Philippine Ferries That Are Celebrating Their Golden Anniversaries In 2017

There are a few ferries in the Philippines which will be having their golden anniversaries this year because they have already reached 50 years of existence and sailing. That means these were built exactly in the year 1967 and all of these ferries are testaments to their design and engineering. It is also a testament to the Philippine side from the owners to the engineers for their loyalty and belief in their ships.

Not all of these ships are in the pink of health now, of course. In humans they might be the equivalent of our centenarians. But unlike our centenarians these are not exactly laid-up vessels and if not sailing they are being held in reserve. Some of these have hiccups at times but those episodes are not something that cannot be repaired. And unlike planes where there is always an emergency when an engine conks out, in ships even though it loses main engine power they simply become the equivalent of unpowered barges and barges sail day in and day out in all waters of the world.

Here then are our “golden” ferries this year:

Maybe we should start with the Maria Gloria of Montenegro Shipping Lines Inc. (MSLI). This is a notable ship because she was the first steel-hulled ferry of Montenegro Lines. She came to our country in 1994 when she was already 27 years old and she has been a good ship from the time she arrived and is still a very reliable ship until now. It looks like Montenegro Lines is taking care of her very well.

MV Maria Gloria (Ang barko na paborito ko!)

Maria Gloria by Raymond Lapus

The Maria Gloria is a short-distance ferry-RORO and for a long time served the Mindoro routes although at times she can also be found in the route to Siquijor. She was built as the Tenyo Maru for the Shimabara Tetsudo by Kanda Shipbuilding in Kure, Japan. She measures 42.9 meters by 11.0 meters and she has a passenger capacity of 413 persons. She is powered by twin Daihatsu engines with a total of 1,400 horsepower which is still good enough for some 10 knots today.

Another 50-year old ship in the fleet of Montenegro Lines is the ferry Maria Isabel which holds for the company their Iloilo-Cuyo-Puerto Princesa route across the wide Sulu Sea. Now if she is not a reliable ship Montenegro Lines won’t assign her to that route especially since swells can be powerful in her route when the monsoons are acting up.

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Maria Isabel by Carl Jakosalem

The Maria Isabel was originally the Shirakawa Maru in Japan and she was built by Taguma Zosen in Innoshima, Japan. Her external dimensions are 49.0 meters by 13.2 meters and she has a passenger capacity of 427 persons. A two-deck overnight ferry, her Gross Tonnage is rather high for her Length at 836 (this figure has no unit). She is powered by twin Hanshin engines of 1,700 horsepower and her design speed is high at 14.5 knots and maybe this was the reason she was assigned the long Sulu Sea route.

The Maria Isabel arrived in the country in 1997 when she was already 30 years old. Now who said imported surplus ferries should be no more than 20 years old? I say it depends on the condition of the ship. Maria Isabel has two sister ships in the Philippines and both are in the fleet also of Montenegro Lines. These are the Maria Erlinda and Maria Rebecca.

Another “golden” ship in the Philippines is one that has a complicated history and is a survivor. She first arrived in the country in 1982 as the first RORO ferry of Viva Shipping Lines which were formerly operators of motor boats like Montenegro Lines. The ship was 15 years old then, a relatively young age and she was named as the Viva Santo Nino.

The Viva Santo Nino was formerly the Bisan Maru of Sanyo Kisen of Japan. She was built by Kanda Shipbuilding in Kure, Japan and she measures 50.0 meters by 11.8 meters. Originally 665 GRT in Japan but here her GT was deflated. I am not sure of her original engines but later it were two Yanmar engines totaling 1,800 horsepower which was good for 13 knots.

The Viva Santo Nino sailed well for Viva Shipping Lines whose ships were rusty and lacked cleanliness but they don’t sink or conk out because tale says the Captain is under the pain of death if his ship sinks. But when the company stopped operations because of the tightness of competition in the Verde Island Passage and of some family troubles this ship was one of those which was laid up.

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Streamer of Joy-Ruby by Masahiro Homma

In 2003, the ship was sold to Silverio Atienza who was an operator of motor boats called batel in the area. With some modifications and repair, she became the Joy-Ruby, the first steel-hulled ferry of Silverio Atienza which later evolved into the Atienza Shipping Lines. However, once on a voyage to Puerto Princesa she developed a hull in the stern when she was already nearing the port. She continued sailing until she ended up sitting on her stern near the quay with her bow pointing to the sky.

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The Joy-Ruby was subsequently salvaged and sold to Asian Marine Transport Corporation (AMTC) in 2008 where she became the Super Shuttle Ferry 15. For many years she plied the various routes of the company in the Visayas and mainly Ormoc but at times she also experienced some minor problems. This might not really be due to age but to the weakness of her company in maintaining ships. However, her Captain admitted that her engines were not that robust anymore but this is something that could be remedied by re-engining.

Another ship that was also built in 1967 was the Island Express II of Island Shipping Corporation. This ship is a short-distance ferry-cruiser that runs the Bantayan island route although not recently when Island Shipping was already able to build enough passenger-cargo LCTs and the cruisers of the company were already on the way out as cruisers can no longer compete against ROROs except in Zamboanga.

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Island Express II by Masahiro Homma

The Island Express II was built as the Yuzuru by the Sanriku Shipbuilding & Iron Works in Shiogama, Japan. The ship’s external dimensions are 28.5 meters by 7.0 meters and she is equipped by a single Daihatsu engine of 300 horsepower which means she is a slow craft. This ship came to the Philippines in 1994 when she was already 27 years old. The Island Express II has a passenger capacity of 354 persons all in benches.

Another cruiser ship that was built in 1967 but is an overnight ferry is the Gloria Two of Gabisan Shipping which has fishing vessel origin and was just converted in Leyte. This ferry measures 46.3 meters by 7.7 meters and is now equipped by a single Isuzu Marine engine of 960 horsepower which gives her a cruising speed of 11.5 knots.

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The Gloria Two is a very reliable ship although she suffers now in competition versus RORO ships. She has a passenger capacity of 386 and she has no other route except the route to Hilongos, Leyte. This ferry is declared to have a Gross Tonnage of 246 with a passenger capacity of 386 person in bunks.

There is another highly-recognizable ship that is well-known in Cebu which is the Lapu-lapu Ferry 1 of Lapu-lapu Shipping. This ship was built by Okayama Shipyard in Hinase, Japan in 1967 and she came to Sweet Lines of the Philippines in 1978. In Sweet Lines she was known as the second Sweet Time doing the Cebu-Tagbilaran-Cagayan de Oro and Cebu-Tagbilaran-Larena-Plaridel routes. Her IMO Number is 7315753.

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Sweet Time by Edison Sy

When Sweet Lines collapsed in 1994, she was laid up for a while until she became the Carmelita. Then she came to Lapu-lapu Shipping which renovated her extensively in 2002 in Villono shipyard until she no longer looked like the old Sweet Time, the reason why people can’t connect her to her origin. But IMO Numbers don’t lie and she was traced.

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Lapu-lapu Ferry 1 by Mike Baylon

As Lapu-lapu Ferry 1 her dimensions are 52.2 meters by 8.0 meters by 4.1 meters and she is an overnight ferry-cruiser. Her passenger capacity is 509 and her primary route is Cebu to Cataingan, Masbate. She still has her original Hanshin engine with 1,100 horsepower which is now just good for 8 to 9 knots. To keep up with competition, the ship has an air-conditioned Tourist section.

Another ship built in 1967 is an LCT of E.B. Aznar Shipping of
Danao, the LCT Melrivic 1 which at one time was rumored to be gone but actually was  just hiding in Republic Drydock in Danao City and being re-engined prior to re-fielding. A PSSS (Philippine Ship Spotters Society) tour group found her being refitted in that shipyard. This passenger-cargo LCT is a local-build in Manila.

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LCT Melrivic 1 by John Carlos Cabanillas

This vessel’s measurements are 37.4 meters by 8.0 meters which means she is a small LCT and her Gross Tonnage is 321. Originally powered by a single Yanmar Marine engine of 430 horsepower, she is now powered by a Weichai engine of 460 horsepower and her speed increased from 9.5 knots to 11 knots while being more fuel-efficient.

The next ship which is 50 years old now is a respected ship in Bicol but she was not originally a Bicol ferry. In Japan she was known as the Nangokutosa Maru of the Utaka Kokudo Ferry and she was built by Hashihama Zosen in Imabari, Japan. The ship measures 64.0 meters by 11.3 meters with an original Gross Register Tonnage of 904 tons and equipped with twin Daihatsu engines with a total of 2,200 horsepower.

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Princess of Mayon (parsed from a PPA photo)

In 1990, this ship came to United Towage & Salvage of the Philippines when she was already 23 years old. In this company she was known as Horizon but United Towage & Salvage was actually not into passenger shipping. The ship underwent modifications and she was sold to Bicolandia Shipping Lines where she became known as the Princess of Mayon. For a very long time as in two decades, she was the biggest ferry in Bicol and she was always in the strongest route there, the Matnog to Samar route.

When Bicolandia Shipping Lines was sold lock, stock and barrel to Penafrancia Shipping Lines in 2006, the Princess of Mayon became part of the deal and in the new company she was known as the Don Benito Ambrosio II. She had periods of unreliability soon after. The company’s solution was to build one reliable Daihatsu engine from her two Daihatsu engines and a Yanmar engine was mounted as the second engine.

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Now Don Benito Ambrosio II is running well again and she is still in the same route again. The PSSS (Philippine Ship Spotters Society) touring group was able to ride her free last December, “Bridge Class” and know what? Her bridge is air-conditioned! Now, tell me, how many short-distance ferries locally can claim that kind of accoutrement?

The last two vessels that were built in 1967 are both local-builds. Both are small because they were ferries of their companies when they was still young. These two are obsolete now being slow, small cruisers and most of the time they no longer sail. The two are the Ever Transport of Ever Lines and the Magnolia of Magnolia Shipping Corporation, both of Zamboanga City.

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The Ever Transport was built in Cebu and just measures 19.2 meters by 5.1 meters with a Gross Tonnage of just 68 and a passenger capacity of just 87 persons. Her engine is an Isuzu diesel of just 135 horsepower but she can reach 7.5 knots when she was still new. I thought then she was already gone and then I saw her being refitted in Varadero de Cawit in Zamboanga City and they said she will sail again.

Meanwhile, the Magnolia was built by Rato Brothers in Pagadian, Zamboanga del Sur. Her external dimensions are 26.6 meters by 5.4 meters with a Gross Tonnage of 81 and a passenger capacity of 122 persons. The upper half of her hull is wood and the lower half is steel. The Magnolia is powered by a single Caterpillar engine of 120 horsepower. The last time I saw her was she was laid up in Varadero de Recodo in Zamboanga City.

Both the Ever Transport and Magnolia are clearly obsolete now. In passenger capacity they are not even higher than the big passenger-cargo motor bancas which have the same horsepower as them or even more. However, the two can carry more cargo especially since they have high prows and freeboards so they can deal with the sometimes big swells of the seas near Zamboanga.

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Magnolia by Mike Baylon

So that’s it, folks. A total of eight ferries that will be celebrating their 50 years now. Some are already obsolete especially the cruisers because as they say times and modalities change but they are still alive. Do I hear the tune of the BeeGees, “Stayin’ Alive”?

Not all the ferries mentioned have IMO Numbers and some were not traced initially but the cooperation with Angelo Blasutta of the former Grosstonnage.com bore fruit and so the Don Benito Ambrosio II and Lapu-lapu Ferry 1’s origins were traced and both were actually clear surprises.

I always joke that ferries 50 years old should give a discount of 50%, a celebration for being still alive. Oh, it can be not the whole year. Maybe on the month that they were built, at least. And the crew might even be surprised because I found out over the years that many crewmen cannot trace the history of their vessels because they were not trained to look for the IMO Number.

On a future article I will deal with our our ferries built in 1967 that are no longer around and what has happened to them so the people including the haters of old ships will be more educated.

The Remaining Cruiser Ferries of Cebu Port

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The cruiser era is near to drawing to a close in the Philippines, maybe. Cruisers might hold on to Zamboanga but I don’t know anywhere else. In the Port of Cebu they might have been gone now except for three hold-outs, the Lapu-lapu Shipping, Gabisan Shipping and South Pacific Transport which don’t operate ROROs. But recent rumor say Gabisan will sell one of its cruisers, either the Gloria Two or Gloria Three and in its place will come the former Maharlika Cinco of Archipelago Philippine Ferries which supposedly will become the Gloria V in their fleet. This ferry is now undergoing renovation and refitting in Leyte and she is a big one. Seems Gabisan Shipping also wants a slice of the growing rolling cargo traffic to Leyte using Hilongos port.

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The cruiser ferries of Lapu-lapu Shipping, the Lapu-lapu Ferry 1, Lapu-lapu Ferry 8 and Rosalia 3 are really fighting very hard. From simple tejeras they now have bunks and even a Tourist section. They have been pressured by the coming of Montenegro Shipping Lines to Cataingan, Masbate, their old staple but they did not budge. They are even pressured more in Baybay City by Roble Shipping. They have already withdrawn from the Villaba, Leyte route. As cruisers they have nowhere to go; they have to dig in their heels and try to survive all the onslaughts.

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The five cruiser ships of Lapu-lapu Shipping and Gabisan Shipping are all bunched up between Pier 2 and Pier 3 of Cebu port and many times they dock diagonally to save up on limited wharf space. Sometimes they are joined by a Gemini ship of Isla de Bantayan Shipping. But these Geminis are not really passenger-cargo ships.

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Also still present in Cebu port are the two cruiser ferries of South Pacific Transport, the South Pacific and Fiji-II which have a route to Bato, Leyte. These ships are known that will never give up because they are owned by Fortune ShipWorks, a shipyard in Tayud which has also a freighter company and will live as long as the owners want them.

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Docking not far from the seven is the VG 1 (and the former Andy Two) of VG Shipping which has a route to Talibon, Bohol. This lady is an old survivor from being the Princess of Samar of the defunct Western Samar Shipping Lines and as the Princess Joan of the defunct Georgia Shipping Lines. I don’t know right now if she was the former Joan Glory of the defunct Glory Shipping Lines. She is re-engined with Weichai from Dynamic Power now so it means she will still be around for a while.

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I am not sure if the Super Island Express II of Island Shipping has already quit or was replaced. She is also a cruiser ferry and has a route to Tubigon, Bohol. Once upon a time Island Shipping has a big presence in the Tubigon route until slowly they were pushed by the ROROs of Lite Ferries and the cruisers of Jadestar Shipping which are gone now, which surrendered the fight when they realized their cruisers cannot match the ROROs of Lite Ferries and the fastcrafts of Star Crafts.

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I don’t know if Island Shipping will attempt a comeback. They have enough ROPAX LCTs now. They even sold their Island RORO II which they should have used to hold their Tubigon route, in my view. This became the VG RORO II of VG Shipping.

Rose Shipping/V. Atilano with its cruiser ferries is now gone too. And to think in its heyday they have been involved in wars across the Camotes Sea versus the Aboitiz Shipping Corporation which is also gone now. What a sad end and it seems it is only their April Rose and Yellow Rose which has survived in other hands. However, only Yellow Rose is remaining in Cebu but not sailing. Her last duty was as restaurant-tour ship with the name Lady of the Gate of JJA Transport.

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Aside from Jadestar Shipping, another recent casualty which quit was the Roly Shipping/Godspeed Shipping/Ernesto Alvarado combine. I thought they will survive somehow as they have a more diversified route system (Leyte and Bohol) but I heard there were internal difficulties and one day they were just gone like Jadestar. Their Roly-1 capsized in a shipyard and their Tagbilaran Ferry and Mega Asiana were cannibalized in Star Marine Shipyard in Tayud, Cebu and are technically dead ships.

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Maypalad Shipping meanwhile had a very slow death. Their tied-up ships in Mactan Channel disappeared slowly over several years but as of last count two freighters are still there and their Samar Star is still in Star Marine Shipyard but this is an early generation RORO. Their Guiuan, however was a cruiser ferry. It is now gone.

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Another solitary cruiser that is still tied up is the Ormoc Star of Roble Shipping which is still in Pier 7 but it seems it is no longer in sailing condition. A few years ago, the Melrivic Ten which has a route to Poro, Camotes also quit and was sold to shipping company that has a Cuyo route from Manila. Melrivic Nine has quit the Toledo-San Carlos route and is laid up in Dunggo-an, Danao City. I wonder if owner Aznar Shipping will want to use her revive their Cebu-Poro route.

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So Cebu Port has just some ten cruiser ferries surviving now but not all are in sailing condition and some might be technically dead ships now (intact but no longer capable of sailing). There are however cruiser ferries on the western side of Cebu island under the hands of Island Shipping and PAR Transport. Those are still sailing.

Take your views and pictures of them now. Who knows if they will still be around in a decade’s time. For sure, when they go, there will no longer be cruiser replacements. The replacements, if ever there will be any, will for sure be ROROs. If not, LCTs which are booming now.

This is a tribute to them. I cannot say “Long live” because I know they will be gone in a few years time. For sure.

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 Lapu-Lapu Ferry 1 and Her Route

In my view, Lapu-Lapu Ferry 1 is a survivor ship of a survivor shipping company which is Lapu-Lapu Shipping. I wonder if Lapu-Lapu Shipping considered her as flagship but in my eyes it might be like it and it should be like that since Lapu-Lapu Shipping is the survivor of the southeast Masbate to Cebu City routes and Lapu-Lapu Ferry 1 holds that route. Lapu-Lapu Ferry 1 is actually the only ferry left in that part of Masbate and the Cataingan, Masbate to Cebu City route is the only route remaining too in the area.

Cataingan port and Lapu-Lapu Ferry 1
Cataingan port and Lapu-Lapu Ferry 1 ©Mike Baylon

Southeast Masbate is the Cebuano-speaking portion of Masbate province. Even in earlier decades the area have had links to Cebu province both to the capital and in the northern tip of the Cebu island, the former through motor boats and the latter with large motor bancas and up to the present. Having the same language and also recognizing Cebu as their regional and cultural capital, southeast Masbate sends their products to Cebu City, it sends its better sons and daughters to the great southern city to study and they also source their supplies from the great Cebuano city. A direct link to the area (which is the size of a district) obviates the need to backtrack to the farther Masbate City.

Maybe the route to Cataingan is the one that survived because it has the best port and is located in the protected Cataingan Bay which is also a historical shelter of ships from storms. Cataingan is by no means the trade and commercial center of the district (it is actually Dimasalang, Masbate which has links to Bulan, Sorsogon). Maybe it was the bad situation of the roads then that dictated the historical results. At least Cataingan has an acceptable asphalt road then while going to Cawayan or Placer was more challenging. And Cataingan is closer to Cebu than Dimasalang.

Cataingan town and market
Cataingan Town and Market ©Mike Baylon

Lapu-Lapu Ferry 1 is now the only ferry serving the route. She too is a survivor, a clear-cut one at that. She was built as a general cargo ship by Okayawa Zosen in Hinase yard in Japan in 1971. She carried the ID IMO 7315753. In 1978 she came to the Philippines and was converted into a passenger-cargo ship to become the second Sweet Time of Sweet Lines. As Sweet Time she had the declared specifications of:

Built in Japan in 1971, steel hull
Raked stem, cruiser stern.
2 masts, 2 passenger decks
L=49.8m B=8.0m D=2.4m
GT=445.75 NT=203.1 DWT=1,003
Passenger capacity=314 persons
Engine: single Hanshin 1,100hp

She did the Cebu-Tagbilaran route for Sweet Lines which was a strong Cebu to Bohol and northern Mindanao operator then.

Sweet Time
Sweet Time ©Edison Sy

When Sweet Lines got bankrupt and stopped operations in 1994 she became the Carmelita. In 2002 she was rebuilt in Villono shipyard (now Nagasaka Shipyard) in Tayud, Cebu and she became the Lapu-Lapu Ferry 1. Her declared LOA (length over-all) now is 52.2 meters (her bow became more raked) and the new Depth is 4.1 meters. Meanwhile, her passenger capacity jumped to 509 in three decks.

Although she seemed bigger now, the MARINA “magic meter” came into play and she is now just 246gt and 169nt. She retained her old Hanshin engine but with a higher weight and being over 40 years already she is now just running at 9 knots maximum from the former 11 knots. She takes about 13 hours for the 109-nautical mile Cebu-Cataingan route. Her departure time either way is 6pm and she does the route three times a week with a Cataingan lay-over on Saturdays.

Lapu-lapu Ferry 1 engine
Lapu-Lapu Ferry 1 Engine ©Mike Baylon

From Cataingan her main load for Cebu is marine products and copra. From Cebu she will load groceries, bakery, hardware and electrical supplies and animal feeds for Cataingan. She is loaded by porters through their backs – no forklifts, no sliding ramps. One advantage is her cargo deck is wharf level. She has three decks aside from the engine deck and cargo holds. The lowermost deck is also for cargo, the crew and passengers and traders. The upper two decks are all Economy passenger accommodations in bunks. She is actually a single-class ship with distinctions by level of deck only (the nearest the engine is the cheapest).

Lapu-lapu Ferry 1 cargo loading
Lapu-Lapu Ferry 1 Cargo Loading ©Mike Baylon

Lapu-Lapu Ferry 1 is a no-frills ship, a simple passenger and cargo carrier. There is nothing more than TVs and a canteen as offerings to the passengers. Riding her in the dark sea in about an hour or two of sailing nearly all the passengers are already asleep with only the hum of the engine breaking the solitude. Passengers are up too early in the next morning. In the cacophony, Cebuano will dominate although most passengers can speak several local languages.

Lapu-lapu Ferry 1 economy
Lapu-Lapu Ferry 1 Economy ©Mike Baylon

When Montenegro Lines (and ROROBus) opened a route from Polambato port in Bogo, Cebu to Cataingan I became worried for Lapu-Lapu Shipping especially when Montenegro Lines increased their presence in the route to two ROPAXes. However, Lapu-Lapu was able to hold on and recently it seems the pressure eased somehow when ROROBus trips got suspended with the LTFRB crackdown.

I always have my fears about the survival of the route, the shipping company and this ferry because of a surfeit of competition including the Large Motor Bancas and the intermodal trucks. However, I have always found Lapu-Lapu Shipping to be adaptable and it is shown in improvements in the ship to cope. It seems as Lapu-Lapu Ferry 1 she is already in her second iteration.

Lapu-lapu Ferry 1 in Mactan Channel
Lapu-Lapu Ferry 1 ©Mike Baylon

I simply hope this ferry survives long including the route and the company so the choices of the riding public won’t be lessened and traders of the district will continue to have a direct ship to Cebu. As have been since the long past.

More Lapu-Lapu Ferry 1 photos by Mike Baylon, CLICK HERE