My Recent Trip to Masbate, Batangas, Mindoro and Bicol (Part 1)

I promised myself before that if I am in Cebu and if the Super Shuttle RORO 3 (SSR3) of Asian Marine Transport Corp. (AMTC) is running then I will take her to Batangas and that ship calls on Masbate on the way to there. I already inquired about her in AMTC Ouano last Sinulog but she was not running continuously yet then. She is my choice as she is the only direct trip to Batangas and she is the cheapest way to there. I also intended to take her on my way back to Cebu after I go on a short visit to Mindoro.

We thought she was just running recently but I found out she was already in the route since March but her schedule is irregular as it is already the cargo that determines when she leaves port making her more of a cargo-passenger ship or a RORO Cargo ship.

R0014038.JPG

When I verified she was sailing, I tried to get a ticket in their Gorordo office in Cebu but they were no longer issuing tickets there and so I just got one when I went to AMTC Ouano where she is docked. We left on a Monday midnight but actually I nearly left the ship even though I already had a ticket because upon boarding I found out many of her comforts were already gone when to think she wasn’t really a very comfortable ship to start with.

Gone already was the restaurant and the aircon sitting accommodation called “Theater”. Both were already closed. Of course the Tourist was never opened for since the very start SSR3 didn’t have enough passengers. Although I paid for the cheaper Seating accommodation in “Theater” they bumped me into the more uncomfortable Economy.

The Economy was the same and the mattresses are folded and the reason is to cut down on the dust settling in. But then it was still dusty as nobody takes care to clean them anymore and AMTC Ouano is dusty since the concrete has already turned into muck and the dust floating even diffracts my shots. The toilet and bath is also deteriorated too and less than clean (and its flies even go to the Economy section). The Economy is also hot even then but I found out the noise and vibration from the propeller shaft has lessened. There was no linen available. The Economy is basically for truck crews now and the passenger total was less than five.

R0014059

The only place to while away time in SSR3 where there is air. On the kiosk on the right some food is available. Getting hungry is a possibility in the ship. The seats are dusty.

For meals there is rice and the service crew of the kiosk in the bridge level will cook canned food in a single-burner stove when ordered and eggs are available plus drinks, biscuits and noodles. Even that kiosk is also deteriorated too and the seats are dusty. In the ship there were more apprentices than passengers and truck/vehicle crews (there was one pick-up in the load). But what they had were apprentices that do not know how to clean a ship.

My condition demands more comfort than the average person and I feared I won’t be able to sleep. I suffered in the trip but I tried the best I can to survive. But I cannot remember the last time I rode a more uncomfortable ship that has a reclining accommodation. Even the unimproved Lapu-lapu Ferry of more than ten years ago to Cataingan, Masbate with folding cots was more comfortable because it was airy and there was passenger service unlike in SSR3. In SSR3 I never saw a crewman in uniform and most of the persons doing some jobs were just apprentices. Now I wonder what they will learn after their apprenticeship expires when they don’t even tend to the ship and the passengers.

When I woke up in the morning we were still in the middle of Visayan Sea and it was the Samar Sea islands that were dominating the seascape. I knew there is just a small chance of a ship encounter as this place has few ships sailing at daytime. It is a long time before the islands seemed to move and the very few passengers and crewmen at the lounge by the kiosk don’t know them better than me. Until we passed by Cataingan Bay the Masbate land when we were astride it already seemed featureless. I just tried to view the islands in the east especially when we were approaching Naranjo islands. Yeah, with so many islands in the place and lots of fishes I was imagining the place as the birthplace of the Tausugs and the Badjaos which linguistic research says it is and they even have a descendant in the place, the Abaknons.

R0014074

R0014075

Islands in Samar Sea

Until the ship reaches the Uson area with its offshore islands Masbate island is not exciting to watch passing by. Maybe the lack of a true mountain range is the reason and though there is a coastal road few developments are visible. It is the islands on the starboard of the ship that seems to provide variety. And I was peering into it as if I am trying to peer into history and the peoples of the area. I feel that what is called Masbateno now could be the mother language of many languages. If our people came from Formosa and Bicol is their landing place on the way south and Bicol with its many dialects is a Visayan language then Masbate and the islands in Samar Sea might have been the key to the diaspora south.

The Uson area of Masbate also has a fascination to me as that was the only place in Masbate island that the Spaniards was able to control and the rest was controlled by the Moros. In Uson the Spaniards was able to established a galleon-building yard and the area south of the Bicol mountain ranges hosted the bulk of the galleon-building yards of the past as it had the best shipwrights then. I cannot help but think of that when I pass the place. By the way after Uson the ship will sail astride Ticao island too which was very important then to the galleon trade.

As forecast soon we were enveloped in heavy rain and visibility was hampered. The positive thing is everything cooled. It was a reminder that it was already habagat (southwest monsoon) season. We were now leaving the area where there is a gap in the far land mass. To the knowledgeable they know it is the San Bernardino Strait, the way of the galleons in the past into the Pacific Ocean (which is anything but pacific). It was also the way of our seafaring ancestors to Formosa and China, the Pintados with their boats that are even longer than the galleons. Their shipbuilding stopped when the Spaniards issued an edict outlawing them because they needed their skills for the galleons.

R0014089.JPG

Masbate port. We will try to dock sideways between the two ferries.

We arrived in Masbate after more than 14 hours of sailing and we had a long time docking because the Captain tried a 45-degree docking. Maybe the linear space was not enough for sideways docking. But then the Sta. Clara ferry Jack Daniel suddenly left ahead of time and maybe her Captain was apprehensive of our docking maneuver and she was not waiting for any more vehicles anyway. But with that the last chance I can take pictures of buses in Masbate port was gone. Regarding ferries there were still two Montenegro Shipping Lines Inc. (MSLI) High Speed Crafts plus a small RORO of them that will spend the night in port.

I then just made my way to Masbate bus terminal where I found four buses and a few motor bancas in the nearby boat landing area for most have already left as it was already 4 o’clock in the afternoon and the activities in the two Masbate ports was already dying. I was clearly dissatisfied with my Masbate ship and bus spotting. My only consolation was eating the Reuben burger of Bigg’s Masbate but it cost over P200 already. I try to eat in Bigg’s whenever I am in Bicol because they can’t be found outside the region except for two of their outlets.

We left Masbate after more than three hours when night had already fallen after taking in livestock trucks and that meant cattle, carabao and goat (thanks there were no hogs). Masbate is known for livestock and the cattle was obviously for fattening. It was headed for Batangas and I assume when it reaches the market it will already be “Batangas beef”. The car deck of SSR3 when we left Masbate and actually they did not fully load it in Mandaue so the cargo in Masbate can still be loaded.

R0014225

For conversion to “Batangas cattle”

After dinnertime (there was actually no dinner), I was able to find a truck crewman that knows the area and like me has been around the country as he drifted from one job into another beginning with fishing. In terms of knowledge of the sea the contract fishermen in the big fishing fleets have almost the same knowledge as the seaman. Amazingly, he also knows buses. He has already lived in many places. We talked even past the Aroroy headland and lighthouse.

I was able to find a more comfortable position on an upper deck which I normally won’t take because of my condition but the only breeze was there. The alternative is to sleep on a bench in the bridge deck by the canteen. Even there it was dusty but at least it was airy. A practical passenger actually slept there and I also spent time there after a hypoglycemic attack when I needed to cool down.

In terms of uncleanliness I do not know if SSR3 has descended to the level of Viva Shipping Lines. Sorry to say it and no offense meant but SSR3 is only good for truck crews whixh is a hardy bunch and not passengers and may this serve as a warning. Cleaning is not part of the routine of the crew and the apprentices. If there is no regular schedule then MARINA could just withhold the passenger license like with what they did with Gothong Lines. It won’t matter on the part of AMTC anyway because for all practical purposes SSR3 is just a RORO Cargo ship now and she gets full anyway according to what I heard.

R0014230

Marinduque behind

When I woke up in the morning we were just between Marinduque island and the Batangas headland which corresponds to the town of San Juan. I laughed because that route will make one feel what the view is if the Starhorse ferry was still sailing the San Juan to Marinduque route. Astride San Juan the plains of Naujan of Mindoro, the former developed area of Mindoro before Calapan was very visible along with the two tall mountains of Mindoro. Up ahead were the islands in the Verde Island Passage. But I was wondering why our ship was following the coastal route. Were we reclassified into a “coaster”?

R0014233

Mindoro up ahead

I was able to engage in some productive exchanges with people connected with AMTC before entering Batangas Bay. From Matuco Point I was already busy taking photos of ships. The only positive thing about SSR3 was I was able to charge all my batteries. As usual there were a lot of ships in Batangas port and in the bay. Maybe my most notable finding was the reappearance of the former Siquijor Island II which is now The Pegasus. Our trip from Masbate lasted over 16 hours and it was near lunch when we arrived.

R0014369.JPG

Batangas port

Disembarking from the ship the ATI (Asian Terminals Inc.) shuttle picked us up. Nobody walks around in Batangas port because ISPS tells them any passenger is a possible saboteur and ATI is the new operator. I really cannot understand this practice of government of handing over fully-developed ports with a lot of traffic to private operators for just a small rental when a port like Batangas costs in the billions. A chance to engage in “golden signatures”, perhaps?

I did not have much time in Batangas port because upon surveying the ticketing booths I noticed the Starlite Pioneer was leaving at 1pm and I wanted to take that to assess the design of the new ship series of Starlite Ferries. I did not even have enough time to take enough bus pictures or have a proper lunch. But one thing I noticed in Starlite Ferries is a lot of passengers have food in see-through plastic meal boxes. I found out later that was already the new way of selling meals in Batangas and Calapan. Neat and practical and the price just matches that of fast food chains and there is less garbage and mess in the ship.

I found out the new Starlite Ferries has no meaningful difference over the older ferries except the side passageways are wider and there was an elevator for disabled persons. A wing passenger ramp like in Cebu is a better improvement for Batangas ferries because what they do is hold the passengers so that the vehicles can load or unload first. A wing ramp will enable simultaneous passenger and cargo loading and unloading which the Batangas ferries can’t do unlike in Central Visayas.

R0014518.JPG

By the way the passenger bridges of Batangas port are no longer used as shuttles just whisk away the passengers to their ship. So the design was wrong? Well, one does not need to go to the second floor of the passenger terminal building anymore and then go down to wharf level near the ship. Bus passengers meanwhile has to go down to pay the passenger terminal fee and board again their bus up to the ferry. Well it seems “cattle-herding” won’t go anytime soon in the ISPS ports. Why can’t the port assign collectors to go up the buses? It seems passenger comfort is an unknown objective to them. If passengers can move their asses so should they can for they are paid after. Maybe they can recruit former bus conductors to do that job for them.

Starlite Ferries built an open-air Economy section on top of the Japan-built passenger section to increase passenger capacity much like what shipping companies do with the surplus ships from Japan. It should have been my accommodation but the good thing is they upgraded us to the aircon section. That was a nice facility to cool down when ship spotting. My senior citizen fare was only P171 and I wondered how they computed that since it was lower than what I expected. Their fare are like the Economy of Oceanjet and FastCat which is about equivalent to the Economy of MSLI and I heard MSLI is suffering as a result. It is really good if there is true competition as fares go down.

It is nice taking a ferry to Calapan as there are many ships anchored in Batangas Bay and there are also encounters with ships from Calapan and ships traversing the Verde Island Passage. Sabang of Puerto Galera also becomes visible along with Maricaban island and Verde island. Traversing the strait one might think it was not habagat yet as the sea shows no sign of it. Approaching Calapan one has view of the town (it is a city), the settlements to the port and the port itself which looks very long now with many buildings already.

R0014511

A part of Calapan port

We arrived in Calapan port at past 3pm. Starlite Pioneer was not able to deliver on their 1 hour 45 minute promised crossing time and we took two hours in the 24-nautical mile route. I thought the cruising speed of the ship was 14.5 knots? That is what they advertised. But anyway the crew was nice and I was able to charge batteries a little. And riding a new ship is always nice.

Upon arrival in Calapan, I realized I had no time anymore to go to Puerto Galera because if I do so I will arrive there when the sun is already setting down and I still wanted to roam Calapan port and take photos of ships and buses there if there are any around (there was none as it was still to early for the buses from Panay and Occidental Mindoro). I was also interested in the Mindoro jeeps which are actually trucks in disguise as they can’t be found anywhere else.

After finding an eatery where I was able to charge battery I went to Calapan market to visit old haunts (I did business in Mindoro before) and see what changed, what remained. When I visited Calapan three years ago with two PSSS Moderators as hosts I was not able to figure out well the market as we were more on the outskirts and the new developments in Calapan. Roaming the market, I just did it on foot to better absorb things. I already tried to find our old place. I can no longer find it. The place of a lady Chinese friend was shuttered already. And the legendary Ampo was no longer there too.

R0014552.JPG

Calapan public market and terminal

Before leaving the city I took my first food that can be called a meal. That was also my rest. Then a heavy rain fell and that precluded any more roaming or getting around. Getting a tricycle also got difficult. It was already a little dark when I arrived back in the port and roaming and taking shots were compromised. I got back to the eatery to retrieve my battery. I was able to interview the owner a little about the old ferries of Calapan when all were still wooden-hulled and moving cargo were all mano-mano (by hands).

In Calapan port I made calls and verification through others of my possible rides. I have the phone of AMTC Batangas but they were not answering calls. They had a notice in their ticketing office that boarding of SSR3 is 6pm the next day. If that is the case then I can while away the time in Batangas port, the city and the terminal (or go to Puerto Galera). But I was warned aboard the ship that it usually takes 3 days before SSR3 heads back to Cebu. Even the crewman aboard SSR3 was not taking my calls.

My alternative if it really that long was to take the 7am St. Francis Xavier of 2GO the next day in the North Harbor of Manila. It will cost me more but I can cover North Harbor again. But I anticipated a problem with the 2GO ship. All charging are charged there at P5 for 10 minutes. It will cost me a fortune to charge all my batteries which take a total of over 12 hours. And that is what I cannot understand about 2GO when the likes of Trans-Asia can offer free charging by the bunk and that is also what I found out about the refurbished Filipinas Maasin of Cokaliong which was my ship back to Cebu. It’s hard when there are stockholders to please like in 2GO. They always expect dividends from profits.

I tried to avoid an early Calapan departure because I know there are less passenger comforts in Batangas port than in Calapan port. The first one is an ISPS port in the fullest sense and the passengers have a very small “corral” to roam around with few “grazing” areas like stores. That is not a problem in Calapan. If needed I can take a tricycle and head back to the city if I want a better eat or surroundings. If I go early there is no sense arriving in Manila at 2am. Manila is more dangerous and going to North Harbor early is also no good as the terminal is not open much ahead of the departure time (why waste power?).

R0014561.JPG

Issuance of free ferry tickets for bus passengers in Calapan port

So I decided on an 11pm FastCat where I can have a nice rest. I declined the Starlite ferry at the same time because it is the older Starlite Jupiter. I am not sure if it has individual seats in an air-conditioned compartment and visually I dislike seeing people sleeping on seats (Batangas ferries are known for scrimping on bunks unlike in Cebu). If it was a new Starlite ferry that is different from the Starlite Pioneer I would have taken it because I need charging.

While waiting in Calapan port I was able to befriend two guards and I had a lively conversation with them that I was able to get more sense of Calapan-Batangas shipping now. We also had some talks of the past of Mindoro. Nothing beats a good talk when one is just waiting anyway. While i was talking to them the buses from Panay island and Occidental Mindoro kept arriving and after a short wait they board their ferries. Dimple Star is already the dominant bus in the routes that cross from Batangas going south.

R0014576

The FastCat and the Starlite Jupiter arrived one after the other in Batangas after leaving one after the other in Calapan. Are the new ferries limiting their speeds already to save on fuel? We took nearly two hours to Calapan. My FastCat was the M5 and I have not ridden it before like the Starlite Jupiter. Their fares are about the same but I got the feeling the FastCat is more comfortable as it is a new ferry.

When I arrived in Batangas port at 1 am there was only one bus available, an N. De la Rosa Transit which is a Cubao/Kamias bus and passes through the Cubao underpass. I didn’t like it. I don’t want to go down in Makati and so I waited. But there was no other bus because a 2GO ship arrived ahead of us and vacuumed the waiting buses. At that hour going to the Batangas Grand Terminal will cost money by tricycle. Yes, one can get marooned in Batangas port after midnight.

Until 3am arrived. The N. De la Rosa bus has not yet left. Seems it was waiting for the 1am ferries from Calapan. 3am is the critical hour for me. If my bus is not leaving by that time then there is no more point going after a 7am ferry in North Harbor as I might just miss it. Good i hedged my bet and didn’t get a 2GO ticket yet although their ticketing office was open.

R0014617.JPG

A view of Batangas port while waiting for a bus

And from there my plans changed in an instant. Good I was from Luzon and I know the other alternatives. I can’t wait for the other 2GO ferries in North Harbor as the next two departures are at night and the arrival in Cebu will also be at night and what is the use of that for ship spotting? It is also not a good alternative to wait for the SSR3 for 3 days. I was also not prepared for any long-ranging diversion in terms of days as I was not prepared for that in many ways.

I have to go some other way back….

(To be continued…)

The Leyte-Surigao Crossing Is Heating Up

Just after Super-typhoon “Yolanda” in 2013, long lines of trucks formed in the Surigao Strait crossings connecting Leyte and Mindanao when the relief and reconstruction efforts were in full swing. I thought it was just a temporary phenomenon brought about by the typhoon destruction but the truck queues persisted after that (but the buses were not affected by that in the main because bearing passengers they always have the highest priority in boarding short-distance ROROs). Cargo RORO LCTs requested by the government helped in transporting trucks months after the super-typhoon passed until the situation more or less returned to normal.

ASC Celine

LCT sent by Asian Shipping Corporation to the Typhoon Yolanda relief effort (Photo by ASC)

But further developments showed there was really increased vehicle traffic already in the Liloan-Lipata and Benit-Lipata parallel routes that connect Leyte and Mindanao. So in the recent years the Surigao Strait saw more short-distance ferry-ROROs sailing the north-south direction. These included new players plus a dedicated Cargo RORO LCT plying the route and carrying trucks. With such there is a palpable increase in the sailing frequencies between Leyte and Surigao.

The once-oldest ferries in the route, the Maharlika ferries are now gone after the sinking in 2013 of its Maharlika Dos off the southwest tip of Panaon island when its engines conked out and she was swamped by waves when no help came after she drifted for hours. Archipelago Philippine Ferries, the owners of the Maharlika series then stopped operations until they were able to bring their new catamaran-ROROs which are part of the FastCat series.

31647733724_c9b0c87747_z

Now these new type of ROPAXes (RORO-Passenger ships) hold different time slots. Even with just a single ferry which is currently the FastCat M7, it can do three round trips in a day with its superior speed (17 knots) and favorable passenger and shipper response. The FastCat is gaining popularity in the route by offering the same rates but employing a brand-new craft with the best passenger service in the short-distance routes together with the legendary 2GO liners. They are practically the horse to beat there now from being derided in the past because of the lousiness of their Maharlika series.

FastCat still uses the Liloan-Lipata route even though Lipata port was damaged by an earthquake in 2016 which forced other ships to use the other port of Surigao City which is Verano port. This is the port that caters before to the passenger ships from Cebu (there are no more liners from Manila) and freighters plus different crafts to Dinagat, Siargao and various small islands off the Surigao mainland.

32525677404_cd9eb33662_z.jpg

Benit port and MSLI ferry

Giving them stiff competition because it enjoys a short route are the ferries of Montenegro Shipping Lines Inc. (MSLI) which uses the Benit port exclusively to sail the Benit-Surigao route. Normally, this shipping company deploys two big short-distance ferry-ROROs in the route and these are usually the sister ships Maria Felisa and Maria Vanessa. The Benit-Surigao route is only a little over a third of the Liloan-Lipata route but the MSLI rates are only a little less than Liloan-Lipata rates and so MSLI enjoys greater profitability than competition and I wonder why MARINA allows the shipping company to prey on the passengers and vehicle owners when I thought they are the maritime regulatory agency (and they are regulating what and are they for the shipping owners or for the passengers and shippers?).

A newcomer on the route is the Southwest Premier Ferries which is using a brand-new ferry, the SWM Stella del Mar which is a sister ship of the new vessels of Starlite Ferries of Batangas. This company promised several trips in a day but I wonder how they can live up to that if they don’t have enough rolling cargo as many of the vehicles there are already locked to their competitors (well, they can offer discounting to attract the clientele of competition). Southwest Premier Ferries is just a few months on the route.

C7pwRvEVMAAp3Ci

Photo from Scoopnest.com

A Bicol shipping company has also invaded the route, the Sta. Clara Shipping Corp. which rotates some of their bigger ships in the route and sometimes it uses a ferry of its legal-fiction company Penafrancia Shipping Corp. As of the time of this writing they are using the ship King Frederick but with two ferries from Japan being refitted right now in Nagasaka Shipyard in Tayud, Cebu, it is probable that one of the two might be assigned to their Liloan-Surigao route to better handle the challenge of the new ferries in the route.

Another old shipping company still plying the route through Liloan and Surigao is the Millennium Shipping Inc. which uses its old and slow Millennium Uno, a ferry with over half a century of sailing experience. At several times in the past this ferry was thought by observers to be already gone only to rise again like a phoenix and one of the recent episode was when they voluntarily stopped sailing after the hot eyes that came with the sinking of the Maharlika Dos (she has her own deficiencies after all). When the ruckus died down the ship quietly went back to sailing with some cosmetic changes and engine improvements so that from 4 hours plus she can now sail the 38-nautical mile distance in a little over 3.5 hours.

32358244111_704ecc86fb_z

Added to that mix of ships is a Cargo RORO LCT, the GT Express I of GT Express Shipping which was once connecting Negros and Panay islands through the Banago-Dumangas route. This LCT actually uses the Liloan municipal port which once had overnight ships to Cebu and not the Liloan Ferry Terminal. The two ports are just a kilometer apart in a very small bay. As a Cargo RORO LCT, the GT Express 1 can only take in trucks.

One shipping company that is gone now in the route is Asian Marine Transport Corporation (AMTC) which stopped their sailing when they found themselves lacking ferries because of mechanical failures on their other ferries. It is a loss and a perplexity because they fielded in the route the first decent ferry when all that was available 15 years ago were the lousy Maharlika and Millennium ferries. I don’t think they will come back in the route because they still lack short-distance ferry-ROROs.

9358949786_0d745bf602_z

Verano Port of Surigao City

So right now 6 different ROROs ply the routes across Surigao Strait from 5 different shipping companies and total of about a dozen voyages in a day with a capacity for over 200 assorted vehicles each way excluding motorcycles plus a passenger capacity of more than 4,000. Such is the available capacity now on the route which is a far cry from that of a decade ago when shut-outs happen.

One reason from the increased demand in the route is Surigao Strait became a favorite crossing point of vehicles to or from Cebu of vehicles not only from CARAGA Region but also from Southern Mindanao as Northern Mindanao is not a viable entry for the rates there are very high. This is aside from the fact that that strait is the old crossing point of buses and trucks coming from Luzon and going to Mindanao.

11207440585_9a9613e58f_z.jpg

“The Saddle” dominates the view of the Surigao Strait crossings

The competition in the route might be heating up for now with some threatened over-capacity but in a few years, with the growth in traffic being shown by the route then maybe more ships and frequencies will again be needed. Actually there is a report that a new port will be built in San Ricardo east of Benit and it will be connected to the eastern coastal road being built in Panaon island that will bypass the mountain pass called “The Saddle” which gives some trucks problems because of the inexperience now of drivers in mountain passes.

Maybe by then there will also be more routes across Surigao Strait in the future. More is merrier and normally that redounds to the benefit of the passengers and shippers if only MARINA will do its job. Let us see it then.

My Recent Trip To Hagnaya

I promised myself that when I come back to Cebu I will visit Hagnaya again and try to find the shipyards that I was not able to reach last January. I also promised myself  that I will go via the San Remigio-Tabuelan route which I failed to find last time because of a misinformation. And that exactly what I intended to do when I set out.

To be sure I will be able to pass the Tabuelan-San Remigio road, I intended to take the Inday Memie bus that has a route to Tabuelan and Maravilla or even beyond like Lambusan. I was early at Cebu North Bus Terminal at before 5:30am but I found out the first Inday Memie bus was still at 7am. I was worried about the lost time and thought about taking a direct route to Hagnaya via Bogo especially with a Cebu Auto Bus parked which I desired to ride but I feared what happened last time. I don’t want trying to find a mid-afternoon ride to Tabuelan and worrying if all the connecting rides will work out fine.

And so I waited for the Inday Memie bus while at the same time weighing if I will continue the trip as I was not feeling very well. But a dose of Mountain Dew cured my ailment and I already knew what it was. When the bus took its parking place I took the front seat for maximum observation. It was a slow bus in early going trying to find passengers but I didn’t really mind. It even passed by a meal stop. After three hours we were already in Tabuelan but I did not go down the bus to visit Tabuelan port. There are other members that cover that port and if I visit it is likely I will only find a solitary Tristar Megalink ship there and I will probably lose an hour which is better spent trying to find the Hagnaya shipyards and fish landing areas.

But I did not realize I was on the wrong side of the bus because a kilometer after Tabuelan town Tabuelan Bay came into view with its two ports, the old Tabuelan port and the new wharf for Goldenstar Shipping that lies on the other side of the bay. With the right place and timing shots can be taken from a bus if there is an ultrazoom lens. Since I was not ready I was not able to distinguish much if there are ships there. But I espied that the half-sunk fastcraft of Aznar Shipping was still there. On a next ship spotting the shortcut is to take a tricycle to that vantage point and prepare a long lens and the best will be to take the earlier Tabuelan/Tuburan bus of Ceres Liner.

We were then on the way to San Remigio and I have to be dropped on a point where there is already a jeep to San Remigio. Alternatively if the Inday Memie bus is for Lambusan then there will already be Ceres buses on the way to San Remigio. The jeep was very slow as it was always looking for passengers. Again I did not really mind. No use being upset by what are actually local conditions. Best thing is to really just have a lot of time.

I realized the Tabuelan-San Remigio road is not really a coastal road. On most parts of the road there is no view of the coast and of the sea. What I found out was there was a lot of mangrove ponds and I began to understand why Haganaya is historically associated with fishing (ditto for Daanbantayan and Bogo which also have a lot of mangrove ponds).

R0013853

I reached Hagnaya junction after more than 5 hours of travel and I then transferred to a tricycle to Hagnaya port. It was already 11:38am when I reached it and first thing I did was to look for food as I did not really have breakfast. I also used that rest to ask around and let the light rain pass. After the meal I had a quick tour of Hagnaya port so I can have two tours of it while I am there.

I was informed the farthest shipyard was in Punta which is already beyond Hagnaya and the conveyance there is a motorcycle or habal-habal in local parlance. Not really cheap as it is some three kilometers away but I had it rented so I can save time and energy. We reached Punta alright and it was true that only LCTs are built there and not fishing vessels like in the other shipyards of Hagnaya.

I found out the owner of the yard is also the owner of Island Shipping Corp. There is an LCT being built there and the name is LCT Island Ventures III. Its completion is estimated to be November of 2017. It is powered by Weichai engines from Dynamic Power in Mandaue, a facility the PSSS (Philippine Ship Spotters Society) was able to visit in 2015 through an arrangement made by Capt . John Andrew Lape, a PSSS (Philippine Ship Spotters Society) member.

It is the place where the LCTs of Island Shipping Corp. are built or refitted. The first two LCTs was just refitted there and the hulls came elsewhere. However, the more recent LCTs of Island Shipping Corp. have already been built there.

Interviewing the Island Shipping engineer, I learned the cruiser ferries of Island Shipping have already been sold and the only remaining one is the Super Island Express II, their former Cebu-Tubigon ferry which is now plying the Tangil-Dumanjug route via the Bolado port. And that lays to rest the question why the Island Shipping cruisers can no longer be seen in Hagnaya.

With the rented motorcycle I visited the ports of Hagnaya especially those I was not able to reach last January. My driver is a former employee of Mr. Alexander Tan, the owner of Island Shipping. He clarified he is not a mariner but a cook decades back when Mr. Alexander Tan was not yet into shipping but in the trading business and motor bancas are used to transport goods until Mr. Tan entered the shipping industry.

I asked my driver how many shipyards are there in San Remigio and he answered five and I countered there must be near ten. It surfaced that they count not by yards but by ownership and related ownership. If two nearby yards have related owners they only count it as one. All the other shipyards of Hagnaya build just fishing vessels. They have a curious term for the fishing vessels that venture far. They call it “shipper”. The yards double as fish landing areas because it is forbidden to land fish in Hagnaya port and Hagnaya has no fishport. Imagine Hagnaya which is practically the fishing capital of northern Cebu island and very near the Visayan Sea having no fishport. I really wonder how our government decides where fishports should go as there are fishports in areas with marginal fishing.

R0013884

In a yard I was visiting I was lucky to cover the departure of Super Shuttle Ferry 23 while at the same time the Island RORO I was passing by. But I was in a little hurry to finish my ship spotting of the fishing vessels and fish landing areas of Hagnaya. That is really the problem of long-distance ship spotting – more time is spent traveling. I want to finish before 2pm because after that all the departures of the buses in Hagnaya port is only when a ferry arrives from Bantayan island and the next trip will be 3pm already. With that departure and the slow buses of Cebu island I won’t be able to cover any other port anymore.

There are yards I did not try to enter anymore and just tried to cover their ships from the adjacent yards. But the negatives are I don’t have a good angle at times and I am not able to make short interviews or observe what kind of fish is being unloaded if I was not too late for that. But I also was able to visit the wharf near Hagnaya port which is a fish landing area too and which has a big motor banca for an island between Bantayan island and Negros island and I was able to cover her departure.

R0013895

Back in Hagnaya port I did not try to board the ferries anymore as I was intent on being able to make the 2pm bus. However, I was still able to field queries especially about the Hagnaya-Cawayan (Masbate) LCT of Island Shipping. This time around I saw it is a possible way for me to reach Naga without being forced in an overnight stay in Masbate City if the LCT will arrive in Cawayan at 1pm and the last trip from Masbate to Pio Duran is 4pm. A little iffy but possible if the van is fast and the ferry in Masbate does not leave earlier than her ETD.

At 1:35pm I was already done. It took me nearly two hours to finish my ship spotting and it was really a rush kind with no time lost anywhere. I was able to make the 2pm bus and used it as a respite. I was still able to get a shot of the departure of LCT Island Ventures II which I was not able to anticipate but with me inside the bus I did not notice the arrival of the Super Shuttle Ferry 26 of the Asian Marine Transport Corp. (AMTC), the main and only rival of Island Shipping Corp. I was just able to get a shot of her when the bus was already leaving the port. Oh, well, one can’t have it all.

R0013920

In Hagnaya port, I also noticed the wrecked fishing vessels in Hagnaya are already gone and only one remained. I was able to find they are now in one of the shipyards which I visited and it is obvious that they will be refitted. Well, we don’t really break ships if they are still salvageable.

Our Sugbo Transit Express bus was oh so really slow. As I said before if a bus carries the name “Express” it is surely a slow bus. With that speed I nearly had trouble making Carmen port before the light was already fading especially we had a meal stop before Carmen town where our driver and conductor really had a meal at just past 4pm when to think at lunchtime they were in Hagnaya. Maybe no discount is offered for them in Hagnaya and they fear getting hungry in CNBT.

I again hired a motorcyle to save on time and energy and I reached Carmen port at 4:35pm and that was nearly three hours after we left Hagnaya at 1:45pm. And I found out that the gate was locked and there is a guard who told me outsiders can no longer enter. He asked my purpose and I told him I want to take pictures of the ships there and he told me that is also forbidden. Now when some guards tell me it is forbidden to take pictures that always raises my goat. I asked him if I can take pictures of the truck. Now he sensed I was leading him into an absurd situation. Then I told him one can enter a military or police camp by leaving an ID card and stating the purpose and that he knows that. I then asked him if that lousy port is more security-conscious than a military camp. He then let me in. Sometimes what is just needed is just to bamboozle and intimidate the guards and lead them into absurd answers. Even before taking pictures I already told the guard to tell his higher-ups that they are crazy (sira-ulo). On the way out, I thanked him of course.

R0013957

The Cebu Sea Charterers LCTs were no longer there and just a tanker and tug were around plus the usual pleasure boats but there was a CSC road tanker and I asked it crew about their LCTs there. There were two in the route to Leyte and departures are 12mn and 12nn and I was early for the arrival from Leyte.

I was able to board a 5pm bus and there was still enough light when we passed Danao port and I was able to get shots from our moving bus like when I passed there in the morning. My trip home by bus from Carmen was much faster although there is traffic because I was not riding a Ceres bus and I did not have to go down in CNBT because our bus still continues to CST and beyond. I reached USC after just a little over two hours and I was home by dinner time and not that tired because the motorbikes save me a lot of energy.

The whole trip cost me more than 14 hours. Such is the cost of long-distance ship spotting.

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.

17520661596_ea1234d63d_z

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.

34273354515_12a5c2d98e_z

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.

33299435436_3b71b3b1ec_z

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.

32688150083_4406ee6068_z

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.

32683547255_40b7903757_z

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.

32761275812_71427086b8_z

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 Orange Ferry Sister Ships That Came To The Philippines

In the years 2007 to 2009, four former Orange Ferry ships that were all sister ships came to the country when the company disposed of their elder ferries. These were the Orange Angel, Orange Venus, Orange Queen and the Orange Princess. The four ships  were short-distance ferries in Japan and they were also employed as short-distance ferries in the country. Seats have been added to them here to increase passenger capacity but otherwise their superstructures remained practically unchanged.

The Orange Angel became the Anthon Raphael of Penafrancia Shipping of Bicol and in that company being the best ship she is practically the flagship of the fleet. The ship came to the company in 2008 and she was almost always in the Matnog to Allen route across the San Bernardino Strait although her very first route was Pasacao to Masbate when her company took MARINA’s offer of a “missionary” route with its incentives. However, she promptly withdrew there very early when on a habagat (southwest monsoon) voyage she nearly had an accident when her rolling cargo shifted. MARINA or Maritime Industry Authority is the Philippines’ maritime regulatory agency.

https://www.flickr.com/photos/29421855@N07/9654012989/in/photolist-qoRf2D-o7cggn-A9oxy6-pfLWQg-ohVB8g-pfLVRH-gJnMvP-pw3LRp-hxWSJE-grqFq9-jaSzAd-jaSzpw-q4kJe2-hfSx9h-bBSprR-dyQTkW-bvRzRf-bG4u6i-piN3tB-dwZr4E-btaSw7-btaSGE-bp2qc9-bG5HoF-bEZTn8-bG5Hik-btaSXw-fH6kHP-7HHS6P

The Orange Angel was built by Naikai Zosen in Setoda yard in Japan in 1990 with the ID IMO 8921781. She measures 61.4 meters by 14.0 meters with a depth of 3.2 meters with the present Gross Tonnage of 1,093 from the original 698. Among the four sisters she is the only one with a clear second passenger deck. The ship is powered by two Daihatsu engines with a total of 3,400 horsepower that gave her a top speed of 15.5 knots when she was still new.

Meanwhile, the Orange Venus became the Maria Ursula of Montenegro Shipping Lines Inc. of Batangas. She was the first among the sister ships to come here and she went to Montenegro Lines in 2007. For all her time here, she was doing routes from Mindoro to Batangas or to Panay island through the port of Caticlan.

https://www.flickr.com/photos/85274844@N03/12743401335/in/photolist-kHSt4L-kq5XkF-kq6gf8-s77jWP-8dq5bS-co7cxQ-ndrq6P-8bhTuv-ajMsZs-dqr5aa-8XJJhM-duuhyg-e5E41k-9JTALR-kdrE1P-e5Kpod-bXemVT-e8nzb6-nebeht-9gjtq8

Photo by Edison Sy

The Orange Venus was also built by Naikai Zosen in Setoda, Japan and she has the same external dimensions as Anthon Raphael with the same Depth but in the country her Gross Tonnage is only 959 from the original 698 in Japan. She has the same engines and horsepower as Anthon Raphael but her sustained top speed when new was 16 knots. Her permanent ID is IMO 9011284.

Another sister ship, the Orange Queen became the Reina del Cielo of Marina Ferries, the legal-fiction company of Montenegro Shipping Lines Inc. and as such there is no real difference between the two companies and operations and maintenance are just the same and crews and routes are interchangeable. Like the Maria Ursula, Reina del Cielo has been mainly used in the Mindoro routes of the twin company. The Reina del Cielo arrived the last among the sister ships in 2009 as she came here through the Seatran Ferry of Thailand.

https://www.flickr.com/photos/nowell1011/5441149476/in/photolist-9hPjb1-7ZesWK-7wgkBv-89z1xP-9rhmm6-9hi9AP-9rkf3q-9K9B82-e8irre-9mYycn-89CfDS-azoxxX-e8vx9q-7waBSJ-bzTmU1-e8vApG-9j69Gw-ayAz5c-ao8rTg-7wgksn-9hLdNB-8F174v-ce927E-jvHPFg-ce93T7-8Ggczk-e8mXyt-9hLdGg-9BVHp1-7wgmd6-7wgmnt-adArAm-aC2qZM-9HHBM7-bw3y5F-anJbFt-7waC85-9hLdJt-7wivhs-bw3zfK-e8q4xS-9hPjmA-e8qoAU-bWLGrn-8F4hDA-9HHAT9-e55HXF-9jRFEk-eTj776-i5mp98

Reina del Cielo by Nowell Alcancia

The Reina del Cielo was also built by Naikai Zosen in Setoda, Japan in 1989 and she has the ID IMO 8822234. She shares the same external dimensions as her sister ships but her declared Depth is only 2.8 meters. The Gross Tonnage (GT) of the ship is 698 versus her 697 in Japan. There is a lot of variance in the GT compared to the Maria Ursula when both have no added passenger deck like the wont of Montenegro Lines. She had 3,200 horsepower on tap from two Daihatsu marine engines and her top sustained speed when new was 15.5 knots.

The Orange Princess became the Super Shuttle Ferry 18 of Asian Marine Transport Corporation (AMTC) of Cebu. Her initial route was Lipata to Liloan which span Surigao Strait and connects Leyte and Surigao. Later she was transferred to the Caticlan to Roxas route spanning Tablas Strait and connecting Panay and Mindoro when two of the bigger short-distance ferries of AMTC was sold to Indonesia and she has been in that route ever since.

https://www.flickr.com/photos/29421855@N07/12111030553/in/photolist-jsdcrB-ct9JNY-6LDxbK-ePBnYn-e8AbP7-ct9J4s-e8pTuN-e8u8pE-ePFSXN-aD6Spa-5WUnwQ-e51wcA-9UukRR-9Uu9Qv-co5nc9-6jchkD-9UxciJ-pZVKJM-9UuonV-eTfPQj-9Uunkv-9Uxdjs-9Uxdwq-ceAtXS-aDawVJ-cpHaLm-9UwZnJ-9UufZ8-9UucXZ-9UudZF-9UxdpU-9Uxbu7-aD6Rwg-duuo7H-9UubZ4-9UuoPn-8DYnzP-9Ux5BC-9Uu5VX-9UujYz-9NH9LR-9Ux167-8C6eiT-aD6QzT-9UwVe7-9UwZVG-9UwYzY-JtYt2m-9UwYjd-9Ux32s

Super Shuttle Ferry 18 by Masahiro Homma

The Orange Princess was also built by Naikai Zosen in Setoda, Japan and she is the eldest among the sister ships being built in 1987. The external dimensions of Super Shuttle Ferry 18 are 60.8 meters by 14.0 meters with a Depth of 3.3 meters. She is only the one among the sister ships whose Gross Tonnage did not change from Japan to the Philippines. She is also powered by two Daihatsu marine engines but her horsepower is only 3,000. As such her design speed is only 15 knots. Her ID is IMO 8616960.

All of these former Orange Ferry ships of Toyokuni Industry have two passenger decks and a car ramp at the bow and at the stern. And all of these proved very valuable for their local owners. They are big for the short-distance routes and are fast enough and besides they proved to be very reliable.

I discussed these ferries because I found they are the nearest analogue of the new short-distance of Starlite Ferries and Southwest Premier Ferries that were ordered brand-new from Japan which were financed by bank loans. In external dimensions and engine capacity the two sister ships series are almost alike. The brand-new series are 5 meters longer but that is just a row of sedans and not much of an edge. In Gross Tonnage (GT), however, that of the new sister ships are almost double and one reason for this is their great Depths.

In Breadth, the new sister ships are wider by 1.3 meters but these are mainly absorbed by their wider stairs. In engine capacity the new series has 250 horsepower more but in terms of design speed they are even slower. The old series might be older but at full trot they can still match the new sister ships.

And this is what I have pointed out before that the new ships of Starlite Ferries and Southwest Premier Ferries actually have no technical edge over some older ships and this is design failure, I think. For the same money one of the new ships will buy four of these old sister ships and that will produce four times more revenue with no big monthly amortization. So these four elder sister ships means a lot of value. And a decade of sailing here has already proven that and they are still nowhere near giving up.

Ironically for the new sister ships three of the old ones are direct competition with them in the Mindoro routes and it seems the new ones are far from overwhelming the old ones there as they don’t leave at the same time and passengers will take whichever ferry will leave first if there is no great differential in speed. In rolling cargo it is a suki-suki system which means many trucks and buses are already locked to particular ferries because of the giving of discounts and they will time their arrival in port so they won’t wait that long.

If Penafrancia Shipping will assign the Anthon Raphael in the Liloan-Surigao route like what they did before then she will be in direct competition with the SWM Stella del Mar. But the older ships might not even be her main problem there, It could actually be the catamaran-RORO FastCat of Archipelago Philippine Ferries which has an actual technical edge over competition and makes several voyages in a day at greater speed.

The old sister ships from Orange Ferry of Japan has acquitted themselves well here and it seems at 30 years of age they are still capable of sailing for quite a long time too.

The Ocean Fast Ferries or Oceanjet

Many except for those from the Central Visayas do not know that Ocean Fast Ferries, more commonly known as Oceanjet is already the Philippines’ largest operator of High Speed Crafts or HSCs. This is especially true in Luzon which has only been recently exposed to the Oceanjets when they invaded Batangas. Therefore, many think that the old king SuperCat is still reigning because the ads and glitz are still around and they still have the best booking service and so foreigners and tourists easily find them online. Being connected to 2GO doesn’t hurt them either.

Oceanjet actually did not start very late as some might surmise. They only came a little later than Bullet Express and SuperCat and almost about the same time as Waterjet and the Sea Angels of Negros Navigation. They were even a little ahead of SRN Fastcrafts (which is more popularly known as Weesam Express) which started in Zamboanga and the SeaCats of ACG Express Liner. All of those mentioned actually came only in the mid-1990’s. The Montenegro Shipping Lines fastcrafts came significantly later than them and still much later did Star Crafts and Lite Ferries started operating High Speed Crafts.

Ocean Fast Ferries did not start with a bang. Neither did they expand very fast and they were actually on the conservative side. The other HSC operators were overly ambitious and they paid for that mistake. Some coalesced, some were driven out of business. Because of the fast expansion of the High Speed Craft sector, there came an instant overcapacity in the late 1990’s. Filipinos are still poor and so the fare is a big decision point for them. Most are not willing to pay fares of the HSCs which in general were double the fare of the ordinary ferry. The reason for this is HSCs gobble a lot of fuel because they have oversized engines plus they don’t carry a significant amount of cargo.

16700240478_e958e7cd89_k

32344418003_a561823dc2_z.jpg

Since Oceanjet did not expand fast in the early days of the High Speed Crafts, they were able to avoid the mistakes of their competitors. They only started expanding in 2001 when the dust of competition in the HSC sector already started to settle. The Ocean Fast Ferries expansion seem to come in batches. In 2001 to 2003, their brand-new Oceanjet 3, Oceanjet 5 and Oceanjet 6 which were all sister ships started arriving from their builder Cheoy Lee of Hongkong. These were the first brand-new HSCs for Ocean Fast Ferries as the Oceanjet 1 and Oceanjet 2 which they acquired in 1996 were just bought second-hand from Japan.

35236686292_1fdb7bee73_z.jpg

34793267820_0c6d5248ac_z.jpg

32765014881_abc08b7f4c_z

These trio of sister ships brought success and recognition for Ocean Fast Ferries. They were not that fast (as in sub-30 knots while the SuperCats and Weesam Express fastcrafts were capable of speeds over 30 knots) but they were big and high. It seems these trio started a design template for Ocean Fast Ferries. Moreover, the trio also started the engine combination favored by Oceanjet which is a pair of Cummins engines with each developing 1,800 horsepower for a total of 3,600 horsepower and a speed of less than 30 knots. While not that that fast the engine combination saved fuel, the parts are easy to source (Cummins has a depot in Cebu), engineers are familiar with it and Cummins is a good engine make.

Oceanjet was also not fond of waterjets for propulsion and instead relied on the trusty propeller unlike some of their competitors. Waterjets are also more maintenance-intensive and it can foul in the dirty waters of our ports especially in Cebu and that can send schedules awry when an engine can’t propel because its waterjet sucked in garbage. They tend to consume more fuel too. Of course in speed they are matchless. The speed where waterjets become inefficient (that is when it can’t push anymore even if more fuel is added) comes much later than that of a propeller.

It took seven years before Ocean Fast Ferries acquired another High Speed Craft after that trio of sister ships. In 2010, they purchased the Oceanjet 7, an old but gold Westermoen catamaran. This was the first cat of the company and it was an antithetical acquisition. Maybe they were attracted by the solid and high reputation of a Westermoen. Maybe it was the price that attracted them. Or a combination of that and the reputation. I really don’t know. Suffice to say this old cat proved its value to them and is still reliable.

19393547638_ea3277ae69_z

One big supplier of High Speed Crafts in the world especially aluminum-hulled ones is Australia. It came naturally for them as they are a boating country and they were once the king of aluminum. However, in this decade Australia stopped production of High Speed Crafts because with their high labor cost and the strengthening of their currency they were no longer competitive in the world market. So what they did is they were just selling HSCs in kits to be assembled by the buyer.

One of those that took advantage of this was Ocean Fast Ferries. In Mandaue, Cebu, in their own reclaimed land they put up a related company to assemble HSC kits. This was the Golden Dragon Shipyard. In finishing they just drag the near-completed ships using rubber bellows to their shipyard in Labogon where repair works and drydocking is done to the vessels of their other shipping companies. The launching and completion of the new Oceanjets are just done in Labogon shipyard.

25313648860_60b300e179_z

34801763504_401c877029_z

Out of this process came the sister ships Oceanjet 8, Oceanjet 88, Oceanjet 888, Oceanjet 168 and Oceanjet 188 from 2011 to 2016. Australian engineers came to assist in the assembly of the first kit-built Oceanjet 8 but this took the longest to be built because of the locals’ unfamiliarity (well, the first is always the hardest). These were also high fastcrafts and maybe that helped Oceanjet because there are many passengers who are not comfortable with low-lying crafts like the Malaysian-built fastcrafts. That seems to be one disadvantage of the fleet of Weesam Express. Many passengers get the chills when they see water spray in their craft’s windows.

23398007255_a73a13dc86_z

19752917533_f3c3906d06_z

These five fastcrafts followed the same engine template favored by Ocean Fast Ferries which is the 2 x 1,800 horsepower Cummins engines. Again, the speed is not that much at sub-30 knots. But Ocean Fast Ferries guessed well. Nobody was still running at over 30 knots when fuel prices really got high. While fuel is already lower right now still nobody runs at over 30 knots because their engines are already old. They either can’t do it anymore or they are already preserving the engines.

34703549973_a27f402578_z

And that comes round to one of the strengths of Ocean Fast Ferries – they really have the financial muscle to buy new engines and they can afford to re-engine their old High Speed Crafts, an endeavor that their main competitors SuperCat and Weesam Express can no longer do because of weaker financials. Another show of their financial muscle and the effort to stay ahead of the curb is they are currently retrofitting their fastcrafts to the axe bow which gives more speed with lower fuel consumption.

So Ocean Fast Ferries started being the laggard but now their High Speed Crafts are already faster than their competition with its old engines. What a reversal! It is only Weesam Express which try to give them a fight in the speed department and this might be more out of pride and not of technicals.

16088386531_21afc25be8_z

Photo by Nowell Alcancia

While acquiring these five HSCs built-from-kits, Ocean Fast Ferries also acquired High Speed Crafts offered to them by competition which quit the HSC field. In 2013, they acquired the Paras Sea Cat which already stopped operations. This was originally a Misamis Oriental-built Medium Speed Craft (MSC) capable only of 17 knots with its hand-me-down Caterpillar engines from SuperCat and a heavier hull that was not aluminum. As Oceanjet 9, she was recently re-engined and she is now capable of 26 knots and so qualifying her as a true High Speed Craft. Incidentally, her hull design was copied from SuperCat 26 (later the St. Emmanuel) making them sister ships but Oceanjet will outrun her sister anytime.

29628498815_1f01b1e084_z

Photo by Raymond Lapus

In 2015, Lite Shipping decided High Speed Crafts is not their cup of tea. So they sold their High Speed Crafts – the Lite Jet 1, Lite Jet 8 and Lite Jet 9 to Ocean Fast Ferries. These became the Oceanjet 11, Oceanjet 10 and Oceanjet 12, respectively. They were re-engined one by one especially the latter whose engines were not that strong after stints in Hongkong and Vietnam. They all can do 25 knots now or better. Golden Dragon Shipyard made alterations to their superstructure including on Oceanjet 9. I do not know but maybe they want a better feng shui or maybe better looks more suited to their taste.

R0012941

29517594272_1f386edcc8_z

Photo by Raymond Lapus

Very recently, in 2016, the Lite Jet 15 arrived for them from Japan. This is to be used on their new Tuburan-Estancia route. With a growing fleet, the route system of Ocean Fast Ferries is expanding along with the frequencies. They are doing well and giving all that SuperCat can handle in the premier-for-HSCs Batangas-Calapan route along with the Bacolod-Iloilo, Cebu-Tagbilaran and Cebu-Ormoc routes. Their route system also includes Tagbilaran-Dumaguete and Dumaguete-Siquijor plus a Cebu-Tubigon route that they inherited from Lite Ferries. Recently they also opened a Cebu-Camotes route, a successor of their Goldenbridge Shipping route where once the Golden Express MSCs were sailing. So as of today Ocean Fast Ferries has the widest route network in the HSC field in the Philippines.

29643168693_88b158b71a_b

Lite Ferry 15 by Jan Dumapias

Right now, July of 2017, Ocean Fast Ferries has a total of 16 High Speed Crafts and all of those have good engines (one will almost never hear of an Oceanjet HSC having trouble while at sea). That is more double the eight HSCs still sailing for SuperCat and even if the third-ranked Weesam Express fleet of seven is added to that, the Oceanjet fleet will still be bigger. Yes, Ocean Fast Ferries or Oceanjet is already dominant in the HSC sector of the Philippines. They did that by continuously adding HSCs over the years and equipping them with good engines always and so their fleet never seems to get old.

What is their secret? Many cannot connect that the owning Lua family of Ocean Fast Ferries is simply loaded that they need not take any profits from the operation of Oceanjet and they can simply reinvest all profits. They also don’t have any stockholders to please and so they can take the long-term view. Their main moneymaker is actually the Nature Spring mineral water, the #1 brand in the Philippines. They have a big reclaimed land in Labogon in the Cansaga Bay of Cebu where the Golden Dragon Shipyard is located. This also hosts there Goldenbridge Shipping, one of the pioneers in the fast-gaining RORO Cargo LCT sector. That company also carries their bottled water. Part of Goldenbridge was the old Golden Express MSCs that were once Bullet Express HSCs (they were able to purchase the remains of that company).

They are also not new in shipping. Before Oceanjet and Goldenbridge they were already in cargo shipping using trampers. The Lua family owns Unilink Shipping Corporation and Unified Global Shipping Corporation aside from the earlier Socor Shipping Corporation, the forerunner of Goldenbridge Shipping Corporation. In these shipping corporations the Lua family has an additional 15 ships, more or less and that includes some true cement carriers. The Lua family is big in the construction and hardware industry of Cebu and it seems they are also in trading including cement trading. That is the financial muscle of this group most people don’t see.

SuperCat is trying to close the gap with two new High Speed Crafts from Austal Philippines in Balamban, Cebu. But I wonder if that will be enough. For some time to come I see Oceanjet reigning in the HSC field in the Philippines.

Maybe it’s time for them to make some noise?

Chelsea Shipping Is The New Goliath of Philippine Shipping

34441102332_ca86518b7f_z

The Chelsea Dominance. The declaration of intent?

When the “new shipping world” was being built there was Phoenix Petroleum first which was not into shipping anyway. Many thought Phoenix Petroleum would end up like the “independent” oil players then which had a few gasoline stations here and there but were never a threat to the major oil players which have foreign genes. But with the smiling face of the world-famous Manny Pacquiao as mascot, Phoenix Petroleum grew until it challenged the Big 3 which were Petron, Shell and Chevron (which was the former Caltex and Mobil). That was blasphemy for the oldtimers which saw Filoil never got anywhere before.

Phoenix Petroleum got far because they changed the rule of the game. Where before local oil companies had to invest in local refineries to be granted permission to operate, Phoenix Petroleum simply had to import fuel from Singapore and it so happened in Southeast Asia oil prices are only high in the Philippines because a lot of taxes are tacked on to the price of fuel as oil is the milking cow for taxes of the government which rules a vast horde of people exempted from paying taxes because they are too poor.

Along the way to being the fourth Oil Major, Phoenix Petroleum established Chelsea Shipping to handle their fuel transport needs and the company operated a fleet of tankers. But Chelsea Shipping never operated the biggest tanker fleet in the country and their fleet never exceeded ten tankers.

But this year, 2017, Chelsea Shipping made a lot of sea-shaking moves in shipping. Early this year rumor leaked out already that they have already acquired majority control of Trans-Asia Shipping Lines Inc. (TASLI), a Cebu-based regional shipping company with Visayas-Mindanao routes. A bare few months later a boardroom fight erupted in 2GO, the only national liner shipping company left when Dennis Uy, the principal of both Phoenix Petroleum and Chelsea Shipping tried to claim what they felt was their rightful representation after buying shares and the old management group represented by Sulficio Tagud, the old top honcho resisted. But in the end Tagud and company waved the white flag after 2GO gained market value because of the fight and Dennis Uy took control of 2GO.

Weeks passed and the local shipping world was rocked again by a new development when it was announced that Chelsea Shipping is acquiring Starlite Ferries Inc., a Batangas-based regional shipping company lock, stock and barrel. Starlite Ferries has routes to and from Mindoro and its fleet is being reinforced by newbuilds from Japan acquired from a loan from a government-owned bank. It seems the coffers of Phoenix Petroleum and Chelsea Shipping are overflowing to the brim. Is there another acquisition in the making?

Chelsea Shipping now has foothold to the top three passenger shipping hubs in the country which are Cebu, Manila and Batangas. In tankers they are also strong in another hub which is Davao which has the cheapest fuel in the whole country courtesy of Phoenix Petroleum and which piqued Ramon Ang enough that he chopped the fuel prices of Petron. And so Davao fares remained among the highest in the country. Does it make sense? Nope. Maybe it is the moves of Chelsea and Dennis Uy which only makes sense.

I do not know if a second “Great Merger” will happen in Philippine shipping after the first “Great Merger” of 1996 which created William, Gothong and Aboitiz or WG&A, the predecessor company of 2GO. That first one ended in disaster and it only resulted in the death of two great historical shipping companies.

Will history repeat itself? I have my doubts. This time around there is only one top honcho which is Dennis Uy unlike before there was a big merged company with three heads pursuing some kind of a mirage. Actually it could be great for Philippine shipping as Dennis Uy and his patron are both loaded and might have the money to make moves in shipping without going to the banks. Who knows if the moribund shipping industry is revived with their coming?

Now if only Manny V. Pangilinan (MVP) bought out Negros Navigation Company (NENACO) outright some 15 years ago instead of being just a “white knight”. NENACO is one of the merged companies in 2GO. We really need investors with deep pockets in shipping. That is what might turn things around and not due to some government blah-blah.

Is there a renaissance of Philippine shipping in the horizon?

The Ship Design Conflict Within WG & A

On the first day of the year 1996, the “Great Merger” officially happened. This brought the fleets and all assets of William Lines Inc. (WLI), Carlos A. Gothong Lines Inc. (CAGLI) and Aboitiz Shipping Corporation (ASC) under one single company and management except for some very old ferries of Aboitiz Shipping Corporation (the likes of Legazpi) and a some ferries and container ships of Aboitiz Jebsens (that was a separate company) which were the container ships acquired from the Ukraine. This was supposedly a preemptive move so local shipping can compete against the purported entry of foreign competition in the inter-island routes which proved to be a bogey or a false story later. How some old shipping families believed that foreigners can enter with a Anti-Cabotage Law in effect that forbids foreign shipping firms from sailing in local routes is beyond me because repeal of any law passes through Congress and our Congress is usually not keen on passing laws that grants free passage to foreigners and if those three liner and container shipping companies are willing, the regional shipping companies and other companies might not be willing and they can also raise a ruckus. But anyway the unlikely merger happened and a very big shipping company was formed from previously competitors.

8693155098_4935c0d8e5_z

Dona Virginia (Credits to Palawan Wildlife Rescue and Conservation Center and Manu Sarmiento)

Any merger usually results in excess assets and in shipping that includes ships aside from management personnel and employees and logistical assets like containers, container yards and buildings. This was easily obvious with the WG&A merger. Since there were excess liners some of it were sent to its regional subsidiary Cebu Ferries Corporation (CFC) like when the Mabuhay 6 (the Our Lady of Good Voyage) and the Our Lady of Lipa were sent there. Meanwhile, all the cruisers liners were offered for sale. They also tried to dispose old and unreliable ROROs like the Dona Cristina, Don Calvino and the Dona Lili that were formerly regional ferries. Actually even some recent liners were also offered for sale. The total was about 10 and that was already about a third of the combined fleet. That also included a handful of container ships.

I knew it early there was a conflict with the disposal of ships when I had as a cabin mate in SuperFerry 7 the cargo manager of William Lines in North Harbor and he was furious because to him it seems that the liners of William Lines were being targeted. Well, that might have been the unintended result of getting Aboitiz Jebsens as fleet and maintenance manager because they will use their old standard in choosing ships (that company was subsequently renamed to WG&A Jebsens to reflect the changed circumstances).

6724442623_7639c25a11_z.jpg

Don Calvino (Credits to George Tappan and Gorio Belen)

One has to look into recent history to understand this. Aboitiz Shipping Corporation as a liner company did not acquire any liners from 1974 to 1988 and the one they acquired in 1988 was inconsequential as it was just the small and old cruiser liner Katipunan of Escano Lines which became the Legaspi 1. By that time Aboitiz Shipping Corporation had just a few old liners sailing, a combination of former “FS” ships which were on its last legs and a few old cruisers including the pair acquired from Everett Steamship, the Legazpi and the Elcano which were also clearly obsolete already and getting unreliable. It looked to me that without their partner Jebsens Maritime that was influential in their container shipping (which was actually good), they might not have had their blockbuster SuperFerry series.

If one looks at the SuperFerry series of Aboitiz Shipping Corporation, one will easily see its distinguishing characteristics. They are all ROROs (or more exactly ROPAXes) with car ramps at the bow and at the stern, the container vans are all mounted in trailers, trailer caddies hauled them in a fast manner and if possible the two car ramps are both employed so one is dedicated for loading and the other for unloading. Radios are also employed for communication to orchestrate the movement of the container vans so a trailer caddy hauling a container aboard will have a container being unloaded on the way down and markers are used so loading of container vans will not be helter-skelter which can mean difficulty in unloading a container van in an intermediate port.

4123278797_ba57bef558_z.jpg

Maynilad by Britz Salih

To remedy their serious lack of liners due to non-purchase in the recent years past, Aboitiz Shipping Corporation and Aboitiz Jebsens designed their liners to have short interport hours as in 2 to 3 hours only, the former the preferred time. In Manila and in the endport, the port hours were also very short. With this kind of operation the SuperFerries had a high number of hours at sea on a weekly basis which meant maximum utilization. While a Sulpicio Lines liner will only have a round-trip voyage if the route is Southern Mindanao, an Aboitiz ship will still have a short trip to the likes of Panay within the same week or else do a twice a week Northern Mindanao voyage. With this style, their 4 SuperFerry ships were in practicality the equal of 5 or 6 ships of the competition. Of course with this kind of use of ships a heavy load of preventive maintenance is needed and that happened to be the forte of Aboitiz Jebsens.

When the Chiongbian and Gothong families agreed to the Aboitiz proposal to have Aboitiz Jebsens as fleet and maintenance manager they should have already known was in store and that is the liners should perform the Aboitiz Jebsens way and that meant those which can’t will fall into disfavor and might be the target for culling because with the Aboitiz Jebsens system a lesser number of liners will be needed to maintain their route system and frequencies. Of course at the start WG & A will try to employ all the liners that were not relegated to their subsidiary Cebu Ferries Corporation. But then new liners were still coming onstream, the liners William Lines, Gothong Lines and Aboitiz Shipping ordered when they were still separate companies. WG & A created new routes and frequencies but in a short time they realized what cannot be maintained because there are not enough passengers or cargo like the routes to Tacloban and Dipolog (Dapitan actually) and the Manila-Dumaguete-Cotabato and Manila-Cebu-Surigao-Davao routes.

6792040358_c66f0c3602_b

Tacloban City (Credits to Times Journal and Gorio Belen)

With that “weak” and “inefficient” ships will be targets for culling aside from the old liners and there was no question that cruiser liners will be first in the firing line. That type cannot carry much cargo and their cargo handling in the interport is longer as cargo booms are not as fast in loading and unloading unlike trailer caddies. So it was no surprise that the cruiser liners Misamis OccidentalTacloban City and Iligan City, formerly of William Lines were almost immediately up for sale. The small ROPAX Zamboanga City was also offered for sale because her engines were big relative to her size and capacity (16,800-horsepower engines) and she had no ramps at the bow. That also went true for the slow Maynilad (14-15 knots only on 16,800 horsepower). The problem with these is they were all former William Lines ship, the reason why some former William Lines people were upset. But they accepted Aboitiz Jebsens as the fleet manager and so that will almost inevitably be the result.

Some lesser liners survived. The “Our Lady” ships of Gothong Lines survived because for their size and capacity their engines were small and that speaks of efficiency and though while a little slower they were fit for the short routes like the northern Panay routes (Dumaguit and Roxas City) or in the periphery like Masbate and Eastern Visayas. The northern Panay route also became the refuge of the Our Lady of Naju, a former Gothong ship which was also a cruiser. The passengers and cargo of the route were not big and so a big cruiser liner like the Dona Virginia will not fit. But of course all that favored the former Gothong ships. It might just have been a quirk of fate and not necessarily because the Gothong representative to the WG & A Board of Directors who is Bob Gothong is close to the Aboitizes. But then I wonder how the Our Lady of Lipa survived. For her size she has big engines and speed was not really needed in the Dumaguit/Roxas City route. Was it because they wanted to show up their competitor the old but beautiful cruiser liner Don Julio of Negros Navigation? I thought when the old cruiser liner Misamis Occidental was refurbished to become the cruiser ship Our Lady of Montserrat, a former William Lines vessel she might have fitted the route (she was even re-engined and became all-airconditioned like the Our Lady of Naju). Was her speed not really enough for the route? Or WG & A wants a ship that is really superior to the competition?

Our Lady of Banneux

Credits to Keppel Cebu and Ken Ledesma

It was not surprising then that in the early merger years that former William Lines officers and employees would think it was only their vessels which was on the firing line or chopping block.

The beautiful SuperFerry 11 which was fielded after the merger was also not that favored. Her engines are just about okay for her size, she has the speed but then like the Zamboanga City she has no car ramps at the bow because she also came from A” Lines of Japan. She was also destined for William Lines if the merger did not happen. The beautiful Maynilad would have easily been a SuperFerry in terms of size and accommodations if not for her grave lack of speed. Being excess later the SuperFerry 11 and Maynilad were passed to Cebu Ferries Corporation and they were the biggest ships that company ever had. That was after WG & A created an entirely new route for them, the Manila-Ormoc-Nasipit route which in first report was good. But then along the years WG & A and successor company Aboitiz Transport System (ATS) developed a reputation for being very soft in holding and maintaining routes. In Cebu Ferries the SuperFerry 11 was renamed to Our Lady of Banneux and the Maynilad was renamed to Our Lady of Akita 2 after her top passenger deck was removed. The two happened to be ex-William Lines ships also! Although not clearly disfavored (as she made the SuperFerry grade), the Our Lady of Banneux which can run at up to 19 knots had a grounding incident in Canigao Channel from which she never recovered again.

from-wilben-santos

The ship Zamboanga by Wilben Santos

So actually the William liners were the great casualties of the merger due to redundancy and incompatibility and that was because they were unlike the original SuperFerry liners and they simply cannot make the SuperFerry grade (well, just like the former “Our Lady” ships of Gothong Lines only one of those made the SuperFerry grade, the former Our Lady of Akita which became the SuperFerry 6). Of course their former Mabuhay 1 and Mabuhay 3 which made the SuperFerry grade lived longer. The former Mabuhay 2 was not lucky as she was hit by fire early which led to complete total loss. In the longer run only the Mabuhay 1 and Mabuhay 3 survived and the Mabuhay 3 as SuperFerry 8 was even leased to Papua New Guinea because of the surplus of liners in WG & A.

The liners of Carlos A. Gothong Lines Inc. (CAGLI) were more lucky as they found niche routes and small engines played into their favor. Moreover many of the former Gothong Lines ships were in regional routes and they lived long there including their former small liners the Our Lady of Fatima and the Our Lady of Lourdes which were sister ships. That even included the venerable Our Lady of the Rule and their old Our Lady of Guadalupe which has unreliable engines and I even wonder how she lasted so long. In the regional routes some former ships of William Lines survived like the Our Lady of Good Voyage and the Our Lady of Manaoag.

6556396827_19cc84b8c7_b

Dona Lili (Credits to PNA, Phil. Daily Express and Gorio Belen)

When the Chiongbian family of William Lines divested in 2003 only 2 of their former liners remained in WG & A aside from a few container ships. They were paid off in cash from the passenger and container ships that were scrapped. There were still many Gothong ships in the fleet of WG & A when they divested as most survived the culling but they preferred newly-acquired ships when they restarted independent operations.

And that was the story of the ship design conflict in WG & A which have been one of the reasons why the “Great Merger” unraveled so soon.

Now They Are Selling The Shipping Company With The Ships They Say Are The Most Modern

What is happening?

Shipping news recently said that the Cusi family is selling Starlite Ferries to Chelsea Shipping which has recently gained control of 2GO, the only national liner shipping company left and Trans-Asia Shipping Lines Inc. (TASLI), once the biggest regional shipping company in the Visayas before the advent of Cebu Ferries Corporation (CFC). When to think Alfonso Cusi is politically powerful and influential in his own right being in and out of government at usually Cabinet level.

Until just recently Starlite Ferries was very proud of their brand-new series of ships from Japan which is supposedly the best in the short-distance routes. These ships are a series of ten ships financed through a leasing window of the government-owned Development Bank of the Philippines (DBP), the DBP Leasing Corporation. This window is the arm of the government in modernizing our shipping industry and for Starlite Ferries to corner ten ships speaks of their clout.

33954260741_41c2368cfd_k.jpg

Starlite Archer, the latest ship of Starlite Ferries (Photo by Jon Erodias)

Just a while ago Starlite Ferries announced they are extending the run of these modern ships from ten to twenty because they said they were expanding operations to the ASEAN Region which if it materialized will be our first foray ever in international passenger shipping operations. The news was believable because in the ASEAN Free Trade Zone any company should in theory would be allowed free entry in any country within the FTZ.

Now this news of the sell-out looks like a hot potato being dropped and of course questions will be raised.

Starlite Ferries already had nine ROPAXes (RORO-Passenger ships) and two fastcrafts when they started to acquire a series of ten brand-new ferries from Japan which to me, with its size looks better if it had been used in overnight routes rather than the short-distance routes. I was puzzled when they first announced it because they have only four routes – Batangas-Abra de Ilog, Batangas-Puerto Galera, Batangas-Calapan and Roxas-Caticlan which are all Mindoro routes. Mindoro is the origin of Alfonso Cusi, the founder and owner of Starlite Ferries.

I thought if they will acquire ten new ships then all old ships have to be disposed unless they create new routes. But then Alfonso Cusi was jeering our old ferries and so I thought he will really dispose his old ships. That is if he is true to his word.

But then I never saw a shipping company dominate a route simply because their ferries were all-new. One simply has to look at the experience of Maharlika I and Maharlika II then in the eastern seaboard routes of Matnog-San Isidro and Liloan-Lipata. They did not dominate. Schedules, discounts and rates are decision points too for shippers and passengers and it is not only the newness of the ship that matters. If it is 12 noon and the new ship will still be available at 3 or 4pm the shippers and the passengers will not wait for that. That is particularly true in the short-distance routes which are the routes of Starlite Ferries.

34722577335_f6e7318828_k.jpg

A view of the stern of one of the new ships of Starlite Ferries (Photo by Carl Jakosalem)

There was news then that Starlite Ferries will enter the overcrowded Cebu-Western Leyte routes through the Cebu-Ormoc route. But though Starlite Ferries already had its new ferries nothing came out of that rumor. They were still on their home base and they still have no new routes while their fleet expanded by about 50% already and they were already shelling out amortization and carrying costs for the new ferries. And with probably no additional income to boot. Somehow something have give as additional ferries are being built for them in Japan. Was the ASEAN routes just a trial balloon?

If Starlite Ferries was doing well as what can be concluded from their press releases and as indicated by their new ships then why the sell-out?

I do not know if theirs is a case of biting what they cannot chew. A PhP 2.4 billion loan without new successful routes and with no sign competition is backing down is not easy to digest. Their new ships have no technical edge over competition unlike the new FastCats of Archipelago Philippine Ferries. It is simply new, nothing more. Maybe that was the reason there was rumor they will be given exclusive routes. But to where? Franchises or Certificates of Public Conveyance (CPC) of the competition can’t simply be cancelled. And maybe that was the reason for the underhanded push to get rid of 35-year old ferries through a questionable administrative fiat which has actually no empirical basis.

Is Alfonso Cusi bailing out before he chokes? The shipping company that acquired Starlite Ferries which is Chelsea Shipping has owners and patrons with very deep pockets. And they have cheap fuel and lubricants to boot which could be decisive in making sense for the new ferries of Starlite.

I am just reminded of a critical juncture in our shipping history in the 1960’s when we already needed to enlarge our inter-island passenger-cargo fleet. Some national liner companies like Escano Lines, General Shipping Corporation, Compania Maritima and Southern Lines Inc. took the route of acquiring loans to order brand-new ships from the National Shipyards and Steel Corporation (NASSCO) and West Germany shipyards. They regretted their decisions eventually.

30187766061_9d8bbc8e54_b

Port view of one of the new ships. Starlite Pioneer is the lead ship of the series (Photo by Carl Jakosalem)

Meanwhile at the same time Carlos A. Gothong & Company, William Lines Inc. and Sweet Lines Inc. decided to purchase second-hand vessels from Europe to be converted into passenger-cargo liners here and they came out ahead. For the same amount as a brand-new liner they were able to acquire two to three surplus ships of the same size, reliability and speed. Guess who was able to offer more routes and frequencies and which had more passengers and cargo. That decision vaulted Carlos A. Gothong & Company , William Lines and Sweet Lines to the Top 5 when they were not in that position the decade before.

Is history repeating itself here and Alfonso Cusi has seen the handwriting in the wall and wants to bail out early?

In The 1970’s and the 1980’s (And Also The 1960’s) We Had A Lot Of Ocean-Going Ships

In the 1970’s and 1980’s (and also the 1960’s) with the support of the National Development Corporation (NDC) and maybe with some “marginal notes” from President Ferdinand Marcos we had a sizable ocean-going fleet (relative to the size of our economy and exports). In the main these were the successors of the ocean-going ships of the 1950s and 1960s that carried extracted natural resources (like logs, lumber, ores) and semi-processed products (like plywood, sugar, copra, coconut oil) outwards and finished products (like machinery, vehicle, spare parts) inwards and some of these were American-owned like Everett Steamship and American President Lines (APL) because US nationals can engage then in local business as if the were Philippine nationals because of the so-called “Parity Rights” inserted by the Liberal Party in our Constitution in 1947. When this special right expired in 1974, we tried to supplant the American ships acting as if locals in the foreign routes and so we increased our investments in ships but then what resulted was probably more ships than we needed.

There were three giants in the realm of our ocean-going ships in the 1970s and 1980s and they were obviously the first tier. These were the Philippine President Lines (PPL), Maritime Company of the Philippines and its twin Maritime Overseas Company whose local operations was the well-known Compania Maritima and Galleon Shipping Corporation. The first one also operated the United President Lines (UPL) which had ships chartered from the National Development Corporation (NDC), a government-owned company. Philippine President Lines came earlier in the 1960s and it seems it had special connection too the way they amassed their fleet. Maritime Company of the Philippines came in the 1950’s but really grew when there were already ships available for charter from the Philippine Government and they also availed of that. Meanwhile, Galleon Shipping Corporation only came in the Martial Law years. Of the three, the PPL/UPL had the most biggest fleet.

The Philippine President Lines also had local operations like the Maritime Company of the Philippines but they gave it up after a few years. On the other hand, Galleon Shipping Corporation did not sail the inter-island routes. The long-time visible heads of the Philippine President Lines and Galleon Shipping were closely associated with President Ferdinand Marcos then and many thought they were simply dummies and/or cronies. It was not banks that supported their expansion but the National Development Corporation which is owned by the National Government and that is controlled by the occupant of Malacanang Palace. Maritime Company of the Philippines, meanwhile, had Spanish connections and were politically powerful in their own right as one of the owners was a Senator of the Republic. They have also been around since the Spanish times.

16106370602_18c0ab2a46_b.jpg

Eastern Shipping Lines schedule of 1979 (Credits to Grek Peromingan and Mike Baylon)

Second tier of our shipping companies that had international routes in the 1970s and 1980s was probably sole occupied by the Eastern Shipping Lines which is related to William Lines whose owner is politically well-connected also. Their backing were not patsies as they were related to powerful politician clans and they were already long in shipping. But in terms of fleet size and ship size they were far behind Philippine President Lines, Maritime Company of the Philippines and Galleon Shipping Corporation.

There were other shipping companies with international routes in the 1970s and 1980s. But relative to the first two tiers they were even smaller and with just a few ships to their fleets. They might be called the third tier but over-all they were no longer that significant in the over-all picture of our international shipping with the probable exception of Universal Shipping which did not last the 1970’s much but they were very significant in the 1960’s. This shipping company was the international operations of the great Carlos A. Go Thong & Company.

Among those that belonged to the third tier were Molave Bulk Carriers, Philippine Ace Shipping Lines, Northern Lines, United Philippine Carriers, Philippine Transmarine Carriers, Philippine & Japan Lines, Trans-Ocean Transport, Botelho Shipping Corporation, General Shipping Company, Philippine Maritime Shipping Lines, Seven Brothers Shipping, ASEAN Liberty Shipping, etc. Their routes generally were only in the Far East except for those operating tankers which generally had a westward direction up to the Middle East.

If in the 1960s we had routes not only in the Far East but also to the West Coast and East Coast of the USA plus (Western) Europe. In the 1970s and 1980s our international routes were shortened. One reason was the plunge of one our best export then which came from coconut – copra, coconut oil and copra cake. This was due to the rise of substitute edible oils which happened when when a local, government-supported cartel, the UNICOM, tried to drive up the price of coconut oil in the world market, a move that backfired (and to think West Germany warned us that will happen). And by that time our forests were already exhausted by logging, too. The 1970s was also the time that the metallic ores demand nosedived due to the rise of plastics. We were left with not much to export except our laborers (and so we discovered the Middle East market for that).

One that cannot be ignored here is when the government took over the tanker business of LUSTEVECO, a locally-based American shipping concern that was affected by the ending of Parity Rights in 1974. From that move and also the taking over of the tankers of the US oil companies operating here like ESSO (a company which was known in the future as Philippine National Oil Company or PNOC) a local tanker fleet plying the international waters was born under the flag of the PNOC Oil Carriers Inc. The government did that to secure our oil position because then the demand in oil exceeded supply and securing of supplies was essential to prevent supply disruptions and the shooting up of local oil prices. In size, this tanker business of the government in the 1970s and 1980s was big enough to land it in the second tier.

The government also created the National Maritime Corporation (NMC) which was in general cargo. Again the rationale is to secure our supplies and exports. In size NMC was even better then than many of the third tier shipping companies. Again the National Development Company (NDC) financed the development of its fleet. It could have been a good move also because previous experience showed chartering of NDC of its vessels to private shipping firms in many ways resulted in them holding the empty bag when these companies folded. That means freighters that are not sailing and there were no interested takers and in many cases that resulted in ships being sold to the breakers at a loss since NDC is not into shipping. Actually it was the first tier overseas shipping companies which wer the biggest contributor to the “empty bag” when their operations collapsed at the height of the Philippine economic crisis of the 1980’s. Later, when the NMC was also losing and it was sold by the government under the privatization scheme and it landed under the control of the Magsaysay Shipping Group.

To illustrate the size of our ocean-going fleet then I will the list the fleets of the first tier.

8141074105_990831a7df_z.jpg

The Philippine President Lines and United President Lines fleets and the years when the ship was in service in the company. Take note that although it was still a PPL ship there have been changes in names especially the use of “Lucky” and “Liberty” names:

Mabini/President Quezon/Seven Kings (IMO 5216240) 103.2m x 15.2m, 3805 grt, 1962-1980

Bonifacio/President Laurel/Jose Laurel/Laurel/Liberty One (IMO 5408001) 134.6m x 17.4m, 7156 grt, 1962-69

President Osmena/Seven Generals (IMO 5428726) 127.3m x 18.3m, 6778 grt, 1963-73

President Roxas/Lucky Seven (IMO 5425190) 125.7m x 18.3m, 5238 grt, 1963-73

President Aguinaldo (IMO 5407992) 125.7m x 18.3m, 5163 grt. 1963-1977

President Quirino/Elpidio Quirino/Quirino/Liberty Two (IMO 5264728) 134.6m x 17.4m, 7134 grt, 1963-1969

President Quezon/Lucky Five (IMO 5283774) 138.3m x 17.4m, 4958 grt, 1964-72

President Magsaysay/Magsaysay (IMO 1181786) 136.5m x 17.2m, 7300 grt, 1964-68

President Macapagal/Lucky Two (IMO 151.1m x 21.1m, 10200 grt, 1965-72

President Osmena/Lucky Three (IMO 5203047) 151.1m x 21.1m, 10,200 grt,1965-72

President Garcia (IMO 5025809) 151.1m x 21.1m, 10,200 grt, 1965-67

President Marcos/Lucky One (IMO 5298547) 151.1m x 21.1m, 10,200 grt, 1966-72

Emilio Aguinaldo/President Laurel/Lucky Nine (IMO 5365479) 125.7m x 18.3m, 5156 grt, 1967-75

Aguinaldo/Liberty Three/President Magsaysay (IMO 5103900) 136.1m x 17.2m, 7073 grt, 1967-72

Manuel Quezon/President Quirino/Lucky Eight (IMO 5351753) 125.7m x 18.3m, 5156 grt, 1967-75

President Magsaysay/Lucky Four (IMO 5305144) 133.1m x 17.3m, 5408 grt, 1967-71

President Garcia/Lucky Ten (IMO 5345388) 134.9m x 17.3m, 5413 grt, 1967-75

President (IMO 5127906) 162.0 m x 19.7m, 12457 grt, 1969-72

President Quezon (IMO 5190783) 151.2m x 19.5m, 9197 grt, 1972-29

President Osmena (IMO 5194818) 151.2m x 19.5m, 9205 grt, 1972-29

President Magsaysay/Lucky Eleven (IMO 5194301) 151.3m x 19.5m, 9202 grt, 1972-83

President Aguinaldo/Lucky Fifteen (IMO 5356698) 160.0m x 22.4m, 12194 grt, 1978-83

President Garcia/Lucky Nineteen (IMO 5219383) 159.7m x 20.6m, 9556 grt, 1979-85

President Laurel/Lucky Twelve (IMO 5191270) 151.3m x 19.5m, 9208 grt, 1980-83

President Quirino/Lucky Ten (IMO 5190680) 151.3m x 19.5m, 9202 grt, 1980-83

President Roxas/Lucky Nine (IMO 5194985) 151.3m x 19.4m, 9096 grt, 1980-82

President Osmena/Lucky 14 (IMO 5116646) 154.0m x 19.4m, 6784 grt, 1981-83

President Roxas (IMO 5415432) 186.2m x 24.7m, 17836 grt, 1982-85

President Aguinaldo/Lucky Twenty Four (IMO 6612594) 224.0m x 31.9m, 33171 grt, 1982-86

President Macapagal (IMO 5150783) 171.0m x 22.0m, 14842 grt, 1982-85

Philippine Laurel/Lucky Twenty One (IMO 6605668) 223.0m x 31.9m, 34160 grt, 1983-86

Philippine Quirino/Lucky Twenty Two (IMO 6711297) 138.5m x 20.3m, 7791 grt, 1983-86

President Quirino/Lucky Twenty (IMO 5085287) 156.0m x 19.7m, 9353grt, 1983-85

President Magsaysay/Lucky Twenty-Three (IMO 5414658) 186.5m x 23.0m, 18226grt, 1983-86

President Aguinaldo/Lucky Twenty Six (IMO 6509424) 194.7 x 24.5m, 18463grt, 1984-86

Philippine Laurel/Lucky Sixteen (IMO 6718702) 142.9m x 18.8m, 7680grt, 1984-84

President Roxas/Lucky Twenty Five (IMO 6522402) 188.1 x 25.1m, 17238 grt, 1985-86

Philippine Roxas (IMO 6804968) 245.4m x 32.3m, 42202grt, 1985-88

Philippine Garcia (IMO 6927028) 230.0m x 36.4m, 38985grt, 1985-87

8156913701_d4d361bc34_k

Credits to Manila Chronicle and Gorio Belen

United President Lines (UPL):

General Lim (from NDC) (IMO 5127865) 144.0m x 19.0m, 8975grt,  1960-76

Philippine President Magsaysay (from NDC) (IMO 5277189) 155.5m x 19.6m, 9949grt, 1960-78

Philippine President Quezon [from NDC] (IMO 5277206) 155.5m x 19.6m, 9963grt, 1960-78

Philippine President Quirino [from NDC] (IMO 5277218) 155.5m x 19.6m, 9759grt, 1960-78

Philippine President Roxas [from NDC] (IMO 5277220) 155.5m x 19.6m, 9938 grt, 1961-78

Philippine President Osmena [from NDC] (IMO 5277191] 155.5m x 19.6m, 9941grt, 1961-78

The Philippine President Lines acquired the Philippine President ships earlier between 1960 and 1961.

33370889844_de250e83b2_z.jpg

MCP schedule of 1979 (Credits to Grek Peromingan and Mike Baylon)

Ships of Maritime Corporation of the Philippines and Maritime Overseas Corporation Chartered from the National Development Corporation:

Philippine Antonio Luna (IMO 5277103) 156.4m x 19.6m, 9904grt, 1967-82

Philippine Bataan (IMO 5277115) 156.2m x 19.4m, 9894grt, 1967-82

Philippine Corregidor (IMO 5277139) 156.5m x 19.7m, 10035grt, 1967-80

Philippine Jose Abad Santos (IMO 5227714) 157.0m x 19.7m, 10015grt, 1967-68

Philippine Rizal (IMO 5277232) 156.2m x 19.5m, 9912grt, 1967-82

Philippines (IMO 5277268) 155.5m x 19.6m, 9982grt, 1967-80

Other MCP and MOC Ships (basically their owned ships):

Sarangani Bay (IMO 5092187) 153.7m x 19.7m, 7355grt, 1967-72

Lingayen Gulf (IMO 5092175) 153.7m x 19.7m, 7355grt, 1968-73

Puerto Princesa [1] (IMO 5282495) 142.9m x 19.6m, 7179grt, 1972-78

Cabo Bolinao (IMO 5066542) 135.4m x 17.3m, 6192grt, 1971-84

Cabo Bojeador (IMO 5009582) 126.2m x 15.2m, 2792grt, 1971-83

Cabo San Agustin (IMO 5025835) 126.2m x 15.2m, 2788grt, 1972-83

Puerto Princesa (IMO 5282495) 142.9m x 19.6m, 7179grt, 1972-78

Lingayen (IMO 5051353) 134.5m x 16.5m, 3111grt, 1973-79

Sarangani (IMO 5255052) 134.5m x 16.5m, 3111grt, 1973-83

*Isla Verde (IMO 6413819) 148.8m x 18.8m, 7891grt, 1975-84

Palawan (IMO 6906036) 150.7m x 20.1m, 8838grt, 1976-84

Antipolo (IMO 6927559) 148.6m x 21.2m, 9403grt, 1977-84

Puerto Princesa [2] (IMO 7026651) 157.2m x 21.9m, 10661grt, 1978-84

Corregidor/Nasipit Bay (IMO 7052985) 150.7m x 20.0m, 9160grt, 1978-84

**Mindanao [2] (IMO 6813497) 141.0m x 18.6m, 5591grt, 1978-84

Balintawak (IMO 6922274) 148.6m x 21.1m, 9043grt, 1980-84

Mayon (IMO 70354687) 157.0m x 21.8m, 10661grt, 1980-84

Manila (IMO 7044093) 153.3m x 22.9m, 10586grt, 1980-84

Zamboanga (IMO 7211397) 153.3m x 22.9m, 10644grt, 1980-84

*was also used in the inter-island route

**different from their ship of that name used in the inter-island route

16237039836_97820a4971_z.jpg

Galleon Shipping schedule of 1979 (Credits to Grek Peromingan and Mike Baylon)

National Galleon Shipping Corporation ships:

Philippine Rizal (IMO 5277232) 156.2m x 19.5m, 9912grt, 1978-82

Galleon Coral [1] (IMO 5277177) 155.5m x 19,6m, 9937grt, 1978-80

Galleon Shipping Corporation Vessels Chartered from the Philippine Government:

Galleon Opal [1] (IMO 5277220) [ex-Philippine President Roxas of PPL], 155.5m x 19.6m, 9936grt, 1978-80

Galleon Jade (IMO 5277206) [ex-Philippine President Quezon of PPL] 155.5m x 19.6m, 9963grt, 1978-

Galleon Pearl (IMO 5277218) [ex-Philippine President Quirino of UPL] 155.5m x 19.6m, 9759grt, 1978-

Galleon Ruby (IMO 5277268) [ex-Philippines of xxxx] 155.5m x 19.6m, 9982grt, 1978-80

Galleon Coral (IMO 5277177) [ex-Philippine President Garcia of PPL]

155.5m x 19.6m, 9937grt, 1978-80

Galleon Onyx/Galleon Opal (IMO 7602429) 162.6m x 22.9m, 11507grt, 1980-82

Galleon Sapphire (IMO 7602417) 162.6m x 22.9m, 11507grt, 1980-82

Galleon Topaz (IMO 7602560) 162.6m x 22.9m, 11401grt, 1979-82

Galleon Amethyst (IMO 7602572) 162.6m x 22.9m, 11401grt, 1979-82

Galleon Aquamarine/Galleon Trust (IMO 7912563) 162.0m x 23.1m, 13607grt, 1980-84

Galleon Diamond/Galleon Honor (IMO 7915242) 163.1m x 23.1m, 13885grt, 1980-84

Galleon Tourmaline/Galleon Integrity (IMO 7912551) 163.0m x 23.1m, 13607grt, 1980-84 [became Madrigal Integrity]

Galleon Agate/Galleon Dignity (IMO 7912575) 163.1m x 23.1m, 13886grt, 1981-84

Galleon Emerald/Galleon Pride (IMO 7915254) 163.1m x 23.1m, 13886grt, 1981-84

The National Galleon Shipping Corporation just survived a few years more the crisis years of 1983-86 than Philippine President Lines and Maritime Company of the Philippines. But all went down in those crisis years. Those crisis years at the tailend of the dictatorship of President Ferdinand Marcos was the deadliest for Philippine shipping and even worse than World War II because the lost ships in that war were replaced by the USA after they requisitioned them or had them scuttled.

In the latter years, it is only the WG&A fleet (combined passenger and cargo) that can rival the fleets of any of the first-tier overseas shipping companies in terms of total Gross Register Tonnage (GRT) , the classical method of comparing fleet sizes.

When President Cory Aquino ascended into office there was great lack of foreign currency and capital in general because of the relatively profligate administration of President Ferdinand Marcos and the leaks in the national budget. We were then in tight reins of the International Monetary Fund (IMF) and we have to pay 25% of the national budget to our lenders. There was really no more money to support these dinosaurs who wer already behind in the paradigm change to container shipping.

Ironically, when the overseas shipping companies supported by the government all collapsed, it was the local lines that had containers ships remaining from the likes of Aboitiz Shipping Corporation, William Lines Inc., Sulpicio Lines Inc. and Lorenzo Shipping Corporation but their operation was only inter-island. It was only Aboitiz Shipping that had an international route with their Aboitiz Overseas Shipping Corporation (AOSC) and Eastern Shipping Lines vessels also carried a few container vans atop their cargo ships. Ironically again, some of the ships seized by the National Development Corporation in the fleet of Galleon Shipping  were converted into container ships of when it was sold to Uniglory Marine Corporation of Taiwan. These were the Galleon Opal, Galleon Sapphire, Galleon Topaz and Galleon Amethyst.

When our ocean-going fleet was dying the likes of South Korea, Taiwan and Singapore wer testing the business of international container shipping with government support. Now their container shipping lines are all world-ranked while we don’t have a single overseas container line. If there was a reversal of fortune then this is it. And it also showed how from being one of at least an average economy we became “The Sick Man of Asia” whose shipping fleet is laughable now by the standards of its once peers or near-peers. We don’t have international shipping lines anymore and so all we do now is export our mariners and call them “heroes” but treat them shabbily for most times and require a lot from them.

And that is practically the story of our international shipping for the past half century or so.

Nakakaiyak lang.