The Miyuki Maru

The Miyuki Maru which is in the Philippines now is one ferry that is lucky to have a long life although she had many owners already. And recently she was given another lease of life although she is already pushing to fifty years in age and of sailing. At the moment, however, I will leave the reader in suspense what this familiar ship is. What I can say however is she was always wanted all of her years and not all ferries were that lucky.

“Miyuki” is a common feminine given Japanese name and many Japanese women carry that as their first name. Translated, in many cases she is associated with the word “beautiful” and maybe that is the reason why she had been lucky all these years. “Maru”, of course, always referred to a ship but actually that is not the exact translation. So loosely, “Miyuki Maru” can be regarded as a “beautiful ship”. Not that most will agree with that description but as they say, “Beauty is in the eye of the beholder”.

The Miyuki Maru is a ferry built in 1970 by the Kanda Zosensho in Kure, Japan for the Sado Kisen K.K. as a ferry of the Sado Island (Sadogashima) which lies in the Sea of Japan just off the Niigata prefecture and the island is alsoa  part of that prefecture. With that connection, I am not surprised the Miyuki Maru is powered by Niigata engines, the manufacturer of which is based in the namesake prefecture. (Now, that engine make served her well).

The Miyuki Maru which has the permanent ID IMO 7044225 is a ROPAX (RORO-Passenger ship) which has RORO (Roll-on, Roll-off) ramps at the bow and stern with a single cargo deck, a steel hull, a raked stem and a transom stern. She has a Length Over-all (LOA) of 62.0 meters, a Length Between Perpendiculars (LPP) of 55.5 meters and a Beam of 13.4 meters. Her Gross Register Tonnage (GRT) in Japan was 797 tons, a Net Register Tonnage (NRT) of just 151 tons (which means that originally her passenger accommodation was small), and a Deadweight Tonnage (DWT) of 411 tons. The total output of her twin engines is 3,600 horsepower which gave her a top sustained speed of 14 knots when new. The ferry had a single passenger deck, two masts and two funnels.

In 1987, this ferry was sold to Awashima Kisen K.K. and she became an Awashima Island ferry. Though with a change of ownership her name was not changed (because maybe there was no need to change a beautiful name). That was until 1992 when she was sold to the Philippines at 22 years of age. At that time, Japan shipping companies try to sell their ship after 20 years as there are incentives by the Japan government for re-fleeting their old ships. But that practice was misrepresented by some in the Philippines as if the ship is already “old” or worse just good enough for the scrapyard (which isn’t true) and worst is the charge by those who are ignorant of ships that they are simply “floating coffins” (because then at 20 years of age their cars are already dilapidated but they don’t understand that cars and ships are not exactly comparable as ships are much more durable than cars).

In the Philippines, the ferry Miyuki Maru went to Trans-Asia Shipping Lines Inc. (TASLI) of Cebu which in the late 1980’s and early 1990’s was already busy in converting from cruiser ships to RORO ships (more exactly ROPAX ships), one the first Philippine companies to do full conversion of their fleet (while the national liner companies like Sulpicio Lines, William Lines, Negros Navigation and Aboitiz Shipping can’t make that claim then as they were still clinging to their cruiser liners). Yes, that was how great and modern that company was then compared to the recent years when their glory was already faded. Yes, they were that advanced before the emergence of the Cebu Ferries Corporation (CFC) from the “Great Merger” of William Lines, Gothong Lines and Aboitiz Shipping. That merger inflicted them a very serious blow as from the biggest overnight ferry company in Cebu, a new entity bigger than them suddenly emerged. In Trans-Asia Shipping Lines, the Miyuki Maru became known as the Asia Singapore, the second ship in the fleet to carry that name (the first was a cruiser ship).

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The Asia Singapore. From TM Brochures.

As the Asia Singapore, an additional half-deck was added as passenger accommodation and together with an extension of her original passenger deck these served as the open-air Economy accommodations of the refitted ship. Air-conditioned Tourist and Cabin accommodations were also added and being equipped with bunks she became a full-pledged overnight ferry. Her new Gross Tonnage (GT) became 830 tons with a Net Tonnage (NT) of 251 tons (a figure that is suspiciously low) and a passenger capacity of 533 persons. In the fleet of Trans-Asia Shipping Lines she was the sixth ROPAX ship after the Asia Hongkong, Asia Japan, Asia Thailand, Asia Taiwan and Asia Brunei. Locally, the ferry has a Call Sign of DUHE7. Of course, the IMO Number is unchanged.

In 2001, the Asia Singapore was sold to Palacio Shipping Lines (which was otherwise known as FJP Lines) that was then already acquiring ROPAX ships. She then was renamed into the Don Martin Sr. 9, the third ROPAX ship in the Palacio fleet. Later on, she was further renamed into the Calbayog in honor of the port and city that was the origin of Palacio Lines (she was however not the biggest ferry in the fleet as the honor belonged to the Don Martin Sr. 8, a sister ship of the Zamboanga Ferry of the George and Peter Lines).

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The Calbayog. Photo by Janjan Salas.

When Palacio Lines felt the pressure of new competition allowed into Samar from Cebu, their old strong route, that triggered her terminal decline which started from the loss of their Bantayan route from Cebu Port. This was exacerbated by the situation then that their old, small cruisers no longer had viable routes especially with the advent of the ROPAXes of the competition. When the company’s last remaining stronghold, the Plaridel route was also opened to competition, it signaled that the end of the company was already near. In size, quality and cleanliness of the ferries, Palacio Lines was no match to the new competition.

In 2012, Palacio Lines stopped sailing although they were still advertising their old schedules and routes in the local papers of Cebu. They even went to the extent of denying that to media although it was plainly visible that their ships were always moored in Cebu port and without lights at night. In a short time, however, the truth can no longer be hidden when the company started disposing her remaining ships and those disappeared one by one from the Port of Cebu. The cruelest was when their biggest ship, the Don Martin Sr. 8 went to a Cebu breaker after there were no takers at her. Maybe Palacio Lines needed money then to settle some things.

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The Calbayog in Batangas Bay waiting to be converted into Starlite Neptune. Photo by Mark Anthony Arceno.

There was a shipping company in Batangas that had a track record of acquiring old ferries that were already being disposed especially those that were no longer sailing including from defunct shipping companies. This was the Starlite Ferries of Alfonso Cusi then which started from old, unreliable ferries being disposed by William, Gothong and Aboitiz (WG&A). Those were followed by a small ROPAX from one of the Atienzas of Mindoro shipping that was going out of business (a victim of the change-over from wooden motor boats or batels to ROROs), then a fastcraft from the defunct DR Shipping of Don Domingo Reyes and two ferries from the Shipsafe/Safeship duo of shipping companies that was also going out of business, among other acquisitions. So it was not a surprise to me when they grabbed the Calbayog which then became the Starlite Neptune in their fleet. From the point of view of Miyuki Maru that was a saving move as it proved to be her salvation. And not only that. She also went to a shipping company that knows how to refurbish and maintain old ships although her owner later developed a taste of bullying in the media old ferries when he was able to acquire a loan package from the government to build new ferries (now Starlite Ferries is already disposing of their old ferries).8235177182_630daf5d2b_k

The Miyuki Maru as Starlite Neptune. Photo by Nowell Alcancia.

The Starlite Neptune or Miyuki Maru was also a success in Starlite Ferries although soon her owner faced a problem when their new ferries started arriving from Japan and they were not able to develop new routes. So it was obvious they would have to dispose old ferries especially if her owner would have to be honorable enough in backing up with action his attacks against old ferries. Shockingly, it was not the old ferries that were disposed by Alfonso Cusi but his whole company when he sold lock, stock and barrel to the new king of Philippine shipping who is Dennis Uy that was buying shipping companies left and right. After the takeover, it is notable that the first ship sold by Starlite Ferries was Starlite Neptune. This ferry  has been observed for months already darkened and just anchored in Batangas Bay not sailing and with no flags flying.

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The Starlite Neptune in Batangas Bay with no flags flying. Photo by Mike Baylon.

Then soon came the news that Starlite Neptune was docked in Lazi port in Siquijor being refitted after it turned out she was acquired by the GL Shipping of Siquijor which was lately in the acquisition and expansion mood. It is rumored she will be doing the Siquijor and Iligan route from Cebu, a route long wished by Siquijodnons and the people in Iligan City in general. It is seen as the revival of the old route then held by the small cruiser Pulauan Ferry of George & Peter Lines which unfortunately grounded and sank just south of Mactan island and was never replaced.

As of the time of the writing of this article the new name of Miyuki Maru is not yet known and her refitting works in Lazi port stopped. I do not know if there is a big problem although I might also think she might be too big a ship for her company which only used to operate small crafts before.

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The former Starlite Neptune in Lazi under GL Shipping. Photo by Roy Baguia Dumam-ag.

I just wish that will she will continue to live on as I am a sentimental person and I don’t want old ships that are still good to go to the breakers because it turned out that nobody no longer wanted her. And so I just hope the Miyuki Maru will live a little longer and that she provides joy to her new owners and to public that will sail with her.

Long live the Miyuki Maru!

[Now, if she doesn’t survive then let this piece be an ode to her.]

 

 

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A Quartet of Sister Ships

The Lite Ferry 1 and Lite Ferry 2 of Lite Ferries, the Maria Helena of Montenegro Shipping Lines Inc. and the Danica Joy of Aleson Shipping Lines share one thing in common which is a common hull design making them all as sister ships. The four were built in different yards and in different years and they have different engines but they share the same superstructure too making them similar from afar though many do not realize that immediately. They also sailed at one time not far from each other and some might even have met in Dumaguete port.

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Among the four, it was Omogo which came first to the Philippines in 1987 from Setonaikai Kisen KK of Hiroshima, Japan to become the Danilo 1 of Danilo Lines. The Sensui Maru of the same Japan company followed in 1989 and she became the Danilo 2 of Danilo Lines. Actually, the two are among our early ferries, a product of the right bet of Danilo Lines on ROROs when they connected the ports of San Carlos and Toledo across the Tanon Strait dividing Negros and Cebu islands. When Danilo Lines was acquired by Lite Shipping Corporation, Danilo 1 became the Lite Ferry 1 and Danilo 2 became the Lite Ferry 2. Officially, however, the two ships still belong to Danilo Lines which was not dissolved yet but everybody knows now they are under Lite Ferries and other ships of Lite Ferries periodically relieve them now in the route and sometimes the two ships are assigned other routes of Lite Ferries.

The third to arrive in the country was the Danica Joy and she was one of the early ROROs of Aleson Shipping Lines when she came in 1994. The last to arrive was the Maria Helena which only came in 2004 after a stint in China with the Qingdao Ferry. Belonging to different companies, the quartet of sister ships have different home ports, the Lite Ferries in Cebu, Danica Joy in Zamboanga and the Maria Helena in Batangas.

Among the four, three were built in 1969 which are the two Lite Ferries and the Maria Helena. The Danica Joy, meanwhile was built in 1972. The Lite Ferry 1 was built by Kanda Zosensho in Kure yard, Japan. The Lite Ferry 2, though having the same owner in Japan was built by a different shipyard in the same year. She was built by Matsuura Tekko in Higashino yard, Japan.

Meanwhile, the Maria Helena was built as the Yanai by Nakamura Shipbuilding and Engineering Works in Yanai yard, Japan for Boyo Kisen KK of Yanai, Japan. She went to China as the Lu Jiao Du 1 in 1993. Lastly, the Danica Joy was built as the Nakajima by Nakamura Zosen in Matsue yard, Japan. [Note: Danica Joy is the same ship as the earlier Danica Joy 1.]

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Photo by James Gabriel Verallo

Lite Ferry 1 has the permanent ID IMO 7005530. Lite Ferry 2 has the permanent ID IMO 6926969. That means her keel was laid ahead of Lite Ferry 1. Maria Helena is also identified as IMO 7535274 and Danica Joy is IMO 7852414. I do not know why the IMO Numbers of Maria Helena and Danica Joy are out of sequence.

The four are not basic, short-distance ferry-ROROs but belongs to the next class higher which are over 40 meters in length (in fact, just below 50 meters LOA). The distinguishing characteristic of the four is the rectangular box at the front or bow of the ship which serves as protection for rain, sea splash and rogue waves. The four looks rectangular from the sides. All except Danica Joy have full two passenger decks here and a single car deck (Danica Joy just have a partial second passenger deck).

The car decks of the four have three lanes and four trucks or buses can be accommodated in each lane (more if it is sedans, SUVs or jeeps). Originally and until now, the four have RORO ramps at the bow and at the stern although all basically just use the stern ramp now for handling rolling cargo hence they dock stern-wise.

All the four have combined bunks and seats so all can be used either as a short-distance RORO or as an overnight ship. All have an airconditioned Tourist class and the usual open-air Economy class. The size of the Tourist class varies among the four, however and so do the passenger capacity. Maria Helena has the smallest passenger capacity among the four at only 310 passengers.

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Maria Helena by John Carlos Cabanillas

The gross tonnage (GT) of Maria Helena might be a little bloated at over 1,000, a pattern I noticed among ships that passed through China (if it is compared to its Japan GT). Meanwhile, the GT of the three others might be a little understated because it was practically unchanged from the Japan GT (when scantlings were added to ships). Until now, the Philippines have no true reliable GT figures (because MARINA does not know how to compute that?).

The four sister ships are equipped with a pair of Daihatsu marine main engines. Three have a total of 2,000 horsepower but the Lite Ferry 2 only has a total of 1,700 horsepower making it the slowest at 13 knots when new. Lite Ferry 1 was capable of 13.5 knots when new while the two others were capable of 14 knots when new. Realistically, they are only capable now of 11-12 knots given their age and the additional metal. Some might even sail at just 10 knots given the demand of the route.

The quartet all have raked bows and transom sterns. All have two masts and two funnels at the sides. However, only Lite Ferry 1 and Lite Ferry 2 have stern passenger ramps which is a trademark of Cebu overnight ferries. This design does not interfere with the car or cargo loading of the ship. This is not possible with Maria Helena because she has no full scantling.

The four have no permanent assigned routes. The nearest to having a permanent route is the Danica Joy in the Dumaguete-Dapitan (Pulauan) route where she was the first short-distance RORO with bunks. Montenegro Lines always rotate their ships but for a time Maria Helena was always in the Bogo-Cataingan route. Meanwhile, Lite Ferries always rotate their ships every so few months.

These four are all starting to advance in years now. However, all are still very reliable. Their metal seems to be still good too. So I don’t see them quitting anytime soon as all are still good ferries especially in the short routes, the routes that loads a dozen vehicles and a few hundred passengers.

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If there is anything that will kill them it will be the wrong proposal being pushed now by some quarters to retire ferries that are over 35 years in age. As if safety in ships is determined by the age of the ships when empirically it is not. Actually, it is vested interests and not just concern for safety that is fueling that push.

Anyway, I hope to see this quartet continue to sail for many more years. They are still capable ferries.

Note: It is possible that Ruby-1 or Ruby-2 of Alexis Shipping that plied the Batangas-Calapan route is also a sister ship of the four. But they are already missing.