My Bohol Tour

When I went to Cebu last time I resolved I will also go to Bohol and do a tour, a real tour which means going around and not just going to some tourist spot (which I don’t do as I have no taste for that as I am old school in that I really want to go around). It was not just for ship spotting but also for buses as I needed to replenish my stock of Bohol bus photos which was already depleted. And for another reason, I wanted to see Bohol again after two years to update myself, see how its recovery from its earthquake went.

My planned entry was via Tubigon on an early morning trip on the cheap Lite Ferries ship as that is a good platform for ship spotting and spacious too (for ship spotting I don’t have a taste for High Speed Crafts as the view it affords is limited). However, on the morning I was due to depart the queue was long (wished I purchased the ticket the day before but their ticketing office outside Pier 1 always had a line). They also had no separate window for senior citizens and for the disabled (is that a violation of any law?). When I was already nearing the window the guard announced the closing of the ticketing since we wouldn’t make the 7am departure of the ferry. And that is one bad effect of the “cattle herding” of the Cebu Port Authority (and by PPA for that are ISPS) forcing passengers to use the passenger terminal and the X-ray machines when in earlier days one goes direct to the ship especially when time is running out (and just be ticketed aboard the ship). The guard announced they have a 12:30pm departure but I wonder who is the crazy passenger that will wait for that when it is just 7am.

I mulled my alternatives. It was not to be Star Crafts on the opposite side of the road. A fastcraft with its low windows dirtied by sea water splash is never good for ship spotting and one can’t anticipate a ship coming by. If it has an open-air accommodation it isn’t as comfortable as that missed Lite Ferry and besides it will be noisy. Wanting to make up for lost time since I will still be touring I decided on the FastCat in Pier 3 although I know it will cost more and I have to walk the distance.


And that is where my bad experience with FastCat began. There was a line of apprentices in the ticket window and they said there was no more ticket for Premium Economy (which is the Tourist class) and Economy which is the open-air accommodation at the upper deck. And so I took the Business Class since there are no other ship alternatives left that leaves in the early morning for Tubigon.

I will then get ahead of the story. When the vessel departed I found out and so did other passengers forced to take the Business Class that there were still a lot of vacant seats in Economy and Premium Economy. We then knew we were scammed. I then asked one of the personnel attending to the passengers and the flippant reply was they know nothing about the booking. Huh! Is that all? I thought they had better training now but this is straight from the book of the old-style ferries whose favorite trick is handwashing. I told her straight into her face that it was scamming and bad for them since Archipelago Philippine Ferries, their company is beginning to make inroads in covering its unsavory reputation from its bad Maharlika ships of the recent past.

Then a second incident happened which made us Business Class passengers feel scammed again – there was no free snacks. Actually, the seats and accommodation of the premium Economy and the Business Class are the same. The former even have the advantage that its farther seats are by twos only and the canteen is located right there. Plus its air conditioning is stronger because the Business Class front is a door to the storage room covered with only a curtain and cold air is lost there.

I asked a steward why there is no free snacks when it is the only feature that can justify the higher fare when Business Class which is not superior in any way to Premium Economy (what a way to degrade the name of the Tourist class!). He said they have long ago requisitioned for supplies but it seemed management thinks passenger ridership to Tubigon is like the Bulalacao-Caticlan route (aha! so that route is weak in passengers?).

I told the steward that in this age of the internet and smartphone that excuse will not fly. So what is the use of computers and unlimited calls over the smartphone? So they cannot monitor? And management needs months to adjust? I told him that was a very lousy excuse and if that is true then that reflects badly on management. Maybe the owner Christopher Pastrana and his wife should better attend to things like these rather than bragging too much in media and in their own video. I told the steward that it seems FastCat is already sliding to their lowly Maharlika standard and everybody knows how lousy their Maharlika ships were (well, except for Archipelago Philippine Ferries employees which seem to have convenient amnesia).

I got many ship pics alright since a route from Pier 3 is better than a route to the south compared to from Pier 1 since up to Pier 4 can be covered well unlike in the Lite Ferry originating in Pier 1 that can only cover the Cokaliong ships. Then in the Talisay anchorage I was able to capture more ships. And there I took a rest and did not gamble anymore on chance encounters as I have a long day ahead. However, I was lucky to notice the coming Anika Gayle 2 of Aleson Shipping and I also caught her on cam.


The promised one-and-a-half hour cruising time of FastCat M11 did not materialize. Our trip lasted nearly two hours and to make it worse we left Cebu late because they had difficulty in loading an empty truck because FastCat can’t ballast (so much for their ads that the ship does not have ballast water). Since the tide was high the underside of the truck was scraping the port. So I did not gain any time by riding FastCat. It seems they are saving on fuel and was no longer running at 100% speed (is this the start of their run that will just manage to outspeed a little their competitor Lite Ferries?)


In Tubigon port there was already the missed Lite Ferry and Star Crafts 6 when we arrived. I did not linger long in port and immediately took a pedicab (it is better than a cramped tricycle albeit slower of course). I then took a nearly empty commuter van bound for Talibon (well, I was glad the driver was true to his announced ETD and did not regret taking the van) and I got off in Inabanga and made a short tour of it. I found out everything was completely normal as if no fighting occurred within its territory. There was no suspicious looks nor questions and I was surprised by that (good its people are not “praning” and its officials not over-reactive unlike in Cebu South Bus Terminal which is under the Provincial Capitol). And so I thought the heightened security I saw in other parts of the country are just “arte” or overreaction including the Capitol of Cebu which has barriers and questioning guards already (but go by its back entrance and anybody can enter without question). And to think Cebu City has no serious incidents yet. I wonder what will be their reaction when they have one (but I know Mayor Tommy Osmena is not “praning” as one can easily access the 8th floor of his City Hall where his office is located, take photos of ships from there and not once was I questioned what I was doing).

From Inabanga I then took a commuter van to Tagbilaran and upon reaching Tubigon we were transferred to another van that is already more full. I welcomed it rather than waiting for passengers and losing more time. I was right in the choice of the ride as the van proved faster because we were overtaking buses. Of course I was enjoying the views that were always changing. Much better than being cocooned in some beach resort that is not free anyway.

I then made a fast check of the Dao integrated terminal of Tagbilaran while taking quick shots of buses. I asked the ride to Loboc and they pointed to me the converted Canter (into a jeep equivalent) parked by the market just outside the terminal. While waiting for it to depart (it was nearly full already) I asked permission to take more shots of buses and I darted inside the terminal.

When I returned after ten minutes as I promised I found out that they positioned three short benches in the middle of the Canter (and so I understood why it was wider) for eight more passengers. I counted the capacity. 35 sitting passengers not including five others clinging at the rear or “sabit”. I thought not a bad replacement for a minibus. And I have to thank the lady student who exchanged her better seat than my uncomfortable one.

The route of the Canter was Tagbilaran-Sikatuna-Loboc, a different route from the Loay route which me and Vinz Sanchez (a PSSS Moderator from Bohol) took when he toured me the whole coastal roads of Bohol a few years ago, a favor I still cherish. Sikatuna is a town by the hills of Bohol and so what we passed looked like a mountain road. I was glad I saw different vistas. It seemed to me the people, my co-passengers, were friendlier too. It rained very hard however after Sikatuna town until we reached Loboc. The fare looked cheap to me. P25 for what seems to be 29 kilometers (and so when did the LTFRB which only listens to big operators but not the people learned how to set correct fares?).


The Loboc tour boats

My tour and shots of Loboc were forgettable. The rain did not abate and there was no banca ride to Loay (they say I should have taken it by the Loay bridge which I visited before with Vinz). With such rain I was not interested to take the boat tour upriver with its native banquet food (I did not go to Loboc to partake food).

I went to the town where a I found a nice eatery, the biggest in the town where there was a wide selection. I found out that the food prices were very moderate and the owner friendly. I was tempted to enter it because I saw foreigners eating there (and so I thought there must be a reason for that). It was there when the rain subsided a little. Over-all it was a lousy tour of Loboc but I saw the restoration work of their church that was heavily damaged by the quake was already underway. In Loboc nearly a lot of the tourists were foreigners.

A commuter van arrived and enticed me again. I took it to Tagbilaran. I did not try to go anymore to Carmen, the site of the Chocolate Hills because I do not want to be disappointed again by the rain and there might not be enough time already (but a motorcycle driver was offering me a private ride). I thought maybe it was not my day. And it was there that I realized my mistake. From Inabanga I should have gone straight to Carmen via Sagbayan. It happened I was not that sure though how fast the ride there will be and it also happened Chocolate Hills was not on the top of my priority being just a simple tourist spot to me (in Loboc at least there are bancas).

With an early arrival back in Tagbilaran I had time to take more photos of buses in the terminal. I noticed that compared to two years ago the remaining rivals of the dominant Southern Star bus have essentially re-fleeted and some have air-conditioned units already. I thought that was good and it seems they will not be simply swept away or gobbled by the giant yellow bus company like what I feared before.

I next made a round of the Island City Mall which is conveniently near the Dao terminal. I planned to take dinner there before I proceed to Tagbilaran port to take the 10pm Lite Ferry ship back to Cebu. In the said mall there was a trade fair in the upper floor and that for me somehow made up the failure in Loboc as I enjoy seeing the displayed products of so many places as it gives me a glimpse of what their place is (and later google the Net for more information about them). I also took note of the places where the PSSS (Philippine Ship Spotters Society) group made tambay when we attended the wedding of Vinz Sanchez in Panglao.

I arrived in Tagbilaran port at 7:30pm only to found out there were no more tickets available in whatever class of the Lite Ferries ship (and it seems I have bad luck with this shipping company). I waited a little since a few years back our PSSS group that attended the Tagbilaran fiesta was able to still board as chance passengers and we were even five then, a relatively big group. But this time instead of being encouraging the Lite Ferries ticketing office suddenly closed. I was marooned as I was told the last trip of the bus to Tubigon was 8pm (there is still a midnight ferry there to Cebu and Mandaue). I suddenly remembered the fate of the PSSS group three years ago during Vinz’s wedding when they slept in Dao terminal.

I then pulled my way into Harborview Inn which has a commanding view of the port right outside the port gates and no more sleeping in the terminal as I was thinking of another day’s tour if I can’t go home. It was not cheap if going by its age. The greater negative was the noise and vibration of the trucks going in and out of the port. But the big plus is it has a view of the ships in Tagbilaran port. As an ISPS port there was no chance for me to go inside the port if I am not a passenger and Tagbilaran will no longer be my exit later in the day.


The next morning, after taking shots of Tagbilaran port I walked to the mall near the old bus terminal and partook breakfast there. It was near the place where we took a taxi to Loon when Aris Refugio, a PSSS Moderator will be having a short vacation in Sandingan island in her sister’s place (it was a nice place with a commanding view of the sea). I was able to take photos of the buses inside that minor terminal now and then I made my way back to Dao, the main terminal. There was a cheaper multicab that I found and I an-seminarian as co-passenger who was engaging and helpful.

Upon reaching the terminal another van called offering a cheap fare to Tubigon and a promise of an immediate departure (am I that a magnet for commuter vans in Bohol?). But I declined as I said I needed to take bus photos first for my collection and I was not yet on that direction I actually wanted to stay first in the terminal, get a feel of the possibilities and mull my options (yes, I tend to feel my guts when I am on a trip in a not-so-familiar place and my plans did not fall into place). What I just wanted was a bus going to northern Bohol because the ferries back to Cebu are there. I noticed a bus going to Talibon passing through Carmen (and I know the Chocolate Hills are located over there). I can’t resist riding that bus even though I haven’t finalized yet where my exit will be (now isn’t that touring in the finest sense?). But the bus will pass by Dagohoy town and that to me was another bonus.


Baclayon port and lighthouse

The route was by Baclayon and Loay this time and I was able to get shots of their ports). It was the seaside route and after a junction Loboc came into view again. I was not tempted to get off as I know a route to Talibon will take long knowing how slow are the buses in Bohol (nope, they will never need a GPS-based warning device telling them they are already over the speed limit as buses there don’t run over 60kph anyway). And the bus driver quoted 4 hours of travel time but I always assume that is an optimistic estimate.

I was fascinated by the views and landscape right after Loboc. The scenery looks like a forest from there up to Bilar and Batuan, two places I have special interest in. It was an ascending road to the hills of Bohol up to its plateau. Comparing later to Chocolate Hills that world-famous tourist site looked unexciting to me. Just the site of mint-chocolate mounds although admittedly I did not get off then junction leading to its viewing point where there are habal-habals (chartered motorcyle rides) waiting. Later, I realized I could have gotten off there and just take the night ship back to Cebu (and that is the consequence of trip out of plan already). And not having a map or a pocket Wi-Fi also took its toll. But then I was generally tired too (my batteries are not that fast to recharge anymore) and I had wounds to take care of.

The cruising speed of the Southern Star bus was just 50kph even though it is an aircon bus (well, it was good for sightseeing). The passenger load was not high including that of the other buses I saw and to think buses in Bohol does not come one after another. I was even wondering if there were more ship passengers than bus passengers in Bohol (well, the commuter take a big chunk off their load). But at least I found out in Bohol that buses do not have many meal stops like in Cebu and Mindanao.

I was tempted to get off the bus in Trinidad town and head east to Ubay and take the night ship there. I found out that the J&N Ferry ship there to Cebu is very cheap compared to the Tagbilaran ship when the distance of Cebu from Ubay is about the same (now how did that happen?). Now I understand part of the reason why they are still existing. If one is going to Jagna from Cebu to take a ferry there the proper connection is the J&N Ferry to Ubay and not the ferry to Tagbilaran but it seems few realize that. Jagna is roughly equidistant from Ubay and Tagbilaran.

In Talibon I was able to take long-distance shots of the port. I did not go into the port and just felt the atmosphere of the bus terminal and the market (because I was already worrying about the time). I was divided into going to Tubigon (which will afford me daylight ship spotting) or going back to Ubay in order to extend my Bohol tour and visit Ubay again. But I did not have time to mull as the Tubigon bus was already honking. I was just intent on catching the 4:30pm Anika Gayle 2 ferry to Cebu which has a much better ship spotting view than the Star Crafts (there were no Lite Ferries ships in the late afternoon in Tubigon and I do not want to ride the FastCat again).

I asked the driver how long the ride to Tubigon will take. He answered one hour. But then our driver turned out he can just ride his mount at 50kph and so we took nearly 2 hours for the route. We passed by Inabanga again.

But with our slow speed I missed the Anika Gayle 2 and there was a long line in Star Crafts. But I was fortunate the guard pulled me to the senior citizens’ window and I was able to get a ticket leapfrogging over a dozen people. Otherwise I would have experienced shut-out again and I would be forced to take the FastCat (horrors!). This time the vessel was fully booked and I was in the very last row of seat near the toilet.


It then happened that I was also very interested in our vessel the Star Crafts 7 (good she was on that schedule) and I already forgot my disappointment in not having made the Anika Gayle 2. The reason is because Star Crafts 7 was the former MS Express of A. Sakaluran in Zamboanga which I have already visited before in Varadero de Recodo, a shipyard in Zamboanga City. I want to see what changed and I want to feel her again.

One big change I noticed is she was already much less comfortable (and much less than Starcrafts 1). Instead of trying to put in some comfort like in Weesam Express now as Star Crafts she is just trying to pack as much people in. I have not seen seats as narrow and uncomfortable in a fastcraft. Fastcrafts are generally more cramped compared to catamarans but I have been to Weesam Express, A. Sakaluran, Oceanjet and the Montenegro Shipping Lines fastcrafts including its small ones and Medium Speed Crafts (MSCs) like the Anika Gayles of Aleson Shipping but all have sufficient level of comfort and space unlike the Star Crafts 7. And another, the good air-conditioning central vents of the MS Express were already gone in Star Crafts 7.

With its fare almost level with FastCat I wonder why Boholanos still patronize them when the like of FastCat is much more superior in terms of accommodations and passenger service (no, this is not a plug for FastCat). The seats of Star Crafts is even narrower and less comfortable than bus seats. With a 4+4 seating, maybe its fares should be much less. Is it time for FastCat to field a second MSC in Tubigon? Or Oceanjet should field one of their fastcrafts? But maybe the franchises of the Lite Jets were not sold to them to preclude competition with them.

The Star Crafts 7 is a full two-deck fastcraft now when it had only one-and-a-half passenger decks as MS Express. We took just over 1 hour for the voyage so that means we were cruising at about 20 knots. Its engines are Yuchai diesels now with a total of 1,850 horsepower, down from her former 3,100-horsepower Mitsubishi diesels, the same powerplant as her rival Sea Jet of Aleson Shipping which is not on the route now and replaced by the Anika Gayle 2 which we overtook before reaching the reef shallows south of Mactan island.

There was no ship spotting whatsoever when I was on board Star Crafts 7. No possibility as there was no open-air accommodation and the doors of fastcrafts are closed when sailing. I was only able to take some shots upon alighting in Cebu Pier 3 but it was already getting dark. Before I disembarked I tried to tour the fastcraft but it was too dour and there is no access to the bridge. I am imagining though that it might not have changed much since I visited her as MS Express.

It was a full two-day visit of Bohol. Nice but tiring too (and I had an accident but that is another thing).


On My Way Home To Davao and My Bad Experience With The Asia Philippines of Trans-Asia Shipping Lines

I had a complicated planning of my trip home to Davao last August. First I wanted a tour of Leyte and of course that will also mean a tour of Surigao. I was interested in the last because I wanted an update on the Surigao Strait ferries that were transferred to Verano port because of the quake damage to the Lipata port.

I ruled out early a direct ferry to Surigao although I wanted to try the Lady of Love of Medallion Transport which was new on the route. The reason is I do not want a 4am arrival. That arrival affords no good ship spotting while approaching the port and it is too early for the Boulevard boats and Siargao ships. I would then have to wait a long time which tends to sap me (and include to that the lack of sleep).

And so I thought the best would be a ferry to Liloan as there was news that Gabisan Shipping would soon be serving the Cebu-Liloan route. But when I inquired with their ticketing booth in Pier 3 they told me they were not serving the route yet.

I did not want a route via Hilongos or Bato. The reason is I am a late sleeper and the ferry arrives there as early as 3am. Good if I am bound for just some town in Leyte. But since I am still going all the way to Davao again that will sap me. I know that from my experience when I go direct from Naga to Daet. I wait for the night bus to Leyte and on my first night I have no good sleep since I have to wake up, go down the bus, queue in Matnog and then board the ferry. Usually by the time the bus arrives in Matnog I haven’t slept yet. That is the reason I arrive in Davao fagged out. I am getting old and I noticed that as the years pass it seems my body can’t take it anymore. And that is the reason this later years my tendency is take the Masbate and Cebu route for then I can rest and ship spot first in Cebu. But sometimes I miss the eastern route already. But, oh boy, it is really tiring. Maybe one of these days I’ll try to sleep again in Sogod.

I then planned a separate Leyte tour for I wanted bus shots (regarding the ships those can be caught in Cebu). But I thought I will have a companion and if I had one the conversation and companionship perk me up and somebody can watch over me and so I thought a Cebu-Leyte-Surigao trip was feasible. But sadly it did not materialize. And so I just substituted a Bohol trip for that and substituted Bohol buses for Leyte buses (the ships of Bohol can also be caught in Cebu).

I thought I will be going home July but then the month of August came, my birth month. I asked Trans-Asia Shipping Lines if their birthday promo is still offered. Yes it was and so I will have a discount equal to my age which is sizable. It was tempting and besides I noticed from AIS (Automatic Identification System) that the Leyte-Surigao ships were back in Lipata port. And that complicates Surigao ship spotting. Covering both Verano and Lipata is too tiring since covering Verano means also covering Boulevard and that port nestled by the southern end of Verano port. If I ride the Surigao Strait ferry I will end up in Lipata port and there is no way I can enter Verano port since it is an ISPS port. The lure of Surigao suddenly weakened in me.


And so to maximize I just planned to take the Trans-Asia Shipping Line ferry that emanates from Cebu and drops by Tagbilaran first before going to Cagayan de Oro. I will have a good view of Pier 2 and Pier 1 from the sea and I can also cover Tagbilaran ships. This is a once a week trip and I wanted to take it since I have not ridden the Asia Philippines yet. I also wanted to compare her with her sister ship the Danica Joy 2 of Aleson Shipping of Zamboanga.

I got the ticket with a big discount but sadly my trip did not turn out pleasurable for me. I was early at the port, in fact too early for the shuttle because I wanted to maximize my ship spotting inside the air-conditioned Terminal 2 in Pier 3 and so at before 9am I was already there for the 12nn departure. I did not bother taking a meal there because the offering was not really good unlike in Pier 1 and I space my meals well. Then I noticed that instead of the first shuttle two hours before departure there was no shuttle until almost departure time and I almost missed the shuttle because the Trans-Asia man who promised to remind me if there is already a shuttle forgot his promise. This is the old unreliability I noticed about the mga tagamasahe ng bakal that pretends to be in passenger service which should have been replaced long ago by hotel and restaurant management graduates. But shipping companies won’t do that because cadets are free and even pay them while they have to pay true crewmen who have the proper qualifications. Dennis Uy of Chelsea Shipping or more exactly Udenna has promised greater value for the stockholders and the customers with his acquisitions. I want to see if he really knows shipping stuff and if he is true to his word and hire the proper personnel.

The reason for the late shuttle is because it turned out that Asia Philippines will leave very late. We were there alright, just a dozen of us passengers and then we left at past 3pm when the scheduled departure time was 12nn. Reason was bunkering. Now why can’t they do that well before departure time? Isn’t that inefficiency and callousness to passengers? The crew were already well in their siesta and yet we were not leaving. The first palusot (lousy but false excuse) of a deck officer was there was still cargo loading. It was only later that he admitted the reason for the great delay was the refueling. This is another long experience of mine with the old crew of ships which have not upgraded. They will tell you straight lies or give you the runaround. Well, I hope Dennis Uy, my kababayan is up to the task of changing these old practices if he really wants more value for the customers.

And so after a some rest I went down even though the sun was still too hot so I can ship spot from the wharf. It was the start of the peak of cargo handling of the nearby Trans-Asia vessels already. While walking around the deck officer who lied to me ran after me because he was worried I might have an accident with all the cargo handling around me. I said I don’t care and the forklift operators have eyes anyway. He told their port captain will get angry and I told him I don’t care not the slightest. When I am angry I don’t care who’s in front of me and if a port captain will show his face in front of me I will just berate him. He definitely failed to have a ship under him to leave on time, didn’t he? What can he do to me anyway? He doesn’t have any valid reason to deny me passage and of course he and the company doesn’t want a court case. And so the deck officer kept following me around and begging me. I liked it. I have a security around and of course the forklift operator won’t bump a deck officer. But I didn’t stay long in the wharf anyway. The sun was too fierce and I do not want to get too sweaty as Davao is a long way ahead and I have already noticed that the toilet and bath of Asia Philippines is not really meant for showering.

I was upset because instead of a good ship spot in Tagbilaran we would arrive at night and there goes that chance. I know the ship then will be trying to make up for lost time and I won’t have enough time to roam around or even look for a good meal outside the port.

By 4:30pm I was already hungry and I have already consume my light baon. And so I asked what time will the canteen open. I was told the vendor was asleep. I asked the one in the front desk to wake him up as the canteen should already be operating. He hesitated because apparently the vendor outranked him and he told me he is making a report. And so I told him I need passenger service and I am demanding it and I asked for his manager. So I gave him the implied choice of either waking up his manager or waking up the vendor. He opted for the latter and I heard him begging the vendor to wake up. After a long try he gave up and so I asked him if it is alright if I start banging the aluminum enclosure which I proceeded to do so. By this time the other crewmen occupying the two lounge seats were already beginning to vacate it. And that is another bad habit of crewmen in ships mired in the old ways – occupying a facility meant for the passengers (In 2GO did anyone see a customer service personnel just lounging around? You won’t see them seating.)

The vendor finally woke up and of course I will have my pro forma apologies but I explained to him the situation straight without really backing down from my point that it is duty time already for him and they must serve the passengers and it is not our fault if the schedule was awry. I also told him I am a diabetic and I have taken my insulin shot already. At the time I banged repeatedly his enclosure we should have been in Tagbilaran already and I should have been free looking for better food. And his canteen should be serving since the ship is running.

The rest of the way I noticed the crew was treating me gingerly and they were even greeting me “Good afternoon” or “Good evening”. Sometimes it really pays standing up for one’s rights and putting them on notice and challenging their lousiness. I pitied my other co-passengers including an old foreigner married to a local lass who was with the extended family. Before arriving in Tagbilaran they were already asking about hotels. If the ship left on time there will have been still buses and commuter vans in Tagbilaran. Now all those disembarking in Tagbilaran (and that is most of the dozen passenger passengers) have a problem already since we docked nearing 8pm already and by that time trips in Tagbilaran terminal which is of some distance to the port have mostly been gone already.

Docking in Tagbilaran port I tried to get shots although it was frustrating. I queued when they were still fixing the side guards of the gangway and someone told me not to get down as the ship will not stay long. I cocked my head and the crewman retreated. My thought then was the officers of the ship need a good seminar on how better-run ships are managed. They have been too bogged down for long in lousiness and lack of understanding of passenger service. They are stuck to old ways and maybe they have not realized they were not respecting the passengers as they should have. Maybe they think they are doing enough passenger service when in fact when one is demanding it already they all slink away, the exact opposite when one looks for passenger service in 2GO (they have a quick, “Yes, Sir?” when it look like someone needs assistance). Now with the full acquisition of Udenna of 2GO and Trans-Asia Shipping Lines it is high time for the crew of Asia Philippines to be rotated to a 2GO liner and for 2GO crewmen customer service personnel to be assigned to Asia Philippines. This is my free advice to Dennis Uy.


I roamed Tagbilaran port up to the passenger terminal building. I was able to buy some souvenirs but of course my shots were limited and at that hour there was no more point going out of the port. There were many passengers for Cagayan de Oro even in Tourist and I was told that is the usual load of Asia Philippines whose regular route is Cagayan de Oro-Tagbilaran. Of course it is well-known that there are many Bol-anons in Northern Mindanao and the Dipolog Princess of Sulpicio Lines that has a route to Iligan is already gone.

I didn’t stay too long down. It was hot, stuffy and dusty because sand is being unloaded from a big LCT into waiting dump trucks. I asked where it came from and they told me it is Butuan and the sand was for use in the construction of the new Panglao airport (it is not in Tagbilaran by the way). Yes, Bohol island with its upraised sea floor origin like Cebu island is lacking for sand which is bountiful on places with volcanic origin like the areas around Mt. Mayon (but then the soles of shoes don’t last that long there).

I don’t know what time we left but the pooh-poohing of me not to stay long down again was the usual overreaction of a crew who does not want to be looking for a missing passenger. I thought in the older days they used the ship’s horn for that? No more?

Whatever it was obvious Asia Philippines no longer runs fast and can no longer make up for lost time (imagine those waiting too in Tagbilaran port who might have been there are as early as 4pm and boarding time was already near 9pm). It was already 7am when we docked in Cagayan de Oro. The only good thing is there was enough light for shots but I am not too enamored with Cagayan de Oro port if there are no liners around (just freighters unlike in the past when there were still many ferries). Of course the Lite Ferry 8 was already there ahead of us (we left her in Cebu the previous day). I also realized it is good I did not bet on direct Trans-Asia 9 from Cebu because when I disembarked she was still nowhere in sight.


I look in pity at the gantry cranes of Cagayan de Oro. Too much ahead of its time. There are not really enough container vans being unloaded as other ships are using PHIVIDEC port in Villanueva, Misamis Oriental (and Cagayan de Oro is not a favorite of the regional container ships). Maybe they should just transfer it to Sasa port of Davao where a lot of container vans are handled and even more than that of Cebu port.

A new port terminal building is being built in Cagayan de Oro port. Long overdue, I say. For too long they were just using a converted transit shed like in Makar port of General Santos City (a port terminal building was approved there when there were no more liners – now what kind of planning is that?). Imagine Masbate port getting a port terminal building ahead the them when it is not really needed there.

As usual I stayed clear of the very overpriced motorela of Cagayan de Oro. I just wonder why up to now the Land Transportation Office (LTO) and the city government of Cagayan de Oro can’t stop their fare gouging (because the drivers bring in votes during election time?). Lucky there was a Multicab waiting but then like usual I will ask the fare first. Regular fare and so I rode up to the Agora terminal where the buses for Davao can be found.

There were commuter vans outside Macabalan port for Davao and various other points but I did not take them because I still need to take a good breakfast and I want time in Agora terminal to take bus photos. I resolved that this time I will take the Super Five bus. Not for any particular reason except that I already rode Pabama Transport last time. One thing I won’t ride is a Rural Transit bus. Oh, how I hate monopolists from the point of view of principle. But from Maramag town I know I will have to ride them since there is no other option. In Maramag terminal I tried looking for a commuter van but the ones there were not attractive. The Maramag-Davao commuter vans are old ones with no good air-conditioning and one can’t be sure what time they will leave. A van might have a better vantage for bus shots but after Maramag I am no longer interested in bus shots because all the buses there are colored red.

I arrived in Davao when night was already falling. And to think we left Cagayan de Oro at 9:30am and we did not have a meal stop (meal stops and coffee stops are the specialty of Rural Transit buses, one of the reasons why they are slow). And I just waited for 20 minutes in Maramag, just enough to take bus shots. Buses as the years go by tend to be slower. Where are now the fast drivers of the past, I wonder? Seems the Yansons killed them.

My trip home took 34 hours from the time I left the place of my son in Cebu.

The Super Shuttle RORO 12 and Its New Route

Last April 30, the RORO Cargo ship Super Shuttle RORO12 of the Asian Marine Transport Corporation or AMTC participated in a very notable ceremony, the inauguration of the new Davao-General Santos City-Bitung route. I do not know when was the last time two Heads of State were present in the Philippines for a shipping inauguration. If there was one, it was eons ago. But right after the ASEAN Summit, President Rodrigo Duterte of the Philippines and President Joko Widodo of Indonesia came to Davao City for the inauguration. President Jokowi of Indonesia was even accompanied by her wife, the First Lady of Indonesia Iriana Widodo. I thought wow! that was the importance given on the opening of the route connecting the southern Philippines with eastern Indonesia. And the host of AMTC in Davao City, the Kudos Port was that lucky to have the presence of two Presidents. Wow, how lucky was Mr. Johnny Ng, the owner of the port. The inauguration might be “The Event” of his successful business career.


And the ship Super Shuttle RORO 12 was also very lucky. Imagine all the photos and videos of her not only in media but also the social media. That goes true too to Kudos Port and its owner. Both the ship, the port are now famous and not only in Davao City. And then just past the narrows of Pakiputan Strait, the Super Shuttle RORO 12 met the China PLAN flotilla which is in a world tour and which picked Davao City as the first port of call. I do not know if that is auspicious but what a timing! It seemed a lot of attention was on Davao City that day and Super Shuttle RORO 12 was part of all that.

Viewing, talking of Super Shuttle RORO 12, I always have charged emotions. Many do not know but she is not a new ship in our waters for in 1994 she came to William Lines as the ROCON I. When she came she became the biggest cargo ship in the whole country, bar none. She was then the pride of William Lines and justifiably so. During the time she came, William Lines was in a battle to keep pace with Aboitiz Shipping and Sulpicio Lines which were both ahead of her in container ships before ROCON I arrived.

But when she arrived I had the thought, “Can ROCON I be fit for local routes or is she meant to do Far Eastern routes?” The reason behind that thought is ROCON I was much larger than the container ships in the country which is just about 90 meters or 100 meters in length and ROCON I was 160 meters in length. Even compared to the Ramon Aboitiz and Vidal Aboitiz of Aboitiz Shipping which were built in Ukraine, she was significantly bigger. And I thought “Is ROCON I the William Lines slam dunk a la Filipina Princess and Princess of the Orient of Sulpicio Lines?” When those two grand liners of Sulpicio Lines came in 1988 and 1993m they were much larger than the liners of the competition. And now ROCON I was just like those two.

I noticed the name “ROCON” was a play on the characteristics of the ship which is “RORO” and loads container vans. Before she came most the container ships in the country load and unload “LOLO”, an acronym for “Lift On, Lift Off”. That means in loading and unloading booms are used to lift the container vans. Meanwhile, ROCON I is a true RORO Cargo ship true. There are no cargo booms and container vans are hauled into or hauled off the ship. This means the container vans are aboard trailers that are pulled by prime movers. This system is actually faster in loading and unloading but trailers are an additional capital expense and there can’t be maximization like in LOLO ships where container vans are stacked with practically no wasted space.


In Europe, the origin of ROCON I, RORO Cargo ships carry all types of vehicles crossing the seas from sedans to trucks to trailers. Since the load are vehicles then ramps are needed as access to the different car levels. Aside from ramps as access to the port, the RORO Cargo ships have car ramps connecting the various level and up to the sun deck. Sometimes lifts or elevators are also used. So even though ROCON I is a big ships in TEU her capacity is only 500. She was certainly not the first container ship with ramps here as the very first container ship of William Lines, the Wilcon 1 has a ramp and operates ROLO which means she has cargo booms at the front and a car ramp at the stern for combined RORO and LOLO loading and unloading. The Wilcon 4 of William Lines also has a RORO ramp and so do the Sinulog of Escano Lines but what really sets apart ROCON 1 is she has no booms and that is actually a leap of faith for William Lines as not much cars and trucks are loaded locally and for a ship to just carry 500 TEUs on 6,500 horsepower, the ratio does not seem to be too good.


The ROCON I was built as the Mercandian Gigant for Nolis in 1984 by Frederikshavn Vft in Fredirikshavn, Denmark. Her name was already a giveaway to her size and she measured 160.5 meters by 22.3 meters with a gross register tonnage (GRT) of 15,375 tons. In those days those measurent were already very big (nowadays, container ships of over 200 meters are already common). Mercandian Gigant has a design speed of 16 knots from 6,500 horsepower from a single MaK engine. The ship was already equipped with the modern bulbous bow. Of course, she has only a single funnel.


The lift. The mezzanine is at the background.

Inside the ship has three RORO decks for vehicles plus a mezzanine for cars aside from the top or sun deck which is also used for loading vehicles. Ramps connect the different levels and lifts are also employed. Like most RORO Cargo ships there is a tower at the front which accommodates the crew and the drivers of the vehicles and the bridge at the top. There are cabins for the drivers with its own toilet and bath and there are drawing rooms and a common galley which in layman’s word is the kitchen and restaurant of the ship (the term “galley” comes from the earlier centuries). Drawing rooms are the lounges of the ship and the officers have a separate drawing room. 

In 1995, ROCON I came to the Philippines and William Lines as mentioned before. She really seemed too big then for the route to Cebu. The ship did not sail long for William Lines because the “Great Merger” that produced the William, Gothong & Aboitiz or WG&A shipping company came on January 1, 1996 and she became the SuperRORO 200 in the new company. The next year the ship was sold abroad. And that was one thing I cannot understand about WG&A. They were able to accumulate a few good container ships that do not look like general-purpose cargo ships like the bulk of the Wilcons, Sulcons, Lorcons and Aboitiz Concarriers but instead of maintaining the routes to Hongkong and other ports in the Far East what WG&A did instead was to withdraw from foreign routes and surrender to the foreigners. What happened next was only foreign ships were carrying our container vans with the probable exception of Eastern Shipping Lines. While withdrawing from foreign routes what WG&A did was also to bully the smaller shipping companies in the country and in some cases that resulted in the collapse of the weaker shipping companies.

Of the ships we sold aboard it was ROCON I which first came back and that was completely unexpected as ships sold abroad never come back. The only other ship to come back here was the former SuperFerry 16 which became the St. Therese of Child Jesus of 2GO. So when the former Amirouche came here in 2015 to become the Super Shuttle RORO 12 I was shocked when the IMO Number (which is IMO 8222733) told me she was the former ROCON I. I was able to visit her in AMTC Pier 8 days after she arrived. I asked Yangyang Rodriguez, a high officer of AMTC if she was a former ship here and it seems he played coy with me. But of course IMO Numbers don’t lie and that is the beauty of it. Very easy in tracing a ship but MARINA, the local maritime administrator doesn’t use that because they insist on their own ship identification number which is useless in tracing ships.

Amirouche, the last name of the ship was refitted and she became the Super Shuttle RORO 12, the last big RORO Cargo ship so far of AMTC. She did not have a permanent route like the other RORO Cargo ships of the company. Sometimes she would come to Davao.


Docked off Davao before inauguration

The news came of the planned inauguration of the Davao-General Santos City-Bitung (Indonesia) route. Two weeks before the planned inauguration Super Shuttle RORO 12 was already waiting in the southern Davao anchorage in Pakiputan Strait. She was obviously newly painted. I imagine her interiors were spruced up too. Who can tell if the two Presidents will board the ship together with their First Ladies and other dignitaries? And two days before the inauguration she was already docked in Kudos Port. Maybe top officers of AMTC was already around to make sure all goes well. I am also sure the Presidential Security Group (PSG) checked every nook and cranny of the ship and practically sealed it.

I was surprised by the choice of the Super Shuttle Ferry 12 for the route as she is a big RORO Cargo ship and the route to Bitung is just starting. This route was already in the news for the last four years or so and nothing came out of it. Once I was told the route is already off because, “Bawal ang bigas, bawal ang asukal, bawal ang (cooking oil). E, ano na lang ang ikakarga namin?” There is really a very strong protectionist lobby because if we will follow the zero tariff ASEAN scheme we will be flooded by goods from our neighbors because they are more efficient, their labor and fuel costs are less and so their consumer goods are cheaper. Many Filipinos and even the educated ones don’t know that the prices of our basic goods is well over the world market price. That is why so many Filipinos are poor and they can’t even buy the basic necessities.

Now I wonder what changed that the route is on again. As usual the media is next to clueless. All they can say is the route is a boon to something (basta me maisulat lang). We have talked before to the Purser of Pelita Harapan, a big wooden motor boat that once had a Manado-Davao route. He said we have salable goods to Indonesia and that is what they carry like plywood, construction supplies, flour and Coca-Cola which are all produced in Davao. He said the equivalent goods that come from the industrial area near Jakarta is more expensive because of the distance. There are many Indonesia products that can be traded in Davao but because of quantitative restrictions (QRs) and denial of permits it will treated as “smuggling” here. That is the sad system and wrong understanding of “free trade” here. What they say as “free trade” is actually restricted trade.

The media and bureaucrats say that instead of container vans from Davao going the roundabout way to Indonesia via Manila and Jakarta (Tanjung Priok), the direct route will be cheaper. I don’t know who is fooling whom with that. There is practically no trade between southern Philippines and eastern Indonesia because “free trade” is regarded as “smuggling” and that was the previous viewpoint of Mayor Rodrigo Duterte. He didn’t want cheap rice, oil and sugar from Indonesia (that is why I am asking now what changed). If there was really significant trade that would have been visible in general-purpose ships. But actually it is hard to track them because MARINA cannot implement also the IMO requirement for AIS (Automatic Identification System) which is used track ships.

Actually what might happen is goods meant for eastern Indonesia will use General Santos City and Davao as intermediate ports (both these ports host foreign container ships regularly). So instead of the container vans offloaded in Tanjung Priok which is farther it will be offloaded in the two Philippine ports and supposedly there should be savings in cargo rates (but that is assuming there is enough volume).

I guess AMTC fielded only a big and good ship for the inauguration for pomp and effect. I do not think there is enough volume to sustain the Super Shuttle RORO 12. If needed be, AMTC has the smaller Super Shuttle RORO 14 and Super Shuttle RORO 6 (if it is running) for that.


Super Shuttle RORO 12 on the way to Bitung

It is funny some are fooled by media that Super Shuttle Ferry 12 will accommodate passengers and some government officials echo that and even cited tourism. But the RORO Cargo ships of AMTC are not allowed to carry passengers. Did something change too in this regard? Bitung is the bigger port in that part of Sulawesi and the bigger city is Manado but its port is small. There was once a Davao-Manado plane but it was discontinued for lack of passengers. Even the Pelita Harapan is gone now and it was a Davao-Manado ship mainly used for cargo (and to repatriate Filipino prisoners in Indonesia). Pelita Harapan can carry cargo but not fuel for sale. Madidiskubre kasi na mura ang fuel sa Indonesia.

I wish Super Shuttle RORO 12 well. But let us just see what will happen to this new trade route.

I Was Able to Cover The Inaugural Voyage of the Davao-General Santos City-Bitung (Indonesia) Route of Asian Marine Transport Corporation (AMTC) by Accident

I said by accident because it was not really done based on a plan. As of yesterday I was not even sure on going to Samal because I was wary of the tight security because two Heads of State (President Rodrigo Duterte of the Philippines and President Joko Widodo of Indonesia) will be in Kudos Port in Panacan, Davao City near the President Duterte office in Davao or what is called as “Panacanang” (the question was how near one can get without some sort of official pass) and I was sure there will be suspension of voyages for some hours. And I thought Aris Refugio, the superb Samal ship spotter will have a better vantage point than me although what he needed might be a superzoom cam.


Kudos Port by Aris Refugio

What attracted me, however, was the knowledge that there will be plenty of ships around because even yesterday there were already nine ships off Sta. Ana port in what me and Aris call the “South Davao anchorage”. I already noticed the bottling of ships and I was sure it will be more bottled today since three Chinese warships were coming to Davao. I was actually amazed by the coincidence of the inauguration with two Heads of State and the coming of three China warships (were the Chinese ships there for additional security?).

But I decided to go anyway this morning. The Chinese warships were attraction enough and the knowledge of bottled ships was the bonus. I went not for the inauguration because I was not even sure of the schedule or what will happen. I thought the event will be confined to Kudos Port and there was no decent way to approach it when the two Heads of State were there (and it turned out the First Ladies were also there).

I did not go to Sta. Ana Port. In the morning the shots there are lousy because the cam is against the sun. I thought it would be best to cross to Samal because Sasa Port is best covered in the morning as the sun will be behind me. And if there are ships in Pakiputan Strait aside from Sasa Port it will be bonus. Plus if there is some happening in Kudos Port that is visible it will be another bonus.

I got off at Mae Wess Port. The passenger queue was up to the gate. It was hot and humid but since I was there already I waited a little. But somehow I guessed I was in the wrong place and I backed out and went to Km. 11 Port. I thought the queue there is shorter although the boat’s run is further from Sasa Port.


Start of the inaugural voyage of Super Shuttle RORO 12 with water salute (M. Baylon)

There was also a queue there alright but shorter. After a few minutes I decided to move ahead of the queue to see what was happening in Pakiputan Strait. And I was lucky. The inaugural run of the Super Shuttle RORO 12 of Asian Marine Transport Corporation (AMTC) was just beginning and I have a good vantage point that was not against the sun and was not too far.

There were many tugs accompanying Super Shuttle RORO 12 and they were giving her the “water salute” which means a water spray that is not really aimed at the ship but instead is just a light plume. This ceremony is given by tugs during important departures or arrivals.

I was not sure how far the tugs will accompany Super Shuttle RORO 12. I was not even sure if the RORO Cargo ship will just then go back to port. In the vicinity there were also Coast Guard and Navy ships. It seems they were taking the security of the two Heads of State and other VIPs very seriously.

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The convoy with Super Shuttle RORO 12 (by Mike Baylon)

Then the convoy turned to starboard. The thought that the ship might really sail already crossed my mind. I had to get inside Km. 11 Port because the structure is already threatening to hide the convoy. I asked permission from the Coast Guard and they readily acceded and I had the full use of the wooden port to get good angles. I felt what a lucky day!

As I thought the voyages of the ferries between Davao and Samal were suspended. I thought if I waited in the queue in Mae Wess Port there would be no chance to get aboard its ships and use it as a vantage point. So I silently thanked my lucky stars.


A motor boat crossed the bow of Super Shuttle RORO 12 (by Mike Baylon)

However, two motor boats from Babak Port crossed the convoy and one just by the bow of Super Shuttle RORO 12. I thought the Coast Guard in Babak Port did a lousy job in making sure that no ships will cross the convoy. By this time some of the tugs were beginning to fall back and there was no longer a water spray.

I noticed the LCTs and double-ended ROROs of Mae Wess were already drifting to Km. 11 Port. They wanted to cross right after the convoy passed. But there were still tugs trailing plus the Coast Guard and Navy ships (well, their base was actually in Sta. Ana Port a few kilometers down south and they probably have to tail Super Shuttle RORO 12).


A Coast Guard ship tailing Super Shuttle RORO 12 and a tug that has turned back

By the time the ship leveled with Sasa Port, some of the tugs have already stopped or have already gone back. The tug that was accompanying the ship long was the Super Shuttle Tug 1 which also belongs to Asian Marine Transport Corporation. Eventually she also dropped back and so i thought Super Shuttle RORO 12 was really on her way now to her first voyage.

I then decided to take a motor boat to Babak Port to get a longer and a different view of Super Shuttle RORO 12. The crew of MB Ruby gave me a good vantage point when they realized I was covering the event. We also had some tete-a-tete. They were knowledgeable about the inauguration. Funny they were even talking about the snipers providing security to the event.


Only Super Shuttle Tug 1 still accompanying Super Shuttle RORO 12 (by Mike Baylon)

When I reached Babak Port I had no intention of staying long. I wanted to cross immediately to Kudos Port to do some interviews about what transpired there and I took the DavSam II which has the same owner as Kudos Port. The crew said they were never able to observe the inauguration since it was done under a temporary enclosure and they also can’t get near.

When I landed in Kudos Port I tried to make some interviews with the canteen staff of Kudos Port and with a Coast Guard personnel. Like the crew of DavSam II, they said they also can’t observe the proceedings. And like the crew it seems to them what they noticed first was the water salute. They said the affair started at 9am and security was really tight and they can’t even move from their assigned places. I asked who the VIPs were. They can’t give me an answer.

Then I received a text message from Aris that two Chinese warships have already passed the point opposite Quaco. That point is just a half kilometer from Sasa Port. So finally I knew where Aris was and it seems he was able to cover the Chinese warships more. That was good as we were not duplicating efforts.


The bigger Chinese warship docking in Sasa port (by Mike Baylon)

So I then hied off back to Km. 11 Port. I knew I will be able to capture the ships there as they are docking and I was not wrong. However, the restaurant ship The Venue of Mae Wess was beginning to spoil the view early. I wanted to go to Mae Wess and ride a ferry to Caliclic but I did not like the queue and I thought Aris will be able to cover it from Caliclic anyway.

No, he ran out of batteries. And we were not able to communicate well because my cellphone battery was very low too. I thought there was still tomorrow to cover the Chinese warships when the passenger volume to Samal is lighter. For sure Aris will be able to cover them docked. So I just went to Sta. Ana Port. The sun is already behind me. There were eight ships off Sta. Ana Port, five of which were not there yesterday.

It was not a bad day. A complete coverage of the inaugural run of the ship to Bitung, Indonesia plus two Chinese warships and an assortment of tugs, enforcement ships plus ferries wallowing for they can’t cross.

Sometimes an unplanned trip turns out better than a planned trip if one’s stars are aligned.

The Matnog Ferry Terminal

The government ports that were built in the 1980’s to connect Luzon, Visayas and Mindanao through the eastern seaboard of the country were not called “ports” but instead were called “ferry terminals”. And so it became Matnog Ferry Terminal, San Isidro Ferry Terminal, Liloan Ferry Terminal and Lipata Ferry Terminal. The four actually had a common design in their port terminal buildings and general lay-outs. The paint schemes are also the same.


Matnog town had been the connection of Sorsogon and Luzon to Samar even before World War II and it might even been before the Americans came. That situation and importance was simply dictated by location and distance as in Matnog is the closest point of Luzon to Samar. In the old past, that connection to Samar crossing the San Bernardino Strait was done by wooden motor boats or what is called as lancha in the locality.

These lanchas existed until the early 1980’s. Their fate and phase-out was forced by the arrival of the pioneering Cardinal Shipping RORO in 1979, the Cardinal Ferry 1. With the arrival of other ROROs and especially the government-owned and promoted Maharlika I, the fate of the lanchas were slowly sealed until they were completely gone. By this time the new Matnog Ferry Terminal which was a replacement for the old wooden wharf was already completed.

Maharlika I

The Matnog Ferry Terminal is a RORO port with a back-up area for vehicles waiting to be loaded. At the start when there were few vehicles yet crossing and there were only a few ROROs in San Bernardino Strait that back-up area was sufficient. But over time it became insufficient and so additional back-up areas were built twice. Before that the queue of vehicles sometimes went beyond the gate and even up to the Matnog bus terminal/public market. Worst was when there were trip suspensions and vehicles especially trucks snaked through the main streets of of the small town of Matnog.

The Matnog Ferry Terminal is one of the more successful ports of the government. Actually most ports owned by the government do not have enough revenue to pay for the operational expenses like salaries, security, electricity, transportation and communication and for maintenance. The performance and success of Matnog Ferry Terminal is dictated not by the quality of port management but simply by the growth of the intermodal system. From Luzon there is no other way to Eastern Visayas except via Matnog. The intermodal system began to assert itself in the 1980’s until it became the dominant mode of connection to most of the islands in the country.

The Matnog Ferry Terminal has a total of four corresponding ports in Samar, amazingly. These are the BALWHARTECO port, the Jubasan port of Sta. Clara Shipping Corporation, the Dapdap port of Philharbor Ferries, all in Allen town and the San Isidro Ferry Terminal. The first three are privately-owned ports. The government-owned San Isidro Ferry Terminal lost out early to the privately-owned ports because it has the longest distance at 15 nautical miles while BALWHARTECO port is only 11 nautical miles from Matnog. A shipping company using San Isidro Ferry Terminal will simply consume more fuel and it cannot easily pass on the difference to the vehicles and passengers.

The existence of those many ports in Samar showed the increase over the years of the number of ROROs crossing San Bernardino Strait and also the number of vessel arrivals and departures. Currently, on the average, a dozen ferries and Cargo RORO LCTs serve the routes here with the companies Sta. Clara Shipping Corporation/Penafrancia Shipping Corporation, Montenegro Shipping Lines Incorporated, 168 Shipping Lines, Archipelago Philippine Ferries Corporation, SulitFerry and NN+ATS involved. The last two mentioned are operations of the liner company 2GO.


In Samar, all those ferries can be docked simultaneously thereby showing enough docking capacity. In Matnog Ferry Terminal only about five ferries can be docked simultaneously especially since the two new RORO ramps there seems not to be in use. When they built that it was by means of bulldozing rocks into the sea to build a back-up area and those rocks seem to be dangerous to the ferries and their propellers and rudders which means a possible wrong design or construction.

When the government built a back-up area near the Matnog terminal/market, I assumed a true expansion of Matnog Ferry Terminal there. A causeway-type wharf could have been developed there and the docking ferries could have been separated there so there would be less mix-up of the departing and arriving vehicles. Causeway-type wharves like what was successfully deployed by the BALWHARTECO and Dapdap ports. This type of wharf is very efficient in using limited wharf space and it is very good in handling ROROs and LCTs.

Until now the Philippine Ports Authority (PPA) insists on using pile-type wharves which is more costly but less efficient. A pile-type wharf is good if freighters and container ships are using the port but freighters do not dock in Matnog but in nearby Bulan port and there are no container ships hereabouts. If there are container vans passing here it is those that are aboard truck-trailers. But many know that if there are “percentages”, the less efficient pile-type wharves will guarantee more pie than can be “shared” by many. And I am not talking of the pie that comes from bakeshops.


In a causeway-type of wharf the ferries can dock adjacent each other

Matnog Ferry Terminal by its evolution is actually a little bit different now from its sister ports because its wharf has an extention through a short “bridge” like what was done in Cataingan port although this is less obvious in the case of Matnog. The three other Ferry Terminals have no such extensions which is done if the water is shallow and there is enough money like in Ubay port which has an extension that is long and wide enough to land a private plane already (and yet it handles far less traffic than the Ferry Terminals). Almost always the priorities of government in disbursing funds is questionable at best. The budget used in Ubay port would have been more worthwhile if it was used in the shallow Pilar port which has far more traffic and is of much greater importance.


With lack of RORO ramps it is normal that ferries in Matnog will dock offshore. It is also usual that a ferry will wait a little for a ferry loading to depart before they can dock especially at peak hours. Again, the docking of ferries askew to the port in high tide where there is no RORO ramp still goes on. Matnog Ferry Terminal and the Philippine Ports Authority is really very poor in planning that one will question what kind of data do they input in planning. I even doubt if the idea of a breakwater ever crossed their minds. Matnog is one place where swells are strong especially both in habagat and amihan (it has that rare distinction) or if there are storm signals (and Bicol is so famous for that) or when there is what is called as “gale” warning by the anachronistic weather agency PAGASA (they issue a “gale warning” even if there is no gale; they could have just issued a “strong swell “ warning because it is actually what they are warning about).

In Bicol, Matnog Ferry Terminal has the most number of vessel departures per day if motor bancas are excluded. Matnog’s vessel departures can reach up to 20 daily in peak season with a corresponding equal number in arrivals. In this regard, Matnog Ferry Terminal is even ahead of the likes of Legazpi, Tabaco and Masbate ports and such it is Number 1 in the whole of Bicol. That will just show how dominant is the intermodal system now. And how strategic is the location of Matnog.

A few years ago there was a change in Matnog Ferry Terminal that I was bothered about. Matnog is one port that has a very strong traffic and traffic is what drives income up. But before her term was up Gloria gave the operation of Matnog Ferry Terminal passenger building to Philharbor Ferries. This was also about the same time she wanted to privatize the regional ports of the country with strong traffics like Davao, Gensan and Zamboanga.

Now what is the point of giving the control of a passenger terminal building of a very strong port to a private entity? That port terminal building is actually a cash machine. Imagine about 2,000-3,000 passengers passing there daily in just one direction. Of course Gloria has some debt to the true owner of Philharbor in terms of executive jet services during her term and for providing escape to Garci. Was the deal a payback?


No covered passenger walkway in Matnog

After years of private operation I have seen no improvement in Matnog Ferry Terminal. From what I know the construction of the two new back-up areas were funded by government. So what was the transfer of control of the passenger terminal building all about? They cannot even build a covered walkway from the passenger terminal to the ferries when BALWHARTECO port was able to do that (and both have long walks to the ferry). Does it mean that BALWHARTECO port cares more about its passengers?


BALWHARTECO covered walk for passengers

Matnog Ferry Terminal could have been a greater port if properly managed and it should have been properly managed and programmed because it is one of the critical ports of the country. It is actually the strongest of the four Ferry Terminals and by a wide margin at that. Now, if only they will plow some of the profits of the port back into improvements of the port. Or shell out money like what they did to Ubay and Pulupandan ports which severely lacks traffic until now even after spending three-quarters of a billion pesos each. Again one will wonder what kind of data PPA used. Did the “figures” come from whispers of powerful politicians? And did they twist the moustache of NEDA Director-General Neri?

Quo vadis, Matnog Ferry Terminal? You should have been greater than your current state.

Allen is the King of Samar Shipping

Allen, a small town in the northwest tip of Samar island is the king of Samar shipping if measured by the number of ports existing and by the number of vessel arrivals and departures and even in the passenger throughput. This has not always been so because in the past Calbayog and Catbalogan have been the kings of Samar shipping. That was the time of cruiser liners and when the intermodal system did not yet exist.

Allen has been the connection of Samar to Sorsogon even before World War II when motor boat (lanchas) was the king of connections between near major islands. That was simply because Allen is the nearest town of Samar to the Sorsogon landmass. Additionally, Allen was also the connection then of the northwestern part of Samar to Calbayog when there was still no road connecting those two parts of Samar.


Credit to Gorio Belen and Times Journal

The BALWHARTECO (Balicuatro Wharfage and Terminal Corporation) port was THE port of Allen even then. This port is a private port and founded by the father of the current owning Suan family. From a port handlings lanchas, BALWHARTECO port evolved into a RORO port with the coming of the ROROS. When it did, the Matnog-Allen lanchas gave way to the ROROs until they became extinct. With that, gone too was the cumbersome mano-mano cargo handling system done by the porters.

In the past, liners from Manila docked in Calbayog and Catbalogan mainly and also in Laoang, Caraingan, Allen and Victoria. But with the finishing of the Maharlika Highway, the buses and also the trucks came to Bicol and suddenly there was a need for a RORO to cross them across San Bernardino Strait to Samar which Cardinal Shipping through Cardinal Ferry 1 provided in 1979. This was followed by other companies with ROROs like Newport Shipping whose owner is from Laoang town. Other companies followed such as the Philippine Government through Maharlika Uno in 1982 and by the Bicolandia Shipping of Eugenia Tabinas.

When the intermodal buses and trucks came, the bottom suddenly fell out of Northern Samar ports and ships and in a few years they were gone. Calbayog and Catbalogan proved more resilient but the BALWHARTECO private port in Allen grew by leaps and bounds as the years showed consistent annual increase of trucks, buses and passengers crossing the San Bernardino Strait. From a wooden wharf BALWHARTECO port was converted in a concrete causeway-type wharf. Moreover, additional buildings were added to BALWHARTECO port and it housed pasalubong shops, eateries and various offices plus a lodge and a disco above.


BALWHARTECO in earlier days. Photo by Lindsay Bridge.

When BALWHARTECO and the San Bernardino connection grew, others were tempted to also have their own like the Dapdap and Jubasan ports. Dapdap is owned by Philharbor Ferries and the new Jubasan port is owned by Sta. Clara Shipping Corporation. So now Allen has three ports and very rare is a town that has three private ports catering to ROROs.

Meanwhile, the old dominant ports of Calbayog and Catbalogan no longer have liners from Manila nor overnight ferries from Cebu with the exception of the new Manguino-o port in Calbayog which hosts Cokaliong Shipping Lines. In the main they have already lost to the intermodal trucks from Cebu which use ports in the western seaboard of Leyte as entry like Palompon, Isabel, Ormoc including GGC, Albuera and Baybay.

These changes only showed the complete triumph of the new paradigm, the intermodal system where vehicles (buses, trucks, cars, etc.) are now just rolled into ROROs including LCTs and the traditional way of shipping cargo has already been superseded.



In a day, Allen has nearly 20 ROROs dockings and an equivalent number of departures for a total of about 200 vehicles of at least four wheels either way so not counted here are the likes of motorcycles. Near ports of cities like Tacloban, Masbate, Legazpi and Tabaco do not even have such volume. It actually exceeds even the port of Ormoc, the greatest port in the western shores of Leyte. So that is how big is the traffic of Allen and probably many do not realize that. Additional some 2,000 passengers a day pass each way in Allen for a total of about 4,000 passengers. North Harbor of Manila doesn’t even have such passenger volume.

However and sadly, such growth, such traffic are not transferred in the locality. Where before a port confers prosperity because the big bodegas and trading houses will be there, this is not in the case of the intermodal system because the cargo, which is rolling cargo at that, just passes through. There are no bodegas or trading houses in Allen. And that is the case of all the short-distance ports in the eastern seaboard from Matnog to Allen to Liloan to San Ricardo and Lipata.

Maybe it is not right to expect to have bodegas in Allen. That is impossible as the cargo trucks will simply roll on. But there must be a way to grab some business from all those passing vehicles. Like fuel sales if the pump price is right. Or restaurants like Jollibee. There are passengers like me who desire such kind of restaurant which serve a standardized quality of food in an air-conditioned accommodation.


BALWHARTECO offices and eateries. The lodge and disco are located above.

Well, maybe even hotels or lodging houses. But the price should be right otherwise the travelers will just continue on (Allen is known to travelers as having high lodging rates). BALWHARTECO port has a lodge and that shows this is possible. The best type will be a SOGO-type of hotel that offers 12-hour accommodation for half the price.

Pasalubongs and novelty items like T-shirts are also possible. Like in lodgings the price should be right. Novelties must have the reputation of being cheaply-priced. Tourism? Maybe not. The transients did not come to Allen for that.

Allen is king of Samar shipping but it is poor. As of today it is just a fourth-class municipality which means an income of just P25-35 million yearly. Its population is still small. So it means people are not moving in for maybe there is really no growth and progress.


Jubasan port of Sta. Clara Shipping Corp.

What Allen is famous for is its illegal exactions (illegal because the Supreme Court has twice declared it is so and that is the final authority on legalities) on the vehicles and passengers. They will charge the vehicles when arriving and when departing. At P75 per truck (their rate) and and about 300 trucks and buses passing daily both ways that would have been an easy P20,000 per day net or P7 million a year. Add to that the P5 per departing passenger. That would be about another P10,000 per day or P3.5 million a year. It seems these collections are not reflected properly in Allen’s income. At P10 million a year times for 30 years there should already been an infra that Allen can be proud of but it seems there’s none as Allen still has the look of a small town.

Allen has ports that is doing good business except Dapdap. Truth is its ports are the best infra in the town. Its incomes should have been a good addition too.


Dapdap port of Philharbor

But Allen is still poor. Like Matnog, Liloan and San Ricardo although all have illegal exactions. Me and Rey B. called that the curse of the illegal exactions.

Sometimes they say the king is poor. Maybe that is Allen.