The Sweet RORO

Many, when talking about the Sweet RORO of Sweet Lines Incorporated which is pf Bohol origin talk about her technicals and that is not wrong as there is nothing incorrect in admiring the technical merits of a ship especially that of a luxury liner. But to me I also tend to look at the historical position of things and how they interacted as I am also keen on the historical perspective of the ferries when they came and also their roles. After all, ferries make the shipping companies, at least in the early decades of our shipping history. And, it is in the great liners in which shipping companies are identified by the public.

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The Sweet RORO in original livery. Photo by Lindsay Bridge.

The Sweet RORO came to Sweet Lines when from the peak of the company a great slide was already happening them. This came from a probable mistake when in the late 1970’s the company decided they would henceforth just buy small liners. It was a great reversal from the previous mantra of the company that they will bring great liners, the prime examples of which were the highly regarded Sweet Faith and Sweet Home which were former luxury liners even in Europe. Also included in that was the Sweet Grace which was acquired brand-new from West Germany.

That bad decision came when the top liners of the company, the aforementioned Sweet Faith and the Sweet Home were already graying and if analyzed technically were already threatening to quit in a few years time (and they subsequently did). Coupled with that that the former cargo-passenger ship from Europe, the Sweet Bliss, the Sweet Life/Sweet Dream, the Sweet Lord/Sweet Land and the Sweet Love which buoyed the company early on and helped in their rise were also growing old as they were also built in the 1950’s like the Sweet Faith and the Sweet Home and ferries then were not known to exceed 30 years of life as the metallurgy and technology were still not the same as today when ferries normally exceed 40 years of service life here. Spare and surplus parts are easy to find today and CNC milling of parts are already common whereas that was not the case of 40 years ago. When that decision to just acquire small ferries was made the six liners of Sweet Lines from Europe were already approaching 30 years old save for the Sweet Home (but then this luxury liner, the biggest of her time was actually the first to go because of mechanical problems).

The year 1980 came and one of the biggest crisis in local liner shipping came. This happened when a lot of liners were suddenly laid up because the container ships came into full force all at once and suddenly the old passenger-cargo liners no longer had enough cargo to carry and it was actually cargo which is decisive in the profitability of a passenger-cargo ship. Before the arrival of the container ships of Aboitiz Shipping Corporation, William Lines, Sulpicio Lines, Lorenzo Shipping Corporation, Central Shipping Corporation (the cargo shipping company of Sweet Lines), Sea Transport Company, Negros Navigation Company and Solid Shipping Lines, it was practically just the passenger-cargo liners which were carrying the cargo in liner routes.

Sweet Home was gone in 1979, sold, and Sweet Faith was also gone the next year in 1980, first laid up then sold to the breakers. The new decade came and Sweet Lines had no ship good enough for the premier Manila-Cebu route which they used to dominate albeit with just a small pull only early in the 1970’s but largely gone as the decade was winding down. What they had left to serve as flagship was the cruiser liner Sweet Grace which was ordered brand-new from West Germany in 1968 but which does not have the speed and the size of the now-dominant fast cruiser liners of that era already.

While Sweet Lines was saddled with such problem William Lines rolled out the half-cruiser, half-RORO Dona Virginia in December 1979 which was the biggest liner in the country when she was fielded and with a speed of 20 knots too like the liner she was replacing, the storied Cebu City which came brand-new just in 1972. Then Sulpicio Lines rolled out the Philippine Princess in 1981 and this liner was nearly as big as the Dona Virginia but not as fast. Sweet Grace was far smaller than the two unlike the flagship Filipinas of Compania Maritima which was nearly as big as Dona Virginia and Philippine Princess although not as fast as the two. Sweet Grace was also much slower than the three, she cannot even be considered as a fast cruiser liner and so for the first time since Sweet Lines raised the bar in the Manila-Cebu premier route in 1970 with the Sweet Faith, this time it found itself as the laggard and outmatched. And that was where the decision to just buy small liners bit Sweet Lines hard.

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Photo from a research of Gorio Belen in the National Library

Having money from the proceeds of the disposals of Sweet Home and Sweet Faith, Sweet Lines was obliged to look for their replacement and it is forced that it should be a good and a big one. They did not disappoint when the former Ferry Ruby of the Diamond Ferry which plies the Osaka to Oichi route came to them in 1982 (but the seller was a third by the name of Dimerco Line SA of Panama and more on that later). The ship was nearly as big as her main competitors at 117.5 meters length and 4,700 gross register tons and at 18 knots design speed she was not giving away much to her direct competition, the flagships of the other liner companies although she was still the slowest at full trot among the flagships. And so what Sweet Lines emphasized was her being a RORO liner and its swiftness in cargo loading and unloading. However, the claim of Sweet Lines that she was the first RORO liner in the country is incorrect as the Sta. Maria of Negros Navigation Company came earlier in 1980. She, however, was the first big RORO liner in the country if the Dona Virginia is excluded.

When analyzed technically, the Sweet RORO is a leapfrog in technology compared to her main competitors which were mainly cruiser liners, the old paradigm. She was already a full-pledged ROPAX (RORO-Passenger) ship unlike the Dona Virginia whereas the Philippine Princess and the Filipinas of Compania Maritima were still cruiser ships . Now these four are all flagships and only four shipping companies were competing seriously in the prime Manila-Cebu route as the others like Aboitiz Shipping Corporation and Escano Lines were no longer in serious contention in that route and the others have practically withdrawn from contention there like Lorenzo Shipping Corporation and Carlos A. Gothong Lines Incorporated (but this company later made a comeback in that route). By the way, Negros Navigation Company is not being mentioned here as she was not doing the Manila-Cebu route then.

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Credits to Philippine Daily Express and Gorio Belen

But Sweet RORO might have been too much ahead of her time. Loading vehicles was not yet the wont then in her route (and neither now except for brand-new cars headed for car dealers down south). Container vans were mainly carried by the container ships and at that time there were still a lot of XEUs, the 10-foot container vans which can be handled by forklifts or loaded atop the cruisers at their bow and/or stern. Using chassis for container vans was not yet the standard then and so the full advantage of being a RORO or Roll-on, Roll-off ship was not fully realized when a lot of cargo was still palletized or are still carried loose (however, Sweet RORO had advantage over the others in carrying vehicles and heavy equipment down South). It would be nearly a decade later when the TEUs, the 20-foot container vans will be the new standard in cargo loading and by that time the Sweet RORO was already gone.

The Sweet RORO, the former Ferry Ruby was built by Onomichi Dockyard (Onomichi Zosen) in Onomichi, Japan in 1970 (but Sweet Lines says she was built in another yard) as one of the fast overnight ferries of Japan that bypasses their clogged highways then. She was average in size then (but this is not to disparage her) at 117.5 meters in Length Over-all, 107.0 meters in Length Between Perpendiculars, 20.6 meters in Breadth and 4,619 tons in Gross Register Tonnage. She was 1,943 tons in Net Register Tonnage and 1,477 tons in Deadweight Tonnage. This RORO liner was powered by 4 Kawasaki-MAN V8V 22/30ATL diesel engines with a combined 8,080hp which gave her a top speed of 18 knots which was also average for her size during her time. At that power she would have been more economical in fuel than the other flagships.

The stem of the ship was raked and she had transom stern. She was equipped with ramps bow and aft as access to the car deck. The ship has three decks for the passengers, the uppermost one a local addition (and that deck contained a lobby/relaxation room, the First Class bar and disco plus a game room) and abaft of the funnels is a wide open-air promenade area/sun deck. Aside from First Class and Second Class, a part of her Third Class (now known as “Economy”) is also airconditioned. This is because as-built the ship was fully air-conditioned. Her original passenger capacity as refitted was 1,692, one of the highest then among passenger ships in the country. It was broken down into 148 in 1st Class, 144 in 2nd Class, 400 in air-conditioned 3rd Class and 1,000 in non-airconditioned 3rd Class. The 3rd Class occupied the lowermost passenger deck while the First Class and Second Class accommodations and lobbies were on the deck above that and so it is the middle deck.

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Photo from a research of Gorio Belen in the National Library

Like the Sweet Faith before her, the Sweet RORO plied the premier Manila-Cebu route twice a week with a 22-hour sailing time which means a cruising speed of 18 knots for the 393-nautical mile route which is actually her design speed. It seems the policy of Sweet Lines is sail the ship at design speed because that is what they also did with the Sweet Faith. However, running a ship at 100% usually entails a ship’s not living very long. In 1988, Sweet RORO already had trouble with her engines specifically with her crankshaft as one report said and from that time on she already had difficulty sailing and if she did it is at reduced speed. The next year she was already laid up when she was less than 20 years of age. In 1990, she was sent to India for breaking up, a very short career when her two sister ships was still sailing in Greece up to the new millennium.

In 1987, Sweet RORO had a change of ownership but she was still sailing for Sweet Lines even then. She again became a Panamanian ship with the Dimerco Line SA which was the seller of her to Sweet Lines and to me that indicates a possibility that she was not fully paid for by Sweet Lines and so the seller re-acquired her. This was also about the same time that the Eduardo Lopingco group entered Sweet Lines and took over the management. With the entry of Lopingco additional ships came to the fleet but it turned out those were just chartered from the Hayashi Marine Company of Japan . Later, court cases arose after the company was not able to pay the charter to Hayashi Marine because court records show money was diverted by Lopingco to other ventures.

I wonder but I know financial troubles and mismanagement are ship killers especially when the needed maintenance of the ship are no longer made. And running ships at 100% power is parts-hungry and can result in damages to the engine in the long term especially when maintenance is not up to date. A report said that re-engining her was suggested to the company but nothing came out of it. This was already the time that the company was already headed on the way down after it seems that the founding Lim family has already lost control of the company if court filings are to be believed.

Whatever, the Sweet RORO was a big success in the Manila-Cebu route as actually Sweet Lines was a favorite of many especially the Bol-anons that until today many still remember her fondly (people are more attached then to their great liners unlike today that is why there were ship legends then including the Sweet RORO while now there is no such sentimentality anymore). However, it puzzles me why didn’t they extend the route to Tagbilaran given it was their origins and the ship had a long lay-over anyway in Cebu (was Tagbilaran port too shallow for her then?).

She was a fine ship ahead of her time. However, the sad part is she did not last long.

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An Unheralded and Unknown Liner

William Lines, one the greatest of Philippine shipping companies rose to probably become the country’s Number 1 entering the 1980’s. That rise to paramount position was fueled by their race with Sulpicio Lines to acquire fast cruiser liners from the Misamis Occidental to Cebu City, Tacloban City, Manila City, Cagayan de Oro City and Ozamis City. When they acquired the last-mentioned ship in 1978, they might have been in parity already with the erstwhile Number 1 which was Compania Maritima. But when they acquired the half-RORO, half-cruiser Dona Virginia in 1979 and they joined the race with Aboitiz Shipping and Sulpicio Lines to acquire container ships starting in 1979 with the ROLO Cargo ship Wilcon 1, few will dispute that they were already Number 1 in our seas. That rise was aided by the non-purchase anymore of further ships by Compania Maritima (and the consecutive losses of ships of the company due to maritime accidents) and the split of the old Carlos A. Gothong & Company in 1972 which produced three separate shipping companies — Sulpicio Lines Incorporated, Lorenzo Shipping Corporation and Carlos A. Gothong Lines, Incorporated (CAGLI).

However, while William Lines was mainly Number 1 in the next decade, the company seemed to overly rely on the fast cruiser lines (of which they had the most among the local shipping companies) and were relatively late in the acquisition of RORO liners. After the half-RORO, half-cruiser Dona Virginia, their first acquisition of a full-pledged RORO liner happened in 1987 already when they bought the Masbate I. By the time they acquired that, their main rival Sulpicio Lines has already purchased 4 ROROs and Carlos A. Gothong Lines even more. Sweet Lines had already procured 3 ROROs and and will add two more in 1987 and Negros Navigation has already bought 2. Among the still existent major liner companies, it was only Aboitiz Shipping and Escano Lines which had a zero total liners until 1987. So when Sulpicio Lines acquired 3 big ROROs in 1988, the Filipina Princess, Cotabato Princess and Nasipit Princess, William Lines lost their Number 1 position in the totem pole of local shipping and again few would dispute that.

William Lines might have seen the handwriting on the wall that the cruiser liners were heading to obsolescence but what I don’t understand was their continued reliance on Arimura Sangyo, the later A” Lines on second-hand liners. To get their RORO liners, Sulpicio Lines did not rely anymore on their old supplier, the RKK Lines and instead diversified their sourcing. In fact, none of the three liners they purchased in 1988 came from RKK Lines and that itself is telling like they really want ROROs fast.

William Lines tried to pursue Sulpicio Lines in the acquisition battle of RORO liners by purchasing their second full-pledged RORO liner in 1989. Just the same their supplier was still A” Lines and what they got was the Ferry Amami (actually many of their further purchases of liners will still come from this company like the Sugbu which was the latter Mabuhay 3, the Maynilad, Mabuhay 2, Mabuhay 6 and what was supposed to be the Mabuhay 7 which turned out to be the SuperFerry 11 and later Our Lady of Banneux). It seems it was the over-reliance of William Lines on A” Lines that doomed her into sliding into the Number 2 position among the local shipping companies and so Sulpicio Lines did well in diversifying their source.

from Wilben Santos

Photo by Wilben Santos thru PSSS

The Ferry Amami turned out into the ferry Zamboanga City, a ROPAX liner. This ferry was not known by many because she was not a ship with a route to Cebu and instead served her namesake city at first, obviously, and Cebuanos, the most literate among Pinoys about ships normally don’t go to Zamboanga City. This ferry, like many of the ferries of A” Line in the 1970’s had the design of having a stern ramp but having booms in the bow of the ship which is being hybrid also in some way. Most ROROs that came in this country does not have this design. It might have not been so fit here because the other ferries from A” Lines of William Lines had this boom subsequently removed like in Sugbu, Maynilad, Mabuhay 2, Mabuhay 6 and SuperFerry 11 (the later Our Lady of Banneux). When this boom is being operated, the ship also rocks in cargo loading like in cruiser ships and of course the stern ramp will also move and I think that was the contradiction of this kind of design.

The Zamboanga City is not a big RORO liner but it is comparable to most of the RORO liners that came to the Philippines in the period between 1987 and 1992 which were near 100 meters in length up to a little over 120 meters in length. Among that came in this period were the Our Lady of Fatima, Our Lady of Lourdes, Our Lady of Sacred Heart, Sto. Nino de Cebu (the later Our Lady of Medjugorje) of Carlos A. Gothong Lines, the Masbate I, the Tacloban Princess and Manila Princess of Sulpicio Lines, the Sta. Ana and Princess of Negros of Negros Navigation. To this the Our Lady of the Rule of Carlos A. Gothong Lines can be added but she was not used in a Manila route. The notable exceptions were the 3 big liners that came to Sulpicio Lines in 1988 and the Sugbu, Maynilad, Mabuhay 1, Mabuhay 2 of William Lines and the SuperFerry 1 and SuperFerry 2 of Aboitiz Shipping. However, these small RORO liners of 1987-1992 had passenger capacity from over 1,200 to just over 2,000 and the Zamboanga City itself has a passenger capacity of 1,875. It was the period when the country’s economy was recovering, there was a shortage of liners and ferries in general because of lack of acquisitions in the previous years because of the economic crisis and former surplus World War II ships were already being retired. That was the reason why shipping companies tended to push to the limit the passenger capacities of their ships. And it can get full in the peak season and passengers have to be turned away (I have seen this personally many times).

The Zamboanga City was built by Niigata Shipbuilding & Repair in 1975 in Niigata, Japan as the Emerald Amami of and she had the IMO Number 7435527. The ship’s external dimensions were 117.1 meters in length over-all (LOA), a length between perpendicular (LPP) of 105.0 meters and a beam of 19.0 meters and gross cubic measurements was 4,188 in gross register tonnage (GRT). The ferry originally had two and a half passenger decks and its route was to Amami Oshima in Japan. Emerald Amami had a quarter stern ramp leading to its car deck. The ship already has a bulbous stem which was still a novel design in 1975 and that feature aids the speed of the ship. The big cargo boom dominates the front of the ship.

Emerald Amami was equipped with twin Niigata engines with a total horsepower of 16,800 which were the same engines powering the bigger Akatsuki of A” Line also (the Akatsuki became the Maynilad of the same company). With that powerplant, the Emerald Amami had an original sustained top speed of 20 knots (and the Akatsuki 18 knots because it is bigger). It was an unfortunate choice of engines as the Maynilad was only able to generate 15 knots here (because a lot of metal was added) and the Zamboanga City 17 knots (and William Lines suffered in the process). And because of the two, my respect for Niigata engines went down because the other ships of the size of Emerald Amami here can produce the same speed with just about 10,000 horsepower (like the SuperFerry 3, San Paolo and Princess of Negros). And ships of the size of Akatsuki with that engine horsepower can do much better speeds (like the SuperFerry 2 and SuperFerry 5).

In 1987 Emerald Amami was renamed to Ferry Amami. In 1988, when the new Ferry Amami arrived she was put up for sale and in the next year she came to the Philippines for William Lines which then refitted her for Philippine conditions and that means adding decks to increase passenger capacity and to provide for open-air Economy accommodations (the added decks in her were what became the Economy sections). With that the gross tonnage of the ship increased to 5,747 with a net tonnage of 1,176 which is an understated figure (was this the net register tonnage in Japan?). It does not even meet the International Maritime Organization (IMO) requirement that the net tonnage should be at least one-third of the gross tonnage. The deadweight tonnage of the ship meanwhile remained at 2,082. The Call Sign of Zamboanga Ferry was DUZI. This Zamboanga City was the third ship to carry that name in the fleet of William Lines (and at other times she was only referred to as Zamboanga).

Zamboanga City became the replacement ship for the burned Manila City of William Lines in 1991 and thus held the Manila-Zamboanga-Davao route. She was also tried in the Manila-Iloilo-Zamboanga-Cotabato route later to challenge the Cotabato Princess there when Sulpicio Lines transferred the Filipina Princess to the Davao route and the Maynilad was used by William Lines in that route in 1992. When the Mabuhay liner series started arriving for William Lines, the Zamboanga City was shunted to the Manila-Puerto Princesa route without passing Coron and that was her route until William Lines coalesced with Gothong Lines and Aboitiz Shipping at the end of 1995 to form the super-company WG&A.

In WG&A among the ROROs it was Zamboanga City which was subjected to ignominy. She was assigned the route Manila-Zamboanga-General Santos City early in 1996, a route where her relative lack of speed will show. At this time she was only capable of 16 knots when Maynilad was just capable of 14 knots. Her competitor there was the Princess of the Pacific of Sulpicio Lines which can do 18 knots. In mid-1996 she was assigned the Manila-Dipolog (actually Dapitan)-Ozamis route that was held before by another slowpoke, the 16-knot Our Lady of Good Voyage, the former Ferry Kikai of A” Line which first became the Mabuhay 6 (I noticed a lot of former A” Line ships that came to William Lines this period was afflicted with slow speed).

In 1997 Zamboanga City disappeared from the schedules and she was offered for sale together with the Maynilad. The two were the only RORO liners offered for sale by WG&A. The Maynilad I can understand the reason because there is really no liner that just runs at 14 knots and passengers to Zamboanga when she was still with William Lines complained of the too long transit time even though she does not dock at Iloilo port. But at 16 knots the Zamboanga City was just in the league of SuperFerry 3, the Our Lady of Sacred Heart and just marginally below the Our Lady of Medjugorje. When WG&A started pairing of ships on routes, the three were often paired. All were mechanically reliable just like Zamboanga City but Zamboanga City was always left out. What was her jinx, the cargo boom at the front? Ferry Kikai also had that also but was removed and a deck ahead of the bridge, a Tourist accommodation was created. If that was the problem that could have been done also for Zamboanga City. Or was the 16,800 horsepower engine the real killer that was why she was disliked by WG&A Jebsens that manages the fleet? At least Our Lady of Good Voyage only has 7,600hp engines, the Our Lady of Sacred Heart had 8,000hp engine, the Our Lady of Medjugorje had 9,000hp engines and SuperFerry 3 just had 9,300hp engines. And their speeds were the same. Do the math.

I was wondering then why the cruiser Our Lady of Naju which has the length of 111.4 meters was retained. Its cargo capacity was measly but her route of Dumaguit and Roxas City had minimal cargo anyway and so maybe her 10,000hp engines is what made her acceptable and she was even marginally faster than Zamboanga City. But why the Our Lady of Lipa with 18,800hp engines on 124.2 meters length survived? Well she at least had the speed and she could be used for the speed wars in Cebu-Cagayan de Oro route if needed. Maybe it was really the big engines with no speed that was the albatross on the neck of Zamboanga City. Now maybe if only Dumaguit and Roxas had more cargo then she might have survived instead of the Our Lady of Naju.

Mind you the accommodations of Zamboanga City are decent and comparable to liners of her period and I can say that because I have ridden her when she was substituted to the Iligan route. I don’t know maybe that was just her role then in WG&A before she was sold – to be a reserve ship. Maybe her size and engine size was really not fit for the Visayas-Mindanao route. Or maybe WG&A prefered the Maynilad there (also known as Our Lady of Akita 2 after one passenger deck was removed). This ferry had better accommodations and bigger cargo capacity and 14 knots can be hidden in a Cebu to northern Mindanao route). Otherwise, she would have taken the slot of the 104.6-meter Our Lady of Manaoag, the former Masbate I. But then that ship only had small engines with 7,600 horsepower.

An unwanted ship, in 2000 the Zamboanga City was finally sold to China breakers. Too unknown, too unheralded that few remember her.

The Third Princess of Negros

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The first Princess of Negros (Photo credits: the “Commonwealth” and Gorio Belen

Many people when talking of the Princess of Negros which arrived in 1992 think she was the second Princess of Negros after the Princess of Negros which which arrived from Hongkong brand-new in 1962 and which did the Bacolod-Iloilo route. However, there was a prewar Princess of Negros which also arrived brand-new from Hongkong in 1933 which also did the Bacolod-Iloilo route and she was actually the first Princess of Negros and making the Princess of Negros that arrived in 1992 as the third Princess of Negros. Many do not remember now the first Princess of Negros because she was captured by the Japanese military in 1942 during the Pacific War, pressed into their service and was bombed and sank by US warplanes in 1944.

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The second Princess of Negros (from the research of Gorio Belen in the National Library)

The third Princess of Negros was much bigger than the first two Princess of Negros ships as she was a RORO liner whereas the first two were short-distance cruisers. When the third Princess of Negros arrived, she became the flagship of Negros Navigation Inc. Her routes then were only to Bacolod and Iloilo from Manila as Negros Navigation then still basically served Western Visayas ports plus the port of Cagayan de Oro.

When the third Princess of Negros arrived in 1992 she joined her sister ship in the Negros Navigation fleet which was the Sta. Florentina which arrived for Negros Navigation much earlier in 1983. The Sta. Florentina was the Okudogo in Japan while the third Princess of Negros was the Okudogo No. 2. Their Japan owners was the Kurushima Dock. No, the sister ships were not built in Shin Kurushima Dockyard. Before, a shipyard in Japan can also operate ferries as a prop to the shipping industry.

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From the research of Gorio Belen in the National Library

The sister ships were actually built by Shin Kochi Jyuko Company in Kochi, Japan. Okudogo No. 2, the latter Princess of Negros was completed in July of 1973 and given the ID IMO 7323310. She was a RORO ferry with the dimensions 118.9 meters by 20.6 meters with a gross register tonnage (GRT) of 4,700 as built. Her load capacity was 1,664 in deadweight tons (DWT). This RORO had bow and stern ramps as access and the visor bow ramps continued to be operational here when most RORO liners had those welded shut.

The ship had a raked stem and a transom stern. She had two masts, a single center funnel and later full scantling unlike her sister ship Sta. Florentina. The time she was fielded was already the peak of ship passenger demand and big passenger capacities were needed. The ship had three full decks dedicated to the passenger accommodations (but not at the start) and her passenger capacity across six classes was 1,499 persons. Later, this even rose to 2,002 persons when full scantling were built on the ship.

M/S Princess of Negros Folio

Creation by Irvine Kinea

A significant portion of her accommodations was dedicated to ever-so-on-demand Economy section which occupied the sterns of the three passenger decks. The higher classes as well as the restaurants were on the forward sections of that. The bridge deck of the ship was exclusive for navigation and for the accommodation of the crew.

The third Princess of Negros had a single car deck that had about 400 lane-meters. She carried TEU and XEU container vans both mounted on chassis and not and also a few vehicles. Her actual declared capacity was 100 TEU. In the Philippines the third Princess of Negros had only 4,494 in gross tonnage (GT) and 1,291 in net tonnage (NT), a violation of the IMO rule that the net tonnage of a ship cannot be less than 1/3 of its gross tonnage. It is certainly an underestimation given she has full scantling. Her sister ship Sta. Florentina had 1,518 in net tonnage and it had no full scantling.

Princess of Negros

Photo Credit: Edison Sy

The design top speed of the Okudogo No. 2 was 18.5 knots and that comes from 4 Fuji 8M32CH4C engines that develops 10,400 horsepower which is the same powerplant of her sister ship. In the Philippines as the Princess of Negros she usually cruised at 17 knots which was good for a 20-hour transit time to Bacolod or Iloilo. In 1994 she was displaced as the flagship by the beautiful and sleek St. Francis of Assisi but she continued doing the Bacolod and Iloilo routes.

When Negros Navigation began its big expansion program starting in 1995 when Negros Navigation acquired six more bigger and faster liners in a span of just over two years, Princess of Negros no longer did the exclusive Bacolod and Iloilo routes. First, she was sent to the long Cagayan de Oro route in pair with the Sta. Ana. A little later, she was already doing the Roxas City route and in that time she was the best ship in that route.

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Photo credit: Ray Smith

With the entry of the new millennium, the over-expansion of Negros Navigation bit hard and the company was hit by illiquidity and shipyards and suppliers filed suits of garnishment. After that, the ships of Negros Navigation were barely sailing. They did not sink completely, however, as a white knight in the person of Manny V. Pangilinan appeared. However, in the restructuring, routes were cut and many of the RORO liners of Negros Navigation were offered for sale.

During that time there was already a crisis in the liner sector as the passengers had already began drifting to the intermodal buses and budget airlines. Panay island liners were hit hard when the Roxas, Oriental Mindoro to Caticlan, Malay, Aklan route opened in late 2003. Very soon, intermodal trucks and buses began rolling to Panay island and immediately most hit were the ports and ships going to northern and western Panay island ports.

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Photo credit: Ray Smith

The third Princess of Negros was laid up in Manila and for about two years she was appearing in ship-for-sale sites. There were no takers, however, and on 2007 she sailed to Bangladesh when she was bought by Chittagong breakers. She was eventually broken up on April 6, 2007 when she was still a good and reliable ship.

She served just a little over a decade in the Philippines.