The Sta. Clara Shipping Corporation and the Penafrancia Shipping Corporation

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King Frederick by Britz Salih of PSSS.

On paper, the Sta. Clara Shipping Corp. and Penafrancia Shipping Corp. of Bicol are two different companies but in actuality like Montenegro Shipping Lines Inc. (MSLI) and Marina Ferries the two are simply legal-fiction companies of each other. That means in operation and routes they cannot be distinguished except for some differences in the livery and in the name, of course. They share the same crew and schedules and the same port and they operate as one. Companies resort to this tactic to avoid wholesale suspensions of fleets in case of accidents and also to minimize the damage in case of a suit. But in the case I am discussing here there is a deeper reason than simple maneuvering.

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Nelvin Jules by Mark Ocul of PSSS.

Sta. Clara Shipping started with the clamor of travelers and shippers across the San Bernardino Strait for better services. What happened was that when the competition of the dominant Bicolandia Shipping Lines of Eugenia Tabinas, the Cardinal Shipping, Newport Shipping and Badjao Navigation collapsed and newcomer PSEI Transport Services was TKO’d in the courts and Luzvimin Ferry Services moved elsewhere, there was a swing from dog-eat-dog competition to lousy services that happens when a company is already in a dominant position and the government-owned Maharlika I which was operating a longer route to San Isidro, Northern Samar wasn’t able to offer a credible competition. There came always the complaint of “alas-puno” departures (that means the ferry only leaves when it is already full). I was surprised that in the petition submitted by Sta. Clara Shipping to be allowed to serve the route practically all the Mayors of Leyte signed there.

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Hansel Jobett by Orly Calles of PSSS.

Sta. Clara Shipping started with provisional authorities to sail and their first two vessels were the King Frederick which was named after the top dog Frederick Uy and the Nelvin Jules. [In Bicol, Frederick Uy is associated not with Sta. Clara Shipping but with the Partido Marketing Corp. (PMC) which is now the top trading firm in the region after it surpassed the old title holder Co Say.] The sister ships were fielded in 1999 and the two were joined by its “cousin” Hansel Jobett (“The Dragon”) in 2004. The King Frederick and Nelvin Jules were newer, faster and better-appointed than the ships of Eugenia Tabinas (this is my description here as she was also using legal-fiction companies) and in a short time after she lost in the courts for her claim of “pioneering” status (which she tried to equate to barring entry of other competitors) she was already crying “Uncle!”.

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Eugene Elson by Dominic San Juan of PSSS/

An amicable settlement was reached and Eugenia Tabinas sold out lock, stock and barrel to Frederick Uy and his partners and this happened in 2006 and the fleet and routes were thereby transferred not to Sta. Clara Shipping but to the newly-created Penafrancia Shipping Corp. and the reason for that that I heard was that the latter has similar but still a different set of owner-partners than the former. Well, there is such a thing that can be called the Bicol-type of partnership where the ownership and partnership varies from ship to ship (or bus to bus, if you will) and that was the reason why in the sale and dissolution of 168 Shipping two ships of the company went to Gov. Antonio Kho of Masbate and another went to Regina Shipping Lines (RSL) that is owned by another Governor.

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Don Benito Ambrosio II and LCT ST 888 by Ken Ledesma

In the transfer, the “flagship-by-name” Eugenia became the Eugene Elson, the “flagship-by-size” Princess of Mayon, the biggest ferry in Bicol that time became the Don Benito Ambrosio II and the Princess of Bicolandia became the Don Herculano. The transfer was marred by two strong typhoons and the second one was legendary Typhoon “Reming” which was the strongest in Bicol for three-and-a half decades. Lost in the first typhoon in Tabaco port was the venerable Northern Samar, a refitted ferry that initially came from Newport Shipping of Northern Samar and has been serving in the route since 1982. In Super-typhoon “Reming”, the Princess of Bicolandia which has no functioning engine because of an engine room fire was pulled by the storm surge from its dock in Mayon Docks in Tabaco City, Albay. No one thought she will be seen again but lo and behold! she was found the next day atop a sandbar in a neighboring town and from there she was towed to the Villono shipyard (now the Nagasaka Shipyard) in Tayud, Cebu where she would spend the next three years being repaired and when she came out she was already the Don Herculano. To refurbish the old fleet the newly-arrived Anthon Raphael was added to the fleet of Penafrancia Shipping in 2008.

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Don Herculano by Edsel Benavides of PSSS/

Before Anthon Raphael came, the Ever Queen of Pacific was bought by Sta. Clara Shipping from Ever Lines Inc. of Zamboanga in 2007. After refitting her from an overnight ferry with bunks to a short-distance ferry with seats she was then rolled out as the Mac Bryan. This brought the fleet of the twin companies to eight, a mixture of relatively big ones and three that were smaller, the Eugene Elson, Don Herculano and the Mac Bryan. By that time, the twin companies were basically serving two routes, the Matnog-Allen (BALWHARTECO) route and the Tabaco-Virac route. The Anthon Raphael first served the Pasacao-Masbate route, a missionary route offered by MARINA, the maritime regulatory agency but they soon withdrew from that after realizing that the habagat (Southwest monsoon) will broadside the ship there and that it is not a competitive route due to the long sea distance. She was transferred to the Bulan-Masbate route but geography still said she cannot compete with the Pilar-Masbate ferries and this is similar to the lesson taught to the Maharlika ferry of Archipelago Philippine Ferries which plied that route before. Bulan is still a long drive to Pilar junction where the truck from Bulan and Pilar will meet. The difference is approximately 100 kilometers which is roughly equivalent to 25 liters of diesel fuel and that is no small deal.

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Anthon Raphael by Orly Calles of PSSS.

In 2012, Sta. Clara Shipping acquired the Strong Heart 1 of Keywest Shipping. This was the former second Asia Japan of Trans-Asia Shipping Lines Inc. (TASLI) and was acquired through dacion en pago for fuel advances when a syndicate hit the company (they thought then that the Trans-Asia 3 was a fuel guzzler; I don’t know if this was the reason why the sister ships Trans-Asia and Asia China was disposed  to the breakers). However, she was not immediately refitted and repaired and she languished long in Strong Heart 1just serving as crew quarters and office. That was a boon for PSSS as she became the reason of the group to visit the shipyard (and visit the other ships there too). But when she was rolled out she already have the new name Nathan Matthew. In the process she lost part of her superstructure. Well, as a short-distance ferry, there is more passenger capacity with seats than with bunks.

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Jack Daniel by Mike Baylon of PSSS.

In 2015, the beautiful Azuki Maru was acquired from Olive Lines and after some refitting in Nagasaka Shipyard she became the Jack Daniel (no, there are no offerings of that drink aboard). This was about the same time that Sta. Clara was in a struggle to build their own port in Allen, Northern Samar and move out of their old home port BALWHARTECO in the same town. The difficulty was not in the technical or financial sense. It just so happened that the owner of BALWHARTECO (an old private port that dissolved the old municipal port of Allen) is actually the Mayor of the town and he refused to give a Mayor’s permit. That was no problem with Sta. Clara Shipping which had been in legal bruises before and any good lawyer will easily tell that the Mayor will lose in court through a Mandamus and his act will probably earn him a graft case easy. And so the construction of the port continued and it was not delayed because although padlocked the construction equipment were already inside the port.

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Mac Bryan and Nathan Matthew in Jubasan Port. Photo by Ken Ledesma of PSSS.

This new port was in Jubasan in Allen when finished was a notch higher than their old home port as the entire compound was already completely concreted right from the start. The only problem was strong current (maybe because of the proximity of Capul Island) so much so that they withdrew the Jack Daniel here as they feared its beautiful glass windows could shatter. Aboard a moored ship here one can feel it shudder and the dents on the sides of the ship is proof of the strong current. Whatever, Jubasan Port is so clean and organized and an urban-bred passenger will not be turned off by its restaurants (they have nice tables and chairs to lounge in and appreciate the ships and views and that is not easy in an enclosed passenger terminal building).

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Adrian Jude by Mike Baylon of PSSS.

In 2017, Sta. Clara Shipping purchased the last two Tamataka Maru ships still remaining in Japan in a “buy one, take one” manner and this ended that line there and it is a little sad because a lot of Tamataka Maru ferries went to the Philippines starting with the very first in the series which was the Tamataka Maru No. 21 which became the Cardinal Ferry 1 in 1979 and became the country’s first ever short-distance RORO (two ROROs anteceded her but both were first used as liners) and she also served the San Bernardino Strait crossing. The two were sister ships and after refitting in Nagasaka Shipyard, Tamataka Maru No. 85 became the Adrian Jude and Tamataka Maru No. 87 became the Almirante Federico, again a play on the name of the top honcho of Sta. Clara Shipping. The two then became the biggest ships in the combined fleet though not necessarily in the official Gross Tonnage as MARINA oftentimes play quirks with this measure.

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Almirante Federico by Naval Arch. Rey Bobiles of PSSS.

After the sister ships Sta. Clara Shipping Corp. joined the new paradigm, that of the Cargo RORO LCTs which cater to trucks and which do not carry passengers unless those are the crews of the trucks. The San Bernardino St. crossing really needs this type of ship as before there were plenty of complaints about the kilometers-long truck queues in peak season and after the usual weather disturbances. The intermodal trucks which were second-priority to buses before (because it has passengers and they will complain of delays) now have their dedicated transport.

Sta. Clara Shipping’s first Cargo RORO LCT was the LCT Aldain Dowey which was acquired in 2017 and actually this was formerly the locally-built LCT Ongpin but was lengthened. The next year they acquired the LCT ST888 from China and this was assigned to Penafrancia Shipping. Both crafts are slow by ferry standards but that is the characteristic of LCTs. They were not built for speed and buses and sedans are not fit for them as they were not really built for comfort especially with their limited passenger accommodations.

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LCT Aldain Dowey by Anthon Briton of PSSS.

Right now, Sta. Clara Shipping is (…censored…) like the other shipping companies of note and that is just a reflection on how intermodal shipping is booming across the country. But in the Bicol region there is no doubt that the combined Sta. Clara Shipping and Penafrancia Shipping is the tops not only in ships because remember they also have their own port and the worth of that will approach that of a good and big overnight ferry that is still in a good condition. Now they are also operating in the Liloan-Lipata route across Surigao Strait.

Over-all, Sta. Clara Shipping is one good success story that is nice to tell and I wish them more successes in the future.

 

Philippine Ferries That Are Celebrating Their Golden Anniversaries In 2017

There are a few ferries in the Philippines which will be having their golden anniversaries this year because they have already reached 50 years of existence and sailing. That means these were built exactly in the year 1967 and all of these ferries are testaments to their design and engineering. It is also a testament to the Philippine side from the owners to the engineers for their loyalty and belief in their ships.

Not all of these ships are in the pink of health now, of course. In humans they might be the equivalent of our centenarians. But unlike our centenarians these are not exactly laid-up vessels and if not sailing they are being held in reserve. Some of these have hiccups at times but those episodes are not something that cannot be repaired. And unlike planes where there is always an emergency when an engine conks out, in ships even though it loses main engine power they simply become the equivalent of unpowered barges and barges sail day in and day out in all waters of the world.

Here then are our “golden” ferries this year:

Maybe we should start with the Maria Gloria of Montenegro Shipping Lines Inc. (MSLI). This is a notable ship because she was the first steel-hulled ferry of Montenegro Lines. She came to our country in 1994 when she was already 27 years old and she has been a good ship from the time she arrived and is still a very reliable ship until now. It looks like Montenegro Lines is taking care of her very well.

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Maria Gloria by Raymond Lapus

The Maria Gloria is a short-distance ferry-RORO and for a long time served the Mindoro routes although at times she can also be found in the route to Siquijor. She was built as the Tenyo Maru for the Shimabara Tetsudo by Kanda Shipbuilding in Kure, Japan. She measures 42.9 meters by 11.0 meters and she has a passenger capacity of 413 persons. She is powered by twin Daihatsu engines with a total of 1,400 horsepower which is still good enough for some 10 knots today.

Another 50-year old ship in the fleet of Montenegro Lines is the ferry Maria Isabel which holds for the company their Iloilo-Cuyo-Puerto Princesa route across the wide Sulu Sea. Now if she is not a reliable ship Montenegro Lines won’t assign her to that route especially since swells can be powerful in her route when the monsoons are acting up.

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Maria Isabel by Carl Jakosalem

The Maria Isabel was originally the Shirakawa Maru in Japan and she was built by Taguma Zosen in Innoshima, Japan. Her external dimensions are 49.0 meters by 13.2 meters and she has a passenger capacity of 427 persons. A two-deck overnight ferry, her Gross Tonnage is rather high for her Length at 836 (this figure has no unit). She is powered by twin Hanshin engines of 1,700 horsepower and her design speed is high at 14.5 knots and maybe this was the reason she was assigned the long Sulu Sea route.

The Maria Isabel arrived in the country in 1997 when she was already 30 years old. Now who said imported surplus ferries should be no more than 20 years old? I say it depends on the condition of the ship. Maria Isabel has two sister ships in the Philippines and both are in the fleet also of Montenegro Lines. These are the Maria Erlinda and Maria Rebecca.

Another “golden” ship in the Philippines is one that has a complicated history and is a survivor. She first arrived in the country in 1982 as the first RORO ferry of Viva Shipping Lines which were formerly operators of motor boats like Montenegro Lines. The ship was 15 years old then, a relatively young age and she was named as the Viva Santo Nino.

The Viva Santo Nino was formerly the Bisan Maru of Sanyo Kisen of Japan. She was built by Kanda Shipbuilding in Kure, Japan and she measures 50.0 meters by 11.8 meters. Originally 665 GRT in Japan but here her GT was deflated. I am not sure of her original engines but later it were two Yanmar engines totaling 1,800 horsepower which was good for 13 knots.

The Viva Santo Nino sailed well for Viva Shipping Lines whose ships were rusty and lacked cleanliness but they don’t sink or conk out because tale says the Captain is under the pain of death if his ship sinks. But when the company stopped operations because of the tightness of competition in the Verde Island Passage and of some family troubles this ship was one of those which was laid up.

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Streamer of Joy-Ruby by Masahiro Homma

In 2003, the ship was sold to Silverio Atienza who was an operator of motor boats called batel in the area. With some modifications and repair, she became the Joy-Ruby, the first steel-hulled ferry of Silverio Atienza which later evolved into the Atienza Shipping Lines. However, once on a voyage to Puerto Princesa she developed a hull in the stern when she was already nearing the port. She continued sailing until she ended up sitting on her stern near the quay with her bow pointing to the sky.

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The Joy-Ruby was subsequently salvaged and sold to Asian Marine Transport Corporation (AMTC) in 2008 where she became the Super Shuttle Ferry 15. For many years she plied the various routes of the company in the Visayas and mainly Ormoc but at times she also experienced some minor problems. This might not really be due to age but to the weakness of her company in maintaining ships. However, her Captain admitted that her engines were not that robust anymore but this is something that could be remedied by re-engining.

Another ship that was also built in 1967 was the Island Express II of Island Shipping Corporation. This ship is a short-distance ferry-cruiser that runs the Bantayan island route although not recently when Island Shipping was already able to build enough passenger-cargo LCTs and the cruisers of the company were already on the way out as cruisers can no longer compete against ROROs except in Zamboanga.

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Island Express II by Masahiro Homma

The Island Express II was built as the Yuzuru by the Sanriku Shipbuilding & Iron Works in Shiogama, Japan. The ship’s external dimensions are 28.5 meters by 7.0 meters and she is equipped by a single Daihatsu engine of 300 horsepower which means she is a slow craft. This ship came to the Philippines in 1994 when she was already 27 years old. The Island Express II has a passenger capacity of 354 persons all in benches.

Another cruiser ship that was built in 1967 but is an overnight ferry is the Gloria Two of Gabisan Shipping which has fishing vessel origin and was just converted in Leyte. This ferry measures 46.3 meters by 7.7 meters and is now equipped by a single Isuzu Marine engine of 960 horsepower which gives her a cruising speed of 11.5 knots.

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The Gloria Two is a very reliable ship although she suffers now in competition versus RORO ships. She has a passenger capacity of 386 and she has no other route except the route to Hilongos, Leyte. This ferry is declared to have a Gross Tonnage of 246 with a passenger capacity of 386 person in bunks.

There is another highly-recognizable ship that is well-known in Cebu which is the Lapu-lapu Ferry 1 of Lapu-lapu Shipping. This ship was built by Okayama Shipyard in Hinase, Japan in 1967 and she came to Sweet Lines of the Philippines in 1978. In Sweet Lines she was known as the second Sweet Time doing the Cebu-Tagbilaran-Cagayan de Oro and Cebu-Tagbilaran-Larena-Plaridel routes. Her IMO Number is 7315753.

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Sweet Time by Edison Sy

When Sweet Lines collapsed in 1994, she was laid up for a while until she became the Carmelita. Then she came to Lapu-lapu Shipping which renovated her extensively in 2002 in Villono shipyard until she no longer looked like the old Sweet Time, the reason why people can’t connect her to her origin. But IMO Numbers don’t lie and she was traced.

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Lapu-lapu Ferry 1 by Mike Baylon

As Lapu-lapu Ferry 1 her dimensions are 52.2 meters by 8.0 meters by 4.1 meters and she is an overnight ferry-cruiser. Her passenger capacity is 509 and her primary route is Cebu to Cataingan, Masbate. She still has her original Hanshin engine with 1,100 horsepower which is now just good for 8 to 9 knots. To keep up with competition, the ship has an air-conditioned Tourist section.

Another ship built in 1967 is an LCT of E.B. Aznar Shipping of
Danao, the LCT Melrivic 1 which at one time was rumored to be gone but actually was  just hiding in Republic Drydock in Danao City and being re-engined prior to re-fielding. A PSSS (Philippine Ship Spotters Society) tour group found her being refitted in that shipyard. This passenger-cargo LCT is a local-build in Manila.

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LCT Melrivic 1 by John Carlos Cabanillas

This vessel’s measurements are 37.4 meters by 8.0 meters which means she is a small LCT and her Gross Tonnage is 321. Originally powered by a single Yanmar Marine engine of 430 horsepower, she is now powered by a Weichai engine of 460 horsepower and her speed increased from 9.5 knots to 11 knots while being more fuel-efficient.

The next ship which is 50 years old now is a respected ship in Bicol but she was not originally a Bicol ferry. In Japan she was known as the Nangokutosa Maru of the Utaka Kokudo Ferry and she was built by Hashihama Zosen in Imabari, Japan. The ship measures 64.0 meters by 11.3 meters with an original Gross Register Tonnage of 904 tons and equipped with twin Daihatsu engines with a total of 2,200 horsepower.

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Princess of Mayon (parsed from a PPA photo)

In 1990, this ship came to United Towage & Salvage of the Philippines when she was already 23 years old. In this company she was known as Horizon but United Towage & Salvage was actually not into passenger shipping. The ship underwent modifications and she was sold to Bicolandia Shipping Lines where she became known as the Princess of Mayon. For a very long time as in two decades, she was the biggest ferry in Bicol and she was always in the strongest route there, the Matnog to Samar route.

When Bicolandia Shipping Lines was sold lock, stock and barrel to Penafrancia Shipping Lines in 2006, the Princess of Mayon became part of the deal and in the new company she was known as the Don Benito Ambrosio II. She had periods of unreliability soon after. The company’s solution was to build one reliable Daihatsu engine from her two Daihatsu engines and a Yanmar engine was mounted as the second engine.

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Now Don Benito Ambrosio II is running well again and she is still in the same route again. The PSSS (Philippine Ship Spotters Society) touring group was able to ride her free last December, “Bridge Class” and know what? Her bridge is air-conditioned! Now, tell me, how many short-distance ferries locally can claim that kind of accoutrement?

The last two vessels that were built in 1967 are both local-builds. Both are small because they were ferries of their companies when they was still young. These two are obsolete now being slow, small cruisers and most of the time they no longer sail. The two are the Ever Transport of Ever Lines and the Magnolia of Magnolia Shipping Corporation, both of Zamboanga City.

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The Ever Transport was built in Cebu and just measures 19.2 meters by 5.1 meters with a Gross Tonnage of just 68 and a passenger capacity of just 87 persons. Her engine is an Isuzu diesel of just 135 horsepower but she can reach 7.5 knots when she was still new. I thought then she was already gone and then I saw her being refitted in Varadero de Cawit in Zamboanga City and they said she will sail again.

Meanwhile, the Magnolia was built by Rato Brothers in Pagadian, Zamboanga del Sur. Her external dimensions are 26.6 meters by 5.4 meters with a Gross Tonnage of 81 and a passenger capacity of 122 persons. The upper half of her hull is wood and the lower half is steel. The Magnolia is powered by a single Caterpillar engine of 120 horsepower. The last time I saw her was she was laid up in Varadero de Recodo in Zamboanga City.

Both the Ever Transport and Magnolia are clearly obsolete now. In passenger capacity they are not even higher than the big passenger-cargo motor bancas which have the same horsepower as them or even more. However, the two can carry more cargo especially since they have high prows and freeboards so they can deal with the sometimes big swells of the seas near Zamboanga.

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Magnolia by Mike Baylon

So that’s it, folks. A total of eight ferries that will be celebrating their 50 years now. Some are already obsolete especially the cruisers because as they say times and modalities change but they are still alive. Do I hear the tune of the BeeGees, “Stayin’ Alive”?

Not all the ferries mentioned have IMO Numbers and some were not traced initially but the cooperation with Angelo Blasutta of the former Grosstonnage.com bore fruit and so the Don Benito Ambrosio II and Lapu-lapu Ferry 1’s origins were traced and both were actually clear surprises.

I always joke that ferries 50 years old should give a discount of 50%, a celebration for being still alive. Oh, it can be not the whole year. Maybe on the month that they were built, at least. And the crew might even be surprised because I found out over the years that many crewmen cannot trace the history of their vessels because they were not trained to look for the IMO Number.

On a future article I will deal with our our ferries built in 1967 that are no longer around and what has happened to them so the people including the haters of old ships will be more educated.