The Ship That Might Have Eluded the Grasp of TASLI But Helped Medallion Transport Move in Rank

In this decade, Trans-Asia Shipping Lines Inc. (TASLI) has been buying the discards of the other shipping companies. They acquired the Trans-Asia 5 from Carlos A. Gothong Lines Inc. (CAGLI) which was the former Butuan Bay 1. From Gothong Southern Shipping Lines they acquired in a package deal the Trans-Asia 8 and the Trans-Asia 9 which were the former Dona Rita Sr. and Dona Conchita Sr., respectively. And from Philippine Span Asia Carrier Corp. (PSACC), they acquired the Trans-Asia 10 which was the former Princess of the Earth.

In those acquisitions, Trans-Asia Shipping Lines batted only two out of four as the Trans-Asia 5 and the Trans-Asia 9 did not perform according to expectations. After publicized episodes of her single engine conking out, MARINA (Maritime Industry Authority), the maritime regulatory agency, more than gently suggested something radical be done about the Trans-Asia 5 (actually it was the threat of the cancellation of her Certificate of Public Conveyance). Now she is just a RORO Cargo ship albeit a successful one and her superstructure has already been modified and the passenger accommodations had already been taken out.

Trans-Asia 9 now has episodes of late arrivals and word of it has began to seep out. Even as Dona Conchita Sr., it was already known that her engines were no longer than strong and that was even admitted by her Captain then. For the two ships it is a big sayang as Trans-Asia Shipping Lines really poured money into the two vessels so that they will be good overnight ships (the Trans-Asia 5‘s interiors were superb). However, it was the old engines that failed them.

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Photo by James Gabriel Verallo

These gambles of Trans-Asia Shipping Lines backfired on them. After forgetting what brought them to the top before which was buying good ships from abroad, both cruisers and ROROs, it seems they have lost their leadership of the Visayas-Mindanao routes to Cokaliong Shipping Lines Inc. (CSLI) which made it a habit to buy ships from abroad every two years. Now their fleet looks modern by local standards while TASLI’s increasingly looks old.

There is actually nothing wrong with buying cast-offs of other shipping companies. It actually depends on the ship one is buying. The Trans-Asia 8 was predicted to be good for them as this ship had a good record in Gothong Southern and it is not yet that old. The Princess of the Earth was also a reliable ship (except recently) for PSACC although she is also getting on in years now.

There was actually a good cast-off that eluded the grasp of Trans-Asia Shipping Lines. This was the Love-1 of Moreta Shipping Lines of Manila. When I first saw her docked in Ouano for refitting, I thought she was destined for TASLI. Her length, her size and her speed all screamed she was perfect for the routes of TASLI. This ship was not too old and in Moreta Shipping Lines she was not used heavily because she came when the routes of Moreta was already winding down because of the assault of the intermodal system. Late in her career in Moreta, she was sailing just once a week.

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Photo by Edison Sy

The Love-1 was the former Ferry Okiji in Japan of the Oki Kisen. She measures 93.1 meters (88.3 meters in LBP) by 15.3 meters by 6.0 meters. The length is perfect for TASLI although the breadth is maybe less than what they might desire but then that breadth is better than the 15.0 meters of Trans-Asia 2 and that ship has just an LOA of 88.0 meters. So that means Love-1 is a little bigger than Trans-Asia 2, a ship that TASLI loves.

The design speed of Love-1, the maximum speed that can be sustained when new was 18.5 knots while the design speed of Trans-Asia 2 was only 16 knots. Love-1‘s Daihatsu engines are bigger than the Daihatsu engines of Trans-Asia 2. It is 8,400hp vs 6,000hp. Trans-Asia 2‘s passenger capacity is 655 while the passenger capacity of Love-1 was 790.

Actually, Love-1, though originating from Manila was not a true multi-day liner. She was actually an overnight ship as the length of the voyages of her routes takes less than a day (an overnight run plus a few more hours which was similar to the former WG&A ferries that did the Dumaguit and Roxas City routes). In accommodations, though TASLI is known for top class she is not that far behind. In Ouano, it seemed most of the work done in Love-1 so she will fit the needs of buyer Medallion Transport was the construction of wing passenger ramps which is de rigeaur for Cebu ships and the closing of the side ramps.

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Photo by homepage2.nifty

The Ferry Okiji was built by Kanda Shipbuilding Company in Kure, Japan in 1979 (the same year Trans-Asia 10 was built). In Japan she had 2,584gt which rose to 3,184gt here because of the additional metal for the Economy class. Her net tonnage is 964 which looks to be understated. Since she was doing the Okinawa route in Japan which is in the open sea, her sides are high. Her permanent ID is IMO 7927099.

This ferry was sold to Moreta Lines in 2004, a few months after the Roxas-Caticlan route that connected Mindoro and Panay islands was opened. She mainly did the Dumaguit and Roxas City route for Moreta Shipping Lines although she was also used for the San Jose, Occidental Mindoro route of the company. In the middle of the 2000’s, WG&A along with Negros Navigation was already vacating Dumaguit and Roxas City routes due to the onslaught of the intermodal trucks and buses.

Moreta Shipping Lines still tried though but even before the end of the last decade it was obvious the ship from Manila won’t last against the buses and the trucks which were multiplying in the route year after year. Love-1 found herself increasingly not being used and at times she was just tied up in North Harbor along with the other ships of the company which were Nikki and Conchita.

Soon, Moreta Shipping Lines offered for sale her three ferries to just concentrate on container shipping. In 2011, Conchita went to Besta Shipping Lines and became the Baleno 168. In 2013, in a package deal, Love-1 and Nikki went to Medallion Transport which was a surprise since before this all the Medallion Shipping had were ships the size of basic, short-distance ferry-ROROs which they try to fit on overnight routes. The only bigger ship they had was the double-ended RORO Lady of Miraculous Medal which is 46.0 meters in length.

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Lady of Love in Cebu for conversion to Lady of Love (Photo by James Gabriel Verallo)

The Love-1 became the Lady of Love. I had a laugh when I heard the name from her guard in Ouano. At first I am not sure if he was pulling my leg. But the name became true and she became a Medallion Transport ferry doing the Cebu-Palompon route which was a new route for the company. This route was overlooked by the other shipping companies doing the Cebu-Leyte routes. Few realized it then that it was a good alternative to the Cebu-Ormoc route like the Cebu-Baybay route.

Cokaliong Shipping Lines was the one doing the Cebu-Palompon route after the smaller shipping companies on that route sunk. But they had no ship permanently fielded there and were just using the 7th day of their ships. Lady of Love has an easy entry because she can match the ships of Cokaliong toe-to-toe and she was even better than the lesser ships of CSLI. With rolling rates more competitive than those offered in Cebu-Ormoc route, soon her car deck was full of trucks and other vehicles.

Passengers also began to notice she was superior than the ships of Roble Shipping and Lite Ferries that were doing the Cebu-Ormoc route. Even her passenger fares were competitive. And she is fast. I once saw her docking in Cebu at 1:30 in the morning. I thought those passengers still going to the northern and southern tip of Cebu have the chance to arrive there by breakfast time should they decide to disembark and go to CNBT or CST.

Now the route of Roble Shipping to Naval, Biliran is already kaput. For rolling cargo, the Palompon route to Biliran is a good alternative especially if the rates are cheaper. Besides, Palompon is also a good and nearer entry to the towns of the northwest corner of Leyte island which has lost their ships from Cebu. Palompon is also a good entry to the towns of Isabel and Matag-ob.

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The Lady of Love proved to be an ace for Medallion Transport which now has a roaring route to Palompon. She also elevated Medallion Transport to the first rank of Cebu-Leyte shipping companies from a second-run position. I even wonder now if Roble Shipping or Lite Ferries can claim that they have a ship better or equal than Lady of Love. The Lady of Love became the queen of the Cebu-Leyte ships and ironically she is not even doing the premier Cebu-Ormoc route.

I just wonder why TASLI did not make a bid for Love-1. Was the package for Nikki a deterrent? But that can be sold if they do not want it (it is too small for TASLI maybe except for their Tagbilaran-Cagayan de Oro route).

Now TASLI obviously looks that they lack passenger ships. I just wonder had the two ships instead went to them. Without the two Medallion Transport can’t claim parity with Roble and Lite in the Cebu-Leyte routes. And TASLI would not have been wanting for passenger ships and they might have had a ship to match the Filipinas Cebu of Cokaliong in the Cebu-Iloilo route.

Maybe it was not in the cards that Love-1 would go to TASLI. Maybe what was in the cards is Medallion Transport would reach first rank in the Cebu-Leyte routes through the Lady of Love and Lady of All Nations (the name of the Nikki in their fleet).

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The Lady of Love certainly helped Medallion Transport establish itself. But then good things certainly does not last and last year engine problems disabled the ferry and she was laid up for half a year and the Lady of All Nations had to carry the load for two routes, the Palompon and the Bato routes. That was certainly a heavy load for an old ferry which was also laid up for half a year after her own share of engine troubles.

The PSSS (Philippine Ship Spotters Society) was told the Lady of Love was waiting for parts from Japan. Well, if re-manufacturing of parts are needed the waiting time is certainly months long. I was told only Japan and Singapore do this kind of job with the former supposedly having better quality. So, for the last few months, the Lady of Love was laid up in Ouano north of the E. Ouano House. She was monitored to do sea trials where she did 15 knots until she “hibernated” again.

Then suddenly a news exploded! The Lady of Love will be doing a Cebu-Surigao route and enter Mindanao and that was just a few days ago. That route was the base of the weakest ferries of Cokaliong Shipping Lines as they have a monopoly of this route after their competitor Cebu Ferries quit the Vismin routes to go elsewhere supposedly for greener pastures.

But not to be outdone and become the butt of jokes, Cokaliong suddenly diverted a good ferry of theirs, the Filipinas Cebu which was formerly doing a Cebu-Iloilo route to run head-on with the Lady of Love (therefore the match happened in another route). So the languid Cebu-Surigao route suddenly had a marquee match-up. The Lady of Love is thought to be the flagship of Medallion Transport, she being their best ship. Meanwhile, many also think the Filipinas Cebu is the flagship of Cokaliong Shipping given her name and route assignment.

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In terms of speed like what was shown in their first night match-up, the Lady of Love will have a slight edge having a higher design speed although she is the older ship. In amenities, the Lady of Love will probably not cede anything being formerly a Manila ship and the best ship of Moreta Shipping. A member of PSSS, James Verallo said in terms of restaurant and food, the Lady of Love has the edge. In passenger service and cleanliness, Cokaliong Shipping is known for that and I wonder if the Lady of Love will be a match.

All in all, the two ferries might be able to slug it out toe-to-toe and so the decisive thing that another member of PSSS Badz Bado weighed in might be the fares. I myself might add the cargo rates can also be decisive. Medallion Transport has the record that when it entered Palompon she suddenly offered the cheapest rolling rates and it was Cokaliong which she challenged there. So this new match of them is like a rubber match. It seems Medallion Transport does not fear challenging Cokaliong in its home route.

I commend Medallion Transport for having the guts to enter the Vismin route, stirring the pot and making it lively again after years of stagnation because of the tailspin of Cebu Ferries and the obvious lack of gusto shown by Trans-Asia Shipping in the last few years. I also criticize two Cebu shipping companies that were ahead of Medallion Transport but which pussyfooted a lot. The two are Roble Shipping and Lite Shipping.

Long ago, the former has a franchise to Nasipit but didn’t serve it. Lately, they had a ship named after Oroquieta in Misamis Occidental, the Oroquieta Stars but they were just using it in a Leyte route. So until now that company has no route to Mindanao when to think the gates to the Vismin route had long been left open by Cebu Ferries.

Meanwhile, Lite Shipping has been able to open two Vismin routes. One of this is their route to Plaridel in Misamis Occidental which seemed to form part of the reason of the demise of Palacio Lines. But in the over-all scheme of Mindanao, Plaridel is just a minor route. It only becomes greater because it also connects to Siquijor and Bohol and becomes the connection of the migrants of the two provinces to Mindanao.

More than a year ago, Lite Shipping used their old Lite Ferry 8 to open a route to Cagayan de Oro. I applaud them for their efforts to extend the life of that old ferry which they even re-engined but for that route that ship is outgunned and maybe that was the reason they have to offer half off the fares. For the size of Lite Shipping which is in a race to match the number of ferries of Montenegro Shipping Lines, they should already be able to afford a ferry worth the premier route to Mindanao from Cebu.

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Photo by John Carlos Cabanillas

I just hope that with this move of Medallion Transport those two mentioned companies will feel challenged. It is certainly time for them to enter new routes and ports. And if they need some “brave pills”, they can maybe ask who is the supplier of that to Montenegro Lines which suddenly entered the dangerous and overcrowded Zamboanga-Jolo route. Well, Roble also tried to enter that route via the Theresian Stars shipping company but then they have a powerful politician of Sulu as partner to that venture.

Who will be the winner then? It will be the riding public and the shippers, of course, as usual.

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My Trip to Danao and Carmen Ports

When I was in Cebu I had other tours and trips for I was always out in my 11 days there, rain or shine but it was almost always rain and so I bought a small, cheap umbrella from Prince upon the suggestion of the TASLI guard. The umbrella served me very well and without it I wouldn’t have been able to shipspot much. I also want to show that as I said we eat LPAs for breakfast when I was still studying in elementary and high school. A whole day rain for several days was not stranger to us then and it was even stronger like what I experienced in Allen.

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The view from the roof deck of the Danao fishport

Once I took a trip to Danao and Carmen ports. One reason is I also have to get a Sugbo Transit ticket for my friend Grek as he is a ticket collector. I got off before the bridge leading to Danao fishport, walked and took stock. The fishport trading section and its restaurants in the upper deck which we patronized in a PSSS tour then was already gone, not repaired after Typhoon “Yolanda”. They let me in but it was sad moments for I was all alone in the top deck. I can still imagine the laughter and gaiety of the group when we were there.

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I know how to time shipspotting events and I was there before lunchtime. As I expected two ferries from Camotes arrived, the Maica One of Jomalia Shipping and the Super Shuttle Ferry 24 of Asian Marine Transport System (AMTC). They joined the Mika Mari VI of Jomalia Shipping which was in port when I arrived. All throughout I used the fishport top deck as vantage point since I know getting inside the port will mean negotiations like last time and that will take time.

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One new thing in the area is a Jollibee restaurant by the port called the “Sands”. Its patronage is strong and I wonder if that was the one who sank the restaurants in the fishport. I queued but I realized my sugar will not hold and so I went instead to the fishport and ordered a meal in one of the carinderias there. After my meal I took notice of things I should take pictures of and it turned out mainly to be the ticketing offices there plus ship shots from the outside of the gates. Another thing also was they called the Maica One as the “Express”. It might have basis as her designed speed was 17 knots.

From the port I went to the Danao integrated terminal. I found out that the Carmen buses do not use the that and so there were no buses. Instead there were a lot of other vehicles including mountain, double-tire jeeps. I took one of the Multicabs and got off in Republic Drydock in Dunggo-an. Sad to say I was not able to gain entry (they want a recommendation from the Mayor but that will waste my time) and have to content myself with ships that were visible outside. It was mainly fishing boats that were there including derelict ones.

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Marker at the entrance of Republic Drydock

I then took a ride to Carmen and got off at the port junction near the Carmen campus of Cebu Technological University (CTU) and took a tricycle. I did not make the tricycle wait and so I know I am in for a long walk later. In the port I saw two Cargo RORO LCTs of Cebu Sea Charterers of the Premship group, the LCT 208 and the (yes, they will always have the number “8” because that is supposedly lucky. They were not loading yet (actually there was just one truck in the port) and so port activity was almost dead.

These Cargo RORO LCTs are what is threatening now the old overnight ROPAXes to Leyte (and Bohol) like that of Roble Shipping and Lite Shipping with their very cheap rates as in just barely over half of the usual rates. Of course it is a no-frills ride intended just for trucks and its crews. A memo in the Cebu Sea Charterers office made clear that they are only taking trucks and not passengers. The pioneer Cargo RORO LCT in Carmen, the LCT Mabuhay Filipinas was not there (later I found out she was undergoing Afloat Ship Repair or ASR near the Second Mandaue bridge).

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There was also a very small tanker in Carmen port, the Anna Rose. She was the smallest tanker I have seen and she was just powered by a single surplus Isuzu 10PE1 engine. Well, in the past there were tankers of just 300 horsepower too so I thought maybe that engine was sufficient. Of course she will not run fast. She was tied up there because of an engine problem (but there are many mechanics who can tackle that and parts are easy to source).

As usual, at a distance were the many yachts anchored in Carmen marina. There were about a dozen of them and many of those are actually owned by foreigners. I thought Carmen is also a good storm shelter. Again the decaying yachts and motor boats of Carmen port were still there. However, their decomposition are more advanced now compared to several years ago in my last visit with PSSS. There was also a DA-BFAR patrol boat (I wonder, Carmen is not a lair of fishing boats).

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With me just walking back to the highway, I was able to distill more info and understanding of Carmen. I found out that the enclosed marina leading to the visible stadium were the experimental fish farm of the College of Fisheries of CTU. And near Carmen port was an experimental station for fisheries research. Also visible in the enclosed marina was the “dunking machine” used to train the nautical students of the said university (Marine Engineering and Marine Engineering are the main offerings of CTU-Carmen).

I made a mistake once I got back to the highway after walking past the entrance of CTU-Carmen. I immediately took a bus going back to Cebu. What I should have done was go to Carmen poblacion, took a tour there and rode the Carmen-Cebu buses. I only realized that on my later trip north when I went to Maya and Hagnaya that were enough sights in Carmen town.

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The enclosed marina of Carmen

Got back to Cebu earlier but not really because of the traffic (which is worse now in Metro Cebu compared to the past years) and it was already a little late already for shipspotting. Darkness comes earlier on rainy days and Cebu was almost always raining during the Sinulog Festival week. And so I just instead went for bus spotting in the Cebu North Bus Terminal.

Glad to visit Danao and Carmen ports again and see what changed there. However, I can’t view my trip as very fruitful. Actually I felt a little bitin after that trip.

On My Way Home

I had trouble with my passage back home to Davao. It was the Sinulog Festival and Trans-Asia Shipping Lines’ problems that caused it.

At first I was planning a way back home through Zamboanga which I normally do. I take the Zamboanga Ferry of George & Peter Lines to Zamboanga. With that I am able to cover the ports of Dumaguete, Dapitan and Zamboanga. Additionally, I am able to cover the various local ports of Zamboanga City plus its two shipyards. I then go home with thousands more of additional photos.

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But I was in for a shock when I went to the G&P ticketing office. I never thought that their ferry to Zamboanga will ever be full. Usually, it is only ¼ full or even less that there are no more assignments of bunks and one can choose whatever pleases him. They would even upgrade some of the Economy tickets to Tourist.

I did not know that a significant number of people from Zamboanga del Norte go to the Sinulog Festival. And to think there are a lot of ferries going to Dapitan aside from the Ceres buses. Well, the Monday schedule of Zamboanga Ferry is what made her full. It was the first day after the Sinulog Festival week.

My next plan was to take the Tagbilaran-Cagayan de Oro ship of Trans-Asia Shipping Lines, the Asia Philippines. I made an early inquiry days before with their main office. They said the schedule is MWF. And so I thought I can take their ship days after Sinulog. I did not think Sinulog will impact the Tagbilaran-Cagayan route. I will have the chance to shipspot Tubigon and Tagbilaran ports plus take Bohol bus photos and maybe have some sightseeing too in Tagbilaran.

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When I tried to purchase a ticket for Asia Philippines, Trans-Asia said the ship only only Monday voyages. How come shipping company employees themselves doesn’t know how to give accurate information? And at the head office at that? It seems with their lack of ferries, the unreliability of some of their ferries and the wish to also play the Iligan route even though they lack ferries plays havoc on the schedules of Trans-Asia Shipping Lines that even their ticketing employees are in the dark.

I then asked for their nearest available Cebu-Cagayan de Oro trip (as Cokaliong does not serve that route). A Thursday ticket was available for Trans-Asia 9 and I purchased one. But the day before the trip, there was a text message to me from the company saying our trip was cancelled for “technical reasons”. And so it seems the old engine bugaboo of the Trans-Asia 9 wouldn’t go away really. Maybe she is better off now as a Cargo RORO ship like the Trans-Asia 5 when the new Trans-Asia 1 becomes available.

I immediately went to the ticketing office of Cokaliong Shipping Lines even without a refund yet for I want to be ahead of the others. With no ship running to Cagayan de Oro I thought there might be a crush soon in the Cokaliong office. The other Cagayan ship, the Lite Ferry 8 of Lite Shipping didn’t appeal to me much.

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Had a hard time deciding at the Cokaliong Tower ticketing office. I didn’t really want a Nasipit ticket as that port is not really appealing to me from the ship spotting point of view and also from the bus spotting point of view (all yellow buses from there). They have no Cagayan de Oro trips (yet). And their Ozamis-Iligan ship was the same ferry I rode from Masbate to Cebu, the Filipinas Ozamis. It was what was indicated in their schedule board. I didn’t like their Surigao ships too and I have just been there. As much as possible I don’t want to ride a ship I have already ridden before or go via port I have just been to.

I asked the ticket seller. No, it was the Filipinas Nasipit that will be doing the Ozamis/Iligan route on a particular day (as they do the Ozamis/Iligan route four times a week now). That clinched it. A new ship and one I have not been aboard before. That will also give me the chance to visit Ozamis again after a long time and also Iligan too with the possibility of a Mukas shipspot too. I have not been to Mukas port for a long time too.

There was something new in the Cokaliong House. They now have an interactive computer by the door manned by cadets that will show what accommodations are still available. That sure takes a lot of load from the ticket sellers and crowding at their stations.

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Our trip was at 8pm and I tried to be early but was not able too. Minsan mas mahirap pa talaga ang may hatid. It was nearing dusk when I arrived in Pier 1. By then I had already missed a lot in shipspotting inside Pier 1 and also inside the Cokaliong wharf. Darkness was getting hold already when our shuttle bus parked near the stern of the Filipinas Nasipit. Sayang. I know my shots are already blurry and no use using zoom for the ships passing by.

The Tourist of Filipinas Nasipit was nice. It looks like the Tourist de Luxe of Sulpicio Lines and the Tourist of Trans-Asia 5 but it does not have the individual charging sockets of the latter. While not yet sailing I stayed in the open-air section where there were tables and seats. It was a good viewpoint when the ship will be leaving Cebu port.

I noticed the Filipinas Nasipit has a lot of cabins. I wonder if they ever get full anyway. The Economy was the same Economy of Cokaliong which are clean and functional. There was also a lounge at the side of the Tourist which is nice plus one near the canteen. Actually those can double as additional accommodation if the ship is completely full (but the Coast Guard won’t allow that even though life jackets have an allowance of 10%).

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Filipinas Nasipit lounge

I did not roam very long for the next day I will have the chance between Ozamis and Iligan. There will be better light by then with less passengers. I retired early as there will be an early arrival in Ozamis but I found out the aircon was too cold when it was midnight already. We were only eight in the semi-private cubicle and we had a packaged-type airconditioner plus doors that seal us from the lounge and the passageway on the other side.

We were in final docking maneuver in Ozamis port by 4:30 am and suddenly I had a problem since I forgot my cheap but trusty umbrella in Cebu which I used in all my days of shipspotting there. It was nearly a whiteout but soon the rain abated a little and passengers can disembark. I disembarked too but where to was settled by the rain. No joy touring a city in continuous rain but in a ferry it wouldn’t be much of a problem as long as I can board it.

I asked and I was given a bad reply regarding the ticketing office to Mukas. It was outside the gate (so a passenger from Manila or Cebu with baggage will then have to get out first? that is what one gets from ISPS ports). So I then just headed straight to the ferry past the guards (a purposeful walk will sometimes do the trick). I asked the Chief Mate for direct passage and I will just pay him. Turns out it can be done contrary to what the guards said. I had a ticket but I was unmanifested and I did not pay the terminal fee. Government functionaries sometimes makes rules na abala lang sa pasahero especially in the rain. There are other ways of making a manifest. It can be done aboard the ship. And so that there will be no more counting then let Coast Guard list the names of the embarking passengers. They are not sailing anyway and they can even do their patrol by boarding the ferry as they don’t have patrol ships anyway.

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Swallow-I of Daima Shipping

It was still dark when I boarded the Swallow-I of Daima Shipping, the sole shipping company sailing the Panguil Bay crossing. She is a double-ended ferry and a decent one but the problem was the rain got stronger and there were puddles of water in the passageways. When we sailed it was daybreak already and I noticed the St. Francis Xavier of 2GO has just anchored offshore. I thought she was waiting for the Manila Bay 1 of CAGLI to depart. Manila Bay 1 has started raising steam already by then. The other ship, the Fortune freighter was still docked in port. In the distance the outline of Trans-Asia 2 of TASLI was already visible (and so we were faster than her).

Crossing Panguil Bay, aside from the fishing bancas, I noticed that there were four double-ended ferries of Daima which were sailing and there were four more moored in Mukas port. We then docked in Mukas port and I was able to take close shots of the four and I disembarked. I saw a long line.

Again I paid direct to the Chief Mate because I said I cannot tackle a queue that long where I can miss the ship which is obviously leaving after discharging and loading and I am a passenger of Filipinas Nasipit. Again I was unmanifested and I did not the terminal fee (but then I did not use the terminal). Sometimes ang habol lang naman talaga ng mga paghihigpit ay magawa ang manifest para masiyahan ang Coast Guard at mabayaran ang terminal fee.

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Swallow-II and 4 other double-ended ROROs of Daima Shipping

The Swallow-II was docking into the port the moment we pulled. Nice to see her and I have a special respect for her. She was the former Our Lady of Mediatrix which was burned by the white phosporus explosion that hit two Super Five buses aboard her in 2000. She survived and it is a credit to Daima that they have the patience to bring her back. Good to see her again 16 years after her mishap. I did not see her personally again after the burned-out wreck I saw the day after the explosion.

I thought the St. Francis Xavier will change places with Manila Bay 1 but when we returned she was still anchored. Nearing Ozamis, I was surprised by all the kwitis being fired and by the crowd waiting inside the port. There were priests and altar boys plus the religious type of crowd howling “Viva Pit Senor!”. It turned out the Trans-Asia 2 was carrying their image that went to Sinulog. So I thought that was the reason why the St. Francis Xavier was not docking.

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After taking shots of the revelry, I had only 30 minutes plus left to departure as we were leaving at 7:30am instead of 8am. With the intermittent rain and all the ek-ek in getting back inside an ISPS port I was no longer interested in getting out of the port and see Ozamis the city again. I may have just 15 minutes net and where can you go in 15 minutes in the rain? The crew of Filipinas Nasipit also doesn’t want me to go far. I remember that is also the worry of the crew of Zamboanga
Ferry when we are in Dumaguete and Dapitan.

We pulled anchor even before 7:30am and soon was on our way to Iligan. I noticed even at a distance that the St. Francis Xavier was still anchored when to think that even when Manila Bay 1 was still docked there was still one dock free. I dunno but I can only hazard the guess Ozamis port is penalizing St. Francis Xavier for delayed arrival. It was good I did not bet on her. She was supposed to arrive 8pm the previous night but she arrived 10 hours late. I did not take her altho I have not yet ridden her because her arrivals and departures in Ozamis and Iligan are both at night. No good shipspotting with that and even my bus spotting will be ruined.

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I made rounds of the ship after we left Ozamis. It was easier now for there was light already. I noticed we were less than 1/5th of the passengers that left Cebu. So it seems most Iliganons and Marawinons take the Cagayan de Oro ferry. It was easy roaming except that they do not want us passengers in that free area behind the bridge. And they do not shoo kindly too. Did the Cokaliong crew attend the shooing seminar of 2GO? But they were a poor copy as the 2GO crew have more politeness left. I don’t like it when a shipping company treats its passengers with distrust. We passengers do not shower them with such distrust. They should be fair.

We docked in Iligan port at 9:30am. I was happy for the earlier arrival because I was hoping to make Maramag, Bukidnon before dark (I don’t care after that since all the buses will then be red; I just wonder if the Philippine Competition Commission realizes that Mindanao, at least in the bus sector is governed by a monopoly).

There were no other ferries in Iligan. There were two cargo ships, one a foreign bulker, the Spring Canary, the other a Roble freighter, the Star Ormoc. There were tugs and harbor pilot boats. But then except for us there was almost no other activity in the port. Would have been merrier if the St. Francis Xavier was a little ahead of us. But it was good as I saw the former National Steel port and the Shell tanker jetty but the distance was great. Kiwalan is too distant, too.

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I no longer tried to make a round of Iligan. Davao is still too far away and I might get too tired. I just took the jeep which I know will still make a round of the city and it did. In the eastern bus terminal, I was able to take a lot of bus photos. My first choice was an ordinary Rural minibus because it has a front seat free. I changed to an aircon bus which also had a front seat free but not the one by the windshield. The aircon fare was P115 and the ordinary fare was P120. My seatmate told me before Christmas the aircon fare was just P95 for the 87km distance. Simple predatory pricing by Rural Transit to increase the pressure against Super Five bus. If we had only antitrust laws like in the US then Rural Transit would have to pay a hefty fine and/or the owners would have to spend some time in jail.

Transferred to a Pabama aircon bus in Cagayan (which has no gold anyway) because in the afternoon it is hard to look for an aircon commuter van. They have an all-new fleet now and of course they are cheaper. If I have a choice I will choose a Rural Transit competitor that has a front seat free (the front seat is the primordial consideration to me). My ticket was for Maramag only and not Kibawe, the destination of the bus.

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Mangima, Bukidnon

It was a rainy drive from Cagayan nada Oro to Maramag and I spoiled a lot of shots. It was getting dark already even before we wheeled into Maramag. I then changed into a lousy red bus which has no competition and our drive was very slow. Imagine a 5-hour drive at night for less than 160 kilometers. And again I had an incident in the Task Force Davao permanent checkpoint (the Supreme Court has already declared that permanent checkpoints are illegal; so much for the ballyhooed “rule of law”) and I held up the bus for more than 20 minutes with the passengers in the rain below.

It’s no longer martial law, I know my rights and so and they can’t just tell me any “balaod-balaod” thing (“balaod” is law in English). It the end I was able to force the Task Force Davao sergeant to admit they have no right to force down the passengers like cattle (and with threat at that) or inspect the baggage without search warrant (yes, that is what the law says but people don’t know that because we have a very poor legal education system). When they boarded back the passengers were furious at them and not at me. Now if only our lawyers and judges have more guts.

Anyway, I survived that long land trip of nearly 400 kilometers, my longest land leg in my December-January travel. The next day Aris was surprised I insisted on our previously agreed upon meet and tour to Samal. Seems I am back in form.

The Jadestar Tres and the Jadestar Seis

The Jadestar Tres and Jadestar Seis were once small short-distance ferry-cruisers by Philippine Ship Spotters Society (PSSS) definition. These two are sister ships and before they plied the Cebu-Tubigon short-distance route for Jadestar Shipping Lines. This company has folded now after initial success and these sister ships are the only ones still sailing from the old Jadestar fleet although in different capacities and in different places now.

Among the two it was Jadestar Seis that was built earlier in 1982 and she was originally known as the Tsuya Maru. Jadestar Tres was built in 1984 and she was first known as the Sei Maru. Both ships were built by Nagasaki Shipyard & Machinery Works in Nagasaki, Japan. Tsuya Maru/Jadestar Seis has the ID IMO 8204377 and Sei Maru/Jadestar Tres has the ID IMO 8408117. Jadestar Tres had the local Call Sign DUH 2428 and Jadestar Seis had the local Call Sign DUH 2436. The closeness of the two call signs means they arrived in the Philippines not far apart and of course the Jadestar Tres arrived first.

Both ships arrived in 2005 and were once the workhorses of Jadestar Shipping in the Cebu-Tubigon route together with the Jadestar, the first ferry of the company as the Jadestar Nueve and Jadestar Doce did not play prominent roles for the company. Maybe that was because their different designs might not have been well too-suited even from the start (Jadestar Nueve, a former Hongkong ferry was very tall and sways in the Bohol Strait wind and Jadestar Doce was a Low Speed Craft catamaran). It was the three which then can be usually found in docked in Pier 3 or sailing in Bohol Strait with their distinctive red livery.

The two ships have steel hulls with  raked stems and  transom sterns. The sister ships have a single mast, two low funnels and two passenger decks. As cruiser ships, they did not carry vehicles and hence they did not have ramps for rolling cargo nor did they have car decks and this could have what was fatal to their careers in the Cebu-Tubigon route.

The sister ships had the same external dimensions at 36.0 meters LOA, 33.2 meter LBP, 7.2 meters breadth and 2.9 meters depth. However, Jadestar Seis‘ GT (gross tonnage) is 225 while that of Jadestar Tres is only 172. The NT (net tonnage) of Jadestar Seis is 116 and that of Jadestar Tres is 101 (these are nominal numbers and no “tons” are attached). The DWT (deadweight tonnage) of Jadestar Seis is 50 tons while the DWT of Jadestar Tres is 53 tons.

Jadestar Seis has a declared capacity of 502 persons while that of Jadestar Tres is 512 persons. These are all in sitting accommodations. The sister ships are both powered by single Daihatsu engines of 1,000 horsepower and they have a design top speed of 12 knots. However, in Bohol Strait they were usually doing 10 or 10.5 knots only.

The sister ships have an airconditioned Tourist class accommodation at the front of both the upper deck and the lower deck, the original passenger accommodations in Japan. At the rear of those are the open-air Economy accommodations. Some luggage and cargo can be stowed in the rear of the lower deck above the open engine room which is noisy (and so passengers avoid that area). However, few take the Tourist class as anyway the aircon and the smell were not first rate and nor are the seats.

At the start of their passenger operation in 2004, Jadestar Shipping found early success as people of Bohol are wont to going to Cebu for their needs. Cebu is also the transit point for many coming from other places like Mindanao if they are going to Bohol. Bohol’s tourism was also picking up and there are many Bol-anons studying or working in Cebu. Tubigon was also fast developing to be the alternate port to Tagbilaran and actually it was a cheaper alternative as it was nearer to Cebu at only half of the distance to Tagbilaran.

However, things always change and sometimes paradigm changes happen that upsets the old order of things. Lite Shipping, buoyed by many and fast ship acquisitions fielded the double-ended RORO ferries Lite Ferry 9 and Lite Ferry 10 in the Cebu-Tubigon route in 2009. Their challenge to the route was also tightened by the fielding of the Lite Ferry 22, a ROPAX LCT and the Lite Ferry 23, a low-speed catamaran RORO in the Mandaue-Tubigon route. These two were concentrating on the rolling cargo (i.e. vehicles) to Bohol.

Since rolling cargo revenue far outweighs passenger revenues (while rolling cargoes also bring passenger revenues from the vehicles’ passengers) these ROROs can run with less than half full of passenger load as long as they have a good load of vehicles. And Jadestar Shipping do not have that advantage since their ships are cruisers. Cruisers, by its very nature cannot carry a significant amount of cargo, even loose cargo.

In 2010, the Star Crafts fastcrats of Malaysian origin began appearing in the route. At double the speed of the Jadestars they can do the Cebu-Tubigon route in just an hour versus the two hours of the Jadestar while the fare is not double. This proved to be a big come-on especially since the Star Crafts were airconditioned. The aircon vs. aircon fare difference of the competitors was actually not big but the speed difference and transit times were great.

Come the second decade of the new millennium Jadestar Shipping was obviously being squeezed by Lite Shipping and by Sea Highway Carrier (including its legal-fiction companies), the company of the Star Crafts fastcrafts. One disadvantage of a shipping company with only one route like Jadestar Shipping is there is no other route that can buoy up the company if squeezed in one route. The Island Shipping Corp. cruisers were also being squeezed in the route but that company has a strong presence in the Cebu-Bantayan island route.

By 2012, Jadestar Shipping was already kaput, a victim of declining patronage and of revenues not enough to sustain operations. They stopped sailing and brought their ships to the shipyards. The useless Jadestar Nueve and Jadestar Doce were also sold for scrap. Once in a while, some PSSS ship spotters would view them in Tayud using ultrazoom or superzoom cameras. The distance was far.

In 2013, a Jadestar was first espied in the PPA vessel arrival/departure site. It carried the name Jadestar Legacy. A check by a PSSS Admin proved she was Jadestar Seis (the name is etched in the hull) in practically the same livery. Only the name “Legacy” was added but she was now registered in Zamboanga. Further check showed the seats in the rear of the lower deck were removed so more cargo can be stowed. There is more amount of cargo in Zamboanga than in Bohol.

The ship is now owned by Ibnerizam Shipping and she is doing the Zamboanga-Isabela City, Basilan route, an even shorter route than the 22 nautical miles of Cebu-Tubigon at only 14 nautical miles. Her passenger load in the new route is stronger. She has a very old, salty captain who was too fearful of the owner who is always aboard. This is the only captain I met who is not appreciative of a ship spotter admiring his old smoky bathtub. The old cruiser is now down to 8 to 8.5 knots although at times she would take two hours on the route if the sea is rough or the sea is against her.

Meanwhile, while visiting Nagasaka Shipyard in Tayud, Cebu my fellow ship spotter from PSSS suddenly recognized a ship now in green livery being refitted and converted. I was not sure of the identification but he was certain. Then the engraved name came. Sure she was the Jadestar Tres and she was being converted into a Gemini ship, the Gemini 10 specifically. This company is known for having cargo ships that look like passenger-cargo cruisers. It is owned by Wellington Chan Lim of Isla de Bantayan Shipping.

In a few months, ship spotters began seeing her between Pier 2 and Pier 3 in Cebu near the Lapu-lapu Shipping ferries in the cruiser ship row of Cebu Port. There is wide vacant spaces in the upper and lower decks. She loads cargo in boxes and also day-old chicks, among other goods. She supposedly does a route to Masbate. Her schedule to Cebu is irregular and it cannot be predicted when she will appear there. Maybe she is also sails to the other islands and ports.

These sisters are now just the survivors of the Jadestar Shipping fleet which even had a cargo ship before, the Jadestar Dos. Somehow, it is heartwarming that they are still sailing and did not end up as plain scrap metal.

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