The Sister Ships “Maria Felisa” and “Maria Vanessa”

The Maria Felisa and the Maria Vanessa are true sister ships which means both came from one, single hull design. Additionally, the superstructures of the two look very similar and this is not always the case for sister ships (like the cases of the Our Lady of Banneux and Dona Virginia, the SuperFerry 2/5 and Cagayan Bay 1, the Surigao Princess and St. Kristopher of Viva Shipping Lines and many other cases). Incidentally, the two were built by different shipyards and three years apart and yet they look almost identical.

The Maria Felisa was built in 1983 by the Nakamura Shipbuilding and Engineering Works in Yanai yard as the Ferry Sumoto. Meanwhile, Maria Vanessa was built in 1986 by Naikai Zosen Corporation in Onomichi yard in as the Ferry Shinawaji. Both had identical external dimensions at 57.4 meters length over-all (LOA), 53.3 meters length between perpendiculars (LBP), a breadth of 13.0 meters and a depth of 4.1 meters. The gross tonnages (GT) of the sister ships are nearly identical too with the Maria Felisa at 1,018 and the Maria Vanessa at 1,019. Their gross register tonnages (GRT) in Japan were not identical with the Maria Felisa at 955 tons and the Maria Vanessa at 960. Locally, the net tonnages (NT) stood at 609 for Maria Felisa and 610 for Maria Vanessa. The deadweight tonnages (DWT) of the two in Japan were not close at 394 tons for Maria Vanessa and 349 tons for Maria Felisa. Locally, it was disparate too especially since Maria Vanessa‘s rose to 482 tons.

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However, though nearly identical, the passenger capacities of the two sisters are not close. Maria Felisa’s is 398 and Maria Vanessa‘s is 440. Maybe the difference came from the benches built in the superstructure side of the outside passageways of Maria Vanessa which are vulnerable to rain coming from the bridge deck. The sister ships have identical powerplants with twin Yanmar Marine diesels with a total of 3,600 horsepower which gave an identical top speed of 15.5 knots when new. And maybe this identical powerplants were part of the reason why the two were paired in the same route. They can share spares, the engine hands can share knowledge in maintenance and trouble-shooting and the ships can benefit with the many advantages that commonality can bestow.

Maria Felisa has the permanent ID IMO 8300676 while Maria Vanessa‘s is IMO 8608963. The Call Sign of Maria Felisa is DUE2171 and that of Maria Vanessa is DUE2170. The closeness of the call signs also indicate the closeness of their arrival and registration and it could have even be on the very same day in 1984. Now that suggests only one agent brokered their sale to Montenegro Lines. The two ships have no MMSI (Maritime Mobile Service Identity) Codes which means they are not trackable by AIS (Automatic Identification System).

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The sister ships are RORO (Roll On, Roll Off) ships with two ramps (at the bow and at the stern) leading to a single car deck. The bow is protected as it has a rectangular box with the docking equipment mounted on its roof. In the stern, the scantling is not full and so the car deck is not protected against rain and strong waves. There are three car lanes with small vehicles shoehorned in tight spaces in the car deck outside the three main car lanes. The sister ships might have a true total of 170 actual lane-meters of rolling cargo space because of that.

Maria Felisa and Maria Vanessa have only one solitary passenger deck and a bridge deck accessible to passengers but there are no seats or scantling there for passengers and so it just functions as a viewing deck. Both ships have two masts and two funnels at each side. The original Japan passenger accommodation which is airconditioned serves as the Tourist section and benches were built at the stern and sides and these are the Economy sections. The spaces for the Economy is actually too little. The small canteen is located inside the Tourist section but it has only a few quickie offerings.

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The two sister ships are very much connected with Surigao and Southern Leyte as they were the primary ferries used by Montenegro Shipping Lines, Inc. (MSLI) to open the Benit (San Ricardo, Leyte) to Lipata (Surigao City) route which was a new route connecting the two provinces and two island groups (Visayas and Mindanao). This route is about 65% shorter than the old route of Liloan-Lipata and so it immediately became a success as the transit time is shorter and the rates cheaper (but much more expensive per nautical mile than the competing Liloan-Lipata route and so Montenegro Lines profits more and that calls the question again when did MARINA ever learned how to compute rates).

With a size bigger than a basic, short-distance ferry-RORO, the sister ships proved just fit for the requirements of the route. And with a speed faster than a basic, short-distance ferry-RORO that became an added boon as at full trot they can cover the entire 13-nautical mile distance in one hour if the time spent for docking maneuver is subtracted (the docking maneuver add minutes as the Surigao Strait has strong current and the sisters always have to turn as they always do stern docking). Compare that to the 3 to 4 hours of the ferries in the rival Liloan-Lipata route, the additional land distance of 41 kilometers no longer matters much as that can just be covered in one hour.

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The two ships have 4 hours between sailing on the average but that schedule can quicken if there is more load and on the other hand, cancel or shall we shall “retreat” a schedule is the load is not enough. That usually happens on lean months and during the dead of the night. Actually, these 24-hour sailing which Montenegro Lines is too accustomed to especially in Batangas-Calapan is too tiring to the crew and even the cleanliness suffers at times especially when loading starts as soon as unloading is complete (and that is a common occurrence especially during peak seasons).

One thing that helped Montenegro Lines and the sisters ships be immediate successes in the Benit-Lipata route was the 5-year exclusivity enjoyed by Montenegro Lines because they were also the operator of Benit port. That has recently lapsed and it remains to be seen what will be the further development. One thing that bars newcomers is the small docking space of Benit which is only good for only one ship at a time. However, the PPA (Philippine Ports Authority) is expanding the port including its back-up area. There is also a talk of a new port in San Ricardo. One weakness of Benit port is it is too much exposed to habagat (southwest monsoon) waves and winds.

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Whatever, the size and speed of Maria Felisa and Maria Vanessa are just fit for the route and even if competitors come, there might be enough load for everybody as the load in this route is continually expanding with more trucks crossing as the intermodal is already fast shortcircuiting the traditional container shipping. Buses crossing are also increasing but it is the traffic of the private cars which is growing faster as Filipinos have already discovered the benefit of using their own vehicles in going home for a visit or vacation. Or even true touring. But as newcomers they don’t understand that it is not a “first come, first served” system as the regulars have already booked loadings that have already been arranged before.

One weakness of the sister ships, like the weakness of many Montenegro Lines ships is the lack of passenger accommodations. Montenegro Lines is always loath to add scantlings and passenger seats and since they load many buses (hence, many passengers), sometimes it becomes overloaded and passengers just seat themselves wherever they can and that includes the floor, the stairs and the air vents. Additionally, many just stand or mill around during the entire trip. This is true during the peak season when people attend fiestas in their hometowns and become ship passengers without being passengers of the buses to Manila, Tacloban or Ormoc. Analytically, the sister ships should better have another passenger deck or else extend the current passenger deck but I bet Montenegro Lines will not go that route being on the cheapskate side compared to other shipping lines of their size.

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The sister ships are still very reliable and I think that will remain so because the owner Montenegro Lines is very good in maintaining old ships. They might be transferred to another route or rotated but I guess one or both will again come back to the Surigao Strait route.

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Photo Credits: Mike Baylon

The Danica Joy 2

The Danica Joy 2 is unique among local ferries because it is the only one with a foreign route, that is, to the port of Sandakan in Sabah, Malaysia. No other ferry has that distinction. Glan port in Sarangani province might have a connection to Indonesia but it is Indonesian ferries which sail the route. However, soon maybe with the establishment of the Kudat-Bataraza route linking Sabah and Palawan Danica Joy 2 might lose that distinction as a local ferry is slated to do that route. Malaysian ferries are not interested to do a route to the Philippines because the near islands to them are underdeveloped and it is us who needs products as their goods are much cheaper than ours except for “sin” products which is illegal in their land like alcoholic drinks and we have plenty of that. Besides, we are also very well known for piracy and kidnapping, or at least the Abu Sayyaf is.

The Danica Joy 2 is not really a big ship. She is actually much smaller than the Lady Mary Joy which pioneered the route to Sabah at least in the legal realm. What I mean is from Zamboanga, Jolo, Bongao and other islands there are wooden cargo-passenger motor boats called Moro boats in PSSS (Philippine Ship Spotters Society) and junko or lancha in the place which makes run to Sabah. Most of these are unregistered and in all cases they have no ferry franchises from MARINA, the local maritime authority. But it is known by all that they run otherwise how could we have such an big “illegal” population in Sabah and how could be there so many “barter” goods in southwest Mindanao that reach even Cebu and Davao. Many of our islands near Sabah are almost completely dependent on fuel from that Malaysian territory and that dependence even extends to cooking oil, rice, cigarettes and many other grocery products and it is these junko or lanchas that carry them.

Danica Joy 2 also carries back “barter” goods but in limited amounts per passenger otherwise it will already be considered as “smuggling”. Just what constitutes the “legal” amount, well, there is no hard and fast rule in the area but if you ask the Customs and especially the Department of Finance all those should be levied import duties (well, it is their duty to suck as much amount from the citizenry). But Danica Joy 2 is the more “legal” means to buy from Sabah compared to the junko or lancha which suffers seizures of goods now and then (of course the authorities would show “they are doing their job”). I don’t know exactly why but the Sandakan fare of Danica Joy 2 is almost triple compared to Bongao when the difference in distance between them from Zamboanga is not great. Maybe some of the fare is for “protection” and not only from authorities but also from the pirates.

Danica Joy 2 is more like an overnight ship but with her Zamboanga-Jolo-Sandakan route she functions like a multi-day liner. However, her capacity to feed her passengers is limited if compared to the true Manila liners. In southwestern Philippines that is the weakness of the ferries and even their dining areas is limited. That is why passengers bring their own food and the role of food vendors inside the pier becomes important. However, in Zamboanga because it is an ISPS (International System of Port Security) port, the vendors are often harassed and their goods thrown to the sea. They know the faces of the vendors, they can even require IDs but it seems they would rather follow foreign impositions than understand the welfare of the passengers and the vendors (as if they have no social value). These vendors are actually the cheaper offerer of food and drinks to the passengers. Every passenger knows passenger needs are much more expensive aboard the ship.

People in the Visayas will probably understand more the limited size of Danica Joy 2 if I say that she is the sister ship of the Asia Philippines of Trans-Asia Shipping Lines Incorporated (TASLI). However, they have different builders but just the same they really resemble each other. Danica Joy 2 was built by Nakamura Shipbuilding & Engine Works in Yanai yard in Japan as the Orange Hope of the shipping company Shikoku Ferry in Japan in 1982 and she carried the ID IMO 8135253. She is only 62.7 meters in length over-all, 12.0 meters in breadth and 4.5 meters in depth. Her original gross register tonnage was 974 tons. She is actually smaller than almost all of the overnight ferries of Trans-Asia Shipping Lines Inc. and Cokaliong Shipping Lines Inc. For more comparison let it be said that she only matches the Filipinas Dapitan and Filipinas Dinagat in size.dj2-port

After 16 years of sailing in Japan, Orange Hope came to the Philippines when she was acquired by the Aleson Shipping Lines of Zamboanga in 1998. This was amid the great expansion not only of the company but also by competitors in Zamboanga which left some bankrupt later. She was refitted in Varadero de Recodo, the favorite shipyard of Aleson Shipping Lines. In refitting, additional scantling were built and she became a two-passenger-deck ferry and she became an overnight ship featuring an all-bunks accommodation. Her original route was Zamboanga-Jolo which is an overnight route.

With refitting, her gross tonnage only increased minimally from 974 to 998 which is below that of her sister ship Asia Philippines and her net tonnage was declared to be 491. Danica Joy 2 is a medium speed ferry capable of 16 knots when new. This comes from a pair of Daihatsu marine engines with a total of 4,000 horsepower. Now she often sails at 13 knots only. However, there was a time, a few years ago, when Danica Joy 2 was unreliable and sometimes tugs have to be sent out to her rescue. She was then known for announcing her arrival with thick smoke on the horizon (people on the docks can identify her on the horizon with that). But the more aggressive Aleson Shipping scions opened their checkbooks, major repairs were done to the engines and she is now a reliable ship once more with less smoke.

The Danica Joy 2 accommodates 636 passengers in 3 classes – Cabin, Tourist and Economy. The cabins are built locally indicating she was not used for long distances in Japan and the doors were in fact too plain-looking. The Tourist class and the Economy class are the usual Economy that can be found in other overnight ferries with the Economy at the stern also and in two decks which is normal pattern. In Economy there is no bunk number associated with the ticket purchased. Since it does not get full or overfull it is more of a “first come, choose first basis”. The early birds choose the breezier portions, of course.

This ferry has no stern passenger ramps nor of flying passenger ramps on the sides. What it has are side ramps that fold to the side, Zamboanga-style. But it is well-organized since from that ramp one will find a catwalk on the side above the car deck. If a passenger is bound for the Economy section he or she then turns to the stern. If the passenger is bound for Tourist or Cabin he or she heads to the bow. From the catwalk there are stairs to the decks above. For the upper classes upon entering one sees the front desk or information counter (that is rare in a Zamboanga ship). The Tourist section is on the lower passenger deck and the Cabin is on the upper passenger deck.

What is another unusual lay-out for Danica Joy 2 is right after the information counter comes the ship’s restaurant and besides that is the store (it is not a kiosk). Actually it is a clever lay-out because Economy passengers can access those without going through the Tourist section. The ship’s restaurant is a combination of modern and old. Aside from curvaceous plastic chairs there are also the old iron, holed chairs which is an Aleson Shipping trademark. Meals are not part of the ticket and what is served are very basic and instant meals. In Zamboanga, in multi-day ships passengers are advised to bring their own food or seek food from the vendors in the intermediate ports or outside.dj2-rest

I have been to the bridge of this ship. It is a decent bridge with the lay-out and instrumentation of the medium-size ferries of her era and nothing fancy. Behind the bridge, as usual are the cabins of the top deck and engine officers of the ships and on the stern of the uppermost deck is another restaurant, the mess hall for the crew. It is pretty decent and it is called the “McBobords” complete with the arches of McDonald’s.dj2-bridge

The car/cargo deck of this ship is interesting to watch. Unlike all other Zamboanga ships the load is mainly containers as in XEUs (ten-foot container vans) and it is moved by forklifts carried aboard by the ship. The use of container vans is for the security of the merchandise and not for ease of loading and unloading. And maybe to also hide the (barter) goods from prying eyes, greedy hands and smoochers in uniform. Probably the transaction of “grease” is also per container basis and bahala na kung ano ang nasa loob (no more pricing of what’s inside the containers). Everybody knows the cargo from Sandakan is primarily “barter” goods. Semi-finished furniture of good wood is also one of the “imports” from Sabah.dj2-car-deck

Danica Joy 2 became a Sandakan ship only when Lady Mary Joy 2, a much better and bigger ship was sold to the breakers because it was not making making money and it was too big for the overnight Zamboanga routes. But the original route of that starts from Cebu. It failed because Aleson Shipping Lines didn’t realize Visayans are too fearful of Zamboanga and didn’t know the economic possibilities of Sandakan or Sabah. That was the time when the Ramos administration was pitching the BIMP-EAGA integration which simply failed to get off the ground. Besides, the local producers’ lobbies are simply too strong and opposing (well, even now). And our consumers are simply too clueless to realize the potential benefits for them in lower prices and more choices.

Once a week, on her off-Sandakan route, Danica Joy 2 will also sail the Zamboanga-Jolo route, her original route.

Danica Joy 2 will still sail a long time because she is needed in the route. Trade realities might change (as in Zamboanga barter weakened because Manila importers are now permitted to import direct from Singapore) because there are simply too many Muslim Filipinos in Sabah and they need a transport to Zamboanga for that.

For me the social function is the more important function of Danica Joy 2, not the trade function.

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