

The Jadestar Tres and Jadestar Seis were once small short-distance ferry-cruisers by Philippine Ship Spotters Society (PSSS) definition. These two are sister ships and before they plied the Cebu-Tubigon short-distance route for Jadestar Shipping Lines. This company has folded now after initial success and these sister ships are the only ones still sailing from the old Jadestar fleet although in different capacities and in different places now.

Among the two it was Jadestar Seis that was built earlier in 1982 and she was originally known as the Tsuya Maru. Jadestar Tres was built in 1984 and she was first known as the Sei Maru. Both ships were built by Nagasaki Shipyard & Machinery Works in Nagasaki, Japan. Tsuya Maru/Jadestar Seis has the ID IMO 8204377 and Sei Maru/Jadestar Tres has the ID IMO 8408117. Jadestar Tres had the local Call Sign DUH 2428 and Jadestar Seis had the local Call Sign DUH 2436. The closeness of the two call signs means they arrived in the Philippines not far apart and of course the Jadestar Tres arrived first.

Both ships arrived in 2005 and were once the workhorses of Jadestar Shipping in the Cebu-Tubigon route together with the Jadestar, the first ferry of the company as the Jadestar Nueve and Jadestar Doce did not play prominent roles for the company. Maybe that was because their different designs might not have been well too-suited even from the start (Jadestar Nueve, a former Hongkong ferry was very tall and sways in the Bohol Strait wind and Jadestar Doce was a Low Speed Craft catamaran). It was the three which then can be usually found in docked in Pier 3 or sailing in Bohol Strait with their distinctive red livery.

The two ships have steel hulls with  raked stems and  transom sterns. The sister ships have a single mast, two low funnels and two passenger decks. As cruiser ships, they did not carry vehicles and hence they did not have ramps for rolling cargo nor did they have car decks and this could have what was fatal to their careers in the Cebu-Tubigon route.

The sister ships had the same external dimensions at 36.0 meters LOA, 33.2 meter LBP, 7.2 meters breadth and 2.9 meters depth. However, Jadestar Seis‘ GT (gross tonnage) is 225 while that of Jadestar Tres is only 172. The NT (net tonnage) of Jadestar Seis is 116 and that of Jadestar Tres is 101 (these are nominal numbers and no “tons” are attached). The DWT (deadweight tonnage) of Jadestar Seis is 50 tons while the DWT of Jadestar Tres is 53 tons.

Jadestar Seis has a declared capacity of 502 persons while that of Jadestar Tres is 512 persons. These are all in sitting accommodations. The sister ships are both powered by single Daihatsu engines of 1,000 horsepower and they have a design top speed of 12 knots. However, in Bohol Strait they were usually doing 10 or 10.5 knots only.

The sister ships have an airconditioned Tourist class accommodation at the front of both the upper deck and the lower deck, the original passenger accommodations in Japan. At the rear of those are the open-air Economy accommodations. Some luggage and cargo can be stowed in the rear of the lower deck above the open engine room which is noisy (and so passengers avoid that area). However, few take the Tourist class as anyway the aircon and the smell were not first rate and nor are the seats.

At the start of their passenger operation in 2004, Jadestar Shipping found early success as people of Bohol are wont to going to Cebu for their needs. Cebu is also the transit point for many coming from other places like Mindanao if they are going to Bohol. Bohol’s tourism was also picking up and there are many Bol-anons studying or working in Cebu. Tubigon was also fast developing to be the alternate port to Tagbilaran and actually it was a cheaper alternative as it was nearer to Cebu at only half of the distance to Tagbilaran.

However, things always change and sometimes paradigm changes happen that upsets the old order of things. Lite Shipping, buoyed by many and fast ship acquisitions fielded the double-ended RORO ferries Lite Ferry 9 and Lite Ferry 10 in the Cebu-Tubigon route in 2009. Their challenge to the route was also tightened by the fielding of the Lite Ferry 22, a ROPAX LCT and the Lite Ferry 23, a low-speed catamaran RORO in the Mandaue-Tubigon route. These two were concentrating on the rolling cargo (i.e. vehicles) to Bohol.

Since rolling cargo revenue far outweighs passenger revenues (while rolling cargoes also bring passenger revenues from the vehicles’ passengers) these ROROs can run with less than half full of passenger load as long as they have a good load of vehicles. And Jadestar Shipping do not have that advantage since their ships are cruisers. Cruisers, by its very nature cannot carry a significant amount of cargo, even loose cargo.

In 2010, the Star Crafts fastcrats of Malaysian origin began appearing in the route. At double the speed of the Jadestars they can do the Cebu-Tubigon route in just an hour versus the two hours of the Jadestar while the fare is not double. This proved to be a big come-on especially since the Star Crafts were airconditioned. The aircon vs. aircon fare difference of the competitors was actually not big but the speed difference and transit times were great.

Come the second decade of the new millennium Jadestar Shipping was obviously being squeezed by Lite Shipping and by Sea Highway Carrier (including its legal-fiction companies), the company of the Star Crafts fastcrafts. One disadvantage of a shipping company with only one route like Jadestar Shipping is there is no other route that can buoy up the company if squeezed in one route. The Island Shipping Corp. cruisers were also being squeezed in the route but that company has a strong presence in the Cebu-Bantayan island route.

By 2012, Jadestar Shipping was already kaput, a victim of declining patronage and of revenues not enough to sustain operations. They stopped sailing and brought their ships to the shipyards. The useless Jadestar Nueve and Jadestar Doce were also sold for scrap. Once in a while, some PSSS ship spotters would view them in Tayud using ultrazoom or superzoom cameras. The distance was far.

In 2013, a Jadestar was first espied in the PPA vessel arrival/departure site. It carried the name Jadestar Legacy. A check by a PSSS Admin proved she was Jadestar Seis (the name is etched in the hull) in practically the same livery. Only the name “Legacy” was added but she was now registered in Zamboanga. Further check showed the seats in the rear of the lower deck were removed so more cargo can be stowed. There is more amount of cargo in Zamboanga than in Bohol.

The ship is now owned by Ibnerizam Shipping and she is doing the Zamboanga-Isabela City, Basilan route, an even shorter route than the 22 nautical miles of Cebu-Tubigon at only 14 nautical miles. Her passenger load in the new route is stronger. She has a very old, salty captain who was too fearful of the owner who is always aboard. This is the only captain I met who is not appreciative of a ship spotter admiring his old smoky bathtub. The old cruiser is now down to 8 to 8.5 knots although at times she would take two hours on the route if the sea is rough or the sea is against her.

Meanwhile, while visiting Nagasaka Shipyard in Tayud, Cebu my fellow ship spotter from PSSS suddenly recognized a ship now in green livery being refitted and converted. I was not sure of the identification but he was certain. Then the engraved name came. Sure she was the Jadestar Tres and she was being converted into a Gemini ship, the Gemini 10 specifically. This company is known for having cargo ships that look like passenger-cargo cruisers. It is owned by Wellington Chan Lim of Isla de Bantayan Shipping.

In a few months, ship spotters began seeing her between Pier 2 and Pier 3 in Cebu near the Lapu-lapu Shipping ferries in the cruiser ship row of Cebu Port. There is wide vacant spaces in the upper and lower decks. She loads cargo in boxes and also day-old chicks, among other goods. She supposedly does a route to Masbate. Her schedule to Cebu is irregular and it cannot be predicted when she will appear there. Maybe she is also sails to the other islands and ports.

These sisters are now just the survivors of the Jadestar Shipping fleet which even had a cargo ship before, the Jadestar Dos. Somehow, it is heartwarming that they are still sailing and did not end up as plain scrap metal.

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