New Developments in Masbate Port

I had been to Masbate port twice in recent days in this month of July of 2017. The first one was when my ship Super Shuttle RORO 3 of Asian Marine Transport Corporation (AMTC) was on the way to Batangas and dropped anchor in Masbate first. The second was when I took the route via Pilar and Masbate ports on the way back to Cebu. Those two visits afforded me a chance to compare and weigh developments in Masbate port since last January of 2017 when I was also able to visit the port.

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Masbate port

The first notable thing is all works in expanding Masbate port has already been completed. The lineal distance of the port is a little longer now. On the other hand, talking of infrastructure, the Masbate port terminal building deteriorated in the same span of time as it is no longer air-conditioned and yet the dear terminal fee which is more expensive than the much better Cebu and Batangas ports remained the same when Masbate port does not even have shuttle buses and does not really have the capacity to take in all the passengers of the buses. And so it copied the Batangas port model which means bus passengers have to go down when the bus enters the port in order for them to pay the terminal fee and then board the bus again or walk to the ferry. The former is the preferred mode now.

Another new thing is Masbate port has an X-ray machine now for the baggage but it is not operational yet. Another useless piece of equipment just to justify the terminal fee and to have another reason for “cattle-herding” the passengers. It seems what is good enough for the buses is not good enough for PPA (Philippine Ports Authority), security-wise, because buses don’t bother checking the baggage of the passengers because they know the chance of them being victims of terrorist attacks is next to nil, at least in Bicol. And I think if one asks the ferries they will say they are not bothered if there is no X-ray machine. The buses and the ferries do not have the ISPS thinking that all passengers are possible terrorists. Actually that is simply ridiculous and is just the product of “praning” minds.

One more notable thing is that the passenger motor bancas are now practically gone from Masbate port and they have already transferred to the municipal port of Masbate near the public market and the bus/van terminal because of the high passenger terminal fee being charged by the port when passengers have no actual need for the terminal as they go direct to their vessels. Actually, last January I saw a terminal building (it was named as a community fish landing center) being built in Masbate municipal port and I saw that it is already finished when I went to the bus and van terminal.

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The problem now in Masbate municipal port is congestion, I was told, especially in the rush hours of the morning and the early afternoon. The boat landing areas there are actually the facility being used by the so-many small passenger motor bancas and motor launches headed to the different barrios across Masbate Bay. Add to that that that is also the docking area of the passenger motor bancas to barrios just outside Masbate Bay and up to Baleno town. Now the bigger motor bancas to Ticao island, Pilar port and Burias island are also lumped there now. That also includes a few cargo motor boats that were once passenger motor boats.

Actually, some small motor launch operators also built docking areas just beyond the northern end of Masbate port. I was told these transfers were the reaction to the terminal fee that costs P30. A terminal fee of that amount for a P10 boat fare? So right now just a very few motor bancas use Masbate port. One effect is congestion of the port was gone in one stroke. So I wonder now if there was any need to lengthen the port after all. Maybe they could have just donated the construction materials to the boat landing areas at the end of the port. The surface there is still dried muck which is obviously undulating and slippery. Well, if the funds were really meant to benefit the public.

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A makeshift boat landing area adjacent Masbate port

Regarding steel-hulled ferries, the competition in Masbate port is heating up and truck volume was obviously bigger than last January. Not in the buses though as July is already part of the lean months. Sta. Clara Shipping Corporation fielded their Cargo RORO LCT there, the LCT Aldain Dowey which was identified in PSSS (Philippine Ship Spotters Society) as the former LCT Ongpin. So now they have a total of three ferries in Masbate and I was told in summer Sta. Clara Shipping even fielded a fourth ferry. Their LCT is of the same length as their Jack Daniel and Anthon Raphael, their two ROPAXes there which are the best in the fleets of Sta. Clara Shipping Corporation and sister company Penafrancia Shipping Corporation (this is before the fielding of the former Tamataka Maru ships from Japan).

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Their LCT is the first to leave at noon and in the afternoon they are the only ferry departures from Masbate at 2pm and 4pm. Their three ferries are the biggest in Masbate because what their competitors have are only basic, short-distance ferry-ROROs because they use the shallow Pilar port whose depth cannot handle bigger ferries. By the way in terms of rolling cargo traffic the Pio Duran route now of Sta. Clara Shipping and Penafrancia Shipping is the favorite now since Pio Duran in Albay is nearer to Manila than Pilar of Sorsogon while the rolling cargo rate is just about the same.

With the exception of the ROROBus which is related to Montenegro Shipping Lines Inc. practically all the other buses to Masbate are handled by Sta. Clara Shipping Corp. and Penafrancia Shipping Corp. as the third operator Denica Lines, a Pilar native does not load buses. Loading buses from Luzon meant extending discounts, rebates, free tickets and free meals and Denica Lines does not play that game because they say they have their share of rolling cargo too. And I saw that when we left left Pilar port aboard their Marina Empress at 3am and the car deck was full. From Masbate port their three ROROs Odyssey, Regina Calixta-II and Marina Empress all left full. Denica Lines has already bought the Regina CalixtaII of Regina Shipping Lines (RSL) of Catanduanes and so they have three ROROs also now while Montenegro Shipping Lines Inc. (MSLI) is down to two ROROs from three. Maybe because it is lean months now and maybe they have one undergoing refitting in a shipyard.

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If we assume that Montenegro Lines has a third RORO in Masbate then a total of 8 ROROs make a daily crossing now to Luzon plus there is a Cargo RORO LCT for a total capacity of about 100 truck/bus units (of course, since there are smaller vehicles mixed in, the actual total is higher). Many of these come from as far as Cebu island. Buses will be at least a fourth of that total. One will wonder why there is such a large number of people on the move when within Masbate island there are not that many number of buses although there is a significant number of commuter vans.

Montenegro Lines have three fastcrafts and a catamaran in Masbate including their newest and fastest, the City of Angeles which is a catamaran. They also have there one of their biggest fastcrafts, the City of Masbate. Their future rival, the two fastcrafts of Denica Lines are still not ready and are still being refitted in Pilar port. Meanwhile, I wonder if the Masbate-Pilar motor bancas are already in terminal decline. There are just so many ROROs and High Speed Crafts. Although the motor bancas are faster than the basic, short-distance ferry-ROROs, they are noisier. They might be noisy, however, but still they are better than the “Stairs Class” of Montenegro Lines.

But in trucks and buses Sta. Clara and Penafrancia are already beating Montenegro Lines by about 3:1. Denica Lines could also be level now with Montenegro Lines in trucks and buses. By the way, sedans, SUVs, AUVs are not that many in the Masbate crossing to Pilar and Pio Duran and jeeps are practically unknown.

However, there is a rumor in Masbate port that a new player will come and serve the Masbate-Pio Duran route and it seems it is not Medallion Transport which was gone from the route after their Lady of Carmel sank in 2013 off Burias island. It remains to be seen if this rumor will come true.

The Super Shuttle RORO 3 of AMTC is also back in Masbate port and it connects to Batangas and Cebu plus Cagayan de Oro but their schedule is irregular as in there are no definite day for arrivals and departures as it is more of a container carrier now. There are also still a few motor bancas to Bulan when where before that was the dominant route to Bicol from Masbate.

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There are also off-hours docking now in Masbate port as Denica Lines has an early evening departure from Pilar. To the credit of Masbate port they let the passengers stay in the port terminal as the arrival of that is midnight and there is still no transportation to the towns outside Masbate City (and that gave me an idea). And Sta. Clara Shipping sends back its ship from Pio Duran if there are a lot of shut-outs (vehicles left unloaded in port) and that becomes another off-hours docking. That was the reason why they fielded their LCT because shut-out were already happening frequently (I saw that last January when one Mega Bus cannot be accommodated and they asked passengers of that to get down the ship and it was an event not good to look at — I pitied the passengers).

Masbate port is changing. Traffic is obviously up and I think the port will only get more important in the future when more traffic will shift to it from San Bernardino Strait if the rates become lower. Maybe then competition will further heat up and we will see the full blooming of Masbate port.

But they have to get that passenger terminal fee down. It is much higher than Zamboanga port when that port is better than Masbate port and the passenger terminal is not really needed by most of the ship passengers. A sore point really and that must change.

On The Way Back To Cebu (Part 2 of my trip to Batangas and Calapan)

When I realized I’m not gonna make the St. Francis Xavier of 2GO in North Harbor and that I wouldn’t wait anymore for the Super Shuttle RORO 3, I decided I will just go back to Cebu via Bicol, Pilar and Masbate because that route will give me more photos including bus and train photos plus the views along the way. When fellow passengers knew of my plight and plan they suggested to me the Turbina bus stop in Calamba. Well, I could go as far as Cubao if I wanted Manila bus photos but I decided against it because I wanted to take photos of the Bicol Commuter Train in Naga and for that I must arrive early afternoon there as I was just planning an overnight in Naga because I was not really prepared for a long stay (I should have been sailing with the Super Shuttle RORO 3 back and forth and my preparation was for such). In my mind I want to take the Cokaliong ship in Masbate and I wanted a whole day bus and ship spot in Masbate and also to make some interviews.

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View of a recently arrived ferry in Batangas port while waiting for a bus

I asked about the Supreme bus from Batangas to Lucena and funny none of the passengers, van drivers and guards have an idea of the first trip nor of the fare. It seems none of them have taken that ride. I was interested in that ride because I might have been to Ibaan before but I have not also taken it. Its distance will be shorter compared to Turbina and I assume the fare will be lower also. You see I was on a short budget and tours drain money fast.

My next problem was how to go to Batangas Grand Central Terminal. The guard resolved the first part. He pointed to me the ATI shuttle to the outside of the port gate (no one walks around in Batangas port as all are potential terrorists and saboteurs, that is the assumption in ISPS and their restriction is even greater than that of a military camp). I was warned how high is the charge of the tricycle drivers. But I was able to haggle down the P200 that they normally charge to P100). The Grand Terminal was really far. I found out that there was no seamless connection to there unlike when one’s destination is as far as Manila.

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Batangas Grand Central Terminal before dawn

Entering the terminal at 3:02am per the LCD clock of the terminal, I saw the Supreme aircon bus already on the way out. What a timing! I have to take it and forego bus pics as I was not prepared for another hour of a wait. I was charged P94, senior fare, that proved to be lower than my tricycle fare. With a very low volume of passengers I wondered how Supreme could be making money on their early trips which are not few in number. It seems they are among the bus companies that still understand that bus transport is public service. Their buses was the ride of people that needs to move early like vendors and those that have to go to the market early. A lot of the fares charged was only P10, the minimum fare. And to think they have no competition in the route.

I have some regrets being very early because in the dark one cannot see the landscape well. We arrived just past 5am in Arias, the junction of the road leading to Lucena proper and the diversion road. The unlucky thing was a Superlines bus overtook us and it was bound for Daet. I wanted to take the longer route rather than the Quirino Highway route for I have not passed that road for a long time now as buses no longer pass through it.

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Arias junction in Lucena

The jeepney dispatcher in Arias was friendly and helpful and he told me the next bus will be an RMB ordinary bus and he told me the approximate time of arrival. I was mulling a Dalahican port diversion but the dispatcher was not encouraging. He said going out of the port is difficult at that time because there are no arrivals yet from Marinduque and the tricycle fare is very high. Sometimes the fewness of ships in a port convinces me against visiting if I lack the time and I am not really prepared. I just then contented myself with taking of bus shots which I prize because I lack Southern Tagalog bus photos. I also have to manage my Bicol ride because day trips to Bicol comes just one or at best two in an hour.

The RMB bus came and it was taking in short-distance passengers that normally are the passengers of the Raymond bus. I tried to get bus and places pictures although it was difficult as I was not at the front of the bus nor at the side. Then the text of Aris, a PSSS Moderator came in and asked me if I was at the North Harbor. I asked him to check the 2GO schedules earlier. I told him in a few minutes I will be in Atimonan port. I was expecting my answer will discombobulate him, a joke in itself as he did not know I was on the way to Bicol.

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Atimonan port and ships

I was able to get shots of Atimonan port and ships but I missed Siain port because of the trees. Then I saw that LCT at the end of the long coastal road straight before the road turns into the railroad tracks. I failed to get off a shot but I saw there was a makeship yard there and I wondered what they were doing there as it was far from what can be connected to shipping. Afloat ship repair? There were not much vessels in Lamon Bay except for the occasional fishing boats the largest of which is a basnig.

The bus then left Calauag into the hills and there were no more views of ships and of the sea. It was all buses and land views until we reached Mabolo of Naga where there were two fishing vessels. We took a little over 7 hours to reach Naga and that included two meal stops. I just paid P250 for the bus fare for a distance of about 250 kilometers.

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Fishing vessels visible from Mabolo bridge

Upon reaching Bicol Central Station, the Naga bus terminal that has many eateries I ordered kinalas, a kind of mami that is synonimous with Naga. With no rice I ordered Bicol Express and again I remembered Mark, a PSSS Moderator who failed to taste one in Matnog because we immediately boarded the Don Benito Ambrosio II of Sta. Clara Shipping Corporation which was then leaving already. From a short meal, I immediately made my way to the PNR (Philippine National Railways) Naga station to take rail and train photos and to ride the Bicol Commuter Train (BCT) to Sipocot. I did that not only to satisfy myself but also the Aussie rail engineers who once worked with the PNR as AusAid technicians and who are PSSS (Philippine Ship Spotters Society) members too.

I did not move much in the station and in the train. I was tired. I just want the experience of a DMU (Diesel Multiple Unit) train being hauled by a locomotive. The DMU’s power is no longer enough for tractive power and it was only used to power the automatic doors, the fans and the lights. With our rundown railways, such weird contraptions happen. There was an announcement that the BCT will serve Legazpi last February. It did not happen as there were no locomotives available (yes their Board of Directors is that detached from reality). It is VP Robredo who is pushing for that but I think the lady does not understand rails and our rail situation. Internally, the PNR do not want to run the BCT to Legazpi as each run loses. Ever since 55 years ago it has already been proven that the trains cannot compete with the bus on parallel routes much like ferries can’t compete with them too on parallel routes.

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Bicol Commuter Train to Sipocot

From Sipocot I did not transfer to the bus anymore like what I usually do because I was tired and I had just come from a long bus ride and has already passed Sipocot hours before. We arrived in Naga in a heavy thunderstorm that flooded the city and we were marooned in the station. Good I already roamed the station and took shots before my BCT ride. In that thunderstorm before just before dusk there was no way to roam the station nor take any decent shot.

I spent the night in Naga and the next day I was back at the bus terminal to take more shots and to eat pilinut candies. The previous day I was not able to take many as I gave priority to railfanning. With my stay in Naga I was able to top all my batteries again. I resolved I will already leave that night so I will be in time for the Masbate-Cebu Cokaliong ship and my way will be through Pilar and not Pio Duran as I want to see the developments in the Denica Lines fastcrafts there and simply there are more ships in Pilar than in Pio Duran and that includes passenger-cargo motor bancas. In preparation for that I slept from late 5pm to 9pm as the bus to Pilar I was aiming at should be in the 11pm to 12mn range, ideally, as I was targeting the Denica Lines ferry at 3am which I knew will afford me a lying position and sleep as the passengers are not many because they don’t take in buses unlike the Montenegro Lines ship.

A Pilar bus entered the terminal at 10:30pm, the first one to do so. It had the quizzical signboard Pilar/Tabaco/Legazpi. I asked if it was for Pilar and they said “Yes”. I decided to take it. No harm in being 30 minutes early. A good insurance in case of an unlikely flat tire or a need to transfer buses. The bus almost immediately pulled out and I noticed the driver was serious in his driving which is not normally the case once a bus reaches Bicol. Upon reaching Tuburan junction in Ligao I knew the reason for the fast clip. We turned left. So we are on the way to Tabaco first. I checked the time. It was just 11:40pm. I was not worried. There was enough time. I thought better just enjoy the unintended excursion. A way to see Tabaco and Legazpi again.

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Tabaco port

As I expected we entered not the far Tabaco terminal but Tabaco port. I knew there will be passengers for Catanduanes for sure in the bus. Took shots but it was dark and there was rain. I knew the bus will not linger and it did not and after a stop in the city center we were on the way to Legazpi and we reached it at 12:50am.

By 1:40am we were already in Pilar port. We took 3 hours for a 165-kilometer run. I thought if only buses in Mindanao were that fast. I also thought the 80kph limiter devices based on GPS should be thrown to the sea. What is the use of that on a night run where there are few vehicles on the road when time should be gained? How could the Department of Transportation assume that sedan drivers who spend their whole day in the office are better drivers than real professional drivers?

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Denica Lines fastcrafts in Pilar port

The 3am Denica Lines ferry, the Marina Empress, which I like was there alright. With our arrival I still have time to roam the dark port and field questions. I found the Denica fastcrafts were still not ready and are still tied to Pilar port but the refitting of one has already advanced. The motor bancas to various destinations like Monreal and Aroroy were also there plus a Montenegro Lines RORO and fastcrafts. The Hammity cargo motor boat of Denica Lines was also there.

The fares were still the same but I found out that the Regina Calixta-II of Regina Shipping Lines already belongs to Denica Lines and so they have 3 basic, short-distance ferry-ROROs now and so when their fastcrafts are ready they will have a battle royale with Montenegro Shipping Lines Incorporated looming and probably the motor bancas will give them an advantage.

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Regina Calixta-II

I decided against an Aroroy entry to Masbate because the departure of the motor banca was still 5:30am and arriving in Aroroy at 8:30am will mean a 10:30am arrival for me in Masbate which means I will be missing a lot of action compared to a 7am arrival with Marina Empress when most ferries to Masbate has not yet arrived including the slow Filipinas Maasin from Cebu which was expected at 9:30am. I long wanted to reach Aroroy but the negatives are big.

Having arrived ahead of most of the buses which are now mainly carried by Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation, I was able to observe a lot about the patterns. I realized that if I will not shipspot Masbate port then if I take one of the buses from Manila to Cawayan then I will still reach the Island Shipping LCT in Cawayan for Hagnaya in Cebu island.

In going back to Cebu via Masbate I ruled out taking the ROROBus because it leaves Masbate port at 8:30am to take the 12nn Cataingan-Polambato, Bogo ferry of Montenegro Lines. Leaving at that time means I will miss a lot of action in Masbate and I will just spend five hours staring into the sea when there is still a lot of happenings in Masbate port.

If I take the thrice a week Lapu-lapu Shipping night ferry in Cataingan to Cebu City that leaves at 6pm then it means I should already be in Masbate bus/van terminal at about 2pm. By that time 75-80% of the actions in Masbate port will have happened already. Maybe next time I should take that so I can check new developments in the road to there and in the port.

There is also a ferry equivalent to the MSLI ferry in Cawayan but I want to check if it is 100% in the route. But then one has to leave Masbate early also as in about 8am and maybe hitching a ride with an early bus from Manila is the trick but I am not sure if they are faster than the vans. It is not as cheap as the Island Shipping LCT which still has promotional rates.

When I entered the Masbate port terminal building after disembarking from the Marina Empress the beautiful lady guard immediately recognized me. I thought I was in luck because I can roam fully without worrying about my things and I will have full chance to charge my batteries as I drain them. Anyway this time around there were not that many passengers in Masbate port terminal building as they have already learned the Batangas way of sending the passengers to their buses after paying the passenger terminal fee (so what is the purpose of the passenger terminal fee which is actually more expensive than Batangas port and Cebu port)?

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LCT Aldain Dowey

A new addition I saw in Masbate is the Sta. Clara Shipping Corp. LCT, the LCT Aldain Dowey which just takes in trucks. With the fielding of that Sta. Clara Shipping and sister company Penafrancia Shipping has further outstripped Montenegro Lines in the Masbate route in terms of rolling cargo. By the way, I was astounded with their Anthon Raphael when she arrived as she had a dozen buses aboard when she arrived. MSLI has already lost to Sta. Clara Shipping and Penafrancia Shipping in buses as she only carries ROROBuses now save for a lone Elavil bus. Compared to last January, Sta. Clara and Penafrancia have already far outstripped MSLI in rolling cargo.

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Anthon Raphael

The Cokaliong ship Filipinas Maasin showed herself in Masbate Bay at 10am. There were snickers of course because even Asia Indonesia and Asia Japan of Trans-Asia Shipping Lines Inc. did not take that long in reaching Masbate. I thought to myself Cokaliong Shipping Lines Inc. should change the ship assigned there as obviously she does not have enough speed for the route. Maybe she should just stick to the Surigao route which is shorter. The Filipinas Maasin car/cargo deck was full of cargo when she arrived.

This time around I did not go anymore to the Masbate bus/van terminal. I was already tired by 2pm when only one ferry has not left port aside from Filipinas Maasin. That was the last ferry to Bicol, the Jack Daniel. The Regina Calixta-II, the Odyssey and the Marina Empress of Denica Lines has already left and in that order. The Maria Angela and the Maria Sophia of Montenegro Lines have also departed along with their fastcraft and catamarans and two have already returned from Pilar, the City of Angeles and the City of Masbate.

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It also rained hard, another reason I lost taste for the bus/van terminal. I also thought I will be seeing the same buses there I saw days before when I was on the way to Batangas and regarding the motor bancas from there I caught them practically all and if I missed some it will be just a few fishing bancas. I just spent the mid-afternoon looking for a decent meal as I prioritized ship and bus spotting over meals. In January in going for meals I missed some of the actions and I did not want that to happen again. I also want to cover fully the loading and unloading of the buses. There were fewer buses this July compared to January.

When it rained hard and the wind blew I noticed the digital read-out of the time and temperature in Masbate port showed just 27 degrees Centigrade. It was just like having an air conditioner for the whole port. I pitied some of the passengers because the port management lacks care and imagination. They should have let the buses pick up the passengers by the driveway. It’s hard to make one’s way to the ferry in driving rain. Good in that situation the Maria Sophia went back to port when informed that there were bus passengers not yet boarded when their bus was already inside the ship.

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The Kulafu of Rufo Presado from Bulan in Masbate heavy rain

In all these happenings I never saw a port official appear and much more intervene. Oh, maybe, their job is just to sign papers, make memoranda and prepare reports, the typical bureaucratic dance. The porters were even more concerned for the passengers (but of course they will never become port managers).

After nearly completing my charging in the terminal building I hunted for a porter to interview about some history of Masbate port and its ships. By this time the passengers have already boarded Filipinas Maasin and Jack Daniel has already departed and so they’ve go no more thing to do as cargo loading is also finishing and the last passengers will be Masbate City locals and they are usually dropped by the ship’s ramp especially since only P6 is charged for an entering vehicle (while the passenger terminal fee is 5 times of that). In that situation there is practically no more action that I have to cover.

I found one and he has been a porter for over 20 years and his father was also a porter but now retired and is just fishing. He still remembers the liners of the early 1990’s and how Masbate ships evolved from motor bancas and motor boats to ROROs. They earned much more then when cargo handling was basically done manually and the liners still had lots of passengers. I just let him tell the stories that he recall. The only things I interjected were the history of the High Speed Crafts in Masbate and how the Bulan route lost to Pilar.

I realized as he was telling the story that maybe next time I should lessen the picture-taking and listen to stories more. I barely touched on the shipping owners like Rufo Presado and the owner of Lobrigo Lines, both of whom tried fastcrafts also. Aside from Denica Lines they are the biggest motor banca operators in Masbate. And I have not even explored well the complexity of the Masbate motor bancas or even its accidents. Anyway I got a number now. I also gave my source a tip for his time. The interview that took nearly an hour seems to just flew by. I was not able to judge well if my source is worth a PSSS cam. Maybe next time I have to ask my lady guard-friend.

After getting some light baon I boarded the Filipinas Maasin when dark was already threatening. I did not have enough time and interest to take a meal outside. I thought with my tiredness I will just sleep straightaway. But then I got hungry and I patronized the restaurant of the ferry. I found their prices a bit better than other ferries I have ridden.

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I made a light tour of the Filipinas Maasin to see how much changed when I rode her more than a decade ago. The lay-out was still the same. But what I noticed is the flooring. It is similar to what is used in buses and it needs no painting. But basically it is still the same ship. My complaint was they set 4 packaged type air conditioners at 16 degrees Centigrade when the ship was already sailing. They should have set it full blast when the passengers were just boarding. So I tried to tinker with the air conditioners. Otherwise we will all be suffering the whole night.

As usual sleeping did not come easy for me because of my neck condition. In each new sleeping place I have to discover what will suit it. I resolved my more complete tour of the ship will be in the morning when I can assess the ship better and my shots will be better. It is not scheduled to reach Cebu early anyway.

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Porter’s Marina

When I woke up I think we were just astride Catmon, Cebu and so I went back to sleep. The problem is when I woke up again I have already missed Danao City and its port and ships. I saw we were already nearing Liloan and Porter’s Marina. There was light rain and no good sun and I thought Tayud and Cansaga Bay shots will be problematic. It proved true even if the rain abated a little and the chance of having a good shot of ships in the Tayud yards was gone. I have to content myself with the anchored ships off it.

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Maica 2

Then I have to scramble for the ships in the Cebu Yacht Club. While taking shots of it a fastcraft overtook us and made a 180-degree turn into a dock in Mactan Island that I have not noticed much before. It was a little south of the Cebu Yacht Club. What I discovered was the new Maica 2 of Jomalia Shipping. It resembles the Oceanjet 15 of the Ocean Fast Ferries. I was able to take a lot of photos of her.

I have to hie off next to starboard as the Ouano ships including the new Trans-Asia 1 and the former Bao Dao ships will be coming into view. After that it was more or less a ride already like with Metro Ferry up to Pier 3. After that comes Pier 1 and its ships that cannot be covered from Metro Ferry. I saw a fastcraft coming on our port side and didn’t think much of it. Then it rounded our stern going into Pier 1 and then I realized she was the Oceanjet 288 of which PSSS has no photo yet of. Watta luck!

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Because it was a Sunday there were few ships in Cokaliong wharf. We arrived earlier than expected because the ship sped up because supposedly she will still be going to Palompon at noon and they still have to unload and load cargo. I was wondering how they can do it in 3 hours. Well, there are a lot of Cokaliong forklifts in the port.

My decision to take the Cokaliong ship from Masbate proved to be correct although that meant just one day of stay in Bicol. I had a full day in Masbate which was not possible if I took the Super Shuttle RORO 3 again which arrived on the previous night that I was already in Pilar. That means like what the crew said they usually stay 3 days in Batangas. And arriving at night in Masbate means no Masbate ship spotting which defeats one of my purpose. And they probably left Batangas at midnight so that was also next to useless in ship spotting.

With the Cokaliong ship I had good ship spotting from Porters Marina up to Pier 1. That was not possible with the Super Shuttle RORO 3 as it goes Around Mactan island and not under the Mactan bridges. And definitely Filipinas Maasin is a real passenger ship and notches ahead of Super Shuttle RORO 3 in comfort and amenities.

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End of my journey

Of course going via Bicol means my expenses were way higher than what I expected. But I hope more photos of ships, buses and train is enough compensation. Spotting long-distance is not really cheap. I have now more photos for PSSS, Shippax, Fleetmon and Lindsay Bridge.

Hope I can do it again!

A Good Ship Is Gone

The uncle of a PSSS (Philippine Ship Spotters Society) member saw the former SuperFerry 5 (last known as St. Joan of Arc in the Philippines) in Singapore a few months ago in what can be surmised as a one-way trip to a ship-breaking yard somewhere in South Asia. That ship has long been reported for sale and its owner 2GO is just as much willing to dispose of her. The ship’s final fate must have been sealed when the former SuperFerry 16 arrived back in the Philippines in 2015 after having been sold abroad for profit in 2007 at the height of the world metal prices then that was driven by the great China demand when its industrial output and drive to sell to the world hit high gear. 2GO wants a more modern fleet and they have no patience for old and graying ships.

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The former SuperFerry 5 which was known as the St. Joan of Arc in the fleet of 2GO was actually the last of our old generation of liners that was built in the 1970’s and which arrived in the country in the 1990’s. She was the lone wolf after the Princess of the South of Philippine Span Asia Carrier Corporation, the former Sulpicio Lines was disposed off in 2015 and the former SuperFerry 2 which was renamed to St. Thomas Aquinas sank in a collision near Mactan island in 2013 and after the former SuperFerry 1 which was renamed to St. Rita de Cascia was sold to China in and after the St. Joseph The Worker and the St. Peter The Apostle were sold to Bangladeshi breakers.

It was not actually the St. Joan of Arc which 2GO wanted to retain longer. It was actually the refitted St. Thomas Aquinas but as fate would have it she tried to test how the hard was the ice-classed bow of the container ship Sulpicio Express Siete of Philippine Span Asia Carrier Corporation or PSACC, the successor company of Sulpicio Lines. The former SuperFerry 5 was not a converted ship to two cargo decks like the St. Thomas Aquinas and hence her container capacity is lower while she can no longer fill her passenger accommodations. This was because passengers have already moved to other means of transportation after the liners became a disappointment when they failed to handle the challenge of the budget airlines and the intermodal buses and trucks.

I was puzzled how 2GO handled the St. Joan of Arc. She was already long for sale but there were no takers. That was the time when she still had a route to Tagbilaran and Dumaguete from Manila. She was already smokey then but if the experience of her sister ship the St. Thomas Aquinas which has the same engines is used as a guideline then if there was a decision to refurbish her she will still be a better ship. After refitting, the St. Thomas Aquinas was capable of 18.5 knots when to think she was only running at 17.5 knots when she was newly-fielded in the 1990’s. But of course she already had less metal when two passenger deck were removed. The St. Thomas Aquinas was also less smokey than her sister ship after she was refurbished.

I have long hated that policy of 2GO which they called “finding the right size” which is just a euphemism for culling ships and routes when their bean counters find out that they do not contribute to the profitability of the company. You see they are primarily in business and not in real shipping. It is just cold-bloodied calculation and not passion for sailing and moving goods and people. But then they are oblivious to the fact that with their uncertainty in serving a route makes patrons especially shippers look for other carriers. Like when the Cebu Ferry 2 abandoned Surigao. When they came back there was no cargo anymore and they didn’t even bother to deploy the car ramps anymore when we rode her. And ships cannot maintain a route without meaningful cargo. It is different when patrons know a shipping company will maintain the route no matter what. Otherwise, they will be talking to other carriers.

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In recent history, it was the Aboitiz Transport System (ATS), its subsidiary Cebu Ferries Corporation (CFC) and the latter 2GO which has been the greatest “donors” of passengers and cargo to their competition that the receivers should always give them giant cakes during Christmas as thanks for business they gained without any effort or investment. Actually, the Trans-Asia Shipping Lines Inc. (TASLI) should have rolled out two bands when Cebu Ferry 1 and Cebu Ferry 3 left Cebu for Batangas to become the “Batangas Ferries”. Well, even Cokaliong Shipping Line iNC. (CSLI) also became a beneficiary with the withdrawal of the Cebu Ferries from Surigao, Nasipit, Ozamis and Iligan. Imagine given four major Northern Mindanao ports free.

I just wonder why 2GO can’t give the St. Joan of Arc a permanent route then before they withdraw from the Zamboanga route. When they withdrew from Zamboanga they cited the Abu Sayyaf threat. But then they still sailed their container ships and other shipping companies still continued sailing to Zamboanga and Southern Mindanao. Then they came back to Zamboanga when Abu Sayyaf attacks were continuing and they did not withdraw again until now. So that means they were simply lying the first time around that they withdrew.

When they came back to Zamboanga, it was a Manila-Cebu-Dumaguete route which was later redacted into a Manila-Dumaguete-Zamboanga route, a route longer than a Manila-Iloilo-Bacolod-Zamboanga route. If a route via Dumaguete can be maintained then for sure a route via Iloilo and/or Bacolod can be maintained profitably since Iloilo and Bacolod are both bigger than Dumaguete and the route is shorter. Besides there is no ferry between Iloilo and Zamboanga and there is no bus too while Dumaguete has a bus to Zamboanga and there was also the once-a-week Zamboanga Ferry of George & Peter Lines. And it is easy to cross to Dapitan and take a bus to Zamboanga from Dipolog, the next locality.

2GO could have refurbished the St. Joan of Arc and made her a permanent Zamboanga ship. Her size and speed would have been enough for the route and maybe they can even make a twice a week voyage there. And passenger load might have been better if their arrival time was proper. A 5pm arrival is bad as the connecting trips to the minor islands like the Pangutaran group and even Basilan are already gone by the time their ship arrives in Zamboanga. Actually buses to the the “3S” (Sibuco, Sirawai, Siocon) direction and the direction of Payao (the Lizamay buses) would have also been gone by that time. I noticed ATS and 2GO are not passenger-friendly with regards to arrivals as many of their arrivals are at night. Right now, three out of their five arrivals in Manila from Cebu are at night and they will force passengers down even when it is already midnight. So they think the streets of Manila are safe at night? Ha ha! That is also the time the taxis make a killing.

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St. Joan of Arc not sailing

2GO does not have the program of the likes of Cokaliong Shipping Lines Inc. and Montenegro Shipping Lines Inc. to give their old ships a second lease of life. Those two companies still has many ships built in the early 1970’s like the St. Joan of Arc. And those ships are still creditable and reliable. In the international cruise industry, ships can be refurbished even when they were built decades ago and niche routes and cruising can be found for them. Like if the St. Joan of Arc was refurbished and assigned to Zamboanga permanently even before 2GO withdrew from there before. Or maybe toughened it out and served Tagbilaran, Dumaguete and Dapitan continuously with a Manila-Tagbilaran-Dumaguete-Dapitan-Manila route. Well, just wishing but Tagbilaran and Bohol has no more direct connection after the Dipolog Princess of Sulpicio Lines was gone. Those three ports might have enough passengers and cargo to sustain the ship.

But this is all water under the bridge now. The St. Joan of Arc is already gone as old ships have no future in 2GO. And maybe it was just proper that the people that initiated this system are already retired now too. They deserve the same fate maybe. It was just like when in ATS the execs approved of the culling and culling of ships until there were more VPs than liners and they did not realize that they will also be culled because that situation cannot continue.

There is a new management in 2GO after new investors came in. I just hope they are forward-looking and love ships instead of being wielders of knives.

Will The New Starlite Ferry And Oroquieta Stars Battle In The Future?

It has been announced in the news a few months ago that Starlite Ferries of Batangas send a ship of their to Ormoc, the premier gateway to Leyte from Cebu. Many know that the Cebu-Ormoc is a high-density route. However, at the time this article was written (May 2017) no new Starlite ferry has arrived in Ormoc. I do not know but maybe they are serious but they could still be awaiting a ferry from Japan that has overnight accommodations, i.e. equipped with bunks and maybe cabins too. Starlite Ferries must have realized by now that the stronger schedule to Ormoc is the night sailing and not the day voyage.

Meanwhile, Ormoc is a very important route for Roble Shipping and for sure they will not take a challenge there lying down. Currently they are using their bigger but older ferries in the Ormoc route and primarily this is the Joyful Stars, the former Cebu Princess of Sulpicio Lines. This ship might have been a former liner and hence has better accommodations than the usual overnight ferry but she is already old although not yet obsolete or unreliable. But people and passengers have a bent for taking the newer and more modern ferry and so if the new Starlite ferry arrives the Joyful Stars might have a hard time coping.

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An example of the new Starlite ferry (Photo by Irvine Kinea)

I and many other members of PSSS (Philippine Ship Spotters Society) have been wondering why the new ship of Roble Shipping, the Oroquieta Stars which is the former Taelim Iris has been staying long already in the Hilongos route when according to press releases of Roble Shipping before she is destined for the Oroquieta, Misamis Occidental route and hence the name of the ship. We thought at first she was in Hilongos to “acclimatize”. But over half a year has already passed and she is still there. Now I am thinking, is she actually waiting for a future competitor that got Roble Shipping’s attention?

I am guessing that if finally Starlite Ferries serves the Cebu-Ormoc route then Roble Shipping will transfer the Oroquieta Stars to this route to do battle. And if this happens, I expect a good battle between them. This will be a good fight between a surplus ship that is not yet old with new interiors versus a ferry that is completely brand-new. That will be a good test if a brand-new ferry really has an edge in a head-on fight. After all, the owners of the brand-new ships tout that they have the edge. An actual fight will prove if that is really true and I and PSSS will be glad to see if they can prove it.

In size the two ferries will be a near-match. The new Starlite ferries are nearly 67 meters in LOA (Length Over-all) on the average. Meanwhile, the Oroquieta Stars has an LOA of 77.4 meters but in LPP (Length Between Perpendiculars) she is only 68.0 meters versus the 63.3 meters of the new Starlite ferries. The reason for the big difference in the LOA and LPP of Oroquieta Stars is she has a long bow. In estimating capacity, the LPP is more important than the LOA and so in LPP their gap is just 4.7 meters which is just the length of a sedan or an SUV.

In Breadth, however, the new Starlite ferries has a big edge at 15.3 meters versus the 12.0 meters of the Oroquieta Stars. This difference is actually one lane of vehicles and so the new Starlite ferries will probably carry more vehicles and ROROs earn more from vehicles compared to passengers. But then I would add early that Oroquieta Stars has a “homecourt advantage”. There are vehicles practically locked to them, they have been long in the business connecting of Cebu and Leyte and hence they know more people and customers and they are also good in offering low rates which is actually the primary decision point of those who decide loading of vehicles.

In passenger decks, both ships have two decks and so in passenger capacity they will not be far from each other, theoretically. But Roble Shipping is known for offering hard fiberglass seats on their routes and these maximizes passenger capacity and so probably in this category the Oroquieta Stars will have a dubious edge. These seats is what I call the “cruel seats”. Imagine sitting on them for 5 hours on the average for a just few pesos less than the fare charged for a bunk.

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Ormoc Port (Photo by James Gabriel Verallo)

In terms of comparison of cubic capacities of the ship in Gross Tonnage and Net Tonnage, I do not want to use them because such comparisons are usually meaningless in the Philippines because if there is “gross” it is because the declarations of them are grossly inaccurate in many cases. And besides the ship with a deeper keel will have a higher Gross Tonnage. By the way the new Starlite ferries are touted to be more stable because of its large Depth which is 9.4 meters. However, the Oroquieta Star’s Depth is nearly like that at 8.1 meters.

Regarding engine horsepower, the Oroquieta Stars have a significant edge at 4,900 horsepower versus the 3,650 horsepower of the new Starlite ferries. This is the reason why the former has a higher design speed, the speed that can be sustained when new at 16 knots versus the 14.5 knots of the latter. In an evening voyage this metric will not matter much since Ormoc is just some 60 nautical miles from Cebu and so it will just be a matter who arrives earlier in an unholy hour. In Ormoc at this hour there are no good connecting trips yet by land. In Cebu it might matter a little because buses leave at all hours of the night. But in daytime this will be an edge for Oroquieta Stars.

Plus of course bragging rights are always associated in being the faster one. And maybe the prestige of the new Starlite ferries will suffer a little because newer ships are supposed to be faster. But then those who know better knows speed is simply a function of the engine power. Even though Oroquieta Stars is already 23 years old, I think she will still have a slight edge in speed although forcing older engines always carries a risk. In mechanical reliability though, the ROROs built in the 1980s and later have proven they are still very reliable at 30 years of age or even greater.

In interiors a newly-refurbished ship is almost as good as a brand-new ship especially in the particular case of Oroquieta Stars which was converted from being a vehicle carrier. That means a lot of the accommodations are actually new. And if there is enough power from auxiliary engines then there is no reason why the air-conditioning of a ship would be weak.

In passenger service, well, it is proven that graduates of hotel and restaurant courses are better than nautical course graduates as the former have a lot of edge in training with regards to that. Whoever invests more in this will be the winner. If one is as good as the passenger service of 2GO or FastCat then they will probably have an edge. But if one just relies on cadets or apprentices, they will be a sure losers. They might be too cheap (as in they work for free) but I find them rough in the main and at times uneducated.

In the food service, whoever invests more will also be the winner too. The parameters here are the taste and variety. Actually what I found tasty were those who offered microwaved freeze-dried food because those are food that were actually standardized and tested. That is unlike the carinderia food which are always highly variable in quality and taste. Of course none will probably be able to offer the extras of the true liners of 2GO (I mean not counting the former Cebu Ferries). But knowing Pinoys, if one will offer unlimited rice that will be a certain edge.

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I imagine if the two will face off it will be a tight fight. Can the new Starlite ferry prove they really have an edge? Actually I doubt it. They might be more thrifty on fuel and needing less parts and service but they have a higher amortization because brand-new ships are not cheap and all were acquired through loans. In a straight fight with discounting the brand-new ships will have a hard time. Actually to say the new Starlite ferries are better against the likes of Oroquieta Stars is just like saying it is better and hence by implication will best or defeat the former Cebu Ferries of 2GO and that is actually hard to prove as everybody knows. That is what I mean that good second-hand ferries that were refitted well and has good maintenance and has very well-trained service personnel can easily match a brand-new ship.

And this will probably point to the weakness of the new Starlite ferries. They are new but they have no technical or technological edge versus the ferries built in the 1990’s like those used by 2GO. This is not like in buses and planes where a 20-year bus or plane can’t compete with a new one. If new ferries will have an edge it will be against ships that are already over 35 years old. And so this might not be yet the time the new Starlite ferries will have an edge over the Oroquieta Stars.

Whatever, these are mainly theoretical yet. What I want is a true test so conjectures and analyses can be proven or disproved.

Bring it on!

 

The Bill Rider To Kill 35-Year Old Ships

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

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A very good ferry that is 35 years old

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Gabisan Shipping: Gloria Two, Gloria Three, Gloria V

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

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

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

GL Shipping: GL Express and probably GL Express 2

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

Southern Pacific Transport: South Pacific and Fiji-II

VG Shipping: VG RORO II and VG 1.

Rose Shipping: Yellow Rose

Maypalad Shipping: Samar Star

Lapu-lapu Shipping: Lapu-lapu Ferry 1

Golden Star: Anluis

Metro Ferry: Princesa (but not Carmen Uno)

PAR Transport: Leonor 3 and probably Leonor 5

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

Orlines Sea-Land Transport: Siquijor Island 1

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

Regina Shipping Lines: Regina Calixta IV

168 Shipping: Star Ferry-II

Denica Lines: Marina Express and Odyssey

Province of Camarines Sur: Princess Elaine (a fastcraft)

Kalayaan Shipping: Kalayaan VII

Rolly Fruelda: Elreen 2

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

Atienza Shipping Lines: April Rose

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

Aurelio Shipping: San Carlo Uno

Quincela Shipping: Q-Carrelyn VII

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

Besta Shipping Lines: Baleno VII

Navios Shipping Lines: Grand Unity and Grand Venture 1

CSGA Ferry: Princess Annavell

Tri-Star Megalink: LCT Tabuelan Navistar

Millennium Shipping: Lakbayan Uno and Millennium Uno

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

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

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

Magnolia Shipping: Magnolia, Magnolia Grandiflora, Magnolia Fragrance

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

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

ZDS-ATOM FSA: LCT Mabuhay

Sarangani Transport: Song of Dolly-3

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

KSJ Shipping: Fortune Angels

Philstone Shipping: Yuhum, Kalinaw, Royal Princess

Davemyr Shipping: Dona Pepita

Hijos de Juan Corrales: Hijos-1

Daima Shipping: Swallow I and Swallow II

Ocean Fast Ferries: Oceanjet 7

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

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

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

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

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

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

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

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

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

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

The Princess of the Ocean

The Princess of the Ocean of Sulpicio Lines was one peculiar ship that plied Philippine waters in the sense that she was a full-pledged liner but was just used as an overnight ferry since her fielding. There were other liners that were passed on to the Visayas-Mindanao routes before her but these happened when they were already old and were already at a disadvantage if used as liners and so they became hand-me-downs unlike the Princess of the Ocean which was fielded in the Cebu-Cagayan de Oro route (the premier Visayas-Mindanao route) from the start and stayed there until she stopped sailing. The Cebu Ferries Corporation (CFC) also had a liner that was used in the Cebu-Cagayan de Oro route when it was first fielded, the Our Lady of Lipa but then she was transferred in a liner route which was the Manila-Dumaguit-Roxas route and she was also used in the Palawan route, both of the liner shipping company WG&A.

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I am really not sure about the motives but one thing is sure is when the Our Lady of Lipa was first fielded in the Cebu-Cagayan de Oro route on Christmas of 1995 is that Sulpicio Lines suffered a blow to their prestige as initially they only had the old and small Cagayan Princess to try to fend off the new competitor and clearly their ship was really outmatched by the ship sailing for Cebu Ferries Corporation, the regional shipping subsidiary of the merged shipping line WG&A. It was more than a year before Sulpicio Lines was able to respond because they prioritized great liners first to be able to hold their own against the onslaught of the giant shipping company WG&A. In 1997, they were able to acquire the Princess of the Ocean and instead of fielding her in a Manila route they chose to let her hold the Cagayan de Oro route and maintained her there to probably show who is the boss.

I thought at first that the Princess of the Ocean was just for show in Cagayan de Oro but I was mistaken. I was wondering if the ship was not too big for the route or even too speedy (but there were speed contests then to Cagayan de Oro and the bragging rights who got there first). But then a mariner member of PSSS (Philippine Ship Spotters Society) who worked with Sulpicio Lines before told me the Princess of the Ocean had enough cargo in the route including container vans transferred in Cebu from Manila. On the passenger side I really had a doubt if they can fill her 1,938 passenger capacity which was double than the normal Cebu-Cagayan de Oro ferry. I thought then her passengers were really lucky because that will mean they will usually have their choice of bunks with no regard to where they were assigned to. Whatever, the Princess of the Ocean was the biggest regular overnight ferry ever in the Cebu-Cagayan de Oro and also in Jagna, Bohol as she had a weekly voyage there.

But sometimes I also wondered if it was not all a waste. To show who is the boss in the Cebu-Cagayan de Oro route, Sulpicio Lines had to maintain the old and obsolete cruiser liner Dipolog Princess in the Manila-Tagbilaran-Dapitan-Iligan route where she was already greatly outclassed by the ships of the competition. And another old cruiser and obsolete cruiser liner, the Iloilo Princess has to hold the Manila-Puerto Princesa route and she was also greatly outgunned there. And this is not even to mention another old and more obsolete liner, the Palawan Princess which does not even have airconditioning. I thought then that the Princess of the Ocean can hold route the Manila-Tagbilaran-Dapitan-Iligan route and maybe the Dipolog Princess can be shunted to the Cebu-Cagayan de Oro route for after all she can also carry a limited number of container vans but not in a RORO deck but above the hull, topside. But then she would be no match to the Our Lady of Good Voyage, the Cagayan de Oro permanent ship of Cebu Ferries Corporation. Now if only the Manila Princess‘ engines were more reliable then Sulpicio Lines would have had more options. And I even thought that with weak engines this ship might have been better used as an overnight ferry as the stress on the engines would have been less.

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Emerald Okinawa by Funekichimurase

The Princess of the Ocean started life as the Emerald Okinawa of the RKK Lines of Japan. She was built by the Kanda Shipbuilding Company in Kure, Japan in 1974 with the ID IMO 7370454 which means her keel was laid in 1973. She was completed in February 1975 which means she was launched in 1974. Maybe the Oil Shock of 1973 affected her building as it took too long. As her name and company name shows she had a route to Okinawa which is open ocean and that is why she had a great draft especially since she does not only carry container vans in her RORO deck but also topside in her stern. Originally she only had two passenger decks and her passenger capacity was just over 1,000 persons.

Externally, the ship measured 126.1 meters in length over-all (LOA) and her length between perpendiculars (LPP) was 118.0 meters. Her breadth was 22.0 meters and her original gross register tonnage (GRT) was 6,150 tons. She was powered by twin Mitsubishi-MAN engines totalling 20,000 horsepower giving her a top speed of 21 knots (which I think is rather low given her power). Incidentally, these engines were also the engines mounted on the much longer St. Joseph The Worker, St. Peter The Apostle and St. Ezekiel Moreno, all of Negros Navigation. The first two had design speeds too of 21 knots while being longer and the last had a design speed of 21.5 knots because she was a little shorter. Actually, the true top speed of Emerald Okinawa might have been 22 or 22.5 knots given that she can do 20 knots here even with added metal in the superstructure. That is if she was not limited by the transmission.

The Emerald Okinawa had a sister ship of the same dimensions with her, the Golden Okinawa, also of RKK Lines which also came to the Philippines to the revived Carlos A. Gothong Lines as the Cagayan Bay 1. However, they have different engines as this was only powered by a pair of Mitsubishi-MAN engines with a total of 15,200 horsepower which is the same powerplant in SuperFerry 2, SuperFerry 5, Cotabato Princess and Nasipit Princess. There is also a claim that actually SuperFerry 2 and SuperFerry 5 were sister ships of Emerald Okinawa and Golden Okinawa although those sisters are longer by 12 meters and built by another another shipyard, the Onomichi Zosen but then that claim is very most likely true.

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In 1997, the Emerald Okinawa was sold to Sulpicio Lines and she was last RKK Lines ship that came to Sulpicio Lines (RKK lines supplied many liners to Sulpicio Lines before especially fast cruiser liners). She was then 23 years old at that time, three years more than what some falsely claim (because they have vested interests) that in Japan there is a rule that ships 20 years of age are mandatorily retired. A deck was added to her and so she became a three-passenger-deck ship with a passenger capacity now of nearly 2,000. Where before she can carry container vans topside in the stern, now that area had new scantling for the Economy Class. With the way she was rebuilt her stern had the looks now of a square-end stern. Her new depth was 8.1 meters and her new gross tonnage (GT) was 7,297. The ship’s new net tonnage (NT) was 4,218 and her deadweight tonnage (DWT) as registered here was 3,079 tons. Princess of the Ocean‘s TEU capacity was about 90.

When she came to the Cebu-Cagayan de Oro route, the Our Lady of Lipa of Cebu Ferries Corporation refused a head-on clash. That would have been a battle royale as they are about the same size (the Princess of the Ocean was a little bigger although their lengths are almost the same) and they have about the same speed that can be sustained which is 20 knots (not over time though). With 20 knots a 2am arrival in Cagayan de Oro is feasible with favorable tide and wind from an 8pm departure in Cebu. Watta way to titillate passengers and afford those with long connecting trips a chance to be in their homes before lunch even though it could be as far as Davao (that was the time when bus drivers still know how to press their pedal to the metal; now that is a big sin).

Cebu Ferries Corporation instead pulled out the Our Lady of Good Voyage from her Manila-Dumaguete-Dapitan and Manila-Puerto Princesa routes and she was the one which battled the Princess the Ocean for a long time but at an obvious disadvantage in size and speed and so Princess of the Ocean possessed the bragging rights. But funny the Princess of the Ocean is long gone now but the Our Lady of Good Voyage is still sailing the route as the Trans-Asia 9 (but this might not be for long now). But then who would have foreseen that Sulpicio Lines will quit passenger shipping in the aftermath of the restrictions and public furor caused by the sinking in a strong typhoon of their flagship Princess of the Stars? Who knows if that did not happen if the Princess of the Ocean is still sailing too now?

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So for 11 years the Princess of the Ocean continued to sail and serve the Cebu-Cagayan de Oro route until the disaster of 2008 when Sulpicio Lines was suspended by the maritime officials from sailing (later the license to carry passengers of Sulpicio Lines was even withdrawn). However, there was also a time when she left the route like in the aftermath of the sinking of the Sulpicio Lines flagship Princess of the Orient in a typhoon too in 1998 when she was assigned the Manila-Estancia-Iloilo-Zamboanga-Cotabato route of Cotabato Princess and that was a proof that she can be a liner if Sulpicio Lines chose so. Actually her dining rooms are not the usual that can be found in overnight ferries in the Cebu-Cagayan de Oro route as it is a full-pledged dining area that can sit hundreds at any given time and with the opulence if it can be called that that was handed down from Emerald Okinawa. That also means her galley was ready for a days-long voyages and passengers can be fed free three square meals a day.

As rebuilt here the Princess of the Ocean was a little squarish in lines and she had a forecastle. On the sun deck a playground and a promenade were built. She had a quarter-front ramp on the starboard and also a quarter-rear ramp on the starboard as she was designed to dock on the starboard side (there are no passenger ramps on the port side). Of course that quarter-rear ramp can also be deployed if the docking is stern-ways or Meditteranean. Another notable feature of the Princess of the Ocean was she was a bridge-control ship which means her engines can be controlled from the bridge, the reason she had more controls and instrumentation in the bridge compared to the usual liner. In bridge-control ships the navigators also know the actual situation in the engine room.

The Princess of the Ocean was a fine liner and a better overnight ship although like in half of the Sulpicio Lines fleet sometimes the maintenance of the facilities lags. When I had two female friends ride with her on the way to a visit to my place they reported some unsatisfactory observations and that detracted from the enjoyment of their trip. Of course on the flip side the fares of Sulpicio Lines are a little cheaper than that of the competition. But then who can believe now that they only charged P187 for Economy and P245 for Tourist in the Cebu-Cagayan de Oro route? That was how cheap it was then. Now if only those fares can be brought back then tourism will fly and the budget airlines will be dead.

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Whatever, this good ferry was killed way ahead of its time because of the great misfortune that befell Sulpicio Lines which was also a misfortune to the general ship-riding public with the exception of the victims, of course (but the general ship-riding public does not know that except for a few). Laid up from August 2008, she was finally sold in the third quarter of 2010 and was broken up on January 23, 2011 by the Jiangmen Yinhu Shipbreaking Company in Xinhui, China.

Now all that are left of this peculiar ship are memories and photographs.

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.

A Report on the Recent Situation of Bicol Passenger Shipping

When I talk of Bicol passenger shipping that includes those that have routes to Samar for in the main Bicol ships do those route with the notable exception of Montenegro Shipping Lines which are dayo (foreigner) to Bicol but have a base in Masbate port. In the main, I don’t refer to the Cebu-Masbate steel-hulled ferries because those routes are just one of the operations of Cebu shipping companies with the notable exception too of Montenegro Lines which has a national operation of short-distance ferry-ROROs.

The biggest shipping companies in Bicol are the sister companies Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation which are legal-fiction companies of each other. They have combined operations, single crewing and maintenance and their ships rotate within their common routes. The only difference is the ships bought out from the defunct Bicolandia Shipping are all in Penafrancia Shipping Corporation (PSC) and Sta. Clara Shipping Corporation (SCSC) is what made Bicolandia Shipping cry, “Uncle!” (which means give up na).

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The twin shipping companies have a total of 10 ROPAX ships plus a Cargo RORO LCT which is a recent acquisition to match that of NN+ATS (more on this later). Their best ship, the beautiful Jack Daniel (no, there isn’t free tasting of the famous drink) was acquired not so long ago and it is almost a fixture in the Masbate-Pio Duran route where her beautiful and luxurious lounge can be fully used and appreciated by the passengers since it is a three-and-a-half-hour route.

SCSC and PSC ply all the Bicol routes except for some parallel routes like the Tabaco-San Andres and Masbate-Pilar routes (more on this later). Which means they ply the Tabaco-Virac, Matnog-Allen (now through their own Jubasan port) and Masbate-Pio Duran routes. They don’t ply the Masbate-Pilar route as their ships are too big for the shallow Pilar port which lies in an estuary. In Catanduanes, it seems they now have a modus vivendi with Regina Shipping Lines (RSL) which now is doing the Tabaco-San Andres route exclusively through Codon port (but that route is not necessarily weaker than the Tabaco-Virac route as buses and trucks going to northern Catanduanes prefer that route because the remaining distance is shorter). Additionally, SCSC and PSC also operate the Liloan-Lipata route (however, after the Surigao quake RORO operations were transferred from Lipata Ferry Terminal to the Verano port of Surigao).

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The new development in Catanduanes shipping is the arrival of a new player, Cardinal Shipping which fielded the High Speed Craft (HSC) Silangan Express 1 which has good schedules and a very interesting fare which is even less than one might expect for a Tourist accommodation in a ROPAX (P320 fare in airconditioned accommodation versus the P230 Economy fare of a ROPAX ship). That is very cheap compared to the fastcrafts of Montenegro Lines in Masbate that charges double of the Economy fare of the ROPAX. The route of Cardinal Shipping is also Tabaco-Codon like that of Regina Shipping Lines or RSL.

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Another ferry was also added to the fleet of Regina Shipping Lines (RSL) when they acquired the former Maharlika Cuatro from Gabisan Shipping which purchased it from Archipelago Ferries. It was in Mayon Docks of Tabaco City last January but as of this writing she is already running as the Regina Calixta VI. RSL now also has an operation in the Batangas-Abra de Ilog route through Aqua Real Shipping and Calixta-III.

Tabaco port is also building an extension again and this is probably the third already. I am thinking, what for? In all my visits there I never saw Tabaco port full and I don’t think port visit is increasing there. There is also not that need for a big back-up area. There are no container vans unloaded there and ships that visit are generally small. To compare now, Masbate port is even busier than Tabaco port and Legazpi port is even their rival in port calls (as they both serve the province of Albay).

I thought before that the refurbishment of Legazpi port was not needed but it seems I was mistaken. There are more ships docking there now and those are bigger than the ones which dock in Tabaco port. For one, when Cebu freighters visit Albay, they use Legazpi port and not Tabaco port because it is nearer from Cebu. And most freighters that use Tabaco are just Bicol ships which are smaller than Cebu ships. I was even surprised by the big, Malaysian coal barge I saw in Legazpi port.

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Like before there are no ROPAXes in Legazpi (as I argued before a population of 100,000 in an island is needed to keep a RORO afloat if there is no strong tourism and Rapu-rapu island does not meet that criteria). Instead it has lots of big passenger motor bancas to Rapu-rapu and Batan islands plus Cagraray island too. The new passenger terminal building of Legazpi looks beautiful and modern. Like in Tabaco, the port and port terminal building (PTB) is open to the public and there is no cloud of suspicion that hovers unlike in ISPS ports. It was just like in the past when ports are just like part of public domain. That openness was the thing changed by this damned ISPS.

With the completion of the bridge from Albay mainland to Cagraray island through the Sula Channel, the old small Michael Ellis LCT to Misibis is now gone. A connecting bridge to an island is always better than a connection by an LCT. Maybe with that Cagraray island will develop faster.

Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation now have their new Jubasan port completed in Allen, Samar and so they already withdrew from using the BALWHARTECO port, their old port of entry to Samar, to the great disappointment and anger of the owner which nearly resulted into a court battle. I wonder if the judge-son-in-law of the owner was able to make clear to the patriarch that if it is all straight law then they would lose eventually and they might even be vulnerable to counter-suits they being the LGU holders (like a graft counter-charge).

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With the withdrawal of SCSC and PSC from their port, BALWHARTECO invited Montenegro Lines to just use their port exclusively. Before, Montenegro Lines used both BALWHARTECO and the Dapdap port of Philharbor, the sister company of Archipelago Ferries which once operated the Maharlika and Grand Star RORO ferries. With the withdrawal of Montenegro Lines from Dapdap port now that port no longer has ferry operations. What is left there are the passenger motor bancas to the island off it which is Dalupiri island.

Before this, Philharbor invited Montenegro Lines to use Dapdap port since Archipelago have sold already their Maharlika ships and was already in the process of disposing their Grand Star RORO ships. If there is no other ferry company that will use the port it will fall vacant since the route allowed by MARINA to the new FastCats of Archipelago Ferries was the Matnog-San Isidro route. Before their withdrawal only Montenegro ferries were still using Dapdap port.

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It seems BALWHARTECO made a good offer to Montenegro Lines. They are known to be flexible and accommodating as their record of the past decades will show. Meanwhile, the Alvarez group which controls Archipelago Ferries, Philharbor and Philtranco is not known for that. They are instead known for quick retreats when subjected to the pressure of competition.

So I was not surprised by the result. Here is the queer situation of a port owner and operator with no ships of their sister companies docking because it is using a different port and a route that is significantly longer (which is the Matnog-San Isidro route). As a change, instead of being a ‘port to nowhere’ the San Isidro Ferry Terminal is now active again (she was active before Montenegro Lines left her for Dapdap and BALWHARTECO ports).

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It seems Montenegro Lines was the winner of the BALWHARTECO-Sta. Clara turmoil. Previously they were using four ferries in the Matnog-Allen route, two in Dapdap and two in BALWHARTECO. Recently they are now just using three ferries. It seems that was enough to have a ferry always on standby in the port which has more traffic (in the day that will be Allen and in the night that will be Matnog).

Another winner in the route is the NN+ATS outfit which is now openly admitted as an operation of 2GO. They are using chartered Cargo RORO LCTs from Primary Trident Solutions, owner of the Poseidon LCTs and now they even fielded a ROPAX LCT, the LCT Poseidon 26. They are operating that LCT under the banner of SulitFerry and the acronym is also “SF”, a reminder of their SuperFerry past before those liners were promoted into saints.

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With the Cargo RORO LCTs, the queue endured by the non-regular trucks in the Matnog-Allen route has come to an end as they are the priority of the Cargo RORO LCTs. These ships does not take in buses with its passengers and so no passenger accommodations are needed. The truck crews are just expected to stay with their vehicles for the duration of the voyage. MARINA is actually too suspicious of Cargo RORO LCTs having areas that can take in passengers on the sly.

The arrival of the Cargo RORO LCTs has affected the dynamics in the Matnog-Allen route. It has definitely taken traffic from the ROPAXes and the weight is significant because the non-regular trucks pay the highest rates. Actually, the rates paid by the regular trucks is heavily discounted and it is not always paid in cash (which means credit).

Another thing, from being second-class citizens the non-regular truck is now king but their loyalty now is on NN+ATS. What a turn-around too. From being largely ignorant of Matnog-Allen route because they were too confident of their CHA-ROs (Chassis-RORO) aboard their container ships and liners, now 2GO is already a player in intermodal route which helped kill their liners.

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It is also good that they use chartered LCTs whose crew is from Primary Trident Solutions. These crews are not graduates of the ‘shooing away’ seminars of 2GO, they have no knowledge of ISPS (and probably they don’t care too) and so like in the past they are very friendly to the passengers which they do not think or treat like potential “terrorists” like what is taught in 2GO seminars.

But even with NN+ATS and SulitFerry around and the concentration of Montenegro operations there, BALWHARTECO port is not too busy like in the past when to think 168 Shipping is still there with its three Star Ferry ships. Really, the weight SCSC and PSC is great especially since they have a lot of trucks and buses under contract.

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The PSSS (Philippine Ship Spotters Society) was impressed by the new Jubasan port of Sta. Clara Shipping Corporation. It was not small and unlike most private ports that will start with portions being unpaved in Jubasan it is a completely paved port. As such it is cleaner having no mud and people and patrons would not find it hard moving around (now one would wonder why after all these decades BALWHARTECO port is still mainly unpaved). They also maintained the slope of the land and so rain water immediately drains into the sea instead of forming puddles. There are a lot of eateries inside and it is a step up compared to what can be found in BALWHARTECO port including the presence of chairs and tables outside the eateries which are good for lounging around and sundowning.

Jubasan port is more orderly and it looks more modern. Maybe with the shipping company being the operator it should end up that way as they have full control. By the way, Jubasan port will also have a lodge like in BALWHARTECO port. The structure is already there, that is the area above the eateries but it is not yet operating when PSSS visited the place. Now I don’t know if they will also have a disco like in BALWHARTECO port. Jubasan port also does not have the so-many hawkers of BALWHARTECO port.

Matnog meanwhile has minimal changes. I thought when they twice reclaimed new land the docking space will improve. It did not. There are two new RORO ramps on the left of the finger port (as viewed from the sea) but when I passed through it twice no ship was using it. Actually the docking space of Matnog port did not increase and on high tide a ship will still try to dock askew in the wharf for lack of docking space. During the late afternoon and evening peak hours not all the ships can dock and it has to undock after disgorging their rolling cargo and anchor offshore.

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I still cannot fathom how the PPA (Philippine Ports Authority) inputs ship calls in their planning that they cannot see their docking area is not enough for the number of ships calling. They have two new RORO ramps but they bulldozed rocks beneath it. And so maybe the ships fear damage if they use those. Why can’t they just use the causeway-type of wharf like what is used in BALWHARTECO and Dapdap ports which can dock more ships for their given length of wharf space? The only reason I can see why PPA is too inept in port design is because they really can’t attract qualified people. And to compensate for this lack, their annual reports will be full of praises for themselves and their “achievements”. And now their top honcho says the Makati Car Club will test the RORO system. Now what does Porsche and Ferrari owners know about port design and the RORO system if one is not Enrique Razon? It was not designed for their kind of cars and heels.

Masbate port is actually more impressive than Legazpi or Tabaco in terms of activity. Unlike the two ports which looks semi-fringe in location (as in facing the ocean already), Masbate port is in the center of a nexus and connecting many islands. There are simply more ships there and more types from overnight ferries to short-distance ferry-roros to fastcrafts to motor bancas plus the usual freighters. The new port terminal building is now operating and so there is more try of control now to ensure everybody uses it (this is what I call as “cattle herding”). And I don’t like that system treating passengers not like people but like commodities.

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Actually, they can simply sell a ticket to anyone who wants to buy, passenger or not, like in Zamboanga port. With so many buses boarding their port terminal building is not sufficient (now tell me when did PPA learned how to input numbers). If the old system where buses simply park somewhere in the port and soon board afterwards was enough why try to force down the passengers down the bus so they will pass through the passenger terminal building when it does not have enough capacity anyway even in airconditioning? If terminal fee is all they want then they can just put in a table by the ship ramp. An explanation: bus passengers here already have their ferry tickets issued by the bus conductor so actually they do not need to queue as the buses offer free ferry tickets to their passengers. If the buses can be efficient why can’t the PPA? The reason is simple – they are a government entity.

What I noticed is it seems more passenger motor bancas are now using the Masbate municipal port cum fish landing area. Actually it has the advantage that it is just near the integrated bus, jeep and van terminal of Masbate City. The passenger motor bancas for Burias can also be found here. If I may have a suggestion, it is better if the passenger motor bancas just dock by the integrated terminal. Nothing beats that. If only they will see what is logical (but they might lose the votes of the cargadores and the tricycle drivers).

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The Masbate-Pio Duran route is now stronger compared to the Masbate-Pilar route in terms of RORO operation. It is actually the shorter route to Manila and it can accommodate bigger ships whereas Pilar can only accommodate basic, short-distance ferry-ROROs. Medallion Transport has withdrawn from this route as a fall-out of the sinking of their Lady of Carmel. SCSC and PSC was the big winner in this and they now have made permanent two of their biggest ships in this route which have length of over 60 meters versus the 30 meters plus of the basic, short-distance ferry-ROROs of Pilar.

In the Masbate-Pilar route, Denica Lines now has two ROROs that are running simultaneously and they were able to create a late departure from Bicol (or is it an early one?) when they created an early evening Pilar-Masbate schedule. Denica Lines also have two fastcrafts for refitting now that is moored in Pilar port. Obviously, they want to get a slice of the pie of the MSLI fastcraft business. If they price it like the Silangan Express to Catanduanes then MSLI will be forced to cut their high fares.

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In Pilar, I noticed they now have a Pilar-Mandaon passenger motor banca running. Plus they have pre-dawn departures now from Pilar for three destinations – Masbate City, Aroroy and Mandaon (Mandaon is a gateway to Romblon). They were able to expand Pilar port but its operation is just still like a municipal port as there is no good port lighting (are their charges for the ROROs and passengers not enough?). By the way, the ROROs from Pilar start earlier now. Good for those with still long land travel still remaining in Masbate island.

As before there are a lot of passenger motor bancas in Masbate port going to Pilar, Ticao island, the west bank of Masbate Bay. But maybe the Baleno bancas are gone because there is a van going there now up to Aroroy. The passenger motor bancas are still fighting even though it is already the era of the ROROs and the buses and the trucks aboard them. With no porterage and running at hours when there is no RORO they are still surviving. Well, the buses dictate the schedules of the ROROs and so I can’t see them running 24 hours as the buses have only certain hours of departures from Masbate and Manila.

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Some things of note. One, the Super Shuttle Ferry 19 of Asian Marine Transport Corporation has been sold and Olmillo Shipping has taken over the Bogo-Cawayan route. A new development too in this area was the fielding of Island Shipping of a ROPAX LCT in the Hagnaya-Cawayan route. The MSLI ferry is still running the Bogo-Cataingan route and ditto for Lapu-lapu Shipping that runs the Cataingan-Cebu route. In the future, however, the Bogo and Hagnaya ferries will most likely transfer to the new Maya RORO port because it is simply nearer to Masbate. Meanwhile, the big passenger- cargo motor bancas running between Masbate and northern Cebu are still running and their business not threatened after the initial cut made by the arrival of the ROROs.

Recently, Trans-Asia Shipping Lines don’t have a ship anymore to Masbate from Cebu, a victim of their lack of ferries. Cokaliong Shipping Lines has not fully filled up the slack and it has only a once a week Cebu-Masbate sked but they are always fielding a new good overnight ferry of theirs in the route. Meanwhile, for a year now Asian Marine Transport Corporation (AMTC) doesn’t have an operation anymore to Masbate since their SuperShuttle RORO 3 had engine problems. It has been over a year since 2GO withdrew their liner that passes through Masbate on the way to Ormoc and Cebu. Can’t really beat the intermodal buses and trucks now and as the saying goes if one can’t beat then join them and so they already had that NN+ATS in the Matnog-Allen route.

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Burias motor banca arriving in Pasacao

In other Bicol routes, passenger motor bancas still connect Burias island to Pasacao and Pio Duran while Ticao island has passenger motor bancas sailing to Bulan and Masbate ports. Masbate is also connected by passenger motor bancas from Cataingan to Calbayog in Samar and to Roxas City in Panay from Balud and Milagros and to Romblon from Mandaon. Caramoan through Guijalo port also has passenger motor banca to San Andres in Catanduanes through the Codon port. San Miguel island is connected by passenger motor bancas to Tabaco port.

And that above is what comprises Bicol shipping all in all. Not tackled here are the minor routes served by small passenger bancas that go to small islands that does not have a municipality and to coastal barrios which has no roads.

[Written based on January 2017 data.]

The Trip from Tacloban to Surigao del Sur [Part 2]

When the smaller group of PSSS (Philippine Ship Spotters Society) members split and said goodbyes in Tacloban bus terminal, I was aware it was already December 13 and it was the PSSS’ 8th anniversary. I dunno if anyone mentioned it but I didn’t coz I do not want to spook anybody since many associate the 13th with bad luck and we were still all traveling. In our drive to Surigao del Sur, I never mentioned to Joe the anniversary because active members remember the PSSS was founded on December 13. Well, the luck of PSSS is still holding, fingers crossed.

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From Surigao City, me and Joe followed the road to going to Butuan. In our short drive in the city I think Joe already had an idea of the lay-out of it since we took the main road going in and another road going out. Along the way we saw some prominent landmarks like the St. Paul College, the Lipata junction, the bus terminal and the airport plus the shuttered Pacific Cement company. If I remember right, what Joe told me this was his first time in Mindanao and I felt pangs of remorse we were not able to invite our two companions we left in Tacloban for I know they haven’t been to this place yet too. But our host in Surigao del Sur knows only two are coming and Joe didn’t want to abuse the hospitality.

It was a serene drive from the city punctuated by some curves and by some sea views. No meaningful ports really in the area until we arrived in the junction to Surigao del Sur by the progressive barrio of Bad-as which belongs to Placer town. I was surprised there was already a Prince hypermarket there, a Cebu chain. In a barrio no less, when the towns there don’t even have one. I thought the mines might be giving prosperity in the area and the chain bet that junction will soon boom (well, it already looks like a small town to me).

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From there it was a more serene drive. Fewer vehicles, fewer people. We were no longer in the main road, i.e. the Maharlika Highway or AH26 but the road is just as good with even less damage and bumps. We were some distance yet from the sea and small rice fields and low hills dominated the sight. We had a relaxed drive.

Soon, Joe rolled out his GPS map. We were now in an area where I was not familiar with the ports and roads so I can’t give him directions. I told him our first target is the Port of Placer that I have heard before which is named after the town that is still a part of Surigao del Norte (it always enters my mind that there is a port in Placer, Masbate and also in Placer in Surigao del Sur).

Not long after, the sea and then the town came into view. I have the impression of an old town but the progress we saw in Bad-as was not evident here. We made a tour of the town while looking for the protrusion in the GPS map that indicates a finger port. Soon we were running on a road by the sea that is also a docking wharf for the small fishing bancas. That road then led to the actual port which was walled with a gate.

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We paused, a natural reaction but when we entered slowly there was no challenge, just curious looks (maybe they were trying to figure who the big shots were entering the port). That’s the beauty of a port that is not ISPS. In an ISPS (International System of Port Security) port, the guards are generally hostile and visitors are not welcome (they only want people who have official business there).

The Port of Placer surprised me. Offshore there was a tanker (not the Pandacan-type, mind you) but in the port itself there were two Petron truck tankers transferring fuel to plastic drums aboard a motor boat and a big passenger-cargo motor banca (I thought this was illegal but, oh well, we have to be practical). We learned it is destined for a generating plant of an island. The fishing boats inside were bigger and mostly of the basnig type. There were also two motor boats one of which is discharging scrap metal to a truck and the other has drums for fuel also.

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Offshore were islands and islets. Not a surprise since looking at the map this portion of Surigao has many offshore islands. Fishing abounds here and it seems the Port of Placer is one of the recipients. There were fish trucks in the port along with fish brokers. Placer port, though out of the way did not disappoint me. The visit was worth it.

We next passed the small towns of Bacuag and Gigaquit. We had no target ports here. We next rolled into Claver town which was the last town of Surigao del Norte (and soon we understood how it came to be). It was more progressive and I half-expected it having heard of it in the past. The GPS indicated to us a finger port and so we came looking for it. It was small with just a motor boat which seems not to be too active. There was no open sight of the sea. Only mangroves. It was a disappointment. I only took long-distance shots because if we enter the only way out is by backing the car. Not good.

From sea level, the road began to climb and offshore at a long distance we can see LCTs and barges. I forced getting pics but the quality was not good as it was too far for my lens. It turned out I was over-eager. Later, we found out that the mining ports were still ahead of us and I already began to exhaust my supply of batteries (after visiting nine ports already it should have been no surprise). But i rued my over-eagerness.

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As we proceeded, we noticed more and more ships were coming into view and most of those were LCTs and barges with loads that look like brown earth. We can also already see the mining wharves which are mainly causeways built by rocks and earth just bulldozed into the sea (but the biggest in the area, that of Taganito Mining is a pile-type port and it docks bulkers and tankers). The seawater of the area already has a tinge of brown when it was supposed to be blue. We were coming into the mining pollution we have read and seen from the news.

Soon, it was obvious we were nearing a mining community. The mud in the road tells it and what we are meeting now in the road were mostly mining trucks and vehicles. There were also truck depots of the mines along the road and there were also heavy equipment. China brands were almost universally the makes of the rolling stock here, some of which I just seen for the first time in my life.

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Before descending to sea level, it was becoming obvious the mining community we supposed was not just composed of one company but of several distinct companies with it own compounds, gates and wharves. The community was several kilometers long and it already has the feel and flavor of an emerging town. I remembered our member ‘kensurcity’ mentioned to me in a shipspotting meet that Jollibee can open a store in Claver and he said it will thrive. Maybe, this place Taganito was what he was referring to. Well, mining boom towns have magic in terms of glittering metal.

At the center of this community is the legendary Taganito Mining Corporation of the sometimes-controversial Nickel Asia which hit jackpot with the rise of China’s metal needs. There are other mining companies in the area and all are just adjacent one another. One is Adnama Mining Resources and the PSSS is familiar with some of its LCTs that are normally caught by our cameras in Cebu waters.

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When i check the AIS sites, I often see MMSI vessels near Surigao that has Taganito port as the intended destination. It is not a government-owned port, by the way and there are actually many mining wharves in the area each hosting ships with many other ships anchored offshore. We saw about 20 ships in all in the Taganito area (it is actually several barrios) but one needs really long lenses to cover them all well.

Even in the descent to Taganito community (the mining companies are centered in the barrio of Taganito), one is already aware of the exposed rocks at the side of the road which really looked like ores. Slowly, one can also see the stripped mountains and the water run-offs that are brown in color. Ascending after Taganito, it was even more visible and the mining communities also come into view already along with the bays that hosts the wharves. Brown, stripped mountains up high, brown-colored water run-offs and a sea that is turning brown.

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There is no surprise in that because what is being done is plain strip mining (not open pit as there is no pit; the mining companies were just stripping the mountains) just several kilometers from the sea and there are no holding or containment pools. No wonder the Secretary of Environment and Natural Resources is now threatening the closure of some of them. It was great shipspotting in that area, there are magnificent views but at the same time one would begin to understand the controversy surrounding the mining in that area.

Leaving the mining area, I began to understand why there was no proper road there before and why Surigao del Sur is cut then from Surigao del Norte then. The area is mainly rocks and it does not have good vegetation and so how much more agriculture? No agriculture, no people. No people, no roads. Then it turned out those rocks are valuable. And so the road connecting the two provinces was built (i was told it was mush before). It looks like a good mining road anyway because most of the vehicles that pass are connected to the mines.

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I exhausted my batteries after that place and me and Joe began to hasten because our target Cortes town is still a fair distance away and it was already past mid-afternoon. We just whizzed by the towns of Carrascal, Cantilan, Madrid, Carmen and Lanuza. We vowed just to cover them and whatever ports are there on our way back to Leyte and Samar. Then, we finally reached the house of Joe’s shipmate at 5pm which we found to be in a progressive but woody barrio off the main road. Good decision to just whiz by the five towns (and anyway I don’t have batteries anymore). Otherwise, we would be searching a woody, unfamiliar and probably dark place after nightfall.

A seafood fete awaited us and all were fresh catch (we learned the fishermen themselves hawk it house-to-house there). Joe immediately posted a shot of the feast in Instagram with a hashtag of the place. A companion we left in Tacloban immediately noticed it (chismoso talaga ang social media). Maybe he was wondering how Joe, in an area he hasn’t ever run was able to cover a lot of distance in just such a short span of time with a ferry crossing to boot and almost no sleep. I didn’t know why James immediately suspected I was with Joe. Was I missing something;)?

Ah, anyway our luck held. And it seemed we did very fine on the day of the PSSS’ anniversary and Joe was able to prove he was a superb driver. Imagine that distance (350 land kilometers plus the Surigao Strait crossing) and pace (13 1/2 hours) with nine ports and one port complex (Taganito) covered including a meal stop. Who will believe that was possible? I bet James was thinking i was holding the wheel.

[Part 3 will be in the next installment.]

The Diamond Ferries in the Philippines

When the Diamond Ferry Company ordered in 1990 and 1991 their second set of sister ships identical to their first set they ordered earlier, little did they know that the boom times of Japan fueled by the Japan property bubble would soon turn into bust that will bring about years of economic stagnation in their country. Such was the scenario when the Blue Diamond and the Star Diamond came into the Diamond Ferry Company. With the company not being one of the biggest and strongest in Japan, it had more trouble riding out the bad years and so the sister ships had difficulty keeping themselves afloat and it even gave to periods of being laid up.

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The Blue Diamond (Image from http://www.kipio.net)

In 2007, the Diamond Ferry Company and the Blue Highway Line merged to better wear out the storm. This was but natural as they were both majority-controlled already by the stronger shipping company MOL (Mitsui OSK Lines). However, even with the merger the fate of the sister ships did not go any better – they were simply offered for sale from a laid-up condition and for months they were in ship-for-sale sites. In 2007, the Star Diamond was snapped up by China buyers to become the Jiadong Pearl. She was supposedly the stronger ship of the two in the engine department.

That was a puzzling period for me because many shipping investors then were thinking the cruise ship and liner market will go up (and most were disappointed later on). This was about the same time that four liners of Aboitiz Transport Corporation (ATS) were also snapped up by foreign buyers. Quite puzzling for me because the liner prices then were very high as the world metal price suddenly doubled because of the China demand. ATS earned a tidy profit with their opportunistic sale and woe to the shipping companies who bought their liners as none sailed successfully and most were soon for sale after the expenses of refitting and refurbishing (like foreign operators don’t have our Economy class).

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The Star Diamond (Image from advectionfog.net)

The Blue Diamond languished for a while but in 2008 she was acquired by a Korean tour operator and she became the Queen Mary. After about two years, she was again laid up and put up for sale. That time the world metal prices went down to more-or-less normal and ATS was actually among who those who took a look on this ship. They did not purchase this, however, because of a tip that the engines were no longer strong. The ship was, however, was purchased by Negros Navigation Company which lost out in the bidding for the two sister ships of Kansai Kisen K.K. which turned out to be SuperFerry 20 and SuperFerry 21 here. The two SuperFerries were sister ships of Star Diamond and Blue Diamond.

So, in 2011, the Blue Diamond came to the Philippines to become the St. Michael The Archangel of Negros Navigation Company (after SuperFerry 20 and SuperFerry 21 were fielded by ATS). There were hoots initially as the St. Michael The Archangel can only do 17 knots initially while her ATS sister ships can do 20 knots comfortably. When to think they were all sister ships with exactly the same engines and external measurements. To the PSSS (Philippine Ship Spotters Society), this proved that the rumors were true regarding the Blue Diamond‘s engines.

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St. Michael The Archangel by James Gabriel Verallo

The St. Michael The Archangel was sent back for some refitting and she was then able to do some 19 knots. She might have become the flagship of Negros Navigation although there were those who say that the smallest and slowest ship of the company, the San Paolo was actually the flagship of the company. The St. Michael The Archangel was only the fourth sailing ship of Negros Navigation in this period when their other sister ships, the St. Joseph The Worker and the St. Peter The Apostle were not reliable enough (with work on their MAN engines, they became reliable later). It seems when a shipping company has problems, their ships also get sick.

Meanwhile, the Jiadong Pearl was released by her China owners in 2010 and she went to Korea as a tourist ship named the Gwangyang Beech. In 2013, she was sold to Negros Navigation and so the Diamond Ferry sister ships were reunited. The ship was named as St. Francis Xavier in the Negros Navigation fleet (but the naming caused confusion to some because previously the company had a liner named the St. Francis of Assisi). Like SuperFerry 20 and SuperFerry 21, the St. Francis Xavier has no problem doing 20 knots and she is very reliable too.

When Negros Navigation Company (NENACO) acquired Aboitiz Transport System (ATS) to form 2GO, the four sisters all came under one roof. It was St. Michael The Archangel which has a small difference since she had a restaurant-lounge built in the rear sundeck which actually made her better-looking plus it is an appreciated additional passenger facility. St. Francis Xavier, meanwhile, has a small equivalent at the stern. This ship has also a side ramp that is not present in her sister ships. Though sister ships but having different owners before, the four have some minor structural differences if viewed from the outside.

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St. Francis Xavier by Daryl Yting

On the inside, the four has also had similarities in the design and arrangement. But it seems the pair of NENACO have the better and more developed interiors as the former Kansai Kisen ships look too workmanlike and even bland by liner standards. With such better development, the passenger capacities of the NENACO sisters ships are much higher than the former ATS sister ships. The St. Michael The Archangel has a passenger capacity of 1,929 while St. Francis Xavier has a passenger capacity of 1,910. The original passenger capacities of the former ATS ships were only 859 when their length, breadth and superstructure were practically the same as the other two and all retained the dual cargo decks.

The former Diamond Ferries were built by Shin Kurushima Dockyard Company in their Onishi yard in Japan (the sister ships from ATS were built by Kanasashi Company Ltd. Toyohashi Works in Toyohashi, Japan). The St. Michael The Achangel was built in 1990 with the ID IMO 9000455 while St. Francis Xavier was built in 1991 with the ID IMO 8847595. Both had external dimensions of 150.9 meters by 25.0 meters by 13.3 meters. The St. Michael The Archangel has the greater gross tonnage at 17,781 (maybe because of the added restaurant-lounge) while St. Francis Xavier has 15,971. The net tonnages vary too. The St. Michael The Archangel has 5,334 in net tonnage while the St. Francis Xavier has 4,808 in net tonnage. In rated horsepower there is a variance, too. St. Michael The Archangel has 25,200hp like her sisters from ATS while the St. Francis Xavier has only 24,700hp. However, the four are all powered by twin Hitachi-Sulzer engines.

The sisters have the modern bulbous stem and both have transom sterns. Both have two passenger decks and two cargo decks and a dominating single center funnel. 

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St. Michael The Archangel by Mike Baylon

As 2GO ships, the sister ships have no permanent route assignments as in they rotate routes with the other ships of the fleet. However, what separates now the St. Michael The Archangel is her lack of speed compared to her sister ships. Once when I was aboard the Princess of the South going to Manila. I was surprised with how easily we overtook her nearing the Verde Island Passage and our ship was only doing 17 knots. Turns out that before her drydock, she was only running at 14 knots. I heard that lately and from AIS observations that she seldom runs over 17 or 18 knots now which is about two knots below her sisters. It seems the report on weakness the engines was really true. And to think she might have been the primary beneficiary of the parts taken from St. Gregory The Great (the former SuperFerry 20) which was holed by an excursion to the reefs of Guimaras.

There are no reports yet of this kind in St. Francis Xavier. She is as fast and as reliable as the St. Leo The Great (the former SuperFerry 21).The company is proud of her as well as the Ilonggos.

The two former Diamond Ferries look like to be workhorses of 2GO in the years to come. They have finally found a home.