RORO Developments in Northern Cebu

In northern Cebu, easily the most busy is Hagnaya port which is so known that it even eclipses its town of San Remigio in name recall in many people. This is so because tourism to Bantayan island has really boomed as it became one of the getaways of Cebuanos. And besides the island is also known for dried fish especially danggit and table eggs which they send to their capital Cebu City.

Super Shuttle Ferry 26, Super Shuttle Ferry 3 and LCT Island II

Hagnaya port

Two shipping companies duke it out in the route to Bantayan — Island Shipping Corporation and the Asian Marine Transport Corporation (Super Shuttle Ferry). The two uses short-distance ferry-ROROs and LCTs to connect to the island. Recently, the bus company Ceres Liner started their run to the island with it loading the buses aboard the ROROs.

A new development in Hagnaya port was the recent start of the Hagnaya to Cawayan, Masbate RORO route of Island Shipping Corporation using an LCT. This is like reopening of the old route to Masbate of the motor boats of yore that also originated from Hagnaya. This new route is meant to compete with the ROROs emanating from the Polambato port of Bogo, Cebu which connect to Cawayan and Cataingan, Masbate. Whether this route will last remains to be seen because of other developments.

New Maya port

New Maya port

And this development I am talking about is the nearing completion of the new Maya port at the northernmost tip of Cebu island which is part of Daanbantayan town. This a RORO port and it will have the advantage of being nearer to Masbate and hence a shorter distance will have to be traveled by the RORO. If the new route offers cheaper RORO rates then Polambato and Hagnaya ports will lose. If not, then the only advantage then of the new route might be a little bit of a shorter transit time and in experience that doesn’t matter much as a decision point for patrons. To remain in contention, maybe the competing ROROs in Polambato and Hagnaya might have to match rates with compensation for the less kilometers traveled by land from Metro Cebu, the main point of origin of the trucks.

Polambato port not only serves Masbate. Actually, it was first built as a RORO connection to Leyte island. A new development there is the recent entry of E.B. Aznar Shipping in the Bogo-Palompon route, a route badly served by Asian Marine Transport Corporation since they have long stoppages when their ferry is not capable of sailing due to mechanical troubles. With that the Ceres Liner bus to Leyte stops and truckers to northwestern Leyte and Biliran will need to find an alternative. This irregularity of service was actually alleviated when Medallion Transport started a Cebu-Palompon service using a RORO and unlike Cokaliong Shipping Lines Incorporated which anteceded them in the route, their RORO is perfectly capable of rolling cargo since it does not have chopped ramps.

Port of Polambato

Polambato port (Photo by jaedee021)

I always wondered how come RORO shipping from northern Cebu to Leyte did not develop like the ROROs to Bantayan when the northwestern district of Leyte has five towns to the three of Bantayan island. Maybe one of the reasons is there might not be enough tourism. Regarding their agricultural produce, maybe it is supplied more to the rest of Leyte and Biliran. Bringing them across the sea to Cebu is additional expense and unless the price differential is high then there is no point in bringing it to Cebu.

There is a resort off Leyte that is slowly being famous now, the Kalanggaman island. But in development as a resort, it seems it is still a long way off that of the very well-known Malapascua island off the northernmost tip of Cebu. Speaking of this island, there are only motor bancas going there which use the old Maya port which is not a RORO port. I do not know if bigger vessels will be used to Malapascua when the new Maya port is finished but probably not since that will require an equally-capable port in the resort island.

Old Maya port

Old Maya port

In the old Maya port there is also a regular motor banca to Esperanza, Masbate. There are also motor boats from Bogo to Cawayan and Placer in Masbate. I just do not know how much those will be impacted when the new Maya port opens. Viewing it from the time the ROROs arrived, a lot of business has already been taken by the ROROs from the motor bancas especially since there is not much need now of point-to-point services to Masbate towns since the roads in Masbate have already improved a lot and so there are already more vehicles rolling.

One thing sure, the ports, the ROROs and the routes in northern Cebu are still evolving. I was anticipating before that it will serve as an alternative to Manila of the people of that part of Cebu rather than backtracking to Cebu City. However, I noticed that the connecting rides still do not mesh very well and it is obvious it is not geared to that. Moreover, there is still not that visible savings in fare. Additionally, the people there are not used to long bus rides whereas one can recline in the liner from Cebu for all they want and have free meals too and good toilets and baths.

Will there be route in the future from northern Cebu direct to the Bicol mainland via Bulan port? Once this port had a Palacio ferry from Cebu City. Or even a route to Calbayog in Samar? This route will be nearer than the one from Cebu City. Now these remain to be seen but I won’t be surprised if those materialize in the future.

Advertisements

My Northern Cebu Tour

When I was in Cebu I had the ambitious trip to cover Maya, Hagnaya and Tabuelan ports in one day. However, even though I started early I failed to cover all three ports. There was some glitch in my plan and simply put if a trip to Maya already takes five hours or so then with detours covering all three seems really iffy, if the plan had a glitch, which I only realized later.

I had no exact day for the trip and I only planned to do it when it is not raining heavily (in my eleven days in Cebu last January it was raining almost everyday) and I was able to wake up early. So one morning I got up at 4:40am and before 6am I was already in Cebu North Bus Terminal in Mandaue.

The first segment of my trip was to Bogo City bus terminal. Along the way, we passed the junction that leads to Tabuelan. Since I was early I was already tempted to go down but I held (but it turned out later that going first to Tabuelan was the correct move but I should have been earlier).

32449088962_4f3371f2b7_z

When I reached the Bogo bus terminal I was disappointed. Not much bus spotting there as the red buses were no longer around (they said there’s still a few left). I walked to the beach to get whatever shipping shots I can get. Just small fishing boats but Polambato port was visible in the distance including two vessels, one of which was the Super Shuttle Ferry 10 of the Asian Marine Transport System or AMTC which holds the Bogo-Palompon route.

I then left the terminal and I decided I will no longer go to Polambato port to save on time. The Super Shuttle Ferry 10 is already familiar to PSSS members (since it stays a lot on the AMTC wharf being repaired) and most that will be added in case are just fishing vessels and viewers don’t have much taste for that anyway (ah, only for their catch, seriously).

In Daanbantayan it was a long drive among its many big, separated barrios. The scars of the legendary Typhoon “Yolanda” were still visible. We then reached Maya but the Ceres bus does not go into it anymore so I still have to take a motorcycle (it is not really a habal-habal). It is the Island Autobus that still goes direct to it and one bus was waiting there for the big motor bancas from Masbate and Leyte to arrive. Ceres goes direct to the new port now.

2325

The old port was still the same as in it basically serves the many motor bancas and motor boats of Maya. The port in general was unimproved. Most of the motor bancas there were for Malapascua, the resort island. The motor bancas for tourists was way more expensive than the flat-bottomed motor launches for the locals of the island.

It was windy and there were white caps and the news was the big motor banca from Esperanza, Masbate will be late. It is the only daily craft from Masbate as all other big Masbate motor bancas dock in Polambato port. Also expected but not yet there was the big motor banca from San Isidro, Leyte. Actually, banca pilots don’t need the Coast Guard when to exercise caution as they have much more experience at sea than they Coast Guard. They won’t sail if they think it is dangerous.

2320

I was amazed by the number of motor bancas to Malapascua. I did not expect to see well over a dozen crafts altho travel that day was slow maybe due to the weather (and so they are all there). In port, they were also rolling plastic drums of diesel into the RORO ramp for loading to a motor banca. I was surprised the drums do not burst. It is supposed to be the fuel for the generator of Malapascua. It was from a big truck.

From the old port the new port being constructed was visible. The access road to it was cut from a hill and a RORO port with back-up area is being constructed. It seems it is still a year from completion. But rumor is once completed the Masbate ROROs in Polambato will transfer there. Makes sense as Maya is nearer to Masbate being the northernmost point in Cebu. But I also bet Cawayan will then be the stronger connection to Masbate rather Cataingan because of the shorter distance.

2310

Maya new port

There were other ports in Daanbantayan which I saw from the bus along with a cove near Maya which seemed to have been a marina of motor boats before as there were carcasses there aside from live motor boats. It is just near and south of Daanbantayan town. The other ports I saw seems to be fishing ports. Fishing as an industry is very evident in Daanbantayan. Well, being just by the Visayan Sea will dictate that.

I took a local jeep from Maya and sat beside the driver. That gives me the chance of asking some questions. Mainly I was concerned with the rides (in Maya I had an oldtimer from Masbate as resource person). I changed ride in the Daanbantayan bus terminal where I also took bus photos. I did not go back to Bogo and instead I just waited for a ride in the junction to San Remigio town. It was already lunchtime, I noted. My fear of the day being eaten by the long ride from Cebu is beginning to materialize.

At times if my sugar is okay I decide to forego lunch to save on time and this is what I did again. I just take knick-knacks as I go to have some fuel to burn. I arrived in Hagnaya port at about 12:30pm and I immediately went to the port terminal to see what’s new, what changed. But it was full as the passengers of my bus were almost all headed to Bantayan island, I found out.

2349

I decided to just enter the port proper and reserve my terminal roaming at the end of my Hagnaya tour. I was glad I was in a non-ISPS port. No questions, easy access. It is good that in non-ISPS ports there are no imaginary terrorists (will a terrorist be taking shots of ships openly? but then ganyan kagunggong ang mga opisyal at guards sa ISPS ports).

The new bruited-about LCT of AMTC was there and her name is Super Shuttle Ferry 26. She was big and wide and built in South Korea. The only problem is she was not sailing because of a transmission problem. There were so many passengers in the port and I found out the reason was of the three AMTC ships in port were not sailing. The Coast Guard again declared a “gale” warning (now why do they declared a “gale” warning when there is no gale? why don’t they check the dictionary for the definition of a gale?).

2379

The suspension was for crafts below 250 gross tons and unfortunately the Super Shuttle Ferry 3 and the Super Shuttle Ferry 11 were both under that limit. And so all the passengers and car owners were waiting for the arrival of the Island Shipping LCT from Bantayan island. There was a cruiser ship of Island there, the Super Island Express II, their former Cebu-Tubigon ship (they have withdrawn from that route) but she was not sailing too. She is rumored to be for sale.

From inside the port I first went to the fishing vessels just north of Hagnaya port near where the buses park and wait. I was interested in the four steel-hulled fishing vessels that seemed to be derelict (but it seems they are still repairable). They were and it seems they did not survive well Typhoon “Yolanda”. From that location there was another view of Hagnaya port.

2434

I passed by but i decided to forego the Hagnaya meal place and burger stand as I did not want to lose time and I started walking the small road south of Hagnaya port. The first one I entered was what looked like a private port just near the Hagnaya boat. It had basnigs docked there plus a big motor banca, the Froilan B to an island near Negros already. It was the only boat to that island to Hagnaya and practically all the passengers were local. They said they are leaving anytime now. They were friendly.

2394

Froilan B on the right

From that private port there is a view of the ferries of AMTC especially Super Shuttle Ferry 11 which view was blocked by Super Shuttle Ferry 26. There was also a preview there of the fishing vessels docked south of Hagnaya port.

I walked south. I know I will find there the various private fishports and dockyards of Hagnaya. The first one I espied was just near and the one they were building looked familiar and so I went inside to ask. There was a “No Entry” sign but since I have something to ask that trumps that sign because it is impolite to howl from the outside.

2397

Yes, they build the Leonida fishing vessels that one will normally see in Polambato and Danao. They have that distinctive curving bridge in their vessels and actually their vessels are beautiful that I thought they were Japan surplus. Now I know why none of their vessels have IMO Numbers. Four vessels were being built there, two steel-hulled and two wooden-hulled. I thought they were not small if they can build four at the same time.

If the Leonida facility is small and all for vessel construction the next one I entered was big and it serves mainly as a fishport. This was where the Debbie Joy fishing vessels were docked (and there were a few there then). Got into an engaging talk there with someone of rank. They build their own vessels too. He said there were many shipwrights in Hagnaya and practically all are freelancers (that means not tied to a shipbuilding company). They are on call when needed and free. I understood it was a craft inherited from the generation past. Maybe that I why I saw welders only about 20 in age who already seemed to know their craft. Their gear does not indicate they are TESDA grads.

2420

Fish was being handled in that facility when I was there plus there were refitting works. What I noticed is the Navy patrol boat was also docked there. It seems the fishport waters was calmer and that is why they were there (is there free fish too?). Their crew kept looking into my gear. It was practically a staredown. I took a lot of shots past them for I can see in the distance a lot more of fishing vessels docked and what looked like fish landing areas too. I will not be surprised if there are refitting places there also or dockyards. It was then that I realized that the Hagnaya fishing industry is bigger than I initially supposed. What they have there I did not see in Daanbantayan or Bogo. Not even in Carmen, Cebu. Or in a lot of other ports, too.

Even in my 20’s I have already heard of Hagnaya in Bicol. Now I am beginning to understand. Hagnaya is not just a port. It is also a shipbuilding area. I won’t wonder now why the past database of MARINA showed a lot of routes from Hagnaya including to Masbate. It seems the yards were a show or a remnant of a great Hagnaya past. It just wonder why it is not the town.

2410

Fishing vessels south of Debbie Joy

The road got smaller and I decided I didn’t have the strength and the time to visit all those fish landing areas and dockyards. I thought that in the future there should be a shipspotting tour to discover that. I then walked back to the port and along the way I entered some lots which had an access to views of the fishing boats of Hagnaya.

From Hagnaya I intended to take a jeep or bus to Tabuelan port direct through the coastal road. I asked around. They said there’s none and I was puzzled. They offered a taxi for P400. I said that is too big for me although it looked like a fair price (later, James said there is a jeep but it emanates from San Remigio town). I calculated that if I go by the main road junction to Tabuelan it might already be 3pm or so when I reach Tabuelan port. I then decided to forego Tabuelan reasoning other members were capable of covering Tabuelan. Besides when I go shipspotting I am always mindful of my chances to take bus pictures to. All chances of that are ruined when darkness starts to set in.

2432

While mulling all these, the LCT Island II of Island Shipping arrived. I rushed back inside the port to take shots. Since I already decided to forego Tabuelan I tried to max my Hagnaya shipspot. It turned out to be a minor mistake. I did not know that at a certain hour all the bus departures in Hagnaya for Cebu are already tied to ship arrivals from Bantayan unlike when it was early afternoon. And since AMTC has no trips then the buses were all just waiting for Island Shipping arrivals.

I made a last roam of the inside of Hagnaya terminal. I concentrated on the Island Shipping ticketing office. I was attracted to their Hagnaya to Cawayan LCT (the LCT Island Venture) which I did not know before. Its fares were very cheap compared to the Bogo to Cataingan ship of Montenegro Lines when their distance difference is not great. Besides all fare are promo. If I use my senior citizen card I will just be paying P176. Now the comparative MSLI fare and discount would be about double or more of that.

2454

It seems passengers to Masbate have not yet discovered this cheap alternative. If it has a negative it is the 6am departure time. That means one has to leave Cebu North Bus Terminal no later than 2am.

When I got out of the terminal there was no more bus leaving and the next will be an hour later at 3pm. I then decided on an Island Express bus as I haven’t ridden that bus yet (it is a new bus service). I arrived in Cebu about 6:30pm in a light rain. I disembarked near Robinson’s Galleria and walked towards the Trans-Asia Shipping Lines office to get my ticket.

2347

I was in for a disappointment. Their Tagbilaran to Cagayan de Oro ships are no longer three times a week at MWF. It just leaves now on Mondays. There went my chance to shipspot Tubigon and Tagbilaran ports and get shots of Bohol buses. I then just asked for a Cebu to Cagayan de Oro passage aboard the Trans-Asia 9 (I was not able to board it because it was cancelled due to a “technical problem”).

In the ticketing office me and an imam tried to help a family going to Bukidnon to attend a burial. Passage was nil then because it was the day after the Sinulog Festival. Our advice fell into zero but I learned how the company handles situations such as this. They have a way and I was able to learn it. They guaranteed the family will be able to board the ship although it is supposedly completely full.

I then went home feeling tired from a trip that lasted nearly 15 hours. I realized tackling Maya from Cebu isn’t easy with its distance.

A Small RORO Ship With A Cruiser Stern

A basic, short-distance ferry-RORO with a cruiser stern is indeed rare as most of those type have transom sterns. But such is the case of the VG RORO II. And for a basic, short-distance ferry-RORO of barely 30 meters length, an airconditioned Tourist section with bunks is another rarity (so I wonder if she should still be called “basic”). The reason for that is she doubles as a night ferry (“overnight ferry” is too much of a term because of the short distance she sails to Bohol along with just a few hours of sailing time).

It is in Camotes Sea and Bohol Strait where I noticed that there is a proliferation of small ferries that have night or overnight accommodations and VG RORO II is one of them. In other regions, night routes might last 4-6 hours but there are no bunks so passengers try to fit themselves into benches (and this leads to arguments many times). That is the negative specialty of Montenegro Shipping Lines Inc. (MSLI). Maybe they should attend a seminar aboard small, night ships to Bohol and Leyte to see where they are failing in passenger service.

The VG RORO II is one of the two remaining sailing ships of VG Shipping Lines (the other one is Andy Two). She first started out as the Ferry Oseto of The Yellow Sea Merchant Company in Japan. The Ferry Oseto was built by the Mukai Zosensho YK in their yard in Nagasaki, Japan in 1978. She measures just 34.0 meters by 8.6 meters with a depth of 2.9 meters which are typical measurements for a basic, short-distance ferry-RORO. Her Gross Tonnage (GT) is 196 nominal tons and she has a Net Tonnage of 96 nominal tons.

A steel-hulled ship, Ferry Oseto has the typical single RORO ramp of a basic-short-distance ferry-RORO at the bow and a single car deck with a single passenger deck above that. As mentioned, her stern is cruiser and she has just a single mast. The ship is equipped with a single Daihatsu engine of 750 horsepower rating which gave her an original top speed of 10.5 knots. Her IMO Number is 7740233 but she has the alternate ID Number 17989.

In 2004, Ferry Oseto was sold to Island Shipping Corporation, the Bantayan island specialists. In that company she was known as the Island RORO II and her route was from Hagnaya port in San Remigio town in Cebu island to Sta. Fe port in Bantayan island. In that route, she was used as a basic short-distance ferry-RORO to Bantayan island which has a booming tourism and table egg business and is a favorite weekend jaunt of Cebuanos.

After a few years, Island Shipping Corporation decided to sell the ship to VG Shipping Lines of Cebu, a shipping company doing routes between Cebu and Talibon, an alternate port of entry in northern Bohol to Tubigon port, the main port of entry in that part of Bohol. Initially, there was not a change of name. Rumor said VG Shipping Lines was loath to pay MARINA, the shipping regulatory agency of the Philippines the required fees which is no small amount (yes, all signatures in MARINA has a corresponding fee and usually that is accompanied by an amount which is not reflected in the official receipt).

It seems Island Shipping Corporation decided to sell her because more and more what they want to use in the Bantayan route are their Cargo RORO LCTs which have higher rolling cargo capacity and that means more vehicles can be loaded. Vehicles are actually the bigger source of revenue in RORO shipping (which means it is not the passengers). The ship is operated by VG Shipping Lines but the database says the registered owner is Vicenta vda. de Garcia, the matriarch and from whom the shipping company was named. Currently the ship is already named the VG RORO II.

Although small, VG RORO II is a comfortable ship. Her Economy seats in the upper deck are not benches or single fiberglass seats (the “cruel seat” forte of Lite Shipping and Roble Shipping). Instead they use garden chairs which are softer, wider and have arm supports. Those are fixed to the floors with sufficient spacing. At the back of these are open-air Economy bunks with mattresses. So passengers really have a choice.

The ship also has an Economy section at the mezzanine between the upper aft Economy section and the small car/cargo deck at the forward section of the ship. That section is equipped with simple plastic benches and it is a little bit dark but airy especially when the ship is already underway. This section divides into two the lower portion of the ship.

Between the Economy section at the stern and the bridge, there is a small airconditioned Tourist section equipped with bunks and mattresses. It seems this was the original passenger accommodation in Japan if judging by its windows. For weary shoppers or traders who spent their day crisscrossing Metro Cebu this section is a welcome respite and an early rest area.

The ship has only a small car/cargo deck because the aft or rear portion of the car deck was converted into an additional passenger section. This has plastic bench seats and a few tables which can be used for eating or sightseeing. A stair connects this to the upper Economy section and in between them a kiosk is located near the smokestack (the ship has a single center funnel).

The ship leaves for Talibon at 9pm and departs Talibon for Cebu at 2pm the next day. The entire voyage takes less than three hours and usually before 5pm she will already be in Mactan Channel. In Talibon, it seems she is a “free hotel” for the non-residents passengers after she arrives there at midnight.

Many of her cargo are not rolling cargo but breakbulk or loose cargo. She also takes in a few vehicles, however, when some show. These are the vehicles going to or from northeastern Bohol which find Tubigon too far or which find the schedule of VG RORO II more convenient for them. She is the only RORO ship serving Talibon port. In Cebu she docks in Pier 4 just across the venerable Gothong Building.

The ship is not equipped with forklifts. In loading or unloading, the trucks bringing in the cargo just enters the ship so true porters can handle it. If it is too heavy then the arrastre should bring in the forklift. After all they have already been paid for the cargo handling. Company forklifts normally do most of this job so as to speed up loading and unloading and so that there will be less damaged items. Arrastre in most places should simply just be dissolved as they just act as a tong collection agency. Sometimes their only job is to put the ropes on the bollards and remove it when the ship is leaving and make some strange signs and yells to the drivers. Yet shippers and truckers pay for their “services”.

Sometimes I notice this ship gets a little rusty. Maybe the revenues are not enough for a new coat of paint. However, she is clean inside and the crew are friendly. Moreover, she is not known for conking out at sea and those are the more important things.

I wish she will sail on for long time. And be an example to other shipping companies that passengers deserve better than hard seats on night voyages even though it is just short.