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.

R0014123

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.

R0014182

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.

35348789313_85ec4ea4ae_z.jpg

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).

R0015046

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.

R0015075.JPG

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.

R0014219

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.

The Leyte-Surigao Crossing Is Heating Up

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

ASC Celine

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

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

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

31647733724_c9b0c87747_z

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

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

32525677404_cd9eb33662_z.jpg

Benit port and MSLI ferry

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

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

C7pwRvEVMAAp3Ci

Photo from Scoopnest.com

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

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

32358244111_704ecc86fb_z

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

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

9358949786_0d745bf602_z

Verano Port of Surigao City

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

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

11207440585_9a9613e58f_z.jpg

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

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

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

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).

31871418223_421bbbc17e_z

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).

OLYMPUS DIGITAL CAMERA

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.

32771830416_e4fe8a7d7c_b

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.

31720440794_22fb324380_z

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).

32697120411_83e06a9c23_z

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.

32495162910_39d1c91915_z

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).

1135

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.

32369583991_5a8a32f01c_z

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.

32903893666_c6576e2184_z1

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.

746

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.

946

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.

OLYMPUS DIGITAL CAMERA

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).

OLYMPUS DIGITAL CAMERA

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.

OLYMPUS DIGITAL CAMERA

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.

33021931845_5b4ab40f67_z

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.

32647920551_fc660e2f30_z

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.]

The Sinulog Fluvial Procession, the Ouano House, Piers 8 and 7

One morning I went to the foot of the SRP Road in Cebu to cover the remnant of the Sinulog fluvial procession. I just make do in that area because I will still see most of the participants and besides it is great effort to fight for a good view in the earlier parts of the fluvial procession. Anyway, it is in the vessels that I am more interested in.

OLYMPUS DIGITAL CAMERA

I was just in time. It was still early morning and there was a constant drizzle. But the position of the sun, the early morning and the drizzle made visibility and shots terrible. I have to make do with what is presented by nature. It seems more small crafts participated compared to the last time I covered the fluvial procession but less ferries going to Cebu port were forced to wait near the SRP. The Filipinas Iligan and the Oceanjet 6 were the only prominent ships waiting.

OLYMPUS DIGITAL CAMERA

There were motor bancas which stopped and disgorged the participants in the rocks by the SRP approach and I also covered those. The viewers did not stay long as the drizzle was continuous and there was no sight anymore in that areaexcept for the Coast Guard patrol ships, the Filipinas Butuan plus participant boats which were just idling.

I then decided to make my way to Ouano-House. I called it such because it is there that the E. Ouano house is located. Actually it is more like an office (I have already entered it). And I doubt if it is the ancestral house of the Ouanos because from what I can gather it is also located on reclaimed land like the other facilities in the area.

The jeep driver I rode was kind as he insisted on driving me to the wharf area. I appreciated it since there was a slight precipitation and I did not have to pay for a pedicab. The entry is easy as the guards didn’t mind. I thought it would be like that if the Lite Ferry LCTs to Tubigon have already transferred there. I might look like just one of its passengers.

1342

After the gate, however, it was a different matter. With the never-ending rains and the constant movement of trucks, the surface of the wharf area was already muddy though firm that one’s shoe will not get stuck. I was not surprised. If Ouano can’t maintain the road in the Ouano near the Mercado then they won’t maintain this one either. I thought FastCat would not have to worry for passenger competition to Tubigon. The muck here is already an advertiser for them. Ditto for the rolling cargo or vehicle loading trade.

It was a maze to get inside because the only firm ground with no mud was occupied by the new Litexpress CHA-ROs parked and blocking the pathways. I would go in one direction and pull back because I can’t go on. Finally I had to cross the muddy road where the trucks roll. I ended up in the Star Crafts area but this time it was already too crowded because the future Lite Ferry 17 and Lite Ferry 18 were being refitted there and steel sheets, acetylene tanks, generators and other equipment were occupying the spaces. The only open area is the road going to Star Crafts and it is also muddy.

1363

The Lite Ferry 17 and Lite Ferry 18 are ROPAX LCTs that came from China. Those were former HNSS vessels already phased out. HNSS means Hainan Strait Shipping and that tells where it formerly plied routes. One of them arrived earlier and is already sailing here, the Lite Ferry 16 which looked like a sister ship of them. It looked derelict then like the two now docked in Ouano-House but as always Filipino ship repairers will make them look good again.

Besides them was the new Lite Tug 1. It seems tugs are the vogue now of these competing overnight ferry companies. Roble have theirs already, Asian Marine Transport Corporation (AMTC) also got one, Cokaliong Shipping Lines followed suit and now Lite Shipping also have one too.

1344

Also there were Lite Ferry 26 and Lite Ferry 23. It seems those two were the ones doing the Mandaue-Tubigon route last December altho the latter is not the normal LCT but a catamaran-RORO (a slow one tho). Also there near the SMC Shipping and Lighterage facility was the brand-new Lite Ferry 30. It seems like what they did in the earlier Lite Ferry 27 they were building additional passenger accommodations. It looks like they are sister ships together with the Lite Ferry 29.

I did not stay that long in that wharf. Sometimes it is the rain that makes you decide that. I left after my functional shipspotting and I have to go through the maze again but that was easier than navigating the mud in various parts of that wharf. I really wonder how the passengers make do with such situation. Is the cheapness enough to make them stick? I was able to see the tail end of their way out when one LCT just arrived. I saw no shuttle and here the walk to the jeepney terminus is even longer with less shade.

Sometimes I cannot imagine in this era that such hardship can still be thrown to the passengers. Those LCTs, the wharf and the road were just really designed for trucks. Not passenger-friendly in any way. Maybe the FastCat and Star Crafts are a little more expensive but there is still the Lite Ferry 1 which also does a route to Tubigon. I also wonder. Why don’t the Super Island Express II just come back and maybe hold some off-hour schedule versus the Lite Ferry 1. Pier 1 might even have less expensive connections to the buses and jeeps of Cebu. Sorry not jeeps because that type is so few in Cebu. What I mean are the AUVs, Multicabs and converted Elfs and Canters of Cebu.

1367

From the wharf I made my way to the old Villa Shipping wharf which was just rented from Ouano. I was glad the K-9 guard of Ouano was not there. Their compound was closed and it seems no one is around. Good. I can approach their Elvira-1 and take shots. I wonder why they were too jealous of this old, derelict and bad-looking now former hydrofoil converted into a fastcraft which did not last in service. They should even be glad someone is taking interest. It seems they have a different psychology from us.

1369

There were no more Villa ships there and it seems they have already left as I can see no more ships and facility of them there. What was docked there was the West Ocean 1 of Ocean Transport. I can’t make of the the jumble there. It seems different entities are using that area and not all are connected to shipping.

It was at the far end where I was interested because I want to go near the Lady of Love of Medallion Transport which has not been sailing for some time already. Got some shots but it was not easy as the rain got heavier. Beyond Lady of Love the LCT Poseidon 19 was also docked. Last December this ship was still running the Matnog-Allen route for NN+ATS as a Cargo RORO LCT. Primary Transport Solutions owns this vessel and NN+ATS only charters it.

1382

Again I did not stay long. On the way out I took shots of the old derelict F/C Magallanes, a fastcraft for private use. I was told before it was a Durano gift to Ouano. I did not know enough of Cebu politics and shipping of before to work out how that happened. All I heard was before Durano has shipbuilding and was a Cebu shipping player. In fact one of their derelicts is there in Labogon by the Goldenbridge wharf.

I thought Ernesto Ouano was lucky (except he died prematurely). Well, just to have a big reclaimed area near Cebu, how much is that in legacy worth? Plus their wharves. It is practically a Lite Ferries wharf now but Lite pays them. They are rich just because of the payments for the use of the wharves. But later it seems F.F. Cruz and Lua stole their thunder in Cebu reclamation. And I don’t think they are players in the future Cordova reclamation. But still they are very lucky.

I no longer pushed my ship spotting that day. Too much rain and I am not a farmer. Rain would have been nice in April but the programmer is a little awry. But the next day I came back to the same area but this time my targets were Pier 8 and Pier 7. It was a Sunday and there was no activity there past CDU. I first asked the guard of Ravago/Asian Shipping Corporation. A little canine too but I didn’t mind, didn’t press. Can’t call their GM as all mobile lines of Metro Cebu were down to prevent bombing. I was really more interested to see what was the denouement in the AMTC (Asian Marine Transport Corporation) eviction case nearby.

1687

The AMTC yard was deserted now along with the Dakay Construction yard which was also part of the AMTC lot that was in dispute with F.F. Cruz through the MARRECO entity. MARRECO sought the eviction of AMTC for non-payment and they won in the court. MARRECO then blockaded the facility to prevent AMTC from using it. And AMTC left and transferred to Ouano after a failed bid for the Talisay fishport.

The guards by MARRECO there were suspicious but they told the reason why the Super Shuttle RORO 8 was docked there last December was to take in all AMTC materials left that can still be loaded. But I don’t really know why Super Shuttle RORO 3 and Super Shuttle RORO 2 were also there last December. The two had long been just anchored and not sailing for the best part of 2016.

From there I made my way to the Roble wharf. The left side of that if facing to the sea actually belongs to F.F. Cruz and it is where aggregates carrier LCTs and barges dock. The right side belongs to Roble Shipping. There were three newly-arrived freighters there and I was told two belongs to the scions already. There was also the many docked ships of Roble including the non-running ones. The Ormoc Star was there. She is really ready now for the breakers. On the far end was the fire-hit Wonderful Stars where no work is going on.

1676

It was lonely in that area on a Sunday Sinulog. Almost no people and movement. I caught a jeep going to Mactan and then I walked again the old Mactan bridge. From there I took a Multicab to Muelle Osmena and took the Metro Ferry. The light was dying when I reached Pier 3 and that ended my ship spotting for that day.

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.

amtc-ouano

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.

31818554324_3975ac3748_z

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.

4309

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.

4340

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).

4333

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.

The Trip From Tacloban to Surigao del Sur (Part 1)

The smaller tour group of the Philippine Ship Spotters Society (PSSS) reached Tacloban on the midnight of the second night of the tour. Waiting for Mark to get a ride, we finally parted at about 3:30am of December 13 with Mark on the way to Bato, Leyte for a shipspotting of Bohol and James on the way back to Cebu via Palompon. Me and Joe’s destination was unmentioned but we were actually on the way to Cortes, Surigao del Sur, near the capital of Tandag to visit a shipmate of Joe and shipspot along the way.

There are really not many ports on the Tacloban-Panaon island axis if one follows the road to Mahaplag. From Tacloban, Joe and me had to take the Mahaplag route mainly because it was still dark and Joe also wanted to see the Agas-agas bridge. Besides, a trip via Silago will take longer and I want us to be on the 8am ferry in Benit because that will afford us the greatest chance of visits to the unexplored ports of Surigao without nightfall overtaking us. We had the thought of passing it on the way back, halfheartedly, because our tentative route on the way back now was via Isabel, Leyte to pick up a puppy.

lft

Liloan Ferry Terminal and Liloan bridge

We reached Liloan at about 6am and Joe tried entering the Liloan Ferry Terminal. I dissuaded him because I feared we will get in trouble with the LGU collectors of illegal exactions and we will lose more time if a scene erupts and anyway I don’t want to take the ferry there because I thought it will reach Lipata Ferry Terminal not sooner but later. I told Joe we can cover Lipata Ferry Terminal from the Liloan municipal port which is located just a kilometer from the other end of the Liloan bay.

I was not mistaken and we were lucky because as tipped by member Mervin Go Soon of Baybay (whom we met on the Oroquieta Stars on the way to the PSSS tour-meet assembly in Tacloban), the former Maharlika Cinco of Archipelago Ferries was there. The other tip of Mervin that the Grand Star RORO 3 was doing a Liloan Municipal Port to Surigao route also proved true because she was there besides the former Maharlika Cinco. We noticed no work was being done on the former Maharlika Cinco which would become the Gloria Five of Gabisan Shipping. I was wondering then who is operating the Grand Star RORO 3. I thought it was “M Shipping” whose AUV we encountered on the road (I was mistaken on that assumption as Mervin very recently told me that Grand Star RORO 3 was also bought by Gabisan Shipping and I wonder now if she is the Gloria One advertised by the company in Liloan port).

043

Across the bay, we saw that it was only the Millennium Uno of Millennium Shipping which was docked in Liloan Ferry Terminal. With its slow speed and the triple distance of Liloan compared to Benit port, it would have been disaster to our schedule had we taken it (so our bet not to enter Liloan Ferry Terminal was right after all). There was also anchored in the bay the Cargo RORO LCT GT Express 1 of GT Shipping which was doing a route to Surigao so that trucks wouldn’t queue long like in the past. I noticed the old Liloan municipal port terminal was already converted into an office by the municipality. But the old arrastre office was still there.

At the end of our short, alloted time in Liloan we made a run for Benit in San Ricardo town at the tip of Panaon island. I did not want a photofinish and I told Joe we need to put in some allowance on time lest we were shut out of the ferry (“shut out” in maritime use here means one’s vehicle or cargo fails to be loaded to a ship) and probably have to backtrack to Liloan and so we did not look for a place to eat anymore (anyway there was probably none that is inviting as Liloan is just a small town). Along the way we saw the abandoned port of San Francisco which once docked the copra ships of great shipping line Go Thong in the past.

We next came to “The Saddle”, a renowned mountain pass that Joe wants to conquer (it was called by that name because it resembles a horse saddle if viewed from the sea). It was not shipspotting but there were views of the sea from there and we knew right after that will come the town of San Ricardo but Benit port will still be some distance from it.

473

Leaving behind Benit, its collectors of illegal exactions and “The Saddle”

Approaching Benit port, before the turn inside, I told Joe that if the San Ricardo LGU collectors of the illegal exactions flag him down that he continues driving as if he did not see anything. The ruse worked and upon entering the people of Montenegro Lines and the arrastre rushed us saying we will be the last vehicle that will be loaded. There were already shortcuts in the processing of papers and we were already on the ramp before all the papers were even processed. The ship left even before 8am and I saw two vehicles that arrived minutes after us were no longer accommodated (and there was actually still some space for at least one of them). So it was still a photofinish alright and a lucky accommodation. Sometimes that is one gets from being disciplined in the travel approach. I told Joe before that many said I am lucky with trips and it seems it was holding. Actually, it held during the 1,000 kilometers me and Joe ran with two ferry crossings and with many ports visited.

Our ship was the Maria Vanessa of Montenegro Lines, sister of the Maria Felisa (actually no other shipping company serves the Benit-Lipata route). Since we both lacked sleep, me and Joe barely toured the ship. Instead we immediately looked for a cool, comfortable and quiet place and soon we were asleep although the voyage usually takes only 1 hour and 15 or 20 minutes. We two really needed that rest even if it was so short. We did not even care for food as all we wanted is sleep.

604

Lipata Ferry Terminal

That short sleep reinvigorated the two of us and there was no hassle in the disembarkation process nor in getting out of the Lipata Ferry Terminal. We did not try anymore to tour the port since we will be exiting Mindanao through that port anyway. What we wanted was food as our stomachs were grumbling already. It was already mid-morning and we only had hamburger the previous night in Tacloban terminal and no breakfast at all.

32542110301_868c6f2e49_z

“Voyagers” (Photo by Joe Cardenas)

Going out of the port, I espied a new place which looked like a diner to me although it looks more of a lodging place. I was able to convince Joe to backtrack and what a discovery! Well, they really serve meals and snacks and it turned out that the owner is a master mariner abroad and so the place was themed by maritime things. The was not the usual rush of people, it was quiet and clean and it does not look or smell like the usual roadside stands. The name of the place is “Voyagers” and we recommend it. Me and Joe took a little time to unwind and relax there before we proceeded to the city (i.e. Surigao City). 

683

In the city, we first went to what is called the “Boulevard”. It is a boulevard indeed, a seaside one. It is adjacent to the main port of Surigao and it is there where the so-many big motor bancas of Surigao to Dinagat, Siargao and other islands dock. We were lucky since we were early they were still all there and since the sea was calm so many came. I walked the entire length of the Boulevard getting shots of all the bigger boats. Offshore, a few LCTs were moored, as always. LCTs are a fixture of Surigao now because the mines employ them.

From there me and Joe proceeded to the main port of Surigao which is called Verano port. Joe wanted to enter but I told him there is almost no chance of a free pass as it is an ISPS port which means visitors are not welcome. To buy a ticket for Siargao so we can enter means a bit heavy “entrance fee”. Might have been affordable for our pockets but I was always mindful of the time and I do not want the quest for the unexplored ports of Surigao be compromised (why is it that long-distance shipspotting is always balancing of compromises?). Besides I was more interested in the old docking area of boats nestled on the side of Verano which was not obvious or visible from outside it. So I just contented myself with some shots of Verano ships from the gate. There are not many of them at a given time anyway and two i even caught while departing.

729

A view of Verano Port from the nearly-enclosed marina beside it

I then nestled myself into the narrow opening that leads to what I found to be a dirty marina where many bancas and motor boats were anchored (there were more than 15 of them). This looked like to be the old port as can be deduced from the road on the other side of where I was. It is now almost encircled by Verano port but I knew from observation inside Verano that passenger-cargo motor bancas emanate from it which I found to be bound to the smaller islands that belong to Surigao City.

046

The MARINA nestled by Verano Port

Many of the vessels in that nearly-enclosed marina were actually fishing bancas. But it seems nobody cares anymore for that port and marina. It is dirty and it looks as if there is no order there and even the roads and pathways leading to it look unmaintained. I did not dare exploring anymore as the walkways looked dangerous to me.

From there me and Joe exited Surigao City not through the main road but through some shortcuts which Joe saw on the GPS map. We did not try anymore the Surigao-Lipata coastal road whose turn we missed earlier. The unexplored municipal ports and the mining ports of Surigao were the ones that were already pulling us. Their magnetites seem to be strong….

(More on the next installment.)

It Is a Dogfight Now in the Surigao-Leyte Routes

In the early days there was only one RORO route connecting Surigao and Lipata across Surigao Strait and this was the Lipata-Liloan route using Lipata Ferry Terminal and Liloan Ferry Terminal. There was an earlier route using Surigao port and Liloan municipal port (run by Cardinal Ferry 2 of Cardinal Shipping) but that was in the earliest years and was gone in due time when the Ferry Terminals were built. And there was that really old routes using motor bancas to link Surigao to San Ricardo and Cabalian which are existing until today. And if Dinagat is considered still a part of Surigao then there is still a motor banca connecting that to Liloan.

8450875116_5980633a82_k

In the 1990’s, the RORO crossing between Lipata and Liloan was languid. At its worst there were only two trips each day and that happens in the off-peak season or when some ferries are hit by mechanical troubles or was in the drydock. This crossing then between Surigao Strait was known to be the base to some of the lousiest ferries in the country but to their credit they do not sink. Empirically, as has been noted in the Philippines there is no correlation between lack of maintenance and sinking. It really depends on the seamanship.

The Maharlika ferries then connecting Lipata and Liloan was known to sail even if only one of two of its engines is running. And Maharlika Dos will just stop sailing if its two engines were not running anymore and then clog Liloan Ferry Terminal. And to think this was a ferry built just the decade before. It even seems then that Maharlika Cinco was more reliable when to think she already had an excursion to the bottom of the sea in Coron as the Mindoro Express.

5845018622_3871daca06_z

The Millennium Uno of Millennium Shipping was no more reliable then being very old already and there were instances she simply conks out and is not heard for months. Many will then surmise she was cut up already and when many think she was gone she will reappear suddenly. I was not too surprised by the performance and lousiness of these ferries because I had already observed the pattern that this was an affliction of many Marcos transport companies. Maintenance is lousy and there is no management to speak of if based on management books.

Three trips then in a day in one way was just enough for the traffic. Two trips is bad especially if one arrives in an off-hours because that will mean hours of interminable wait. Baddest is if one just misses a ship. That happened twice to me when I missed the 12nn ship in Liloan and I have to wait for the next trip which was 11pm. Mind you there is really nothing to go to, nothing to do in Liloan and the nearest semi-urbanized town Sogod is more than 40 kilometers away. There was also no cellphone signal then there in Liloan. There were also many times I reached Liloan in late afternoon and the next ferry was still that 11pm ferry because the 5pm ferry is missing.

5844562211_242c3a8b3d_b

There are not many vehicles crossing then yet and the only buses crossing were the Philtranco buses to and from Manila (it was Pantranco South earlier). The long-distance trucks still have to discover this route then. Most trucks crossing then were Mindanao trucks that have goods to sell north.

Slowly the traffic grew. There were even those that bring their vehicles to Manila so they will have a car there. And slowly the trucks from Manila began using this route as well as the trucks that have a commerce between Southern Mindanao and Cebu. The Bachelor buses also started their route to Tacloban and Ormoc.

4377934222_cf4b55c23e_z

Photo Credit: Bemes Lee Mondia

That then proved that the old ferries of the route – Maharlika Dos, Maharlika Cinco and Millennium Uno were inadequate. The first challenge and the first improvement was the arrival of the Super Shuttle Ferry 5 of Asian Marine Transport Corporation (AMTC) which arrived in the late 1990’s. The Super Shuttle Ferry 10 replaced it later. Along the way, Asian Marine Transport Corporation also rotated other ferries there.

The fielding of a lone AMTC ferry was just enough to fill up the needed lack of ferries in the route especially since Maharlika Dos and Millennium Uno never had sustained periods of reliability. It was also welcome since it was cleaner, faster and had an airconditioned accommodation plus it did not smell.

Things changed when Benit port at the southern tip of Panaon island was built by Gloria Macapagal Arroyo, she who is wont for duplicate ports. However, Benit is not a simple duplicate port since its crossing distance is much shorter and so at the very start it was a threat to Liloan like when Allen displaced San Isidro port in Samar.

6967488017_a85c68fabf_z

At the start, nobody plied a route to Benit. Maybe the incumbent ships of the route didn’t want a change because after all they can charge more in the longer route. But that proved shortsighted.

Gloria Macapagal Arroyo then gave the operation of the port to Montenegro Shipping Lines, her favorite shipping company. Maybe to forestall any loss she made it a buy one, take one deal. She also gave the operation of the very profitable Matnog port to Montenegro Lines! As they say in the Philippines, iba na ang malakas!

Montenegro Lines then proceeded to operate a Lipata-Benit route. Suddenly, the former pliers of the Lipata-Liloan route found they have been outflanked. The crossing time to Benit is just over a third of theirs. And woe to them, the Manila bus companies which had a route to Liloan extended their route to San Ricardo (which has jurisdiction over Benit). But don’t think the Manila buses goes to Benit port. They don’t. One still has to take a 2-kilometer habal-habal ride to the port.

6964690445_8f7ff19d01_k

Montenegro Lines made a killing in the Benit route. Their rates are almost the same as the Liloan rates and yet they only travel 3/8 of the distance. If that is not tubong-lugaw, I don’t know what is. The passenger fares are also much higher per nautical mile than the Liloan fares. And ever since from then the ridership and load of the Liloan ferries have been on the decline. There was even a time when all buses – Philtranco, Bachelor and the various colorum buses were taking the Benit route.

Then came the Typhoon Yolanda tragedy. With the surge in relief and rehabilitation efforts suddenly there were complaints of mile-long queues of trucks. It was not only because of Yolanda. By this time the forwarders and shippers have found that sending a truck especially a wing van truck to Mindanao is cheaper than a container van and it arrives earlier. This was also the time too when Manila port congestion and Manila traffic became issues and the forwarders and shippers found it was better to send a truck down south than try to beat the traffic and congestion in Manila. And the benefit is double if the origin is LABAZON (CALABARZON without Cavite and Rizal). By the time the cargo is loaded in a container ship in North Harbor the comparative truck will already be making deliveries in Mindanao.

29237752223_fc41083ee7_z

And so MARINA approved the fielding of Cargo RORO LCTs which was designed to take in the trucks and its crews. Supposedly it does not take in passengers but it seems there are exceptions. The people call it “2GO” there because the operator is NN+ATS. The Cargo RORO LCTs are just chartered but they are the brand-new China LCTs which are called “deck loading ships”.

Along this way, AMTC lost its route service because they lacked ships and they pulled out the Super Shuttle Ferry 18 so it will retain its Roxas-Caticlan route. Sta. Clara Shipping/Penafrancia Shipping then appeared in the Liloan-Lipata route. I thought there was an equilibrium already.

But lo and behold! the much anticipated and already announced FastCats of Archipelago Philippine Ferries (which were also the owner of the lousy Maharlika ships appeared) and they brought not one but two new catamaran FastCats which are faster and has higher rolling capacity than the old ferries in the route. They might have really been entitled to two since previously they had two ships there but one already sank, the Maharlika Dos and the others were sold, the Maharlika Cuatro and Maharlika Cinco (the first was a replacement for the latter).

22069175355_82cf2d4d6e_z

Lately, it seems FastCat pulled out one of its crafts but is still sailing 3 round trips a day (or at least two on weak days). And being fast and new it is pulling in the vehicles. Meanwhile, the Cargo RORO LCTs are suctioning the trucks as it is the cheapest transit available. With those two developments even Montenegro Lines in Benit is affected. But more affected are the other ferries in Liloan that they now resort to “callers” in the junction leading to Liloan port. How fortunes change! In the past just when a ship is arriving there was already a queue of vehicles for them.

Added to the fray is Millennium Shipping which is not quitting yet. The Grandstar RORO 3, previously of Archipelago Philippine Ferries appeared and it is using the Liloan municipal port. Reports say it is Millennium Shipping that is operating it already aside from their Millennium Uno.

Times have changed. Where before three or four trips a day seemed adequate it seems there are about 15 trips a day now but not all are full. The way I sense it with the Cargo RORO LCTs and FastCat it is already a dogfight now and there might even be an excess of bottoms already.

8884065206_16aae3a8ae_k

Photo Credit: Joel Bado

Well, that is good as the public might benefit. However, I have doubts as I noticed MARINA never ever learned how to compute rates even in light of cheap fuel. I wonder if fuel consumption is ever factored in their rates.

I just wonder if AMTC and Ocean King I are thankful they are no longer in the route.

The MV Ma. Angelica Grace

The Ma. Angelica Grace is a unique but hard-luck ship. Of Korean design and origin she had that extended scantling already making for a bigger passenger accommodation although she is basically an LCT. Following Korean innovation she is faster like a conventional ferry and her hull is not exactly flat but more like that of a conventional ship. She is really speedy for an LCT (17.5 knots!) because she is overpowered.

When she first came into the country in 2009 and sailed for Rapal Inter-island Shipping, I was surprised because I knew the route she is embarking on is bound to end in doom. That is the Batangas-Romblon-Masbate route. Sometimes, I wonder why some shipping companies seem not to study failures in the past. But maybe then they might have a connection or attachment in the place which is hard to quantify.

mag3

The route linking Batangas and Masbate was marginal even in the heydeys of Viva Shipping Lines and to think it was a long-held route by them. The competing Lucena-Masbate route is even superior from the passenger and rolling cargo point of view. This is so because since rates in the sea is far higher than rates in the land then what makes sense for them is a short sea crossing, if possible and the Lucena-Masbate route is far shorter than the Batangas-Masbate route. In fact that route was held longer by Viva Shipping Lines (up until their demise) that the Batangas-Masbate route.

But then the entry of the basic, short-distance ferry-RORO to Masbate from Pilar trumped both Batangas and Lucena since that route is very short. Suddenly, the crossing of trucks to Masbate became affordable (thence, only a select few dare pay the hefty rolling rate to Lucena or Batangas). Later, with the ferry company encouraging and supporting the bus companies, soon the rolling of buses also commenced and that impacted a lot on the choice of the passengers. Suddenly, the direct bus crossing to Masbate was already their default choice.

In the Batangas-Romblon section, Rapal Inter-island Shipping will also not have its way. Montenegro Lines has a headstart there and CSGA Ferry (MV Princess Annavell) was also doing the route. And that is aside from the ferry from Lucena of Kalayaan Shipping. Soon the successor of MBRS Lines (which held the Manila-Romblon routes then) will come back as the Romblon Shipping Lines and operate the liner Mary The Queen. Romblon does not have a big population anyway nor such great economic activity to support so many ships. So when the Maria Angelica Grace came into the picture I know they will go out of the picture soon (pun intended) and I was not mistaken.

mag2

Maria Angelica Grace was first known as the A Rim Car Ferry No. 2 of the A Rim Car Ferry of South Korea. She was built by Ilheung Shipbuilding Co., Ltd. in Mokpo yard in South Korea. She has two masts, two funnels, a half passenger deck and a car deck with a single bow ramp as access and she has a square end stern. Like most LCTs, her access to the passenger deck is through stairs at the very end of the ship.

This modern LCT measured 56.6 meters in length over-all, a beam of 10.0 meters and a depth of 2.8 meters. Her dimensional weight are 416 gross tons and 200 in net tonnage and the ship’s DWT is 152 gross tons. She is powered by twin Caterpillar engines with a total of 2,550hp (that is High Speed Craft range!) which gave her a top speed of 17.5 knots which was indeed very fast for an LCT.

Maria Angelica Grace had a limited passenger accommodation but it had airconditioning which might have been original in Korea. However, she was fitted with bunks since her route to Romblon and Masbate are overnight routes. She also has a few seats and in the rear there is a small canteen and mess. That facility is needed by ferries doing overnight routes.

When she quit her Sibuyan Sea route she was then leased to Surigao to carry not passengers but metallic ores. I wonder why they did not just apply for other routes because later it was found out that metallic ores loaded into the deck is toxic for LCTs as the ores easily corrode the deck and since it is a deck exposed to rain the water combined with the ores will result in leaching.

Maria Angelica Grace was pulled out after two years in Surigao and her shiny white paint was already gone and the deck corroded. She was leased to Mandaue Transport which has Cargo RORO LCT operations from Cabahug wharf in Mandaue, Cebu to Tagbilaran, Bohol. The MARINA of Region 7, however advanced some conditions. They demanded a new coat of paint and repairs has to be made to the car deck. Work was being done to her when we visited her. Her bunks were also being removed. MARINA Region 7 is rather strict in the rule the Cargo RORO LCTs should not have passenger accommodations. They do not want any passenger revenue accruing on the sly.

With these met she soon began sailing as the third LCT of Mandaue Transport in the Mandaue-Tagbilaran route carrying rolling cargo (i.e. vehicles). However, her career with Mandaue Transport did not last long how; it was actually very short. In a few months, she capsized (but not sunk) right in Cabahug wharf while loading. The strong wash of a High Speed Craft passing capsized her. Maybe the time that happened her load was unbalanced and maybe it was a vulnerable point as Cabahug wharf is in the northern narrows of Mactan Channel and High Speed Crafts pass just about a hundred meters away.

mag-john-carlos

Maria Angelica Grace was refloated and she was towed to Colorado Shipyard in Tayud, Cebu. However, years have passed and yet no work was being done on her. That was still the situation when Philippine Ship Spotters Society (Philippine Ship Spotters Society) members visited Colorado Shipyard. She looked rusty again and maybe it is even more rusty in the car deck. With her capsizing, she also suffered damages in the engine room and bridge for sure.

I do not know what is her future. What I know is her capsizing resulted in the restrictions in the the speeds of the High Speed Crafts inside Mactan Channel.

I just rue such fate of a once fast LCT.

mag1

Photo Credits: Nowell Alcancia, John Carlos Cabanillas, Mike Baylon, Philippine Ship Spotters Society (PSSS)

The FastCats That Could Be Paradigm-Changing

When the FastCats first arrived I did not know how to assess them properly. It was brand-new but truckers and buses which are charged disproportionately higher (because they say of the weight) decide on the price point and not on the newness and amenities of the ship. Actually, rebates in the form of complimentary passenger tickets (which is then sold), outright discounts and cash bonuses are stronger inducements to them. The superior speed of the FastCats might not also be decisive because that can be trumped by longer waiting hours in the ports if the departure gaps are significant. And by large on many buses and trucks it is not the decision of the drivers where to board as that is a company decision if there are company-to-company arrangements and accounts. It might only be in private cars and SUVs where the FastCats might have a better pull but then most drivers will not wait if the departure time is still two or more hours away.

The amortization weight of the FastCats also played into my mind. These medium-speed ships were all loaned from the DBP (Development Bank of the Philippines) from a JICA loan window meant to modernize our shipping. I do not know the loan terms and that part not on the top of the table but it could be in the vicinity of P3 million a month, a rough guesstimate. That would translate to about P80,000 a day (it could be less if the amortization terms are longer and it could be higher if shorter or if the if it is not a soft loan) on top of operational costs and other costs incremental to operating a ship (think fuel and parts) and a shipping company (think offices and office staff) plus the mandatory taxes, insurance and registration. Add to that the expenses and downtime of drydocking which will also be in the millions of pesos.

A Moderator of Philippine Ship Spotters Society (PSSS), our Math Professor induced me to Calapan to have a firsthand look. After observation and calculation, I immediately conceded that if the route is Batangas-Calapan with its high traffic the FastCats will be profitable since ferries sail there 24/7 except on rough weather and storms. But I had my doubts then on other routes where the traffic is not so strong. Weaning away patronage from competitors is not that easy because it is not really a free market since many trucks and buses are already locked in in contracts with some shipping companies especially those which are good in the rebate, discounting and hospitality (like free meals) game. These shipping companies generally have their ships fully or nearly-fully amortized hence their break-even point could be lower even if their fuel cost is higher .

The FastCats are catamaran ROROs but unlike what they say they were not the first to field this type of craft since the Starlite Ferry and Lite Ferry 23 came ahead of them. The FastCat are not High Speed Crafts (HSCs) because they only sail at 17 knots. Hence, their classification will fall to Medium Speed Craft or MSCs. It seems the choice of their name was meant to fool those who are not very knowledgeable of sea crafts.

fastcat-ramp-nowell

The FastCats originated from a design of Sea Transport Solutions of Australia but all were built in China by different yards. These vessels feature aluminum alloy hulls for less weight which help in boost speed, lower fuel consumption and in resisting corrosion. A catamaran design means less drag but it can also be wicked in cross-swells. The FastCats do not carry their own ramp thus saving more weight and instead there is a hydraulically-activated ramp in the port which connects to the ship. The disadvantage however is they need a dedicated docking area because the ramp-in-the-port precludes the use of others of that space and so applying for a port are sometimes complicated by this requirement. The ramp can also be damaged by storm waves as shown by what happened in Calapan port.

The dimensions of the FastCat are 50.6 meters in length over-all, 47.2 meters in length between perpendiculars, 17.8 meters in breadth and 4.2 meters in depth. Originally the ship has 683 to 704 gross tons when these left China but with the added passenger deck for the Economy class on the bridge level (they call the bridge the “wheelhouse”) the gross tonnage rose and in the case of FastCat M6 it Is already 967 gross tons. The gross tonnage of the others would then not be far from that. The original net tonnage was 207 to 212 but definitely it is now far higher than that because of the additional Economy section. Generally, the declared DWT is 300 tons.

The passenger capacity of the vessel is between 275 to 290 divided into Tourist and Economy. The Tourist has cool airconditioning and airline-type seats with enough leg space and it is located on the deck below the Economy. The ship’s canteen which reminds one of a convenience store is also located there and its offerings are much better than the basic, short-distance ferry-ROROs around. The passenger service is much better too in all aspects. It seems the service personnel were recruited from Hotel and Restaurant Management course grads instead of the plain able-bodied seamen of competitions’. The passenger accommodations are located in only one side of the ship making for an unbalanced look. The bridge is located at the middle of the ship above the car deck.

The first FastCats are powered by 4 Cummins engines with a total of 2,600 horsepower while the latter ones are powered by Cummins clones built in China with the same power output. From a report I got the FastCats have 4 screws which means they are not using synchronizers. That means less weight, less complication, less power lost and there is no possibility of an unbalanced and difficult run if ever one engine loses power (as they will just shut down another engine on the opposite bank). The bridge of the FastCats are also modern like that of a High Speed Craft (not the ones from Malaysia) and for me the most notable feature is it produces its own power and is not dependent on the power supplied by the engine room (and that is a lot of safety margin).

fastcat-bridge
????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????

The FastCats were built by different companies in different yards in China. They total ten but the owner of Archipelago Philippine Ferries Corporation recently announced they will order more and will apply for routes in our neighboring countries and on additional routes in the country. The ship series was originally intended to be named “FastCat M1” to “FastCat M10” but heeding the Chinese aversion to the number “4” there is no “FastCat M4” and instead there is a “FastCat M11”. The first one in the series of sister ships arrived in 2013 and the last one arrived in 2016.

Analyzing the FastCats and comparing it to other ROROs of the same length what I noticed is the 17.8 meters breadth of the FastCats means an extra RORO lane. At 2,600 horsepower the FastCats do not use a bigger engine than many ROROs of the same length. That means the extra speed comes not in overpowering these catamaran ROROs. It was instead coming from the less weight due to the aluminum alloy hull, the less drag of the catamaran design and the minimalist superstructure. The last one might be the key along with the use of aluminum. The old-style ROROs really have a lot of steel being carried around. That will tell on fuel consumption and it will weigh down the speed. That is the reason why most ROROs in the 50-meter class with about the same or a slightly higher power output runs at only 13-14 knots. And for sure with the higher vessel weight and conventional hull design plus the age they consume much more fuel than the FastCats.

fastcat-car-deck-jakosalem

And that is the reason why the FastCats can, at the start, match the fares and rolling rates of the competing ROROs although they are carrying a much higher amortization rate. Anyway they cannot charge significantly higher because the better amenities and passenger service will only primarily attract the private vehicle owners driving sedans and SUVs.

However, total revenues of any transport will primarily depend on the kilometers or nautical miles run. That is true for airplanes, that is true for the buses and that is also true for ships. That is one of the reasons why budget airplanes are successful now because they practically fly round-the clock with just a few hours of lay-over and to be able to do that they use double crewing. That is also the reason why Philtranco loves the Manila-Davao run because night and day the bus runs and the more kilometers and hours it run the more is its revenues.

And that brings to the tactic that Archipelago Philippine Ferries is and will be using to have enough revenue in routes not as strong as Batangas-Calapan — they will run the opposition to the ground by running the FastCats with as many trips as possible in a day like in the 44-nautical mile Dumaguete-Dapitan route where they now have 3 round trips in a day (there is no guarantee, however, that this will not change). Somehow, something has to give way and since they are running they will be able to gain load and passengers. There is really no reason for them to wait for the next ferry unless they are contracted to it as they are not faster. Everybody loves time saved as long as the rates are about the same.

FastCats can do that many trips a day because they are faster. That is the same line of reasoning why regional container ships normally sail now at 20 knots, the same speed as our SuperFerries that became saints of 2GO. With such speed they can make more voyages in a year and that means more revenues. Or put it another way the shipping operator can make the same revenue with less number of ships. Neat, huh?

Faster time is also a come-on on ferries that have close time departures. If there is a FastCat that is promising a 2.5hr sailing time in a route then dumb is the passenger of private car owner which will opt for a 4-hour sailing. Well maybe if he is related to the owner or the Captain then it is forgivable. That is the reason why then I do not take the slow Maharlika II in the Liloan-Lipata route since Super Shuttle Ferry 18 will overtake it even if it left later and I have the benefit of a ship with better accommodations. But in shorter routes the sailing time difference will be not that much great and the come-on of greater speed will be less. The time consumed waiting in the port will be the more decisive factor then.

That is why the FastCat is dangerous for the old-style ferries and even to new Starlite Ferries. Speed is their ace. I have heard that even in the Batangas-Calapan route some now opt for the FastCat rather than the SuperCat because at 17 knots versus 22 knots the travel time difference in the 24nm route is not that great and yet there is a significant difference in fare as in almost double while their facilities are just about the same. So even the High Speed Crafts which gulp a lot of fuel and do not carry any significant volume of cargo is threatened by them.

A view of some of the old-style ferries of the competition or possible competition, same size class and engine size:

King Frederick 56.8 m x 14.0m, 2400hp, 13.5 knots when new

Nelvin Jules 56.8 m x 14.0m, 2400hp, 13.5 knots when new

Maria Zenaida 54.0m x 11.4m, 2400hp, 12.5 knots when new

Reina Genoveva 59.9m x 11.0m, 2600hp, 14 knots when new

Reina Hosanna 59.9m x 11.0m, 2600hp, 14 knots when new

Super Shuttle Ferry 12 53.0m x 10.4m, 2700hp, 14 knots when new

Lite Ferry 15 60.3m x 11.4m, 2600hp, 14 knots when new

Starlite Navigator 57.3m x 13.5m, 2400hp, 14 knots when new

Lite Ferry 1 48.7m x 11.0m, 2000hp, 13.5 knots when new

Lite Ferry 7 50.8m x 10.8m, 2000hp, 14 knots when new

Maria Helena 49.0m x 12.2m, 2000hp, 14 knots when new

Maria Rebecca 49.9m x 13.2m, 2000hp, 13.5 knots when new

Hansel Jobett 51.1m x 14.0m, 2000hp, 13.5 knots when new

Star Ferry III 46.4m x 11.5m, 2000hp, 13.5 knots when new

Those ferries are already 1.5 knots down, on the average, from their speed when new. And those 2,000hp ferries will be using more fuel now per nautical mile than the 2600-horsepower FastCats. Even when new it is not sure they were consuming less fuel because of their higher weight and drag. Those 2,600-horsepower ferries will be definitely consuming much more fuel now than the FastCats.

Note also the difference in the breadth which translates to lane-meters of rolling cargo. Those ferry sampling have on the average a greater passenger capacity than the FastCats especially since all except one have two passenger decks. But on ROROs the rolling cargo earn a disproportionate share of the revenues compared to passengers and FastCats have one or two more lanes for vehicles compared to that sampling. And if the passenger capacity of the FastCats will prove lacking then another passenger compartment can be added to the vacant side of the vessel. So sometimes it is said that the FastCats are not full but their rolling cargo load might already “full” if compared to the load of that sampling which has a narrower and smaller vehicle deck than the FastCats.

There are short-distance ferry-ROROs that are in the 60-meter class that can run at 14-14.5 knots true speed if they want but on the average these feature engines that are on the average are bigger as in nearly 1,000 horsepower more. The fuel consumption difference compared to the FastCats will even be greater and actually they might be one truck longer than the FastCats but still the rolling cargo capacity of the FastCats are bigger. A sampling:

Maria Felisa 57.4m x 13.0m, 3600hp, 15.5 knots when new

Maria Vanessa 57.4m x 13.0m, 3600hp, 15.5 knots when new

Maria Oliva 64.3m x 13.5m, 3200hp, 16 knots when new

Maria Ursula 61.4m x 14.0m, 3400hp, 16 knots when new

Reina de los Angeles 60.9m x 12.8m, 3600hp, 16 knots when new

Anthon Raphael 61.4m x 14.0m, 3400hp, 15.5 knots when new

For sure this set consumes a lot more fuel than the FastCats and there is still a 2.5-3-knot disadvantage.

The only one in this size which will not be too a laggard compared to the FastCats is the Jack Daniel of the Sta. Clara Shipping Corporation. She is 65.0m x 14.0m and sailed at 17 knots when new but her engine has 4,300 horsepower already, well over the 2,600 horsepower of the FastCats. Maybe the aluminum hull and the catamaran design did a lot of magic to keep the FastCats separated from the pack.

Which brings us to the new Starlite ferries. These are 66.8-67m x 15.3m ferries and that means a car deck capacity nearly equal to the FastCats. These definitely has more passenger capacity at 750 persons but as I have said if a new passenger compartment will be built on the other side of the FastCats the current passenger capacity of 300 of the FastCats will nearly double to 600 which will not be much behind than the new Starlite ferries. These new Starlite ferries have a speed of 14.5 knots and 3,650 horsepower are needed to produce that speed. So for a possible equality in passenger and rolling cargo capacity the new Starlite ferries are using more fuel for even less speed. Now I begin to understand why there are a lot of catamaran ROROs in other countries with aluminum hulls. They are simply more efficient. And these are the aces of the FastCats.

fastcat-canteen

If all can run 100 to 150 nautical miles average in a day (that is about the back-and-forth run of the Cebu ferries to Ormoc) then they might be able to amortize their fleet, my guess. In Batangas-Calapan they have no problem with that quota. In Cebu-Ormoc, the Oceanjets and SuperCats do over 200 nautical miles in a day, to think and they are profitable (with maybe a 2/3 load) even though they guzzle a lot of fuel. That will take a lot of wrestling customers away from other shipping companies. Well things do not happen in a vacuum. With amortized ships the others could choose to lower the fares and the rates (now that will be good for the the riding public and shippers; after all rolling and cargo rates in the Philippines is really high).

But then I don’t place too much emphasis on that now. If the amortization is only P80,000 a day, if a FastCat runs 8 trips in a day that will be only P10,000 per trip and if that is Batangas-Calapan that will just mean taking out the revenues from two trucks! And it might just be one truck in longer routes! Above and beyond the operational costs like fuel, labor, etc. Dangerous, dangerous! For the competition, that is. That also shows how high our rolling rates are (as I always asked since when did MARINA learn how to properly compute rolling and container rates?)

However, in the Liloan-Lipata route I heard a disquieting report. One FastCat has left and the remaining one also cheats now on the schedule as in they compact the schedules if there is not enough load (well, useless to run and run if the load cannot justify it). The reason is the Cargo RORO LCTs there are suctioning the trucks like vacuum. That is also a phenomenon noted in the various Cebu-Leyte routes and even in the various Cebu-Bohol routes. Cargo RORO LCTs can offer rates as low as half of the conventional ROROs and for trucks that is a decisive come-on. And that is the reason why and Cargo RORO LCTs seem to be also a new paradigm change.

And besides many commercial vehicles (trucks, buses and panel trucks like those of LBC, etc.) are already locked in through company-to-company arrangements and through the use of super special rates and special rates plus other inducements. As I said it it not really a free market and the only ones that actually pay the published rates are the newcomers and the seldom travelers. The published rates are actually artificially high so as to cover all the discounts that the RORO ferry companies are giving to their regulars. This is actually a sucker’s world but the newbies do not realize that.

Which of the two paradigm changes will prevail? And will the old RORO ferry companies hold on through the locking game? Well, only the future can tell (how can we guess all their moves, counter-moves, guts and instincts?). But I love paradigm changes. With those things begin to get interesting.

fastcat-docked

Photo Credits: Carl Jakosalem, Nowell Alcancia, Mike Baylo, PSSS

What Could Be The First True Test Of The New Starlite Ferries

Since last year, 2015, the new Starlite ferries began arriving in Batangas, the home port of Starlite Ferries Incorporated. So far as of this writing (September 2016) four has arrived in the country, the Starlite Pioneer, the Starlite Reliance, the Starlite Eagle and the Starlite Saturn. These are brand-new ferries ordered from Japan from a loan extended by the Development Bank of the Philippines (DBP). More are actually on the pipeline and coming soon.

These new ferries were built by the Kegoya Dockyard in Kure yard, Japan and by Fukushima Zosen in Matsue yard, Japan (another report said Shimane yard). The common measurements are 67.0 meters length overall (LOA) by 15.3 meters breadth by 9.4 meters depth with a Gross Tonnage (GT) of about 2,700. The DWT is about 915 and the passenger capacity is about 750 which indicates an all-seating arrangement. The top sustained speed of these ferries are 14.5 knots.

The owner of Starlite Ferries, Alfonso Cusi is too proud and expansive about his ferries. As advanced features he cites the bulbous stem but then most ferries of this size since 30 years ago already featured bulbous stems. This feature lessens drag which then increases the speed by a little. Cusi also cites its motion dampening system. Admittedly this is a plus on rough seas as added passenger comfort. The owner also cited the deep draft of his new ships. That will add to the stability of the vessel because it lowers the center of gravity.

I was hoping Cusi will mention other features like ECDIS but he did not mention it or even INMARSAT (it might have NAVTEX though). I hope the ship has an autopilot and automatic docking system. I also would want to see if she already has the joystick instead of the traditional steering wheel. Plus a collision avoidance system. And a depth finder that is mated to ship’s autopilot to immediately stop the ship if grounding or hitting an underwater object is imminent. If the ship has these features then all the expansiveness of Cusi will be justified. When he talks he makes it sound as if all the other ferries of his competition are already obsolete.

Externally, the new Starlite Ferries don’t look much. It is as if she borrowed the lines of a 1960’s ship, to be honest. Actually, the newer ship of Cokaliong Shipping Lines look better aesthetically. Also the Jack Daniel of Sta. Clara Shipping or even the Trans-Asia 3 of Trans-Asia Shipping Lines. If her external lines looked impressive the more that there will have been be “Oh’s and Ah’s”.

The ships have high sides. That is a plus on rough seas and also a plus when listing. However, that feature might not be tested as the government is already nervous about any kind of rough seas and will suspend voyages when storm winds several hundred kilometers away reach 60 kilometers per hour which is even less than a full gale in England. But for Cusi to say all ferries here were designed for the calm seas of the Inland Sea of Japan is too much. Some of our ferries from Japan had routes to the Ryukyus or some shimas outside the Japan main islands. To also say that his new ships are the only IACS-classified ship is also out of the line. China belongs to IACS and they have ships here along with the FastCats of Australian design and which are ABS-certified. Many ships from Japan when they came here were also Class NK.

I just wonder about the 9.4 meters depth of these new Starlite Ferries. That is double the normal depth of ferries her size. Does she have a second car deck below her main car deck? If that is the case then she will be carrying an impressive rolling cargo capacity. Whatever, her 15.4 meters breadth also caught my attention. ROROs her size normally don’t exceed 14 meters in breadth and many are even less than that. Maybe that is the reason why instead of being sleek they look a little bloated to me.

That 15.4 meters might be a plus as that might mean 4 full lanes. It might not accommodate 4 buses or trucks across but definitely it will accommodate two trucks and two sedans or SUVs across while the ferries of this size might have difficulty doing that over the entire length of her car deck. But the caveat is if she can attract that many vehicles.

Fifteen new ferries are arriving for Starlite Ferries. That means that where before they can just stick to Mindoro island routes, their home ground , this time around they have to expand to other routes. In media, it was stated that Starlite Ferries will enter the Cebu-Ormoc route. The Cebu to Leyte routes especially on the vehicle side is crowded especially with the entry of the Cargo RORO LCTs and even the well-established overnight shipping companies are cringing at the onslaught of that new paradigm as these offer rates as low as half of the rates they used to charge. Trucks are the biggest source of revenue across Camotes Sea not the sedans or AUVs, at least in rolling cargo. There are no buses in these routes.

Can Starlite Ferries compete against them? In trucks the rolling rate is the decision point. In Mindoro, Starlite Ferries has proven they are good in locking in buses as they have in their bag the biggest bus company to Panay, the Dimple Star. But there are no buses here. I wonder how Starlite Ferries will win the trucks which now make a beeline to the Cargo RORO LCTs for they are the cheapest in the route by a big margin. These can afford to do that since they have no investment in passenger comfort and amenities and they can sail slow with their less powered engines and the longer transit times are understood part of the low charge.

Compete in passengers? Somehow being new is a plus in the decision of the passengers – as long as the departure times are proximate. I wonder if Starlite Ferries will sail at night because if they will do that then they have to provide bunks and not only that but several classes of accommodations are well. The competition even has Suite Class. Meals and a dining area are also expected. The burned Wonderful Stars of Roble Shipping was the benchmark in that.

I wonder if the superior speed of the new Starlite can come into play. In the Cebu-Leyte route if the voyage is at night a superior speed might mean nothing at all because that will only result in an ungodly arrival which does not mean anything to most passengers. If Starlite leaves at 11pm like the competition what is the advantage of a 3am arrival over a 4am arrival? One thing sure if Starlite Ferries come into Ormoc with only benches or seats they will already be losing a lot of passengers. Unless it is a jetseater type of seat in an airconditioned accommodation that is priced low.

If it is a day trip the superior speed might factor in a bit. They can depart as late as 1pm and arrive at 5pm which is still acceptable and passengers will have the option of having lunch at shore that is not very early. Or leave at 8am and still arrive at noon. However, at sheer speediness they can’t make much out of it since those who want it real fast will opt for the fastcrafts of Oceanjet, SuperCat or Weesam Express. Or even the plane being sold now by Cebu Pacific.

The Starlite Ferries are also carrying a lot of amortization weight in every ship whereas their competitors do not have such burden. Some even have their ships debt-free and some are carrying the low interest and easy terms of the ships from China and that is common in the Cargo RORO LCTs. A rough guesstimate is about P3 million per month of principal and interest payments for each new Starlite Ferries. That could be some P100,000 a day. And that is above any operational cost, depreciation, mandatory fees and insurance charges.

Cebu-Ormoc will be the first real test of the new Starlite Ferries. They will be starting from scratch and will not have the advantages and favors of having operating for long in Mindoro where they have already locked-in customers. If in Mindoro they only have a handful of competition but in Cebu-Leyte since all parallel routes are actually competing then they are arrayed at dozen plus competitors which have ships of all kinds.

Their main opponent might not be even in Ormoc as it might be the better ships of Palompon, a parallel route where Cokaliong Shipping and Medallion Transport have ferries better than what can be found in Ormoc and are even cheaper. The tough opposition can also be found in the many nondescript ports in Leyte being used by the Cargo RORO LCTs like the GGC Port and the IDHI port along with the the Hindang Port used by Goldenbridge Shipping. A report to me said there is even a new unidentified port 27 kilometers south of Ormoc being used by the Cargo RORO LCTs. And of course Bato, Hilongos and Pingag, Isabel have more than a fair amount of rolling cargoes and passengers. Cebu-Ormoc is also a bread and butter route of the High Speed Crafts which are known to adjust fares to boost ridership.

I am really interested to watch how this will play out. They might see a dogfight soon.

Photo Credits:

Jefferson Provido [Starlite Pioneer]

Ralph Russell Abesamis [Starlite Eagle and Starlite Saturn]

starlite-eagle-and-starlite-saturn