The Bogo Connection to Masbate

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Photo credits: Philippine Herald and Gorio Belen

In the old days, the Cebu connection to Masbate went from Cebu port. And among those that provided that connection were liner companies whose ships pass by Masbate first before heading to Cebu and northern Mindanao and from there their liners will retrace back the route. That is gone now and the last Manila liner that provided such connection was the Cebu Princess of Sulpicio Lines which stopped sailing in the aftermath of the Princess of the Stars‘ sinking in a typhoon in 2008. However, until a few months ago there were a ROPAX Cargo ship, the Super Shuttle RORO 3 of Asian Marine Transport Corporation that was running a route from Batangas to Cebu (Mandaue actually) and Cagayan de Oro via Masbate.

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Photo Credit: Wakanatsu

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Trans-Asia Shipping Lines also had an overnight ferry route from Cebu to Masbate since almost 40 years ago. That is gone now too, a victim of the decline of their fleet and now it is only Cokaliong Shipping Lines that has a Cebu-Masbate passenger service but it only runs once a week. Also long gone was the Palacio Lines’ route from Cebu to Placer, Masbate. But still around is the Lapu-lapu Shipping Lines’ route from Cebu to Cataingan, Masbate which is usually run by their Lapu-lapu Ferry 1, a cruiser ship.

In the past, wooden motor boats also did routes from various ports in Masbate to northern Cebu using the ports of Hagnaya, Maya and Polambato. The three are in San Remigio, Daanbantayan and Bogo towns, respectively. However, from the 1980’s, MARINA, the maritime regulatory agency, consistently pressured the wooden motor boats (the lancha) to retire citing them as “obsolete” and “unsafe”. Some had their franchises revoked and that practically ended the lives of the shipping companies owning them (many operate wooden motor boats because they can’t afford to buy steel-hulled ferries).

MARINA was so successful in that campaign that no motor boats still do a Cebu-Masbate route. What remained were the big passenger-cargo motor bancas which run until now (maybe these are “modern” and “safer” than the phased-out motor boats?). These motor bancas originate from Cawayan, Placer, Esperanza and Pio V. Corpus towns in Masbate. The eastern portion of Masbate island, by the way, is actually Cebuano-speaking and their economic tether is to Cebu. Their motor boats connect their people and their goods to Cebu. Some of their scions actually study in Cebu, too, and work there later on.

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Polambato port (Photo credit: James Gabriel Verallo)

This was the state of things when President Gloria Macapagal Arroyo pushed her Central Nautical Highway which pushed for ROROs. Since the nearest Maya port was in disrepair and there are issues of depth, the port of Polambato was designated as the connecting RORO port to Masbate. That was a two-birds-in-one-stone move as Polambato was already the connecting port to nothern Leyte via the Palompon port (it still is until now). So only one RORO port had two be developed for two routes. Neat but a route from Polambato is longer than a route from Maya port.

On the side of Masbate, two ports were offered as connection, the port of Cawayan on the southern side of Masbate island and the port of Cataingan on the southeastern end on the island in the protected Cataingan Bay. Cataingan port is the logical choice since it is actually the best port in eastern Masbate as it is considered the district port and it lies in a protected bay. In the past, it was a home of motor boats going to Cebu. It also has a shorter road distance to Masbate City, the main economic center of Masbate province and the take-off port of Masbate to the Bicol mainland. There was also an attempt for a two-birds-in-one-stone move there as Cataingan was also declared to be the Masbate port that will connect to Naval, Biliran and Leyte island.

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Cawayan port (Photo credit: Noel de Mesa)

Cawayan port, meanwhile, is a bit more distant from Masbate City and when the RORO route was opened its roads were in a worse state compared to the Cataingan-Masbate road which was at least asphalted though beginning to crack (now, however the roads of the two towns to Masbate are already improved). And in the Cataingan-Masbate road there are more towns and hence more commerce, more sources of produce and of course, passengers. But how come they still built the Cawayan RORO port? Well, maybe there was politics (I don’t know just where) and Gloria was actually too fond then of duplicate ports. It brings more income to you-know-where. So it was actually a one-bird-with-two-stones maneuver.

I also just wonder about the fate of Placer port on the southern side of Masbate island. In the past, Placer was the connecting port of the southern side of Masbate island to Cebu City. It is even closer to Bogo than Cawayan (or even Cataingan) and the RORO will be less broadsided by the habagat and amihan waves in that route. They said there is an issue with the port with regards to depth but it was never clear to me (again was there politics?). Whatever, Cawayan won out over Placer and that was that. One’s fate and progress can really just be decided in an instant in Manila and NEDA, the validator of projects is actually just a stamp pad.

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Cataingan port

Montenegro Shipping Lines Inc. (MSLI) pioneered the Polambato (Bogo) to Cataingan route. Among its early clients were its own ROROBus intermodal buses doing a Manila-Cebu route via Masbate. Meanwhile, it was the Asian Marine Transport Corporation (AMTC) that pioneered the Polambato (Bogo) to Cawayan route with their Super Shuttle Ferry 19, a double-ended ferry. Montenegro Lines used a rotation of ferries in the Bogo-Cataingan route while Super Shuttle Ferry 19 is sometimes not in the route and none is running at times as AMTC lacked ships as the years went by because they lose ships (as in hull losses) and also because of ship unreliability.

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The ferry next bigger to the basic, short-distance ferry-RORO in Polambato (Photo credit: John Carlos Cabanillas)

Both routes are still running now and Montenegro Lines even tried a twice a day sailing but settled with a once a day sailing with a ship next bigger in size to the basic, short-distance ferry-RORO, the starting ship of both routes (or a modernized LCT at times). Lately, however, Asian Marine Transport Corporation sold out both its ships and its route to Cawayan and Super Shuttle Ferry 19 became the Cawayan Ferry 1 of the new company D. Olmilla Shipping Corporation. The Bogo-Cawayan route, as a note, still has no intermodal bus and it is the weaker of the two. I heavily doubt if it can overtake Cataingan.

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Cawayan Ferry 1 (Photo credit: James Gabriel Verallo)

Even with these two routes running, the motor bancas of Masbate still sail regularly to Bogo and Maya. These motor bancas sometimes carry hogs (in a deck below the passenger deck) and that is a commodity not acceptable to MSLI or AMTC unless it is loaded in trucks and even then it will only be loaded with reluctance (as their passengers might complain of the smell in the 6-hour voyage). And besides, the passengers and the cargo of the motor bancas enjoy a point-to-point direct sailing with no land transfer (the ROROs doesn’t go to Placer or Esperanza). It might even stop offshore near a remote barrio and the passenger and cargo will be transferred to his own motor banca. Bookings can also be done informally (and even by cellphone). A passenger from Placer can be picked up by the Cawayan boat at sea if they receive a validated text message and if there is no motor banca from Placer.

Though affected by the development of the Bogo-Cataingan route, the Cataingan-Cebu ship of Lapu-lapu Shipping is still running. Its service of loading frozen fish in styrofoam boxes without using trucks can’t still be equaled by the Cataingan-Bogo RORO as a truck would be needed from Bogo. They send it out by Lapu-lapu Ferry 1 and it will just be picked up by the customer in Cebu Pier 3 and the empty boxes will be loaded by the customer in the return trip. Sometimes, the advantage of a RORO is overstated by the government which is always pushing it. How can shipping 2 or 3 styrofoam boxes be sulit using a truck or a Multicab?

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Lapu-lapu Ferry 1 in Cataingan port

The route from Cebu via Masbate to Manila is not cheaper compared to the Cebu to Manila route via Leyte and Samar although looks shorter on the map. That was found out by a Swiss member of PSSS (Philippine Ship Spotters Society) member who did both routes in the same month. The RORO rates via Masbate is high because there is lack of competition and maybe the sea crossing is longer if the Bogo-Palompon route is taken as the comparison. Meanwhile the rates via Leyte and Samar are cheaper and sometimes there are discounting plus there is the cheap Cargo RORO LCTs. However, the land route through it is some 225 kilometers longer compared to a Pilar, Sorsogon route and 265 kilometers via a Pio Duran, Masbate that both uses Masbate.

Whatever, the Bogo routes will definitely stick. That is what was shown by the last decade. Well, unless it is supersed by the Maya port which is under construction now. It might not necessarily be cheap but there are people and goods that has Masbate as a destination (and newbies who will think it is cheaper through there since it looks nearer on the map). And there are those who will still prefer the shorter route and just save on time. And also save on wear on the vehicles and the driver. And arrive earlier and for truck owners save on wages and have their trucks be available for an extra day.

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Maya port (Photo credit: bUs sPoTTeRs

If only their rates are more competitive then maybe the Bogo connection will be flying now.

The Ferry Routes of Sulpicio Lines and the Assignments of Its Ships

Among the local liner shipping companies before, it was Sulpicio Lines which was known for an almost unvarying schedules and routes. For nearly 15 years until they were suspended from sailing by MARINA (Maritime Industry Authority) because of the capsizing of the MV Princess of the Stars off Sibuyan Island, their schedules were almost the same. The only significant change was when the MV Princess of Unity arrived in the country in 1999 and Sulpicio Lines created an entirely new route for her, the Manila-Cebu-Davao-Dadiangas (General Santos City) route. But this route was permanently gone in 2005. For a time, Sulpicio Lines also gave MV Manila Princess a route similar to the MV Maynilad (Manila-Zamboanga-Davao route). But she did not last as they can never make it engines reliable enough.

With an unvarying route, Sulpicio Lines does not need to advertise in the national and local papers unlike her main competitor WG&A Philippines (later the Aboitiz Transport System or ATS) which always changed assignments and schedules. Passengers know which day there is a Sulpicio ship in their area and what is the hour of departure. They just go to the port as Sulpicio Lines does not practice the online booking system. The only failure would be then was if the scheduled ship is on drydock. However, if a suitable reserve ship is available, Sulpicio Lines will still run the route and schedule. And that was one of the functions of their MV Manila Princess then, to relieve ships going to the drydock.

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Folio credit: Ken Ledesma

The queen route of Sulpicio Lines was the Manila-Cebu route. This was the route where they field their flagship and that runs twice a week (so that means plenty of interport hours for the ship). Many of her passengers are still bound to the other islands including Mindanao and so they still transfer ships. Some of them do after shopping in SM Cebu or in Colon. Or some leave their belongings somewhere and go to Carbon Market. SM Cebu, Colon and Carbon are all just near Cebu port.

Conversely, some of the passengers of the ship going to Manila are from the other islands including Mindanao. Cebu Port is actually a great connecting port. In a hub-and-spoke model, Cebu Port is the hub and the routes emanating from her as the spokes.

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Photo credit: Britz Salih

In these nearly 15 years, three ships served as the flagship holding the Manila-Cebu route. The first was the MV Princess of the Orient starting in 1993 when she arrived in the country. She replaced the old flagship which was the MV Filipina Princess. However, on 1998, Princess of the Orient sank in a storm off the coast of Cavite. The MV Princess of the Universe then replaced her on the route and she held the route until 2004 when MV Princess of the Stars arrived.

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Going back to a more distant past, it was in 1975 when Sulpicio Lines adopted an exclusive Manila-Cebu route in the mold of MV Sweet Faith and MV Cebu City when it fielded the MV Don Sulpicio came (this ship was more known by her latter name – MV Dona Paz of the sinking infamy). When MV Don Sulpicio was hit by a fire while sailing (and beached), the MV Dona Ana replaced her on the route (this ship was also more known by her latter name – MV Dona Marilyn of the foundering infamy near Maripipi island). When the MV Philippine Princess arrived in 1981 she took over the Manila-Cebu route until MV Filipina Princess displaced her in 1988.

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The next most important route for Sulpicio Lines in this period was the route held by the MV Princess of Paradise, the fastest liner in the country for about a decade or so. She held the Cagayan de Oro route and she sails to that port twice a week. One was a direct voyage and only taking 25 hours for the 512-nautical mile route. On the way back to Manila, she calls on Cebu. Her next voyage in the same week will be a one that will call first in Cebu and Nasipit before going to Cagayan de Oro. From Cagayan de Oro she will do a direct voyage to Manila.

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Photo credits: Sulpicio Lines and Josel Bado

The third most important route for the company during this time was the Manila-Cebu-Surigao-Davao route held by the big and former flagship MV Filipina Princess. This route has rough waters during the ‘amihan’ (the northeast monsoon) but it seems with her sailing ability she was just fit for this route. Being just run once a week she has long lay-overs in Cebu Port especially on her way back to Manila where she stays overnight. These long lay-overs was one of the characteristics of Sulpicio Lines and passengers appreciate this because they are given time to visit relatives and to shop. As for me, I welcome it as it gives me a chance for “free tourism” (as I don’t have to spend to reach the place and if I am already tired and sweaty I can go back to the ship and partake of its free meals, too).

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Photo credit: Britz Salih

The next most important route of Sulpicio Lines after this was the weekly Manila-Iloilo-Zamboanga-Dadiangas route, a route that does not pass through Cebu but nevertheless calling on three regional centers of trade and commerce. In the Philippines, the routes passing through Iloilo are the next most important after the routes passing through Cebu. Three ships held this route for Sulpicio Lines. The first was the MV Princess of the Pacific. After she grounded on an islet off Antique in 2004 which resulted in comprehensive total loss (CTL), she was replaced by the MV Princess of the World. Later, when she was destroyed by fire the MV Princess of the South held this route. Except for MV Princess of the World, in terms of size, these ships were already a notch below the ships that served the first three routes, an indication of the relative difference of the central routes via Cebu and the western routes via Iloilo. Their speed too is also no longer in the 20-knot range of the ships in the first three routes (except MV Princess of the World).

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Photo credit: Britz Salih

After the four come the relatively minor ships and routes of Sulpicio Lines (although the route held by MV Cotabato Princess does not look minor). And I will start first with that. MV Cotabato Princess held the Manila-Estancia-Iloilo-Zamboanga-Cotabato route. Actually, the liners from Manila does not dock in Cotabato Port which is a shallow river port. Instead, they dock in Polloc Port in Parang, Maguindanao, a significant distance away. This route has long lay-overs, too. Since there are plenty of marang, durian and lanzones in Zamboanga, enterprising passengers will bring in those fruits and sell to the passengers while sailing. It will be sold out by the time the ship is docking in Manila. So that there will be no restrictions they will also give the crew and the captain their shares. Estancia, meanwhile, is known for its abundant fish supply.

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Photo credit: Britz Salih

The next most important route after this was the weekly Manila-Dumaguete-Ozamis-Cebu route. Upon reaching Ozamis, the ship still goes to Cebu and comes back the same day in the evening after the arrival. In this way, the Sulpicio Lines ship also serves as a Visayas-Mindanao overnight ship but she has only a few passengers in this role. Since this route was a chopped version of the former route that still calls on Cagayan de Oro (dropped when MV Princess of Paradise arrived), she has two overnight lay-overs in Dumaguete which was nice. Adventurous passengers use that chance to roam the famous Dumaguete Boulevard. Two Sulpicio ferries served this route. The first was the old flagship MV Philippine Princess. When she burned in 1997 (in a drydock), the MV Princess of the Caribbean replaced her. Both ships are cruisers.

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I do not know the next most important route of Sulpicio Lines. All were weekly and all seems not to be priority routes. Here, the older and lesser ships of Sulpicio Lines were concentrated.

I might start with the near-parallel route of where MV Princess of Caribbean served. Incidentally, they depart Manila simultaneously. The ship on this route was the MV Dipolog Princess and from Manila it goes first to Tagbilaran, then Dipolog (actually Dapitan) before proceeding to Iligan and Cebu and she will retrace the route. Like the MV Princess of Caribbean she was also assigned an overnight Visayas-Mindanao route. She has even less passengers in this role. She has also long lay-overs but not overnight ones. This ship and route functioned as the ride of the Bol-anons in Lanao to their home province. This was not actually a strong route as the voyage takes too long and the ship was no longer at par with the good standards of the era. Many in Lanao just take the ferry to Cagayan de Oro and take the bus. That was also true for passengers from Manila.

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Photo credit: Joe Cardenas

I would rather next discuss the route to Palawan before discussing the routes that hook eastward. Sulpicio Lines has also the route to Puerto Princesa via Coron. It was the MV Iloilo Princess that was assigned there. But if there is a vacancy in the other routes, the ship has the tendency to leave Palawan and substitute. MV Iloilo Princess was also not that reliable as her engines were balky and I heard that only one chief engineer, the most senior, had a good feel for her engines. When MV Iloilo Princess burned in a shipyard in 2003 there was no replacement on the route any longer.

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Photo credit: Gorio Belen

The next route was a route that has permanence. It was the “longest” route in the company which means it had the most ports of call, a type which was a remnant of the routes of the past when express liners were just few, the roads were still bad and shipping companies try to call on most ports possible for increased revenues. This was the Manila-Masbate-Calubian-Baybay-Maasin-Surigao route. This was even the chopped version (it was up to Butuan in the old past) so it might be a surprise to some. Calubian was a port of call because of the emotional attachment of the owners to it (they started somewhere near there) although it has lost all significance. The MV Palawan Princess mainly held this route after she was displaced in the route to Ozamis. It had no airconditioned accommodations and the general arrangement plan was much like an ex-FS ship although she was bigger. She was the oldest liner then (not really a liner but a passenger-cargo ship). Her alternate was the much better MV Surigao Princess. But she cannot hold the route for long because of problematic engines. Too bad because though small her accommodations are up to Suite level (what a contrast with MV Palawan Princess). MV Surigao Princess was gone in 2003 when she was broken up.

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Photo credits: Times Journal and Gorio Belen

Surigao Princess

Photo credit: Edison Sy

The next route and ship were remarkable because they were able to hold on to the route when her era was already over because of the coming of the intermodal transport. The route was the Manila-Masbate-Ormoc-Cebu route. No, you can’t buy a Manila-Cebu ticket for this ship. You would have to pay extra for the Ormoc-Cebu leg which functions as an overnight route (in the MV Princess of the Caribbean and MV Dipolog Princess one can’t also ask for a ticket up to Cebu from Manila). There were long lay-overs too in Masbate and Ormoc. Even when the intermodal was already ruling, the MV Cebu Princess still soldiered on in this route because Sulpicio Lines simply won’t send ships to breakers as long as it was still capable of sailing.

The last liner route of Sulpicio Lines was a route that changed, was cropped within the period I am discussing (the other I mentioned that were cropped were cropped before this period). This was the route of the MV Tacloban Princess. Originally, she had a twice weekly route to Tacloban with one of that passing by Catbalogan. But with the loss of passengers and cargo to the buses and trucks, they dropped Catbalogan. For a time she even stopped sailing the Tacloban route (just too many buses here and also trucks especially trucks going back to Manila looking for a load). There was a time Sulpicio Lines combined her route with the route of MV Cebu Princess. Sulpicio Lines simply does not give up on a route and area. And that characteristic was the one lost by Philippine shipping (and that was irreplaceable) when they went out of ferry business because the other competitor was known for dropping routes in a minute because bean counters ruled there.

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Photo credit: John Carlos Cabanillas

Aside from these liner routes, Sulpicio Lines also had dedicated overnight ferry routes and ships. For the Cebu-Cagayan de Oro overnight route they used two ships. The first was the MV Cagayan Princess. But when the competition heated up in this route they fielded the new liner MV Princess of the Ocean. After she was assigned there, nobody can outgun Sulpicio Lines in the Cebu-Cagayan de Oro overnight route in size and speed (well, even in the prestigious and premier Manila-Cebu route, Sulpicio Lines does not want to be outmatched).

And for the Cebu-Nasipit overnight ferry route, they have the MV Nasipit Princess at the start. But she does not sail in most days as its engines were really bad. When MV Princess of the Ocean was assigned in the Cagayan de Oro overnight route, the MV Cagayan Princess was assigned the primary duty in the Nasipit overnight route. In 2005 the MV Princess of the Earth came and she relieved the MV Cagayan Princess which was then brought to a new route, the overnight ferry route to Naval, Biliran. The Nasipit (Butuan in Sulpicio Lines parlance) overnight ferry route was one overnight route that Sulpicio Lines dominated in this era as the competition was inconsistent (sometimes there were ships, sometimes there were none).

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In 2008, Sulpicio Lines was suspended from sailing in the aftermath of the MV Princess of the Stars tragedy. Three ferries, the MV Cebu Princess, the MV Cagayan Princess and the MV Tacloban City were sold off immediately to raise cash (and I knew then that the routes that hooks eastward and the most threatened by the intermodal will be finally lost). A few ships were allowed to sail thereafter but MV Cotabato Princess quit soon. Meanwhile the Sulpicio Lines fleet languished in Mactan Channel.

One by one the laid-up ships were sold to the breakers starting with the MV Princess of Paradise and MV Palawan Princess. This was followed by the MV Cotabato Princess. I guess they were trying to raise cash for settlement and other expenses by these disposals and also to amass cash for the purchase of new cargo ships. They had then two ships sailing, the MV Princess of the South which was holding the Manila-Cebu route and the MV Princess of the Earth which was sailing the Cebu-Cagayan de Oro route with a diversion to Nasipit twice a week.

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There were five ships then in Mactan Channel and in their wharf in Pier 7 in Mandaue. These were the MV Princess of the Universe, the MV Filipina Princess, the MV Princess of the Ocean, the MV Princess of the Caribbean and the MV Dipolog Princess. It is as if Sulpicio Lines was still waiting for a favorable turn of events in the greatest crisis of their company when public opinion was very much against them. But in one fell swoop they sold the five laid-up ships to the breakers. Maybe for emotional reasons the departures happened in the night.

Laid up three years those ships already deteriorated especially they were in sea water. Every year not used the budget needed to get them going again mounts. And the hope that the government and MARINA will relent on restrictions seemed to have evaporated. Being politicians, they would rather feed off on uninformed public opinion. Having no understanding of the maritime industry, they did not know they were killing the already threatened liner sector. Along this time PSACC (Philippine Span Asia Carrier Corporation – the new name of Sulpicio Lines) reached the decision to just concentrate on container shipping.

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In 2014, Sulpicio Lines sold their last two ferries, the MV Princess of the Earth and lastly, the MV Princess of the South. Now they are gone from passenger shipping. And when PSACC had already sold their last liners, MARINA withdrew their passenger license. Funny.

Ironic but the government is now encouraging entrants to this sector. But definitely there would be no takers as the viability of liners has changed and they have killed the most interested and most loyal shipping company in this sector. As the saying goes, “The medicine was too strong that it killed the horse”. That is what they did to Sulpicio Lines. The company will still survive in cargo shipping but the dedicated sea passengers have no more liners to sail with. Sad.

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The Best Places for Ship Spotting In Cebu

Retrieved from the old PSSS Website
written by: Mike Baylon

For ship spotters, there must be a good place where we can take good pictures of ships especially in Cebu which is the center of the maritime industry in the Philippines.

The most common way of ship spotting in the harbour of Cebu is to do a round trip ride on a Metro Ferry vessel to Opon, Lapu-lapu City from Pier 3 of Cebu City. One way trip would just take 15-20 minutes and you can take plenty of pictures from Pier 4 and 5 where the vessels of Roble Shipping Lines, Trans Asia Shipping Lines Inc. and Cebu Ferries Corporation usually dock. You can also take pictures of some cargo ships that are anchored in the channel. It would be much better if you would bring a digital camera that has atleast 5x zoom. The higher the zoom range is, the better.

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Tommy 1 ©Mark Ocul

While riding a Metro Ferry to mactan, you can also take pictures of ships located beyond Pier 5. The Carlos A. Gothong Lines‘ ships are dock in there wharf in Mandaue City. You can also try taking a picture of the Roble Wharf (Pier 7) and the Super Shuttle Ferry Wharf (Pier 8), still located in Mandaue City. Furthermore, try taking pictures of some passenger and cargo ships anchored in this part of the channel. The Ouano Wharf is also visible from here. The only problem in this part is the distance between you and the Ships is way too far. One-way ticket would cost P12.00 and a terminal fee of P1.00 will also be collected. Students and Senior Citizens will just be paying P10.00 and the P1.00 terminal fee. Just show a valid ID for you to enjoy the discounted fare. This style of ship spotting was discovered by some of the PSSS members in Cebu and is always used whenever we conduct a ship spotting activity.


Old Mactan Bridge ©James Gabriel Verallo


Marcelo Fernan Bridge ©James Gabriel Verallo

Another good place to spot is the Marcelo Fernan Bridge (also called the new bridge or the 2nd bridge) which connects the separate islands of the mainland Cebu and Mactan. You can take pictures of ships that would pass under the bridge. This is the only way we can have aerial shots of some specific ships. The only thing in this place is the heat of the sun especially when you go up there at noon time. But on the right side of the bridge, the side that faces the north, there is a small waiting shed-like there and you can have a good shade there while enjoying the cool air.

The authorities already have installed security cameras around the bridge for them to make sure that the place is secure and nobody would attempt to jump and commit suicide there. Also, don’t cross to the other side of the bridge when you are located at the middle part of the bridge or don’t look too much at the people located at the bottom of the bridge because if you do so, authorities will get your attention through their P.A. system installed at the bridge. They will warn you with “Hoy Dong, Ganina raman ka, unsa may plano nimo? Mu-ambak?” (Hey kid, you have been there for quite sometime already, do you have plans to jump?). I already received this warning once, haha!

You can also ship spot at the mini-park located below the bridge. The tips of the bridge both have a mini-park. That is a very nice place to ship spot, an ideal place where you can unwind and be with yourself while waiting for the ship to pass by. This is also a beautiful place for you to have dates with your girlfriend and talk about important matters between you and her (and believe me, the place is such and ideal one! The girl will fall in love with you much more! Just bring a 1.5 Liter coke and some “Chi-chiryas” and presto, you will have a date!). This is also a perfect place where you can just hang out with your friends. Concessionaires and stores are also located on the area. This style of ship spotting was introduced to the group by Mr. Jonathan Bordon.

I have not completed the list of the ships that would pass here during day time but here are some of the ships that will pass under the bridge:

Day Ship Estimated Time
Daily: MV Lite Ferry 11/8 11:15 – 11:30AM
MV Wonderful Stars 4:00 – 4:15PM
MV Theresian Stars 4:00 – 4:30PM
FC Supercat 30/32 5:45 – 6:00AM
11:00 – 11:15AM
4:30 – 4:45PM
MV Beautiful Stars 1:15 – 1:25PM
MV Anstephen 5:30 – 5:45PM

Sundays MV Filipinas Iloilo 12:15 – 12:30NN
MV Filipinas Dapitan 12:15 – 12:30NN

Mondays MV Cebu Ferry 3 8:30 – 8:45AM
5:30 – 5:45PM

Tues/Thurs MV Cebu Ferry 2 8:00 – 8:15AM
5:30 – 5:45PM

Tuesdays MV Filipinas Cebu 12:00 – 12:15NN
MV Filipinas Iligan 12:15 – 12:30NN

Wednesdays MV Cebu Ferry 1 8:30 – 8:45AM
4:30 – 5:00PM

Fridays MV Cebu Ferry 1 12:10 – 12:20NN

Be there atleast 30 minutes before the schedule given above as they will sometimes pass earlier than expected.

Another ideal place to ship spot is in the mouth of South Reclamation Project (SRP). The location is just beside the Malacañan Sa Sugbo and is just a few meters away from Plaza Independencia and Fort San Pedro. You can catch ships that would ply from Mindanao and Bohol from this location. The BRP San Juan and some Cokaliong ships are visible from here. Bigger ships like the Superferry also pass here. And like the mini-park located below the bridge, this is also and ideal place for you to unwind. You can also watch the sunset from this location (bring your friends or your girlfriend here and they’ll probably enjoy the view and the air.) There are no concessionaires or stores on the area so buy your snacks before going there.

SRP SRP Park ©Aristotle Refugio

to SRP
SRP ©Vincent Paul Sanchez

I also have not completed the list of the ships and specific time that they would pass here during day time but here are some of them:

Day Ship Estimated Time
DAILY
FC Ocean Jet 3 Uncertain
FC Ocean Jet 5 Uncertain
FC Ocean Jet 6 Uncertain
FC Ocean Jet 8 Uncertain
FC Supercat 30/32 Uncertain
FC Star Crafts 1 Uncertain
FC Star Crafts 2 Uncertain
FC Seajet 11:15 – 1125AM
MV Jadestar Uncertain
MV Jadestar Tres Uncertain
MV Jadestar Seis Uncertain
MV Island Express II 8:10 – 8:20PM
MV Ocean King 1 Uncertain
MV Island Roro II 3:45 – 4:00PM
MV Kinswell II 4:30 – 4:45PM
MV Lite Ferry 6 4:00 – 4:30PM
MV Lite Ferry 9 Uncertain
MV Lite Ferry 12 Uncertain
MV Lite Ferry 15 Uncertain
MV Lite Ferry 23 Uncertain
MV Santiago de Bohol Uncertain

Mondays MV Superferry 12 3:45 – 4:15PM

Wednesdays MV St. Michael the Archangel 5:00 – 6:00PM
MV Super Shuttle Roro 3 4:00 – 5:30PM

Thursdays MV Superferry 12 4:15 – 5:00PM
MV Zamboanga Ferry 2:00 – 2:30PM

Saturdays MV Superferry 20 5:00 – 6:00PM
Sundays MV Super Shuttle Ferry 3 6:00 – 9:00AM
MV Superferry 21 8:00 – 8:30PM
MV Superferry 20 5:00 – 6:00PM
MV Filipinas Dinagat 12:00 – 12:15NN

The schedules above are subject to change with any prior notice, especially with the Superferries, Negros Navigation and Super Shuttle Roro. Probable cause of delay would be cargo loading. Nevertheless, this will be a very good place for ship spotters to spot. This place was discovered by yours truly and Vincent Paul Sanchez.

Informations on ships for sale and some ferries that were sold to other shipping companies are mostly found in Ouano Wharf. It is located in Mandaue City and is just a ride away from Parkmall Cebu or Cebu International Convention Center. In this place of ship spotting, you will find ships that are currently for sale or ships that are under maintenance. This is also a good source of informations on the fate of some ships, who bought them, what will be there route and some other questions that are related with the shipping industry. There is also a daily trip to Tubigon, Bohol and Camotes Island from here.

There are more ship spotting areas in Cebu but those mentioned above are the most accessible and nice on. These are some of the most basic way of ship spotting in Cebu and these are the most basic yet wonderful place to do it. So what are you waiting for? Come and ship spot with us!

Weesam Express 7 (sir boordz style)
Weesam Express 7 ©Jethro Rick Cagasan