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.

MV Maria Gloria (Ang barko na paborito ko!)

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.

8518402772_f87ba471e0_z

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.

3723482950_fc61c388d5_o

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.

5764897126_0c73ca1e73_b

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.

3649598263_9246bbf090_o

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.

8563531617_4a901a1858_k

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.

Sweet Time

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.

23558034950_701a9b42c4_z

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.

10959653994_41b602d5f9_k

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.

4644972151_94f4f57627_b

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.

33156335581_7eefa590cd_k

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.

8176937651_dc62cc28b9_h

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.

6449489737_8b5fd169a9_b

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.

Advertisements

The Samar Star

In 2011, members of the Philippine Ship Spotters Society (PSSS) doing ship spotting by the Cansaga Bay bridge were excited because it seemed the lengthy drydock of Samar Star in Star Marine Shipyard by the that bay was already finished. She was already repainted and from afar it looked like the passenger accommodations were also spiffed up. The members of PSSS were all wishing that Maypalad Shipping Corporation can still get back to sailing. That shipping society is on the sentimental side like most Pinoys and it wishes that the ships they know will sail on forever, if that wer only possible. The members were sad that the Maypalad Shipping fleet including its cargo ships was just anchored and tied up in Mactan Channel since 2009. Samar Star was the only one not tied up there and it seems she was the last one sailing among the fleet. However, another ship of theirs, the Cabalian Star was already a long time “resident” of Philippine Trigon Shipyard Corporation in San Fernando, Cebu.

Samar Star together with a trio of true sister ships of Maypalad Shipping, the Leyte Star, Cebu Star and Kalibo Star is a unique kind of ferry. Her hull and superstructure very much looks like a cargo ship but she is equipped with a quarter RORO ramp in the port side and she has a car deck. Even in Japan her classification was not as a cargo ship but as a RORO Ferry. It looks like her role there is that of a vehicle carrier with a limited, basic passenger accommodation and used as a short-distance RORO ferry. In the Philippines, to increase her passenger capacity, a passenger deck was built over her car deck.

With the lines and superstructure of a cargo ship, the Samar Star is not by any means a looker. Some will even say she is downright ugly. Most people, after all don’t find the design and lines of small general cargo ships to be beautiful and Samar Star very much resembles that type. However, this ship has a story and a history.

Samar Star was first known as the Samar Queen when she arrived in the Philippines in 1980. As a RORO ship, she was one of the earliest in the country although at first glance she might not look like one. Even me when I first saw this kind of ship of Maypalad Shipping thought she was just a converted cargo ship until I saw her classification in Miramar Ship Index as RORO Ferry.

She was the first RORO ship of the K&T Shipping Lines, as Maypalad Shipping Corporation was known then. The ships of K&T Shipping were named “Queens” then and so she was Samar Queen. Later, they were named as “Stars” but not all as their ferry Guiuan remained the Guiuan. Their cargo ships also carried the “Stars” name. K&T Shipping Lines changed their name to Maypalad Shipping Corporation when the ferry Kalibo Star, their flagship, capsized and sank early one afternoon in the heavy swells of Samar Sea near Biliran island on August 15, 1997 with the loss of many lives.

In Japan, Samar Star was known as the Asaka Maru of the shipping line Saito Kaiun KK. This ship was built by Wakamatsu Shipbuilding in Kitakyushu, Fukuoka Prefecture, Japan in 1968 and she carried the IMO Number 6817089. She measured 56.6 meters in length over-all (LOA) with 9.1 meters in extreme breadth (this is akin to the measurements of an “FS” ship). The ship has an original gross register tonnage (GRT) of 482 and deadweight tonnage (DWT) of 203. The Asaka Maru was powered by a single 1,300-horsepower Nippatsu (Fuji) engine which propelled her to a top speed of 11 knots.

In the Philippines, aside from the passenger deck constructed above the car deck a portion of the car deck was also converted for passenger use and fitted with bunks like the passenger deck above. This is so because her primary function in the Philippines was as passenger carrier and carrying vehicles was just a sometime load. The rear or aft portion of the car deck was being used more as a cargo deck for loose cargo. The authorized maximum passenger load of the ship is 280 persons. Whereas in Japan her gross tonnage was 482 that went down to 233 when scantling and a passenger deck was added to her. The MARINA “magic meter” seemed to be at work on her.

K&T Shipping/Maypalad Shipping operated a diverse set of routes from Cebu like routes to Tacloban, Naval (Biliran), Sogod, Liloan, Cabalian (all in Southern Leyte) and even San Jose which was then in Surigao del Norte. They also operated a Guiuan (Eastern Samar)-Tacloban route. I have not confirmed if they operated a Samar or Aklan route before but the names of their ships indicated that. None of their routes seemed to be particularly successful for a long time.

One reason perhaps for this is the type and quality of the ships they were using. Equipped with freighter engines and freighter engine ratings they were not speedy even when new. And so they suffered from the faster competition especially in the longer overnight routes when their ships can’t arrive before breakfast. Aside from that their passenger accommodations are more on the spartan side and cannot compare with or compete with contemporaries. Sometimes, it is also a disadvantage if a ship has no airconditioned accommodations. And early on they were just furnished with foldable cots or tejeras in the local languages.

Later on their routes were unfortunately torpedoed by paradigm changes. With the improvement of the land transport system, slowly the routes to Samar and Tacloban wilted when passengers learned how to use the western Leyte ports and the cheap, unticketed rides offered by the buses from Manila (this practice is extra income or kita-kita by the driver-conductors of the buses and unofficially allowed by the bus companies). The Tacloban route lost heavily to Ormoc port as the ship plus bus/van combination of the latter was cheaper and faster and arrives before breakfast.

The Sogod, Liloan and Cabalian routes also began losing to the ship plus bus/van combination emanating from Hilongos and Bato ports which was cheaper, arrives sooner and was reliable as it is connected to the shipping companies serving those ports. Sogod and Liloan voyages arrive late but the Cabalian route will really test one’s stomach. Again, the lack of engine power and speed of the Maypalad Shipping ships jeopardized them as their ships cannot speed up to compensate for the longer distances of their routes. A ship capable of doing only 11 knots when new in Japan can only be expected to sail at 9 knots here max and on longer routes that simply is not enough.

San Jose in Dinagat island as a destination was a dead duck too as the ship going there would already arrive in the afternoon and that is challenging for the passengers both in patience and in their sustenance. The Cokaliong ship will easily beat them even though the passengers have to transfer in Surigao because at least they can partake of breakfast outside the port gates. Meanwhile, all the Guiuan-Tacloban ships simply lost when the new direct highway from Basey, Samar to Guiuan was finally built and the buses, vans and trucks began rolling.

By the time these challenges of paradigm changes happened it seemed Maypalad Shipping was already weakened financially and they can no longer refleet. They also can’t bring their ships to ports serviced by competition as they were simply outgunned. At this time their ships were already a decade older than competition’s reckoned from the time they arrived here in the Philippines. So, one by one Maypalad Shipping stopped sailing from their routes as they were losing. It seems the last route they were holding was the Cebu-Liloan route and Samar Star was the holder of that route (there they were using the Liloan municipal port). When Maypalad Shipping drydocked the Samar Star they did not field a replacement ship anymore.

After being tied up for five years in Star Marine Shipyard, the fresh coat of paint of Samar Star in 2011 is now peeling off and rust is already beginning to grow in her hull. The tarpaulin covering of the passenger deck is now cracked and the state of her bridge and engine machinery is now questionable at best. As an untended ship built in 1968 she must now be in an advanced graying state. Meanwhile, her fleet mates in Mactan Channel are now disappearing one by one through breaking.

I wish Samar Star will live on but that might just be a wish that cannot be fulfilled.