The Northern Mindanao Tour of the Philippine Ship Spotters Society (PSSS)

This tour was the first by PSSS in Northern Mindanao (aside from the inauguration of the Trans-Asia 19 which the PSSS attended and we were able to board other ships). This was planned a few months ago and it was designed to coincide with the vacation of PSSS Admin Capt. Josel-Nino Bado from his duty aboard a foreign ship. He was supposed to be the chief organizer of the tour as he has the ideas and connections on how to search for Captains and contacts that can help the PSSS. With regards to entry to the ships in the Port of Cagayan de Oro, it will be a collaboration between Admins who already have connections with the Captains on board. The tour was supposedly a long-distance one because of the many ports existing in Northern Mindanao. Eight Admins and members committed to the tour and four will be bringing vehicles from nearby to afar.

On the evening of October 25, 2019, me and Allen Amasol boarded the 10pm Philtranco bus in the Ecoland bus terminal of Davao City for Pasay to meet Janjan Salas in Sanfranz, Agusan del Sur who was bringing his Hilux to be our vehicle up to the Mukas port in Lanao del Norte. Our route is via Butuan City and this distance is nearly 500 kilometers. However, we had a bad start as we had a bus who should have been an express bus (the reason we chose it) but was acting like a local bus picking up a lot of short-distance passengers for the kita-kita (own profits) of the drivers (even we two had no tickets). The bus was just chugging along at low speed even though I politely said we will be meeting someone in Sanfranz. Worse, the bus was almost battered up already making it expensive for the fare it is charging. Actually, the local buses were way better than our bus.

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Medina port by Janjan Salas of PSSS.

However, our lateness allowed Janjan some sleep while waiting for us. We left Sanfranz at past 3am (to my worry of being late for the tour) but by daybreak we were already in Medina to visit its old port which was well-known in the copra heyday. The San Luis port of Gingoog City was also visible from Medina port and before 7am we were already in Balingoan port which is the jump-off point to Camiguin. We did not try to enter port because we do not want to be late for the PHIVIDEC rendezvous. Meanwhile, Admin Mark Ocul was riding the first bus from Ozamis to Cagayan de Oro at 4am and was hoping to arrive in Cagayan de Oro at 8am. It was actually his arrival that was the basis of the 9am start of the Northern Mindanao tour in PHIVIDEC Industrial Estate. However, Mark’s bus was late and it set back the start of the PSSS tour.

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Balingoan port. Photo by Allen Amasol of PSSS.

We began our tour of the PHIVIDEC Industrial Estate which had its own port in Tagoloan, Misamis Oriental on the morning of October 26. This was arranged through its Administrator and CEO Atty. Franklin Quijano who was the former Mayor of Iligan City and Badz’s (Josel-Nino Bado) townmate. He designated Harbour Master Capt. Gerry Guiuo as the point manand host of the tour and he happened to be from Iligan City also (I also lived there for six years) and he was very cooperative. When initial arrangements with PICMW (Philippine Iron Construction and Marine Works, Inc.) fell through, Capt. Guiuo promised to take care of the arrangements. And he even volunteered to be a member of PSSS!

As constituted, our tour group consisted of Capt. Josel-Nino Bado from Cagayan de Oro and Iligan Cities, Mark Edelson Ocul from Ozamis and Cebu Cities , John Carlos Cabanillas from Opol, Misamis Oriental and Liloan, Cebu, Tristan Fil Lirasan from Digos and Cebu Cities, Janjan Salas from Bislig City, Allen Amasol from Davao and Samal Cities, Dr. Neal Rana, M.D. from Gingoog and Cagayan de Oro Cities and yours truly, Mike Baylon from Bicol and Davao City. The ninth and new member of the group was Harbour Master and Capt. Gerry Guiuo of Iligan City, a new PSSS member and the tenth was Maia Lee Jabines Bado, the wife of Badz who showed very great patience and understanding of the passion and hobby of her husband and she took many of the shots of the members of the group. Now, if only all wives of PSSS members are like her.

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PHIVIDEC Industrial Estate by John Carlos Cabanillas of PSSS.

In PHIVIDEC Industrial Estate there were restrictions as their port is an ISPS port. There is even a separate of operator of the port which is the Mindanao International Container Terminal Inc.(MICT),  a subsidiary of the great ICTSI (International Container and Terminal Services Inc. that is owned by the taipan Enrique Razon. When we visited there was only one ship, the Lorcon Iloilo and the port is not really big but it has a view of a nearby port. The new name of MICT is Mindanao Container Terminal (MCT).

Leaving PHIVIDEC, we proceeded to NAMSSA (National Maritime Safety and Security Agency), a maritime safety institute which was just nearby. We were given a briefing of what they do. NAMSSA is a recognized security organization (RSO) that can do Maritime Intelligence Risk Suite (MIRS), something that probably the PPA and MARINA can’t do  The notable thing in our visit was the discovery of old and new contacts which will be of help to the PSSS in the future. The PSSS was also introduced to them.

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Group photo in Atecle’s Grill. Photo by Capt. Josel-Nino Bado of PSSS.

From NAMSSA, we had our lunch in Atecle’s Grill in Cagayan de Oro which I was told has a reputation for delicious food. Now I can say their reputation is well-deserved. Dr. Neal Rana took care of the lunch although he does not normally partake lunch (!). He didn’t, actually.

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In PICMW shipyard. Photo by Mark Ocul of PSSS.

After lunch, we made our way to the PICMW to tour its shipyard and we were given a briefing by their Vice-President Roberto Quicio of what his company does. PICMW has new-builds but its work is mainly ship repair. They also have contracts for fabrication abroad. What surprised me is their yard is very big and they are far from exhausting their capacity. They use a ship lift and rails to haul ships for repair. It was Naval Architects Wayne Benedict Espejon and Julius Anthony Siarez of PICMW who lead the tour of their shipyard.

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The Bandanaira 2 of Gov. Pepito Alvarez of Palawan. Photo By Mike Baylon of PSSS.

The notable discoveries in PICMW were the two new ships for Daima Shipping, the Royal Dolphin 3 and the Royal Seal 3 and which the PSSS was already aware of but has not seen. The Royal Dolphin, long a habitue of Mukas port and the Royal Dolphin 2 which is in hibernation was also in the shipyard. The surprise was a modern LCT that is almost finished for Gov. Pepito Alvarez of Palawan, the Bandanaira 2 I won’t dwell much on the ships being repaired there as they change anyway except that there were two Aleson ships there, the Trisha Kerstin 1 and the Ciara Joie 2. But it was bittersweet to see the Super Shuttle Ferry 15 of the Asian Marine Transport Corp. (AMTC). It seems she never sailed again after the grounding off Camiguin a few years ago and she is now for sale. But I wonder who will take interest in her given her history and condition (she was once half-submerged in Palawan and it was repeated in Camiguin). This could be the end of her as a ship as her owner is not known for having the perseverance in repairing old and damaged ships.

We also found the Ever Sweet there which was built by Varadero de Recodo in 1963 and was the first ship of Ever Lines Inc. She is supposedly for sale but again I wonder who will take her given that it is only in Zamboanga, her base where cruiser ships are still successful although this is beginning to be doubtful as time pass. The Magnolia Liliflora was also there and like Super Shuttle Ferry 15 and Ever Sweet there were no repair works going on and she is also for sale. She is the former Rizma of A. Sakaluran Shipping and built in Zamboanga in 1989. She was acquired by Magnolia Shipping in 2012 and refitted in Varadero de Recodo. Now I don’t know if again she will hibernate for long like what happened to her as the Rizma. But I do hope she sails again.

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Ship spotters atop a ship they “conquered”. Together with two naval architects of PICMW. Photo by Dr. Neal Rana of PSSS.

My tour mates took time to board and tour the new ferries of Daima Shipping and get a view of the new ferry of AMTC, the Super Shuttle Ferry 27. I can understand that as those are newly-arrived ships and rare double-ended ferries at that. I was not able to join as I was conserving strength and instead me and Harbour Master Capt. Gerry Guiuo talked about ships and databases. With that I think we had better rapport although I lost photo opportunities. Sometimes one in the group should sacrifice touring to talk to a biggie.

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PSSS members inside an engine room. Photo by Janjan Salas of PSSS.

It was already late when we left PICMW and it was getting dark early because of rain clouds and we made haste to Cagayan de Oro port to try to gain entry. It was the port which was our problem and not the ship or the shipping company as the PSSS has contacts for that. We tried even though it was getting dark already. In the haste and since my cellphone lost power Jhayz Abao of Cagayan de Oro and PSSS was not able to contact me. He should have been part of the group in Cagayan de Oro port. Our entry was facilitated by Lite Ferries (thanks to them!) and we were able to board and tour their new Lite Ferry 18 which could be the best and biggest ship in their fleet now together with its sister ship Lite Ferry 19. It seems their passenger accommodations are at par now with the best their competition can offer in Northern Mindanao.

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Lite Ferry 18 bridge. Photo by Mike Baylon of PSSS.

We were planning to board the Trans-Asia 18 nearby but we had difficulty in finding the Captain. Suddenly, a heavy rain which lasted long fell and we had to take shelter in the passenger terminal building full of passengers for the St. Therese of Child Jesus of 2GO. By this time the Trans-Asia 19 has already left. We were really short of time. With the big rain we decided to call it a day and look for dinner and a bed. Badz and Mark went separately to look for a lodge and they had difficulty as most were fully-booked. They finally found a cheap but a good value lodge on the road to the old airport. With an extra bed four of us were accommodated in a room. We fell asleep immediately as we were tired. It was only Mark that had enough strength as he came from a nearer place unlike us three – me, Janjan and Allen which practically had no sleep the night before.

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Group photo aboard Lite Ferry 18 with the Purser. Photo by Dr. Neal Rana of PSSS.

We took our breakfast in the hotel and Jhayz joined us. However, there was one member who committed on the second day that did not show up. Jhayz wasn’t joining the tour on the second but a short meet with Dr. Neal was arranged as they are both from Cagayan de Oro and were both in the health field. And so our tour group would remain the same up to Iligan City (Badz and wife would drop out from there and won’t come with us to Ozamis City).

To make up for the past day, we first went to the Coastal Road of Cagayan de Oro City on the morning of October 27 to take photos of ships in Cagayan de Oro port and in Macalajar Bay. We didn’t stay long there and we then went to the MacArthur Memorial Marker near the Port of Cagayan de Oro. We found two vantage points there including a sundowner and a night place above the water. They were friendly but I found out that I already lost my old ability to walk across wooden bridges for people that have no handrail. I can already fall if there is no assistance.

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Port of Cagayan de Oro ships. Photo by Mike Baylon of PSSS.

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MacArthur Memorial Marker from a sundowner. Photo by Tristan Fil Lirasan.

I rested outside while they went to the MacArthur Memorial Marker and then I noticed they were taking long. It turned out they were waiting for the departure of the Lite Ferry 8 for Jagna, Bohol. That is one of the oldest ROROs in the Philippines that is not an LCT and it might have the most years sailing now in the country. We noticed part of her uppermost deck (which is the bridge deck) was chopped off. Maybe she no longer needs that high passenger capacity and shaving off weight will help the ship. This ship first served as the Sta. Maria of Negros Navigation way back in 1980 before going to G&P Lines as the GP Ferry 1.

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A view of Iligan port from the second Iligan public market. Photo by Mike Baylon of PSSS.

We made our way to Iligan City and met Badz in the Iligan Centennial Park which features a tall flag. Forthwith, we proceeded to the motor pool of the Super Five bus company but we were denied entry. We then proceeded to find lunch. Two members took care of it and from the new Robinsons in Iligan we drove west when it was already mid-afternoon with Ozamis as the target. Before that we went to the old Kolambugan port which was the former connection of Lanao del Norte to Ozamiz City. It has been some time already since my last visit there and it is already a port to nowhere now. It is sad to think that it was once a busy port and the base of the old Tamula Shipping Lines which lost to Daima Shipping when they did not convert to ROROs.

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Kolambugan port by Mike Baylon of PSSS.

From Kolambugan we went to Tubod port which was once a connection too to Misamis Occidental via the Silanga port on the other side. The port is now refurbished but it also does not have ships now when Maypalad Shipping gave up and Roble Shipping did not last. There is a sign that it was an ISPS port but then we had easy entry and the guard even offered us to maneuver our vehicle inside the port. Now, if only all ISPS ports are like this. At least there and in Zamboanga port they can detect those who have no ill intent.

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Tubod port by Mike Baylon of PSSS.

It was past 5pm when we able to board the Daima ferry Swallow 2 in Mukas port. We noticed that again there were ferries tied-up and unused in Mukas port. We did not load our vehicle in the ferry and just left it in the gas station outside Mukas port as we won’t really be in need of it in Ozamiz. It was beginning to get dark when we alighted from the ship and so we had no more good shots of the ships docked in Ozamiz port and those we met that were bound for Mukas port. Again, we were late as maybe we were not hurrying enough.

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Our ferry to Ozamis, the Swallow 2, a bombing survivor as Our Lady of Mediatrix. Photo by Mike Baylon of PSSS.

In the port, a Chevy Suburban owned by the couple-doctors JM and Dianne Feliciano who owns the Faith General Hospital in Ozamiz City picked us up and it was nice as it was raining already. The couple is friends of our tour companion Dr. Neal Rana. They served us dinner in their big house together with some other doctors that are friends and medical school classmates of Dr. Neal.

It was already the second to the last trip of the Daima ferry which we were able to board in crossing back to Mukas and our ship was the Royal Seal. It was no longer full both In passengers and cargo. Maybe the night crossing is really slow and that is why the Daima trips stop at 9pm and just resumes at 4am. From Mukas port we took a tricycle back to where our vehicle was parked as there was a drizzle and it is a little far too.

It was a cold night on the trip back with wet roads making it difficult to calculate the asphalted roads that have not been repainted making it hard for Janjan Salas. In Cagayan de Oro we dropped off Dr. Neal at his place and so we were again down to three aboard the Hilux – me, Janjan and Allen. We were the three that started off in Sanfranz two nights before. The only difference was our driver was already tired now.

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Our Ozamis-Mukas ship, the Royal Seal. Weather not kind on our way back. Photo by Mike Baylon of PSSS.

We made good progress without speeding up. We left Mukas at 9pm and by 12 midnight we were already in Cagayan de Oro. We reached Sanfranz between 4:30am and 5am. Janjan said he will take a one-hour break as he was too sleepy already. Meanwhile, me and Allen was fortunate a Philtranco bus arrived in the Sanfranz bus terminal. It was of the same series of our Philtranco bus we took two nights before but the driver was taking his driving seriously and there were few stops. And so in less than four hours me and Allen were already in Davao City. We took breakfast before going our own ways.

Over-all, it was a very good tour despite some glitches which centers on overrunning of the time. Aside from the camaraderie built and the memories that will remain with the participants for a long time, we had breakthroughs in new ship spotting places and in new contacts or contacts that were renewed. That will be of help to the PSSS in the coming days and in the future.

The Magnolia Grandiflora

The cruiser-type long-route ferry Magnolia Grandiflora is the biggest ship in the fleet of Magnolia Shipping Company of Zamboanga City although it is not the tallest (that distinction belongs to Magnolia Liliflora). What is notable in this ship is not her looks but her age and what is unique with her is she started out as a fishing vessel and then she was converted locally into a passenger-cargo ship. There are only a few converted ships like that here and that includes the Lady Mary Joy 1 of Aleson Shipping Lines which has good lines and does not look like a former fishing vessel and the Gloria Two and Gloria Three of Gabisan Shipping Lines which looks like Magnolia Grandiflora as in low, squat and wide, no offense meant (however, she is slightly bigger than the two Gabisan ships, a comparison that is needed so some can imagine her size). The endearing quality of the three is they may be old but they still very reliable and it seems they are not ready to go anytime soon (especially since surplus and replacement engines are now readily available).

Magnolia Grandiflora started as the Shinnan Maru No. 18 of Izumi Gyogyo KK of Muroto, Japan. She was a trawler built by Kanasashi Heavy Industries (builder too of St. Gregory The Great, St. Leo The Great, among others) in Shimizu shipyard in Japan in 1969 with the permanent ID IMO 7003348. She has a steel hull, a raked stem and a cruiser stern. She was a big trawler at 52.5 meters length over-all, 45.5 meters in length between perpendiculars with a maximum breadth of 8.7 meters. She was originally 344 tons in gross register tons (GRT) with a deadweight tonnage (DWT) of 241 tons. This ship has a single Hanshin marine diesel engine of 1,300 horsepower which was enough for a speed of 12 knots originally.

In 1977, Shinnan Maru No. 18 was sold to Ricsan Development Corporation of Manila and she was used as a fishing vessel. In that fishing company, the Shinnan Maru No. 18 was known as the Ricsan 3. However, Ricsan Development Corporation was also one of the companies that was not able to ride out the deadly decade for shipping that was the 1980’s. In 1989, she was sold to Magnolia Shipping Corporation and she was brought to Varadero de Recodo (“varadero” is the Spanish word for shipyard and Zamboanga’s lengua franca is Chavacano which is a Spanish creole language). Varadero de Recodo is the premier shipyard of Zamboanga City and aside from repairs they are builders of ships, the Zamboanga-style of cruiser passenger ships aside from general cargo ships. Varadero de Recodo then converted Ricsan 3 into a passenger ship, one of the conversions made by that famous shipyard in Zamboanga. From then on the ship was known as the Magnolia Grandiflora. Her name was derived from a large evergreen tree in the US which can grow up to 30 meters tall.

As a passenger-cargo ship, the design of this ferry features two-and-a-half passenger decks of the basic, spartan kind with bunks and mattresses. Below that is a cargo/passenger deck and below that still is the engine deck and the cargo holds. This ship has a prominent high prow as well as a prominent, wide, rounded stern.

The design of this passenger-cargo ship is of the spartan kind similar to the ships of the old days. This kind of ship is the workhorse of the theroutes from Zamboanga to Bongao in Tawi-tawi, Jolo, the “3S” (Sibuco, Sirawai, Siocon) and Cagayan de Sulu before, Olutanga, Ipil, Kabasalan, Margosatubig and Pagadian before and many other destinations. This kind of ship is distinguished by the presence of large cargo holds in the engine deck. Above that is a deck that was both for the passenger and cargo but primarily for the latter (so as not to obstruct cargo loading and unloading this deck features folding cots or tejeras in the native languages. In Zamboanga, large cargo carrying capacity is prized as these ships are more like the cargo-passenger ships like the liners of the old days before containerization. These ships are loaded by sliding the cargo through wooden planks that are already shiny by years of use and thrown to porters waiting inside the hot cargo holds (now, some have industrial fans already to moderate the heat inside and to prevent the copra from combusting spontaneously). Unloading, the process is reversed. Loaded sacks of copra are arranged inside the hold to act as stairs and the cargo is handed to porters on the deck above and it is ported through a wooden ramp (a catwalk) connected to the wharf. Arriving at dawn unloading can sometime last until noon especially if the ship has a full load of copra and after a few hours of rest the porters should already be ready before mid-afternoon with loading (some too tired in unloading already beg off and would prefer to vend). By the way, with cargo that cannot be slid a ramp for porters like a catwalk.

Above the passenger/cargo deck is a pure passenger deck and above that is another half-deck for passengers. This ship is a one-class ship as is it is an all-Economy affair. There is actually no bunk assignment. One just chooses the bunk he fancies and get a mattress from a stack, clean it and it is ready for occupancy. One can board anytime, really. Actually one can board even if not a passenger and the crew won’t mind you. Magnolia Grandiflora is also used as a resting place by the porters and a vending place of the vendors (who plays a hide-and-seek game with the Philippine Ports Authority guards – at least in the ship it is the Captain who has the jurisdiction). Magnolia Grandiflora is also a favorite resting place of mine in ship spotting and in resting. What I like about her is when she loads blocks of ice near the galley at the stern – that cools down that portion of the ship. Those blocks of ice are meant for the fishes she will carry back from ports of Tawi-tawi and Siasi. So in arriving in Zamboanga that portion of the ship will be full of fishes in wooden boxes. That portion of the ship is actually always wet and cool most of the time.

Magnolia Grandiflora has two masts which looks like those were fabricated locally. She has a short center funnel and also not of the fancy kind. As a passenger ship, her declared passenger capacity is 400. It is now all bunks in the upper two passenger decks but in the old days tejeras (folding cots) was the order of the day (until it was banned by MARINA). Her declared gross tonnage (GT) went down to 247 which is an impossibility. Again the MARINA “magic meter” was at work here. If her Net Tonnage of 150 is taken as a guide and with the International Maritime Organization (IMO) rule is used that the NT should be at least a third of the GT we can assume that her true GT is 450 or more. This ship has a very prominent rounded cruiser stern.

The route of this ship is Zamboanga-Jolo-Siasi-Bongao-Sitangkai, a route that will guarantee a lot of fishes back. She leaves Zamboanga, her base port every Friday at 7pm. She only does this route once a week as she leaves her ports of call only at night with a day lay-over. Leaving Zamboanga, she if full of manufactured goods including groceries. Going back to Zamboanga, the ship is full of marine products including frozen fish in boxes and copra. She is actually more reliant on cargo than on passengers. The passenger fares on this part of the Philippines is actually very low (and there are many passes; and that is customary to shippers). But then on the obverse side don’t expect too much in creature comforts. In Magnolia Grandiflora a TV set is practically the only amenity available. And if one is travelling be sure to buy food at every port because although Magnolia Grandiflora and the other in the route are multi-day ships (it is too much to call them “liners”) there is no restaurant to speak of (some passengers will sell though). The passenger ships in this route are really spartan. No frills really. By the way, it is Magnolia Fragrance of the same company which also does her same route. Her competitor companies in her route are Ever Lines (the ships Ever Queen of Asia and Ever Queen of Pacific 1) and Aleson Shipping (the ship Lady Mary Joy 1 which has airconditioned accommodations).

Although Magnolia Grandiflora is already over 45 years old, she is still a very sturdy ship. Her Hanshin engine is still reliable and if need be it can be replaced. The shipyards of Zamboanga are very good in that and over-all they are very good in prolonging the life of old ships. Ships almost never die in Zamboanga unless the shipping company itself got bankrupt or else quit shipping and there are no buyers.

Ten years from now, we might still see Magnolia Grandiflora sailing (maybe she will still be the carrier of the goods to that section of the Philippines). After all, the Bounty Cruiser of Evenesser Shipping which was built in 1956 is sailing up to now (60 years old!). Hanshin engines are actually easy to replace (that is a favorite engine of the small cargo ships). And that is also true for the hull plates and bridge equipment.

Well, unless Dick Gordon gets crazy and makes some legislative fiat approved by dumb legislators.

FERRIES THAT HAD SECOND LIVES

There are lucky ships that lived two lives. Some met accidents and were properly repaired. Some simply grew old but were modified and modernized. If not for the presence of IMO Numbers which are permanent hull numbers and reflected in maritime databases tracing them would have been difficult but not impossible.
Some ships meet accidents like grounding and capsizing and this can easily happen to LCTs and barges which being flat-bottomed do not have the best stability in a heavy sea. But grounding and capsizing is not a big deal for them as they can be easily refloated, towed and repaired especially since they are equipped with watertight compartments that limit damage when the hull is breached. Having a high density of beams also helps to limit damage due to deformation of structures.
If LCTs and barges are vulnerable then more so are the tugs. They can even capsize while pulling a stuck-up ship. Just the same this type is resilient to damage and can easily be refloated and repaired. Even if they are washed ashore or beached in a typhoon they will sail again like a phoenix. No wonder tugs live very long lives although they are small.
Ferries are a different matter. They are not that resilient. Cargo ships are not much luckier too at times since it can be difficult to refloat them especially when loaded by a heavy cargo. With a cargo of cement that is next to impossible. Tankers are not that lucky too. In a fire or an explosion it is a clear goodbye.
We have a few ships that grew old that were modified after laying up idled for years in some obscure part of a shipyard. One of those is the “Star Ferry-II”of 168 Shipping which was formerly the “Ace-1” of Manila Ace Shipping. Laid up for lack of patronage and suitable route she one year appeared in the Matnog-Allen route. I interviewed a crewman and he told me the captain told them it was rebuilt from various parts thus confirming the suspicion of a PSSS moderator that somehow she has a resemblance especially at the bridge area to the “missing” “Ace-1” which formerly plied the Batangas-Mindoro route.
M/V Ace 1 ©Edison Sy
Star Ferry II ©Joe Cardenas
What is remarkable in her rebirth as “Star-Ferry-II” is she will defeat the claim of “Millennium Uno” of Millennium Shipping as the oldest conventional RORO sailing in the Philippines which means LCTs which are technically ROROs are excluded. “Ace-1” was built in 1961 while “Millennium Uno” was built in 1964, a clear lead of three years. Both are old and weak now but the debate between them will continue.
Nobody that will lay sight at “Lapu-Lapu Ferry 1” of Lapu-Lapu Shipping will ever think she is an old ship. And nobody will ever suspect she is the old second “Sweet Time” of Sweet Lines that seemed to have just disappeared in the Cebu-Bohol route. She was rebuilt in Fortune ShipWorks in Consolacion, Cebu in 2002 but what an incredible rebuild since she no longer has resemblance to her former self. She still retains, however her old Hanshin engine.
Sweet Time ©Edison Sy
Lapu-Lapu Ferry-I ©Mike Baylon

When the overnight ferry-cruiser “Honey” of Lapu-Lapu Shipping disappeared there were questions where she went. After some time a “new” “Lapu-lapu Ferry 8” appeared in the Lapu-Lapu Shipping wharf between Pier 1 and Pier 2. Later, we were able to confirm she was indeed the former “Honey” but what a change. There was also no resemblance to the old ship except for the bridge area as noted by another PSSS moderator. What is amazing is her length increased from 20.1m to 35.8m and her breadth increased too from 6.8m to 7.3m.

Lapu Lapu Ferry 8 ©Mike Baylon

It seems among shipping companies it is Lapu-Lapu Shipping which is the master of ship transformations. Their third ship, the “Rosalia 3” was converted from a former ferry sailing the Bantayan route which stopped operations when ROROs began ruling Bantayan Island. Actually as “Rosalia 3” it is already her third iteration since originally she was a single-screwed fishing vessel. Converted to a passenger ship two more engines and screws were added. At full trot she can actually do 16 knots according to her captain and competitors wonder where such a humble-looking cruiser is drawing her mojo.

Rosalia 3 ©Mike Baylon

In Zamboanga there are ships too that disappeared and then reappeared in a different guise. One of this is the “KC Beatrice” of Sing Shipping which was formerly the “Sampaguita Lei” of the defunct Sampaguita Shipping. Having her prominent features changed she does not look the dowdy old ferry she formerly was. Her engine was also changed. She disappeared for nearly a decade and she re-emerged in 2005.

Sampaguita Lei ©Mike Baylon

Another ship in Zamboanga City that was came back like magic was the long-missing “Rizma” of A. Sakaluran. There were two PSSS founders who were checking her being completed three years ago in Varadero de Recodo in Zamboanga City yet we did not suspect she was the former “Rizma”. We were just wondering then what former ship is “Magnolia Liliflora” as looking at her hull even in the dark we can make out she has an old hull. Now she proudly flies the flag and colors of Magnolia Shipping.

Magnolia Liliflora ©Mike Baylon

There are ships that went through worse fates before being resurrected — they sank, were salvaged and were refitted. One was the “Mindoro Express” which sank in Palawan after being pulled-out from the Matnog-Allen route where she was known as “Christ The King” and “Luzvimin Primo”. She was raised up, repaired and refitted in Keppel Batangas, superstructure was chopped and she re-emerged as the “Maharlika Cinco” of Archipelago Ferries/Philharbor in Liloan-Lipata route. She is now missing again and last report was she was seen laid up in a shipyard in General Santos City.

Mindoro Express ©Edison Sy
Maharlika Cinco ©Joel Bado

It was the same situation for “Joy-Ruby” of Atienza Shipping which was the former “Viva Sto. Nino” of Viva Shipping Lines. She sank stern first nearing the port of Coron and she was stuck up with the bow jutting from sea. She was salvaged and repaired and she reappeared as the “Super Shuttle Ferry 15” of Asian Marine Transport in 2008 and plying the Mandaue-Ormoc route.

Super Shuttle Ferry 15 ©Mike Baylon

More than a decade ago, “Melrivic Three” of Aznar Shipping sank right after leaving the port of Pingag in Isabel, Leyte on the way to Danao. One of the passengers was to later become a PSSS moderator. He says the ferry did not completely sink and was later retrieved from the sea and repaired. This ship is still sailing in the same route.

Melrivic Three ©Jonathan Bordon

If you can’t put a good man down, as they say, that could also be true for ships. “Our Lady of Mediatrix” of Daima Shipping became the unfortunate collateral damage of the bombing of two Super Five buses aboard her while she was about to dock in Ozamis port one day in February 2000. White phosphorus bombs were used and the two buses completely burned along with other vehicles on board. The bridge of the double-ended ferry got toasted along with the car deck but the engine room was intact. Laid up for some time she was towed to the shipyard in Jasaan, Misamis Oriental where she was lovingly restored and she emerged again as the “Swallow-2” of the same company. Her bridge was altered, people know her story but they don’t mind and they still patronize her although about 50 people died in the carnage she went through.

Our Lady of Mediatrix ©BBC News Asia
Swallow-2 ©Mark Ocul
Compared to the tales of “Mindoro Express”, “Joy-Ruby”, “Melrivic Three” and “Our Lady of Mediatrix” ,the story of some LCTs of Asian Marine Transport and Jomalia Shipping that partially capsized near port sounds tame. There is actually not much difficulty in raising them up. Practically, those cases are not really stories of ships living second lives.

There were also other lengthening or renewing of lives of ships. Siquijor-I is supposedly a former fishing vessel and training ship of Siquijor State College that was already laid up. How she ended as a property of the Governor then is another matter. And then there is the SuperFerry 1 which within one year of sailing was hit by engine fire. She was towed to Singapore where she was re-engined and repaired. She came out then much faster.

Siquijor Island 1 ©Jonathan Bordon
SuperFerry 1 ©Aristotle Refugio

A special case was the partially capsized “Ocean King II” which was hit by a rogue wave in Surigao Strait. She was able to make it to Benit port where the Coast Guard made a big but wrong show of rescue (using rapelling ropes instead of just getting bancas nearly and urging all to evacuate at once when the ship would no longer sink as she is touching bottom). She lain there for some time until she was towed to Navotas. We all thought she will be cut up there until one day she emerged as a cargo ship and now named as “Golden Warrior”.

Ocean King II ©rrd5580/flickr
Dragon Warrior ©Aristotle Refugio

There are others that merit attention here. “Gloria Two” and “Gloria Three” of Gabisan Shipping were supposedly rebuilt from fishing vessel hulls and done in Leyte. That is also the case of “April Rose” of Rose Shipping which is now with Atienza Shipping. And the “Bounty Ferry”of Evenesser Shipping is supposedly built from a launch from the US Navy if tales are to be believed.

Bounty Ferry ©Britz Salih

Whatever the case may be, there are many ways of giving ships second lives. There is not much technical difficulties involved unless it is fully submerged and far from land. If near land what it needs is just some concern, a dash of love and of course, cash.