The Bad Maharlika and Grand Star RORO Ferries Transformed

It was more than two decades ago when I first became acquainted on a regular basis with the Maharlika ships. This fleet consisted of the Maharlika I, Maharlika II, Maharlika III, Maharlika IV, Maharlika V, Maharlika VI and Maharlika VII. I just used their names with the Roman numerals for consistency because at other times they were also known with the Spanish numerals like “Uno”, “Dos”, “Tres” and so on and so forth. The fleet was basically fielded in the Eastern seaboard routes of the country like Lipata to Liloan, San Isidro or Allen to Matnog, other pioneering Bicol routes which they failed to hold (either too early for the day plus they didn’t know the tactic of subsidizing the buses) like Tabaco to Virac and Bulan to Masbate. Later, they tried the Pilar to Aroroy route where it seems they followed the feasibility study made by three renowned international shipping experts, each of have good Ph.Ds but unfortunately does not know local shipping plus they had a blip in their brains (like if a route has only one motor boat how can it then support a ROPAX?). And so,unfortunately. their data is shot full of holes and so it became a GIGO (Garbage In, Garbage Out).

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Maharlika I by Edison Sy of PSSS.

They also tried routes outside of the Eastern seaboard like Lucena to Marinduque, Batangas to Calapan and Roxas to Caticlan in support of the buses of their sister companies, the storied Philtranco which was fast becoming a shell of its former self and JAM. The Marinduque route did not last long and fortunately for them the two other routes mentioned lasted even though their buses didn’t last long in Panay island (they recently came back after the dominant bus Dimple Star was permanently suspended because of accidents). Maharlika, for brevity, is a long story of failing ships and failing routes. On the other hand, they have a boisterous and humbug CEO who is so full of himself (well, I won’t be surprised if he is a graduate of the Trump School). Like that resident of the White House, Christopher Pastrana also scored a coup with his later FastCat ships. Who said a bad thing can’t be turned in to a good thing?

When I was sailing with the Maharlika ships, I feel a letdown but this was very well-tempered because I am a grad of the even worse ships of Viva Shipping Lines of Batangas and its two legal-fiction companies. That was more palpable in the Maharlika I and Maharlika II which were fielded brand-news just fifteen years earlier (1982 and 1984) and yet were already worn down and beginning to break down (initially, a fault by the government). I did not know it yet then that Archipelago Philippine Ferries was just chartering those two ferries which were the pride of the government in the past. There is a claim that when the ships were already turning a profit the government one-sidedly changed the terms of the agreement. Whatever, it seems Archipelago Philippine Ferries, Pastrana’s company was just milking the ships out of its last value without care for the future life of the ships and the government was letting them. And to think that in the late 1990s there are even shut-outs (vessels can no longer be accommodated aboard) especially in the Liloan-Lipata route. In the main, Maharlika II was in this route and Maharlika I was in the San Isidro or Allen to Matnog route as they have been from the start.

Maharlika II in Liloan port

Maharlika II by Mike Baylon of PSSS.

After the sister ships Maharlika I and Maharlika II, Archipelago Philippine Ferries and its legal-fiction sister companies like Oro Star and Philharbor Ferries acquired two sister ships from Aki Kisen of Japan in 2000, just after the take-over of the of the first two ships, the Maharlika III and Maharlika IV which had the look of a double-ended ferry. They acquired these to bolster their operations as two ferries is not enough for their routes. The two were built in 1987 and 1993 and so in age they were younger than the first ships but just in the same decade of acquisition they are beginning to look worn down too and beginning to be unreliable. Sometimes there are cases when a ship will not sail for months and there was story of one of these newer Maharlika ships not capable of sailing being ordered towed out by the Port Manager of Liloan by a passing tug because it is clogging up his docking space (I saw that non-running ferry). Have anyone heard of ship’s ramp falling while the ship is sailing? There is a story of that in the Lipata-Liloan route and elsewhere but not necessarily running.

So in the 2000s, the period where I was frequently traveling using the Eastern seaboard route, I was wondering where Maharlika was headed. It seemed it was all a grand name (Maharlika is supposedly a legendary name with our national highway named likewise for that and there was even a Marcos plan to rename our country to “Maharlika” until some historians pointed out that “Maharlika” is of Hindu origin) but no substance or trait to support it. This was also the time when Maharlika was trying new routes which mostly bombed out.

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Grand Star RORO 1 and Maharlika Tres in their Dapdap port by Mike Baylon of PSSS.

Next came to them in 2002 the Maharlika V and almost all failed to after having parts of her former substructure cropped out. She first came to a related company in the Allen-Matnog route as the Christ The King when that route had a surplus of bottoms with many shipping companies competing. Her next reincarnation was as the Mindoro Express but she also did not last long in her namesake island and so she plied a route to Puerto Princesa, Palawan. It was there where she took an excursion in a shallow portion of the sea when it seems she had a fire and possibly she capsized in the fire-fighting effort. A ship owner who is a PSSS (Philippine Ship Spotters Society) member shot a photo of her in Keppel shipyard in Batangas. When posted to PSSS, an eagle-eyed member thought that if the superstructure of Mindoro Express is cropped then she will look like the Maharlika V. In her permanent route of Liloan-Lipata, nobody knew what happened to her in Puerto Princesa. But even with this background, Maharlika V proved to be reliable for almost a decade. Until she became sickly too and spent two years in a shipyard in General Santos City not being repaired.

In 2003 and 2004, two old ferries from Norway built in the early 1970s came for Archipelago Philippine Ferries which became the Maharlika Seiz and Maharlika Siete. The two have very robust Wichman and Normo engines which are easy to maintain as told to me by a Norwegian ship spotter which happened to inquire to me where and in what condition they are now. Moreover, Scandinavian ships should have very strong hulls, their pride. These ex-Norwegian ships ran well for some time although the first to come, Maharlika Seiz proved to be very slow because of its small engine. They did not last that long, however, not because of the engines but because of the variable-pitch propellers, a common feature in European ships. This kind of propeller makes the engine last longer because of less stress but when that kind of propeller becomes defective it is supposedly a nightmare to repair.

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Maharlika Cuatro by Mike Baylon of PSSS.

When Phil-Nippon Kyoei, a new shipping company, gave up operations early this decade, Philippine Archipelago Ferries snapped up two of three ships for sale, the Grand Star RORO 1 and the Grand Star RORO 3 which also resembled double-ended ferries. The two were basically fielded in the Allen-Matnog route but the two were never renamed. In a short time though, like the Maharlika ferries the Grand Star RORO ferries looked worn out too. I can’t fathom why for a company having a sister company that deals in paints (CAPP) can’t have enough paint to have the ferries looking good. Well, maybe, that was the Pastrana standard then, the Pastrana way of doing things. And when Pastrana got his first FastCat, he told the spiel that he dreamed of good ferries serving Philippine waters after seeing bad ferries all around. But, the storyteller that he was, Pastrana does not have the gumption to say he was looking at his own ferries.

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Maharlika Cinco and Maharlika Seiz in Liloan Ferry Terminal. From ppavis.com.

When the first FastCat came, some of his ferries are no longer running especially Maharlika I which was just sidelined. They tried to sell that but of course, the government being the owner calls the shots. The sale of this ship to the breakers made the sister ship Maharlika II a better ship and it was in a long time that I saw her in good paint, and faster. It is possible after all some parts were first transferred to the sister. However, as her wont, Maharlika II stalled off Panaon island and the crew failed to start even one engine (well, Maharlika is also used to running on one engine). It is a big question why Maharlika IV which was just nearby did not come to her rescue for several hours until the seas turned rough with the coming of the night (as if they didn’t know this will happen). A story from a former employee says that if Maharlika IV sails and rescues her more questions will be unearthed. It is just so bad for the passengers of Maharlika II, some of who died in Surigao Strait, a busy shipping lane but there is no Coast Guard rescue ship (it has to borrow ferries on the route to effect a rescue) because most of their better ships as just used as port guards and serve as offices and suites of their commanders in the big cities and ports.

The sinking paved way for the fast disposal of the Maharlika and Grand Star RORO ships. Selling them fast will lessen the questions on their shipworthiness and the stoppage of their use will make people forget easy a tragedy happened and anyway they got suspended too. What remained running before the FastCats came in big numbers are the Grand Star RORO ships and so they only got sold later. That was important for them in the Matnog-Allen route when they were not immediately able to secure a berth where their peculiar docking ramp will be placed. Actually for a time they had no running ships in many routes as the early phase-out of their ships were forced unto them. But maybe that played into their hands as people who don’t normally sail fail to get the connection of Maharlika and FastCat.

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Maharlika Siete by John Carlos Cabanillas of PSSS.

The Maharlika Cuatro and Maharlika Cinco (their naming then) was sold a “neighbor” in Leyte, the Gabisan Shipping Lines. The Maharlika Cinco was retained by the company and this became the Gloria V and the Maharlika Cuatro was sold to Regina Shipping Lines (RSL) of Catanduanes. Meanwhile, the Maharlika Tres was sold to Atienza Inter-island Ferries of Manila but later they also sold this to Regina Shipping Lines. Maharlika Seiz and Maharlika Siete were sold to breakers in Navotas but the custom there is to “display” the ships first in the hope that someone will buy it whole. And it did not help them that world metal prices were low in the past half-decade. Later, the Grand Star RORO 1 and Grand Star RORO 3 were also sold to Regina Shipping Lines. So, in total of the ships not lost or sold to the breakers only one, the Maharlika V is not in the possession of Regina Shipping Lines which then thereby sold their basic, short-distance ferry-ROROs. Traffic in Catanduanes is on the big upsurge after all.

Maharlika Tres became the Regina Calixta VIII, Maharlika IV became the Regina Calixta VII, the Grand Star RORO 1 became the Regina Calixta VI, the Regina Calixta III became the Regina Calixta IX and later as the second Regina Calixta IV after the former holder of that name, which was the former Grand Star RORO 2 was sold to Dinagat to become the Cab-ilan of Waters-up MPC. Six of the ships of Regina Shipping Lines were former ferries of Christopher Pastrana who treated them badly and just covered it up in media by being noisy and boastful.

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Grand Star RORO 3 by Joe Cardenas III of PSSS.

And how are these ferries faring under the care of Gov. Joseph Cua of Catanduanes, the owner of Regina Shipping Lines? Very, very well as Albayanos and Catanduganons know. The superstructures changed now (no, they are not taller) and the paint is good. The interiors changed a lot too. Central to the changed motif is to make the journey as experience although it will only last four hours or less, the usual transit time between Tabaco, Albay and San Andres (the former Calolbon), Catanduanes, a route where Regina Shipping Lines (RSL)has no direct competitor (their competitor holds another competing route, that to Virac, the capital of Catanduanes). Regina Shipping Lines is a pioneer on the route. The ships have an airconditioned sections now that is modeled after a KTV lounge where before these ships under Pastrana have no airconditioned sections. And of course everything is spic and span after a long remodeling in Mayon Docks in Tabaco under the supervision of an SNAME naval architect who happens to be a PSSS member.

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Regina Calixta VIII, the former Maharlika Tres by Dominic San Juan of PSSS.

The engines were refurbished too and all are very reliable now aside from running even better than their design speed. And to think these are ferries built in the 1980s (five) and 1990s (one). Maybe the top guns of MARINA, the maritime regulatory body should first do an educational tour of the RSL ferries before they deliberate on the proposal to cull the 35-year old ferries. Maybe they can learn a thing or two there. They should also take note too that no steel-hulled ferry ever sank in the route to Catanduanes.

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Aircon accommodation of Regina Calixta VI, the former Gtand Star RORO 1. Photo by Dominic San Juan of PSSS.

I was not really surprised by all these happenings to the former bad ferries of Pastrana. Gov. Cua operated very good RSL buses from Catanduanes and Tabaco to Manila. Like the premium bus companies of Bicol they invested in good seats and refurbished their buses before it becomes worn out and are no longer looking good. And that has paid off in passenger loyalty and good words and respect to them. RSL (this is how they are called in Bicol) did these refurbishing even though they have no direct competitor and they are always full that at times their ship has to sail back again as there are a good number of shut-outs. That just shows how they care and greed is not their paramount norm in running their shipping business.

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Regina Calixta VII, the former Maharlika Cuatro. Photo by Dominic San Juan of PSSS.

Meanwhile, the only old bad Pastrana ferry not in RSL hands had also be refurbished and re-engined by Gabisan Shipping and is also reliable now except for some hiccups at the start. It looks like the hull might still be okay after re-plating given her stint beneath the waves and the long lay-over in Gensan (well, weakened hull plates can be replaced). The story said from the shipyard there she had difficulty reaching Liloan municipal port where first works was done on her. Now, the ship has a Tourist Class too with decent accommodations. She had had more visits to the shipyards maybe because further repairs might have been needed given the sorry state when Gabisan Shipping first acquired her. Anyway, I give enough credit to Gabisan Shipping for saving her. I thought before she no longer had a chance given her history and condition. Now I wish MARINA can give her more life.

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Regina Calixta VIII (ex-Maharlika Tres) Tourist. Photo by Dominic San Juan of PSSS.

Meanwhile, for the veterans of the Eastern seaboard, they all know Christopher Pastrana has long been in the Hall of Shame but maybe he is now trying to change that with his FastCats. Well, it is easy when one is given new ships and one looks always good at the start when handed new ships. It is credit to him for his innovate catamaran-RORO design whoever is his benefactor may be but the banks deserve the credit too for opening its purses. His challenge now is how to pay for all of those ships. If he fails it will be the banks which will be holding the empty bag.

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The Masbate-Pio Duran Route and How It Grew

The last time I was in Masbate City and that was last year, I have already observed that this new competing route is already dominating the old connection by RORO to the Bicol mainland or peninsula and that is the Masbate to Pilar, Sorsogon route although it is a longer route and people of Masbate except for Burias island have no normal connection with Albay.

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Masbate Port by Mike Baylon of PSSS

The leading shipping company in the route, the combined Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation, can already field three ROROs there and mind you those are not basic, short-distance ferry-ROROs but the size of small overnight ferries. Plus they also have a Cargo RORO LCT for the trucks because in the ROROs the priority are the buses because they carry passengers. Besides there is also a new competitor in the route, the CAVS Transport Services whose second RORO has just arrived.

In terms of capacity, that of the Masbate-Pio Duran route is already well ahead of the Masbate-Pilar, Sorsogon route because only basic, short-distance ferry-ROROs or Korean hybrid LCTs can be accommodated there because of the shallow depth of the port although there are also High Speed Crafts (HSCs) in that particular route plus many big motor bancas which is in decline already although they are very friendly and accommodating (and it seems they are no longer reinvesting for fear of phase-out).

When the route first opened a few years ago, I did not expect such growth of the intermodal can happen. I had my doubts as the Masbate-Pio Duran route is longer than the Masbate-Pilar route and I know that if the rates of the new route are far off that the old route then it would just die as the vehicle owners and crews will stick to the old but cheaper one which is already familiar to them although the basic, short-distance ferry-ROROs  of the old are less comfortable. Now, using faster ROROs meant that the transit time of the new route is just the same that of the old route.

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Photo by Mike Baylon of PSSS

But Sta. Clara Shipping, the primary company really knows its salt as shown by their history. The mantra really is how to encourage the buses to cross. Buses are a different breed because they have passengers and that is a multiplier of revenues whether there rebates or there is none. And Sta. Clara Shipping knows how to encourage that by many kinds of incentives (and that even having to provide the bus crew with a good meal) and the buses just came and came. Soon, the intermodal trucks found that the route through Masbate is a good alternative to Luzon from Cebu rather than using the longer route via Samar and Leyte islands.

The development  was a resounding slap to the pioneering Archipelago Philippine Ferries (better know as the Maharlika ferries) which did not last in the Masbate to Bicol route via Bulan in Sorsogon although they are horizontally integrated as in one person owns the bus and the ship. Who says Economics books are always right? With incentives the RORO is full and that is the critical thing. What is the use of a RORO without incentives if it is not even half-full?

Early on, a new shipping company in the route, the Medallion Transport Inc. of Cebu and Leyte had a misstep as fate played games. Not long after they opened the route, their Lady of Carmel sank at night while on the way to Masbate from Pio Duran. That happened near Burias island in 2013. At its peak Medallion Transport had two basic, short-distance ferry-ROROs in the route and they even named the ship that sank as “Barko Masbateno”.

Medallion Transport then lost their foothold in the route as the policy of the Masbate provincial government is they won’t let a shipping company continue sailing until and unless the shipping company settle first its obligations to the victims of the tragedy. That was actually the reason too why Montenegro Shipping Lines Inc. (MSLI) lost its Masbate to Lucena, Quezon route when their Maria Carmela caught fire in Pagbilao Bay near the end of its route.

Meanwhile, the original route of Sta. Clara Shipping/Penafrancia Shipping was actually Pasacao, Camarines Sur to Masbate City, a far longer route and they started it in the habagat (Southwest monsoon) and early on they had a scare there and with that and the unfeasibility of the route they decided to transfer to the Pio Duran to Masbate City route. With no competition and the right strategy they soon flourished. The buses flourished too and the Manila bus passengers benefited also. What lost were the local buses and jeeps (since the passengers are already aboard the intermodal buses) and the big motor bancas were impacted too. But then that is how the world goes. Some gain, some lose but change will always be there.

The Pio Duran port which was a very basic port before in an out-of-the-way place is now improved and expanded. The port back-up area was expanded and there is now a passenger terminal building. However, like before the berths will not be enough for the ferries in the route because in the dawn and early morning all the ROROs will be there in Pio Duran port. Masbate port has no such problem as it has been continuously expanded over the years.

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Photo by Mike Baylon of PSSS

In this route, the ROROs leave Pio Duran port from dawn till breakfast time. It is the buses that dictate that as the buses leave Manila from noon till late afternoon and the travel time from Manila is up to 12 hours. In Masbate port the ROROs depart starting 10am until 2pm because they have to wait for the buses from its starting points in the far Masbate towns. These buses have contracts already with the shipping companies in Masbate and so the ferry waits for them even if they are delayed. The policy is no bus will be left behind either way because they have passengers. Clearly, trucks are second priority but there is now a Cargo RORO LCT to cater to them although it is a slow ride because it is an LCT.

What is the future of this route? If the past is any indication and the progress is linear then I expect more traffic in the route in the future and both Masbate and Pio Duran ports will further gain in importance and improve. Maybe more companies will be sailing and that can lessen the rates in the route like what is now happening in the Cebu to Leyte routes.

Whatever, I see a rosy future for this route. By the way, this is not the route that was promoted in the SRNH of Gloria. Well, sometimes the best of plans is not what turns out to be. Pio Duran port graduated from being just a port to Burias island to being a busy port and that is good. And being a port under the PPA, the national government will back its expansion unlike the competing Pilar port which is a municipal port ran by the LGU (and so they collect its expensive passenger fees but the onus for its development is supposedly borne by the municipality).

Whatever, let’s be glad that this route came into being and it flourished.

 

 

The Biggest Shipping Company Based in Mindanao (Part 2)

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

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

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

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Honduras. Photo by Mike Baylon of PSSS.

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

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

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Sea Jet. Photo by Albritz Salih of PSSS.

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

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Photo by Albritz Salih of PSSS

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

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Photo by Albritz Salih of PSSS.

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

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Photo by Mark Edelson Ocul of PSSS.

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

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Trisha Kerstin 2 by Mike Baylon of PSSS.

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

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Anika Gayle 1 by Mike Baylon.

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

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Trisha Kerstin 3 by Mark Edelson Ocul of PSSS.

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

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

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

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

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Photo by Albritz Salih of PSSS.

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

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Ciara Joie 2 by Albritz Salih.

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

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Anika Gayle 2 by Albritz Salih of PSSS.

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

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Lady Mary Joy 1 by Petersen Lim of PSSS.

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

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

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Photo by Albritz Salih of PSSS.

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

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Photo by Albritz Salih of PSSS.

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

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Stephanie Marie 2 by Albritz Salih.

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

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Photo by Britz Salih of PSSS.

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

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

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Antonia 1 by Britz Salih.

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

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Photo by Khrayl Mangiliman.

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

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Ciara Joie 7 by Albritz Salih.

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

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

 

(To be continued….)

Recent Developments in Bicol Passenger Shipping

A Backgrounder

A few years ago, Montenegro Shipping Lines Inc. (MSLI) of Batangas entered the Matnog-San Isidro route using the government-owned San Isidro Ferry Terminal in San Isidro, Samar. Before that the company already plied before the Masbate City-Lucena route but got suspended when their MV Maria Carmela burned just before reaching Lucena and there were protests in Masbate backed up by their politicians. But aside from that route, Montenegro Shipping Lines had a route from Masbate City to Pilar using basic, short-distance ferry-ROROs and hybrid LCTs (Pilar port can’t accommodate anything bigger because of its shallowness) and fastcrafts. In that route they were able to outlast the fastcrafts of Lobrigo Lines and the route became their staple and stronghold after they were driven out of the Batangas-Calapan route because the SuperCats there were simply superior than them.

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San Isidro Ferry Terminal

They then entered the Matnog-San Isidro route across San Bernardino Strait using the government-owned San Isidro Ferry Terminal. I knew it was a creeping move on their part and entry to the San Isidro route is easy since no ferry is using that route ever since Archipelago Philippine Ferries and Philharbor Ferries and Port Services left that port when they built their own port in Dapdap which is much nearer to Matnog than San Isidro. I knew MARINA, the maritime authority will easily grant a franchise since there is no ferry using that terminal and the 50-kilometer restriction has already been lifted by MARINA per Pres. Gloria Macapagal Arroyo’s instruction. Before, on parallel routes no franchise will be issued if the competing port is less than 50 kilometers away (but it seems that did not apply to the likes of western Leyte ports and the ports of near Dumaguete).

I was not worried for Bicol ferry companies as long as Montenegro Lines is in San Isidro because that route carries a significant penalty in distance as BALWHARTECO port which is being used by the Bicol ferry companies is just 11 nautical miles in distance while the San Isidro port is 15 nautical miles in distance from Matnog Ferry Terminal. I knew Montenegro Lines had to give near parity in rates if they want patronage. And they will have to field a faster ferry which they did and they suffered the fuel penalty. It was obvious that in using San Isidro Ferry Terminal that they are handicapped in competing with the Bicol ferry companies (Sta. Clara Shipping Corporation, Penafrancia Shipping Corporation, 168 Shipping Lines and Regina Shipping Lines).

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Dapdap port

But then it happened that the Archipelago/Philharbor operation which operated the Maharlika and Grand Star RORO ferries was tottering they opened up Dapdap port for Montenegro Lines. And that is where I began to worry for the Bicol ferry companies as Montenegro Lines is a big shipping company (they even tout they have the most number of ferries which is actually true) and if transfer pricing was used by the big oil companies and by the bus group Vallacar Transportation Inc. locally then they can engage in price wars and the smaller Bicol ferry companies will suffer. With the move to Dapdap port and with the lessening of Archipelago and Philharbor ferries it is as if those twin companies are giving Montenegro Lines free business. Dapdap port is a little farther than BALWHARTECO port which the Bicol ferry companies are using but the difference in distance is minimal at about 11 nautical miles to 11.5 to 12 nautical miles. Of course, the shipping companies have their regular and locked patrons but there are a lot of non-committed vehicles especially the private vehicles (as differentiated from company vehicles) which pay the full, published rates unlike the regular and locked patrons.

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Jubasan port

A little later when the Sta. Clara Shipping Corporation (SCSC) built its own port in Jubasan, also in Allen, for their and their sister company Penafrancia Shipping Corporation’s use, BALWHARTECO then opened its gates to Montenegro Lines and so the company finally had access to the most advantageous port in Samar (this port is in direct line to the vehicles from Catarman and Rawis). It seems the creeping strategy of Montenegro was finally working. In shipping it is not necessary that a company will get the most advantageous port or route at the start. With patience and resources, better arrangements and opportunities soon open.

Developments and the Current Situation

I was watching what will be the fate of the Bicol ferry companies especially since the long bond and partnership between BALWHARTECO and Sta. Clara Shipping Corporation, the biggest Bicol ferry company was broken with the building of the Jubasan port against the wishes and objection of the owners of BALWHARTECO (this episode almost reached the courts since the owner tried to stop the construction as he was the Mayor of Allen where the ports are located and bitterness was really high). Well, none sank, most even grew and that was a surprise for me.

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Denica ferries in Masbate port

In Masbate, Denica Lines, which was basically only in motor bancas and cargo motor boats before fought back magnificently with the acquisition of the MV Odyssey to be followed by the MV Marina Empress which were just poor discards of other shipping companies. Both suffered engine troubles at the start and Denica Lines had to spend money for the two. Then this year Denica Lines was able to purchase a third basic, short-distance ferry-RORO, the MV Regina Calixta II of Regina Shipping Lines of Catanduanes which was already buying bigger ferries. The MV Regina Calixta II is unrenamed as of this moment as changing names is actually not peanuts with regards to MARINA.

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Denica fastcrafts refitting in Pilar port

And last year Denica Lines got two rundown fastcrafts which they are slowly refitting right in Pilar port. So right now or soon, it seems Denica Lines is already ready to slug it out with Montenegro Lines toe-to-toe in the Masbate City-Pilar route. Meanwhile, Sta. Clara Shipping Corporation and twin company Penafrancia Shipping Corporation is doing roaring business in the parallel Masbate City-Pio Duran route especially since Medallion Transport was driven away from that route after their MV Lady of Carmel sank. The truck loading in that route is so good that Sta. Clara Shipping Corporation bought the LCT Ongpin, lengthened it and fielded it in the route as the LCT Aldain Dowey. And that is aside from two 60-meter ROPAXes they maintain in the route. So if the ferries of Denica Lines and Sta. Clara Shipping Corporation in the route from Masbate City to the Bicol mainland is totaled then Montenegro Lines is outmatched already except in the High Speed Crafts segment which competes with the big motor bancas of different companies.

In the Matnog-Samar routes, the Bicol ferry companies are more than holding its own although both has not grown except in frequency. If there was growth it was taken by Archipelago Ferries Corporation which fielded a brand-new FastCat in the Matnog-San Isidro route which is also doing good business. But in terms of net, Archipelago Ferries is not ahead as the business they gained with the fielding of FastCat might not be greater than the business they lost with the disposal of the Maharlika and Grand Star RORO ferries (and they are paying docking fees in San Isidro Ferry Terminal while their own Dapdap port is unused). In my comparisons, I still consider Archipelago and Philharbor as Bicol ferries since they started as such although with the good FastCats now they are trying to erase their connection to the lousy Maharlika and Grand Star RORO ferries because obviously they are ashamed of their record there.

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FastCat in San Isidro Ferry Terminal

And Montenegro Lines did not gain either in the Matnog-Allen route as the Bicol ferry companies was able to hold their own relative to them. If there was growth it was taken by the subsidiary of 2GO, the SulitFerry which operates a brand-new ROPAX LCT, the LCT Poseidon 26 and another one or two Cargo RORO LCTs depending on the season. Finally, 2GO discovered what was eating up their container shipping and passenger liner business and decided to compete (“if you can’t beat ‘em, join ‘em”). Lacking enough resources, they started conservatively by just chartering new LCTs from Concrete Solutions Incorporated (CSI), owner of the Poseidon LCTs, whose fleet seems to be ever growing.

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The Poseidon 26 of Concrete Solutions and SulitFerry

In the routes to Catanduanes, there was obvious growth and changes. Initially, the most striking perhaps is the appearance of the two High Speed Crafts (although technically one is already a Medium Speed Craft) of the Cardinal Shipping Lines Incorporated, the MV Silangan Express 1 and the MV Silangan Express 3. I had my doubts early on about the viability of the two but it turned out they were doing okay. One reason maybe is their reasonable fares which is just about one will expect from a Tourist accommodation in a regular ferry and not double the Economy fare like what is charged in other parts of the country. The two HSCs of Cardinal Shipping also run in the hours not served by the regular ROPAX whose schedules are dictated by the arrivals of the buses (which means a morning departure from Tabaco and a noon departure from Catanduanes).

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The Regina Calixta VII (ex-Maharlika Cuatro). Photo by Dominic San Juan

One Catanduanes ferry company and a native of Catanduanes which made a great stride recently was Regina Shipping Lines or RSL. This company has already disposed their basic, short-distance ferry-ROROs and instead bought bigger ferries. Part of their new acquisitions were the former MV Maharlika Tres, acquired from Atienza Shipping Lines and the former MV Maharlika Cuatro from Gabisan Shipping Lines. The two double-ended ferries became the MV Regina Calixta VI and and MV Regina Calixta VII in their fleet. The company was also able to acquire the former MV Grand Star RORO 3 which became the MV Regina Calixta VIII in their fleet. Rounding off the fleet is the MV Regina Calixta V which they acquired from China.

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The Regina Calixta VIII (ex-Grand Star RORO III)

The former ferries from Archipelago Ferries and Philharbor Ferries are no longer the sad ferries of Christopher Pastrana, the boastful. All feature Tourist accommodations now (there was none before) with a disco motif and sounds where good videos are played during the trip and all feature good, brand-new seats in Tourist (Regina Shipping Lines was in buses before and they know these things). Even the engines were refitted that the former MV Maharlika Tres is already running faster than her design speed (the maximum speed when new). The owner of Regina Shipping Lines simply opened his checkbook unlike Christopher Pastrana (who opened the checkbook of DBP instead) and the Mayon Docks of Tabaco City forthwith did the make-overs of the former lousy Archipelago and Philharbor ferries derided in the eastern seaboard. Now those ferries are already the favorites by the passengers.

There was also another change in the Masbate ferries. This was when Asian Marine Transport Corporation (AMTC) sold their MV Super Shuttle Ferry 19, a double-ended ferry that was off-and-on doing the Bogo-Cawayan route. She was bought by the D. Olmilla Shipping Corporation, refitted also in Mayon Docks and she became the MV Cawayan Ferry 1. She still plies the same route and schedule.

Meanwhile, Sta. Clara Shipping Corporation was able to acquire last summer two former Tamataka Maru ships from Japan, the MV Tamataka Maru No. 85 and the MV Tamataka Maru No. 87 in a buy one, take one deal and the two ferries were refitted in Nagasaka Shipyard in Tayud, Cebu (Sta. Clara Shipping Corporation is a stockholder in the said yard). The MV Tamataka Maru No.85 is now running the new route of Sta. Clara Shipping Corporation, the Liloan-Lipata route across Surigao Strait, an expansion route outside Bicol acquired by the company some two or three years ago. The ship is now renamed as the MV Adrian Jude and she is meant to compete with the MV SWM Stella del Mar of the Southwest Premier Ferries, a new operator in that route using a brand-new ferry similar to and the sister ship of the new vessels of Starlite Ferries of Batangas.

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The Adrian Jude. Photo by Capt. John Andrew R. Lape

The former MV Tamataka Maru No.87 is also ready now, she is already in Bicol and waiting but unrenamed yet according to the last information I received a day ago. She is meant to ply the new route of Sta. Clara Shipping Corporation from Masbate to Cebu, another new expansion route of the company but the exact route is still being applied for. Sta. Clara Shipping Corporation is one Bicol company aside from Denica Lines which has shown aggressive growth in the past years.

Meanwhile, it seems Montenegro Lines has lost its aggressiveness. Their fleet size in Bicol is practically the same although they rotate ships especially in the Matnog-Samar route (except for the MV Reina Emperatriz there and the MV Maria Angela in Masbate). Their only addition in Bicol is their new catamaran MV City of Angeles, a High Speed Craft in the Masbate-Pilar route.

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The City of Angeles

I was trying to analyze the lack of zest and the lack of pep of Montenegro Lines in the recent years especially in the context of Bicol shipping. It seems that when their “patron saint” went out of power and was made an enforced guest, Montenegro Lines’ drive faltered. It also seems that the blessings usually going to Montenegro Lines already went to another shipping company and so Montenegro Lines had to scrounge for additional ferries whereas before, they were buying ferries as if the supply of it won’t last (now it is the new favorite which is precisely doing that). Now, i don’t really know how come their blessings went away.

I do not know. Things can always change and it seems Montenegro Lines is no longer that great a threat to the Bicol ferry companies which showed spunk in the recent years except for 168 Shipping Lines, the owner of the local Star Ferry ships which seems to be languishing with no ship additions.

One loss, however, is something that cannot be averted and has long been expected. This is the discontinuance of the LCT to Cagraray island from the Albay mainland across the very narrow Sula Channel which has been a ship shelter for centuries now. A new bridge has been built connecting the fabled island which hosts the well-promoted Misibis Resort, the best resort in Albay province.

But as a whole Bicol ferry shipping was on the rise in the recent years and that is surely a good thing for the region.

Do the Sinkings of the MS Herald of Free Enterprise and MS Estonia Have Any Bearing On Us?

The two named incidents are among the most famous in the maritime world when RORO or ROPAX accidents are mentioned and discussed. The two cases have been used in many times to highlight the weakness of ROROs compared to conventional freighters which feature watertight compartments which the ROROs are sorely lacking (watertight compartments prevent ingress of water in case of a hull breach). Moreover, the two incidents have been used as rationales for RORO design changes and reforms in safety policies.

From “The Express” of UK

The MS Herald of Free Enterprise was a 131.9-meter ferry built in 1980 then sailing from Belgium to England. She sailed on a night of March 6, 1987 but the deck crew forgot to close the bow door and this door was not visible from the bridge and there was no CCTV to check that. When the ship reached cruising speed the sea entered the deck in great quantity which produced what is called the “free surface effect” which in this particular case was sea water sloshing within the hull that destroyed her stability causing her to capsize. That happened just minutes after leaving the port of Zeebrugge.

The MS Estonia was a 157.0-meter ferry built in 1979 then sailing from Estonia to Sweden. She sailed one night on September 28, 1994 on stormy seas of winds of 55 to 75 kilometers per hour which was considered normal in the part of the Baltic Sea in that part of the year. The significant wave height of the sea was estimated to be from 13 to 20 feet. On that particular night the visor bow door of the failed and it dragged the bow ramp of the ship. The visor door was not visible from the bridge. Water then entered the ship in great quantity and flooded the vehicle deck of the RORO and the free surface effect caused her to capsize much like what happened to the MS Herald of Free Enterprise.

From “The Local” of Sweden

These two grievious sinkings upset the ROPAX world causing changes in RORO designs like the recommendation that instead of having a bow ramp it is better for the ROROs to just have front quarter ramps where the blow from the waves will not be in great force. There was also the suggestion that front ramp mechanisms be done away completely and it seems this might already been adopted at least in principle. One effect is the sealing of bow ramps on some ships that have this feature. And the visor bow door was almost completely gone in RORO designs because of the MS Estonia incident as the thinking that it was an unsafe design (the hinges bear the whole weight of the visor door which are heavy).

But do these twin sinkings have any bearing on us, the Philippines, where a lot of ROROs especially the small ones have active bow ramps? All our basic, short-distance ferry-ROROs just have one ramp and this is located at the bow of the ship. Even the next size of ferries to the basic, short-distance ferry-ROROs, those that are over 40 meters in length and have a passenger deck of more than one also commonly feature an active bow ramp (I am comparing this to ROROs that have bow and stern ramps but the bow ramp is not actively used or is permanently closed). And then all our LCTs and many of these are in passenger-cargo application also have just one ramp and the specific feature of LCTs is all of those just have one ramp and it is at the bow.

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The quarter-front ramp of the SuperFerry 18 (Photo by Jonathan Boonzaier)

But did any of our ferries with just one active ramp and at the bow at that ever sink like the MS Herald of Free Enterprise and the MS Estonia? The answer is a big NO. We had sinkings of our ROROs with active bow ramps but not in the same circumstances as the sinking of the MS Herald of Free Enterprise and the MS Estonia. 

The MS Herald of Free Enterprise sank because of crew negligence and/or mistake. How would you call a ship sailing with its bow ramp and door open? Anywhere else that is plain idiocy. But here it happens commonly (LOL!). A lot of our small ROROs do not really close their ramps fully when sailing when the weather is good so that the hot car deck will have more ventilation (o ha!). That is against MARINA (Maritime Industry Authority) rules of course but there are no MARINA people roaming the ports anyway. And if the bow ramps need to be completely closed that is easily checked and it is also very visible from the bridge as small RORO just have one car deck and so the bow ramp is almost line of sight with the bridge (actually if there is a problem it is that the bow ramp hampers the view of the navigation crew). Our ROROs also have a lot of crewmen and apprentices that failing to check the bow ramp is almost an impossibility and besides the Chief Mate will always be there (that high a position ha!) because he is in charge of the loading and unloading. So I say the MS Herald of Free Enterprise incident has no bearing here.

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The basic, short-distance ferry-RORO that only has a bow ramp

Our small ROROs also don’t have bow visor door like the MS Estonia. How can it be when their mechanisms are very simple? They don’t even have hydraulic three-piece ramps and winches are all that are needed to raise the ramps to close or lower it to open the ramps. So how can one thing fail when it isn’t there? Now, if there are cracks or rust-throughs in the ramp mechanism that will be visible to all including the passengers, the drivers of the cars, the truck crews, the arrastre people and the hangers-on in the port. And Coast Guard people check on the safety of the ship before departures and supposedly they are very good on that and so what is then the problem? If there is already weakening of the ramp mechanism that will easily show when a heavy truck is loaded or unloaded and all would notice that. After all we are very good in noticing things unlike the Europeans (we notice what one wears and what are the latest rumors in town).

And besides all our ships here don’t sail in gale-force seas like the MS Estonia. Here when there is what is called a tropical depression (which means winds of 45 kilometers per hour), trips are already suspended. Even if there is no storm but the wind is high and the seas are choppy the local weather agency PAGASA that does not follow international conventions will already issue a “gale warning” even if there is no gale. So how can an MS Estonia incident happen here? That is impossible already when Malacanang and MARINA got too strict in sailings in bad weather.

Morever, our small ROROs were mainly built by the Japanese and Japan-built ships were never involved in failures and sinkings like what happened to the MS Herald of Free Enterprise and the MS Estonia. We might have salty seas that produce rust but not the frigid waters and weather that accelerate the cracks in the metal like what befell the MS Estonia. Besides if there are ramp weakenings that is repaired early (who wants to earn the ire of vehicle owners when their rig can’t get out of the RORO and the RORO can’t sail and not earn revenues?). Our shipyards are experts in that type of repair/replacement (due to the high weights of some trucks and trailers the ramps normally buckle in loading and if it is already bent enough it is sent to the shipyard for ramp replacement).

Additionally, our local crew are really good and we are even known internationally for supplying hundreds of thousands of crew in international ships. There are small ROROs whose ramps fell our while in use but no sinkings ever happened because of that. But of course nobody would report such incidents to MARINA but I vow such things actually happened. Doesn’t that speak of the quality of our crews unlike the European crews (har har!). And our code of omerta?

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An LCT (Photo by Aris Refugio)

If we had capsizings of our small ROROs with bow ramps it was not because of “free surface effect” but of unbalanced loading maybe like what happened to Baleno Nine in Verde Island Passage and the Lady of Mt. Carmel in the Burias Gap. But I thought the Philippine Ports Author (PPA) had already installed weighing stations at the entrance of the important ports and so what is the problem? Our cargo masters are also very good in estimating the weight of a truck by just looking at its wheels, if there is no weighbridge available.

If sea water entered the car deck of our small ROROs it seemed the point of entry was at the stern like what happened to the Emerald 1 which seemed to fail in a sea surge off Matuco Pt. in Batangas and the Ocean King II which seemed to be a victim of a rogue wave in Surigao Strait (both of these ships also sank in the dark like the MS Herald of Free Enterprise and MS Estonia; it seems the dark is additional danger as checking of things are more difficult). This is also what happened to British RORO Princess Victoria in 1953 when her crew can’t handle water from storm surge in the English Channel entering the car deck through the stern door and ramp. So, empirically, shouldn’t we be closing stern ramps and not the bow ramp? I mean let us be consistent and logical? We should not just copying some rules because some dumb European ships experienced failures. Let us proceed from evidence.

We also have a RORO, a half-RORO at that because she looks like a conventional cargo ship but she has a stern ramp and she had a passenger deck built atop what should be cargo deck. This was the Kalibo Star which sank in daytime on a rainy day with choppy seas in 1997. Water seeped into a hatch that the crew failed to close and “free surface effect” capsized the ship. So from evidence it seems what we really should we be closing are the stern ramps and not ROROs (well, even the capsized Princess of the Orient and Princess of the Stars were stern loading ROROs). I mean shouldn’t we proceeding from empirical evidence instead of being copycats? (Disclosure: I have a private database of over 300 Philippine ships that was lost since the end of the war which I have consulted.)

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The Samar Star, a ship similar to the lost Kalibo Star (Photo by JC Cabanillas)

Hindi tayo dapat uto-uto (we should not be like marionettes). If there is a marionette in our maritime world it might our MARINA, the maritime regulatory agency who is wont to sign all the protocols handed down by the International Maritime Organization (IMO) so as the claim “we” are “IMO-compliant” and brag as if that is an achievement. Why, we don’t even use IMO Numbers as MARINA insists on its own numbers that are not searchable anywhere else. And when former Senator Miriam asked that those protocols be submitted to the Senate for ratification the government of Noynoy flatly refused. Now it seems these signed protocols are being bandied about as if they are official, as if those have the force of law like what they do with the ISPS protocol. From what I know only our Congress can pass national laws and that was why the late Miriam was pointedly challenging MARINA then. These protocols we signed are not part of our laws, they do not have the effect of a law and if one searches there are no penal provisions attached unlike in a law.

Besides we should not be bandying some rare failures in a different land (or sea) as if they general application. In engineering, the lessons derived from a cause of failure is specific in use and is not generalized. If a bridge or a building collapsed it does not mean that all the bridges and buildings with similar designs have to be torn down or closed. If a plane of sweptback wing design crashes not all sweptback planes are banned. Is the maritime world not an engineering world too (it was not when hulls were still wooden and we have not graduated from that?). So the maritime world is not an empirical world but a world of knee jerk artists?

Rather than blindly following IMO protocols we should have our own empirical study of our ship losses so more concrete lessons can be gained.

But then I doubt if MARINA and the Philippine Coast Guard even have a complete database of our ship losses (it seems they can’t provide a list of more than 50 sinkings).

As they say, let us proceed from evidence. Let us not assume we are as dumb like some Europeans.

New Developments in Masbate Port

I had been to Masbate port twice in recent days in this month of July of 2017. The first one was when my ship Super Shuttle RORO 3 of Asian Marine Transport Corporation (AMTC) was on the way to Batangas and dropped anchor in Masbate first. The second was when I took the route via Pilar and Masbate ports on the way back to Cebu. Those two visits afforded me a chance to compare and weigh developments in Masbate port since last January of 2017 when I was also able to visit the port.

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Masbate port

The first notable thing is all works in expanding Masbate port has already been completed. The lineal distance of the port is a little longer now. On the other hand, talking of infrastructure, the Masbate port terminal building deteriorated in the same span of time as it is no longer air-conditioned and yet the dear terminal fee which is more expensive than the much better Cebu and Batangas ports remained the same when Masbate port does not even have shuttle buses and does not really have the capacity to take in all the passengers of the buses. And so it copied the Batangas port model which means bus passengers have to go down when the bus enters the port in order for them to pay the terminal fee and then board the bus again or walk to the ferry. The former is the preferred mode now.

Another new thing is Masbate port has an X-ray machine now for the baggage but it is not operational yet. Another useless piece of equipment just to justify the terminal fee and to have another reason for “cattle-herding” the passengers. It seems what is good enough for the buses is not good enough for PPA (Philippine Ports Authority), security-wise, because buses don’t bother checking the baggage of the passengers because they know the chance of them being victims of terrorist attacks is next to nil, at least in Bicol. And I think if one asks the ferries they will say they are not bothered if there is no X-ray machine. The buses and the ferries do not have the ISPS thinking that all passengers are possible terrorists. Actually that is simply ridiculous and is just the product of “praning” minds.

One more notable thing is that the passenger motor bancas are now practically gone from Masbate port and they have already transferred to the municipal port of Masbate near the public market and the bus/van terminal because of the high passenger terminal fee being charged by the port when passengers have no actual need for the terminal as they go direct to their vessels. Actually, last January I saw a terminal building (it was named as a community fish landing center) being built in Masbate municipal port and I saw that it is already finished when I went to the bus and van terminal.

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The problem now in Masbate municipal port is congestion, I was told, especially in the rush hours of the morning and the early afternoon. The boat landing areas there are actually the facility being used by the so-many small passenger motor bancas and motor launches headed to the different barrios across Masbate Bay. Add to that that that is also the docking area of the passenger motor bancas to barrios just outside Masbate Bay and up to Baleno town. Now the bigger motor bancas to Ticao island, Pilar port and Burias island are also lumped there now. That also includes a few cargo motor boats that were once passenger motor boats.

Actually, some small motor launch operators also built docking areas just beyond the northern end of Masbate port. I was told these transfers were the reaction to the terminal fee that costs P30. A terminal fee of that amount for a P10 boat fare? So right now just a very few motor bancas use Masbate port. One effect is congestion of the port was gone in one stroke. So I wonder now if there was any need to lengthen the port after all. Maybe they could have just donated the construction materials to the boat landing areas at the end of the port. The surface there is still dried muck which is obviously undulating and slippery. Well, if the funds were really meant to benefit the public.

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A makeshift boat landing area adjacent Masbate port

Regarding steel-hulled ferries, the competition in Masbate port is heating up and truck volume was obviously bigger than last January. Not in the buses though as July is already part of the lean months. Sta. Clara Shipping Corporation fielded their Cargo RORO LCT there, the LCT Aldain Dowey which was identified in PSSS (Philippine Ship Spotters Society) as the former LCT Ongpin. So now they have a total of three ferries in Masbate and I was told in summer Sta. Clara Shipping even fielded a fourth ferry. Their LCT is of the same length as their Jack Daniel and Anthon Raphael, their two ROPAXes there which are the best in the fleets of Sta. Clara Shipping Corporation and sister company Penafrancia Shipping Corporation (this is before the fielding of the former Tamataka Maru ships from Japan).

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Their LCT is the first to leave at noon and in the afternoon they are the only ferry departures from Masbate at 2pm and 4pm. Their three ferries are the biggest in Masbate because what their competitors have are only basic, short-distance ferry-ROROs because they use the shallow Pilar port whose depth cannot handle bigger ferries. By the way in terms of rolling cargo traffic the Pio Duran route now of Sta. Clara Shipping and Penafrancia Shipping is the favorite now since Pio Duran in Albay is nearer to Manila than Pilar of Sorsogon while the rolling cargo rate is just about the same.

With the exception of the ROROBus which is related to Montenegro Shipping Lines Inc. practically all the other buses to Masbate are handled by Sta. Clara Shipping Corp. and Penafrancia Shipping Corp. as the third operator Denica Lines, a Pilar native does not load buses. Loading buses from Luzon meant extending discounts, rebates, free tickets and free meals and Denica Lines does not play that game because they say they have their share of rolling cargo too. And I saw that when we left left Pilar port aboard their Marina Empress at 3am and the car deck was full. From Masbate port their three ROROs Odyssey, Regina Calixta-II and Marina Empress all left full. Denica Lines has already bought the Regina CalixtaII of Regina Shipping Lines (RSL) of Catanduanes and so they have three ROROs also now while Montenegro Shipping Lines Inc. (MSLI) is down to two ROROs from three. Maybe because it is lean months now and maybe they have one undergoing refitting in a shipyard.

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If we assume that Montenegro Lines has a third RORO in Masbate then a total of 8 ROROs make a daily crossing now to Luzon plus there is a Cargo RORO LCT for a total capacity of about 100 truck/bus units (of course, since there are smaller vehicles mixed in, the actual total is higher). Many of these come from as far as Cebu island. Buses will be at least a fourth of that total. One will wonder why there is such a large number of people on the move when within Masbate island there are not that many number of buses although there is a significant number of commuter vans.

Montenegro Lines have three fastcrafts and a catamaran in Masbate including their newest and fastest, the City of Angeles which is a catamaran. They also have there one of their biggest fastcrafts, the City of Masbate. Their future rival, the two fastcrafts of Denica Lines are still not ready and are still being refitted in Pilar port. Meanwhile, I wonder if the Masbate-Pilar motor bancas are already in terminal decline. There are just so many ROROs and High Speed Crafts. Although the motor bancas are faster than the basic, short-distance ferry-ROROs, they are noisier. They might be noisy, however, but still they are better than the “Stairs Class” of Montenegro Lines.

But in trucks and buses Sta. Clara and Penafrancia are already beating Montenegro Lines by about 3:1. Denica Lines could also be level now with Montenegro Lines in trucks and buses. By the way, sedans, SUVs, AUVs are not that many in the Masbate crossing to Pilar and Pio Duran and jeeps are practically unknown.

However, there is a rumor in Masbate port that a new player will come and serve the Masbate-Pio Duran route and it seems it is not Medallion Transport which was gone from the route after their Lady of Carmel sank in 2013 off Burias island. It remains to be seen if this rumor will come true.

The Super Shuttle RORO 3 of AMTC is also back in Masbate port and it connects to Batangas and Cebu plus Cagayan de Oro but their schedule is irregular as in there are no definite day for arrivals and departures as it is more of a container carrier now. There are also still a few motor bancas to Bulan when where before that was the dominant route to Bicol from Masbate.

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There are also off-hours docking now in Masbate port as Denica Lines has an early evening departure from Pilar. To the credit of Masbate port they let the passengers stay in the port terminal as the arrival of that is midnight and there is still no transportation to the towns outside Masbate City (and that gave me an idea). And Sta. Clara Shipping sends back its ship from Pio Duran if there are a lot of shut-outs (vehicles left unloaded in port) and that becomes another off-hours docking. That was the reason why they fielded their LCT because shut-out were already happening frequently (I saw that last January when one Mega Bus cannot be accommodated and they asked passengers of that to get down the ship and it was an event not good to look at — I pitied the passengers).

Masbate port is changing. Traffic is obviously up and I think the port will only get more important in the future when more traffic will shift to it from San Bernardino Strait if the rates become lower. Maybe then competition will further heat up and we will see the full blooming of Masbate port.

But they have to get that passenger terminal fee down. It is much higher than Zamboanga port when that port is better than Masbate port and the passenger terminal is not really needed by most of the ship passengers. A sore point really and that must change.

On The Way Back To Cebu (Part 2 of my trip to Batangas and Calapan)

When I realized I’m not gonna make the St. Francis Xavier of 2GO in North Harbor and that I wouldn’t wait anymore for the Super Shuttle RORO 3, I decided I will just go back to Cebu via Bicol, Pilar and Masbate because that route will give me more photos including bus and train photos plus the views along the way. When fellow passengers knew of my plight and plan they suggested to me the Turbina bus stop in Calamba. Well, I could go as far as Cubao if I wanted Manila bus photos but I decided against it because I wanted to take photos of the Bicol Commuter Train in Naga and for that I must arrive early afternoon there as I was just planning an overnight in Naga because I was not really prepared for a long stay (I should have been sailing with the Super Shuttle RORO 3 back and forth and my preparation was for such). In my mind I want to take the Cokaliong ship in Masbate and I wanted a whole day bus and ship spot in Masbate and also to make some interviews.

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View of a recently arrived ferry in Batangas port while waiting for a bus

I asked about the Supreme bus from Batangas to Lucena and funny none of the passengers, van drivers and guards have an idea of the first trip nor of the fare. It seems none of them have taken that ride. I was interested in that ride because I might have been to Ibaan before but I have not also taken it. Its distance will be shorter compared to Turbina and I assume the fare will be lower also. You see I was on a short budget and tours drain money fast.

My next problem was how to go to Batangas Grand Central Terminal. The guard resolved the first part. He pointed to me the ATI shuttle to the outside of the port gate (no one walks around in Batangas port as all are potential terrorists and saboteurs, that is the assumption in ISPS and their restriction is even greater than that of a military camp). I was warned how high is the charge of the tricycle drivers. But I was able to haggle down the P200 that they normally charge to P100). The Grand Terminal was really far. I found out that there was no seamless connection to there unlike when one’s destination is as far as Manila.

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Batangas Grand Central Terminal before dawn

Entering the terminal at 3:02am per the LCD clock of the terminal, I saw the Supreme aircon bus already on the way out. What a timing! I have to take it and forego bus pics as I was not prepared for another hour of a wait. I was charged P94, senior fare, that proved to be lower than my tricycle fare. With a very low volume of passengers I wondered how Supreme could be making money on their early trips which are not few in number. It seems they are among the bus companies that still understand that bus transport is public service. Their buses was the ride of people that needs to move early like vendors and those that have to go to the market early. A lot of the fares charged was only P10, the minimum fare. And to think they have no competition in the route.

I have some regrets being very early because in the dark one cannot see the landscape well. We arrived just past 5am in Arias, the junction of the road leading to Lucena proper and the diversion road. The unlucky thing was a Superlines bus overtook us and it was bound for Daet. I wanted to take the longer route rather than the Quirino Highway route for I have not passed that road for a long time now as buses no longer pass through it.

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Arias junction in Lucena

The jeepney dispatcher in Arias was friendly and helpful and he told me the next bus will be an RMB ordinary bus and he told me the approximate time of arrival. I was mulling a Dalahican port diversion but the dispatcher was not encouraging. He said going out of the port is difficult at that time because there are no arrivals yet from Marinduque and the tricycle fare is very high. Sometimes the fewness of ships in a port convinces me against visiting if I lack the time and I am not really prepared. I just then contented myself with taking of bus shots which I prize because I lack Southern Tagalog bus photos. I also have to manage my Bicol ride because day trips to Bicol comes just one or at best two in an hour.

The RMB bus came and it was taking in short-distance passengers that normally are the passengers of the Raymond bus. I tried to get bus and places pictures although it was difficult as I was not at the front of the bus nor at the side. Then the text of Aris, a PSSS Moderator came in and asked me if I was at the North Harbor. I asked him to check the 2GO schedules earlier. I told him in a few minutes I will be in Atimonan port. I was expecting my answer will discombobulate him, a joke in itself as he did not know I was on the way to Bicol.

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Atimonan port and ships

I was able to get shots of Atimonan port and ships but I missed Siain port because of the trees. Then I saw that LCT at the end of the long coastal road straight before the road turns into the railroad tracks. I failed to get off a shot but I saw there was a makeship yard there and I wondered what they were doing there as it was far from what can be connected to shipping. Afloat ship repair? There were not much vessels in Lamon Bay except for the occasional fishing boats the largest of which is a basnig.

The bus then left Calauag into the hills and there were no more views of ships and of the sea. It was all buses and land views until we reached Mabolo of Naga where there were two fishing vessels. We took a little over 7 hours to reach Naga and that included two meal stops. I just paid P250 for the bus fare for a distance of about 250 kilometers.

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Fishing vessels visible from Mabolo bridge

Upon reaching Bicol Central Station, the Naga bus terminal that has many eateries I ordered kinalas, a kind of mami that is synonimous with Naga. With no rice I ordered Bicol Express and again I remembered Mark, a PSSS Moderator who failed to taste one in Matnog because we immediately boarded the Don Benito Ambrosio II of Sta. Clara Shipping Corporation which was then leaving already. From a short meal, I immediately made my way to the PNR (Philippine National Railways) Naga station to take rail and train photos and to ride the Bicol Commuter Train (BCT) to Sipocot. I did that not only to satisfy myself but also the Aussie rail engineers who once worked with the PNR as AusAid technicians and who are PSSS (Philippine Ship Spotters Society) members too.

I did not move much in the station and in the train. I was tired. I just want the experience of a DMU (Diesel Multiple Unit) train being hauled by a locomotive. The DMU’s power is no longer enough for tractive power and it was only used to power the automatic doors, the fans and the lights. With our rundown railways, such weird contraptions happen. There was an announcement that the BCT will serve Legazpi last February. It did not happen as there were no locomotives available (yes their Board of Directors is that detached from reality). It is VP Robredo who is pushing for that but I think the lady does not understand rails and our rail situation. Internally, the PNR do not want to run the BCT to Legazpi as each run loses. Ever since 55 years ago it has already been proven that the trains cannot compete with the bus on parallel routes much like ferries can’t compete with them too on parallel routes.

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Bicol Commuter Train to Sipocot

From Sipocot I did not transfer to the bus anymore like what I usually do because I was tired and I had just come from a long bus ride and has already passed Sipocot hours before. We arrived in Naga in a heavy thunderstorm that flooded the city and we were marooned in the station. Good I already roamed the station and took shots before my BCT ride. In that thunderstorm before just before dusk there was no way to roam the station nor take any decent shot.

I spent the night in Naga and the next day I was back at the bus terminal to take more shots and to eat pilinut candies. The previous day I was not able to take many as I gave priority to railfanning. With my stay in Naga I was able to top all my batteries again. I resolved I will already leave that night so I will be in time for the Masbate-Cebu Cokaliong ship and my way will be through Pilar and not Pio Duran as I want to see the developments in the Denica Lines fastcrafts there and simply there are more ships in Pilar than in Pio Duran and that includes passenger-cargo motor bancas. In preparation for that I slept from late 5pm to 9pm as the bus to Pilar I was aiming at should be in the 11pm to 12mn range, ideally, as I was targeting the Denica Lines ferry at 3am which I knew will afford me a lying position and sleep as the passengers are not many because they don’t take in buses unlike the Montenegro Lines ship.

A Pilar bus entered the terminal at 10:30pm, the first one to do so. It had the quizzical signboard Pilar/Tabaco/Legazpi. I asked if it was for Pilar and they said “Yes”. I decided to take it. No harm in being 30 minutes early. A good insurance in case of an unlikely flat tire or a need to transfer buses. The bus almost immediately pulled out and I noticed the driver was serious in his driving which is not normally the case once a bus reaches Bicol. Upon reaching Tuburan junction in Ligao I knew the reason for the fast clip. We turned left. So we are on the way to Tabaco first. I checked the time. It was just 11:40pm. I was not worried. There was enough time. I thought better just enjoy the unintended excursion. A way to see Tabaco and Legazpi again.

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Tabaco port

As I expected we entered not the far Tabaco terminal but Tabaco port. I knew there will be passengers for Catanduanes for sure in the bus. Took shots but it was dark and there was rain. I knew the bus will not linger and it did not and after a stop in the city center we were on the way to Legazpi and we reached it at 12:50am.

By 1:40am we were already in Pilar port. We took 3 hours for a 165-kilometer run. I thought if only buses in Mindanao were that fast. I also thought the 80kph limiter devices based on GPS should be thrown to the sea. What is the use of that on a night run where there are few vehicles on the road when time should be gained? How could the Department of Transportation assume that sedan drivers who spend their whole day in the office are better drivers than real professional drivers?

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Denica Lines fastcrafts in Pilar port

The 3am Denica Lines ferry, the Marina Empress, which I like was there alright. With our arrival I still have time to roam the dark port and field questions. I found the Denica fastcrafts were still not ready and are still tied to Pilar port but the refitting of one has already advanced. The motor bancas to various destinations like Monreal and Aroroy were also there plus a Montenegro Lines RORO and fastcrafts. The Hammity cargo motor boat of Denica Lines was also there.

The fares were still the same but I found out that the Regina Calixta-II of Regina Shipping Lines already belongs to Denica Lines and so they have 3 basic, short-distance ferry-ROROs now and so when their fastcrafts are ready they will have a battle royale with Montenegro Shipping Lines Incorporated looming and probably the motor bancas will give them an advantage.

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Regina Calixta-II

I decided against an Aroroy entry to Masbate because the departure of the motor banca was still 5:30am and arriving in Aroroy at 8:30am will mean a 10:30am arrival for me in Masbate which means I will be missing a lot of action compared to a 7am arrival with Marina Empress when most ferries to Masbate has not yet arrived including the slow Filipinas Maasin from Cebu which was expected at 9:30am. I long wanted to reach Aroroy but the negatives are big.

Having arrived ahead of most of the buses which are now mainly carried by Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation, I was able to observe a lot about the patterns. I realized that if I will not shipspot Masbate port then if I take one of the buses from Manila to Cawayan then I will still reach the Island Shipping LCT in Cawayan for Hagnaya in Cebu island.

In going back to Cebu via Masbate I ruled out taking the ROROBus because it leaves Masbate port at 8:30am to take the 12nn Cataingan-Polambato, Bogo ferry of Montenegro Lines. Leaving at that time means I will miss a lot of action in Masbate and I will just spend five hours staring into the sea when there is still a lot of happenings in Masbate port.

If I take the thrice a week Lapu-lapu Shipping night ferry in Cataingan to Cebu City that leaves at 6pm then it means I should already be in Masbate bus/van terminal at about 2pm. By that time 75-80% of the actions in Masbate port will have happened already. Maybe next time I should take that so I can check new developments in the road to there and in the port.

There is also a ferry equivalent to the MSLI ferry in Cawayan but I want to check if it is 100% in the route. But then one has to leave Masbate early also as in about 8am and maybe hitching a ride with an early bus from Manila is the trick but I am not sure if they are faster than the vans. It is not as cheap as the Island Shipping LCT which still has promotional rates.

When I entered the Masbate port terminal building after disembarking from the Marina Empress the beautiful lady guard immediately recognized me. I thought I was in luck because I can roam fully without worrying about my things and I will have full chance to charge my batteries as I drain them. Anyway this time around there were not that many passengers in Masbate port terminal building as they have already learned the Batangas way of sending the passengers to their buses after paying the passenger terminal fee (so what is the purpose of the passenger terminal fee which is actually more expensive than Batangas port and Cebu port)?

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LCT Aldain Dowey

A new addition I saw in Masbate is the Sta. Clara Shipping Corp. LCT, the LCT Aldain Dowey which just takes in trucks. With the fielding of that Sta. Clara Shipping and sister company Penafrancia Shipping has further outstripped Montenegro Lines in the Masbate route in terms of rolling cargo. By the way, I was astounded with their Anthon Raphael when she arrived as she had a dozen buses aboard when she arrived. MSLI has already lost to Sta. Clara Shipping and Penafrancia Shipping in buses as she only carries ROROBuses now save for a lone Elavil bus. Compared to last January, Sta. Clara and Penafrancia have already far outstripped MSLI in rolling cargo.

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Anthon Raphael

The Cokaliong ship Filipinas Maasin showed herself in Masbate Bay at 10am. There were snickers of course because even Asia Indonesia and Asia Japan of Trans-Asia Shipping Lines Inc. did not take that long in reaching Masbate. I thought to myself Cokaliong Shipping Lines Inc. should change the ship assigned there as obviously she does not have enough speed for the route. Maybe she should just stick to the Surigao route which is shorter. The Filipinas Maasin car/cargo deck was full of cargo when she arrived.

This time around I did not go anymore to the Masbate bus/van terminal. I was already tired by 2pm when only one ferry has not left port aside from Filipinas Maasin. That was the last ferry to Bicol, the Jack Daniel. The Regina Calixta-II, the Odyssey and the Marina Empress of Denica Lines has already left and in that order. The Maria Angela and the Maria Sophia of Montenegro Lines have also departed along with their fastcraft and catamarans and two have already returned from Pilar, the City of Angeles and the City of Masbate.

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It also rained hard, another reason I lost taste for the bus/van terminal. I also thought I will be seeing the same buses there I saw days before when I was on the way to Batangas and regarding the motor bancas from there I caught them practically all and if I missed some it will be just a few fishing bancas. I just spent the mid-afternoon looking for a decent meal as I prioritized ship and bus spotting over meals. In January in going for meals I missed some of the actions and I did not want that to happen again. I also want to cover fully the loading and unloading of the buses. There were fewer buses this July compared to January.

When it rained hard and the wind blew I noticed the digital read-out of the time and temperature in Masbate port showed just 27 degrees Centigrade. It was just like having an air conditioner for the whole port. I pitied some of the passengers because the port management lacks care and imagination. They should have let the buses pick up the passengers by the driveway. It’s hard to make one’s way to the ferry in driving rain. Good in that situation the Maria Sophia went back to port when informed that there were bus passengers not yet boarded when their bus was already inside the ship.

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The Kulafu of Rufo Presado from Bulan in Masbate heavy rain

In all these happenings I never saw a port official appear and much more intervene. Oh, maybe, their job is just to sign papers, make memoranda and prepare reports, the typical bureaucratic dance. The porters were even more concerned for the passengers (but of course they will never become port managers).

After nearly completing my charging in the terminal building I hunted for a porter to interview about some history of Masbate port and its ships. By this time the passengers have already boarded Filipinas Maasin and Jack Daniel has already departed and so they’ve go no more thing to do as cargo loading is also finishing and the last passengers will be Masbate City locals and they are usually dropped by the ship’s ramp especially since only P6 is charged for an entering vehicle (while the passenger terminal fee is 5 times of that). In that situation there is practically no more action that I have to cover.

I found one and he has been a porter for over 20 years and his father was also a porter but now retired and is just fishing. He still remembers the liners of the early 1990’s and how Masbate ships evolved from motor bancas and motor boats to ROROs. They earned much more then when cargo handling was basically done manually and the liners still had lots of passengers. I just let him tell the stories that he recall. The only things I interjected were the history of the High Speed Crafts in Masbate and how the Bulan route lost to Pilar.

I realized as he was telling the story that maybe next time I should lessen the picture-taking and listen to stories more. I barely touched on the shipping owners like Rufo Presado and the owner of Lobrigo Lines, both of whom tried fastcrafts also. Aside from Denica Lines they are the biggest motor banca operators in Masbate. And I have not even explored well the complexity of the Masbate motor bancas or even its accidents. Anyway I got a number now. I also gave my source a tip for his time. The interview that took nearly an hour seems to just flew by. I was not able to judge well if my source is worth a PSSS cam. Maybe next time I have to ask my lady guard-friend.

After getting some light baon I boarded the Filipinas Maasin when dark was already threatening. I did not have enough time and interest to take a meal outside. I thought with my tiredness I will just sleep straightaway. But then I got hungry and I patronized the restaurant of the ferry. I found their prices a bit better than other ferries I have ridden.

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I made a light tour of the Filipinas Maasin to see how much changed when I rode her more than a decade ago. The lay-out was still the same. But what I noticed is the flooring. It is similar to what is used in buses and it needs no painting. But basically it is still the same ship. My complaint was they set 4 packaged type air conditioners at 16 degrees Centigrade when the ship was already sailing. They should have set it full blast when the passengers were just boarding. So I tried to tinker with the air conditioners. Otherwise we will all be suffering the whole night.

As usual sleeping did not come easy for me because of my neck condition. In each new sleeping place I have to discover what will suit it. I resolved my more complete tour of the ship will be in the morning when I can assess the ship better and my shots will be better. It is not scheduled to reach Cebu early anyway.

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Porter’s Marina

When I woke up I think we were just astride Catmon, Cebu and so I went back to sleep. The problem is when I woke up again I have already missed Danao City and its port and ships. I saw we were already nearing Liloan and Porter’s Marina. There was light rain and no good sun and I thought Tayud and Cansaga Bay shots will be problematic. It proved true even if the rain abated a little and the chance of having a good shot of ships in the Tayud yards was gone. I have to content myself with the anchored ships off it.

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Maica 2

Then I have to scramble for the ships in the Cebu Yacht Club. While taking shots of it a fastcraft overtook us and made a 180-degree turn into a dock in Mactan Island that I have not noticed much before. It was a little south of the Cebu Yacht Club. What I discovered was the new Maica 2 of Jomalia Shipping. It resembles the Oceanjet 15 of the Ocean Fast Ferries. I was able to take a lot of photos of her.

I have to hie off next to starboard as the Ouano ships including the new Trans-Asia 1 and the former Bao Dao ships will be coming into view. After that it was more or less a ride already like with Metro Ferry up to Pier 3. After that comes Pier 1 and its ships that cannot be covered from Metro Ferry. I saw a fastcraft coming on our port side and didn’t think much of it. Then it rounded our stern going into Pier 1 and then I realized she was the Oceanjet 288 of which PSSS has no photo yet of. Watta luck!

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Because it was a Sunday there were few ships in Cokaliong wharf. We arrived earlier than expected because the ship sped up because supposedly she will still be going to Palompon at noon and they still have to unload and load cargo. I was wondering how they can do it in 3 hours. Well, there are a lot of Cokaliong forklifts in the port.

My decision to take the Cokaliong ship from Masbate proved to be correct although that meant just one day of stay in Bicol. I had a full day in Masbate which was not possible if I took the Super Shuttle RORO 3 again which arrived on the previous night that I was already in Pilar. That means like what the crew said they usually stay 3 days in Batangas. And arriving at night in Masbate means no Masbate ship spotting which defeats one of my purpose. And they probably left Batangas at midnight so that was also next to useless in ship spotting.

With the Cokaliong ship I had good ship spotting from Porters Marina up to Pier 1. That was not possible with the Super Shuttle RORO 3 as it goes Around Mactan island and not under the Mactan bridges. And definitely Filipinas Maasin is a real passenger ship and notches ahead of Super Shuttle RORO 3 in comfort and amenities.

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End of my journey

Of course going via Bicol means my expenses were way higher than what I expected. But I hope more photos of ships, buses and train is enough compensation. Spotting long-distance is not really cheap. I have now more photos for PSSS, Shippax, Fleetmon and Lindsay Bridge.

Hope I can do it again!

The Ship That Might Have Eluded the Grasp of TASLI But Helped Medallion Transport Move in Rank

In this decade, Trans-Asia Shipping Lines Inc. (TASLI) has been buying the discards of the other shipping companies. They acquired the Trans-Asia 5 from Carlos A. Gothong Lines Inc. (CAGLI) which was the former Butuan Bay 1. From Gothong Southern Shipping Lines they acquired in a package deal the Trans-Asia 8 and the Trans-Asia 9 which were the former Dona Rita Sr. and Dona Conchita Sr., respectively. And from Philippine Span Asia Carrier Corp. (PSACC), they acquired the Trans-Asia 10 which was the former Princess of the Earth.

In those acquisitions, Trans-Asia Shipping Lines batted only two out of four as the Trans-Asia 5 and the Trans-Asia 9 did not perform according to expectations. After publicized episodes of her single engine conking out, MARINA (Maritime Industry Authority), the maritime regulatory agency, more than gently suggested something radical be done about the Trans-Asia 5 (actually it was the threat of the cancellation of her Certificate of Public Conveyance). Now she is just a RORO Cargo ship albeit a successful one and her superstructure has already been modified and the passenger accommodations had already been taken out.

Trans-Asia 9 now has episodes of late arrivals and word of it has began to seep out. Even as Dona Conchita Sr., it was already known that her engines were no longer than strong and that was even admitted by her Captain then. For the two ships it is a big sayang as Trans-Asia Shipping Lines really poured money into the two vessels so that they will be good overnight ships (the Trans-Asia 5‘s interiors were superb). However, it was the old engines that failed them.

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Photo by James Gabriel Verallo

These gambles of Trans-Asia Shipping Lines backfired on them. After forgetting what brought them to the top before which was buying good ships from abroad, both cruisers and ROROs, it seems they have lost their leadership of the Visayas-Mindanao routes to Cokaliong Shipping Lines Inc. (CSLI) which made it a habit to buy ships from abroad every two years. Now their fleet looks modern by local standards while TASLI’s increasingly looks old.

There is actually nothing wrong with buying cast-offs of other shipping companies. It actually depends on the ship one is buying. The Trans-Asia 8 was predicted to be good for them as this ship had a good record in Gothong Southern and it is not yet that old. The Princess of the Earth was also a reliable ship (except recently) for PSACC although she is also getting on in years now.

There was actually a good cast-off that eluded the grasp of Trans-Asia Shipping Lines. This was the Love-1 of Moreta Shipping Lines of Manila. When I first saw her docked in Ouano for refitting, I thought she was destined for TASLI. Her length, her size and her speed all screamed she was perfect for the routes of TASLI. This ship was not too old and in Moreta Shipping Lines she was not used heavily because she came when the routes of Moreta was already winding down because of the assault of the intermodal system. Late in her career in Moreta, she was sailing just once a week.

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Photo by Edison Sy

The Love-1 was the former Ferry Okiji in Japan of the Oki Kisen. She measures 93.1 meters (88.3 meters in LBP) by 15.3 meters by 6.0 meters. The length is perfect for TASLI although the breadth is maybe less than what they might desire but then that breadth is better than the 15.0 meters of Trans-Asia 2 and that ship has just an LOA of 88.0 meters. So that means Love-1 is a little bigger than Trans-Asia 2, a ship that TASLI loves.

The design speed of Love-1, the maximum speed that can be sustained when new was 18.5 knots while the design speed of Trans-Asia 2 was only 16 knots. Love-1‘s Daihatsu engines are bigger than the Daihatsu engines of Trans-Asia 2. It is 8,400hp vs 6,000hp. Trans-Asia 2‘s passenger capacity is 655 while the passenger capacity of Love-1 was 790.

Actually, Love-1, though originating from Manila was not a true multi-day liner. She was actually an overnight ship as the length of the voyages of her routes takes less than a day (an overnight run plus a few more hours which was similar to the former WG&A ferries that did the Dumaguit and Roxas City routes). In accommodations, though TASLI is known for top class she is not that far behind. In Ouano, it seemed most of the work done in Love-1 so she will fit the needs of buyer Medallion Transport was the construction of wing passenger ramps which is de rigeaur for Cebu ships and the closing of the side ramps.

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Photo by homepage2.nifty

The Ferry Okiji was built by Kanda Shipbuilding Company in Kure, Japan in 1979 (the same year Trans-Asia 10 was built). In Japan she had 2,584gt which rose to 3,184gt here because of the additional metal for the Economy class. Her net tonnage is 964 which looks to be understated. Since she was doing the Okinawa route in Japan which is in the open sea, her sides are high. Her permanent ID is IMO 7927099.

This ferry was sold to Moreta Lines in 2004, a few months after the Roxas-Caticlan route that connected Mindoro and Panay islands was opened. She mainly did the Dumaguit and Roxas City route for Moreta Shipping Lines although she was also used for the San Jose, Occidental Mindoro route of the company. In the middle of the 2000’s, WG&A along with Negros Navigation was already vacating Dumaguit and Roxas City routes due to the onslaught of the intermodal trucks and buses.

Moreta Shipping Lines still tried though but even before the end of the last decade it was obvious the ship from Manila won’t last against the buses and the trucks which were multiplying in the route year after year. Love-1 found herself increasingly not being used and at times she was just tied up in North Harbor along with the other ships of the company which were Nikki and Conchita.

Soon, Moreta Shipping Lines offered for sale her three ferries to just concentrate on container shipping. In 2011, Conchita went to Besta Shipping Lines and became the Baleno 168. In 2013, in a package deal, Love-1 and Nikki went to Medallion Transport which was a surprise since before this all the Medallion Shipping had were ships the size of basic, short-distance ferry-ROROs which they try to fit on overnight routes. The only bigger ship they had was the double-ended RORO Lady of Miraculous Medal which is 46.0 meters in length.

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Lady of Love in Cebu for conversion to Lady of Love (Photo by James Gabriel Verallo)

The Love-1 became the Lady of Love. I had a laugh when I heard the name from her guard in Ouano. At first I am not sure if he was pulling my leg. But the name became true and she became a Medallion Transport ferry doing the Cebu-Palompon route which was a new route for the company. This route was overlooked by the other shipping companies doing the Cebu-Leyte routes. Few realized it then that it was a good alternative to the Cebu-Ormoc route like the Cebu-Baybay route.

Cokaliong Shipping Lines was the one doing the Cebu-Palompon route after the smaller shipping companies on that route sunk. But they had no ship permanently fielded there and were just using the 7th day of their ships. Lady of Love has an easy entry because she can match the ships of Cokaliong toe-to-toe and she was even better than the lesser ships of CSLI. With rolling rates more competitive than those offered in Cebu-Ormoc route, soon her car deck was full of trucks and other vehicles.

Passengers also began to notice she was superior than the ships of Roble Shipping and Lite Ferries that were doing the Cebu-Ormoc route. Even her passenger fares were competitive. And she is fast. I once saw her docking in Cebu at 1:30 in the morning. I thought those passengers still going to the northern and southern tip of Cebu have the chance to arrive there by breakfast time should they decide to disembark and go to CNBT or CST.

Now the route of Roble Shipping to Naval, Biliran is already kaput. For rolling cargo, the Palompon route to Biliran is a good alternative especially if the rates are cheaper. Besides, Palompon is also a good and nearer entry to the towns of the northwest corner of Leyte island which has lost their ships from Cebu. Palompon is also a good entry to the towns of Isabel and Matag-ob.

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The Lady of Love proved to be an ace for Medallion Transport which now has a roaring route to Palompon. She also elevated Medallion Transport to the first rank of Cebu-Leyte shipping companies from a second-run position. I even wonder now if Roble Shipping or Lite Ferries can claim that they have a ship better or equal than Lady of Love. The Lady of Love became the queen of the Cebu-Leyte ships and ironically she is not even doing the premier Cebu-Ormoc route.

I just wonder why TASLI did not make a bid for Love-1. Was the package for Nikki a deterrent? But that can be sold if they do not want it (it is too small for TASLI maybe except for their Tagbilaran-Cagayan de Oro route).

Now TASLI obviously looks that they lack passenger ships. I just wonder had the two ships instead went to them. Without the two Medallion Transport can’t claim parity with Roble and Lite in the Cebu-Leyte routes. And TASLI would not have been wanting for passenger ships and they might have had a ship to match the Filipinas Cebu of Cokaliong in the Cebu-Iloilo route.

Maybe it was not in the cards that Love-1 would go to TASLI. Maybe what was in the cards is Medallion Transport would reach first rank in the Cebu-Leyte routes through the Lady of Love and Lady of All Nations (the name of the Nikki in their fleet).

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The Lady of Love certainly helped Medallion Transport establish itself. But then good things certainly does not last and last year engine problems disabled the ferry and she was laid up for half a year and the Lady of All Nations had to carry the load for two routes, the Palompon and the Bato routes. That was certainly a heavy load for an old ferry which was also laid up for half a year after her own share of engine troubles.

The PSSS (Philippine Ship Spotters Society) was told the Lady of Love was waiting for parts from Japan. Well, if re-manufacturing of parts are needed the waiting time is certainly months long. I was told only Japan and Singapore do this kind of job with the former supposedly having better quality. So, for the last few months, the Lady of Love was laid up in Ouano north of the E. Ouano House. She was monitored to do sea trials where she did 15 knots until she “hibernated” again.

Then suddenly a news exploded! The Lady of Love will be doing a Cebu-Surigao route and enter Mindanao and that was just a few days ago. That route was the base of the weakest ferries of Cokaliong Shipping Lines as they have a monopoly of this route after their competitor Cebu Ferries quit the Vismin routes to go elsewhere supposedly for greener pastures.

But not to be outdone and become the butt of jokes, Cokaliong suddenly diverted a good ferry of theirs, the Filipinas Cebu which was formerly doing a Cebu-Iloilo route to run head-on with the Lady of Love (therefore the match happened in another route). So the languid Cebu-Surigao route suddenly had a marquee match-up. The Lady of Love is thought to be the flagship of Medallion Transport, she being their best ship. Meanwhile, many also think the Filipinas Cebu is the flagship of Cokaliong Shipping given her name and route assignment.

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In terms of speed like what was shown in their first night match-up, the Lady of Love will have a slight edge having a higher design speed although she is the older ship. In amenities, the Lady of Love will probably not cede anything being formerly a Manila ship and the best ship of Moreta Shipping. A member of PSSS, James Verallo said in terms of restaurant and food, the Lady of Love has the edge. In passenger service and cleanliness, Cokaliong Shipping is known for that and I wonder if the Lady of Love will be a match.

All in all, the two ferries might be able to slug it out toe-to-toe and so the decisive thing that another member of PSSS Badz Bado weighed in might be the fares. I myself might add the cargo rates can also be decisive. Medallion Transport has the record that when it entered Palompon she suddenly offered the cheapest rolling rates and it was Cokaliong which she challenged there. So this new match of them is like a rubber match. It seems Medallion Transport does not fear challenging Cokaliong in its home route.

I commend Medallion Transport for having the guts to enter the Vismin route, stirring the pot and making it lively again after years of stagnation because of the tailspin of Cebu Ferries and the obvious lack of gusto shown by Trans-Asia Shipping in the last few years. I also criticize two Cebu shipping companies that were ahead of Medallion Transport but which pussyfooted a lot. The two are Roble Shipping and Lite Shipping.

Long ago, the former has a franchise to Nasipit but didn’t serve it. Lately, they had a ship named after Oroquieta in Misamis Occidental, the Oroquieta Stars but they were just using it in a Leyte route. So until now that company has no route to Mindanao when to think the gates to the Vismin route had long been left open by Cebu Ferries.

Meanwhile, Lite Shipping has been able to open two Vismin routes. One of this is their route to Plaridel in Misamis Occidental which seemed to form part of the reason of the demise of Palacio Lines. But in the over-all scheme of Mindanao, Plaridel is just a minor route. It only becomes greater because it also connects to Siquijor and Bohol and becomes the connection of the migrants of the two provinces to Mindanao.

More than a year ago, Lite Shipping used their old Lite Ferry 8 to open a route to Cagayan de Oro. I applaud them for their efforts to extend the life of that old ferry which they even re-engined but for that route that ship is outgunned and maybe that was the reason they have to offer half off the fares. For the size of Lite Shipping which is in a race to match the number of ferries of Montenegro Shipping Lines, they should already be able to afford a ferry worth the premier route to Mindanao from Cebu.

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Photo by John Carlos Cabanillas

I just hope that with this move of Medallion Transport those two mentioned companies will feel challenged. It is certainly time for them to enter new routes and ports. And if they need some “brave pills”, they can maybe ask who is the supplier of that to Montenegro Lines which suddenly entered the dangerous and overcrowded Zamboanga-Jolo route. Well, Roble also tried to enter that route via the Theresian Stars shipping company but then they have a powerful politician of Sulu as partner to that venture.

Who will be the winner then? It will be the riding public and the shippers, of course, as usual.

A Report on the Recent Situation of Bicol Passenger Shipping

When I talk of Bicol passenger shipping that includes those that have routes to Samar for in the main Bicol ships do those route with the notable exception of Montenegro Shipping Lines which are dayo (foreigner) to Bicol but have a base in Masbate port. In the main, I don’t refer to the Cebu-Masbate steel-hulled ferries because those routes are just one of the operations of Cebu shipping companies with the notable exception too of Montenegro Lines which has a national operation of short-distance ferry-ROROs.

The biggest shipping companies in Bicol are the sister companies Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation which are legal-fiction companies of each other. They have combined operations, single crewing and maintenance and their ships rotate within their common routes. The only difference is the ships bought out from the defunct Bicolandia Shipping are all in Penafrancia Shipping Corporation (PSC) and Sta. Clara Shipping Corporation (SCSC) is what made Bicolandia Shipping cry, “Uncle!” (which means give up na).

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The twin shipping companies have a total of 10 ROPAX ships plus a Cargo RORO LCT which is a recent acquisition to match that of NN+ATS (more on this later). Their best ship, the beautiful Jack Daniel (no, there isn’t free tasting of the famous drink) was acquired not so long ago and it is almost a fixture in the Masbate-Pio Duran route where her beautiful and luxurious lounge can be fully used and appreciated by the passengers since it is a three-and-a-half-hour route.

SCSC and PSC ply all the Bicol routes except for some parallel routes like the Tabaco-San Andres and Masbate-Pilar routes (more on this later). Which means they ply the Tabaco-Virac, Matnog-Allen (now through their own Jubasan port) and Masbate-Pio Duran routes. They don’t ply the Masbate-Pilar route as their ships are too big for the shallow Pilar port which lies in an estuary. In Catanduanes, it seems they now have a modus vivendi with Regina Shipping Lines (RSL) which now is doing the Tabaco-San Andres route exclusively through Codon port (but that route is not necessarily weaker than the Tabaco-Virac route as buses and trucks going to northern Catanduanes prefer that route because the remaining distance is shorter). Additionally, SCSC and PSC also operate the Liloan-Lipata route (however, after the Surigao quake RORO operations were transferred from Lipata Ferry Terminal to the Verano port of Surigao).

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The new development in Catanduanes shipping is the arrival of a new player, Cardinal Shipping which fielded the High Speed Craft (HSC) Silangan Express 1 which has good schedules and a very interesting fare which is even less than one might expect for a Tourist accommodation in a ROPAX (P320 fare in airconditioned accommodation versus the P230 Economy fare of a ROPAX ship). That is very cheap compared to the fastcrafts of Montenegro Lines in Masbate that charges double of the Economy fare of the ROPAX. The route of Cardinal Shipping is also Tabaco-Codon like that of Regina Shipping Lines or RSL.

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Another ferry was also added to the fleet of Regina Shipping Lines (RSL) when they acquired the former Maharlika Cuatro from Gabisan Shipping which purchased it from Archipelago Ferries. It was in Mayon Docks of Tabaco City last January but as of this writing she is already running as the Regina Calixta VI. RSL now also has an operation in the Batangas-Abra de Ilog route through Aqua Real Shipping and Calixta-III.

Tabaco port is also building an extension again and this is probably the third already. I am thinking, what for? In all my visits there I never saw Tabaco port full and I don’t think port visit is increasing there. There is also not that need for a big back-up area. There are no container vans unloaded there and ships that visit are generally small. To compare now, Masbate port is even busier than Tabaco port and Legazpi port is even their rival in port calls (as they both serve the province of Albay).

I thought before that the refurbishment of Legazpi port was not needed but it seems I was mistaken. There are more ships docking there now and those are bigger than the ones which dock in Tabaco port. For one, when Cebu freighters visit Albay, they use Legazpi port and not Tabaco port because it is nearer from Cebu. And most freighters that use Tabaco are just Bicol ships which are smaller than Cebu ships. I was even surprised by the big, Malaysian coal barge I saw in Legazpi port.

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Like before there are no ROPAXes in Legazpi (as I argued before a population of 100,000 in an island is needed to keep a RORO afloat if there is no strong tourism and Rapu-rapu island does not meet that criteria). Instead it has lots of big passenger motor bancas to Rapu-rapu and Batan islands plus Cagraray island too. The new passenger terminal building of Legazpi looks beautiful and modern. Like in Tabaco, the port and port terminal building (PTB) is open to the public and there is no cloud of suspicion that hovers unlike in ISPS ports. It was just like in the past when ports are just like part of public domain. That openness was the thing changed by this damned ISPS.

With the completion of the bridge from Albay mainland to Cagraray island through the Sula Channel, the old small Michael Ellis LCT to Misibis is now gone. A connecting bridge to an island is always better than a connection by an LCT. Maybe with that Cagraray island will develop faster.

Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation now have their new Jubasan port completed in Allen, Samar and so they already withdrew from using the BALWHARTECO port, their old port of entry to Samar, to the great disappointment and anger of the owner which nearly resulted into a court battle. I wonder if the judge-son-in-law of the owner was able to make clear to the patriarch that if it is all straight law then they would lose eventually and they might even be vulnerable to counter-suits they being the LGU holders (like a graft counter-charge).

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With the withdrawal of SCSC and PSC from their port, BALWHARTECO invited Montenegro Lines to just use their port exclusively. Before, Montenegro Lines used both BALWHARTECO and the Dapdap port of Philharbor, the sister company of Archipelago Ferries which once operated the Maharlika and Grand Star RORO ferries. With the withdrawal of Montenegro Lines from Dapdap port now that port no longer has ferry operations. What is left there are the passenger motor bancas to the island off it which is Dalupiri island.

Before this, Philharbor invited Montenegro Lines to use Dapdap port since Archipelago have sold already their Maharlika ships and was already in the process of disposing their Grand Star RORO ships. If there is no other ferry company that will use the port it will fall vacant since the route allowed by MARINA to the new FastCats of Archipelago Ferries was the Matnog-San Isidro route. Before their withdrawal only Montenegro ferries were still using Dapdap port.

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It seems BALWHARTECO made a good offer to Montenegro Lines. They are known to be flexible and accommodating as their record of the past decades will show. Meanwhile, the Alvarez group which controls Archipelago Ferries, Philharbor and Philtranco is not known for that. They are instead known for quick retreats when subjected to the pressure of competition.

So I was not surprised by the result. Here is the queer situation of a port owner and operator with no ships of their sister companies docking because it is using a different port and a route that is significantly longer (which is the Matnog-San Isidro route). As a change, instead of being a ‘port to nowhere’ the San Isidro Ferry Terminal is now active again (she was active before Montenegro Lines left her for Dapdap and BALWHARTECO ports).

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It seems Montenegro Lines was the winner of the BALWHARTECO-Sta. Clara turmoil. Previously they were using four ferries in the Matnog-Allen route, two in Dapdap and two in BALWHARTECO. Recently they are now just using three ferries. It seems that was enough to have a ferry always on standby in the port which has more traffic (in the day that will be Allen and in the night that will be Matnog).

Another winner in the route is the NN+ATS outfit which is now openly admitted as an operation of 2GO. They are using chartered Cargo RORO LCTs from Primary Trident Solutions, owner of the Poseidon LCTs and now they even fielded a ROPAX LCT, the LCT Poseidon 26. They are operating that LCT under the banner of SulitFerry and the acronym is also “SF”, a reminder of their SuperFerry past before those liners were promoted into saints.

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With the Cargo RORO LCTs, the queue endured by the non-regular trucks in the Matnog-Allen route has come to an end as they are the priority of the Cargo RORO LCTs. These ships does not take in buses with its passengers and so no passenger accommodations are needed. The truck crews are just expected to stay with their vehicles for the duration of the voyage. MARINA is actually too suspicious of Cargo RORO LCTs having areas that can take in passengers on the sly.

The arrival of the Cargo RORO LCTs has affected the dynamics in the Matnog-Allen route. It has definitely taken traffic from the ROPAXes and the weight is significant because the non-regular trucks pay the highest rates. Actually, the rates paid by the regular trucks is heavily discounted and it is not always paid in cash (which means credit).

Another thing, from being second-class citizens the non-regular truck is now king but their loyalty now is on NN+ATS. What a turn-around too. From being largely ignorant of Matnog-Allen route because they were too confident of their CHA-ROs (Chassis-RORO) aboard their container ships and liners, now 2GO is already a player in intermodal route which helped kill their liners.

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It is also good that they use chartered LCTs whose crew is from Primary Trident Solutions. These crews are not graduates of the ‘shooing away’ seminars of 2GO, they have no knowledge of ISPS (and probably they don’t care too) and so like in the past they are very friendly to the passengers which they do not think or treat like potential “terrorists” like what is taught in 2GO seminars.

But even with NN+ATS and SulitFerry around and the concentration of Montenegro operations there, BALWHARTECO port is not too busy like in the past when to think 168 Shipping is still there with its three Star Ferry ships. Really, the weight SCSC and PSC is great especially since they have a lot of trucks and buses under contract.

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The PSSS (Philippine Ship Spotters Society) was impressed by the new Jubasan port of Sta. Clara Shipping Corporation. It was not small and unlike most private ports that will start with portions being unpaved in Jubasan it is a completely paved port. As such it is cleaner having no mud and people and patrons would not find it hard moving around (now one would wonder why after all these decades BALWHARTECO port is still mainly unpaved). They also maintained the slope of the land and so rain water immediately drains into the sea instead of forming puddles. There are a lot of eateries inside and it is a step up compared to what can be found in BALWHARTECO port including the presence of chairs and tables outside the eateries which are good for lounging around and sundowning.

Jubasan port is more orderly and it looks more modern. Maybe with the shipping company being the operator it should end up that way as they have full control. By the way, Jubasan port will also have a lodge like in BALWHARTECO port. The structure is already there, that is the area above the eateries but it is not yet operating when PSSS visited the place. Now I don’t know if they will also have a disco like in BALWHARTECO port. Jubasan port also does not have the so-many hawkers of BALWHARTECO port.

Matnog meanwhile has minimal changes. I thought when they twice reclaimed new land the docking space will improve. It did not. There are two new RORO ramps on the left of the finger port (as viewed from the sea) but when I passed through it twice no ship was using it. Actually the docking space of Matnog port did not increase and on high tide a ship will still try to dock askew in the wharf for lack of docking space. During the late afternoon and evening peak hours not all the ships can dock and it has to undock after disgorging their rolling cargo and anchor offshore.

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I still cannot fathom how the PPA (Philippine Ports Authority) inputs ship calls in their planning that they cannot see their docking area is not enough for the number of ships calling. They have two new RORO ramps but they bulldozed rocks beneath it. And so maybe the ships fear damage if they use those. Why can’t they just use the causeway-type of wharf like what is used in BALWHARTECO and Dapdap ports which can dock more ships for their given length of wharf space? The only reason I can see why PPA is too inept in port design is because they really can’t attract qualified people. And to compensate for this lack, their annual reports will be full of praises for themselves and their “achievements”. And now their top honcho says the Makati Car Club will test the RORO system. Now what does Porsche and Ferrari owners know about port design and the RORO system if one is not Enrique Razon? It was not designed for their kind of cars and heels.

Masbate port is actually more impressive than Legazpi or Tabaco in terms of activity. Unlike the two ports which looks semi-fringe in location (as in facing the ocean already), Masbate port is in the center of a nexus and connecting many islands. There are simply more ships there and more types from overnight ferries to short-distance ferry-roros to fastcrafts to motor bancas plus the usual freighters. The new port terminal building is now operating and so there is more try of control now to ensure everybody uses it (this is what I call as “cattle herding”). And I don’t like that system treating passengers not like people but like commodities.

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Actually, they can simply sell a ticket to anyone who wants to buy, passenger or not, like in Zamboanga port. With so many buses boarding their port terminal building is not sufficient (now tell me when did PPA learned how to input numbers). If the old system where buses simply park somewhere in the port and soon board afterwards was enough why try to force down the passengers down the bus so they will pass through the passenger terminal building when it does not have enough capacity anyway even in airconditioning? If terminal fee is all they want then they can just put in a table by the ship ramp. An explanation: bus passengers here already have their ferry tickets issued by the bus conductor so actually they do not need to queue as the buses offer free ferry tickets to their passengers. If the buses can be efficient why can’t the PPA? The reason is simple – they are a government entity.

What I noticed is it seems more passenger motor bancas are now using the Masbate municipal port cum fish landing area. Actually it has the advantage that it is just near the integrated bus, jeep and van terminal of Masbate City. The passenger motor bancas for Burias can also be found here. If I may have a suggestion, it is better if the passenger motor bancas just dock by the integrated terminal. Nothing beats that. If only they will see what is logical (but they might lose the votes of the cargadores and the tricycle drivers).

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The Masbate-Pio Duran route is now stronger compared to the Masbate-Pilar route in terms of RORO operation. It is actually the shorter route to Manila and it can accommodate bigger ships whereas Pilar can only accommodate basic, short-distance ferry-ROROs. Medallion Transport has withdrawn from this route as a fall-out of the sinking of their Lady of Carmel. SCSC and PSC was the big winner in this and they now have made permanent two of their biggest ships in this route which have length of over 60 meters versus the 30 meters plus of the basic, short-distance ferry-ROROs of Pilar.

In the Masbate-Pilar route, Denica Lines now has two ROROs that are running simultaneously and they were able to create a late departure from Bicol (or is it an early one?) when they created an early evening Pilar-Masbate schedule. Denica Lines also have two fastcrafts for refitting now that is moored in Pilar port. Obviously, they want to get a slice of the pie of the MSLI fastcraft business. If they price it like the Silangan Express to Catanduanes then MSLI will be forced to cut their high fares.

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In Pilar, I noticed they now have a Pilar-Mandaon passenger motor banca running. Plus they have pre-dawn departures now from Pilar for three destinations – Masbate City, Aroroy and Mandaon (Mandaon is a gateway to Romblon). They were able to expand Pilar port but its operation is just still like a municipal port as there is no good port lighting (are their charges for the ROROs and passengers not enough?). By the way, the ROROs from Pilar start earlier now. Good for those with still long land travel still remaining in Masbate island.

As before there are a lot of passenger motor bancas in Masbate port going to Pilar, Ticao island, the west bank of Masbate Bay. But maybe the Baleno bancas are gone because there is a van going there now up to Aroroy. The passenger motor bancas are still fighting even though it is already the era of the ROROs and the buses and the trucks aboard them. With no porterage and running at hours when there is no RORO they are still surviving. Well, the buses dictate the schedules of the ROROs and so I can’t see them running 24 hours as the buses have only certain hours of departures from Masbate and Manila.

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Some things of note. One, the Super Shuttle Ferry 19 of Asian Marine Transport Corporation has been sold and Olmillo Shipping has taken over the Bogo-Cawayan route. A new development too in this area was the fielding of Island Shipping of a ROPAX LCT in the Hagnaya-Cawayan route. The MSLI ferry is still running the Bogo-Cataingan route and ditto for Lapu-lapu Shipping that runs the Cataingan-Cebu route. In the future, however, the Bogo and Hagnaya ferries will most likely transfer to the new Maya RORO port because it is simply nearer to Masbate. Meanwhile, the big passenger- cargo motor bancas running between Masbate and northern Cebu are still running and their business not threatened after the initial cut made by the arrival of the ROROs.

Recently, Trans-Asia Shipping Lines don’t have a ship anymore to Masbate from Cebu, a victim of their lack of ferries. Cokaliong Shipping Lines has not fully filled up the slack and it has only a once a week Cebu-Masbate sked but they are always fielding a new good overnight ferry of theirs in the route. Meanwhile, for a year now Asian Marine Transport Corporation (AMTC) doesn’t have an operation anymore to Masbate since their SuperShuttle RORO 3 had engine problems. It has been over a year since 2GO withdrew their liner that passes through Masbate on the way to Ormoc and Cebu. Can’t really beat the intermodal buses and trucks now and as the saying goes if one can’t beat then join them and so they already had that NN+ATS in the Matnog-Allen route.

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Burias motor banca arriving in Pasacao

In other Bicol routes, passenger motor bancas still connect Burias island to Pasacao and Pio Duran while Ticao island has passenger motor bancas sailing to Bulan and Masbate ports. Masbate is also connected by passenger motor bancas from Cataingan to Calbayog in Samar and to Roxas City in Panay from Balud and Milagros and to Romblon from Mandaon. Caramoan through Guijalo port also has passenger motor banca to San Andres in Catanduanes through the Codon port. San Miguel island is connected by passenger motor bancas to Tabaco port.

And that above is what comprises Bicol shipping all in all. Not tackled here are the minor routes served by small passenger bancas that go to small islands that does not have a municipality and to coastal barrios which has no roads.

[Written based on January 2017 data.]

My First Cebu Tour Last December

My first Cebu tour in my long travel happened after I planed in to Cebu and I was met by Mark at the airport. After lunch there, instead of going to Cebu via Mandaue (and suffer its bad traffic), we made our way to Muelle Osmena in Lapu-lapu City to ride the Metro Ferry. Riding this ferry is the easiest way to cover the various ports and piers of Cebu from Ouano (House) up to Cebu Pier 2. From Pier 3, Mark and me went to the ticketing office of Roble Shipping to secure our passage to Baybay for our trip to Tacloban to be with the PSSS tour from Tacloban to Matnog and back.

After securing our tickets me and Mark parted ways in front of the new Robinson’s Galleria which is near Pier 4. I then haled a taxi for Ouano wharf near the Mandaue market but the driver said a car can’t enter Ouano with its deep muck. I assented but upon reaching the corner entering Ouano I directed him instead to the parallel road I once knew that was adjacent to the SMC Shipping & Lighterage facility that once was the alternate access to Ouano wharf.

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Turning right into that road, I was surprised it was full of trucks that will be loaded for Asian Marine Transport Corporation or AMTC. I thought I was mistaken but then we came to a gate bearing the AMTC mark. My driver asked for entry inside but the guard said I should just enter by myself. I paid my fare and soon I was already inside the new facility of AMTC, the wharf they transferred to after they were evicted from their former wharf in Pier 8. I can’t believe it was so easy to get in when the gate looked imposing from outside.

I asked about their Mandaue to Batangas trip inside one of their offices there which are converted container vans (but airconditioned). They said the Super Shuttle RORO 3 was just on trial voyage to Cagayan de Oro. That ship has not been running for about a year already but I was interested in it because it offers a direct and cheap passage to Batangas from Cebu and I have not dropped yet my plan to shipspot Batangas and Calapan. They gave me a number and they took my number but it became useless as there was no cellphone signal in the next days because of fears of bombings in the Sinulog activities.

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Snoopy inside the AMTC facility in Ouano

From the office I tried to make a round of the new facility of AMTC. There were actually some other customers inside their facility that were transacting rolling cargoes so I was not the only outsider. One thing I immediately noticed is the tanker Snoopy which supplies acid to San Miguel Corporation in Cebu was still docked in its usual place. Maybe part of the lease of AMTC with Ouano said it could not be touched.

It was not that easy to roam the new AMTC facility. The old road by the wharf was already destroyed by all the movements of the heavy equipment and the weight of the container vans. However, the inner portion when a container yard should be already has new concrete.

Docked there were the Super Shuttle Ferry 3 and the Super Shuttle RORO 9. It was the first time I saw the latter ship near. I made my way to Super Shuttle Ferry 3 and I was able to talk to a friendly officer. He said they were making some repairs because a previous typhoon dragged her anchor and she ended up beached. It happened when she had no crew onboard. They let me tour the ship and I was happy because I haven’t boarded yet this ship before. She was very similar to any other basic, short-distance ferry-RORO in terms of arrangement. Well, after all they came from one basic design in Japan.

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Though the Super Shuttle RORO 9 was just nearby I did not try to board her anymore. Too many people around there as there were works on the ship. I also was able to tour that ship already before. Besides, I also wanted to go to the other side of the fence to the remaining half of the old Ouano wharf by the market while there was still enough light. I also wanted to see the changes there, if there were any and photograph the ships there too.

I went out by foot and took a pedicab near the old wharf entrance. I found out that there was no way to get inside by foot as all footpaths are covered by deep muck. In the near portion were the usual ships doing Afloat Ship Repair (ASR) plus again some basnigs. The ships on ASR then were the Lite Ferry 7, the Filipinas Dinagat and the West Ocean 1. I found a friendly officer and so I boarded the Lite Ferry 7 again although I had already toured her before. There was no significant change inside her.

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Lite Ferry 7 and a basnig

On the far end by the wall dividing it and AMTC, I found the LCT Akira and the LCT Poseidon 19 docked. The Cargo RORO LCT Akira of Ocean Transport was discharging container vans. However, her access to their container yard was already cut off by the new AMTC facility and they have to use the muddy main road. I wonder if they were happy with the change. Meanwhile, LCT Poseidon 19 was just on standby without load or cargo movement.

The usual canteen that PSSS shipspotters patronize was still there and the wall of AMTC is touching its side already. So gone from the place were Eliezer Shipworks, a fine subcontractor for ship refitting works and the junk shop adjacent it. Feeling hungry and thirsty, I ordered merienda from the canteen. The lady there recalls me. She even asked where were my usual companions (it seems she remembers we order a lot of her softdrinks when we drop by her place).

Had a small talk with her. She said her business dropped 50% since the AMTC facility was built. She also said other contributary factors were the moving out of the Lite Ferries LCTs to the Ouano-House (that was the first time I knew they were no longer there). She said the passengers were complaining that with the muck one is forced to take the pedicab (whose drivers are taking advantage of the situation by doubling their fare to P20 for a distance of 200 meters; well, it is also hard going for them).

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I soon bade the canteen owner goodbye. I have to figure out a way how to get out since there were very few pedicabs and it was already near 5pm. Made my way to the market. There was no opening where a person can squeeze through. Now I know my only way now is to hitch a ride with one of the service vehicles going out. I was in luck that a Multicab was on the way out. They even gave to me the front seat and they wouldn’t want to accept any payment.

Finished my first day in Cebu by going to the Cebu North Bus Terminal to take bus pictures (can’t resist it as it was just on the way). I then went back to Robinson’s Galleria to take my knapsack. It was good Mark tipped me their hospitality service was still free. Soon my son was there to fetch me. Seamless.

I was really able to make full my first day in Cebu. And the extra trip to Ouano was well worth it as me and PSSS discovered what were the changes there.

I just rested next day for I know the next days will be consecutive long trips for me. It turned out to be one complete week of travel that was about 1,900 kilometers long including me and Mark’s trip from Baybay to Tacloban [I have reports on that already except for the Cebu to Tacloban section]. It broke my medical spell of no travel and this first-day tour of Cebu was the first part of it.