The Claim of Carlos A. Gothong Lines That They Were First Into ROPAXes Was Most Likely True (But There Was Controversy)

Carlos A. Gothong Lines, Inc. (CAGLI), in their online published history claims they were first into ROROs. The more correct term is probably ROPAX or RORO-Passenger but many people just use the acronym “RORO” and that is what is commonly most understood by many. It was said that when new patriarch Alfredo (Alfred) Gothong went on self-imposed exile in Canada, he was able to observe how efficient were the ROROs there and he might have been talking of the short-distance ferry-ROROs including the double-ended ferries in the Vancouver area. It is in that area where Canada has many of those types.

The move to ROROs happened when the then-combined shipping companies Carlos A. Gothong Lines, Inc. (CAGLI) and Lorenzo Shipping Corporation parted ways in 1979 (in actual although the agreement was from 1978) after some 7 years of combined operations which they did to better withstand the shocks of the split that created Sulpicio Lines and the downfall of their copra and oil trading (in strategic partnership with Ludo Do & Lu Ym of Cebu) when the Marcos henchmen moved in into the copra trade and oil refining. When Carlos A. Gothong Lines and Lorenzo Shipping were still combined the former’s ships were mainly doing the Visayas and Visayas-Mindanao routes while the latter’s ships were mainly doing the Southern Mindanao and Western Visayas routes.

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1979 Gothong + Lorenzo shipping schedule (Credits to Times Journal and Gorio Belen)

The year 1979 was very significant for Philippine shipping in so many ways. First, it was the year when containerization went full blast when the leading shipping companies (Aboitiz Shipping, William Lines, Sulpicio Lines, Lorenzo Shipping plus the earlier Sea Transport) went into a race to acquire container ships. That also meant a lull in passenger-cargo ship acquisitions since more and more it was the container ships that were carrying the cargo to the major ports. Before the container ships, it was mainly the passenger-cargo ships that were carrying the inter-island cargoes. The shift to containerization resulted in passenger-cargo ships being laid up in 1980 and 1981 and later it accelerated the process of breaking up of the former “FS” ships.

1979 Nov Schedules

1979 container shipping ads (Credits to Times Journal and Gorio Belen)

Second, it was the year that the road plus ship intermodal system truly started when a Cardinal Shipping ROPAX appeared in San Bernardino Strait to connect Luzon and Visayas by RORO. It was the first step but in the next years ROPAXes linking the islands within sight began to mushroom (this is not to negate the earlier intermittent LCTs that also tried to bridge major islands within sight of each other the RORO way).

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A 1980 ad of Cardinal Shipping (Credit to Gorio Belen)

In their split, Carlos A. Gothong Lines and Lorenzo Shipping had two completely different responses to the new paradigm of containerization. The latter tried to join the containerization bandwagon and aside from the acquisition of general cargo ships from Japan for refitting into container ships it also tried to retrofit their earlier general cargo ships into container ships. Maybe Lorenzo Shipping does not have the financial muscle of the others but it tried to make up for this by ingenuity (and maybe Aboitiz Shipping which first tried this approach was their model).

However, Carlos A. Gothong Lines had a different approach. They bypassed the acquisition of container ships and instead went headlong into the acquisition of small ROPAXES (but bigger than the basic, short-distance ferry-ROROs). Most likely their situation as primarily an intra-Visayas and a Visayas-Mindanao shipping operator influenced this. In these routes, there was no need for containers ship as almost all cargoes there are either loose cargo or palletized cargo that are loaded mainly in overnight ships.

There is controversy which shipping company fielded the first RORO in the Philippines (setting aside the earlier LCTs). Negros Navigation claims their “Sta. Maria” was first in RORO liners. That ship came in 1980 and it was a RORO liner, obviously. But as far as ROROs or ROPAXes, there is indubitable proof that Cardinal Shipping fielded the “Cardinal Ferry 1” in 1979 in the San Bernardino Strait crossing.

To make the debate murkier still, the “Northern Star” (a double-ended ferry at first before she was converted and she became the latter “Northern Samar”) and “Badjao” of Newport Shipping arrived in 1978 but they were not doing RORO routes then. By the way, the San Bernardino RORO service became only feasible when the roads in Samar were already passable so it cannot come earlier.

Carlos A. Gothong Lines might win the debate, however, because in 1976 they already had the small RORO “Don Johnny” which they used as a passenger-cargo ship from Manila to Leyte but not as a RORO. This ship later became the “Cardinal Ferry 2” of Cardinal Shipping that was the first to bridge the Surigao Strait as a RORO (that was not an LCT) in 1980 with a fixed schedule and daily voyages. And even though the former vehicle carrier “Don Carlos” arrived for Sulpicio Lines in 1977, still Carlos A. Gothong Lines was technically ahead in ROROs.

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The Don Carlos (Credits to Times Journal and Gorio Belen)

From 1980 and ahead of the other shipping companies, Carlos A. Gothong Lines already bet big on ROROs when they fielded such type one after the other. In 1980, the “Dona Lili” and “Don Calvino” arrived for Carlos A. Gothong Lines although there are those who say the former arrived earlier. Negros Navigation might have been right in stressing that their “Sta. Maria” was a RORO liner and was first because the two ROROs of Carlos A. Gothong Lines were just overnight ferries. Nevertheless, both were ROROs or ROPAXes.

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The Dona Lili (Credits to PNA, Daily Express and Gorio Belen)

The “Dona Lili” was a ship built as the “Seiran Maru” in 1967 by Taguma Zosen in Innoshima, Japan. The ferry measured 69.0 meters by 12.0 meters with an original 856 gross register tonnage, a net register tonnage of 448 tons and deadweight tonnage of 553 tons. She was powered by two Daihatsu engines totalling 2,600 horsepower with gave her a sustained speed of 15.5 knots. The permanent ID of the ship was IMO 6713609.

In comparison, the “Sta. Maria” of Negros Navigation was not much bigger at 72.0 meters by 12.6 meters and 1,110 gross register tonnage. Their speed was just about the same since “Sta. Maria” has a design speed of just 15 knots. So one ship was not clearly superior to the other. It just so happened that the routes of the companies dictated the particular role of the ships. By the way the “Sta. Maria” is still existing as the “Lite Ferry 8” so shipping observers still can benchmark her size, visually.

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The Don Calvino (Credits to PAL, George Tappan and Gorio Belen)

The “Don Calvino” was built as the “Shunan Maru” by Naikai Zosen in Onomichi, Japan in 1968. The ship measured 62.6 meters by 13.4 meters with an original gross register tonnage of 881 tons. She was powered by twin Hitachi engines of 2,660 horsepower total and a design speed of 14.5 knots. Her ID was IMO 6829484. As a note, the “Dona Lili” and the “Don Calvino” had long lives and they even outlived their company Carlos A. Gothong Lines which disappeared as a separate company when it joined the merger which created the giant shipping company WG&A.

Another RORO also arrived for Carlos A. Gothong Lines in the same year 1980. However, the ship did not live long. This ferry was the “Dona Josefina” which was built as “Kamishiho Maru” in 1968 by Mitsubishi Heavy Industries in Shimonoseki, Japan. This ship had the external dimensions 71.6 meters by 13.0 meters and her gross register tonnage was 1,067 tons which means she was slightly the biggest of the three that came to Carlos A. Gothong Lines in 1980 and almost a match to the “Sta. Maria” of Navigation in size (incidentally the two ships both came in 1980). This ship was powered by twin Daihatsu engines of 2,600 combined like the “Dona Lili” and her sustained top speed was 15 knots. Her permanent ID was IMO 6823399.

Acquiring three medium-sized ROROs in a year showed the bet of Carlos A. Gothong Lines on ROROs or ROPAXes instead of container ships. Actually in overnight routes, it is ROROs that is needed more because it simplified cargo handling especially with the employment of forklifts which is several times more efficient than a porter and does not get tired. When Carlos A. Gothong Lines acquired RORO cargo ships starting in 1987 with the “Our Lady of Hope” , it was when they had Manila routes already and those cargo ships were used in that route.

Carlos A. Gothong Lines then had a short pause but in 1982 they purchased the ROPAX “Don Benjamin”. This ship was the former “Shin Kanaya Maru” and she was built in 1967 by Shimoda Dockyard Company in Shimoda, Japan. This ship measured 61.0 meters by 13.7 meters and the gross register tonnage was 685 tons and her permanent ID was IMO 7022875. She was powered by a single Nippon Hatsudoki engine of 2,550 horsepower and her design speed was 15 knots. Her engine was the reason the ship did not have a very long career here.

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The Don Benjamin partially scrapped (Photo by Edison Sy)

In 1983, Carlos A. Gothong Lines acquired two more ROROs, the “Dona Casandra” and the “Dona Conchita” which were both ill-fated here. The “Dona Casandra” was the former “Mishima Maru” and built by Hashihama Zosen in Hashihama, Japan. She was smaller than the other ROROs of Carlos A. Gothong Lines at 53.8 meters by 11 meters but her register tonnage was 682 tons. Her engines were twin Daihatsus at 2,000 horsepower total and that gave her a top speed of 14 knots, sustained. She possessed the IMO Number 6729476.

The other ship, the “Dona Conchita” was significantly bigger than the others as she had the external dimensions 82.0 meters by 13.4 meters and Japan gross register tonnage of 1,864 tons. This ship was the former “Osado Maru” and she was built in 1969 by Ishikawajima Heavy Industries (IHI) in Tokyo, Japan with the IMO Number 6908187. This bigger ship with a design speed of 16.5 knots was supposedly what will bring Carlos A. Gothong Lines back in the Manila route. However, both “Dona Casandra” and “Dona Conchita” sank before the decade was out.

While Carlos A. Gothong Lines was acquiring these ships, they were also disposing of their old ferries including ex-”FS” ships they inherited from their mother company Go Thong & Company before the split in 1972. What they did, the selling of old ships to acquire new was actually the pattern too in the other national shipping companies. The war-vintage ships then were already four decades old and were already in its last legs and its equipment and accommodations were already outdated compared to the newer ships that were already beginning to dominate the local waters.

After 1983, Carlos A. Gothong Lines’ ship acquisitions went into a hiatus for three years (but they already acquired six ROROs, much more than the total of the other shipping companies). Well, almost all ship acquisitions stopped then. The crisis that hit the Philippines was really bad and nobody knew then where the country was heading. But in 1986 when the crisis began to ebb and more so in 1987 and 1988 they acquired another bunch of RORO ships, bigger this time including RORO Cargo ships. That was the time that they attempted to become a national liner shipping company again after they became one of the Big Three in Visayas and Visayas-Mindanao shipping (the other two were Sweet Lines and Trans-Asia Shipping).

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The Our Lady of Guadalupe (Credits to Manila Times, Rudy Santos and Gorio Belen)

But then, the return of Carlos A. Gothong Lines as a national liner shipping company is worth another story, as they say.

Abangan.

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Some Unfortunate Flagships and Famous Former Flagships (Part 1)

If people think flagships or famous former flagships fare better than the rest of their fleet, well, don’t be too fast in conclusions. Empirical evidence might not support that and these tales might make you wonder and think. This selection is limited to post-World War II ferries. This is also limited to liner shipping companies and the bigger regional shipping companies. For the latter, I limited it to flagships at the moment they were lost.

The TSS Mayon

The Mayon was the flagship of the recomposed fleet of the Manila Steamship Company Inc. after World War II. She was the second ship acquired by the company after World War II (she is a different ship from the prewar Mayon of Manila Steamship Co.). The first was not really acquired but returned. That was the Anakan which was a prewar ship of the company that fell into Japanese hands during World War II and pressed into the military effort on their side. It was fortunate to survive the Allied campaign against Japanese shipping during the war. When the war ended and Japanese ships were surrendered she was returned by the Allies to the company in 1945.

The Mayon was built as the Carabobo in 1923 by the New York Shipbuilding in Camden, New Jersey, USA for the Atlantic and Caribbean Shipping and Navigation of Delaware, USA. In 1938, she was sold to the Northland Transportation Company of Alaska, USA. In 1946, Manila Steamship Co. which was also known as the Elizalde y Compania acquired this ship and she was fielded in the Manila-Iloilo-Pulupandan route of the company. Originally classified as a refrigerated passenger/cargo ship, she had luxurious accommodation because that meant airconditioning and cold drinks were available and those treats were rare in that era. With cabins and lounges, she was considered a luxury liner of her days.

However, on a charter voyage from Jakarta to Manila on February 18, 1955, an explosion and fire hit her and she was beached off the western coast of Borneo island. This incident so shook up Manila Steamship Co. that they withdrew from shipping the same year and they sold all their vessels to other companies except for the very old Bisayas, the former Kvichak which was sold to the breakers. Most of the these sold ships were former “FS” ships. Manila Steamship Co. never went back again to shipping. Elizalde y Compania was one of the biggest companies in the Philippines then and its founder Manuel Elizalde Sr. was one of the richest men in the Philippines during that time and he was known as a financial backer of presidential candidates.

The MV Dona Conchita

This was the first Dona Conchita that was the first flagship of Carlos A. Go Thong & Co. when they were first able to acquire a Manila route after they bought out the Pan-Oriental Shipping Company of the Quisumbing family. The ship was named after the wife of the founder of the company and this was a legendary ship during her time.

The ship was actually not an ex-”FS” ship as many thought. She is actually a former “F” ship that was lengthened by National Steel and Shipbuilding Corporation (NASSCO) in Mariveles, Bataan. Her origin was actually as a sank ship by a storm off Cavite that was bought cheap and salvaged by Carlos A. Go Thong & Co. and re-engined for she had no engines. Her replacement engines were a pair of Gray Marine diesels with nearly double the horsepower of the ex-”FS” ships and so instead of running at only 11 knots she was capable of 16 knots and thus she was able to claim as being the fastest in the Manila-Cebu route then.

This ship then did various routes for the Carlos A. Go Thong & Co. but always her first port of call from Manila was Cebu before proceeding to other ports. During those years there were no dedicated Manila-Cebu ships only (that came during the era of the fast cruisers starting in 1970 with the Sweet Faith of Sweet Lines). Because of that once, a week sailing was the norm then except for the very long routes (i.e. Davao) and the very short routes (i.e. Capiz, Mindoro, Romblon).

When the Dona Conchita got older sometimes she was not sailing. I heard her Gray Marine engines were not that durable compared to the General Motors engines of the ex-”FS” ships. Then on one of her voyages, she caught fire off Mindoro sometime in 1976 or thereabouts. There was no precise way of confirming the dates or exact location as she does not have an IMO Number and therefore she was not in the international maritime databases.

The M/S Don Juan

In 1971, Negros Navigation Company brought out their best  and biggest liner yet, the M/ S Don Juan. The ship was named in honor of Don Juan L. Ledesma, eldest child of Don Julio and Dona Florentina Ledesma, one of the founders of Negros Navigation. M/S Don Juan was a brand-new ship built by Niigata Engineering Company, Ltd. in Niigata, Japan for P13,650,000 from a design of Filipino naval architects. She was the fifth-built brand-new liner of Negros Navigation Company after the Princess of Negros (1962), the Dona Florentina (1965), the beautiful Don Julio (1967) and Don Vicente (1969). This luxury liner became the new flagship of Negros Navigation Company and she was used in the Iloilo and Bacolod routes of the company from Manila. She was fast at 19 knots and she brought an end to the reign of MV Galaxy as the speediest ship in the Manila-Iloilo route.

However, on one voyage from Manila to Bacolod she was struck on the portside by the tanker Tacloban City of the Philippine National Oil Company on the night of April 22, 1980 near the island of Maestre de Campo in Tablas Strait. Such collision proved fatal for the ship and she listed immediately and went down fast. The confirmed number of dead was 121 even though the tanker immediately tried to rescue the passengers of M/S Don Juan and even as other vessels in the vicinity tried to help in the rescue effort too. It is thought many of the dead were passengers of the cabins trapped by buckled doors and those injured by the impact. This incident triggered a mourning in Bacolod as most of the passengers who perished hailed from that place.

The wreck of the ship lies in deep waters estimated to be some 550 meters and so salvage and/or recovery is out of question as far as local resources is concerned. Maybe the RORO ferry Santa Maria, acquired by Negros Navigation Company in 1980 was the replacement of the ill-fated M/S Don Juan. But I am not sure if she was considered a flagship of the company.

The MV Cebu City

The MV Cebu City of William Lines Incorporated was a sister ship of the M/S Don Juan of Negros Navigation Company. She was also built by Niigata Engineering Company Ltd. in Niigata, Japan but her date of build (DOB) was 1972. Having a slightly bigger engine she was slightly faster than her sister since she can do 20 knots. Maybe they purposely ordered a bigger engine so she can battle in speed her would-be main rival, the Sweet Faith of Sweet Lines Incorporated in the prime Manila-Cebu route. Sweet Faith was the fastest liner then in the Philippines since her fielding in 1970. The battles of Cebu City and Sweet Faith both made them legends in Philippine shipping and remembered decades after they duked it out.

MV Cebu City was the second brand-new ship of William Lines Inc. after the MV Misamis Occidental and she was the flagship of William Lines Inc. from 1972. As the flagship, MV Cebu City exclusively did the Manila-Cebu route twice a week and so followed the pattern set by Sweet Faith. She was the flagship of the company up to the end of 1979 when the new flagship of the company arrived, the equally legendary Dona Virginia which was also involved in another tight battle with another flagship, the Philippine Princess of Sulpicio Lines Inc. After she was displaced as the flagship MV Cebu City sailed various routes for the company.

On the night before the morning of December 2, 1994, while hurrying after a late departure from Manila North Harbor, MV Cebu City encountered the MV Kota Suria, a container ship of Pacific International Lines (PIL) near the mouth of Manila Bay before reaching Corregidor island. On a collision course, the Kota Suria asked for the customary port-to-port evasion maneuver. However, MV Cebu City turned to port because maybe she was intending to “tuck in” near the coast, a practice of smaller ships when near then Cavite coast to save on running time. Maybe MV Cebu City thought she had enough clearance but they might have misjudged the speed of the MV Kota Suria. She was rammed by the much bigger MV Kota Suria on the starboard side which caused her to list and to capsize and sink in a short time.

About 145 people lost their lives in that collision. The Philippine Coast Guard later held that MV Cebu City was mainly at fault but Philippine authorities also detained MV Kota Suria (but she later escaped). The wreck of MV Cebu City now lies under about 25 meters of water.

The Dona Paz

The world-infamous Dona Paz was born as the Himeyuri Maru of the Ryukyu Kaiun KK (the RKK Line). She was built by Onomichi Zosen in Onomichi yard in Japan in 1963 and she plied the Okinawa route. In 1975, she was sold to Sulpicio Lines Incorporated. She was refitted and remodelled for Philippine use with the primary intention of increasing her passenger capacity. In Sulpicio Lines, she was renamed as the Don Sulpicio and she was the new flagship of the company starting in 1975.

As the flagship of Sulpicio Lines, Don Sulpicio did the Manila-Cebu route exclusively twice a week. This was the first time Sulpicio Lines did this exclusive assignment and that was following the footsteps of Sweet Lines and William Lines which had flagships doing the Manila-Cebu exclusively. On one voyage in this route on June 7, 1979, she caught fire and she was beached in Maricaban island at the edge of the mouth of Batangas Bay. Her whole superstructure and cargo holds were consumed by the fire.

Against expectation Sulpicio Lines had her repaired but the repairs took nearly two years. Meanwhile the Dona Ana, the later Dona Marilyn took over as flagship of the company and did the Manila-Cebu route until the new flagship of Sulpicio Lines arrived, the Philippine Princess. After repairs, in her refielding in 1981, Don Sulpicio was already known as the Dona Paz. Maybe the renaming was done to avoid reference to her previous tragedy. There were also changes in her superstructure after the repair.

After her refielding, the Dona Paz was assigned to the Manila-Tacloban and Manila-Catbalogan-Tacloban routes of Sulpicio Lines. However, on one voyage from Tacloban and Catbalogan she was involved in a collision with the tanker Vector on the night of December 20, 1987. The fuel of the tanker exploded and both vessels were engulfed in fire. There were only 26 survivors in the collision and there was a claimed 4,386 dead and that was affirmed by the clueless and out-of-jurisdiction Supreme Court. That was big enough to place the Dona Paz as the worst peacetime maritime tragedy in the whole world. However, the official casualty according to the Board of Marine Inquiry placed the number of dead at only 1,565 but that was what can be only counted and might be an underestimation too.

The casualty figure was clearly bloated because the Governor of Northern Samar then, Raul Daza had people sign up claims against the company and the number from his province was about 2,200. That was an impossibility since passengers from that province going to Manila generally take the bus already and that was cheaper and faster. Going to Catbalogan is actually going farther and the limited number of buses then going from Catarman to Catbalogan can only take hundreds at most. It was clearly a con game by the Governor in a scheme to bilk Sulpicio Lines. Imagine a passenger total greater than those from Leyte and Western Samar when the ship did not dock in Northern Samar! The ship was clearly overloaded but the casualty figure was really artificially bloated.

Much later the Supreme Court completely absolved Sulpicio Lines from liability in the tragedy. It was on a technicality because Vector had an expired license when it sailed. The Dona Paz wreck lies between Marinduque and Dumali Point of Mindoro near the town of Pola. The distance of it from Marinduque is twice its distance from Mindoro.

The Dona Marilyn

The Dona Marilyn was the first known as the Dona Ana in Sulpicio Lines Incorporated and she is actually a sister ship of Dona Paz. She arrived in 1976 for Sulpicio Lines and they were the first fast luxury cruiser liners of the company and so they were advertised by Sulpicio Lines as the “Big Two”. As mentioned before, as Dona Ana she replaced the then Don Sulpicio as the flagship when it caught fire in 1979 and she fulfilled that role until the Philippine Princess arrived in 1981.

The Dona Marilyn was born as the Otohime Maru in Japan. She was also built by Onomichi Zosen for Ryukyu Kaiun KK (the RKK Line) in 1966 for the Okinawa route. When she was sold to Sulpicio Lines in 1976 there was no change of flagship designation although she is the newer  and ship. She was instead fielded in the Manila-Cebu-Davao express route of the company. Maybe she was sent to that more stressful (for the engines) route because she had the newer engines. Incidentally, the engines of the two sister ships were identical but Dona Ana was rated faster than Don Sulpicio and that might be the second reason why she was assigned the long Davao route.

In 1980, the ship was renamed as the Dona Marilyn. In 1981 when the new Philippine Princess arrived she was assigned not assigned again her old Davao route because Sulpicio Lines had two new fast cruisers that came in 1978 and one of that, the Don Enrique (the future Davao Princess and Iloilo Princess) was already holding that route. She was then assigned to the new Manila-Estancia-Iloilo-Zamboanga-Cotabato route of the company.

In 1988, the new Cotabato Princess arrived and she was relieved from that route and she was assigned the route vacated by the loss of the Dona Paz, the Manila-Catbalogan-Tacloban route and Manila-Tacloban route. On October 23, 1988 while there was a typhoon brewing, the Typhoon “Unsang”, Dona Marilyn tried to hightail it to Tacloban when the storm was already off the coast of Samar island on the way to Bicol. “Unsang” was a fast-gaining storm in strength and the ship being new in that area maybe did not know how fast the seas there can become vicious in so short a time (even squalls there can be dangerous for smaller crafts). The ship was swamped by the seas that gained strength from Signal No. 2 to Signal No. 3 and she listed and capsized some 5 nautical miles off Almagro island which is part of Western Samar. Only 147 people managed to survive the tragedy and some 389 people perished.

[There is a coming Part 2]

[Photo credit of MV Don Sulpicio: Times Journal and Gorio Belen]

TRANS-ASIA 9

The “Trans-Asia 9” of the Trans-Asia Shipping Lines first started life as the “Ferry Kikai” of the then-Arimura Sangyo Lines which operated ferries between Kyushu, a main Japan island and Okinawa and between Okinawa and Taiwan. The Arimura Sangyo name was later modernized into A” Lines. The ship was built in the Fukuoka yard of shipbuilder Fukuoka Zosen, launched in April 1979 and completed on July 1979. She was then 2,823 GRT, the old measure, with an over-all length of 109.2 meters and a beam of  17.9 meters and equipped with two Mitsubishi marine diesels developing 7,600 horsepower which provided her a speed of 18.5 knots, originally. She had just two passenger decks with a cargo boom at the bow and a quarter ramp at the stern, a design common then to many A” Line ships. Her ID is IMO 7823528.

Ferry Kikai ©Wakanatsu

With the arrival of the new “Ferry Kikai” in 1995 she was passed on to the agent connecting A” Line and William Lines of the Philippines. Many of the William Lines ferries of this period came from A” Line. The cargo boom at the bow was removed and replaced by additional passenger accommodations and a passenger deck was also added at the upper level and bringing her passenger capacity to 1,076 and her GT to 5,463 and her NT to 3,594. She first appeared in North Harbor on September of 1995 as the “Mabuhay 6” to the amazement of the passengers in the port. However, she did not last long under that name as the ill-starred merger of William, Gothong and Aboitiz happened on the first day of the new year and she was renamed “Our Lady of Good Voyage”. As a WG&A ferry her first route was to Dapitan with a service speed of just 16.5 knots. After a few years she was remanded to the subsidiary Cebu Ferries Corporation and her route permanently became Cebu to Cagayan de Oro with a once-a-week side trip to Jagna, Bohol.

Our Lady of Good Voyage Photo Collage ©John Michael Aringay

With the advent of the newer Cebu Ferry series of ships last decade she was laid up. When there were no takers the successor owner Aboitiz Transport System offered her to its ally Gothong Southern which took her in during 2010 and she was renamed the “Dona Conchita Sr.”. She held the same route of Cebu-Cagayan de Oro-Jagna with the same frequency. However, after just a short time she was laid up again and put on sale as Gothong Southern was quitting passenger shipping and was just concentrating on container operations and cargo forwarding.

M/V Doña Conchita Sr. ©Jethro Cagasan

It was then that Trans Asia Shipping Lines, Inc. acquired her in 2012 and true to the TASLI style she was refitted, both in passenger accommodations and in the engine room. She is actually more luxurious now and more reliable (she then had weak engines before coming to TASLI). She still holds the same route to Cagayan de Oro but with no more side trip to Jagna. Like with most ferries in the age of high fuel prices she is just using economical speed now and that is usually 13.0 to 13.5 knots which is enough for a 10-hour transit time in her route. Economical speed which means less revolutions per minute also lengthens the life of the engines.

Trans-Asia 9 ©Mike Baylon

As “Trans-Asia 9” she is now equipped with five suites and two cabins and these are located in the center section of the ship together with the Tourist section. A new TASLI feature on “Trans Asia 9” is the aircon economy which they call the “2nd Class Aircon.” This new class is located in the former Tourist section ahead of the bridge. The traditional Economy class is called in “Trans Asia 9” as the “2nd Class Non-Air”.

With more areas devoted to passenger amenities now her passenger capacity is down to 974 passengers. TASLI cut up the superstructure in her upper rear deck to create their traditional outdoor dining area and barbecue garden but instead of lowering the Gross Tonnage and Net Tonnage it shot up to 5,500 and 3,850, respectively. The passenger ramps on the side were also removed and transferred to the stern of the ship.
Suite Room ©Aris Refugio
Economy Aircon ©Aris Refugio
Economy Non-Aircon ©Aris Refugio
Stairway ©Aris Refugio

Under the care of TASLI and knowing how this company treats elderly ships it should not be a surprise if “Trans Asia 9” will keep on sailing well into the next decade.

©Aris Refugio