The MV Maria Gloria

The Montenegro Shipping Lines Inc. (MSLI) is a Batangas-based shipping company founded by Vicente Montenegro in 1978 that plied ships between Batangas and Mindoro. During that time the routes to the current MIMAROPA were still dominated by wooden-hulled motor boats or what is called batel  in the region (lancha in other regions). Vicente Montenegro was one of the batel operators then and that was no shame. During that time there were no ROROs yet although there were already some steel-hulled cruisers. Even the Viva Shipping Lines which dominated MIMAROPA shipping later (when that was not a separate region yet) was also still in the age of the motor boats then.

Montenegro Lines started with the boat Malaya but when I came to know them in the 1990s they had three motor boats already, the Don Vicente, the Don Francisco and the Dona Matilde. They were holding then the Batangas City to the Abra de Ilog route. Abra de Ilog was the gateway then to the province of Occidental Mindoro through the Wawa port. During that time the motor boats were already finding it hard to fend off the ever-increasing ROROs of the Viva Shipping Lines. Well, even the other shipping companies in the area which had ROROs already were also finding it hard to compete with Viva Shipping Lines which they all feared.

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Photo by Nowell Alcancia of PSSS.

Maybe reading the writing the writing on the wall that it is already the age of ROROs, Vicente Montenegro acquired a RORO on September 1994 which they named as the Maria Gloria and the ferry was fielded in the Batangas City-Abra de Ilog route. Initially, she was not very successful but Montenegro Lines persisted (as once there is a competitor, Viva Shipping Lines will immediately try a full-court press and they have a RORO in the Abra de Ilog route, the Viva Penafrancia 8 which came from Sweet Lines).

The Maria Gloria was the former Tenyo Maru of the of the Shimabara Tetsudo of Japan which is actually a railway company. She was built in 1967 by the Kanda Shipbuilding Co. in Kure, Japan and she possesses the permanent ID IMO Number 6726668. The lines and superstructure of the ship are what was common in that period in Japan for small ROROs.

Actually, the Maria Gloria is not a basic, short distance ferry-RORO. A half-deck for passengers was constructed here in the bridge deck, something that cannot be done for a basic, short-distance ferry-RORO. However, the poop deck was not extended. While a half-deck was added, the gross tonnage of the ship of 267 tons was less than its 356 gross register tons in Japan. The Registered Length of the ship is only 39.5 meters which is less than its 42.9 meters LOA in Japan and the Breadth shrank from 11.0 meters to 10.95 meters. Maybe this is part of the reason for the decrease in the gross tonnage.

Maria Gloria (tourist section)

Photo by Raymond Lapus of PSSS.

The Maria Gloria only has two of accommodation classes, the air-conditioned Tourist and usual open-air Economy and that is the usual for small, short-distance ferries to which she belongs. The Tourist is located in the forward section of the lower passenger deck and the Economy sections are located to the stern of that and in the bridge deck. The total passenger capacity is 413 persons and her rolling cargo capacity is some 350 lane-meters divided into three lanes.

Maria Gloria (economy section - lower deck)

Photo by Raymond Lapus of PSSS.

This RORO is equipped with two engines (the basic, short-distance ferry-RORO with one deck usually has one engine only) and her two funnels confirm that. Her two Daihatsu engines produce a total of 1,400 horsepower and the ship’s design speed is 11.5 knots. The current speed of the Maria Gloria is not far off that. As a RORO, the Maria Gloria has ramps in the bow and in the stern.

Maria Gloria (economy section 1 - upper deck)

Photo by Raymond Lapus of PSSS

From Abra de Ilog, the Maria Gloria was also assigned to the various routes of Montenegro Lines and it seems the farthest she went from their base in Batangas is her Dumaguete-Siquijor route of which she spent a long time too. But outside of Batangas, the base of Montenegro Lines, few realize she is the first-ever RORO of the company.

The Maria Gloria might be an old ship now (she is already over a half-century old) but she is still a reliable ship because her owner Montenegro Lines spends on the proper maintenance of their ships and in fact, in the company there are also other old ships which still run very well until now. MARINA, the local maritime regulatory agency, instead of threatening phase-out of old ferries should just use proper classification to weed out the unreliable and unsafe ships. Like the Maharlika ferries of before. Those were not too old but many were marked by unreliability for periods of time and even the paint job is not good. In Montenegro Lines, paint seems not to be a problem and that is also true with the Maria Gloria.

Maria Gloria (cargo deck)

Photo by Raymond Lapus of PSSS

The Maria Gloria is already sailing for 25 years (a Silver anniversary this month) now in our waters (will Montenegro Lines be giving a 25% discount aboard her for the month?). Whatever, at the rate she is going, I think the Maria Gloria still has many good years ahead of her and I am confident Montenegro Lines will make sure of that.

 

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

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

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

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

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Dona Montserrat by Dimas Almada

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

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

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

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

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Coco Explorer No.1 by Dimas Almada

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

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

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

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Don Julio by John Ward

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

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

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

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

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

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

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

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

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Credits to PDI and Gorio Belen

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

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

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

Don Benjamin

Don Benjamin partially scrapped by Edison Sy

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

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

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Dona Casandra (Credits to Times Journal and Gorio Belen)

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

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

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

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

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

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

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

1980-2-3 Lorenzo Shipping

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Princess Camille remains by Arnel Hutalla

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

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

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

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

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

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