The Danica Joy

The Danica Joy is a ship that has no number actually and is different from the lost Danica Joy-2 which capsized in Zamboanga Port while unloading its cargo. The Danica Joy is owned by the Aleson Shipping Lines of Zamboanga and she is actually the oldest ship in their fleet now after the retirement of the cruiser ferries Estrella del Mar and Neveen. But the Danica Joy is not really the second ship of Aleson Shipping. It just so happened that she was able to outlast her contemporaries in the fleet of Aleson Shipping Lines and for me that is already a feat on its own. Counting, she will be celebrating her silver anniversary (25 years) this year (2017) in the company.

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The ship Danica Joy was a former ferry in Japan like most of our steel-hulled ferries. She was built by Nakamura Shipbuilding & Engine Works in Yanai yard in 1972 as the ferry Nakajima of the Nakajima Kisen K.K with the IMO Number 7852414. Her route then was to Matsuyama, the biggest city in the Shikoku island of Japan. However, when the new Nakajima arrived for the company in 1994, she was retired and sold to the Philippines specifically to Aleson Shipping Lines which then proceeded to refit and remodel her in Zamboanga City into an overnight ferry with bunks and she was henchforth renamed into the Danica Joy.

The Danica Joy was the first “big” RORO of Aleson Shipping. “Big” because she was not really big in the true sense. It just so happened that she was bigger than the other ROROs of the Aleson fleet then. In the 1990’s Aleson Shipping was already converting into ROROs like most shipping lines then in the country. However, the sizes of the ROROs in the fleet of Aleson Shipping then was the size of the basic, short-distance ferry-ROROs with the exception of the Danica Joy (the Aleson Zamboanga, a cruiser ferry, and an earlier acquisition of Aleson Shipping from Carlos A. Gothong Lines was actually bigger than her but maybe not in Gross Tonnage, unofficially).

The external measurements locally of the Danica Joy is 48.0 meters Length, 11.3 meters Beam and 3.7 meters Depth and officially she has 493 in Gross Tonnage (GT) which is just the same as her Gross Register Tonnage (GRT) in Japan although additional structures were built into her that should have increased her GT. Her Net Tonnage (NT) is 245 and her load capacity is 218 Deadweight Tons. She is powered by two Daihatsu engines with a total of 2,000 horsepower giving her a sustained top speed of 14 knots when she was still new. The Call Sign of Danica Joy is DUJ2051 but she has no MMSI Number.

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The ship has a steel hull with car ramps at the bow and stern leading to a single car deck. She has two masts and two funnels. Her stem is raked and her stern is transom. Danica Joy has two passenger decks in a combination of bunks and seats. She has a Tourist accommodation aside from Economy and the ferry’s passenger capacity is 448 persons. This ferry has actually many sister ships in the Philippines. Among those are the Lite Ferry 6 of Lite Ferries, the former Salve Juliana of MBRS Shipping Lines which came here earlier in 1990, the Lite Ferry 1 and Lite Ferry 2, also both of Lite Ferries and Danilo Lines before (as the former Danilo 1 and Danilo 2). Both the Danilo ships also came into the country before her.

Danica Joy‘s first established route was Zamboanga City to Sandakan in Sabah, Malaysia. This was a response to the launching of the sub-regional grouping BIMP-EAGA (Brunei Darussalam-Indonesia-Malaysia-Philippines East Asia Growth Area) in 1994. It was a ship not only used for cargo which were mainly what is called as “barter goods” in the Philippines but also for carrying people and many of those were migrant workers and visitors to kins in Sabah. On that year, Danica Joy was the only Philippine ferry that has an international route. However, Sandakan was not the exclusive route of Danica Joy as she was also used in local routes.

In 1996 with the arrival of the bigger and faster Lady Mary Joy (which is a dead ship now and has no number too and is a different ship from the current Lady Mary Joy 1), Danica Joy became mainly a local ship and used on the long routes of Aleson Shipping which means Jolo and Bongao but not Pagadian. She was a valuable ship for Aleson Shipping in these long routes, a workhorse in fact because Danica Joy has no pair until the Danica Joy-2 arrived in 1998. The two had no relievers until 2004 when the Kristel Jane-3 arrived (this ship is still in the Bongao, Tawi-tawi route). She and her namesake Danica Joy-2 which is sometimes mistaken for her shouldered on in these routes until Trisha Kerstin-1 arrived in 2006 and Trisha Kerstin 2 arrived in 2008.

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Danica Joy is the ship fronted by the truck (in Zamboanga Port)

But this long shouldering took a toll on Danica Joy (and also Danica Joy-2 a little later) and her engines began to get unreliable after nearly 15 years of local sailing added to her 22 years of sailing in Japan. However, the second-generation owners of Aleson Shipping who seem to be more aggressive than the first generation (good for shipping!)pulled out their checkbook and ordered the rehabilitation of Danica Joy (and to Danica Joy-2 also later). Danica Joy hid for a length of time in Varadero de Recodo and when she reappeared she was a spunky and reliable ship once more. And this is not what is not understood by those who do not know shipping. That when money is poured into a veteran ship, the ship becomes good and reliable once more like her former self.

The next established route of Danica Joy after her re-emergence was the blossoming Dapitan-Dumaguete route to pair with pioneering ship of Aleson Shipping there, the Ciara Joie. As a true overnight ferry, her bunks were appreciated in that route because many of the passengers there already came from distant places like Zamboanga City and having absorbed already the bumps and lack of sleep in the 11-hour ride from that distant city and you still have 8 more hours to go in the Dumaguete-Bacolod sector. One would definitely want to stretch in a bunk rather than take the seats of a basic, short-distance ferry-RORO.

The move of Aleson Shipping to field Danica Joy in that route proved to be good and she was successful there. Nearly a decade after she was refurbished, Danica Joy is still a reliable ship until now. From the time she was fielded the Danica Joy was the biggest ship in the route although the Super Shuttle Ferry 12 of Asian Marine Transport Corporation is almost as big as her. That was true until recently whenthe FastCat of Archipelago Philippine Ferries arrived. But then still her competitors in the route has no bunks to offer the passengers (basically, it is only Aleson Shipping that offers bunks in that route with their other overnight ferry-ROROs that sometimes spell the Danica Joy in the route).

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Danica Joy in Pulauan Port of Dapitan

It seems that the Dapitan-Dumaguete route is a perfect fit for Danica Joy. The 44 nautical miles of the route does not seem to stress the engines of Danica Joy which the last time I saw her was still practically smokeless. Her size is also a perfect match especially in the peak season when added capacity is needed. Her cargo deck which can take in 12 long trucks (more if there are smaller vehicles) can carry the many distributor trucks and fish carriers that teem in the route.

In my eye, the Danica Joy is still fit to sail for many more years and I expect to see her in the route for a considerable more time. I just hope the campaigners against old ferries who have their own vested interests won’t have their way because if they triumph that would mean the end of the 45-year old Danica Joy and that is a shame because she is still a good and reliable ship.

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The Sinulog Fluvial Procession, the Ouano House, Piers 8 and 7

One morning I went to the foot of the SRP Road in Cebu to cover the remnant of the Sinulog fluvial procession. I just make do in that area because I will still see most of the participants and besides it is great effort to fight for a good view in the earlier parts of the fluvial procession. Anyway, it is in the vessels that I am more interested in.

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I was just in time. It was still early morning and there was a constant drizzle. But the position of the sun, the early morning and the drizzle made visibility and shots terrible. I have to make do with what is presented by nature. It seems more small crafts participated compared to the last time I covered the fluvial procession but less ferries going to Cebu port were forced to wait near the SRP. The Filipinas Iligan and the Oceanjet 6 were the only prominent ships waiting.

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There were motor bancas which stopped and disgorged the participants in the rocks by the SRP approach and I also covered those. The viewers did not stay long as the drizzle was continuous and there was no sight anymore in that areaexcept for the Coast Guard patrol ships, the Filipinas Butuan plus participant boats which were just idling.

I then decided to make my way to Ouano-House. I called it such because it is there that the E. Ouano house is located. Actually it is more like an office (I have already entered it). And I doubt if it is the ancestral house of the Ouanos because from what I can gather it is also located on reclaimed land like the other facilities in the area.

The jeep driver I rode was kind as he insisted on driving me to the wharf area. I appreciated it since there was a slight precipitation and I did not have to pay for a pedicab. The entry is easy as the guards didn’t mind. I thought it would be like that if the Lite Ferry LCTs to Tubigon have already transferred there. I might look like just one of its passengers.

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After the gate, however, it was a different matter. With the never-ending rains and the constant movement of trucks, the surface of the wharf area was already muddy though firm that one’s shoe will not get stuck. I was not surprised. If Ouano can’t maintain the road in the Ouano near the Mercado then they won’t maintain this one either. I thought FastCat would not have to worry for passenger competition to Tubigon. The muck here is already an advertiser for them. Ditto for the rolling cargo or vehicle loading trade.

It was a maze to get inside because the only firm ground with no mud was occupied by the new Litexpress CHA-ROs parked and blocking the pathways. I would go in one direction and pull back because I can’t go on. Finally I had to cross the muddy road where the trucks roll. I ended up in the Star Crafts area but this time it was already too crowded because the future Lite Ferry 17 and Lite Ferry 18 were being refitted there and steel sheets, acetylene tanks, generators and other equipment were occupying the spaces. The only open area is the road going to Star Crafts and it is also muddy.

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The Lite Ferry 17 and Lite Ferry 18 are ROPAX LCTs that came from China. Those were former HNSS vessels already phased out. HNSS means Hainan Strait Shipping and that tells where it formerly plied routes. One of them arrived earlier and is already sailing here, the Lite Ferry 16 which looked like a sister ship of them. It looked derelict then like the two now docked in Ouano-House but as always Filipino ship repairers will make them look good again.

Besides them was the new Lite Tug 1. It seems tugs are the vogue now of these competing overnight ferry companies. Roble have theirs already, Asian Marine Transport Corporation (AMTC) also got one, Cokaliong Shipping Lines followed suit and now Lite Shipping also have one too.

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Also there were Lite Ferry 26 and Lite Ferry 23. It seems those two were the ones doing the Mandaue-Tubigon route last December altho the latter is not the normal LCT but a catamaran-RORO (a slow one tho). Also there near the SMC Shipping and Lighterage facility was the brand-new Lite Ferry 30. It seems like what they did in the earlier Lite Ferry 27 they were building additional passenger accommodations. It looks like they are sister ships together with the Lite Ferry 29.

I did not stay that long in that wharf. Sometimes it is the rain that makes you decide that. I left after my functional shipspotting and I have to go through the maze again but that was easier than navigating the mud in various parts of that wharf. I really wonder how the passengers make do with such situation. Is the cheapness enough to make them stick? I was able to see the tail end of their way out when one LCT just arrived. I saw no shuttle and here the walk to the jeepney terminus is even longer with less shade.

Sometimes I cannot imagine in this era that such hardship can still be thrown to the passengers. Those LCTs, the wharf and the road were just really designed for trucks. Not passenger-friendly in any way. Maybe the FastCat and Star Crafts are a little more expensive but there is still the Lite Ferry 1 which also does a route to Tubigon. I also wonder. Why don’t the Super Island Express II just come back and maybe hold some off-hour schedule versus the Lite Ferry 1. Pier 1 might even have less expensive connections to the buses and jeeps of Cebu. Sorry not jeeps because that type is so few in Cebu. What I mean are the AUVs, Multicabs and converted Elfs and Canters of Cebu.

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From the wharf I made my way to the old Villa Shipping wharf which was just rented from Ouano. I was glad the K-9 guard of Ouano was not there. Their compound was closed and it seems no one is around. Good. I can approach their Elvira-1 and take shots. I wonder why they were too jealous of this old, derelict and bad-looking now former hydrofoil converted into a fastcraft which did not last in service. They should even be glad someone is taking interest. It seems they have a different psychology from us.

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There were no more Villa ships there and it seems they have already left as I can see no more ships and facility of them there. What was docked there was the West Ocean 1 of Ocean Transport. I can’t make of the the jumble there. It seems different entities are using that area and not all are connected to shipping.

It was at the far end where I was interested because I want to go near the Lady of Love of Medallion Transport which has not been sailing for some time already. Got some shots but it was not easy as the rain got heavier. Beyond Lady of Love the LCT Poseidon 19 was also docked. Last December this ship was still running the Matnog-Allen route for NN+ATS as a Cargo RORO LCT. Primary Transport Solutions owns this vessel and NN+ATS only charters it.

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Again I did not stay long. On the way out I took shots of the old derelict F/C Magallanes, a fastcraft for private use. I was told before it was a Durano gift to Ouano. I did not know enough of Cebu politics and shipping of before to work out how that happened. All I heard was before Durano has shipbuilding and was a Cebu shipping player. In fact one of their derelicts is there in Labogon by the Goldenbridge wharf.

I thought Ernesto Ouano was lucky (except he died prematurely). Well, just to have a big reclaimed area near Cebu, how much is that in legacy worth? Plus their wharves. It is practically a Lite Ferries wharf now but Lite pays them. They are rich just because of the payments for the use of the wharves. But later it seems F.F. Cruz and Lua stole their thunder in Cebu reclamation. And I don’t think they are players in the future Cordova reclamation. But still they are very lucky.

I no longer pushed my ship spotting that day. Too much rain and I am not a farmer. Rain would have been nice in April but the programmer is a little awry. But the next day I came back to the same area but this time my targets were Pier 8 and Pier 7. It was a Sunday and there was no activity there past CDU. I first asked the guard of Ravago/Asian Shipping Corporation. A little canine too but I didn’t mind, didn’t press. Can’t call their GM as all mobile lines of Metro Cebu were down to prevent bombing. I was really more interested to see what was the denouement in the AMTC (Asian Marine Transport Corporation) eviction case nearby.

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The AMTC yard was deserted now along with the Dakay Construction yard which was also part of the AMTC lot that was in dispute with F.F. Cruz through the MARRECO entity. MARRECO sought the eviction of AMTC for non-payment and they won in the court. MARRECO then blockaded the facility to prevent AMTC from using it. And AMTC left and transferred to Ouano after a failed bid for the Talisay fishport.

The guards by MARRECO there were suspicious but they told the reason why the Super Shuttle RORO 8 was docked there last December was to take in all AMTC materials left that can still be loaded. But I don’t really know why Super Shuttle RORO 3 and Super Shuttle RORO 2 were also there last December. The two had long been just anchored and not sailing for the best part of 2016.

From there I made my way to the Roble wharf. The left side of that if facing to the sea actually belongs to F.F. Cruz and it is where aggregates carrier LCTs and barges dock. The right side belongs to Roble Shipping. There were three newly-arrived freighters there and I was told two belongs to the scions already. There was also the many docked ships of Roble including the non-running ones. The Ormoc Star was there. She is really ready now for the breakers. On the far end was the fire-hit Wonderful Stars where no work is going on.

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It was lonely in that area on a Sunday Sinulog. Almost no people and movement. I caught a jeep going to Mactan and then I walked again the old Mactan bridge. From there I took a Multicab to Muelle Osmena and took the Metro Ferry. The light was dying when I reached Pier 3 and that ended my ship spotting for that day.

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.