The Trans-Asia 19

On March 2 of this year, the Trans-Asia Shipping Lines, Inc. (TASLI) of Cebu, a part of Chelsea Logistics Corp., inaugurated their newest ship, the Trans-Asia 19. The inauguration was done in the Port of Cagayan de Oro and Mr. Kenneth Sy, President and CEO of Trans-Asia Shipping Lines led the inaugural ceremony ably assisted by his wife, Ms. Pinky Sy, the TASLI Vice-President for Sales and Marketing . The inaugural went well but what was new was it was held in the Port of Cagayan de Oro since Cebu-based companies usually hold their inaugurations in Cebu. The Philippine Ship Spotters Society (PSSS) was invited and helped cover the event.

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Photo from John Nino Borgonia

The Trans-Asia 19  is not only the latest ship of Trans-Asia Shipping Lines. She is actually their first-ever ship fielded  as brand-new and reports say she cost more than PhP 600 million which is four to five times the cost of a 25-year old refurbished and refitted ferry from Japan of the same size. However, Mr. Kenneth Sy pointed out in his inaugural speech that they must need to modernize as the regulatory body Maritime Industry Authority (MARINA)  plans to phase out ferries that are over 35 years old already (which means built 1984 or earlier).

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Photo from John Nino Borgonia

The ship is only a medium-sized ferry by Philippine standards and her passenger capacity is only 450 persons. She is an overnight ferry-RORO as she is equipped with bunks instead of seats (there are a few seats though for the budget traveler). Her designated route is Cagayan de Oro to Tagbilaran, v.v. three times a week with an extension to Cebu on the 7th day. She replaced their old vessel on the route, the Asia Philippines which was sold to George & Peter Lines, another Cebu-based shipping company but a non-competitor of the company.

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Photo from John Nino Borgonia

It was the Kegoya Dock Co. in Kure, Hiroshima Prefecture, Japan which built the Trans-Asia 19 and it was the mother company of TASLI, the Chelsea Logistics Corp. (CLC) which ordered this ship. Earlier, TASLI and CLC had a merger which had to go through the Philippine Competition Commission (PCC) because the deal is over one billion pesos in value. The Trans-Asia 19 is actually similar to the new ferries that came to Starlite Ferries (which was sold to CLC) starting in 2015 but the difference to those is most the Starlite ships were built as short-distance ferries equipped with seats. However, all are sister ships and their superstructures and external lines are practically the same and all were built by Kegoya Dock.

After completion and turn-over, the Trans-Asia 19 started its conduction voyage from Kegoya on November 15, 2018 and she reached Talisay anchorage in Cebu on the first hour of November 22, 2018. The conduction crew of twelve was led by Capt. Hector Nelson Ramirez who is still the Master of the ship. From arrival, the Trans-Asia 19 spent almost two months clearing Customs and completing papers in MARINA (Maritime Industry Authority), the local maritime regulatory body. In the country those two agencies are always the biggest hurdles for new ships. And so it was only on February 18, 2019 when Trans-Asia 19 had its maiden voyage from Tagbilaran to Cagayan de Oro. Yes, the maiden voyage came before the inauguration but that is not so unusual as an occurrence.

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The Trans-Asia 19 in anchorage. Photo by Daryl Yting.

The Trans-Asia 19 is a steel-hulled RORO (Roll-on, Roll-off) ship with a single car deck of 13-feet height accessible from a stern ramp. The ship has a bulbous stem and a transom stern and she has two masts and two funnels that lies exactly above the engines. Externally, she is not that modern-looking but her equipment and features are actually all modern. This ferry is even equipped with an elevator for persons with disability and for the elderly and mothers with infants (the elevators run from the car deck). The ship has high sides which provides additional safety in rough seas. As aid in docking, the Trans-Asia 19 also has a pair of bow thrusters.

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Trans-Asia 19 bow thruster

The Length Over-all (LOA) of the ship is 67.6 meters (LOA is the maximum length of the ship) and her Length Between Perpendiculars (LPP or LBP) is 61.8 meters. The ship’s Breadth or Beam is 15.3 meters and that is the measure of the ship at its widest. The Depth of the ship is 9.40 meters (and that is the reason for the high sides) and the Draft is 3.22 meters (the latter is the minimum water depth for a ship to be able to navigate safely). Increasing Draft would mean a more stable sailing (but more drag when the sea is smooth) . The Depth from the car deck of the ship is 4.40 meters and that is the distance from the car deck up to the bottom of the hull and that is the point where water will start entering the car deck.

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The Gross Tonnage (GT) of the ship is 2,976 and this is the total cubic measure of the of the ship. The Net Tonnage (NT) is approximate 805 if based on the pioneer of the sister ships. NT is the cubic measure of the ship’s space that is usable for passengers and cargo. The Deadweight Tonnage (DWT) of the ship is 834 tons. That is the maximum safe carrying capacity of the ship in weight and that is far higher than the rolling cargo capacity of the car deck which is 13 cars and 7 trucks and that is good in terms of margin of safety. The passenger capacity of Trans-Asia 19 is 450 persons and the ship’s complement (the crew) is 32 (but this is still increased by the security personnel and drivers on board).

The main engines of this ship is a pair of Yanmar 6EY22AW engines of 1,863ps each for a total of 3,726ps (ps is approximately equal to horsepower) and the auxiliary engines are Yanmar marine diesels too of 500hp each. The engine room of this RORO ship is equipped with a small engineers’ station. That protects the ears of the engineers and it shields them from the heat generated by the engines while the ship is running. The service speed of Trans-Asia 19 is 13.6 knots at 85% MCR (Maximum Continuous Rating) which is about the range an engine is set to avoid damage to the engine. One thing I noticed is the ship’s engines are controllable by levers in the bridge.

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Trans-Asia 19 auxiliary engine. Photo by Mike Baylon.

In case of fire in the engine room, the safety procedures work this way. There is an actuator box which when opened automatically shuts the ventilators to the engine room and other sources of air. An alarm for evacuation of the engine room is then sounded and confirmation of evacuation will have to be done and then all hatches and doors are closed. Carbon dioxide gas will then be released into the engine room for two minutes. There is also an instruction should the actuating system fail for any reason but whatever it is still the carbon dioxide system which will be relied upon to extinguish the fire in the engine room. The actuator box is located in the bridge of the ship.

This ship passed the tough “NK” (Nippon Kaiji Kyokai) ship classification of Japan. The navigation area of the ship is restricted to the Philippines (yes, this was really designed to be an inter-island ferry in local waters). The Call Sign of Trans-Asia 19 is 4DFV-3 (for its identification in radio communication) and its MMSI Number is 548937500 (this is in relation to the AIS or Automatic Identification System of the ship which is the equivalent to the transponder of an aircraft). The permanent ID of the ship is IMO 9831995.

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President & CEO Kenneth Sy speaking. Photo by Mike Baylon.

In his speech in the inauguration of Trans-Asia 19, the TASLI President & CEO emphasized the safety features designed into the ship like a bridge monitor which will trigger an alarm if there is no person in the bridge (this is the Bridge Navigational Watch Alarm System or BNWAS which is supplied by Furuno). This ship is designed to ease the workload of the bridge crew as it is equipped with an autopilot and an autoplotter which means this has reliance not only on the radar but also with its AIS equipment. This ship can dock by itself given it has GPS and an autopilot. The vessel is also equipped with a sonar that warns of grounding (well, that is important in Maribojoc Bay with its reefs where some ships have already grounded). If the sister Starlite ships are touted to be built for the rough Philippine waters then this ship can also make that claim.

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Trans-Asia 19 bridge. Photo by John Nino Borgonia.

In the deck above the car deck which is called the Promenade Deck is located the higher class of accommodations of the ship and many of the amenities. Half of the deck is occupied by the Tourist Class and it is located at the aft (rear portion) of this deck. In the middle is the Information Counter, the Restaurant and the Clinic. In the forward section of this deck lies the Family Room for 4 which is paid for by the room but per person it is cheaper than Tourist so it is good for a family or a group. More or less it is the equivalent of Tourist Deluxe. There is also a Private Room which more or less corresponds to Business Class.

 

 

In the Bridge Deck of the ship lies the non-aircon Economy Class of the ship in its aft portion and this occupies a space less than that of the Tourist below. The reason for this is just ahead lies the class with reclining chairs and seat belts and it is air-conditioned (in industry parlance this is called “Jetseater”. That should be a good alternative to Economy if one wants air-conditioning and is comfortable anyway in seats like in an aircon bus. Just at the back of bridge of this deck lies the Officers’ cabins, the Crew’s quarters, the ship’s Galley (the kitchen for the crew) and the Mess Hall.

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In the bridge there is the usual retinue of equipment like the GPS, radar plus ARPA (Automatic Radar Plotting Aid), various gauges and switches, a control board, radio equipment, etc. There is the standard navigators’ table (hard to call it the plotting table now since there is already an autoplotter but it seems MARINA, the maritime regulatory body still insists on paper plots). In the bridge is also a bank of CCTVs monitoring all parts of the vessel. The ship still has the traditional wheel and is not yet joystick-controlled but as mentioned before there is already an autopilot.

Over-all, the Trans-Asia 19 is a fully modern ship with all the safety features needed for safe navigation. And for a ferry of 67-meters length there is a wide choice of accommodations. Bol-anons, Cagayanons and Misamisnons will be very happy with this ship especially since it is brand-new (I was told Bol-anons going south were shocked to have a new ship). And the size might just be perfect for the route. With regards to length, this ship and the ship she is replacing has almost the same LOA. It just happened that this ship is a little wider but the passenger capacity is smaller. That means more space for the passengers. The engines of this ship are a little smaller and being brand-new there will be fuel savings for the company.

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A very fine ship! Congratulations indeed to Trans-Asia!

 

Edit: 3/10/2019 – Changed caption for main engine to auxiliary engine. Apologies for the mixup.

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On My Way Home

I had trouble with my passage back home to Davao. It was the Sinulog Festival and Trans-Asia Shipping Lines’ problems that caused it.

At first I was planning a way back home through Zamboanga which I normally do. I take the Zamboanga Ferry of George & Peter Lines to Zamboanga. With that I am able to cover the ports of Dumaguete, Dapitan and Zamboanga. Additionally, I am able to cover the various local ports of Zamboanga City plus its two shipyards. I then go home with thousands more of additional photos.

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But I was in for a shock when I went to the G&P ticketing office. I never thought that their ferry to Zamboanga will ever be full. Usually, it is only ¼ full or even less that there are no more assignments of bunks and one can choose whatever pleases him. They would even upgrade some of the Economy tickets to Tourist.

I did not know that a significant number of people from Zamboanga del Norte go to the Sinulog Festival. And to think there are a lot of ferries going to Dapitan aside from the Ceres buses. Well, the Monday schedule of Zamboanga Ferry is what made her full. It was the first day after the Sinulog Festival week.

My next plan was to take the Tagbilaran-Cagayan de Oro ship of Trans-Asia Shipping Lines, the Asia Philippines. I made an early inquiry days before with their main office. They said the schedule is MWF. And so I thought I can take their ship days after Sinulog. I did not think Sinulog will impact the Tagbilaran-Cagayan route. I will have the chance to shipspot Tubigon and Tagbilaran ports plus take Bohol bus photos and maybe have some sightseeing too in Tagbilaran.

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When I tried to purchase a ticket for Asia Philippines, Trans-Asia said the ship only only Monday voyages. How come shipping company employees themselves doesn’t know how to give accurate information? And at the head office at that? It seems with their lack of ferries, the unreliability of some of their ferries and the wish to also play the Iligan route even though they lack ferries plays havoc on the schedules of Trans-Asia Shipping Lines that even their ticketing employees are in the dark.

I then asked for their nearest available Cebu-Cagayan de Oro trip (as Cokaliong does not serve that route). A Thursday ticket was available for Trans-Asia 9 and I purchased one. But the day before the trip, there was a text message to me from the company saying our trip was cancelled for “technical reasons”. And so it seems the old engine bugaboo of the Trans-Asia 9 wouldn’t go away really. Maybe she is better off now as a Cargo RORO ship like the Trans-Asia 5 when the new Trans-Asia 1 becomes available.

I immediately went to the ticketing office of Cokaliong Shipping Lines even without a refund yet for I want to be ahead of the others. With no ship running to Cagayan de Oro I thought there might be a crush soon in the Cokaliong office. The other Cagayan ship, the Lite Ferry 8 of Lite Shipping didn’t appeal to me much.

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Had a hard time deciding at the Cokaliong Tower ticketing office. I didn’t really want a Nasipit ticket as that port is not really appealing to me from the ship spotting point of view and also from the bus spotting point of view (all yellow buses from there). They have no Cagayan de Oro trips (yet). And their Ozamis-Iligan ship was the same ferry I rode from Masbate to Cebu, the Filipinas Ozamis. It was what was indicated in their schedule board. I didn’t like their Surigao ships too and I have just been there. As much as possible I don’t want to ride a ship I have already ridden before or go via port I have just been to.

I asked the ticket seller. No, it was the Filipinas Nasipit that will be doing the Ozamis/Iligan route on a particular day (as they do the Ozamis/Iligan route four times a week now). That clinched it. A new ship and one I have not been aboard before. That will also give me the chance to visit Ozamis again after a long time and also Iligan too with the possibility of a Mukas shipspot too. I have not been to Mukas port for a long time too.

There was something new in the Cokaliong House. They now have an interactive computer by the door manned by cadets that will show what accommodations are still available. That sure takes a lot of load from the ticket sellers and crowding at their stations.

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Our trip was at 8pm and I tried to be early but was not able too. Minsan mas mahirap pa talaga ang may hatid. It was nearing dusk when I arrived in Pier 1. By then I had already missed a lot in shipspotting inside Pier 1 and also inside the Cokaliong wharf. Darkness was getting hold already when our shuttle bus parked near the stern of the Filipinas Nasipit. Sayang. I know my shots are already blurry and no use using zoom for the ships passing by.

The Tourist of Filipinas Nasipit was nice. It looks like the Tourist de Luxe of Sulpicio Lines and the Tourist of Trans-Asia 5 but it does not have the individual charging sockets of the latter. While not yet sailing I stayed in the open-air section where there were tables and seats. It was a good viewpoint when the ship will be leaving Cebu port.

I noticed the Filipinas Nasipit has a lot of cabins. I wonder if they ever get full anyway. The Economy was the same Economy of Cokaliong which are clean and functional. There was also a lounge at the side of the Tourist which is nice plus one near the canteen. Actually those can double as additional accommodation if the ship is completely full (but the Coast Guard won’t allow that even though life jackets have an allowance of 10%).

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Filipinas Nasipit lounge

I did not roam very long for the next day I will have the chance between Ozamis and Iligan. There will be better light by then with less passengers. I retired early as there will be an early arrival in Ozamis but I found out the aircon was too cold when it was midnight already. We were only eight in the semi-private cubicle and we had a packaged-type airconditioner plus doors that seal us from the lounge and the passageway on the other side.

We were in final docking maneuver in Ozamis port by 4:30 am and suddenly I had a problem since I forgot my cheap but trusty umbrella in Cebu which I used in all my days of shipspotting there. It was nearly a whiteout but soon the rain abated a little and passengers can disembark. I disembarked too but where to was settled by the rain. No joy touring a city in continuous rain but in a ferry it wouldn’t be much of a problem as long as I can board it.

I asked and I was given a bad reply regarding the ticketing office to Mukas. It was outside the gate (so a passenger from Manila or Cebu with baggage will then have to get out first? that is what one gets from ISPS ports). So I then just headed straight to the ferry past the guards (a purposeful walk will sometimes do the trick). I asked the Chief Mate for direct passage and I will just pay him. Turns out it can be done contrary to what the guards said. I had a ticket but I was unmanifested and I did not pay the terminal fee. Government functionaries sometimes makes rules na abala lang sa pasahero especially in the rain. There are other ways of making a manifest. It can be done aboard the ship. And so that there will be no more counting then let Coast Guard list the names of the embarking passengers. They are not sailing anyway and they can even do their patrol by boarding the ferry as they don’t have patrol ships anyway.

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Swallow-I of Daima Shipping

It was still dark when I boarded the Swallow-I of Daima Shipping, the sole shipping company sailing the Panguil Bay crossing. She is a double-ended ferry and a decent one but the problem was the rain got stronger and there were puddles of water in the passageways. When we sailed it was daybreak already and I noticed the St. Francis Xavier of 2GO has just anchored offshore. I thought she was waiting for the Manila Bay 1 of CAGLI to depart. Manila Bay 1 has started raising steam already by then. The other ship, the Fortune freighter was still docked in port. In the distance the outline of Trans-Asia 2 of TASLI was already visible (and so we were faster than her).

Crossing Panguil Bay, aside from the fishing bancas, I noticed that there were four double-ended ferries of Daima which were sailing and there were four more moored in Mukas port. We then docked in Mukas port and I was able to take close shots of the four and I disembarked. I saw a long line.

Again I paid direct to the Chief Mate because I said I cannot tackle a queue that long where I can miss the ship which is obviously leaving after discharging and loading and I am a passenger of Filipinas Nasipit. Again I was unmanifested and I did not the terminal fee (but then I did not use the terminal). Sometimes ang habol lang naman talaga ng mga paghihigpit ay magawa ang manifest para masiyahan ang Coast Guard at mabayaran ang terminal fee.

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Swallow-II and 4 other double-ended ROROs of Daima Shipping

The Swallow-II was docking into the port the moment we pulled. Nice to see her and I have a special respect for her. She was the former Our Lady of Mediatrix which was burned by the white phosporus explosion that hit two Super Five buses aboard her in 2000. She survived and it is a credit to Daima that they have the patience to bring her back. Good to see her again 16 years after her mishap. I did not see her personally again after the burned-out wreck I saw the day after the explosion.

I thought the St. Francis Xavier will change places with Manila Bay 1 but when we returned she was still anchored. Nearing Ozamis, I was surprised by all the kwitis being fired and by the crowd waiting inside the port. There were priests and altar boys plus the religious type of crowd howling “Viva Pit Senor!”. It turned out the Trans-Asia 2 was carrying their image that went to Sinulog. So I thought that was the reason why the St. Francis Xavier was not docking.

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After taking shots of the revelry, I had only 30 minutes plus left to departure as we were leaving at 7:30am instead of 8am. With the intermittent rain and all the ek-ek in getting back inside an ISPS port I was no longer interested in getting out of the port and see Ozamis the city again. I may have just 15 minutes net and where can you go in 15 minutes in the rain? The crew of Filipinas Nasipit also doesn’t want me to go far. I remember that is also the worry of the crew of Zamboanga
Ferry when we are in Dumaguete and Dapitan.

We pulled anchor even before 7:30am and soon was on our way to Iligan. I noticed even at a distance that the St. Francis Xavier was still anchored when to think that even when Manila Bay 1 was still docked there was still one dock free. I dunno but I can only hazard the guess Ozamis port is penalizing St. Francis Xavier for delayed arrival. It was good I did not bet on her. She was supposed to arrive 8pm the previous night but she arrived 10 hours late. I did not take her altho I have not yet ridden her because her arrivals and departures in Ozamis and Iligan are both at night. No good shipspotting with that and even my bus spotting will be ruined.

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I made rounds of the ship after we left Ozamis. It was easier now for there was light already. I noticed we were less than 1/5th of the passengers that left Cebu. So it seems most Iliganons and Marawinons take the Cagayan de Oro ferry. It was easy roaming except that they do not want us passengers in that free area behind the bridge. And they do not shoo kindly too. Did the Cokaliong crew attend the shooing seminar of 2GO? But they were a poor copy as the 2GO crew have more politeness left. I don’t like it when a shipping company treats its passengers with distrust. We passengers do not shower them with such distrust. They should be fair.

We docked in Iligan port at 9:30am. I was happy for the earlier arrival because I was hoping to make Maramag, Bukidnon before dark (I don’t care after that since all the buses will then be red; I just wonder if the Philippine Competition Commission realizes that Mindanao, at least in the bus sector is governed by a monopoly).

There were no other ferries in Iligan. There were two cargo ships, one a foreign bulker, the Spring Canary, the other a Roble freighter, the Star Ormoc. There were tugs and harbor pilot boats. But then except for us there was almost no other activity in the port. Would have been merrier if the St. Francis Xavier was a little ahead of us. But it was good as I saw the former National Steel port and the Shell tanker jetty but the distance was great. Kiwalan is too distant, too.

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I no longer tried to make a round of Iligan. Davao is still too far away and I might get too tired. I just took the jeep which I know will still make a round of the city and it did. In the eastern bus terminal, I was able to take a lot of bus photos. My first choice was an ordinary Rural minibus because it has a front seat free. I changed to an aircon bus which also had a front seat free but not the one by the windshield. The aircon fare was P115 and the ordinary fare was P120. My seatmate told me before Christmas the aircon fare was just P95 for the 87km distance. Simple predatory pricing by Rural Transit to increase the pressure against Super Five bus. If we had only antitrust laws like in the US then Rural Transit would have to pay a hefty fine and/or the owners would have to spend some time in jail.

Transferred to a Pabama aircon bus in Cagayan (which has no gold anyway) because in the afternoon it is hard to look for an aircon commuter van. They have an all-new fleet now and of course they are cheaper. If I have a choice I will choose a Rural Transit competitor that has a front seat free (the front seat is the primordial consideration to me). My ticket was for Maramag only and not Kibawe, the destination of the bus.

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Mangima, Bukidnon

It was a rainy drive from Cagayan nada Oro to Maramag and I spoiled a lot of shots. It was getting dark already even before we wheeled into Maramag. I then changed into a lousy red bus which has no competition and our drive was very slow. Imagine a 5-hour drive at night for less than 160 kilometers. And again I had an incident in the Task Force Davao permanent checkpoint (the Supreme Court has already declared that permanent checkpoints are illegal; so much for the ballyhooed “rule of law”) and I held up the bus for more than 20 minutes with the passengers in the rain below.

It’s no longer martial law, I know my rights and so and they can’t just tell me any “balaod-balaod” thing (“balaod” is law in English). It the end I was able to force the Task Force Davao sergeant to admit they have no right to force down the passengers like cattle (and with threat at that) or inspect the baggage without search warrant (yes, that is what the law says but people don’t know that because we have a very poor legal education system). When they boarded back the passengers were furious at them and not at me. Now if only our lawyers and judges have more guts.

Anyway, I survived that long land trip of nearly 400 kilometers, my longest land leg in my December-January travel. The next day Aris was surprised I insisted on our previously agreed upon meet and tour to Samal. Seems I am back in form.

Cagayan de Oro Port And Trans-Asia Shipping Lines

Cagayan de Oro port is the main connection of Mindanao to Cebu through the sea and in the south it is Cebu that is the primary trade and commercial center. Cebu supplies so many goods to Mindanao and it also attracts a lot of students and professionals from northern Mindanao. Besides a lot of people in Mindanao have Cebu origins. Cebu’s pre-eminence goes back a long, long time ago and that was even before the Spaniards came. When Magellan reached Cebu they noticed that there were many ships from Siam! Sugbu was already a great trading center even before Fernando Magallanes and Lapu-lapu were born.

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Cagayan de Oro port

Cagayan de Oro was not always the main port of entry from Cebu to Mindanao. Misamis town (Ozamis City now) reached prominence earlier than it and that was why it was the capital of the unified Misamis province then. And in the boom of copra before the 1929 Wall Street Crash in the US, Medina town and Gingoog were even more prosperous than Cagayan de Misamis, the old name of Cagayan de Oro (by the way there is no gold in that city; it was just a name creation to make it more attractive-sounding). Camiguin was also more prosperous then than Cagayan de Misamis (because of copra and not because of lanzones). All these are validated by the biography of former Vice-President Emmanuel Pelaez who hails from the area and whose father was the former Governor of the unified Misamis province.

But things always change and when the interior of Mindanao was opened for exploitation and the Sayre Highway that extended up to Cotabato province was built, slowly the central position of Cagayan de Misamis buoyed it up until it exceeded Misamis, Medina, Gingoog and Camiguin. The Americans’ interest in Bukidnon agribusiness (think pineapple and Del Monte) also helped a great deal and with that even Bugo port in Cagayan de Misamis became a port of importance.

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Part of Sayre Highway leading to Bukidnon

Many shipping companies served the growing commerce between Cebu and Cagayan de Oro. Some of earlier ones were national liner companies (almost all liners then going to Cagayan de Oro call in Cebu first) and some were regionals like Central Shipping (but this graduated to the national liner company Sweet Lines). The situation then was national liner companies dominated the Cebu-Cagayan de Oro corridor (in fact the entire Cebu-northern Mindanao corridor). On the side of the regionals, they were then dependent on wooden motor boats and at best they would have ex-”F” ships or ships converted from minesweepers or PT boats.

In 1974, a new shipping company was born in Cebu which was first known as Solar Shipping Lines but they immediately changed their company name to Trans-Asia Shipping Lines Inc. or TASLI for short. This company had an entirely new tack which made them surpass their regional rivals immediately. Their strategy was to buy good surplus cruisers from Japan whose size even exceeded the former “FS” ships which in those days still dominated the fleet of the national liner companies (but which actually are already reaching the end of their reliable service and were already prone to accidents). The age of those surplus ships of TASLI was about the same of the small liners being purchased then from Japan by the national liner companies. So imagine TASLI’s edge in the regional and specifically the Cebu-northern Mindanao shipping wars especially the premier route to Cagayan de Oro.

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Asia Philippines by TASLI

The cruisers of Trans-Asia Shipping Lines were of course faster, more reliable and more comfortable as comfort was not the strength of the former “FS” ships then which has cargo origins. And, of course, the ex-”F” ships, etc. were even more inferior along with the wooden motor boats. Even in the 1970’s when our population was much smaller and the trade of goods then smaller too, Trans-Asia Shipping Lines was able to form a fleet of seven of these modern (by Philippine standards) cruisers which were all built in Japan in the late 1950’s and early 1960’s.

These TASLI ships bore the names which later became familiar even to the current generation: Asia Philippines, Asia Japan, Asia Indonesia, Asia China and Trans-Asia (two were sold and replaced by ships that bore the same name). To complete the modernist approach, Trans-Asia Shipping Lines built a modern main office and an airconditioned ticketing office just across Plaza Independencia which stands until now and the company was justifiably proud of those. And I say I have to congratulate its architect and the owners because the building still looks beautiful four decades later. Their buildings were just near where their ships docked then. Actually, I sometimes go there just to feel the ambiance and the history of the place.

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TASLI ticketing office

When the new shipping paradigm came which we know today as the RORO ships, Trans-Asia Shipping Lines immediately went aboard and sold their old cruisers. In this field, among the Visayas-Mindanao regional shipping companies, only Carlos A. Gothong Lines Inc. (CAGLI) was ahead of them. In the 1980′,s after the break-up with Lorenzo Shipping Corporation, CAGLI stressed regional operations and they were first to realize the superiority of the ROROs even in the overnight ferry field. Roble Shipping Inc. and Cokaliong Shipping Lines Inc. (CSLI) were among the recipients of the cast-off cruisers of TASLI.

In succession from 1987, Trans-Asia Shipping Lines acquired Asia Hongkong, a new Asia Japan, Asia Thailand, Asia Taiwan, Asia Brunei and a new Asia Indonesia, a new Asia Singapore, a new Trans-Asia, a new Asia Philippines and a new Asia China with the last one added in 1995. Trans-Asia Shipping Lines were adding more than a new ship a year in this stretch and this brought them easily to the top of the Visayas-Mindanao regional shipping companies. From Cebu as a hub, their routes spread like the spokes of the wheel with routes to Mindanao, the all the major Visayas islands and even Masbate in the Bicol Region. And they dominated the Cebu-Cagayan de Oro route. They even exceeded there Carlos A. Gothong Lines and Sulpicio Lines.

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The jewels of their fleet were the sister ships Trans-Asia and Asia China. The two were nearly liner in size and speed and they had the appointments and comforts of a liner. In those days, the two were probably the best overnight ships in the whole country and Trans-Asia Shipping Lines was justifiably proud of the two. It was more than a statement that “they have arrived”. They were the best among the regionals, the top in the totem pole of this category.

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But storms at sea can suddenly appear out of nowhere and their fury could be fiercer than one might expect. The “typhoon” that battered Trans-Asia Shipping Lines appeared on January 1, 1996 when the “Great Merger” between Williams Lines Inc., Carlos A. Gothong Lines Inc. and Aboitiz Shipping Company happened which produced the giant shipping company WG&A. With the creation of WG&A, a new, more powerful regional shipping company suddenly appeared, the Cebu Ferries Corporation or CFC. It also had another subsidiary, the High Speed Craft (HSC) company SuperCat.

In Cebu Ferries Corporation, WG&A passed on their old liners and the former regional ships of William Lines and CAGLI. To top it and to challenge the jewels of TASLI which were ruling the prime Visayas-Mindanao route, the Cebu-Cagayan de Oro route, CFC fielded the Our Lady of Lipa and later the Our Lady of Good Voyage, a small William Lines liner which was the former Mabuhay 6. So as not to lose in the one-upmanship, Sulpicio Lines then fielded the even bigger Princess of the Ocean which was really a liner in appointments, speed and size.

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Photo credit: Ray Smith

The Our Lady of Lipa and Princess of the Ocean were both capable of 20 knots and so the races between Cebu and Cagayan de Oro began. The bragging rights comes from which ship will arrive Cagayan de Oro port first. In Cagayan de Oro that matters because maybe half of the passengers will still be travelling long distances to Bukidnon, Davao, Cotabato, Gensan and Lanao (the farthest I heard was still bound for Sarangani islands). If one is able to hitch to a connecting ride before dawn then he will have lunch at home even it is as far as Davao. In won’t be dark already when the passenger reaches Sarangani province unlike before (if one is late and there are no more trips then one sleeps in Gensan).

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And reports of 2:00 or 2:30 am arrivals (or even earlier) began filtering back. From an 8pm departure in Cebu! There was no way the sister ships of Trans-Asia Shipping Lines can match that. In comfort and accommodations they probably can match ships fitted as liners (except in speed and maybe in the restaurant). But Cebu Ferries Corporation also has a more extensive route system and in conjunction with WG&A liners passing through Cebu their frequencies can’t be matched. WG&A liners acting also as Visayas-Mindanao liners were simply untouchable like the SuperFerries emanating from Cebu. Or when they use the likes of Our Lady of Sacred Heart in a Vis-Min route. Maybe TASLI then were asking what sea god they have crossed to deserve such a fate and tribulation!

Trans-Asia Shipping Lines tried to fight back (and show they are not cowered). They acquired three more ships in a short stretch between 1997 and 1998, the Trans-Asia 2, the Asia Malaysia and the Asia South Korea. However, they lost two ships to accidents in 1999 and they sold three more ships early this millennium. There was simply a surplus of bottoms in the Visayas-Mindanao routes so there was overcompetition (contrary to what Myrna S. Austria claims but those knowledgeable of Visayas-Mindanao shipping will easily contradict her). A lot of regional shipping companies failed in this period. The growth of others were stunted and that included Trans-Asia Shipping Lines.

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Soon, even Cebu Ferries Corporation stepped back, gave up routes and sold ships. It was not simply the effects of overcompetition on them. The “Great Merger” unraveled and the Chiongbian and Gothong families pulled out and they had to be paid for their shares and so still-good ships were thrown to the torches of the breakers. Later, reeling from the resurgence of competitors, Cebu Ferries Corporation gave up completely and its remaining ships were brought to Batangas (and becoming “Batangas Ferries”, jokingly).

But Trans-Asia Shipping Lines suffered a lot. For ten years from 1998 they didn’t acquire any ships until when the purchased the Trans-Asia 3 in 2008. From 2010, Trans-Asia Shipping Lines acquired four more ships. But the difference this time were they were purchasing ships discarded by others (that was the pattern of their clients Cokaliong Shipping Lines and Roble Shipping Lines before). It seems they have forgotten the formula which brought them to the top. As I observed, they were not the same company after that bruising battle with Cebu Ferries Corporation. The “Great Merger” was actually a curse to our shipping as it turned out. Not only to TASLI but to the whole shipping industry. Shipping companies that were growing were blighted by them, some were even snuffed out completely.

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While Trans-Asia Shipping Lines still added four more ferries from 2010, they also lost about the same number through disposals and an accident, the sinking of the Asia Malaysia. And then they sold to the breakers their former jewels which might have weak engines already but the interiors were still superb.

Now one of the cast-offs they bought, the Trans-Asia 5 now just sails as a Cargo RORO ship and another has fast-weakening engine, the Trans-Asia 9 (the Captain of her as Our Lady of Good Voyage admitted to PSSS that its engines were weak already). Trans-Asia Shipping Lines severely lacks ships now and their fleet is beginning to get gray. They still try to hold to the premier Cebu-Cagayan de Oro route but challengers are now baying at their door.

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I hope they have a renaissance. And like in the 1970’s, 1980’s and 1990’s that they sail boldly on to a new dawn.

The Well-Travelled MV Asia Japan, the Third

The MV Asia Japan, the third to carry such name in the Trans-Asia Shipping Line, Incorporated (TASLI) fleet is the Asia Japan most would likely remember. But she was already the third to carry such name in the Trans-Asia fleet as two previous cruiser ships named Asia Japan came before her in the Trans-Asia fleet Shipping Line. The third Asia Japan I am describing here is a RORO (Roll-on, Roll-off) ship and not a cruiser ship like the first two to carry that name. Her company, the Trans-Asia Shipping Line, Incorporated is a regional shipping company based in Cebu that is sailing Visayas-Mindanao routes.

The first Asia Japan was the former Ishu Maru from Kyushu Yusen of Japan with the IMO Number 5164459. She was built in 1957 and she came to the Trans-Asia Shipping fleet in 1975. This ship was later sold to Roble Shipping Incorporated where she became the second Guada Cristy of that company. The second Asia Japan, meanwhile, was the former Nankai Maru from Nankai Kisen of Japan with the IMO Number 7130191. She was built in 1956 and she came to the Trans-Asia Shipping fleet in 1974 where she was first known as the Solar before she became the second Asia Japan (Trans-Asia Shipping Line Incorporated was first known as Solar Shipping Line Incorporated). This ship was later sold also to Roble Shipping Incorporated where she became the first Guada Cristy. She was wrecked in 1990, the reason why there became a second Guada Cristy.

The second Asia Japan was sold by Trans-Asia Shipping Line Incorporated in 1988 when the third Asia Japan was purchased by the company from Ise Bay Ferry or Ise-wan Ferry. This Japanese company sold this ship, their Atsumi Maru because their brand-new Atsumi Maru was already delivered to them. Incidentally, this successor Atsumi Maru also came to the Philippines in 2007 to the fleet of Montenegro Shipping Lines Incorporated (MSLI) where she is known as the Maria Oliva.

The earlier Atsumi Maru was built by Naikai Zosen Taguma Works in Taguma, Innoshima, Japan in 1973. She is steel-hulled ship with a raked stem and a transom stern, two masts and a single passenger deck. A RORO ship, she has a bow ramp and a stern ramp and a single car deck. She has an over-all length of 64.0 meters, a length between perpendiculars of 60.3 meters and a maximum breadth of 13.1 meters. Her original Gross Register Tons (GRT) was 990 and her Deadweight Tonnage (DWT)was 403 tons. She is equipped with 2 x 2,000hp Daihatsu engines which propelled her to 16 knots on two screws. In the Philippines, her probable sister ships are the late Starlite Voyager of Starlite Ferries Incorporated (though their bows are different) and the Reina Timotea of Marina Ferries, the legal-fiction sister company of Montenegro Shipping Lines Incorporated.

When Atsumi Maru arrived in the Philippines in 1988 to become the third Asia Japan, another deck was added to her to increase the passenger capacity. She was also converted into an overnight ferry with bunks. With that, her Gross Tonnage rose to 1,302 with a Net Tonnage of 359 and her Deadweight Tonnage also increased to 443 tons. Her new passenger capacity was 454 persons in a three-class configuration – Cabin, Tourist and open-air Economy. She had a good restaurant, a bar-lounge, a lobby and a front desk. This Asia Japan already had a Hotel Department aside from the Deck Department and Engine Department, one of the first regional ships to have such distinction. Maybe that has a connection to its first route Zamboanga which I will discuss later. For easier docking this ship is also already equipped with side thrusters at the bow. She also had a cargo ramp at the port side and two passenger ramps at the stern and another ramp at the port side.

Her first route was the Cebu-Dumaguete-Dipolog-Zamboanga route. This was still the time when big Cebu regional shipping companies Trans-Asia Shipping Lines, George & Peter Lines and the Zamboanga-based Aleson Shipping Lines were still giving much importance to the Cebu-Zamboanga connection via Dumaguete (this was later downgraded by the opening of the Dapitan-Dumaguete RORO connection). It was amazing then that a new ship like the third Asia Japan will be fielded to this route when Trans-Asia Shipping Lines was still using their older overnight ferry-cruisers in the Cebu-Cagayan de Oro route which was the premier Visayas-Mindanao route.

Later, the third Asia Japan was also fielded in the Cebu-Cagayan de Oro route when Trans-Asia Shipping Lines began selling their old overnight cruisers in the early 1990’s. But with the arrival of the new and bigger RORO series of Trans-Asia Shipping Lines – the Trans-Asia (1) in 1993, the Asia Philippines in 1994 and the Asia China in 1995, Asia Japan was relegated to the secondary routes of the company like Cebu-Iloilo. Very soon the Visayas-Mindanao overnight ferry wars which was started with the creation of the big Cebu Ferries Company started and Trans-Asia Shipping Lines had to reserve her best and biggest ferries to the Cebu-Cagayan de Oro premier route. This was also marked by the withdrawal of Trans-Asia Shipping Lines in the Cebu-Zamboanga route and just sticking to cargo there with the Asia Pacific. The coming of the more superior Lady Mary Joy (1) of Aleson Shipping Lines practically closed the door to them in Zamboanga (this Aleson ship is different from the current Lady Mary Joy 1 of the company). Trans-Asia Shipping Lines was immediately under siege by the much bigger Cebu Ferries Corporation as they bore the brunt of the offensive of that subsidiary of the giant William, Gothong & Aboitiz (WG&A) shipping line.

The third Asia Japan sailed many secondary routes for Trans-Asia Shipping Lines. Before the end of the old millennium the assignments of the fleet got quaky with the losses of the Asia South Korea (grounding and sinking) and Asia Thailand (fire) with no clear replacement. Not long after, this the RORO Asia Singapore, the Second, was also sold to F.J. Palacio Lines. Later, the third Asia Japan was assigned to the Cebu-Masbate route of the company. She was a big success there as that route of Trans-Asia Shipping Lines was practically a monopoly. And Masbatenos were not disappointed at her appointments especially since she was a former Cebu-Zamboanga ferry, a route which takes about a day with its two stop-overs. In routes such as this, the passengers’ comfort and sustenance needs are greater than that of a simple overnight ferry.

Once, I booked a ticket from Cebu to Cagayan de Oro hoping to catch either the Trans-Asia (1) or Asia China. Lo and behold, when I reached the waterfront what I saw waiting for us was the Asia Japan. I actually grumbled and said we are entitled to a discount as our fare was supposedly on that superior-than-her sister ships. I can accept the third Asia Japan as a Cebu-Masbate ferry as there was none better than her in that route (her reliever Asia Brunei was just as good) but the Cebu-Cagayan route is littered with superior overnight ferries that was at or near the level of Manila liners like the Princess of the Ocean, the Our Lady of Good Voyage, the Our Lady of the Rule and the Dona Rita Sr.

I was disappointed. The aircon was not strong and the restaurant was no longer as good as before. Maybe her best Hotel Department crewmen were already assigned to the better overnight ferries of Trans-Asia Shipping Lines. And then I was furious that when I woke up we were still just at the entrance of Macalajar Bay and still distant from Cagayan de Oro. Other passengers were already impatient and I even saw one flash the pumping arm sign to the bridge which is a universal sign of “Hurry up!”. Passengers in this route were used to daybreak or even dawn arrivals which were needed by passengers still travelling 300 land kilometers or over by buses or commuter vans like me.

Soon, some were groaning they were already hungry. I was, too. I know that by MARINA rules they should have fed us breakfast but there was no decent breakfast to speak of even if one was willing to pay. It was a personal disaster to me as I was a diabetic. We finally reached Cagayan de Oro port and to a man I know all were disappointed. They should never have substituted Asia Japan in that route because it will just be a disaster for the goodwill and reputation of the company like what happened. I asked of the speed and a crewman grimly admitted she can just do 10 knots then, best. Use that in a 134-nautical mile route with a departure of 8PM and no breakfast; it does not need coconuts to foresee the consequences. I thought they should just better stick Asia Japan to the 110-nautical mile Cebu-Masbate route where the expectations of the passengers is not so high. In an afterthought, yes, I also realized she has been sailing for nearly nearly twenty years already and it seems time has not been very kind to her engines.

Not very long after that Asia Japan was seen by members of the Philippine Ship Spotters Society (PSSS) to be just laid up in the Ouano wharf in Mandaue, tied up. It was intriguing the members especially since the fleet of Trans-Asia Shipping Lines was very thin for its routes. Already gone were the Asia Brunei, Asia Hongkong which were both sold and soon Asia Malaysia was gone, too (she capsized and sank off Iloilo). And there was the third Asia Japan just lying around there. That time, Trans-Asia Shipping Lines cannot even serve her Nasipit route and just a single ship from two was serving her Iloilo route.

Once, on a visit to Ouano wharf, we were able to ask the in-charge of the ship her state. He told us third Asia Japan was sold by Trans-Asia Shipping Line to Key West Shipping Line Corporation which were operators of tugboats and partner then in the West Ocean Lines & Transport Incorporated operating container ships. We saw some works being done and the in-charge told us the ship will be used for a Cebu-Zamboanga run. That was intriguing as she was a former Cebu-Zamboanga ship and neither Key West Shipping Line Corporation nor West Ocean Lines & Transport Incorporated have operated ferries before. I am not even sure if they were holders of a franchise (CPC) in that route but in case it will be a welcome development since there was just one ferry left in the Cebu-Zamboanga route, the Zamboanga Ferry of George & Peter Lines and she was already very slow then.

Soon the little works we observed in Ouano wharf stopped and the next thing we knew was she was already in Nagasaka Shipyard in the shipyard row of Cebu in Tayud by the Cansaga Bay and bridge. We thought then further works will done there especially since the in-charge in Ouano admitted to us that the third Asia Japan doesn’t have strong engines anymore. Then me and a fellow ship spotter were able to board the ship and meet her new officer-in-charge, Engr. Rey Bobiles, the naval architect of Sta. Clara Shipping Corporation, a Bicol shipping company. It was a surprise and a further intrigue!

Yes, the third Asia Japan was renamed into Strong Heart 1, a show she was really transferred to the Key West Shipping Line Corporation as all the names of the vessels of the company starts with “Strong” like Strong Will, Strong Devotion, Strong Desire, Strong Dignity, Strong Bliss, etc. No, she will no longer be sailing for Zamboanga as she has already been sold to Sta. Clara Shipping Corporation and will become a Bicol ferry. It turned out that Trans-Asia Shipping Line sold her to Key West Shipping Line Corporation to settle fuel debts dacion en pago. I suddenly realized the connection. Trans-Asia Shipping Line was also intending to sell Trans-Asia 3 because “she consumes too much fuel”. It seemed believable at first glance because she has 2 x 4,500 horsepower engines. Then an investigation with the proper authorities commenced and it turned out Trans-Asia Shipping Line was simply a victim of a fuel scam as in fuel pilferage, a scourge of our local transport fleet. It happens even in the tankers, in the fishing fleets, in land tankers and in trucks.

Strong Heart 1 stayed very long in Nagasaka Shipyard with few works being done. She simply became the office of Sta. Clara Shipping Corporation and clearing house for the new crew recruits of the company and dormitory at the same time. She can stay in the shipyard long because Sta. Clara Shipping Company and her sister company Penafrancia Shipping Corporation are stockholders in Nagasaka Shipyard. Actually, vessels of the companies were withdrawn from the servicing of Mayon Docks Incorporated in Tabaco City in Albay and transferred to the care of Nagasaka Shipyard. Bicol ships also owned by the related stockholders of the two companies were also being transferred to the care of Nagasaka Shipyard. Nagasaka Shipyard was the former Villono Shipyard before the change in the ownership structure (Engr. David Villono, the founder is still the head of this shipyard).

While in the shipyard engine parts were ordered fabricated in Japan. When that arrived in 2014, serious restoration work was done on Strong Heart 1 which was already renamed to Nathan Matthew. Since she has lain untended in sea water for several years she was already rusty and when walking around one has to be careful not to fall in the weak deck plates and stairs. It was even raining at times inside some portions of her already. So, she was stripped to metal by sandblasting, her weak hull and deck plates were replaced and her engines were repaired.

A portion of her superstructure in the aft of the second deck was removed too since it was thought her space for passengers as a short-distance ferry will be enough since she will simply be fitted with sitting accommodations. With this, her gross tonnage was reduced to 1,030 nominal tons and her net tonnage was also reduced to 357 nominal tons. Her passenger capacity increased to about 800, however. So the rumor and the wish that she will still be an overnight ferry in the Liloan-Lipata route never materialized. Drivers and passengers in that route wished there will be a replacement of the Ocean King I in that route since when they arrive from Manila or Luzon they are already badly in need of an accommodation where they can lie down and sleep.

Upon finishing works in Nagasaka, the Nathan Matthew was first fielded in the Masbate-Pio Duran, Albay route. I don’t know if they want to tickle the Masbatenos but for sure many there will be many there who will recognize her even if she was already converted to a short-distance ferry, even though the bow ramp has changed and even though they chopped off part of the second passenger deck and even though the name has changed. Even with alterations, I noticed passengers really familiar with a ship still recognize them even after a long absence. Nathan Matthew won’t be an exemption.

She did not stay long there in that route, however. In not a long time she was transferred to the new Liloan, Southern Leyte to Lipata, Surigao route of Sta. Clara Shipping Corporation. The company has long been a holder of a franchise (formally Certificate of Public Convenience) in that route but it is only now that they had a ship that can serve there. Right now, Nathan Matthew is the biggest ship in that route especially since the Archipelago Ferries Philippines Corporation ships (the Maharlika Dos, Maharlika Cuatro and Maharlika Cinco) are already gone in that route.

There, Nathan Matthew is directly competing with the newly-fielded FastCats of Archipelago Philippine Ferries, the obsolescent Millennium Uno of Millennium Shipping and the Cargo RORO LCTs chartered by NN+ATS which is aimed against the truck congestion in that route (also for really heavy load like earth movers and trailers capable of carrying that). However, that route is slowly being squeezed by the shorter Benit, San Ricardo to Lipata route held by Montenegro Shipping Lines Incorporated (MSLI). Now it seems a new port will be built in San Ricardo, S. Leyte and if that will materialize that might be the end of the Liloan-Lipata route.

In won’t mean the end of Nathan Matthew, however, as she might simply be transferred to the new San Ricardo route. Otherwise, she can also be fielded in the other routes of owner Sta. Clara Shipping Corporation (making her more well-travelled). It won’t be much of a burden for them because her owners are known also for having deep pockets, relative by Bicol standards. They are even operating their own port now in Allen, Northern Samar.

Sta. Clara Shipping Corporation is known for taking care well of old ships. They are actually allergic to breakers, to put it in another way. And with the support of Nagasaka Shipyard, this refurbished ship looks like it still has a long way to go. With the Sta. Clara Shipping Corporation officers and crew steeped and trained in the dangerous swells of San Bernardino Strait I don’t see her suffering the fate of the capsized and sank Maharlika Dos in Surigao Strait, knock on wood.

Long live then this well-travelled ship!