The Maria Matilde

The ferry Maria Matilde of Montenegro Shipping Lines Inc. (MSLI) of Batangas was in the news lately because of a mishap she suffered while in transit from Odiongan port to Romblon port when she tried the hardness and strength of her bow against what seems to an overhanging rock and she lost. Actually she was lucky because had there been more clearance below the overhanging rock, the bow would have been cleared and instead it will be the bridge of the ship which will strike the rock and it would have been a good comeuppance for her negligent bridge crew who have been too good in making ridiculous excuses after the accident happened. Scores of passengers have been hurt in the accident necessitating the bringing of several to hospitals. It was also reported that four vehicles aboard the ship also sustained damages (maybe it jumped the wheel chocks). Well, imagine a ship probably sailing at 12 knots or over 20 kilometers per hour coming to a halt in a split second without warning. Many would be hurtling forward then, unplanned and unwarned.

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Taken from maritimebulletin.com. Credits to Romblon News Network.

The Maria Matilde was once thought by some as the biggest ferry of Montenegro Lines but actually it is not true as their ferry Maria Xenia from Shipshape/Safeship is actually a little larger than her. Whatever, when the Reina del Rosario came from Trans-Asia Shipping Lines of Cebu with its 82.8 meters length and over 2,000 of gross tonnage, there was no assertion anymore that the Maria Matilde was the biggest ship of Montenegro Lines and so the former Cebuano ship won.

Actually, the two ships are familiar with each other. Once upon a time, the Maria Matilde might have been the most distant ship of Montenegro Lines in terms of fielding. When she was first sailed in 2005, she was on the Cagayan de Oro-Cebu-Iloilo-Puerto Princesa route (imagine a route that long). Now I just can’t remember if the Surigao-Siargao ferries of Montenegro Lines came earlier but probably not. So, the Maria Matilde was an overnight ferry from the very start and might even qualify technically as a multi-day liner although it is really an effort for a passenger bound for Puerto Princesa as the ship spends the daytime in port waiting for the next leg of journey in the night. Well, that could be a lot of free tourism for the more adventurous but unlike true liners of the period then they will not be fed while on port.

A few years before the Maria Matilde came, the Negros Navigation Company (NENACO) and later through Jensen Shipping tried the same route and it bombed. So I was wondering if Montenegro Lines knew a secret that Negros Navigation did not know or if they have a better formula. After all in the different legs of the route the Maria Matilde will be experiencing tough competition especially in the first two legs and in the last leg (the Iloilo-Puerto Princesa leg) the traffic between its two ports is not really heavy and actually Montenegro Lines is already serving that route aside from the original holder of the route, the hardy survivor Milagrosa Shipping Lines.

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Photo by Edsel Benavides

Apparently, Montenegro Lines did not know any better and they bombed out too. First, they cut the route to Cagayan de Oro. That is the prime Visayas-Mindanao route and competition there is very tough with the top competitors even fielding former liners aside from real liners from Manila holding the Manila-Cebu-Cagayan de Oro route (like the former SuperFerry 12 that is now known as the St. Pope John Paul II which is still plying the route). The Maria Matilde was severely outclassed in modernness of the competitors, in size, in the amenities and accommodations and in the speed when some can do almost twice her speed. And in passenger service there is almost no way for them to beat the liners (Montenegro Lines was never known for service especially since they have never experienced liner sailing). And the Maria Matilde does not even offer free food as that is the domain of the liners but not of the Batangas ferries. Additionally, some passengers bound for Iloilo or Bacolod can just take the liners doing the Cagayan de Oro-Iloilo-Manila or the Cagayan de Oro-Bacolod-Manila routes. If the passenger is still bound for Puerto Princesa he or she can just transfer to an Iloilo-Puerto Princesa ferry. In the Cebu-Iloilo leg the Cebu shipping companies also have good ferries and again that is another top route from Cebu. I felt then that the Maria Matilde was in a cul-de-sac especially since I know the Batangas people don’t know how good are the top overnight ferries of Cebu (all they know is beat the crappy Viva Shipping Lines standard).

In a span of a few years, Montenegro Lines gave up and brought back the Maria Matilde to Batangas to do their MIMAROPA Region overnight routes like their route to Romblon from Batangas. There, the Maria Matilde is not outclassed as Batangas barely know overnight ferries and in fact just have a few and it is one area where ROROs without bunks are used in night routes and so people use the benches as “bunks” leading to complaints by some and the crew there is not good in instilling discipline and unlike in the Visayas-Mindanao region the passengers are not averse to appropriating the whole bench for themselves. Well, that is the consequence of having no proper bunks. The Maria Matilde has been one of the longest overnight ships now in the Romblon route together with the biggest ship of Montenegro Lines, the Reina del Rosario. If they know each other in Romblon, they actually knew each other before in Cebu when the latter was still with Trans-Asia Shipping Lines.

The Maria Matilde is a not a new ship by any means and she belongs to the class that the haters of old ships love to jeer (because they have vested self-interest). She actually doesn’t show her age although she was built way back in 1971 or 46 years ago (well, Montenegro Lines is really good in refurbishing and maintaining old ferries). Her builder is the Taguma Zosen in Innoshima, Japan and she carries the IMO Number 7106126 which indicate when her keel was laid up.

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Taken by John Michael Aringay from funekichimurase.lolipop.jp

Originally, she was known as the Ferry Goto of the Kyushu Shosen KK of Nagasaki, Japan. She must have been doing the Nagasaki to Goto route as her name is an obvious giveaway. As such she might have been familiar with the Ferry Fukue which also came to the Philippines that is now known now as the Filipinas Iligan of Cokaliong Shipping Lines Inc. (that is if she was sailing to the southern island of Fukue). However, when that ship came the Maria Matilde was no longer in Cebu.

The Maria Matilde has a steel hull and had car ramps at the bow and at the stern that led to the single car deck. She already has the modern semi-bulbous stem and the usual transom stern of a ROPAX (RORO-Passenger) ship. Her length is 73.6 meters with a beam of 14.3 meters (which is only declared as 12.0 meters here but international databases says otherwise and 12.0 meters breadth are for the smaller ferries) and a depth of 4.8 meters. Her declared gross tonnage is 1,266 which is just about the same as her original gross register tonnage of 1,262 (and that is after adding an additional passenger deck). Her declared net tonnage is 693 with a passenger capacity of 832 (that includes the old Jet Seater class of the ship) in two-and-a-half passenger decks. She is powered by two Hanshin marine diesels with a total of 4,000 horsepower and her original top speed (the design speed) was 16 knots (lately she is still capable of a cruising speed of 13 knots which is not that far off from her design speed). Hanshin is not a common engine for passenger ships.

Unlike most Batangas passenger ships, the Maria Matilde is equipped with two stern passenger ramps (in Batangas, in general, the passengers enter and exit through the car deck and ramp heightening the chance on an accident). Part of the car deck was once used converted for passengers but it was removed now. The ferry also has a forecastle and small poop deck aside from two funnels which signifies two engines.

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Photo by Nowell Alcancia

The Maria Matilde might have remained an obscure ferry doing its job silently except when she was thrown into ignominy when she hit that overhanging rock last September 25, 2017 in Calatrava town of Tablas island, Romblon when the ferry was on the way from Odiongan to Romblon town (some reports said she grounded but that seems not to be the case as the stem of the ship is undamaged). Minor accidents and incidents are part of a ship’s life but the unusualness of the accident put this good ferry in a bad light due to the incompetence of the bridge crew. Nowadays, with pocket Wi-Fi and smartphones keeping lid on accidents on passenger ships with casualties is hard to do as it hits the public immediately. The only similar accident to this that I know was when the flagship of Escano Lines, the Fernando Escano II rammed the concrete battleship island in the mouth of Manila Bay in 1969 that also damaged the ship’s bow.

The crew when asked by media offered many lousy, unbelievable excuses. One said there was a steering failure (but then the ship was able to dock later in Romblon port and offload not only vehicles and passengers but also the wounded). Another said there was failure in the GPS instrument of the ship (but then there should still be nautical charts in the bridge and navigators that constantly plot the position of the ship). There is no question that there is bad visibility when the incident happened and it was still dark as it was just dawn yet and raining. But then if the radar is working and the bridge crew was not sleepy they should have seen that there was an obstacle ahead. Actually, the most likely thing that happened is the ship drifted because of the currents and the bridge crew failed to notice and correct it. In terms of familiarity of the course, the ship cannot give it as an excuse as they were on their regular route (and what are nautical charts for anyway?). Now, was there even a look-out or the look-out was busy stirring his cup of coffee?

With the accident, the length over-all of the ship shortened (although they will bring that to the shipyard for repairs and that is easy to remedy). However, the reputation on the crew and the ship is harder to repair now. With the Net, a search on Maria Matilde will always lead back to the accident in Romblon and that will be for years on end (what a disgrace). If we can search Fernando Escano II’s accident of almost half a century ago, imagine how long Maria Matilde’s accident will be searchable even if she is gone already. I don’t know if it is already time to change the ship’s name.

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Credits to The Manila Chronicle and Gorio Belen

Even then this ship is still a reliable ship that is capable of sailing many more years unless some government device is approved to cull old ships like that signed agreement to cut carbon dioxide emissions (practically no old ship of ours will survive massive carbon cuts unless re-engined but that is not cheap). Her owner Montenegro Lines is really good in prolonging the lives of their old ships and will even resort to re-engining if needed (we really love and value old ships, don’t we?).

Now if only her crew had been more careful.

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The Unique Nasipit Port and Bay

Nasipit is the main port of Agusan after the Butuan ports (Butuan and Lumbocon) lost that status because the ships no longer came. That was because of the siltation of Agusan River and the general increase in the size and depths of the ships. Nasipit port is unique in topographic sense. It is located in a nearly enclosed bay which looks like a pond. Two enclosing spits of land nearly closes the outlet of the bay. As such Nasipit port is probably the most protected port in the Philippines. But it is deep enough that 160-meter ferries used to dock before in Nasipit. Those were great liners Princess of Paradise of Sulpicio Lines Inc. and the Our Lady of Akita of Carlos A. Gothong Lines Inc. which later became the SuperFerry 6 of WG&A.

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Photo by Janjan Salas

The very small Nasipit Bay was once the home of the famed Nasipit Lumber Inc. which used to produce veneer, plywood and other types of processed wood products. The plant of the company was once the original user of that bay and the bay also served as the stocking pond of their logs and their wharf inside the bay was where the cargo ships loading their products once docked. Nasipit port was built adjacent to Nasipit Lumber with the latter nearer the entrance of the bay. Nasipit Lumber has closed long ago when logs and lumber became scarce and new rules protecting the ancestral domain were drawn. Now that plant is even gone now including the buildings. What remained are some the concrete floors and just parts of their old wharf.

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The former location of Nasipit Lumber

Now the permanent resident of the bay is the power barge of Therma Marine Inc., an Aboitiz Power Corporation subsidiary and this is located in the inner part of the nearly-enclosed bay. Also in Nasipit Bay, inside the port is the Port Maritime Office (PMO) of the Philippine Ports Authority (PPA) which is in charge of all the ports in the Caraga Region. The manager of it and the employees wants it transferred to Butuan, however, because it is there that where most of them live. I don’t know if that will push through. Nasipit Bay is also home to swirling rains I have not observed anywhere else and maybe that is due to the peculiar topography of the Nasipit inlet which are surrounded by high hills in a particular way.

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The power barge of Therma South

Nasipit port is a straight quay where the middle it was broken by a slanted RORO ramp which is just a recent alteration. In the inner end smaller ships like tugs and Philippine Coast Guard (PCG) patrol boats are docked. There is a transit shed for cargo and a passenger waiting area in the port terminal building. Docking for big ships is a precise maneuver inside the Nasipit inlet as the bay is very small and there are shallow portions and it is especially dangerous when it is low tide. However, there are not s to contend unlike in the exposed ports.

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Nasipit port has been the port of passenger ships for a long time now not because it is convenient or near the city (it is actually out of the way and relatively far from the town and highway). The change happened in the 1970’s when the ports of Butuan became shallower because of siltation and there was lack of dredging (the results of which are often just undone by raging annual floods of the great Agusan River). By the 1980’s, Nasipit port has already supplanted the Butuan ports especially since the shallow-draft ex-”FS” ships were already dying from old age and the replacements of that type were already bigger. However, even though the ports have changed many passenger shipping companies still used the name “Butuan Port” when actually they were already docking and using Nasipit port and this entailed confusion to the uninitiated including land-bound researchers doing shipping studies.

There were passenger vessels which did both the Butuan and Nasipit ports. They just gave up on Butuan port when docking there became much dependent on high tide (and risk waiting until noon at times when this would already jeopardize departure time because loading and unloading using booms and porters is slow). One example of this were the former “FS” ships of the Bisaya Land Transport Company of the Cuencos of Cebu (no typo there, that is the actual name of a shipping company which is a division of their land transport). When they find it impossible to dock in Butuan, they then proceed to Nasipit port (to the complain of many passengers).

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The MV Samar of Compania Maritima (Credits to Philippine Herald and Gorio Belen)

Compania Maritima, the leading shipping company after the Pacific War was one of the earliest to use Nasipit port. Their passenger-cargo ship Samar which is the bigger type of US war-surplus ship used to dock in Nasipit port. That was also true for their passenger-cargo ship Mactan which was in the 80-meter class and whose depth is two meters over the depth of an ex-”FS” ship, the last type of passenger ship that can be shoehorned in the shallow Butuan ports. Their Mindoro and Romblon, both converted ex-”FS” ship docked at both Butuan and Nasipit ports (and maybe that is to increase the passengers and cargo). Their Panay, a bigger ship docked at Nasipit when it can’t in Butuan. Later, even their ex-”FS” ship Leyte was calling exclusively in Nasipit port. Compania Maritima was the first to dominate Nasipit port when the Chinoy shipping companies were just on their way up and not calling on Nasipit port. In the main they came to Nasipit port when Compania Maritima was already gone.

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The MV Panay of Compania Maritima (Credits to Philippine Herald and Gorio Belen)

Some actually just gave up on the Agusan trade when their ships can no longer dock in Butuan and they did not really try to earnestly use Nasipit port like Escano Lines which used to be strong in Butuan. Well, it must have been frustrating for them when the ship can’t dock after a few hours of waiting and then would have to go to Nasipit port anyway to load and unload. Moreover, the floods of Agusan River that happen many months of the year with its floating logs and other debris which can damage the ship propellers and rudders also added to the vagaries in docking in Butuan.

By the 1980’s the passenger ship calls on Nasipit, Butuan and Surigao which are all connected ports went down considerably. There was a big, general downturn in the economy because of economic crisis and container ships began supplanting the passenger-cargo ships in carrying cargo (where before this type carried a lot of the express cargo that are not in bulk or liquid). These new container ships cannot fit in the Butuan ports. However, few of them are coming in Butuan anyway. Another thing, the cargo ace of Nasipit before which were the forest products began slumping as the forest cover was fast going down and it raised a howl and therefore restrictions on logging were placed by the new Aquino administration.

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The pocket liner Surigao Princess (Photo by Edison Sy)

At the tail end of the Compania Maritima dominance a new liner was calling in Nasipit, the Surigao Princess of Sulpicio Lines which was a pocket liner. In the post-martial law period the Our Lady of Guadalupe of Carlos A. Gothong Lines, Inc. (CAGLI) came. And so these two liners succeeded Compania Maritima were gone as the company went out of business at the height of the political and economic crisis of the mid-1980’s. Soon, the better Our Lady of Lourdes of CAGLI replaced the Our Lady of Guadalupe in that route. In 1988, the big Nasipit Princess of Sulpicio Lines began calling in Nasipit port. But her route was mainly Cebu only as it was still Surigao Princess that was the liner there of Sulpicio Lines Inc. And, the Dona Lili of Gothong was also sailing from Nasipit to Cebu.

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The Nasipit Princess by Suro Yan

William Lines, Lorenzo Shipping Corporation and Negros Navigation Company, among the great survivors of the crisis of the 1980’s did not have Nasipit among their ports of call when the 1990’s started. Escano Lines will soon be leaving passenger shipping as well as Bisaya Land Transport. Aboitiz Shipping Corporation is also much-weakened in passenger shipping then as they did not buy liners for 15 long years (however, the will be back with a flash with their SuperFerry series and the were strong in container shipping)

It was Carlos A. Gothong Lines and Sulpicio Lines which were competing in Nasipit port in the 1990’s both in the liner route to Manila and the overnight route to Cebu. Although Nasipit was no longer as grand a destination like when Butuan still had a lot of ships calling, the two companies brought some great liners in Nasipit port like the Our Lady of Akita and the Princess of Paradise and what a show of confidence it was for Nasipit port. That was the heyday of competition when there was much optimism in business and the shipping liberalization and modernization policies of the administration of Fidel V. Ramos (FVR) took effect. A little before the “Great Merger” William Lines will also enter Nasipit port with their liner Mabuhay 2.

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The Our Lady of Akita (Credits to Manila Chronicle and Gorio Belen)

When the Great Merger that produced the giant shipping company WG&A came there was a plethora of ever-changing ships that got assigned to Nasipit port unlike in the past when a ferry will hold a route for a decade or even longer. In WG&A, routes and route assignments happen at least once a year and so tracking of ships that served a port became difficult. However, Nasipit was a regular route of the company. That liberalization of FVR also brought the expanding Negros Navigation Company (NENACO) to Nasipit where they used their beautiful St. Francis of Assisi. Unfortunately, that liner burned right in Nasipit quay not long after in 1999 which resulted in the destruction of the ship. The revived Carlos A. Gothong Lines Inc. (CAGLI) also tried the Manila to Nasipit liner route before it just became a Cargo RORO route when they got suspended from passenger shipping. Nasipit still has lots of load, no longer forest products but bananas.

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The Our Lady of Lourdes by Chief Ray Smith

With the “Great Merger” and the creation of Visayas-Mindanao subsidiary Cebu Ferries Corporation (CFC), that company also paraded a succession of ships in Nasipit port that is bound to Cebu on an overnight route. It began from the old Our Lady of Lourdes and it ended with Cebu Ferry 2 when CFC was already under the Aboitiz Transport System (ATS), the successor company of WG&A. Sulpicio Lines, their only competitor in the overnight route brought the Cagayan Princess in Nasipit when the Nasipit Princess can no longer sail. This was later followed by the much-better Princess of the Earth. And for a while, the Gothong Southern Shipping Lines Inc. (GSSLI) brought their Dona Rita Sr. to Nasipit port after they acquired the Our Lady of Good Voyage of Cebu Ferries.

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Filipinas Butuan in Nasipit port

The port has also a link to Jagna port in Bohol as service to the Bol-anons residing in Mindanao. Usually the Cebu-Nasipit ship of a company will do a once a week call to Jagna on their seventh day and the ship will go back to Nasipit within that seventh day and then resume their route to Cebu.

This decade saw a great downturn for Nasipit in sailing ships. There was only one liner left doing a once a week voyage to Manila and this was usually the St. Leo The Great of 2GO. Sulpicio Lines quit passenger sailing and Gothong Southern also gave up that segment. Even Cebu Ferries quit the Nasipit overnight route to Cebu when they transferred their ships to Batangas.

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The St. Leo The Great

Now, a completely new cast is in Nasipit port headed by Cokaliong Shipping Lines Inc. (CSLI) which use either their Filipinas Butuan or Filipinas Iligan in the Cebu to Nasipit overnight route with an off day diversion to Jagna. Lite Ferries also has a Nasipit to Jagna ship on the stronger months for sailing but there is no permanently assigned ship. 2GO still has that once a week liner from Manila. Nasipit is not a favorite of container ships except for Carlos A. Gothong Lines.

Passenger shipping which is down already ia affected by the intermodal buses and the budget airlines, both of which offer competitive fares compared to ships and with the advantage of daily departures. Nasipit is also not helped by it being out of the way from the city and the municipality’s policy of barring the buses and commuter vans from the port doesn’t help the case of Nasipit port either in attracting passengers who are turned off the expensive and very cramped tricycle ride which is also vulnerable from the rains driven by the swirling winds of Nasipit inlet.

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The legendary white-out of Nasipit port

I wonder when and how Nasipit port will have a renaissance. Somehow, some day, I just hope that it will come.

The Bill Rider To Kill 35-Year Old Ships

Maybe they are golfing buddies but one thing sure is both of them are in the Cabinet of President Rodrigo Duterte. And maybe Secretary Arthur Tugade offered to carry the cudgels (or golf bags) for Secretary Alfonso Cusi for the latter’s new ships cannot win over the competition in a level playing field because it has no definite technical advantage unlike the FastCats which definitely have low fuel consumption relative to their rolling cargo capacity. The new Starlite ferries might be new and are thrifty compared to the old ferries but they still have to amortize their ships whereas their competitors’ ships are already basically paid for already and that really matters a lot.

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A very good ferry that is 35 years old

There was a bill to give President Rodrigo Duterte new Starlite ferries to solve our traffic problems. And it seems a rider was inserted that will cull ferries that are already 35 years old which meant ferries built in 1982 or earlier. There was even a rumor that new ferries will be given exclusive routes. This is what I was saying in another article of mine that there seems to be moves to target and retire old ship via legislative or administrative fiat. It seems that without that kind of assistance the new Starlite ferries or the new SWM ferry would have a hard time competing. Knowing short-distance ferries have fixed schedules and two-hour gaps are in the rules then that just simply negates the advantage of new ferries as passengers, drivers and car owners normally take the next available RORO. And besides they don’t perceive the old ferries have a definitely disadvantage in safety.

The fact is in many routes no steel-hulled ferry has ever sunk and that includes many heavily-traveled routes like the Matnog-Allen/San Isidro route, the routes from Tabaco to Catanduanes, the Pilar-Masbate route, the routes from Bogo to Cawayan, Cataingan and Palompon, the routes connecting Leyte and Bohol, the Roxas-Caticlan route, the routes from Lucena to Marinduque, the Bacolod-Dumangas route, the Iloilo-Bacolod route, the routes from southwest Cebu to southeastern Negros Oriental, the Dumaguete-Siquijor routes, the Dumaguete-Dapitan route, the Ozamis-Mukas route, the routes from Balingoan to Camiguin, the Zamboanga-Basilan routes and many, many other routes too numerous to list. And old ferries basically plied these routes.

In a conference called by MARINA earlier this year (2017), they admitted that they have no study that says old age is the cause of the loss of ships (well, they can’t even if they make a study because actually one big cause of the mishaps is navigational errors and some ships were lost while not sailing like a force majeure caused by a typhoon and accidents in shipyards or while doing afloat ship repair or ASR). Now after a stalemate where MARINA can’t force its way it seems they simply passed the (golf )ball to Secretary Tugade’s club who I suspect can be influenced but does not know shipping. I don’t think he is even aware that culling 35-year old ship will mean cutting up approximately half of our short-distance and overnight ferry-RORO fleets which are very essential in bridging our islands by moving cargo, people and vehicles. These sectors are actually more important than the liners and the container ships as they connect ports that are beyond the reach of their Manila-based counterparts.

If half of our RORO fleet outside the liners and container ship is suddenly discarded there would definitely be a shipping crisis of major proportion. Some shipping firms like George & Peter Lines, VG Shipping, J&N Shipping, Southern Pacific Transport, Denica Lines, JVS Shipping, Aurelio Shipping, CSGA Ferry, Millennium Shipping, Milagrosa J Shipping and the Camiguin ferry companies will suddenly end up defunct for they will lose all their ferries. And some shipping companies will only retain one ferry out of a former fleet. Actually ferry companies in Cebu province will lose more than half of their ferries and there is no need to emphasize the importance and weight of Cebu shipping to the country. The would be like that of 1986 (or even worse) when we severely lacked ferries because so many shipping companies collapsed in the crisis spawned by the Aquino assassination and the former “FS” ships also gave out because of old age (but unlike now the old ships are not expiring yet because of advances in metallurgy and technology and the availability of replacement engines). I thought the current administration is seeking growth. Is killing ships the way to do that? Replacing nearly 200 ferries is never easy. Can anybody guess how much will that cost?

I have always wondered why in our government the decision-makers in transport are the ones who do not ride them. Like in shipping I wonder if Secretary Tugade ever rode a scheduled ferry for I know he is a certified landlubber from Cagayan province. That is also true in buses and jeeps; the decision-makers also don’t ride those. These decision-makers do not really know their fields inside-out and yet they decide its fates and maybe it is only the whispers to their ears that count. I thought when I was still studying that it should be the experts that should decide and not the political hacks. It has been a long time already when our Cabinet was dominated by technocrats or those who really studied their fields. In the US most of the men in Cabinet are there because of political connections. But at least they know when to bring in and to consult the experts. Not here because for a long time already those who feel and act like they are the “experts” are the politicians, the media people and the bishops when actually they practically know nothing and true experts are just used as decoration.

We only have just over 300 ferry-ROROs (there are also a few cruisers and true motor launches but our liners is just over a dozen). So that means we are practically just talking about overnight ferries and short-distance ferries in this issue. Add to that a little over 40 HSCs (High Speed Crafts) too. The others are Moro boats, motor boats and motor bancas which are too numerous to count (they are much more than in numbers than our steel-hulled crafts) and should not be included here (anyway practically none of them are over 35 years old, amazingly). In the ROROs, the LCTs are included.

If 35-year old ferries are to lose licenses the following will have to be sent to the breakers (or be converted into cargo ships if cargo ships over 35 years old will not be culled but the freighter Fortuner breaking into two recently after loading with steel bars will not help their case):

Montenegro Lines/Marina Ferries: Maria Angela, Maria Beatriz, Maria Diana, Maria Erlinda, Maria Gloria, Maria Helena, Maria Isabel, Maria Josefa, Marie Kristina, Maria Matilde, Maria Rebecca, Maria Sofia, Marie Teresa, Maria Xenia, Maria Yasmina, Maria Zenaida, City of Sorsogon, City of Masbate, City of Tabaco, City of Calapan, Maria Timotea, Reina del Rosario, Reina Genoveva, Reina Hosanna, Reina Neptuna and Reina Quelita. A total of 26 ferries and fastcrafts. The four whose names start with “City” are fastcrafts. Hernan Montenegro will cry a bucket of tears and expect Gloria Macapagal Arroyo to fight like hell against the bill in Congress.

Asian Marine Transport Corporation (AMTC): Super Shuttle Ferry 1, Super Shuttle Ferry 2, Super Shuttle Ferry 3, Super Shuttle Ferry 5, Super Shuttle Ferry 6, Super Shuttle Ferry 9, Super Shuttle Ferry 15 and Super Shuttle Ferry 23. A total of 8 ferries.

Trans-Asia Shipping Lines Inc. (TASLI): The new Trans-Asia that is not yet finished, Trans-Asia 2, Trans-Asia 9, Trans-Asia 10 and Asia Philippines. A total of 5 ferries.

Cokaliong Shipping Lines Inc. (CSLI): Filipinas Iligan, Filipinas Butuan, Filipinas Iloilo, Filipinas Maasin, Filipinas Dapitan, Filipinas Dinagat and Filipinas Dumaguete. A total of 7 ferries.

Roble Shipping: Wonderful Stars, Joyful Stars, Theresian Stars, Beautiful Stars and Ormoc Star. A total of 5 ferries. Add to this the Asian Star and Asian Star II which were the former Blessed Star and Sacred Stars sent to Theresian Stars shipping company.

Lite Ferries: Lite Ferry 1, Lite Ferry 2, Lite Ferry 3, Lite Ferry 6, Lite Ferry 7, Lite Ferry 8, Lite Ferry 15, Lite Ferry 20 and Lite Ferry 21. A total of 9 ferries.

Island Shipping: Island RORO I, Super Island Express I, Super Island Express II, Super Island Express III, Island Express II, Island Express III and Island Express V. A total of 7 ferries although I doubt the existence of some now.

Medallion Transport: Lady of Love, Lady of All Nations, Lady of Miraculous Medal, Lady of Sacred Heart, Lady of Charity, Lady of Guadalupe-Cebu and Lady of Angels. A total of 7 ferries and I am not even sure the Lady of Good Voyage will survive.

Aznar Shipping: Melrivic 1, Melrivic Two, Melrivic Three, Melrivic Seven, Melrivic Nine and their fastcrafts.

George & Peter Lines: GP Ferry-2, Zamboanga Ferry and Georich

Gabisan Shipping: Gloria Two, Gloria Three, Gloria V

Jomalia Shipping: Mika Mari, Mika Mari III, Mika Mari V, Mika Mari VI

Maayo Shipping: LCT Giok Chong, LCT Martin, LCT Wilcox

Cuadro Alas Navigation: Santander Express, Santander Express II, Santander Express IV

GL Shipping: GL Express and probably GL Express 2

J&N Shipping: J&N Carrier and J&N Ferry. Ubay will suddenly lose its connection to Cebu.

Southern Pacific Transport: South Pacific and Fiji-II

VG Shipping: VG RORO II and VG 1.

Rose Shipping: Yellow Rose

Maypalad Shipping: Samar Star

Lapu-lapu Shipping: Lapu-lapu Ferry 1

Golden Star: Anluis

Metro Ferry: Princesa (but not Carmen Uno)

PAR Transport: Leonor 3 and probably Leonor 5

R&D: Lady Star (this is laid up)

Orlines Sea-Land Transport: Siquijor Island 1

Sta. Clara Shipping/Penafrancia Shipping: Hansel Jobett, Mac Bryan, Nathan Matthew, Don Benito Ambrosio II, Don Herculano and Eugene Elson. A total of 6 ferries.

Regina Shipping Lines: Regina Calixta IV

168 Shipping: Star Ferry-II

Denica Lines: Marina Express and Odyssey

Province of Camarines Sur: Princess Elaine (a fastcraft)

Kalayaan Shipping: Kalayaan VII

Rolly Fruelda: Elreen 2

Tour-cruise ships of Manila: Pacific Explorer, Eco Explorer, Discovery Palawan, 7017 Islands, Oceana Maria Scuba

Atienza Shipping Lines: April Rose

JVS Shipping: D’ASEAN Journey, D’Sea Journey

Aurelio Shipping: San Carlo Uno

Quincela Shipping: Q-Carrelyn VII

Starlite Shipping: Starlite Annapolis, Starlite Ferry, Starlite Navigator and Starlite Polaris. A total of 5 ferries.

Besta Shipping Lines: Baleno VII

Navios Shipping Lines: Grand Unity and Grand Venture 1

CSGA Ferry: Princess Annavell

Tri-Star Megalink: LCT Tabuelan Navistar

Millennium Shipping: Lakbayan Uno and Millennium Uno

Milagrosa J Shipping: Milagrosa J-3 and Milagrosa J-5

Aleson Shipping: Estrella del Mar, Stephanie Marie, Neveen, Danica Joy, Ciara Joie, Ciara Joie 2. A total of 6 ships.

Ever Lines: Ever Queen of Asia, Ever Queen Emilia, Ever Transport, Ever Sweet, Ever Queen of Pacific. A total of 5 ships.

Magnolia Shipping: Magnolia, Magnolia Grandiflora, Magnolia Fragrance

Evenesser Shipping/Ibnerizam Shipping/Sing Shipping: Bounty Cruiser, Jadestar Legacy, KC Beatrice

Province of Tawi-tawi: Tawi-tawi Pearl 1, LCT Tanah Tawi-tawi

ZDS-ATOM FSA: LCT Mabuhay

Sarangani Transport: Song of Dolly-3

Mae Wess/CW Cole: The Venue, LCT Nicole II Starferry

KSJ Shipping: Fortune Angels

Philstone Shipping: Yuhum, Kalinaw, Royal Princess

Davemyr Shipping: Dona Pepita

Hijos de Juan Corrales: Hijos-1

Daima Shipping: Swallow I and Swallow II

Ocean Fast Ferries: Oceanjet 7

A total of about 187 steel-hulled ferries to be culled including a few fastcrafts. Again, Moro boats (whose number is about 130 plus), motor boats, motor launches (like most of the crafts of Metro Ferry) and passenger-cargo motor bancas, big and small are not included. Anyway almost all of them will survive as the local-built, wooden-hulled crafts are generally below 35 years old in age (few wooden-hulled crafts reach 35 years of age).

In my database about 250 steel-hulled ferries will survive including over a dozen liners and more than 3 dozen HSC plus a sprinkling of Medium Speed Crafts (MSCs) like the two Anika Gayle ships (this count does not include the FastCats). If liners, HSCs and MSCs are not included (but the FastCats are included) so the comparison will be basically ferry-ROROs (that are not liners) then about 180 will be culled and about a little less 200 will survive (very few of the 180 and 200 are cruisers like the Georich and Yellow Rose). So that means killing nearly half of our ROPAXes.

If the plan to cull 35-year old ships is immediately implemented one sure response will the be multiplying of LCTs from China (not the local LCTs as basically those are not people carriers although some can and will be converted and the bulk of them are less than 35 years old). Will they call the transition from ferry-ROROs to passenger-cargo LCTs as “progress”?

If ships that are not ferries will not be culled then many of the ferries that will be culled might be converted into Cargo RORO ships that will not carry passengers like what happened to Trans-Asia 5 (but she is too beautiful as a comparison). People then will have to find alternate means of transport. Maybe the intermodal buses will mushroom. Or probably the Camotes motor boats like the Junmar ships will multiply. Otherwise there is our trusty motor banca to take. But I thought they want to phase that out too including the motor boats? Again, will they call that as “progress”?

I imagine for the remaining ferries, passenger loads of 100% will be a daily common occurrence, peak season or not. Maybe the ticket scalpers will return too to make a living. And it will matter a lot if one knows a crewman of a ship. Or better yet one of the owners. But if I talk of shipping of the 1980’s, will Secretary Tugade understand? I am sure he has no understanding of the shipping difficulties of that period.

Do MARINA and Secretary Tugade think that passengers are that important to the shipping companies? Those in the know knows that is not so and shipping companies can live by cargo and rolling cargo alone and that is the reason why the Cargo RORO LCTs are thriving. If the bill is passed I imagine the likes of Roble Shipping will just be doing cargo and rolling cargo basically plus maybe two ROPAXes to Ormoc and Hilongos, their prized ports and that will also include their freighters and Cargo RORO LCTs. I don’t think Secretary Tugade knows that the bulk of the sailing ships of Roble Shipping is not into passengers (and that includes their freighters). So in the end it will be the passengers that will really suffer. 

I wonder if Secretary Tugade knows some of the ships he wants to cull are actually re-engined now and some do not have any history of trouble and are still very good condition like the sister ships Filipinas Iligan and Filipinas Butuan. In other countries they base renewal of ship papers on technical inspection and not in some kind of arbitrary cut-off in age. As pointed out by the ship owners and PSSS (Philippine Ship Spotters Society), there is no mandatory retirement of ships in other countries and the IMO (International Maritime Organization) has no protocol on that (gusto yata mas magaling pa tayo sa kanila; mahilig din naman ang Philippine bureaucrats sa hambog). For the haters of old ships to say there is such a thing is just a bald lie and they resort to that because they have their own vested interest. Now what they want is a legislative fiat which is clearly anti-competition.

Give exclusive routes to the new ships? To where? To Sabah and Indonesia? Does Secretary Tugade think he can simply dissolve the franchises held by the shipping companies? It seems that Secretary Tugade is also applying into the Impunity Club a.k.a “What Are We In Power For” Club. It can smash a ship owner’s head like a golf ball.

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A very good ship that is over 35 years old (Photo by Jonathan Bordon)

The current dispensation is saying that former Secretaries Roxas and Abaya left a lot of mess in transport. Do they want their own mess too?

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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.

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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.