It is really true that nowadays a cruiser ship really can’t compete with a RORO ship. Since cargo is the main source of revenue and loading vehicles is the biggest source of revenue, it cannot be overemphasized that the loose cargo loaded on cruiser ships will seem paltry compared to what can be loaded by a RORO ship. The cargo holds of cruiser ships are actually even smaller than that of the car/cargo decks of RORO ships. Plus, a RORO ship can load and unload faster as they can use forklifts while in cruisers it is still mano-mano. I am talking here mainly of overnight ships.
In Cebu, I noticed there are only three ferry companies still operating an all-cruiser fleet – Lapu-Lapu Shipping Lines, Gabisan Lines (and Gabisan has already acquired ROROs which are not sailing yet as of the time of the writing of this article) and South Pacific Transport Company. In Zamboanga, the ratio of cruiser ships to the whole ferry fleet is better as Zamboanga is still a cruiser ship stronghold if Moro boats are included in the count. In all other places of the country, the cruiser ships are a dying breed. They are just following the wakes of the motor boats (the lanchas and batels) into obsolescence and death.
Outside of Zamboanga, there are no more cruiser ships that arrived in the recent years. In Cebu, the last time one was launched was when the former cruiser ship Honey was remodeled to become the Lapu-lapu Ferry 8. Meanwhile, LCTs just keep on multiplying in Cebu and LCTs whether it is just pure cargo or ROPAX are also ROROs.
The three mentioned cruiser shipping companies in Cebu won’t probably sink anytime soon. They are after all the survivors now and all are resilient. But one, the last-mentioned, the South Pacific Transport is the one that will not sink in any event. The reason? The owner of South Pacific Transport is an established shipyard in Tayud, the Fortune ShipWorks which also owns a cargo shipping company, the Fortune Sea Carrier, Inc.
South Pacific Transport has only two ships, the South Pacific and the Fiji – II and both are small cruiser ships. Fortune ShipWorks, the main company, were the builders of the two. The ships have only one route, the Cebu-Bato (Leyte) route and the two ships alternate to maintain a daily voyage. A few years ago, South Pacific Transport tried a route to Cabalian (Southern Leyte) but it did not last long. The van and bus extensions to Cabalian and beyond of the competing ferries to Hilongos can no longer be beaten.
South Pacific was the first one to be built, in 1975. This ferry measures 38.5 meters by 7.3 meters by 2.2 meters with a gross tonnage of 230. Her net tonnage is 115 and the DWT is 300 tons. The passenger capacity is 302 spread over two passenger decks. This ship is an overnight ferry with bunks in just a single Economy class. The amenities are basic but the fare is cheap.
The ship has a raked stem and a cruiser stern with just one mast and a single funnel. The South Pacific is powered by a single Isuzu marine engine of 500 horsepower and the ship has a top speed of 13 knots. The permanent ID of the ship is IMO 8428002 and her Call Sign is DYFQ. She has no MMSI Number.
Meanwhile, Fiji – II came in 1982. She measures 37.9 meters by 6.7 meters by 2.9 meters and her gross tonnage is just 180. The ship has a net tonnage of 111. Her passenger capacity is 300 which is almost the same as that of South Pacific and that is also spread over two decks. The ship as an overnight ferry is also equipped with bunks in a single, no-frills Economy class.
The two ships have similarities in the superstructures and like the South Pacific the Fiji – II has a raked stem, a cruiser stern and a single mast and funnel. However, this ship is equipped by a single 500-hp Cummins engine which gives the same top speed of 13 knots. The permanent ID of Fiji – II is IMO 8426221 and her Call Sign is DUH2039. Like the South Pacific she has no MMSI Number.
The two ships are still very reliable and still has enough patronage although they are under pressure now by the bigger ship of competitor Medallion Transport, the Lady of All Nations. Two shipping companies can be accommodated by the small town and port of Bato because many of the passengers there are still going to the many other towns of Southern Leyte.
Although Maasin is officially the gateway port of the province, in actuality it is Bato and a port north of Bato, the Hilongos port which are the actual gateways of Southern Leyte. The reason is the shorter distance to Cebu plus the presence of the shortcut mountain road from Bato to Tomas Oppus town of Southern Leyte which brings the passengers faster by vans and buses to the towns along Sogod Bay and beyond. This combination of ferry and van actually sunk the ports of Sogod, Liloan and Cabalian which once had direct connections by ferry to Cebu, their main commercial and educational center.
Maybe such characteristic of Bato helps preserve the viability of South Pacific Transport to Bato when the like of Maypalad Shipping which had routes to Sogod and Liloan had already given up a few years ago. The ship to Cabalian has been gone much earlier.
Will South Pacific Transport last? An officer of theirs told me their ships will sail as long as the owners want them to for they have no problem in maintenance as they have their own shipyard. And also implied maybe is the owners have other sources of revenues like the other shipping company.
Will South Pacific Transport junk their cruisers and get ROROs in place of them? Now only the owners of the company can answer that, of course. Whatever, there is no question that they can afford to buy ROROs because as shown in their cargo ships, they can continuously buy additional ones.
I just hope Southern Pacific Transport don’t give up their cruisers and continue to maintain them sailing even for the memories and for history’s sake.