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.

 

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The King Frederick and Nelvin Jules

The King Frederick and Nelvin Jules of Santa Clara Shipping Corporation are actually sister ships which look like each other save for some minor differences. When trying to identify them I try to look for the name lest I might be mistaken in the identification (anyway, one of the two has a longer name).

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Both of these ships arrived in the country in 1999 and they were the opening salvo in the challenge of the newly-established Santa Clara Shipping Corporation in the Matnog-Allen route long dominated but badly served by Bicolandia Shipping Lines and its legal-fiction companies like E. Tabinas and Eugenia Tabinas. When the sister ships arrived they were not larger than the bigger ships in the route. However, they were the newest and the fastest and even newer than the government-owned Maharlika I which was built in 1982.

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With such an advantage the reigning Bicolandia Shipping Lines immediately cried foul and tried all the legal means to drive out King Frederick and Nelvin Jules because their old ships which were mainly acquired from other local shipping companies and were built in the late 1960’s and early 1970’s were clearly inferior already in all respects. And Bicolandia Shipping Lines has the dead weight of a bad reputation originating from their ships having the wont of not sticking to departure times and trying to get full as much as possible before departure. Plus, of course, clients always want the new.

Bicolandia Shipping Lines failed in their opposition at the level of MARINA (Maritime Industry Authority), the maritime regulatory agency and which has quasi-judicial function and all the way to the Court of Appeals and the Supreme Court. And so the King Frederick and Nelvin Jules were not driven out from route and began to beat their opposition (there were other players in the route aside from Bicolandia Shipping and Maharlika I) until the day came when Bicolandia Shipping Lines surrendered and sold itself to Sta. Clara Shipping Corporation and became the Penafrancia Shipping Corporation.

The King Frederick,  the newer of the two sister ships was supposedly named after the top gun of the combine owning Santa Clara Shipping Corporation, Frederick Uy. She and the Nelvin Jules are ROPAX (RORO-Passenger) ferries built by Kanda Shipbuilding Co. in their Kawajiri yard in Japan. The two ferries both measured at 58.6 meters in Length Over-all (LOA), 55.5 meters in Length Between Perpendiculars (LPP or LBP) with a Beam or Breadth of 14.0 meters. Originally, the sister ships had a similar Gross Tonnage (GT) of 699 with a Deadweight Tonnage (DWT) of 308 tons. By the way, the King Frederick was the last ever ship built by Kanda Shipbuilding in their Kawajiri yard.

The King Frederick‘s original name was Sagishima and she was built in 1987 and the Nelvin Jules’ original name was Kurushima and she was built in 1985 making her the elder ship of the two. When the two arrived in 1999 they were still both relatively young at 12 years and 14 years old, respectively. King Frederick has the IMO Number 8704315 while Nelvin Jules has the IMO Number 8504404 which both reflects the year when their keels were laid up. The sister ships have a steel hull, a box-like housing at the bow which protects against the rain when loading and unloading and also keeps the car deck less wet and muddy when it is raining. They both have a transom stern and ramps at the bow and at the stern. The ships both have two masts and two funnels at the top of the ship.

The sister ships are powered by two Daihatsu marine engines with a total of 2,400 horsepower and these gave them a sustained top speed of 13.5 knots when still new. In their 11-nautical mile Matnog-BALWHARTECO (Allen) route, the sister ships were capable of crossing the San Bernardino Strait in just under one hour when newly-fielded if the notorious waves of San Bernardino are not acting up. BALWHARTECO port was the choice of Santa Clara Shipping in Allen as it was a shorter route than the official Matnog-San Isidro route of the government. The San Isidro Ferry Terminal is the official government RORO port while the BALWHARTECO port is a private port and along time Santa Clara Shipping Corporation (SCSC) had a hand-and-glove relationship with the management of BALWHARTECO (Balicuatro Wharfage and Terminal Corporation).

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BALWHARTECO Port, the original home of King Frederick and Nelvin Jules

Before fielding here a new passenger deck was built on the bridge level of both ships. However, the Gross Tonnages (GT) of the sister ships dropped to 694 which is more likely an under-declaration. The declared Net Tonnages (NT) of the two ships is 357 (a clarification, both the GT and the NT have no units). The passenger capacities of both ships are 750 persons reflecting their almost similar internal arrangements. The Depths of the two ferries are both 3.8 meters which is about average for ships their size.

The new passenger deck became an all-Economy accommodation with fiberglass seats. On the lower deck, at the front portion was the old accommodation in Japan which became the Tourist section as it was air-conditioned and had better foamed seats. That section is also where the canteen was located. All passengers have access to that canteen.

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The canteen inside the Tourist section of the King Frederick

When the gusts are up in San Bernardino Strait along with its wind-driven rains and this can be often in the peak of the habagat (the southwest monsoon) and amihan (the northeast monsoon) that section is a welcome cover especially for the more vulnerable passengers like the small children, the pregnant and the old. The habagat and amihan are both fierce in San Bernardino Strait, it affects the area more than half of the year and ships crossing the strait sometimes have to take a dogleg route lengthening the transit time and producing seasickness in many passengers.

Behind this Tourist section is another Economy section with fiberglass seats also that were built in a former promenade deck of the ship when it was still in Japan. Many prefer this in inclement weather as it does not rock as hard as the deck above and it seems the winds can be less fierce here. Of course there is one less deck to climb or descend and that matters maybe in a short route when some passengers like me don’t bother to sit at all (too many views to enjoy from the ships to the seascape to the mountains and of course the ports and its activities). Maybe the reason they put the karaoke in the upper deck is to enjoin passengers to climb there.

Below this passenger accommodation is the car deck of the RORO ships. One advantage of the two sisters is the wide beam of 14.0 meters which allows four lanes of trucks or buses on either side of the “island” in the middle of the car deck which actually houses ladders going up and down and below the car deck are crew accommodations and the crew mess which are all air-conditioned.

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A crowded Nelvin Jules. See the “island” in the middle of the car deck

With 55.5 meters in LPP up to five rows of trucks and buses can be accommodated. Of course, though trucks and buses dominate the load in their routes, still smaller vehicles like cars and utility vehicles will normally be in the rolling cargo mix. These ships will normally be full because Santa Clara Shipping mastered the art of giving discounts and pay-later schemes, the reason a lot of trucks and buses are tied up to them. Tied-up buses which carry passengers that cannot be delayed even have priority in loading in them. The sisters have ramps front and bow but normally it is only the bow ramps that are deployed and employed, the reason vehicles have to board the ship backwards. One thing I cannot understand with the sister ships’ bow ramp is they are off-center. I do not know what is the advantage of it. Actually in cargo loading it only tends to affect the balance of the ship.

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King Frederick in Masbate. See the off-center ramp.

Along time especially with the arrival of other ROPAXes for Santa Clara Shipping Corporation, King Frederick and Nelvin Jules were also assigned to other routes of the company especially their new Masbate-Pio Duran route. There is no permanent fielding for them and the sister ships generally rotate between the two routes. Another route where King Frederick has been fielded is to their newest route, the Lipata-Liloan route which became a Lipata-Surigao route when a quake damaged the Lipata port (however, they are back now recently to Lipata Ferry Terminal).

Over-all, the sister ships proved very successful and became proven moneymakers for Santa Clara Shipping. Although 18 years sailing now locally, the two are still very sturdy and very reliable and almost no breakdown can be heard from them. What I only wish is Santa Clara Shipping make some sprucing in the ships so they will come back to like when they were still new here.

Even when the two sister ships are in San Bernardino Strait, they are no longer docking now in BALWHARTECO port as their company has a new, owned port now in Jubasan in the same town of Allen, Northern Samar. However, when this article was written none of them were there as Nelvin Jules was in the Masbate-Pio Duran route pairing with the ship Jack Daniel of the same company and they with their cargo RORO LCT Aldain Dowey are dominating the Masbate route.

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Nelvin Jules leaving Masbate port

I see many, many more years of sailing and service for the two sisters if the gauge is how sister company Penafrancia Shipping Corporation is taking care of the older ferries acquired from Bicolandia Shipping Lines. Both are equipped with tough and lost-lasting Daihatsu marine engines and simply put their company has the revenues and moolah to take care of them well. It has even a stake in Nagasaka Shipyard in the Tayud row of shipyards in Cebu where they are given priority.

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Nelvin Jules in Nagasaka Shiyard

If 50 years is the gauge now of longevity of ships, they will still be around in 2035, knock on wood.

The MV Maria Gloria

When Montenegro Shipping Lines Inc. (MSLI) started they were not operators of RORO ships. Instead they were operators of wooden motor boats which were called batel in the Southern Tagalog area. Their batel fleet then consisted of the MB Don Vicente, the MB Don Francisco and the MB Dona Matilde. The first might have been named for the patriarch and founder Vicente Montenegro. The Montenegro Lines batels were dedicated Batangas-Abra de Ilog ships which means that was their only route. However, normally only two of the three will be sailing the route on any given day. Abra de Ilog is the main entry in the north of the province of Occidental Mindoro up to now because it is the nearest to Batangas City, the gateway to the island of Mindoro.

Suddenly, on September 1994, a RORO ship arrived for Montenegro Lines without notice. This was the MV Maria Gloria, the first ever RORO (Roll-On, Roll Off) ship for Montenegro Lines. The ship was also fielded in the Batangas-Abra de Ilog route and at first it competed with their own batels which means one of them has to give up its schedule for MV Maria Gloria. When that ship arrived it was still the time of the complete dominance in Southern Tagalog of Viva Shipping Lines and its legal fiction companies and they were very jealous of any newcomer including in scheduling. This company used to bully their competition and underhanded tactics are routinely ascribed to them. In fact, they are simply feared and many of their wannabe competitors got bankrupted. So when MV Maria Gloria arrived and she was a RORO, the field Viva Shipping Line is very jealous of, there were questions in Batangas how long she would last.

Well, MV Maria Gloria lasted and in 1996, Montenegro Lines added another ship, the MV Marie Kristina, a small, basic short-distance ferry RORO. In 1997 Montenegro Lines added the MV Maria Angela, the MV Maria Isabel and the MV Marie Teresa. From then on Montenegro Lines was adding ships every year and their route system grew. In 2002, it was the turn of Viva Shipping Lines and cohorts to become bankrupt and they quit sailing routes one by one. Montenegro Lines grew to become the country’s shipping line with the most number of passenger ROROs (albeit they were generally small and mainly running short-distance routes).

MV Maria Gloria is not a short, basic short-distance ferry-RORO. She is a tad bigger at 42.9 meters by 11.0 meters. One characteristic of this type of RORO is they have their bridge or pilot house on a deck above the passenger deck whereas small, basic short-distance ferry-ROROs have their bridge on the same level as the lone passenger deck. MV Maria Gloria has scantling behind her bridge which serves as a short but another passenger deck. And unlike the small, basic short-distance ferry-ROROs which a lone RORO ramp at the bow, she has RORO ramps at the bow and at the stern. Another difference with the small, basic short-distance ferry-ROROs which have only one engine and one propeller, this type have two engines and two propellers (and also two funnels). She also have that square box at the bow which limits the ingress of rain water in the car deck which makes it slippery. It is also a protection against rogue waves coming at the front.

The MV Maria Gloria started as the MV Tenyo Maru in Japan of the Shimabara Tetsudo (“tetsudo” translates to “railway”) and might have been used in the Shimabara Peninsula east of Nagasaki, Japan. This ferry was built by Kanda Shipbuilding Co. in their Kure yard in Japan in 1967 (so she is just short of one year before she turns “golden” or 50). A steel-hulled ship, she has only one mast with a raked stem and a transom stern. She has three RORO lanes in her car deck with an approximate length of 40 meters. The ship has about 400 lane-meters of rolling cargo space. That will be good for about six long trucks and buses at the sides if there is no obstruction and about eight or nine sedans in the middle. However, in loading, seldom is there an ideal combination of rolling cargo load.

The MV Maria Gloria is a two-class accommodation ship with an airconditioned Tourist accommodation at the front of the middle deck with benches. The rest of the passenger accommodations is open-air Economy. All the accommodations are just sitting as the MV Maria Gloria is just used on short-distance routes connecting the near islands. The total passenger capacity of the ship is 413 persons. Her original Gross Register Tonnage (GRT) in Japan was 356 tons but her Gross Tonnage (GT) went down to 267 in the Philippines even though scantlings at the bridge deck were added. The Net Tonnage (NT) is 104 locally and her loading capacity is 140 tons in Deadweight Tonnage (DWT). The ship’s Depth is 2.5 meters which is really not deep.

The MV Maria Gloria is equipped with two 6-cylinder Daihatsu marine diesels with a total of 1,400 horsepower which gives her a top speed of 11.5 knots. She has a normal complement of 24 and her local Call Sign is DUE 2090. Internationally, her permanent ID is IMO 6726668. Originally, in 1994, the ship’s registered owner was Jovanlyn Trading and General Merchandise, an outfit I have not heard of and she was the only ship of that unknown company. In 2000, her ownership was transferred to Montenegro Shipping Lines, Inc. (MSLI). Maybe at the start she was made to look as if she was only chartered.

Montenegro Lines has the long-time custom of rotating their ship assignments every few months or so. And so like here fleet mates, MV Maria Gloria has already been around, so to say, which means she has already run the gamut of the so-many routes of Montenegro Lines. The only routes she has not been to are the eastern seaboard routes of Montenegro Lines and their Iloilo-Palawan route. Most of the time she held Mindoro routes including her original Batangas-Abra de Ilog route. Lately, she is based in Dumaguete port and she is doing the Siquijor route for the company.

From what I heard, Montenegro Lines takes care well of this ship. That is a normal custom for first ships of a company. Of course, there is no connotation here that she is the “flagship” of the company.

With the easiness to change hull plates now and to acquire replacement engine room and bridge machinery, she seems to be destined for a lot more of life. That is also true for the main engine which can easily be replaced now even with brand-new ones like what were done for several ships of the Montenegro Lines fleet. It is really much easier to preserve an old ship now that to acquire an expensive brand-new one. So it seems the “related” Montenegro Lines and Starlite Ferries Inc. have different approaches.

A dozen years from now I expect MV Gloria will still be easily around and sailing. Montenegro Lines is one of the best locally in preserving old ships and it is not their wont to be included in the list of maritime hull losses (they only have one there in the last 22 years).

Long live the MV Maria Gloria!

[Photo Owner: Ramiro Jr. Aranda]