The Ever Sweet

The Ever Sweet is a beautiful, sweet, little ferry that is a relic from the past (but of course I know the young ones will not agree with my description). This ship is probably the second-oldest cruiser ferry that is still sailing that is not an LCT. Ever Sweet and the oldest cruiser ferry extant, the Bounty Cruiser are incidentally both local-built which is a testament to the soundness of the design of local shipbuilders (Sandoval Shipyards has a lot of old ships, too, that are still sailing). The two were also both built in Zamboanga.

The Ever Sweet was built by the Varadero de Recodo in 1963 for Ever Lines, Inc. This ship is an overnight ferry-cruiser which means she is fitted with bunks. Her main route is to the Olutanga island and Payao, the municipality in Zamboanga mainland that is opposite Olutanga island.

One of the reason she still exists in the route is the poor security in the area. Although the road to Zamboanga City is mainly paved now night trips are still precluded and besides the main LCT connection of Olutanga goes to Alicia town which is farther.

And besides gathering of the goods and merchandise are done during daytime and so a night run by a ferry direct to Zamboanga City is just perfect. Selling of the goods then and marketing in Zamboanga City is also done daytime and so a trip back by night to Olutanga or Payao is also perfect.

By the way, these areas being mentioned are part of the province of Zamboanga Sibugay except for Zamboanga City and the city is the commercial lifeline of Olutanga and Payao. The better-off of Olutanga also send their children to study in Zamboanga City.

The Ever Sweet was built in Recodo, Zamboanga City and she is just a small ship at 36.3 meters length over-all, 33.3 meter length between perpendiculars by 5.9 meters beam with a depth of just 1.9 meters. Her dimensional measurements are just 135 in gross tonnage (GT)and 66 in net tonnage (NT).

The ship carries 252 passenger in a single Economy class in two decks. The ship is equipped by a small engine, a single 285hp Yanmar Marine diesel which propels her to a top speed of (gulp!) 8 knots! But that speed already guarantees a daybreak arrival in Olutanga and probably a good night’s sleep.

The ship has a steel hull with a raked stem and a transom stern (it was originally a cruiser stern). She has just one mast and a single side funnel and the bridge is above the passenger decks and ahead of the bridge is a forecastle. The ship has no cargo booms and cargo is just slid to the lower passenger from the wharf and it goes to the cargo hold. Sensitive or extra cargo is also stowed on the lower passenger deck which is a twin-purpose deck actually.

She does not sail three times a week in one direction except in peak seasons and sometimes it is just once a week. The trip will actually depend on the cargo and seasonality of goods and the demand also factors in. We heard with such flexibility she still manages to be profitable. Anyway, she has only one competitor in her route, a ship of Magnolia Shipping Corporation.

It is always a joy to see Ever Sweet in Zamboanga port which can only mean she is still healthy and sailing. Sentimentalists like me and Britz, the Zamboanga ship spotter do not really want old ships to go and we really prize them. Now, if only they can sail forever….

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The “Golden Ferries” of the Philippines

“Golden ferries” are passenger ships that are already 50 years old or even older which means they were built in 1966 or earlier. There are a handful of them in the Philippines, a country known for keeping ferries long. Filipinos are sentimentally attached to old ferries and wish that they will sail forever as long as they are decent shape and does not conk out. From the owner to the crew to the yard and the passengers and shippers there is the thinking, “Why dispose of the ship when it is still sailing nicely?”. The banking system is also not keen on lending for ship purchases. Being poor, the passengers does not welcome newer ships if will mean increased fares. Hence, the shipping operators tend to try to keep their ferries sailing for as long as possible. Meanwhile, the shipyards of the country which are actually more in the repairing and refitting business are more than cooperative to these wishes of the ship owners.

Trying to keep these old ferries continually running is easier compared to 30 years ago when the ex-FS ships and the former cargo ships used by the USA in World War II began to die. Changing steel plates and buttressing beams have always been easy unless poor maintenance has already compromised the structural integrity of the hull. Nowadays, with CNC manufacturing, it is easy to have parts duplicated with precision. Many surplus parts are also available from the ship breakers and there are companies worldwide that specialize on surplus parts and engines. If needed, replacement engines are also available on the market and looking for them is easy in this time of the Net. Meanwhile, all kinds of surplus equipment is available from the breakers and the open market whether they are auxiliary engines or bridge equipment.

Our oldest ferries are actually LCTs. The oldest is the “LCT Trans-Olango” servicing the route to their namesake island resort of Olango. She is a World War II LCT of the USA built in 1944 and her appearance certainly betrays her age. Next oldest to her is the “LCT Island Princess” of Zamboanga del Sur which connects the island of Olutanga to the Zamboanga peninsula. This LCT was built locally in 1947.

Among the cruiser ferries, it is the “Bounty Cruiser” of Evenesser Shipping which is the oldest. She was built in Zamboanga in 1956 and trades the Zamboanga-Jolo route. She is followed by the “Georich” of George & Peter Lines. This ship was built in Japan in 1961 and does the Cebu-Dapitan route. The Zamboanga-built “Ever Sweet” of Ever Lines follows next in age. She was built in 1963 and she plies the Zamboanga-Olutanga route.

Among the ROROs that are not LCTs, it is now the “Star Ferry II” of 168 Shipping that must be recognized as the oldest now after it was verified she is the rebuilt “Ace 1” of Manila Shipping. Actually, she does not resemble that ship at all anymore except in the bridge area. She plies the Matnog-Allen route.

The next oldest RORO is probably the “Millennium Uno” of Millennium Shipping. She was built in Japan in 1964 and she serves the Liloan-Lipata route, if she can. There are stretches when this ship cannot sail but they just wouldn’t let her go. I thought she was done when she voluntarily stopped sailing in the aftermath of the sinking of “Maharlika II” but then she still came back to sail her old schedule and route.

Actually, all the ferries mentioned above are already showing signs of mortality (except the “Ever Sweet”) and it is a wonder for how long they can hold up. Their speeds are even compromised now. But still they sail. If landlubbers think they should go, well, they simply do not know shipping. It is the ships younger than them that actually sink.

The “Elreen 2” of Rolly Frueda is a motor boat that was built locally in 1964. She plies the Romblon waters. She might be the oldest wooden-hulled vessel still sailing in the Philippines but this is a little hard to verify. Lite Ferries have the 1964-built ship from the US Navy, the “Lite Ferry 20” which was recently re-engined. Lite Ferries rotates her ship assignments so it is hard to pin down “Lite Ferry 20” at any given moment.

The “Melrivic Seven” of E. B. Aznar Shipping is another RORO built in 1964. Like the “Lite Ferry 20”, she is a reliable ship together with the next oldest, the “Eugene Elson” of Penafrancia Shipping which was built in 1965. The first plies the Tabuelan-Escalante route while the latter sails the Tabaco-Virac route. Both ferries were built in Japan.

For ships built in 1966, we have the local-built “Hijos 1” of Hijos de Juan Corrales. She is a very small Camiguin cruiser ship linking the island to Balingoan, Misamis Oriental. For ROROs, there is the “Maria Erlinda” of Montenegro Lines which are assigned various routes. It is a practice of her company to also rotate their fleet assignments so her exact route is hard to determine.

Last but not the least in this list is the “Ever Queen Emilia” of Ever Lines built in 1966, too. This RORO is a Zamboanga-Bongao ferry which also calls on various islands of Tawi-tawi. Actually, among the “golden ferries” this ship has the longest route which only shows she is still a very reliable ship at 50 years of age. The Ever ships are actually very well taken cared of by Varadero de Cawit.

Next year, in 2017 more ferries here will join the “golden ships” list. The graph will actually go up as the years come because we have a lot of ferries that are 40 years old and over. In Europe, they have “golden ferries” too. Japan have ferries that are over 40 years old. That is also true in Canada. There is actually no rule that says ferries over 40 years old must be disposed of already contrary to what some landlubbers say.

Many who really know shipping says it is not the age of ships that matter but it is in the maintenance and the care attended to them. Landlubbers think an old ship will easily be holed. That is true if there is no proper maintenance because speaking of hulls it is easy to replace the plates. Unreliable main engines can also be replaced and good parts sourced or ordered in Japan and Singapore. China is also now aggressive in promoting replacement engines.

In such a situation, I think many of our old ferries will still have long lives. And, our list of “golden ferries” will probably grow longer, too.

[Image: MV Bounty Cruiser]
[Photo Owner: Mike Baylon]