The Biggest Shipping Company Based in Mindanao (Part 2)

If the Aleson Shipping Lines was investing in ferries, it was also investing in cargo ships matching what the No. 1 shipping company then of Mindanao, the Sampaguita Shipping Corporation was doing. Maybe there was a need for Aleson Shipping to move and push their own cargo as they are traders and distributors after all. Additionally, in Western Mindanao and the islands (this refers to the Tawi-tawi group, Sulu, Basilan and the associated small islands)  the barter goods trade was strong then, the reason why Zamboanga ships reached as far as Singapore like the cargo ships then of the Aleson Shipping. In those times there was wide leeway for trading in the southern backdoor because then-President Marcos wanted to blow steam from the Muslim rebellion support by letting leading Muslim clans earn from these trading activities. And another reason is that the rice trade of Western Mindanao and the islands is also strong as the region is a rice-deficit area and rice from even outside the country is being in and traded.

The next ship actually acquired by Aleson Shipping Lines after their first ferry Estrella del Mar was the freighter Aleson or Aleson I which supported the commercial activity of Aleson Trading, the business arm of the Tan family which are actually regional distributor of goods. This cargo ship ranged as far as Singapore using the southern backdoor when there was no BIMP-EAGA concept yet.

Along the way, Aleson Shipping Lines acquired other small general-purpose cargo ships before the their acquisition of the Aleson Con Carrier (ACC) series of ships which are mainly containerized (the first cargo ships were not containerized and the company was not yet then in container shipping). Among these early are the Honduras, Honor and Alexander which mainly sailed as trampers and that means they have no fixed routes or schedules. These early freighters of Aleson Shipping are all gone now, disposed when the Aleson Con Carrier series began expanding and the company began to stress container shipping.

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Honduras. Photo by Mike Baylon of PSSS.

However, the company knew they cannot stand still especially when they have already disposed of some crafts and so they went back to the mode of acquiring a vessel each year using the profit in the operations of the fleet. And so in 2002, they purchased the first Ciara Joie. This vessel is a basic, short-distance ferry-RORO including in the form (single passenger deck, bow ramps) although its length already touched 40 meters at 40.8 meters (there are only a few vessels of this type that reach 40 meters in length). The first Ciara Joie was built by the Kawamoto Zosensho in Higashino, Japan in 1982. This ferry was first known as the Habu Maru No. 15 and she has the permanent ID IMO 8221129. The engine of the ship was small with only 700 horsepower on tap from her single Daihatsu marine engine. This first Ciara Joie was used by the Aleson Shipping in its expansion Bacolod-Iloilo route. Unluckily, she did not live long because in 2003, after only a year of sailing, she became unbalanced while handling cargo and she capsized right in BREDCO port in Bacolod City and was lost.

In 2003, Aleson Shipping Lines decided to join the fastcraft (FC) race and so the company acquired the Sea Jet which is however propelled by screws. This craft was acquired brand-new and she was built by the Far East Shipyard Co. in Sibu, Sarawak, Malaysia. The vessel follows the Malaysian riverboat design and she has a length of 38.7 meters. But then like most Malaysia-built fastcrafts she has no IMO Number. Powered by two Mitsubishi engines of 3,200 horsepower total, this fastcraft has a sustained top speed of 30 knots when new making her a true High Speed Craft (HSC). Later, Sea Jet was brought to Cebu (from Sibu to Cebu, pun intended) when fastcrafts lost favor in Western Mindanao but now she is back in Zamboanga again. This is the only High Speed Craft (HSC) ever purchased by the company and maybe it was good Aleson Shipping did not purchase many fastcrafts as the Malaysian fastcrafts really did not come to be favorites of most of the sailing public.

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Sea Jet. Photo by Albritz Salih of PSSS.

The next year, in 2004, the Aleson Shipping Lines purchased the Kristel Jane 3. This vessel was the former Ferry Izena of the Izena Ferry of Japan. Izena is an island in the Okinawa Prefecture of Japan and this island chain is known for high waves and maybe this is the reason why this ferry has high sides which means the Depth is high. The vessel was built by the Usuki Shipyard Co. in Usuki, Japan in 1983 and she has the permanent ID of IMO 8313489. The Kristel Jane 3 is not that big at 57.3 meters in length which means she is medium-sized for an overnight ferry and she has one-and-a half passenger decks only, a little smaller than most common in our overnight ferries which have two passenger decks. However, she looks tall because of the ship’s high sides. As an overnight ferry equipped with bunks, the passenger capacity is 512 persons which is about the average of her counterparts in Cebu. When still new her maximum speed was rather high at 16 knots because she has a total of 3,240 horsepower from a pair of Niigata engines.

Kristel Jane 3

Photo by Albritz Salih of PSSS

Aleson Shipping Lines did not purchase a ship in 2005 but in 2006 they acquired the Trisha Kerstin 1. In Japan this ferry was known as the Wakashio of the Shodoshima Ferry which serves the Shodo Island in the Inland Sea of Japan. She was built in 1986 by Fujiwara Shipbuilding in Omishima, Japan and she possessed the permanent ID IMO 8608509. This is not a big ship at only 43.8 meters length and only onepassenger deck. She is almost like a basic, short-distance RORO equipped with seats and with the usual single bow ramp that also serves as the ingress and of passengers. Underpowered with only 1,300 horsepower from her single Yanmar engine, her design speed was only at 12.5 knots but that is better than the average basic, short-distance ferry-RORO. Her passenger capacity is rather high at 695 persons (sometimes I take the ratio of the passenger capacity to the engine horsepower and the higher the decimal means it should be more profitable, theoretically, at least on the passenger side).

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Photo by Albritz Salih of PSSS.

In 2007, the company acquired a replacement for the capsized first Ciara Joie and gave her the same exact name which produced confusion to many. This second Ciara Joie is also a basic, short-distance ferry-RORO with the classical design of that type. This ship was built in 1979 which means she was even older than the ferry she replaced (however, she proved to be very sturdy and reliable as she is running well until now). The builder is Imamura Shipbuilding Co. in Kure, Japan and her name in Japan was the Kamagiri No. 3. Her IMO Number is 7824778 and her length is 38.2 meters, among the bigger of basic, short-distance ferry-ROROs. This second Ciara Joie is equipped with a single 900-horsepower Daihatsu engine which gave her a sustained speed of 10 knots (well that is still her top speed). She was used by Aleson Shipping Lines in opening their new Dapitan-Dumaguete route which was a new route then under the Strong Republic Nautical Highway (SRNH) of then-President Gloria Macapagal Arroyo. The route is again a new route for Aleson Shipping not using Zamboanga as a base. This time, however, their off-base route stuck and they are still serving the route (and it even extended to Siquijor later).

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Photo by Mark Edelson Ocul of PSSS.

The next year of 2008, Aleson Shipping Lines acquired another ferry from Japan. This was the former Geiyo of Takehara Namikatakan which became the Trisha Kerstin 2 in the fleet of the company. This ferry was built by Fujiwara Shipbuilding in Omishima, Japan in 1989 and her permanent ID is IMO 8824373. When she was acquired she became the youngest ship in the company by Date Of Build (DOB) with the exception of the the fastcraft Sea Jet which was acquired new. This ferry has two passenger decks and was refitted to be an overnight ferry equipped with bunks. She has a length of 59.5 meters which is almost equal to the Kristel Jane 3. Like the Danica Joy and the Stephanie Marie the ship has box-like structure covering the car deck at the bow area and that is actually an additional protective structure for the ship. The Trisha Kerstin 2 has a top speed of 14.5 knots when new from a two Daihatsu engines developing 3,000 horsepower, combined. The sister ship of the Trisha Kerstin 2  in the country is the Reina de los Angeles of Marina Ferries, the legal-fiction company of Montenegro Shipping Lines, Inc. (MSLI).

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Trisha Kerstin 2 by Mike Baylon of PSSS.

In 2009, Aleson Shipping Lines tried a new type of ship, a Medium Speed Craft (MSC) which resembles a High Speed Craft and so many were fooled at the start thinking she was a fast ferry. This craft was the former Victoria in Japan which became the Anika Gayle 1 in the company. The ferry is small with just a Gross Tonnage of 86 and actually she is slow as she has only one engine and just runs at 12 knots when new. She was acquired by Aleson Shipping as a small day ferry for Basilan passengers with no cars to load and was designed to compete with the successful Bounty Ferry of Evenesser Shipping (which is gone now) which had good seats and like Anika Gayle 1 did not carry cars. This ferry which its unique cropped bow is basically an air-conditioned vessel unlike her competitor which has more Economy seats than Tourist seats. This vessel was built in 1992 and she has no IMO Number. Her sister ships in the country is the Anika Gayle 2 and the Leopards Dos (the former Anstephen). The Anika Gayle 1 has a passenger capacity of 336.

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Anika Gayle 1 by Mike Baylon.

Come the succeeding year, 2010, the former Camellia 2 of Kure Matsuyama Ferry of Japan came to Aleson Shipping Lines. She was actually first acquired by DBP Leasing Corporation, a government corporation that leases ships and she was briefly known as DLC RORO I. In the fleet of Aleson Shipping she became the Trisha Kerstin 3 and she was refitted as an overnight ferry with bunks on two decks. This ferry was built by the Wakamatsu Shipbuilding in Kitakyushu, Japan in 1995 (and so she is much newer than Trisha Kerstin 2) with the IMO Number 9125516. She also has a box-like structure in the bow but in length she is a little short at just 47.9 meters. The power plant of Trisha Kerstin 3  is also a little small with only 2,600 horsepower from two Daihatsu marine engines. However, she has decent speed for her size at 14 knots unlike the Nikel Princely (the Trisha Kerstin 3 was her replacement ship). The Trisha Kerstin 3 has a sister ship in the country, the Reina de Luna of Marina Ferries which was the former Virgen de Penafrancia VII of the Starhorse Shipping Lines (and also as DLC RORO II and VG RORO I before).

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Trisha Kerstin 3 by Mark Edelson Ocul of PSSS.

The particular size of ferries with bunks for 500+ persons in two passenger decks was used by Aleson Shipping Lines in the farther overnight routes to Jolo, Sulu and Bongao, Tawi-tawi. Among these are the Trisha Kerstin 2, Kristel Jane 3, Danica Joy 2, Trisha Kerstin 3 and the Danica Joy (before she was shunted into the Dapitan-Dumaguete route with the arrival of more ferries). With this line-up of five ships of this type (and earlier with the displaced Nikel Princely as reserve ship), Aleson Shipping Lines was now capable of nightly trips to Jolo and Bongao even if the ships don’t sail on their 7th day because one of the five, the Sandakan ship is capable of sailing the 7th day to Jolo. Well, even before this set was completed Aleson Shipping was already able of doing this when their liners were still around. But this time the size of their ships for the overnight routes was just perfect, not to big nor too small.

Meanwhile, on the Basilan front Aleson Shipping Lines also had enough ships already for the two destinations of Isabela City and Lamitan City. The company still had their old Estrella del Mar, the Neveen, the Anika Gayle and the big Stephanie Marie which dominated the rolling cargo to the island (an understatement because at that time there was no other RORO ship to Basilan) and the four was sufficient to fend off all the challengers in this area as being a short route of just about an hour and a half, all can do two round trips in a day.

This development was a watershed for the company. With that and with the earlier collapse of Sampaguita Shipping Corp., the Aleson Shipping Lines began dominating the important Western Mindanao (the context is geographical and not the political subdivision) routes to Basilan, Jolo and Bongao which all represented provincial capitals. All was left to their competition were the secondary routes to Sibutu, Siasi, Olutanga and Margosatubig. Gone already were the routes to Pagadian. Malangas and the “3S” (Sibuco, Sirawai, Siocon towns in Zamboanga del Norte). The first and third lost to the buses and trucks while the second lost to rampant piracy and brigandage (well, its buses and trucks also lost to brigandage and stopped rolling to the town). That is probably the situation why the remaining main competitors of the company, the Magnolia Shipping Corporation and Ever Lines did not grow anymore. And that was probably also the reason why the KST (Kong San Teo) Shipping Lines, the reborn SKT Shipping Corporation collapsed again.

To complete the round-up, Aleson Shipping Lines lost three basic, short-distance ferry-ROROs in their failed Visayas and Luzon expansion, the Alex Craig, the first Ciara Joie and the Kristel Jane 2. They sent ships (one and then two) to the new but successful Dapitan-Dumaguete route (mainly the second Ciara Joie and the Danica Joy). Still they had enough passenger ships to dominate the primary Western Mindanao shipping routes. And to think that at the same time they also have many cargo ships already which I will discuss in “Part 3” of this article. That was how big and great Aleson Shipping Line was way back in 2010. And yet, ironically, they were practically unknown outside Western Mindanao. Now, if anyone was expecting that Aleson Shipping Lines will rest on its laurels, they will be in for a surprise — the acquisitions of this company even accelerated this decade, enough for them to overtake the bigger Cebu overnight ferries. Even me was among those surprised.

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Photo by Albritz Salih of PSSS.

Not content with this line-up, in 2011 Aleson Shipping Lines acquired the former Daito of Daito Kaiun, a ferry to a small island in the Okinawa chain of islands. This ferry was eventually used initially in the Jolo route after refitting but the difference is this vessel is not a RORO ship but a is cruiser ship with a transom stern (well, actually there is not much rolling cargo to Jolo; a RORO ship is easier to load and unload, however). The Daito became the Lady Mary Joy 3 in the Aleson fleet. She is rather long at 73.0 meters but not being a RORO ship her Beam is smaller. However, she is rather fast at 17 knots when new as she is powered by twin Niigata engines with a total of 4,000 horsepower. This vessel was built by Yamanaka Shipbuilding Co. in Namitaka, Japan in 1990 and she possesses the ID IMO 9006760. She is an overnight ferry-cruiser and to increase her passenger capacity part of the cargo deck was converted into a Tourist accommodations. However, most of her Japan passenger accommodations were retained including the passenger lounge. And for the Economy class, accommodations were built at the stern of the ferry. Now her passenger capacity is about 500 persons.

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Ciara Joie 2 by Albritz Salih.

In 2012, the company bought not one but two small ferries. This was meant to strengthen their Dapitan and Basilan routes as their long routes (Jolo and Bongao) already had enough ferries already by then. One that came to the company was the Ciara Joie 2 which is a sister ship of the second Ciara Joie. In Japan, she was known as the Kamagiri No. 7 indicating she and her sister ship came from same shipping company. On the other hand, the Ciara Joie 2 was built later, in 1982, but by the same shipbuilder and yard (Imamura Shipbuiding Co. in Kure, Japan). In length though she is a little shorter at 36.1 meters and thus her Gross Tonnage and Net Tonnage are smaller. Quizzically, her passenger capacity is much larger than her sister ship at 386 persons. Her engine is a little smaller too at 750 horsepower, not a Daihatsu like the second Ciara Joie but a Niigata. At any rate, they have the same top speed of 10 knots. On the outside the two sister ships look very similar thus she also has the structure of a basic, short-distance ferry-RORO.

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Anika Gayle 2 by Albritz Salih of PSSS.

What Aleson Shipping Lines purchased in 2012 was actually a pair of sister ships as the other small ship acquired was the Anika Gayle 2, the sister ship of the earlier Anika Gayle 1. One difference of the two is this craft has no chopped bow but she is a true Medium Speed Craft (MSC) with 17 knots maximum sustained speed when still new. The reason for this is she has twin engines and screws compared to the single engine and screw of her sister ship. In Japan, she was known as the Yamabiko. However, this MSC was built earlier than the sister as she was built in 1990. Anika Gayle 2 has a length of just 27.1 meters and the Gross Tonnage is 116. That shows she is a little bigger than Anika Gayle 1 but her passenger capacity is smaller at 235 passengers. Like the Anika Gayle 1, she is basically an air-conditioned vessel. The two both look beautiful and impressive.

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Lady Mary Joy 1 by Petersen Lim of PSSS.

In a further expansion mood the company acquired another cruiser in 2013 which was meant to challenge remaining major competitors Magnolia Shipping Corporation and Ever Lines in their remaining stronghold of Siasi. The vessel is the Funakawa Maru which is a converted fishing vessel and thus not a RORO ship but a cruiser. In the Aleson fleet she became the Lady Mary Joy 1, a nomenclature that will bring confusion to some since there was a previous Lady Mary Joy without a number and this usually indicates the first in a series. This vessel was built by the Niigata Shipbuiding & Repair, Inc. in Niigata, Japan in 1994 and she has the IMO Number 9088081. Her Length Over-all is 57.0 meters, about the length of the Aleson ferries to its longer routes of Jolo and Bongao. She is built too as an overnight ferry and she has two passenger decks with a cargo boom at the bow. The Lady Mary Joy 1 has a design speed of 13.5 knots from her single Niigata engine of 1,800 horsepower.

If Aleson Shipping Lines was adding one ferry per year, the year 2014 was again a big acquisition year for them when the company acquired multiple ferries like in 1994 and 1998. In this year Aleson acquired two basic, short-distance ferry-ROROS, the Ciara Joie 3 and the Ciara Joie 5 to further consolidate their Basilan (and especially the Lamitan route which is growing fast) and the routes from Dumaguete which soon extended to Siquijor. Aleson Shipping Lines also acquired the Stephanie Marie 2, a 50-meter class RORO ship. So if anybody will think the Lite Ferries of Cebu is the champion in adding ships in the current decade (Montenegro Lines vacated their title of that last decade when someone left Malacanang), well, there might be a need for a count-off between them and Aleson Shipping Lines. One edge though of the latter is they have plenty of small cargo/container ships.

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Photo by Albritz Salih of PSSS.

The Ciara Joie 3 was the former Ferry Yumutsu of the Miyako Ferry KK, an intra-Okinawa ferry company in Japan. She is a basic, short-distance ferry-RORO built in 1995 by the Izutsu Shipyard Co., a small shipbuilder known for building small ships in Nagasaki, Japan. This vessel with the IMO Number 9118862 has a Registered Length (RL) of 33.0 meters with a Beam of 9.5 meters and a Gross Tonnage of 191. One thing I noticed about this craft is its very low DWT (Deadweight Tons) which means she is not really designed for carrying trucks. The Ciara Joie 3 is capable of 10 knots, the normal speed for this type of ferry.

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Photo by Albritz Salih of PSSS.

Meanwhile, the Ciara Joie 5 was the former Kofuji No. 8 in Japan. She was built by Imamura Shipbuilding Company in Kure, Japan in 1987 with the permanent ship ID IMO 8615734. But although older in Date of Build she looks more modern and impressive (maybe because of her structure that looks muscular and aggressive) than the Ciara Joie 3 (which looks thin and lightweight) and she is slightly bigger with a length is 36.3 meters. One notable metric of the ferry is her Beam of 10.5 inches which is larger than usual for her size and so she looks bigger than she actually is. She is capable of 11 knots from her single Daihatsu marine engine of 1,000 horsepower. The Ciara Joie 5 is a basic, short-distance ferry-RORO with seats for passengers that are mainly original with a few additions at the stern. She does the Basilan route for Aleson Shipping through the port of Lamitan.

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Stephanie Marie 2 by Albritz Salih.

The Stephanie Marie 2 is almost like the earlier Stephanie Marie in size and is also refitted as a short-distance ferry with seats. Like her namesake, this ferry also has a Tourist accommodation built on the former lounge of the ship and thus tables and seats like in a lounge are still present. But the better part of the ship consists of Economy sections with seats and one noteworthy data on this ship is the passenger capacity of 1,073 persons and so in the fleet of Aleson Shipping she is now the ferry with the highest passenger capacity (but not the ship with the highest capacity ever because that distinction belongs to the liner Lady Mary Joy 2).  The Stephanie Marie 2 was built as the ferry Otagawa by the Kanda Shipbuiding Co. in Japan in 1986 with the IMO Number 8602062. She first went abroad to South Korea and became the Onbada 1 in 2000. Later, in 2008, she went to Hanil Express Co. (a company that has already sent a few ships in the Philippines) as the Hanil Carferry No. 3.  The Stephanie Marie 2 has a length of 55.9 meters and her permanent ID is IMO 860206. Like the Stephanie Marie, she has a box-like structure at the bow.  Her design speed is 15.5 knots from two Daihatsu marine engines.  And like her namesake she was also fielded in the Basilan route.

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Photo by Britz Salih of PSSS.

In 2015, Aleson Shipping Lines did not acquire any ferry but to make up for that they purchased two ferries in 2016. These are the Antonia 1 and the Kristel Jane 5 and neither of the two are basic, short-distance ferry-ROROs. The first of the two to be acquired was the Kristel Jane 5 which was first named as the Lady Mary Joy 4 (and maybe she was renamed as “4” is supposed to be “unlucky” in Chinese belief). The Kristel Jane 5 was built by Yamanaka Shipbuilding Co. in Namitaka, Japan in 1998 and she was given the permanent ID IMO 9199505. She was initially known as the Ferry Zamima owned by a city in Okinawa prefecture. This ferry is 61.0 meters in Length Over-all and in refitting a passenger deck with seats was added (visually that made her seem a little short for her actual length) and now she has two passenger decks. The Kristel Jane 5, a short-distance ferry-RORO is a speedy ship for her size at 17 knots top speed and that comes from a pair of Niigata engines with a total of 4,000 horsepower. This vessel has all the modern navigational and safety devices that can be required for a coastal ship of her size.

The other ship purchased by Aleson Shipping Lines in 2016 was the Antonia 1. This was an unusual purchase for the company as this was a former Vehicle Carrier, the first time they purchased such a type of ship (and probably there were only a dozen times we ever purchased a former Vehicle Carrier for conversion into a passenger-cargo RORO ship and that started with the third Don Carlos of Sulpicio Lines in 1977). Vehicle Carriers that are not ocean-going are usually big for regional operations. These are usually tall with high sides but powered with one engine only and that is what Antonia 1 is. This vessel is 103.6 meters in length with a Depth of 11.5 meters which indicates how high her sides is. As such she is now the biggest ferry in the fleet of Aleson Shipping and her declared Gross Tonnage of 3,471 is probably accurate (and that is even higher than the GT of the liner Lady Mary Joy 2). She was acquired by the company to serve their Sandakan route where a big cargo capacity might be needed depending on the political climate (she wouldn’t be oversized if and when unimpeded rice importation is finally allowed). The Antonia 1 started life as the Ariake Maru No. 18 of the Daisan Kaiun KK of Tokyo, Japan. She was built by Honda Shipbuilding Co. in Saiki, Japan. She is powered by a single Akasaka-Mitsubishi engine with 4,000 horsepower and her top speed when new was 15 knots. Of course, she is provided with bunks on the passenger accommodations that were hacked out of a former vehicle deck and metal was chopped from her sides to provide ventilation and viewing decks.

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Antonia 1 by Britz Salih.

The Ciara Joie 6 was acquired by Aleson Shipping Lines just two months after the arrival of the Kristel Jane 5 and so actually the company purchased three ships in a period of just three months, another acquisition burst for the company and maybe that is also part of the reason why they did not purchaser any ferry in 2018. The Ciara Joie 6 is another basic, short-distance ferry-RORO, the fifth in the current fleet of the company. This ferry was built by Kawamoto Zosensho in Higashino, Japan in the year 1981 for the Mihara Sea Land Transport as the Kohun Maru (also spelled as Koun Maru) and she carries the permanent ID IMO 8035829. Later, she was owned by the Osaki Kisen Company, Ltd. This ferry is rather fast for a basic, short-distance ferry-RORO as she can do 11.5 knots when new. And the curious thing is her power plant is only a single 900-horsepower marine engine (actually the transmission matters too). And the length of this ferry is a little remarkable as she hit the 40-meter mark at 40.8 meters. Ciara Joie 6 arrived in the country in a little battered state being an old ferry already but Aleson Shipping refurbished her. But like in most short-distance ferry-ROROs the superstructure is no longer changed.

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Photo by Khrayl Mangiliman.

The last ferry acquired by Aleson Shipping Lines was the Ciara Joie 7,  a passenger-cargo LCT (Landing Craft Transport) acquired second-hand from South Korea in 2017, the first time the company acquired a ferry from that country. The vessel has no IMO Number (South Korea as well as China and the Philippines are not too fond of that) but she can be identified through AIS (Automatic Identification System), the transponder of ships. Vessels with AIS are identified by their MMSI Number and Ciara Joie 7‘s Number is 548154500 and so she can be always checked in her assigned Dumaguete-Dapitan route. This Korean-designed LCT was built in a South Korean yard and she was formerly known as the Bo Seong 3 and as the Se Jong No. 3. Korean-designed LCTs usually aren’t flat bottomed and some even have bulbous stems. The dimensions of the vessel is 51 meters by 13 meters in Length x Breadth. The design speed of Ciara Joie 7 was 10.5 knots but she is now struggling in speed with just an average of 7.5 knots currently and so unfortunately she is outgunned by the competition in that department (well, LCTs are outgunned in speed by conventional RORO ships as they are not built for speed).

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Ciara Joie 7 by Albritz Salih.

I can surmise of two reasons why Aleson Shipping Lines has a pause in their acquisition of ferries (and also container ships for that matter). One is they already have enough vessels at of the moment and they are not dispatching their old ferries as those are still reliable. They have a total of 20 ferries as of the moment (April 2019) and unless they expand to other routes they will have no good use for more ferries. And expansion of routes, should they go for it will mean competing out of their Zamboanga base but it might not be in the Damaguete-Dapitan and Dumaguete-Siquijor routes as those routes are already getting saturated (and they have four ships there already). If ever, the company might have now probe for other routes and that has a bearing for the second reason why the company is not expanding at the moment.

The second probable reason is Aleson Shipping Lines now has new competitors in their own turf of Zamboanga,. Montenegro Shipping Lines Inc. (MSLI) “invaded” their home grounds and did the prime Zamboanga-Jolo route. Recently that company from Batangas even added a second ship to the route so it now has a nightly voyage like Aleson Shipping. Aside from Montenegro Lines there is also a new competitor in the route in the form of Theresian Stars (this is a shipping company and not the active ferry with the same name) which fielded the Asian Stars II which was the formerly the Filipinas Surigao and the Sacred Stars in Cebu. It’s impossible that these new ships in the route is not giving pressure or pause to Aleson Shipping and actually the company should take this threat to them seriously. Will Aleson go for a tit-or-tat and expand to other places in the country? Now, that remains to be seen.

 

(To be continued….)

The Graceful Stars

The Graceful Stars is one of the most recent ships of Roble Shipping Incorporated, a major regional shipping line serving the ports of western Leyte (which I wonder why it is not a separate province as it is economically viable on its own, it has a ready capital in Ormoc and it speaks a different language from eastern Leyte) which sailed just in 2015 although she came to the Philippines earlier (as she stayed long in the Roble wharf in Pier 7 of Mandaue). As refitted, the Graceful Stars is an overnight ferry-RORO which means she is fitted with bunks, the main distinction of overnight ferries from the short-distance ferries (well, aside from the size, of course).

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I look at Graceful Stars from the evolutionary point of view of Roble Shipping. This company started from the Marao, a converted cargo ship and then from that humble beginning they were true with a humble path to greatness by first taking in the discards of the other shipping companies of Cebu and by concentrating on their strong route, the Cebu-Hilongos route which is now already a major route and a gateway to the province of Southern Leyte. Actually eight discards from other shipping companies passed through the fleet of Roble shipping (the Don Bonifacio, the first Guady Cristy, the second Guada Cristy, the Hilongos Diamond, the Hilongos Diamond – II, the Queen Belinda, the Leyte Diamond, and the Cebu Diamond) and that list does not even include the May Josephine, the former Surigao Transport which was more of a cargo ship too like the Marao. A lot of discards but those established what Roble Shipping is today. And there is nothing wrong with the path of Roble Shipping, they should be proud of it because what is important is where they ended up with and where they are now. Actually Roble Shipping in its early days even acted as the conservator of old ferries that might have ended up earlier in the breakers if they have not shown interest in them especially since those were already the obsolete cruiser ferries then (more difficult to load and unload but Roble started in arrastre anyway).

From that simple and humble beginning, Roble Shipping suddenly landed the Heaven Stars which was a former cruiseferry in Japan (cruiseferries are the ferries in Japan that had good amenities and accommodations compare to ferries that were more inclined to the taking in of rolling cargo). Heaven Stars was big for an overnight ferry and she had the amenities of a multi-day liner (I thought then Roble would use her for their approved route to Nasipit). Roble Shipping also snared the Wonderful Star, a basic, short-distance ferry-RORO which unfortunately was lost early (Note: that ferry is different from the current Wonderful Stars). The two ushered the entry of Roble Shipping into the age of ROROs, the successor type to the obsolete cruisers.

But still Roble Shipping was operating a mixed fleet as shown by their acquisition of the Ormoc Star, a cruiser ferry that became a loved ship in her namesake port and city. Then the Wonderful Stars arrived for the company and save for the Heaven Stars she was the most beautiful ship in the fleet of Roble Shipping, and an embodiment of what a moderately sized overnight ferry should be.

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Next to come for Roble Shipping was the Beautiful Stars which was just a little bigger than the basic, short-distance ferry-RORO before a slew of another discards from other shipping companies came which became the Joyful Stars, the Theresian Stars, the Blessed Stars and the Sacred Stars in their fleet. These discards needed practically needed no more refitting from Roble Shipping except maybe in the engine department. In modern shipping companies it is Roble Shipping which is the master in making discarded ships work.

The Wonderful Stars, Theresian Stars and Joyful Stars were significant for Roble Shipping because that firmly established the shipping company in the 70-meter class of ROROs (okay, the Theresian Stars is 0.3 meters short of 70 meters). Let it be noted that the Heaven Stars was 89 meters long and that will show the jump then made in size by Roble Shipping when they acquired her. These overnight ferry-ROROs might have been smaller than what Cebu Ferries, Trans-Asia Shipping Lines or Cokaliong Shipping Lines have or had (and to a certain extent George & Peter Lines too) but let it be noted that Roble Shipping is only operating routes to Leyte (until recently) and not to Mindanao unlike the other mentioned ones. And so Roble Shipping actually was leading then what can be called the second pack of Cebu ferries except that Lite Ferries’ fleet exploded later in size courtesy of the wand of a patron saint.

The Graceful Stars is in the 70-meter class thereby consolidating the hold of Roble Shipping in that class. And more importantly, the Graceful Stars was the attempt of Roble Shipping into the type of converting vehicle carriers into ROPAXes like what was done before by Cebu Ferries Corporation with their Cebu Ferry line of ships (Cebu Ferry 1, 2 and 3) and what was to be done later by Roble Shipping in their Oroquieta Stars. Is this the new mode of the company aside from acquiring Cargo RORO LCTs and CHA-ROs?

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The TKB Emerald by James Gabriel Verallo

The Graceful Stars is the former ship of Toyama Kaigai Boeki Shipping named the TKB Emerald and was classified as a Vehicle Carrier in Japan or which is that used in ferrying vehicles in relatively short distances. This is different from the Pure Car Carriers which ferry new vehicles between countries or the Cargo ROROs or RORO Cargo ships which are bigger, have a bigger capacity and go longer distances and even to another adjacent country. A Vehicle Carrier has a limited accommodation for passengers which are usually the crew or drivers of the vehicles and that is their difference over the ROPAXes.

As such converting a Vehicle Carrier to a ROPAX or RORO-Passenger ship means a lot of steel still has to be added into the ship in the form of additional decks and passenger amenities and accommodations. And that is the difference in the conversion if the original ship is a RORO Cargo ship for in that type of ship not much steel is still needed and in some cases steel has to be cut to pave way for windows.

The TKB Emerald took long in conversion and much longer than the Cebu Ferry line of ships (about four years from 2011). With a surplus of ships Roble Shipping didn’t need to rush and the refitting of Joyful Stars and Theresian Stars took precedence (otherwise the two would have rotted). The conversion won’t also be that straighforward as the TKB Emerald has a sloping ramp which slid down to the car deck and two passenger decks had to be fitted (single passenger decks are just for the basic, short-distance ferry-ROROs). And I have heard then too and confirmed it with the databases that the engine of the TKB Emerald was on the small side at just 1,370 horsepower and a single engine at that when ferries of this size normally have two engines with 2,000 horsepower as the very minimum (many even pack 4,000 horsepower or more). Adding lots of steel also slows down the ferry because of the added weight. With this and even with the aid of turbocharging one cannot expect TKB Emerald to run fast. However, one of the strengths of the TKB Emerald is a long and good three-piece ramp which is excellent for loading and unloading vehicles including container vans mounted on truck-trailers

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TKB Emerald magically converted into Graceful Stars (Photo by James Gabriel Verallo)

The Graceful Stars is 73.7 meters in length over-all with a breadth of 13.6 meters and a depth of 7.6 meters (which is on the deep side which means greater stability) and an original Gross Tonnage (GT) of 1,953 tons and an original design speed of 11.5 knots (which was not bad then but then a lot of steel has to be added to her in her conversion). She was built by Shin Kochi Jyuko Company Limited in Kochi, Japan in 1984 with the IMO Number 8314312. The ship is of steel construction and had a stern ramp leading to the car deck.

As rebuilt she already has two passenger decks with a little squat appearance (but not looking bad) as the bridge determined the height of the superstructure unlike the Cebu Ferry 1 of Cebu Ferries Corporation. This is not really unusual as Cokaliong Shipping has low-looking ferries too. The bridge was lengthened up to the sides as the original bridge is the small type.

In the lower passenger deck at the front are the highest class which are the Suites and the Cabins. These have a Chinese and wooden motif. Before reaching that from the stern where the passengers board is the Tourist section of the ship. The upper passenger deck of the ship contains the Economy Class which is open-air, as normal. Two gangways serve as the entry and exit for the passengers.

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Cabins and Suites of Graceful Stars (does it still look like a Vehicle Carrier?)

As rebuilt the Gross Tonnage (GT) of the ship went down to 970 which is an under-declaration with a Net Tonnage (NT) of 660. The ratio of the NT to the GT is suspicious. I have yet to learn of the passenger capacity of the ship.

When I rode with her to Baybay, her usual route, our ride was comfortable and it did not disappoint. The ship was clean and the aircon was cool. Our trip to Baybay took eight hours and for a distance of a little under 60 nautical miles that means our cruising speed was some 8 knots or so. I heard the maximum she can do is 10 knots although when first fielded I heard tales of late arrivals as in a breakfast docking already from a 9pm departure in Cebu. I heard most of the passengers did not complain as that is still a good arrival and they appreciated the superior amenities and accommodations compared to the earlier ships that served the Baybay route. Meanwhile, her competitor Rosalia 3 of Lapu-lapu Shipping with 3 engines and speedy for a small overnight ferry sped up her passage as that is all she can improve from being an old ferry of fishing vessel origins. To passengers still going far her 3am arrival will matter (her number matches well with that and so renaming her to Rosalia 3am to highlight her strength might be in order, pun intended).

But right now the Graceful Stars lords over the Baybay route and the funny thing is she is even better than the ships fielded in the premier Ormoc route which costs significantly more. And it is doubly funny because for nearly the same distance the Ormoc ships cost much more than the Baybay ships which turn out to be a bargain. For the P510 Tourist fare of Ormoc one can have a more luxurious and fresher-smelling ride in Graceful Stars for P380 and the difference will be enough for a Jollibee breakfast just outside the port gates of Baybay and the change will still be enough for a bus ride to Ormoc. Baybay by the way is a good alternate point of entry if one is headed to Tacloban or to any Samar town. It is good that she is in Baybay because if she is in Hilongos because if she is in the latter her lack of speed will show because the port is gateway to the Southern Leyte towns and so a pre-dawn arrival is preferred there so the passengers will arrive at their homes at breakfast time.

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Rosalia 3 and Graceful Stars in Baybay

It seems Roble Shipping made a correct bet in acquiring and refurbishing the Graceful Stars. In the Baybay route her lack of speed does not easily show as passengers don’t normally grumble unless the arrival is already past breakfast time already. Many actually don’t want to be bothered from sleep of the anchor dropping and the shrilly announcements in the public address system and the bustle of passengers moving and the porters coming. And her superior accommodations means she will lord over Baybay for a long time that I fear that if other older ships of Roble are rotated to Baybay (like the Joyful Stars and the Theresian Stars) the passengers there might grumble with the change.

It seems the former TKB Emerald has already found a home in Baybay and it seems she will be in there for a long time and dominate that route.