The Davao Ports That Handle Foreign Ships

I would have liked to expound on the ports under the Davao PMO. But that would mean tackling all the ports in Davao Region and that is just too many. I also wanted to tackle the ports and wharves of Davao City but I will still be burgeoned with many ports and wharves that basically handle traffic only to Samal island. I thought the best was to focus on one distinguishing mark of the Davao ports and that characteristic is many of its ports handle foreign vessels. Among the combined ports in the country it is Davao which has the most since about 20 ports here handle foreign ships, some regularly and some occasionally. But this will not be limited to Davao City only but will include ports in Panabo, Tagum, Maco, all in Davao del Norte and Sta. Cruz in Davao del Sur. This is a stretch of ports of about 25-30 miles of almost straight linear distance. Another trait of Davao ports is a significant number of foreign ships that call in Davao dock in two or three different ports trying to fill up more cargo. Senator Bam Aquino filed a bill that became a law allowing that but he was two decades too late and his bill just showed his ignorance of maritime matters.

Handling foreign ships is one thing that became more important in the last several years in Davao. This became more pronounced especially when passenger liners from Manila stopped calling in Davao. To Sulpicio Lines that was force majeure since they were suspended by MARINA (Maritime Industry Authority) from sailing in the aftermath of the capsizing of the MV Princess of the Stars in 2008. For Aboitiz Transport System (ATS), they said “there was not enough cargo” (and after that their competitors were simply too glad to fill up the void created).

The main type of foreign ship that calls on Davao are the regional container ships, otherwise called “feeder ships” abroad. I named it as such since they basically do regional routes especially in Southeast Asia and East Asia. Types like “Panamax”, “Handymax” or “Aframax”, etc. have no meaning in the Philippine context since only the smallest of international container ships call locally, in the main. Not that we are in an out-of-the way route but because that size is just what the size of our economy can muster (yes, we are mainly good only in producing people (and billiards players) and in fact, that is one of our main exports but they don’t ride container ships). Some of the ships that call in Davao goes all the way to Europe so not only regional container ships call in Davao.

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Regional container ships in Sasa Port by Mike Baylon

The second main type of foreign ships that call in Davao are the reefers or refrigerated container ships. These reefers and the regional container ships basically carry the export fruits (Cavendish bananas, broad-shouldered pineapples, solo papayas mainly but that can also include avocado, giant guavas and buko and many others) and export fresh produce (like lettuce, cauliflower and many other high-priced vegetables) grown in Southern Mindanao. Some of the refrigerated container vans loaded here come from as far as Agusan del Norte, Misamis Oriental, Bukidnon, Maguindanao and Lanao del Sur. Actually, almost all kinds of fruits and produce grown in farms and orchards are already exported now like camote, cassava, saging na saba (cardava in Bisaya), other varieties of bananas, mature coconuts, langka and gabi that we sometimes joke here that it seems they also cook ginataan (benignit in Bisaya) abroad now. Or make camote cue, banana cue, turon and ginanggang (https://en.wikipedia.org/wiki/Ginanggang) abroad.

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Reefer by Aris Refugio

The third main type of ship that calls on Davao ports are the tankers (included here are the like-type LPG carriers). Some of these are chemical tankers and they load coconut oil in the many oil mills of Davao. Many of these are oil tankers that bring in fuel to the tanker jetties in Davao (and that is why fuel is cheaper here since many of our fuel is from Singapore). The fourth main type of foreign ships that call in the Davao are the general cargo ships or simply freighters. Some of these bring rice, some are Vietnam ships that load copra meal, some load desiccated coconut. The fifth main type are the bulkers or bulk carriers. However, this type is not that frequent in Davao.

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Bulk Carrier by Aris Refugio

On the average, a total of more than 25 foreign ships call on Davao ports every week for an average of three four ships a day. In container volume, it is actually Davao which is number two in container ship calls ahead of Cebu and Batangas ports but behind Manila port, the national port. What happened is that after our first two main export commodity crops abaca and copra/coconut oil lost in the world markets because of economic shifts (abaca was displaced by nylon and copra/coconut oil lost to other edible oils) it is now fresh fruits and fresh produce (and also canned pineapple) which have taken their place. These are basically loaded in Davao as Southern Mindanao and Bukidnon practically lords it over the other Philippine regions in the production of those export goods as the other regions are still stuck to their traditional crops which are mainly not for export in significant quantity except maybe for the sugar of Negros.

Sasa Port is the main port of Davao. It is a government-owned port and it is the biggest in Davao. It is also the base port of Davao PMO (Port Management Office which is equivalent to a regional division). Sasa Port has a total wharf length of about a kilometer and six or more ships of 80 to 180 meters size range can dock simultaneously and more if the ships are smaller and/or local. Foreign ships, which are conscious of demurrhage are the priority here and there are inducements like crisp foreign bills so they will be given priority in docking. Since Sasa Port has the tendency to exceed its capacity then ships that cannot be accommodated or are displaced are made to anchor off Sta. Ana Port so as not to congest the narrow Pakiputan Strait separating Samal island from Davao.

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Sasa Port by Mike Baylon

One weakness of Sasa Port is the lack of gantry cranes. With that she cannot handle the gearless container ships that are now beginning to appear in Panabo Port. However, Sasa Port has the usual needs of foreign ships: reefer facilities, container yard, marshalling area aside from the usual open storage area. There are also transit sheds and a passenger terminal that is no longer being used. When regional container ships arrive speed is the essence in unloading so aside from their booms the reach stackers are widely used. There are two arrastre firms operating in the port. Sasa Port is due for expansion and renovation but its cost is shrouded in controversy and many local stakeholders and the local government unit of Davao City have formally objected. The administration of President Aquino then seems to be intent in ramming it through but now that plan is dead duck under the current Duterte administration. For sure, the plans will be modified as it was really overpriced.

The two Panabo ports are next in importance to Sasa Port. To an outsider Panabo Port might look to be a single port but they are actually two, the TADECO (Tagum Agricultural Development Company) wharf of the Floirendos and the PACINTER (Pacific International Terminal Services) wharf of Dole-STANFILCO. Together, the two along with minority interests reclaimed part of the sea and built an extension port and yard. This is equipped with gantry cranes and it is called the Davao International Container Terminal (DICT). It is the only port in Southern Mindanao that can handle gearless container ships at the moment and this port is the main handler of the produce of “Banana Country”, the wide flat swath of land in the localities of Panabo, Carmen, Braulio Dujali and Sto. Tomas plus parts of other towns that is dedicated to the propagation of Cavendish bananas. In “Banana Country” there is nothing else to see for kilometers on end but Cavendish bananas.

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Panabo ports (TADECO and Dole-STANFILCO) by Mike Baylon

These ports of Panabo are private ports. The DICT expansion cost only P2.7 billion (and was financed by private banks) and that was the comparison used why the local stakeholders blanch at the quoted price of the proposed expansion and modernization of Sasa Port (well, just adding gantry cranes, cold storage facilities and a little extension will already make it modern). [Of course, there are other and sometimes unspoken issues and projects that are related to this but that should be in another article.] Besides, the Panabo ports are also “Exhibit A” against those who badger the government to build ports for them for free or to pandering politicians who promise to build international ports and terminals just to get votes. If there is really traffic then the private sector will build its own ports rather than wait for government to build the ports for them (after all they will earn, won’t they?). And if the private sector builds the ports it always comes out cheaper than if government had it built (it is a question of corruption, inefficiency and waste). However, though expanded, DICT still lacks docking space many times and so container ships and reefers have to wait.

There is a modern, purpose-built port in Davao that was purposely-built for handling fresh fruits and fresh produce for export. This is the AJMR Port in the northern part of Davao City on the road to Panabo and this port is synonymous with Sumifru or Sumitomo Fruits, the biggest fruit distributor in Japan. Japan is known for having the highest quality requirement in fruits and they pay adequately for that. To meet that requirement, AJMR Port has its own vapor heat treatment (VHT) facility right inside the port, a plastic plant too and a factory for its carton boxes. However, the docking facilities of AJMR Port is rather limited and only two container ships or reefers can dock at the same time in its jetty-like wharf. By the way, AJMR is also classified as an “agro-industrial economic zone” which is similar to a “special economic zone”. That means it is enjoying a lot of perks from the government.

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AJMR Port by Mike Baylon

In importance, the adjacent Craft Haven International Wharf and TEFASCO Port might be next in importance. Craft Haven is also a purpose-built port to handle fresh fruits for export. Formerly, the place was once a shuttered plywood factory. Many of its exports goes west to the Middle East and India which are new markets for Cavendish banana (introduced by “Operation Desert Storm”). Many of its cartons bear the trademarks of Arab brands as well as the famous Unifrutti brands (i.e. “Chiquita”). The operator and agent of Craft Haven have good connections with Muslim planters of Cavendish banana of SOCCSKSARGEN region. The port has cold rooms but compared to AJMR it does not have its own carton box or plastic factories. But wood for making boxes is delivered in the port. The Craft Haven International Wharf can handle up to three ships simultaneouslyvand the “Cala” ships are regulars there. These are ships that trade to Japan and Korea.

I will go next to TEFASCO Port as it is just adjacent. TEFASCO means Terminal Facilities and Services Corporation. They so-famously won a landmark case then against PPA (Philippine Ports Authority) which set the principle that PPA can’t collect fees on ships docking in private ports. TEFASCO mainly docks local ships especially the container ships of Solid Shipping Lines but a few years ago they were able to lure Pacific International Lines (PIL) of Singapore which uses their wharf now to load container vans (these are the container ships with the name “Kota”). They only dock and does not engage in any processing of the fresh fruits and produce as they are not a “clean” port (a no-no in fresh fruits and fresh produce as it leads to contamination). Fertilizers and other contaminants are present in their port but refrigerated vans are practically hermetically-sealed unless Customs comes knocking.

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TEFASCO, Craft Haven and Holcim ports by Aris Refugio

Holcim Port is just adjacent TEFASCO Port and it also handled foreign ships in the last few years when Sasa Port and Panabo Port were experiencing congestion. However, the primary ships that Holcom Port handles are ships that carry cement (naturally!) and these are mainly local ships. Holcim is actually a cement plant (actually the biggest in the Philippines) as many knows. With cement dust (and also coal)  it is not also a “clean” port and so there are no processing facilities there for fresh fruits and fresh produce. It is simply a come and go operation there.

In terms of future growth the Hijo Port in Madaum, Tagum City, capital of Davao del Norte might be next in weight. This port is now a joint venture between ICTSI (International Container Terminals Services Inc.) which is not just an arrastre service anymore but operator of ports in other countries and the Manila International Container Terminal (MICT) and Hijo Plantation with the former in the saddle. ICTSI is developing this port to rival Davao International Container Terminal although in volume they are not yet there. Hijo Plantation is the main user of the port although it is intended to intercept the container vans coming from the north and east of Tagum but the intent has not materialized yet.

I will no longer go one by one with the other ports handling foreign ships as they are relatively minor or can just be bunched together. Universal Robina Corporation (URC) wharf sometimes handle bulk carriers which bring in imported wheat for URC’s need. The frequency of this in every few months or so. Down south in Astorga, Sta. Cruz, Davao del Sur, foreign ships load the products of Franklin Baker Company which is best known for its desiccated coconut which are mainly for export.

 

Meanwhile, Davao City is host to several coconut oil mills like Legaspi Oil, INTERCO, DBCOM and the New Davao Oil Mill. Foreign chemical tankers come to load their products and combined the arrivals are at least a week in frequency or even more frequent, on the average. Additionally, Vietnam freighters come to load their by-product copra meal (an ingredient and protein source for animal feed).

Davao is also home to several petroleum products depots like Chevron, Petron, Phoenix Petroleum and Shell. Aside from local tankers, foreign tankers also come especially those that come from Singapore. In addition, there are also LPG carriers that also come to the Price Gases jetty in Sta. Cruz, Davao del Sur, the Isla LPG Corporation wharf in Davao City aside from the tanker jetties of the petroleum majors and many of these are foreign vessels. The frequency of these foreign tankers and LPG carriers combined might be every week also.

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Tanker jetties, oil depot, Legaspi Oil, URC by Mike Baylon

Once in a while, a foreign ship will also come to Maco Port in Davao del Norte. This port is just near the Hijo Port in Tagum and both are located in the innermost portion of Davao Gulf (which is actually a bay).

And that sums up all the ports of Davao PMO handling foreign vessels. Sasa Port and DICT dominates the handling of the foreign ships. DICT don’t even handle local ships, in fact. The other ports, except the tanker jetties, started handling foreign ships because of the congestion of Sasa Port and the Panabo ports (except Hijo Port which handled their own shipments from the start).

With many ports handling ships, both foreign and local, one unintended benefit was road traffic did not build up so fast in the port areas of Davao unlike in Manila which is dependent on so few ports. Maybe a lesson can be learned here.

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Sasa Port by Mike Baylon

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Some Unfortunate Flagships and Famous Former Flagships (Part 1)

If people think flagships or famous former flagships fare better than the rest of their fleet, well, don’t be too fast in conclusions. Empirical evidence might not support that and these tales might make you wonder and think. This selection is limited to post-World War II ferries. This is also limited to liner shipping companies and the bigger regional shipping companies. For the latter, I limited it to flagships at the moment they were lost.

The TSS Mayon

The Mayon was the flagship of the recomposed fleet of the Manila Steamship Company Inc. after World War II. She was the second ship acquired by the company after World War II (she is a different ship from the prewar Mayon of Manila Steamship Co.). The first was not really acquired but returned. That was the Anakan which was a prewar ship of the company that fell into Japanese hands during World War II and pressed into the military effort on their side. It was fortunate to survive the Allied campaign against Japanese shipping during the war. When the war ended and Japanese ships were surrendered she was returned by the Allies to the company in 1945.

The Mayon was built as the Carabobo in 1923 by the New York Shipbuilding in Camden, New Jersey, USA for the Atlantic and Caribbean Shipping and Navigation of Delaware, USA. In 1938, she was sold to the Northland Transportation Company of Alaska, USA. In 1946, Manila Steamship Co. which was also known as the Elizalde y Compania acquired this ship and she was fielded in the Manila-Iloilo-Pulupandan route of the company. Originally classified as a refrigerated passenger/cargo ship, she had luxurious accommodation because that meant airconditioning and cold drinks were available and those treats were rare in that era. With cabins and lounges, she was considered a luxury liner of her days.

However, on a charter voyage from Jakarta to Manila on February 18, 1955, an explosion and fire hit her and she was beached off the western coast of Borneo island. This incident so shook up Manila Steamship Co. that they withdrew from shipping the same year and they sold all their vessels to other companies except for the very old Bisayas, the former Kvichak which was sold to the breakers. Most of the these sold ships were former “FS” ships. Manila Steamship Co. never went back again to shipping. Elizalde y Compania was one of the biggest companies in the Philippines then and its founder Manuel Elizalde Sr. was one of the richest men in the Philippines during that time and he was known as a financial backer of presidential candidates.

The MV Dona Conchita

This was the first Dona Conchita that was the first flagship of Carlos A. Go Thong & Co. when they were first able to acquire a Manila route after they bought out the Pan-Oriental Shipping Company of the Quisumbing family. The ship was named after the wife of the founder of the company and this was a legendary ship during her time.

The ship was actually not an ex-”FS” ship as many thought. She is actually a former “F” ship that was lengthened by National Steel and Shipbuilding Corporation (NASSCO) in Mariveles, Bataan. Her origin was actually as a sank ship by a storm off Cavite that was bought cheap and salvaged by Carlos A. Go Thong & Co. and re-engined for she had no engines. Her replacement engines were a pair of Gray Marine diesels with nearly double the horsepower of the ex-”FS” ships and so instead of running at only 11 knots she was capable of 16 knots and thus she was able to claim as being the fastest in the Manila-Cebu route then.

This ship then did various routes for the Carlos A. Go Thong & Co. but always her first port of call from Manila was Cebu before proceeding to other ports. During those years there were no dedicated Manila-Cebu ships only (that came during the era of the fast cruisers starting in 1970 with the Sweet Faith of Sweet Lines). Because of that once, a week sailing was the norm then except for the very long routes (i.e. Davao) and the very short routes (i.e. Capiz, Mindoro, Romblon).

When the Dona Conchita got older sometimes she was not sailing. I heard her Gray Marine engines were not that durable compared to the General Motors engines of the ex-”FS” ships. Then on one of her voyages, she caught fire off Mindoro sometime in 1976 or thereabouts. There was no precise way of confirming the dates or exact location as she does not have an IMO Number and therefore she was not in the international maritime databases.

The M/S Don Juan

In 1971, Negros Navigation Company brought out their best  and biggest liner yet, the M/ S Don Juan. The ship was named in honor of Don Juan L. Ledesma, eldest child of Don Julio and Dona Florentina Ledesma, one of the founders of Negros Navigation. M/S Don Juan was a brand-new ship built by Niigata Engineering Company, Ltd. in Niigata, Japan for P13,650,000 from a design of Filipino naval architects. She was the fifth-built brand-new liner of Negros Navigation Company after the Princess of Negros (1962), the Dona Florentina (1965), the beautiful Don Julio (1967) and Don Vicente (1969). This luxury liner became the new flagship of Negros Navigation Company and she was used in the Iloilo and Bacolod routes of the company from Manila. She was fast at 19 knots and she brought an end to the reign of MV Galaxy as the speediest ship in the Manila-Iloilo route.

However, on one voyage from Manila to Bacolod she was struck on the portside by the tanker Tacloban City of the Philippine National Oil Company on the night of April 22, 1980 near the island of Maestre de Campo in Tablas Strait. Such collision proved fatal for the ship and she listed immediately and went down fast. The confirmed number of dead was 121 even though the tanker immediately tried to rescue the passengers of M/S Don Juan and even as other vessels in the vicinity tried to help in the rescue effort too. It is thought many of the dead were passengers of the cabins trapped by buckled doors and those injured by the impact. This incident triggered a mourning in Bacolod as most of the passengers who perished hailed from that place.

The wreck of the ship lies in deep waters estimated to be some 550 meters and so salvage and/or recovery is out of question as far as local resources is concerned. Maybe the RORO ferry Santa Maria, acquired by Negros Navigation Company in 1980 was the replacement of the ill-fated M/S Don Juan. But I am not sure if she was considered a flagship of the company.

The MV Cebu City

The MV Cebu City of William Lines Incorporated was a sister ship of the M/S Don Juan of Negros Navigation Company. She was also built by Niigata Engineering Company Ltd. in Niigata, Japan but her date of build (DOB) was 1972. Having a slightly bigger engine she was slightly faster than her sister since she can do 20 knots. Maybe they purposely ordered a bigger engine so she can battle in speed her would-be main rival, the Sweet Faith of Sweet Lines Incorporated in the prime Manila-Cebu route. Sweet Faith was the fastest liner then in the Philippines since her fielding in 1970. The battles of Cebu City and Sweet Faith both made them legends in Philippine shipping and remembered decades after they duked it out.

MV Cebu City was the second brand-new ship of William Lines Inc. after the MV Misamis Occidental and she was the flagship of William Lines Inc. from 1972. As the flagship, MV Cebu City exclusively did the Manila-Cebu route twice a week and so followed the pattern set by Sweet Faith. She was the flagship of the company up to the end of 1979 when the new flagship of the company arrived, the equally legendary Dona Virginia which was also involved in another tight battle with another flagship, the Philippine Princess of Sulpicio Lines Inc. After she was displaced as the flagship MV Cebu City sailed various routes for the company.

On the night before the morning of December 2, 1994, while hurrying after a late departure from Manila North Harbor, MV Cebu City encountered the MV Kota Suria, a container ship of Pacific International Lines (PIL) near the mouth of Manila Bay before reaching Corregidor island. On a collision course, the Kota Suria asked for the customary port-to-port evasion maneuver. However, MV Cebu City turned to port because maybe she was intending to “tuck in” near the coast, a practice of smaller ships when near then Cavite coast to save on running time. Maybe MV Cebu City thought she had enough clearance but they might have misjudged the speed of the MV Kota Suria. She was rammed by the much bigger MV Kota Suria on the starboard side which caused her to list and to capsize and sink in a short time.

About 145 people lost their lives in that collision. The Philippine Coast Guard later held that MV Cebu City was mainly at fault but Philippine authorities also detained MV Kota Suria (but she later escaped). The wreck of MV Cebu City now lies under about 25 meters of water.

The Dona Paz

The world-infamous Dona Paz was born as the Himeyuri Maru of the Ryukyu Kaiun KK (the RKK Line). She was built by Onomichi Zosen in Onomichi yard in Japan in 1963 and she plied the Okinawa route. In 1975, she was sold to Sulpicio Lines Incorporated. She was refitted and remodelled for Philippine use with the primary intention of increasing her passenger capacity. In Sulpicio Lines, she was renamed as the Don Sulpicio and she was the new flagship of the company starting in 1975.

As the flagship of Sulpicio Lines, Don Sulpicio did the Manila-Cebu route exclusively twice a week. This was the first time Sulpicio Lines did this exclusive assignment and that was following the footsteps of Sweet Lines and William Lines which had flagships doing the Manila-Cebu exclusively. On one voyage in this route on June 7, 1979, she caught fire and she was beached in Maricaban island at the edge of the mouth of Batangas Bay. Her whole superstructure and cargo holds were consumed by the fire.

Against expectation Sulpicio Lines had her repaired but the repairs took nearly two years. Meanwhile the Dona Ana, the later Dona Marilyn took over as flagship of the company and did the Manila-Cebu route until the new flagship of Sulpicio Lines arrived, the Philippine Princess. After repairs, in her refielding in 1981, Don Sulpicio was already known as the Dona Paz. Maybe the renaming was done to avoid reference to her previous tragedy. There were also changes in her superstructure after the repair.

After her refielding, the Dona Paz was assigned to the Manila-Tacloban and Manila-Catbalogan-Tacloban routes of Sulpicio Lines. However, on one voyage from Tacloban and Catbalogan she was involved in a collision with the tanker Vector on the night of December 20, 1987. The fuel of the tanker exploded and both vessels were engulfed in fire. There were only 26 survivors in the collision and there was a claimed 4,386 dead and that was affirmed by the clueless and out-of-jurisdiction Supreme Court. That was big enough to place the Dona Paz as the worst peacetime maritime tragedy in the whole world. However, the official casualty according to the Board of Marine Inquiry placed the number of dead at only 1,565 but that was what can be only counted and might be an underestimation too.

The casualty figure was clearly bloated because the Governor of Northern Samar then, Raul Daza had people sign up claims against the company and the number from his province was about 2,200. That was an impossibility since passengers from that province going to Manila generally take the bus already and that was cheaper and faster. Going to Catbalogan is actually going farther and the limited number of buses then going from Catarman to Catbalogan can only take hundreds at most. It was clearly a con game by the Governor in a scheme to bilk Sulpicio Lines. Imagine a passenger total greater than those from Leyte and Western Samar when the ship did not dock in Northern Samar! The ship was clearly overloaded but the casualty figure was really artificially bloated.

Much later the Supreme Court completely absolved Sulpicio Lines from liability in the tragedy. It was on a technicality because Vector had an expired license when it sailed. The Dona Paz wreck lies between Marinduque and Dumali Point of Mindoro near the town of Pola. The distance of it from Marinduque is twice its distance from Mindoro.

The Dona Marilyn

The Dona Marilyn was the first known as the Dona Ana in Sulpicio Lines Incorporated and she is actually a sister ship of Dona Paz. She arrived in 1976 for Sulpicio Lines and they were the first fast luxury cruiser liners of the company and so they were advertised by Sulpicio Lines as the “Big Two”. As mentioned before, as Dona Ana she replaced the then Don Sulpicio as the flagship when it caught fire in 1979 and she fulfilled that role until the Philippine Princess arrived in 1981.

The Dona Marilyn was born as the Otohime Maru in Japan. She was also built by Onomichi Zosen for Ryukyu Kaiun KK (the RKK Line) in 1966 for the Okinawa route. When she was sold to Sulpicio Lines in 1976 there was no change of flagship designation although she is the newer  and ship. She was instead fielded in the Manila-Cebu-Davao express route of the company. Maybe she was sent to that more stressful (for the engines) route because she had the newer engines. Incidentally, the engines of the two sister ships were identical but Dona Ana was rated faster than Don Sulpicio and that might be the second reason why she was assigned the long Davao route.

In 1980, the ship was renamed as the Dona Marilyn. In 1981 when the new Philippine Princess arrived she was assigned not assigned again her old Davao route because Sulpicio Lines had two new fast cruisers that came in 1978 and one of that, the Don Enrique (the future Davao Princess and Iloilo Princess) was already holding that route. She was then assigned to the new Manila-Estancia-Iloilo-Zamboanga-Cotabato route of the company.

In 1988, the new Cotabato Princess arrived and she was relieved from that route and she was assigned the route vacated by the loss of the Dona Paz, the Manila-Catbalogan-Tacloban route and Manila-Tacloban route. On October 23, 1988 while there was a typhoon brewing, the Typhoon “Unsang”, Dona Marilyn tried to hightail it to Tacloban when the storm was already off the coast of Samar island on the way to Bicol. “Unsang” was a fast-gaining storm in strength and the ship being new in that area maybe did not know how fast the seas there can become vicious in so short a time (even squalls there can be dangerous for smaller crafts). The ship was swamped by the seas that gained strength from Signal No. 2 to Signal No. 3 and she listed and capsized some 5 nautical miles off Almagro island which is part of Western Samar. Only 147 people managed to survive the tragedy and some 389 people perished.

[There is a coming Part 2]

[Photo credit of MV Don Sulpicio: Times Journal and Gorio Belen]