The MV Jack Daniel

Two years ago, in 2015, when the Philippine Ship Spotters Society (PSSS) had a tour of Cansaga, the group espied a beautiful white ship with red funnels being refitted in Nagasaka Shipyard, the former Villono Shipyard in the Tayud row of shipyards in Cebu. We were able to gain entry to the shipyard which happened to be the most hospitable in that row then. Drawing nearer, we saw the name of her former company, the Olive Line of Japan and we learned she was destined for the Sta. Clara Shipping Company, the biggest shipping company of Bicol.

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We were impressed with the ship because she was modern-looking and sleek too. A quick check with maritime databases revealed she was the former MV Azuki Maru and the ship was built by Fujiwara Zosensho in 1990 and she carries the ID IMO 8848604.

A query in the shipyard said she will not be modified much and she will sail very soon. But we later learned one passenger deck was added to the ship which is very usual in the Philippines to increase passenger capacity. I actually half-expected that since I know Sta. Clara Shipping carries a lot of buses and in such cases the ship will need a high passenger capacity. Just loading six to eight buses which is normal in Bicol might already mean a total of 300 to 400 passengers in the peak seasons.

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I later learned from her Captain that she was taken out from Nagasaka Shipyard and her finishing works like painting were just done in Pantao port, a “port to nowhere” in the southern coast of Albay beyond the southern mountain range which is actually the official regional port of the Bicol Region but where no ships dock. It was done to save on costs as that will mean paying up just the normal docking fees.

The MV Jack Daniel is a medium-sized RORO ferry by Philippine standards and big for a short-distance route. All routes of Sta. Clara Shipping are short which means the transit time is only one to three hours. This ferry has ramps at the bow and at the stern leading to her single car deck and she has two passenger decks. The ship is equipped with the modern bulbous stem and her stern is transom.

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The external measurements of the ship is 65.0 meters by 14.0 meters and her Depth is 3.7 meters. Locally, her Gross Tonnage (GT) declined from the 965 in Japan to 795 which is a probable underdeclaration. Her declared Net Tonnage (NT) is 541 (and her ratio to the GT of 795 is unusual). MV Jack Daniel’s Deadweight Tonnage (DWT), the measure of loading capacity is 252 tons.

Locally, the ship’s Call Sign is DUF2109 and her MMSI Number is 431000381. She is equipped with twin Niigata engines with 4,300 horsepower on tap and her design speed is 17 knots. For her size, she has the most powerful engines in the country and she has the highest design speed. Tracked in AIS (Automatic Identification System), she is still running at 13-13.5 knots which means a transit time of 3 hours in her current Masbate-Pio Duran route and this is important as she is the ship that is last to depart from Masbate at 4pm on every other trip.

The ship has a wonderful and aesthetically very pleasant air-conditioned lounge with comfy sofas that is used as the Tourist Class. This is also important in the route for those who want to be relaxed before riding again the bus (as most of her passengers are bus passengers). The Tourist Class of the ship is also equipped with Japan original seats with tables and there is plenty of roaming space in that accommodation. And big windows make observance of the seascape easy.

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The Economy Class of the ship consists of the usual fiberglass seats in the short-distance routes in the country. This is located in the upper passenger deck, the deck that was added in Nagasaka Shipyard and located at bridge level. The passenger capacity of MV Jack Daniel is 492.

I have been to the bridge of this ship and it looks modern. In general the ship is still clean and tidy. The car deck has four lanes and it has about 750 lane-meters. Trucks, buses and sedans plus a few motorcycles are the usual rolling cargo of MV Jack Daniel. And as usual in short-distance routes there is that basic canteen selling drinks, instant noodles and biscuits which are just meant as snacks and not as meals.

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The MV Jack Daniel has the unique feature in that the roof of the box-like structure at the bow of the ship can be raised hydraulically and it is automatically raised when docked. So there is no problem that a high truck or bus will scrape that roof when the tide is low.

For a long time now the MV Jack Daniel is sailing the Masbate-Pio Duran route linking Masbate province and Albay and a route for buses, trucks and cars from Masbate to Manila and vice-versa. She is fit there as her comfort and speed can’t be enjoyed enough in the short Matnog-Allen route across San Bernardino Strait. Alternatively, she is also fit in the Liloan-Surigao route of the company which is approximately equal in distance and sailing time to the Masbate-Pio Duran route.

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As of today the MV Jack Daniel is the best ship of Sta. Clara Shipping and also the fastest. She also have those distinctions in the Masbate to Bicol mainland routes that includes the Masbate-Pilar route. The ship is known to have good load in her route which has always been going up since it was created a few years ago.

The MV Jack Daniel is the pride of Sta. Clara Shipping. She has reason to be.

The MV Mac Bryan

The latter half of the 1990’s was a decade of ferment in Zamboanga shipping like in Cebu shipping, Manila shipping and Batangas shipping. The liberalization and modernization policy of President Fidel V. Ramos was already in full swing and all were optimistic that the bad decade of the 1980’s was really over. The mood then everywhere and in every sector was to invest and to expand. Shipping was not excluded in that and ships of all kinds were coming fast from freighters to containers ships to conventional ferries up to the High Speed Crafts. But the bears soon follow the bulls and in the early 2000’s shipping actually has an overcapacity then. But this was not captured by the paper of Myrna S. Austria which still held that many routes have no or no significant competition. Wrongly because she only looked at competitions within a route and completely failed to see that parallel routes actually compete.

In the hoopla decade for shipping that was the 1990’s the Ever Lines Inc. of Zamboanga had a rather calculated response only. They only brought in two ferry-ROROs that was the next bigger size to the small, basic, short-distance ferry. This kind of ferry usually have a passenger deck and a bridge deck (which can be converted to an additional passenger deck), two ramps front and rear and two engines (and of course, two funnels and two propellers). The two ships that they brought in were the former MV Amagi and the former MV Shiraito of the Surugawan Car Ferry of Japan. The former became the MV Ever Queen of the Pacific in the fleet of Ever Lines while the latter became the MV Ever Queen of Asia. The two were true sister ships and they arrived in Zamboanga in 1998. In 2007, after nine years of sailing, Ever Lines decided to sell the MV Ever Queen of the Pacific when they were able to buy a fishing vessel, the former MV Coral White which was then converted into a passenger-cargo ship in Zamboanga. This ship is not a RORO (Roll On, Roll Off) and is a bit smaller but Ever Lines deemed her fit for their Tawi-tawi routes and so the MV Ever Queen of the Pacific was sold to the Sta. Clara Shipping Company of Bicol where she became the short-distance RORO named the MV Mac Bryan.

The MV Amagi which became the MV Ever Queen of the Pacific and later the MV Mac Bryan was built by the Shimoda Dockyard Co., Limited in Shimoda yard in Japan in 1970. The ship measured 54.0 meters in length over-all, 50.9 meters in length between perpendiculars with and an extreme breadth of 12.0 meters (which means she is a “thin” ship) and a depth of 3.8 meters. Her Gross Register Tonnage (GRT) was 491 and her Deadweight Tonnage (DWT) was 102. She was powered by two Niigata marine diesel engines with a total output of 1,800 horsepower which propelled the ship to a sustained top speed of 14 knots when still new. She plied a route in Suruga Bay much like other ferries that later came to the Philippines. Her passenger capacity in Japan was 203 in seats in a cabin with a few more seats in the open deck. Her permanent ID is IMO 7034452.

A steel-hulled RORO she has a bow ramp and a stern ramp with a car deck of four lanes with a total of approximately 50 meters length. Her approximate rolling cargo capacity is about 550 lane-meters. She has a rectangular box at the bow where the ramp fits and this serves as rain deterrent so that the car deck won’t be as wet and slippery in rainy weather. The bow of the ship has a raked look and with the rectangular box she looks muscular. She only has one passenger deck and the bridge deck was reserved for the crew. The ship has two masts with the aft mast looking tall. The stem of the ship is raked and the stern is transom.

After being sold to Ever Lines and arriving in Zamboanga in 1998 she underwent refitting to become an overnight ferry fitted with bunks. Together with the sister ship the MV Ever Queen of Asia, they were used in the Zamboanga-Jolo-Siasi-Bongao-Sitangkai route of the company. This is actually not an overnight route but a multiday route with the ships sailing between route legs are mainly at night and it takes five days for the ship to come back. However, though the routes and schedules are fixed the MV Ever Queen of the Pacific was not a true liner as the amenities do not fulfill that of a modern liner although she was a two-class ship with an open-air Economy class and an airconditioned Tourist class. Her sailing was more of a multi-overnight ferry with few basic amenities. She can also be called a passenger-cargo ship as the stress in that route is cargo and they take in lots of it but it is not rolling cargo although she is a RORO. The ramps actually just makes the loading and unloading of the porters easier. Most of the cargo in their route is loose cargo.

In 2007 when she was sold to Sta. Clara Shipping Corporation to do short-distance Bicol routes she was reconverted to a short-distance ferry not with bunks but with seats and this time she is already known as the MV Mac Bryan. At the front an airconditioned section with bus seats (yes, bus seats!) were fitted. This was the old passenger section in Japan. Since the original seats were no longer around this was the most available seats already that were a little comfortable and ordering them was not difficult as in the Bicol routes the ships of Sta. Clara Shipping Corp. and its sister company Penafrancia Shipping Corporation loads a lot of buses. At the rear of the airconditioned Tourist section is the open-air Economy class with fiberglass bucket seats which is not comfortable for long sailings. The ship also has a small kiosk between the two accommodation classes where drinks, snacks and knickknacks are available. There is no restaurant but there is a simple galley for the crew.

This time around as the MV Mac Bryan under Sta. Clara Shipping Corp., she is already used as a true RORO and almost all her loads are vehicles, practically 98% of it, and most of it are trucks and buses. These intermodal trucks and buses are in the main already contracted by the company. So in peak seasons it actually operates not in First Come, First Served basis as most ignorant motorists suppose and which they do not understand. The ship will even wait for a “suki” vehicle if it is a little delayed to the scratching of the heads who do not know or understand the contractual system.

Equipped with seats the passenger capacity of MV Mac Bryan is about 500. As fitted now her Net Tonnage (NT) is 239 and her Gross Tonnage (GT) marginally rose to 499. Her local Call Sign is DUJ 2136 but she has no MMSI Number.

I have visited the bridge of MV Mac Bryan like I have visited the bridge of her sister ship MV Ever Queen of Asia. The bridge equipment of MV Mac Bryan is more complete and it is much cleaner and tidy. It even has a mini-library for the necessary files and references.

In Sta Clara Shipping Corporation she plies all routes of the company in rotation. The three routes of her company are Matnog-Allen, Tabaco-Virac and Masbate-Pio Duran. In her last assignment after her drydock in Nagasaka Shipyard in Tayud, she was brought to the last-named route because they want their second ship there to have a smaller engine since their second schedule for the route is not that full. She did not stay full-time there because Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation always rotate their ship and route assignments.

I have heard the Niigata engines of MV Mac Bryan are no longer that strong. But over-all, she is still a reliable ship. Maybe she just need to have her engine revolutions lessened a bit. Well, her company and its sister company Penafrancia Shipping Corp. are actually good in extending the life of old ships and with its special relationship with Nagasaka Shipyard it is sure that their ships will be maintained well. And if need be she can just specialize in the short Matnog-Allen route which can be kinder to the engines although her rolling capacity might be a little small for the route when peak seasons come.

I expect a long more time of her sailing the Bicol routes successfully, knock on wood.