The Pan-Oriental Shipping Company was one of the shipping companies that rose in Cebu after World War II, one of the replacements of the Cebu shipping companies that did not survive the war. This shipping company was among those who were able to purchase surplus World War II ships tendered by the Philippine Government. These are the ships given to the Philippines by the US to jump start the economy and not among those given as replacement for the ships lost during the war or the ships they ordered scuttled to prevent it from falling into the enemy hands and be used against the Allies. The ships were also atonement for the massive air attacks against the Japanese that practically wiped out many of the infrastructure of Manila.
From the Manila Chronicle 1/13/52. Research by Gorio Belen of PSSS in the National Library.
The Pan-Oriental Shipping Co. started operations in 1948 doing the Cebu-Manila v.v. route. Like some of the other ships then, there were modifications carried out in the superstructure to accommodate passengers (the surplus Army transports were actually not people carriers). It did not have the sophistication, if that term is appropriate, of similar ex-“FS” ships of the major shipping lines.
The first passenger-cargo ship (I am leery of using the world “liner” here) of the Pan-Oriental Shipping was the Oriental that was acquired in 1948 and the name is not a surprise, of course. She was the former “FS”ship FS-318 built by John H. Mathis & Company Shipbuilders in Camden, New Jersey, USA in 1944 for the US Army as its own transport and in the main they were manned by US Coast Guard personnel.
The MV Oriental. From the Manila Chronicle 1/13/52. Research by Gorio Belen of PSSS in the National Library.
The Oriental’s Length Over-all (LOA) was 53.9 meters with a Length Between Perpendiculars (LPP) of 50.7 meters and Breadth of 9.8 meters. The Gross Register Tonnage (GRT) of the ship remained at 560 tons even though there were additions to the superstructure. Weighed down by additional metal and for greater stability, her Depth rose from 3.2 meters to 4.3 meters. The ship was powered by two General Motors engines with a total of 1,000 horsepower that gave her a speed of 11 knots. The permanent ID latter given to the Oriental was IMO Number 5264895.
Pan-Oriental Shipping’s next acquisition came in the next year, 1949, and this was the former “FS” ship FS-350 which was built by J.K. Welding in Yonkers, New York, USA in 1944 for the US Army, too. In the Pan-Oriental fleet she was named as the Occidental. The name is not surprising also.
The MV Occidental. From the Manila Chronicle 12/3/53 (the attached date is incorrect). Research of Gorio Belen of PSSS in the National Library.
The Occidental’s external dimensions were exactly the same as that of the Oriental but the Gross Register Tonnage (GRT) is only 558 tons. That was after there were additions to the superstructure (funny, isn’t it?) The ship was also powered by two General Motors engines with a total of 1,000 horsepower that gave her a similar speed of 11 knots. The IMO Number of the ship was 5260045.
After another year, in 1950, the Pan-Oriental Shipping acquired their third ship which was also another former “FS” ship, the FS-197 which was built by Higgins in New Orleans, Louisiana for the US Army too in 1944. Higgins was the company that designed and built the famous Higgins boat which was used as beach assault craft in World War II. In the Pan-Oriental fleet the FS-197 was named as the Continental.
The MV Continental. Research by Gorio Belen of PSSS in the National Library.
This ship was a little longer than the Oriental and Occidental at 54.9 meters LOA with an LPP of 51.2 meters and the common Breadth of 9.8 meters of all the FS ships. With additional metal the GRT of Continental went down from 573 tons to 512 tons (so GRT shaving was not a recent phenomenon). The ship is powered by two General Motors engines with 1,000 horsepower on tap giving her a cruising speed of 11 knots. The IMO Number of the ship was 6117935.
The Oriental, Occidental and Continental being all former “FS” ships were all sister ships. The ships were purchased from the Philippine Government through the Rehabilitation Finance Corporation (RFC) which was a predecessor of the Development Bank of the Philippines (DBP). As mentioned before, US Government gave it to the Philippines to help the economy recover from the war.
The sole route of the Pan-Oriental ships was Manila-Cebu, v.v. and they stressed cargo rather than passengers. However, as time went by there were already plenty of ships calling in Cebu from Manila as Cebu is an in-port of ships still proceeding to Mindanao. After all, they have to carry and supply the Cebuano migrants in that land of opportunity but that resulted in the displacements on the natives of the island.
Having a ship with just a sole port of call was actually disadvantageous as it does not maximize the ship. And that was compounded by just a once a week sailing. Competitors, on a once a week schedule with calls in Cebu, Tagbilaran, Dumaguete, Ozamis and Iligan can also do a once a week sailing
In 1954, after six years of operation, the Pan-Oriental Shipping quit the shipping business by selling out altogether lock, stock and barrel. The Oriental and Occidental went to Carlos Go Thong & Co. while the Continental went to Compania Maritima in the end after several transfers. With the sale of the two ships to Go Thong & Co., that company became a national liner company from being just a regional shipping company. Initially, Oriental and Occidental retained their names in the Go Thong fleet. After several years, the Oriental was renamed to the Don Jose and the Occidental was renamed to the Don Francisco. Meanwhile, the Continental became the second Basilan of Compania Maritima. All three had new superstructures in their new companies.
From the Philippine Herald. Research by Gorio Belen of PSSS in the National Library.
The Pan-Oriental Shipping Company was owned by Norberto Quisumbing (sounds familiar?). After selling the company he founded Norkis in Mactan island (in Opon, now Lapu-lapu City) which assembles the well-liked and popular Yamaha motorcycles. Everybody knows how successful were the Quisumbings in motorcycles. And that is also true for Go Thong (later Gothong) in shipping and later they spawned the legendary Sulpicio Lines Incorporrated and Lorenzo Shipping Company.
The transaction between Pan-Oriental and Go Thong proved to be a win-win deal for the two companies.
The MV Eugene Elson of Penafrancia Shipping Corporation of Bicol is one of the oldest ROPAXes (Roll-On, Roll-Off Passenger ship) still sailing in Philippine waters but she is still very reliable and well-appreciated. As a 1965-built ROPAX from Japan she has the looks and lines of the small ROPAX of that era which means she is a little chubby in looks and not that angular like the MV Melrivic Seven of Aznar Shipping which was also built in 1965. However, those looks do not detract from her primary purpose and mission which is to ferry passengers and rolling cargo (i.e. vehicles) safely and reliably.
Photo by Dominic San Juan of PSSS
This ship’s usual route is Tabaco, Albay to Virac, the capital and main port of the small island-province of Catanduanes. Tabaco City is the gateway to the province and the size of MV Eugene Elson is just right for that route as there are almost no ferries that is 50 meters in length there (except when there rotations due to drydocking). And also there are no 30-meter ferries in that route out of respect for the waves in the sea between the two provinces and besides single-engine ferries are not liked there, for safety and maneuvering reasons. So the MV Eugene Elson with its two engines and screws fits the bill well there too.
The MV Eugene Elson is a RORO ferry built by Hashihama Zosen of namesake city Hashihama in Japan where their yard is located. As said earlier, she was built in 1965 but her IMO Number is already 6601517 (in those days the first two digits of the IMO Number indicate the year the ship was built but that is not the case anymore nowadays). She was completed in December of 1965 and completion date is the date when the ship is already equipped and ready to sail. Her external measurements are 41.7 meters in Length Over-all (LOA), a Registered Length (RL) of 38.5 meters and a Length Between Perpendiculars (LPP) of 37.5 meters. The ferry’s Breadth is 14.6 meters locally although in Japan it was only 12.5 meters (the first one might be the more accurate one). Her Depth is 3.0 meters. As a whole she is not a big ship and a ship that is only a little larger than a basic, short-distance ferry-RORO (by the Philippines Ship Spotters Society definition) which in general is only 30 meters or so in length and sometimes even shorter.
In Japan, her Gross Tonnage (GT) was 526 (tons is no longer affixed in GT) but locally it was only 488. Her declared Net Tonnage (NT) which is the usable space of the ship for passengers and cargo is 118 which is rather suspiciously low. The ship’s Deadweight Tonnage (DWT) is 138 tons and she has a passenger capacity of 484 persons, all in sitting accommodations. The MV Eugene Elson is actually the smallest ferry in the fleet of the Penafrancia Shipping Corporation (PSC) which was the successor company to the defunct Bicolandia Shipping Lines which used to own her. However small, this ferry still has two passenger decks with an airconditioned Mabuhay Class.
Photo by Dominic San Juan of PSSS
The ship’s hull material is steel. She has one mast, two funnels and two RORO (Roll-on, Roll-off) ramps for ingress and egress of vehicles but the bow ramp is also the one used by the passengers for the same purpose as ferries in Bicol do not have separate passenger ramps (the stern ramp of this ship seems to have been welded shut already). The bow ramp of this ship is extended to better cope with low tide conditions. This ferry has a raked stem (which was what was usual in the era) and a transom stern (which is still what is common nowadays).
The MV Eugene Elson is powered by two Daihatsu marine engines with a total output of 1,100 horsepower. This is sufficient to propel her at 11.5 knots when new but nowadays she just chugs along at about 10 knots, the reason she takes four hours for her route which is less than 40 nautical miles. That is not a shame as most ferries in the route have about the same sailing time although some are faster than her.
Our group, the Philippine Ship Spotters Society (PSSS) is familiar with this ship as once the group has already toured her when she was drydocked in Nagasaka Shipyard in Tayud, Cebu and the master then, Captain Jun Benavides was gracious and hospitable enough to let us roam his ship and use her as a ship spotting platform (yes, passengers can reach the roof of this ship which is also the Bridge deck). Of course, he had also shared plenty of stories to us. We whiled our time there savoring the cooling breeze of the late afternoon until it was time to go for daylight was soon dimming.
Photo by James Gabriel Verallo of PSSS
This ship, when newly-built was first named as the MV Shimotsui Maru of the Kansai Kisen K.K. of Japan In 1976, under the same name, she was transferred to Kansai Kyuko Ferry K.K. Then in 1984, before her 20th year (the time Japan begins replacing its old ferries), this ferry came to the Philippines as the MV San Agustin of May-Nilad Shipping, a Manila ferry company that was always short in routes. Later, she became the MV Eugenia of Esteban Lul.
After a short time, this ship was transferred to Eugenia Tabinas of E. Tabinas Enterprises under the same name MV Eugenia. I just wonder about the relationship of Eugenia Tabinas and Esteban Lul. E. Tabinas Enterprises and Bicolandia Shipping Lines which are synonymous and the same is headquartered in Tabaco, Albay. These dual companies took over the ships and operations of the pioneering Trans-Bicol Shipping Lines which was then just operating wooden motor boats or MBs then which otherwise were called as lancha in the region.
During its heyday, E. Tabinas Enterprises/Bicolandia Shipping Lines was the dominant Bicol shipping company and had routes from all the relevant Bicol gateways, i.e. Tabaco, Matnog and Bulan (which are both in the province of Sorsogon and Masbate. However, in 1999 a new shipping company with deeper pockets appeared in the critical Matnog-Allen, Samar route. This is the Sta. Clara Shipping Corporation (SCSC) which challenged the claimed “pioneer” status of Eugenia Tabinas’ shipping companies. “Pioneer status” supposedly confers exclusivity to a route.
Eugenia Tabinas and Sta. Clara Shipping Corporation fought initially from MARINA (Maritime Industry Authority), the Philippines’ regulatory agency in shipping and then all the way to the Supreme Court. When Eugenia Tabinas finally lost she offered a lock, stock and barrel sell-out to her enemy which was accepted and so she forever bowed out of shipping. This was the reason why MV Eugenia was transferred not to Sta. Clara Shipping Corporation but to the Penafrancia Shipping Corporation which was created specifically for the take-over of E. Tabinas Enterprises and Bicolandia Shipping Lines. This take-over and hand-off happened in 2006 and from then on the twin companies Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation were already the dominant shipping companies in Bicol (and until now).
MV Eugene Elson in older livery in Virac port. Photo by Edsel Benavides
Under Penafrancia Shipping Corporation, all the former ferries of Eugenia Tabinas were renamed (except for the sunk MV Northern Samar) and so the MV Eugenia became the MV Eugene Elson. In the fleet of Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation which has combined operations, she is the smallest in terms of Gross Tonnage and Length. But she is not the smallest ever ROPAX to operate in Bicol as there were and are a few that are even smaller than her.
As mentioned before, the Tabaco-Virac route along Lagonoy Gulf is her main route now, a route known for rough seas during the amihan (northeast monsoon) season as that route is exposed to the open sea. But even though small, she proved capable for that route although once a bus lain to her side even though lashed from the top when a rogue wave hit her in the bow. In the said route she would leave Tabaco port at daybreak and arrive in Virac at mid-morning. She would then depart Virac port after lunch and arrive in Tabaco at about 5pm and lay over in Tabaco port for the night. It is the buses’ schedules that dictate such departure times and buses and its passengers are the priority loads of the MV Eugene Elson like the other ROPAXes based in Tabaco. Nowadays, she always leave full as so many buses and trucks already cross to Catanduanes from the Bicol peninsula.
Over-the-top lashing is de rigueur in the Catanduanes route
All in all, the MV Eugene Elson had a successful career and it seems she is destined for many more years of sailing (well, unless MARINA loses its mind and cull old ships as that has been their threat for many years already). Barring that scenario, I hope she still sails and sails and sails. And keep the record as the oldest sailing ferry in Bicol.
In the era of cruiser liners, not only did they get bigger but they also got faster. So they competed not only in amenities and passenger service but also in shorter cruising times and this was valuable not only in the far ports like Davao but also in the likes of Cebu and Cagayan de Oro. With fast cruisers, the travel time to the likes of Davao went down from three-and-a-half days to two-and-a-half days. It also brought down the cruising time to Cebu to less than a day.
The leading shipping company in the local routes Compania Maritima had been the first in fast cruisers with the fielding of “Filipinas” in the 1968 and the “Mindanao” in 1970. Both were capable of 18 knots and that was the reference speed then in that era to be considered “fast”. As expected, the two, one after the other. were fielded in the long Davao route.
William Lines followed suit from 1970 when they ordered the brand-new “Misamis Occidental” that was also capable of 18 knots. This was soon followed by the legendary “Cebu City” which was capable of 20.5 knots and this was assigned to the premier Manila-Cebu route. William Lines then followed up with four more fast cruiser liners and they had the biggest number of ships in that category. William Lines fielded their 20.5-knot “Manila City” to the Davao route.
Sweet Lines did not really have a fast cruiser except for the first “Sweet Faith” which they fielded in the prime Manila-Cebu route in a fierce competition with William’s “Cebu City”. This liner which arrived from Denmark in 1970 was capable of 20 knots. She had the pair “Sweet Home” (the first) which came in 1973 from Europe too. Sweet Lines dubbed the two as the “Inimitable Pair”. To be able to compete in the long Davao route, what Sweet Lines did was to use the shorter eastern seaboard on the route to Davao. With this tactic, they were also “fast”, so to say.
Negros Navigation also had their share with fast cruiser liners with the “Dona Florentina” and the beautiful “Don Julio”. This was capped by their fastest cruiser then, the “Don Juan” which was capable of 19 knots. A later ship, the “Don Claudio” was also fast at 18.5 knots when she was still in Japan. May I note that the Negros Navigation cruiser liners were not really in direct competition with their counterparts as they were just then in the Western Visayas routes.
The fragments of the Go Thong empire was late in fast cruiser liner segment. Maybe they needed to take stock and consolidate after their split in 1972. Sulpicio Lines entered the fast cruiser liner category just in 1975, the last among the majors which competed in this field. It has to be noted that Carlos A. Gothong Lines and Lorenzo Shipping did not follow in this category and neither did Aboitiz Shipping and Escano Lines. Only Compania Maritima, William Lines, Sweet Lines, Negros Navigation and Sulpicio Lines participated in this competition but actually Compania Maritima did not acquire any more liners, fast or not, after acquiring “Mindanao” in 1970 even though they had many hull losses in the succeeding years.
Created by Jon Uy Saulog
Sulpicio Lines acquired the “Himeyuri Maru” from Ryukyu Kaiun KK, more famously known as RKK Line in 1975. This ship was built by Onomichi Zosen in Onomichi yard in Japan in 1963. She measured 93.1 meters by 13.6 meters and her cubic volume was 2,602 gross tons. She was powered by a single Niigata engine of 5,500 horsepower and her top speed was 18 knots. Refitted in the Philippines she had a passenger capacity of 1,424. She was given the name “Don Sulpicio” in honor of the founder and she became the flagship of Sulpicio Lines (this was the second ship to carry that name in the fleet). In 1981, after a fire and refitting she was renamed the “Dona Paz”, the second to carry that name in the Sulpicio Lines fleet (the first was an ex-FS ship). A fine ship, she was unfortunately associated with great ignominy later.
In 1976, Sulpicio Lines acquired the sister ship of “Himeyuri Maru” from RKK Lines too, the “Otohime Maru” which was also built by Onomichi Zosen in the same yard in Onomichi, Japan three years later in 1966. She had the same Niigata powerplant of 5,500 horsepower. However, she was rated at 19.5 knots. She was 97.6 meters in length, 13.7 meters in breadth with a cubic volume of 2,991 gross tons. This ship was renamed to “Dona Ana” and together with “Don Sulpicio”, Sulpicio Lines called them the “Big Two”. They were used by Sulpicio Lines in fighting for their stake in the primary Manila-Cebu route. Later, they extended the route of “Dona Ana” to Davao. In 1980, “Dona Ana” was renamed to “Dona Marilyn”. She held the Manila-Iloilo-Zamboanga-Cotabato route of Sulpicio Lines until she was reassigned the Manila-Catbalogan-Tacloban route with the arrival of the “Cotabato Princess”. She held that route until her end.
In 1978, as Sulpicio Lines grew stronger, they acquired from RKK Lines again not one but two ships which were actually sister ships too but bigger than the earlier pair from Ryukyu Kaiun KK. These were the “Tokyo Maru” and the “Okinawa Maru” and again both were built by Onomichi Zosen in Onomichi yard in Japan. The first ship was built in 1969 and the second one was built in 1973. The “Tokyo Maru” had dimensions of 112.2 meters by 15.2 meters and she had cubic measurement of 3,510 gross tons. She was powered by a single Hitachi-B&W engine of 6,150 horsepower which gave her a top speed of 18.5 knots. “Okinawa Maru” measured 111.5 meters by 15.2 meters with a cubic volume of 3,800 gross tons. Her engine was a single Mitsubishi-MAN of 7,600 horsepower which gave her a top speed of 19 knots. Incidentally this engine also powered “Cotabato Princess”, “Nasipit Princess”, “SuperFerry 2”, “SuperFerry 5” and “Cagayan Bay 1”.
Dipolog Princess and Princess of the Caribbean
“Tokyo Maru” was renamed to “Don Eusebio” and “Okinawa Maru” was renamed to “Don Enrique”. When the “Princesses” came into the nomenclature of Sulpicio Lines she became the “Davao Princess” in 1987 because she was actually the Davao specialist. Later, she was renamed to “Iloilo Princess” when she was no longer holding that route (“Filipina Princess” supplanted her in 1993). Her local passenger capacity, as refitted was 1,379. Meanwhile, “Don Eusebio” was renamed to “Dipolog Princess”. She was then sailing the Manila-Dumaguete-Dipolog-Cagayan de Oro-Ozamis route. However, she was not actually calling in Dipolog but in Dapitan port. In her refitting here, her passenger capacity increased to 1,261. Later, she held the Manila-Tagbilaran-Dipolog-Iligan-Cebu route of the company until she was stopped from sailing.
The fifth and last cruiser Sulpicio Lines acquired in this period was the “Naha Maru” which also from RKK Line and she came in 1981. She was bigger than the earlier ships from RKK Line. The ship was built by Onomichi Zosen (again!) in Onomichi yard in Japan in 1972. She measured 130.9 meters by 16.8 meters and she had a cubic measurement of 4,957 gross tons. She was powered by a single Hitachi-B&W engine of 9,200 horsepower, the same type powering “Dipolog Princess” but with more cylinders. She had top speed of 20 knots when new. She was called as the “Philippine Princess” and she became the Sulpicio Lines flagship which means she held the Manila-Cebu route. For a long time, she and the William Lines’ flagship “Dona Virginia” fought in that route. Refitted here, she had a passenger capacity of 1,633.
Photo credit: Philippine Daily Express and Gorio Belen
As a footnote, much later, when cruiser liners were no longer in vogue, Sulpicio Lines acquired another fast cruiser liner. This was the “Ogasawara Maru” of Tokai Kisen which was built by Mitsubishi Heavy Industries in Shimonoseki, Japan in 1979. She measured 110.5 meters by 15.2 meters and 3,553 gross tons. She was powered by two Mitsubishi engines totalling 11,600 horsepower and her top speed when new was 20.5 knots. She was known as the “Princess of the Caribbean” here and she came in 1997.
Like the William Lines fast cruiser liners, many of these Sulpicio fast cruiser liners also met grim fates (but in general they lasted longer and that is why the PSSS — Philippine Ship Spotters Society have still photos of them). Everybody knows the fate of “Dona Paz” which collided with a tanker in Tablas Strait on December 20, 1987 that resulted in great loss of lives.
The “Dona Marilyn”, meanwhile, foundered in a typhoon off Biliran on October 24, 1988 on her way to Tacloban from Manila. The “Philippine Princess” was hit by fire while refitting in Cebu on December 5, 1997. She was towed to Manila where she was broken up. The “Iloilo Princess” was hit by another fire while also refitting in Cebu on July 4, 2003. She capsized in port and she was broken up, too.
The “Dipolog Princess” was the only survivor of the five. She was among the Sulpicio Lines ships suspended as a consequence of the capsizing of the “Princess of the Stars” in a typhoon in June of 2008. She never sailed again and she was just anchored in Mactan Channel and later moored at the Sulpicio wharf in Pier 7 in Mandaue, Cebu. Together with the “Princess of the Caribbean” she was sold to China breakers and she was demolished in Xinhui, China by Jiangmen Yinhu Ship Breaking Company on January 2011.
Upon disembarking from Marina Empress, I immediately went to the Cokaliong ship Filipinas Ozamis, my target ride to Cebu. I wanted to leave my things there and purchase a ticket from the Purser, if possible. I was rebuffed and not in a nice way (maybe they thought of me as just one feeble lolo). So things were no longer the same like when Trans-Asia Shipping Lines still held the Masbate route. Nor was it the same in Mangguino-o port in Calbayog when I rode their ship there to Cebu. So the arrangement is “more advanced” now. Gone was the old provincial port hospitality.
No use arguing with them so I went to their ticketing office outside the port gate. No shipspotting first as want to be ahead of the rest as I fear a big delegation or two might already be ahead of me given that next day was the start of Sinulog week in Cebu. I was the first in line when their office opened at 7am and I was able to get a Lounge ticket. It was my choice because I like the ambience and the space and besides I am a poor sleeper on rides anyway. It was easy except for a snafu as their ticket seller was new. A line was already forming behind me when I got my ticket.
I proceeded next to the newly-opened passenger terminal building (it was not operating before) and I tried to work on the lady guard. I need someone who I can trust my baggage to as I can’t lug it around while I shipspot. I said I need to take breakfast outside (the passenger terminal building has no eateries). She was kind and she took in my baggage. While free of my baggage already, I just took some shots of the port and its ship because my sugar was already dropping down.
When I was outside the port already, I realized the info I got about Jollibee was bum. I did not like the heavy meals of the eateries near the port. It was then that I decided to take a risk of missing two ferry arrivals and a few fastcraft and motor banca departures. I wanted to see the new Gaisano mall which had a Bigg’s restaurant (the Bicol competitor of Jollibee which is more than their equal). It was somewhat near the market and the other Masbate port and bus terminal. I wanted to visit those places again because it will add to my Masbate photo collection and besides it had been sometime that I was there. It was also my intention to eat a farewell meal at Bigg’s since that is not available in Cebu and Mindanao.
I ate a fast breakfast at Bigg’s mindful that the ferries will arrive anytime. I was not mistaken coz going out of Gaisano I already saw buses from Manila rolling, the telltale sign that a ferry had already arrived. Nothing I can do anymore and so I just asked my tricycle driver to bring me to the Masbate bus terminal. On the way there we passed by the Masbate public market which is practically just across the street.
The buses and commuter vans of Masbate fascinated me. Rarely do I see them and their spread is already the story of about the latest in Masbate land transportation. Adjacent to the bus terminal by the sea is the fishport, fish landing area and municipal port of Masbate. I found there the Burias motor bancas and other motor bancas aside from the fishing bancas of Masbate. I was lucky one Burias motor banca was already maneuvering to depart. The Burias motor bancas have a slightly different design from the other Masbate bancas.
The other port of Masbate and the Burias motor bancas
It was just functional spotting there and I did not stay long although I was tempted to ride a van to Aroroy and ship spot there. But I thought if I did that I will miss a lot more in Masbate port and it is possible that when I come back most of the ROROs of Masbate port will have left already. But had I known then that there was a cheap Island Shipping LCT that leaves in the afternoon in Cawayan my plans might have been different (but that was no longer possible as I have already a Cokaliong ticket and I also wanted to ride the Filipinas Ozamis which I have not ridden before).
Back in port, I found the lady guard was really kind and accommodating. She agreed to take care of my things until her shift ends. By this time the port terminal building was beginning to get full of people as they force even the bus passengers to pass through it when actually short-distance ROROs are almost always ready for boarding. The building was already hot and stuffy as it has a bad airconditioning design and some aircon units were not working. Add to that people coming and going with the doors open.
It was then that I made a full survey of the port. I noticed that the ferries Jack Daniel and Nelvin Jules of Sta. Clara Shipping were already docked there along with a small fastcraft of Montenegro Lines (it seems it had an early departure in Pilar given that at dawn there was no more RORO waiting there). Of course, passenger-cargo motor bancas from Pilar and Ticao island have already arrived too. Although there were some small crafts departures already this was the time (as in before 10am) that Masbate port is becoming already full. From 10am there will begin the RORO departures starting with Montenegro and Denica trips to Pilar (the trips to Pio Duran start later).
The first notable departure I noticed was the fastcraft Lady Jacqueline which serves as the secure transport of a mining firm in Aroroy which fears the NPA (New People’s Army). Aside from personnel that craft is the daily carrier of the supplies sourced from the city. The fastcraft does not take in paying passengers.
This time around I already made up my mind that I will not try anymore to board all the ferries docked. One reason is to conserve my strength. When I try to do that I tend to distress in a few hours. Second, I have to be on guard regarding the vessels arriving and departures (I sometime miss some when I am touring ships). I know that soon the RORO departures will begin. But I also resolved I will try to visit the beautiful Jack Daniel of Sta. Clara Shipping. No member of PSSS (Philippine Ship Spotters Society) has boarded that vessel yet and I will not pass up the chance.
Soon, as expected, starting just before 10am the basic, short-distance ferry-ROROs Maria Angela of Montenegro Lines, the Odyssey of Denica Lines began leaving along with the small fastcraft of Montenegro Lines. And as usual motor bancas to and from Pilar and Ticao will arrive and depart along with small motor bancas from the other side of Masbate Bay. There was also a Burias motor banca that passed which emanated from the municipal port of Masbate. This was the time that the vessels in Masbate port will begin “thinning”.
Two ROROs and a cargo in styropor boxes
As usual, docked in the port were a few freighters. In Masbate, freighters usually load copra and they use hoppers aboard trucks for that for ease in unloading (it will just be hooked by the boom of the ship). If the cargo is inbound to Masbate, it will most likely be cement. All other inbound supplies from Masbate is usually trucked. If the truck is outbound it might be carrying livestock as Masbate is known for that. In the bay, there were freighters anchored as usual, waiting.
One prominent loose cargo that will be seen in Masbate are frozen fish and crustacean that are in styropor boxes. This comes from Sorsogon and it passes through Pilar port. Pilar and Sorsogon Bay is known for crustaceans. Some of the products are crab meat for the consumption of Cebu (most likely a crab omelet). If it is fish, it is the high-value kind which they call “isdang-bato”. Some of these are even for export. If there is a ship for Cebu like that day they will load it onboard. Otherwise, it will be loaded in the ferries in Cataingan port in the southeastern side of Masbate island. This port has connections to Bogo City and Cebu City.
When I came back to the port, there was still buses from Manila going out of the port bound for the far towns of Masbate like Aroroy, Balud, Esperanza and Pio V. Corpus. But soon all the many buses in the port are Manila-bound buses already. Many of them are early for their ships and their passengers contribute to the overflow inside the passenger terminal. It was still peak season and the buses were all full. Those who cannot be accommodated board the vessels bound for Pilar. There will be buses for Manila waiting there like my ride to Pilar.
Jack Daniel lounge
When the sun was getting high I decided to take a break walking the length of the port by visiting the Jack Daniel. I did this before the lunchtime departures of the ferries began. I had an easy access and I went up immediately to the passenger deck. Her lounge and tourist was magnificent by short-distance RORO standards. Even the color motif was beautiful. At the back of it and at the bridge level there was the usual Economy section. The latter was the one we saw being built when PSSS first saw her in Nagasaka Shipyard.
I was able to talk with the Captain who is Alexander Saplat. He told me he was already the Captain way back in Nagasaka Shipyard and I was amazed when he told me they finished the painting of the ship in Pantao port (to nowhere) because it is cheaper to dock a ship there. He said the Niigata main engines are still good but they have a problem with an auxiliary. I told him his ship for its size has the biggest engine and highest design speed in the Philippines. However, in the Masbate-Pio Duran route they just aim for a three-and-a-half hour sailing time. It seems her good lounge will be appreciated for that voyage. Maybe that is the reason why they keep the ship there. It won’t be appreciated much in the one-hour-ten-minute sailing time between between Allen and Matnog.
There were three Montenegro fastcrafts which I saw in Masbate Port. One is a small one and then the fastcraft City of Sorsogon. What attracted me, however, was the fastcraft City of Angeles that is the newest fastcraft of Montenegro Lines which I haven’t seen before. She was just the size of the City of Sorsogon.
At lunchtime the Maria Sophia of Montenegro Lines, the Marina Empress of Denica Lines left to be followed by Nelvin Jules of Sta. Clara Shipping which is still sporting the old blue and white livery of the company. We all took notice when she stopped at the middle of Masbate Bay still near the port. Soon we noticed a motor banca sidled with her. It turned out that a well-wisher was aboard when she departed. The motor banca then docked not for from us and soon a Montero SUV was flying inside the port (it was the fastest drive ever I saw inside a port). The driver must still be fuming.
Nelvin Jules disembarking a well-wisher
Had a field day taking photos in Masbate port. I was so busy I decided to forego lunch and just relied on knick-knacks. Hard to go outside when one knows about four vessels will be departing around lunchtime and all the time buses (which I take shots of) were being loaded aboard.
I used the port terminal building to get some respite from the sun and have some rest. I registered a complaint to the highest official around that the airconditioning is not sufficient. He said even the Masbate local authorities have already complained but the Philippine Ports Authority (PPA) has not acted on the matter. I said that they should discount their fees then. Their terminal fee is even higher than the port of Cebu when that port even supplies free shuttle and the airconditioning and seats are good.
I also found another issue inside the port terminal. I noticed that the area reserved for kids with a playpen which is also the cooler portion of the terminal building was being occupied by Coast Guard men and their K-9 dog. Without much ado, I asked them to leave and they did (I prefaced it with the fact that they are college graduates hence should be act educated). After that some kids and a few adults used the place. The highest-ranking official of the port was there all the time and he did nothing and it seems that practice has been going on for some time. A Coast Guardsman went back and we had a polite but not a dry talk. Maybe it was the first time they faced someone like me. I said the Filipinos have a legacy of martial law in their brains – usually they can’t complain if across him was a man in uniform with guns.
The last ferry that was scheduled to leave Masbate port was the Jack Daniel. But past its ETD of 4pm I noticed she was still docked although most of her load was already inside her RORO deck. They said they were still waiting for some buses. Buses have contracts with ROROs in Bicol and it will not leave until all buses it should load were already accounted for. This reserved slot, this waiting for them is what new-to-intermodal private car owners do not understand in the intermodal system. It usually infuriates them because they thought everything is “first come, first served”. They don’t understand the the system of reservations works anywhere and everywhere.
By this time nearing late afternoon the only passengers left at the passenger terminal building were the passengers bound for Cebu. If one arrives he is immediately asked it he is for Pio Duran and if yes they will immediately tell him to go direct to the ship. With two ferries left and fastcrafts done for the day and just a few buses and cars inside the port there was no longer the bustle and the hubbub of the peak hours. Together with the sun beginning to dim I already feel a pang of loneliness inside the port. I went out. The pall is the same there. The business of the port for the day was drifting to a close. Even the kind lady guard was no longer around.
I was charging my camera batteries and it so happened the young lady near the outlet turned out she was from Rinconada (and a Cebu student) and we had a talk. She was not able to get a good accommodations because she was rather late in arriving because she just took the 6am van to Legazpi and so she arrived at mid-afternoon. It was her usual ride, a ride I do not take for twice it resulted in photo finishes years before. But it seems the Montenegro fastcraft have turned around some things. But still it cannot be the ride for me because if I arrive at 2pm or 3pm most of the ROROs except one will be gone already and that is shipspotting failure already (shows what shipspotters have to endure at times as in this case in have to take a midnight ride).
Boarded my ship before 5pm with the lady student. That was the most we can do with our charging in the terminal. I tried to notice the crew if Cokaliong is different. Nope, as one told me before, there are no more able-bodied seamen now. Just all apprentices or interns. Made my first round, a quick one of the Filipinas Ozamis. I was glad I had a good accommodation as the ship was nearly full. Took my first shots of the inside of the ship before it got too dark. I may not have that chance when we reach Cebu.
No good meal
I went out of the port again to my dinner outside before it became dark. I noticed the Jack Daniel was still there and she was already one-a-half hours past her departure time. I was intrigued and so I visited her again even though she lies at the farther part of the port. I asked around. They were still waiting for three buses of Mega Bus. This bus being trounced already by competition is already the last bus that leaves their destinations. I hope some passengers were not stewing.
Our ETD was 7pm so there was really no rush in my meal. But I was surprised that when I came back the Jack Daniel was still there. The port was already dark by then and there was not much activity anymore except near the two ferries remaining, our Filipinas Ozamis and the Jack Daniel. Filipinas Ozamis was already rushing her loadings. Nearly all of her passengers were already aboard.
If they can only load a bus on the roof
I cannot resist going again to Jack Daniel. I asked around again. The Mega Bus buses which the Jack Daniel waited for were already there. But there was a hitch. They can load only two of the buses and passengers of one of the buses were being asked to alight from Jack Daniel. What a horrible development and I pitied the passengers. Usually there are sure slots for the buses as their places are already confirmed hours before they arrived. I thought some Masbate bigshot might have bulldozed his way in.
We left at 7pm and Jack Daniel was still there. I thought it would be smooth for us. But then we circled and the stern ramp was dropped. I thought there was a problem and we will be going back to the port. But then after stopping near the Jack Daniel, our ship then finally departed at about 7:25pm. A passenger asked me what was that all about. I don’t really know so I just joked they must be letting out some bad air.
Leaving Jack Daniel behind
Made a tour of the ship after boarding again . It was already all night shots and sometimes the result was not good. But I want to do it because usually at Cebu there won’t be a chance anymore. And a tour like this with the ship already sailing and all the passengers onboard telegraphs a different feel. I saw that the lounges near the canteens and the open-air passenger area with tables and seat where the ones the passengers that are not resting were gathered. Filipinas Ozamis does not have the usual restaurant.
Filipinas Ozamis was not that big, I thought. Being full it felt even cramped. I was glad I got the Lounge Class. The lounge itself is not ticketed; it is the jetseater seats that are. So the total space for so few passengers in this class is big. The class accommodations of Filipinas Ozamis is not balanced. Lots of cabins whose total capacity is even bigger than Tourist, I found out in the General Arrangement Plan (GAP). That is why Tourist is almost all sold out while there are vacancies in Cabin. I thought some of the Cabins in the center should have been converted into an additional Tourist section.
Filipinas Ozamis Lounge class
The ship was clean and our voyage was smooth. Soon I was back in lounge and I noticed the passengers are angling to sleep on the couches. I also did the same and I had a pleasant lie. I noticed few were occupying the jetseaters anyway when actually we are full in that class. The lounge had a wonderful ambience by the way. Very nice if with a group of friends.
Was able to get a reasonably good sleep for my age and I was up in Cebu when we were nearing the Mactan bridges. Once they broadcast to the crew, I will surely be up. I just wished our arrival was some 30 minutes later. Nothing good to capture on my lens even when we were already docking on Pier 1. Sayang. Had we had a late arrival it would have been grand shipspotting. I had enough batteries for that.
I had a good Bicol to Cebu trip via Masbate over-all. I was not that tired as I already learned how to pace myself. The cool weather was also a factor. It was a good shipspotting trip by all means.
The smaller tour group of the Philippine Ship Spotters Society (PSSS) reached Tacloban on the midnight of the second night of the tour. Waiting for Mark to get a ride, we finally parted at about 3:30am of December 13 with Mark on the way to Bato, Leyte for a shipspotting of Bohol and James on the way back to Cebu via Palompon. Me and Joe’s destination was unmentioned but we were actually on the way to Cortes, Surigao del Sur, near the capital of Tandag to visit a shipmate of Joe and shipspot along the way.
There are really not many ports on the Tacloban-Panaon island axis if one follows the road to Mahaplag. From Tacloban, Joe and me had to take the Mahaplag route mainly because it was still dark and Joe also wanted to see the Agas-agas bridge. Besides, a trip via Silago will take longer and I want us to be on the 8am ferry in Benit because that will afford us the greatest chance of visits to the unexplored ports of Surigao without nightfall overtaking us. We had the thought of passing it on the way back, halfheartedly, because our tentative route on the way back now was via Isabel, Leyte to pick up a puppy.
Liloan Ferry Terminal and Liloan bridge
We reached Liloan at about 6am and Joe tried entering the Liloan Ferry Terminal. I dissuaded him because I feared we will get in trouble with the LGU collectors of illegal exactions and we will lose more time if a scene erupts and anyway I don’t want to take the ferry there because I thought it will reach Lipata Ferry Terminal not sooner but later. I told Joe we can cover Lipata Ferry Terminal from the Liloan municipal port which is located just a kilometer from the other end of the Liloan bay.
I was not mistaken and we were lucky because as tipped by member Mervin Go Soon of Baybay (whom we met on the Oroquieta Stars on the way to the PSSS tour-meet assembly in Tacloban), the former Maharlika Cinco of Archipelago Ferries was there. The other tip of Mervin that the Grand Star RORO 3 was doing a Liloan Municipal Port to Surigao route also proved true because she was there besides the former Maharlika Cinco. We noticed no work was being done on the former Maharlika Cinco which would become the Gloria Five of Gabisan Shipping. I was wondering then who is operating the Grand Star RORO 3. I thought it was “M Shipping” whose AUV we encountered on the road (I was mistaken on that assumption as Mervin very recently told me that Grand Star RORO 3 was also bought by Gabisan Shipping and I wonder now if she is the Gloria One advertised by the company in Liloan port).
Across the bay, we saw that it was only the Millennium Uno of Millennium Shipping which was docked in Liloan Ferry Terminal. With its slow speed and the triple distance of Liloan compared to Benit port, it would have been disaster to our schedule had we taken it (so our bet not to enter Liloan Ferry Terminal was right after all). There was also anchored in the bay the Cargo RORO LCT GT Express 1 of GT Shipping which was doing a route to Surigao so that trucks wouldn’t queue long like in the past. I noticed the old Liloan municipal port terminal was already converted into an office by the municipality. But the old arrastre office was still there.
At the end of our short, alloted time in Liloan we made a run for Benit in San Ricardo town at the tip of Panaon island. I did not want a photofinish and I told Joe we need to put in some allowance on time lest we were shut out of the ferry (“shut out” in maritime use here means one’s vehicle or cargo fails to be loaded to a ship) and probably have to backtrack to Liloan and so we did not look for a place to eat anymore (anyway there was probably none that is inviting as Liloan is just a small town). Along the way we saw the abandoned port of San Francisco which once docked the copra ships of great shipping line Go Thong in the past.
We next came to “The Saddle”, a renowned mountain pass that Joe wants to conquer (it was called by that name because it resembles a horse saddle if viewed from the sea). It was not shipspotting but there were views of the sea from there and we knew right after that will come the town of San Ricardo but Benit port will still be some distance from it.
Leaving behind Benit, its collectors of illegal exactions and “The Saddle”
Approaching Benit port, before the turn inside, I told Joe that if the San Ricardo LGU collectors of the illegal exactions flag him down that he continues driving as if he did not see anything. The ruse worked and upon entering the people of Montenegro Lines and the arrastre rushed us saying we will be the last vehicle that will be loaded. There were already shortcuts in the processing of papers and we were already on the ramp before all the papers were even processed. The ship left even before 8am and I saw two vehicles that arrived minutes after us were no longer accommodated (and there was actually still some space for at least one of them). So it was still a photofinish alright and a lucky accommodation. Sometimes that is one gets from being disciplined in the travel approach. I told Joe before that many said I am lucky with trips and it seems it was holding. Actually, it held during the 1,000 kilometers me and Joe ran with two ferry crossings and with many ports visited.
Our ship was the Maria Vanessa of Montenegro Lines, sister of the Maria Felisa (actually no other shipping company serves the Benit-Lipata route). Since we both lacked sleep, me and Joe barely toured the ship. Instead we immediately looked for a cool, comfortable and quiet place and soon we were asleep although the voyage usually takes only 1 hour and 15 or 20 minutes. We two really needed that rest even if it was so short. We did not even care for food as all we wanted is sleep.
Lipata Ferry Terminal
That short sleep reinvigorated the two of us and there was no hassle in the disembarkation process nor in getting out of the Lipata Ferry Terminal. We did not try anymore to tour the port since we will be exiting Mindanao through that port anyway. What we wanted was food as our stomachs were grumbling already. It was already mid-morning and we only had hamburger the previous night in Tacloban terminal and no breakfast at all.
“Voyagers” (Photo by Joe Cardenas)
Going out of the port, I espied a new place which looked like a diner to me although it looks more of a lodging place. I was able to convince Joe to backtrack and what a discovery! Well, they really serve meals and snacks and it turned out that the owner is a master mariner abroad and so the place was themed by maritime things. The was not the usual rush of people, it was quiet and clean and it does not look or smell like the usual roadside stands. The name of the place is “Voyagers” and we recommend it. Me and Joe took a little time to unwind and relax there before we proceeded to the city (i.e. Surigao City).
In the city, we first went to what is called the “Boulevard”. It is a boulevard indeed, a seaside one. It is adjacent to the main port of Surigao and it is there where the so-many big motor bancas of Surigao to Dinagat, Siargao and other islands dock. We were lucky since we were early they were still all there and since the sea was calm so many came. I walked the entire length of the Boulevard getting shots of all the bigger boats. Offshore, a few LCTs were moored, as always. LCTs are a fixture of Surigao now because the mines employ them.
From there me and Joe proceeded to the main port of Surigao which is called Verano port. Joe wanted to enter but I told him there is almost no chance of a free pass as it is an ISPS port which means visitors are not welcome. To buy a ticket for Siargao so we can enter means a bit heavy “entrance fee”. Might have been affordable for our pockets but I was always mindful of the time and I do not want the quest for the unexplored ports of Surigao be compromised (why is it that long-distance shipspotting is always balancing of compromises?). Besides I was more interested in the old docking area of boats nestled on the side of Verano which was not obvious or visible from outside it. So I just contented myself with some shots of Verano ships from the gate. There are not many of them at a given time anyway and two i even caught while departing.
A view of Verano Port from the nearly-enclosed marina beside it
I then nestled myself into the narrow opening that leads to what I found to be a dirty marina where many bancas and motor boats were anchored (there were more than 15 of them). This looked like to be the old port as can be deduced from the road on the other side of where I was. It is now almost encircled by Verano port but I knew from observation inside Verano that passenger-cargo motor bancas emanate from it which I found to be bound to the smaller islands that belong to Surigao City.
The MARINA nestled by Verano Port
Many of the vessels in that nearly-enclosed marina were actually fishing bancas. But it seems nobody cares anymore for that port and marina. It is dirty and it looks as if there is no order there and even the roads and pathways leading to it look unmaintained. I did not dare exploring anymore as the walkways looked dangerous to me.
From there me and Joe exited Surigao City not through the main road but through some shortcuts which Joe saw on the GPS map. We did not try anymore the Surigao-Lipata coastal road whose turn we missed earlier. The unexplored municipal ports and the mining ports of Surigao were the ones that were already pulling us. Their magnetites seem to be strong….
The Philippine Ship Spotters Society (PSSS) tour group, after assembling in Tacloban first stopped in San Juanico bridge to take photos and enjoy the views and the experience especially of walking part of the bridge. Well, just being there is experience for most of those in the tour group. If it could be considered shipspotting it is maybe because of the seascapes and Tacloban port is also visible but at a great distance. I was wishing a ship will navigate the narrow strait separating Leyte and Samar but I know that is almost impossible with the new uncharted depths of the strait, a result that historical storm surge that came with Typhoon “Yolanda”. Actually, deeper container ships coming to Leyte now take the southern approach round Southern Leyte.
The group then took a long road ride because the next port Catbalogan was some 100 kilometers away from Tacloban and we did not try to visit the many municipal ports along the way which were not along the main road. These old municipal ports were once the lifelines of the coastal towns of Samar to Tacloban when the road was not yet developed some fifty or so years ago. It would have been nice to visit them but it would take time and we were tight on time as our leg to Allen is some 250 kilometers and we have more important ports to visit along the way. And we were not even able to start early and that was the reason why I didn’t mention to the group the former important port of Basey.
We arrived in Catbalogan past lunchtime and we headed straight to the Catbalogan bus terminal which is located astride the port (in fact it was sitting on borrowed port grounds). From there we walked towards the port and it was a lucky day for us. I have not seen such number of vessels in Catbalogan since I first visited the port many, many years ago. We were doubly lucky that the motor bancas to the island-towns off Catbalogan in Samar Sea have still not left. Plus there were the usual cargo ships and an aggregates carrier LCT, the LCT Poseidon 10. I wondered if that number of ships meant progress for Catbalogan. I would really like to know. The only dampener in our visit was the knowledge that recently Roble Shipping has dropped their Cebu-Catbalogan route and it has already sold to Jolo their ship serving that route.
Since our lunch took time I knew we can’t spend much time on the next ports or even visit some that are near the road like Victoria port. In Calbayog, our next port, we obviated all walking shipspotting and instead opted for shippotting by car the length of the quay road parallel the Calbayog River wharf and fish landing area. There were still many fishing bancas the time we arrived but most of the passenger-cargo motor bancas to the island-towns towns in Samar were already gone as the last of those leave just after lunchtime. We also did not enter Calbayog port and instead just viewed it from afar as we were already pressured for time since we did not want nightfall to come while we were still on the road.
From Calbayog we made a short detour to Manguino-o port just a few kilometers north of Calbayog port. This is now the only port with ferry connection to Cebu and we were unlucky that day because the Cokaliong ship was not there when we dropped by. Basically, aside from that ship only fishing vessels use Manguino-o port. However, from Manguino-o the private port of Samar Coco Products just a few miles south was also visible. Funny, but instead of ships our talk leaving the port was about the Samar bulalo because of my good experience with it in Manguino-o(one should try it on a Samar visit).
It was a long run again in the sun threatening to set over roads that I knew once did not exist. Once upon a time, there was no road directly connecting Allen and Calbayog save for a logging road which was not always passable and only passable to the sturdiest of jeeps (or was it a weapon carrier?). But soon the San Isidro Ferry Terminal came into view and I knew Allen is just a short distance away now and so there is still time to shipspot this government port that is the official connection to Matnog. We did but as the sun sets earlier in December and there was precipitation I knew it will be a photofinish to BALWHARTECO as I expected. This part I have already told in another article:
From a sleep-over in Catarman, on the way back, we made a short visit to the Caraingan port which is located in the town now renamed as San Jose. I told the group this town is more known for the claim of Asi Taulava, the basketball player. Though the main inter-island port of Northern Samar and improved by the government, this port never really took off. It was never able to shake off its reputation for thievery and the new enterprises like coco processing now have their own ports. The damage of the 175kph typhoon that visited Northern Samar just a few years ago was still visible in the port. We did not walk the port to save on time, we just let the car do the walking for us.
We next visited Lavezares port which had a long history. It’s significant lies in that it is the connection to the Biri islands offshore which is now being promoted as a tourist place if one wants to escape civilization. Biri and Lavezares have a reputation in history. For the former, it is the rocks and waves that can threaten ships. For the latter it was a launching port of long-range motor bancas that went beyond Biri in the past like Catanduanes and the Bicol eastern and northern shores. To me Lavezares, like Allen, its mother town is a remnant of the old seafaring tradition of the Pintados which can reach Formosa in the past before the Spaniards forbid local boatbuilding so they can press (as in force) our boatbuiders in building their exploitative galleons. Again, we just made a tour by car of Lavezares port.
[The portion where we made an Allen to Matnog crossing and back is already in the article I attached earlier.]
On our way back to Tacloban there was no more chance of shipspotting as night had already set in contrary to my hope that we can cross early to Matnog and then be back in Allen just past lunch (that would then have afforded us another chance at the ports we just made a cursory visit of). But no regrets. It just meant a realignment of targets (for me).
Reaching Tacloban at midnight, I made Joe Cardenas (the car owner and our driver) sleep while looking for our companion Mark Ocul’s ride back to Cebu (James Verallo eventually convinced him to take a Bohol detour to max his shipspotting experience). Meanwhile at the back of my mind I had a 3:30am cut-off from Tacloban for I will then convince Joe to make a dash to be able to board the 8am ferry in Benit which will afford us enough time to look for and visit the many unexplored ports of Surigao on the way to his friend in Claver, Surigao del Sur without hitting dusk. When we parted, little did our two companions suspect me and Joe were still embarking on a long trip. With 850 kilometers now under his belt who would then suspect Joe is still up for another thousand kilometers of continuous driving?
[However, that portion will be the subject of another article and I will henceforth jump to when we were able to get back to Tacloban to make another run back to Allen.]
From a Tacloban sleep-over after Surigao, me and Joe crossed again the San Juanico bridge but there was no more walking of the bridge this time for we were dead serious in finding the unexplored ports of Samar (or at least those where our daytime will be able to cover). We were elated by our success in Surigao in using maps based on GPS in finding the obscure ports without much turning around (why, it was even more accurate than the locals). Instead of turning left to Sta. Rita, Samar we turned right after the bridge on the way to Basey, the old connection of Samar to Leyte when San Juanico bridge was not yet existing. I was excited what it will show us.
The drive to Basey took longer that I expected. I had a premonition of things we will see because we passed by the cemetery of Basey and it was big and it had Chinese names on it. I have an inkling it was not a small town in the past and there was probably a Chinese quarters which equates to trade.
We found Basey town alright and it was not the normal small town that I see in Samar. It was obvious it had a great past and the main street was densely packed, proof it had trade before. We found the port road and near it was the remnants of a Chinese quarters. There were concrete structures in the pier but obviously it was already a long-forgotten pier. Only passenger-cargo motor bancas were just using it. These were still active as it affords a shortcut and cheaper ride compared to the jeep (which seemed not to be thriving). I saw students going to Tacloban. It was a proof of links.
From Basey port, the port of Tacloban can be made out along with the San Juanico bridge. I mused – the bridge killed Basey and its progress. Like what I see when new roads bypassed towns. The sea was shallow. I was thinking what if the bridge had been built via Basey? What would have been the result?
We did not stay long in Basey. On the way back, me and Joe kept peering in our GPS map about that abutment which indicates another port which we disregarded on the way to Basey because the road signs contraindicated it. We then came to the junction leading to it and Joe decided we should check even though the road was not so inviting (well, that is one advantage of an SUV over a sedan). Not long after we saw a parish church. It was just before the port. A parish church in a barrio always indicated something more than an ordinary barrio. We learned that we are in San, Antonio, a barrio of Basey. So Basey has two ports not one!
San Antonio Port
San Antonio port is much closer to Tacloban than Basey port. It seems they are just separated by a wide river and I can almost make out some of the buildings in Tacloban. San Antonio port, though smaller, is busier with more passenger-cargo motor bancas going to Tacloban. It was there that I learned the many motor bancas docked near the market of Tacloban were actually going to San Antonio. The ones docked there were the same motor bancas I saw in Tacloban two hours earlier when me and Joe made short tours of the Tacloban ports. It seems San Antonio is more connected to Tacloban than to its own town of Basey. Again I wondered what if San Juanico bridge was built not on its present site but on a site in San Antonio?
Me and Joe bypassed the Sta. Rita port which was still near Tacloban so as to save time. As always the 250-kilometers stretch of Tacloban to Allen is a challenge to shipspotters to cover before nightfall sets in. I thought maybe one has really to start early like in first daylight if one wants to visit more ports. In the same regard we also bypassed the port of Pinabacdao although there is a clear road sign indicating it. Anyway we wondered if that port and similar ports are already ‘ports to nowhere’ since vans and buses are already their connection to Tacloban.
Joe and me also bypassed the ports of Catbalogan and Calbayog. We reasoned we had been there before and we were more interested in the old port of Victoria and others near there. We just contented our eyes watching the seascape, the occasional ship offshore and with the passenger-cargo motor bancas in the navigable rivers of Samar that connects to the inland municipalities. We also had a dash of adrenaline against a Toyota Grandia (but it was not ship spotting).
However, me and Joe made a short detour to Manguino-o port because our first one there was “empty”. The Filipinas Dapitan of Cokaliong Shipping Lines was there. We were able to enter briefly but the guards this time were not accommodating. Maybe the field of Psychology should do a research of how the completion of gates and fences affect the mentality of the guards. It seems with those completed it is now their duty to “protect their fortress”. Manguino-o was hospitable before.
We also bypassed another port with a link to an island-municipality although it is not far from the highway. Alas, me and Joe’s tour was full of ‘bypasses’ that I thought maybe Tacloban, Basey and nearby ports can be covered by tour in one day and maybe one just have to stop for the day in Catbalogan or Calbayog and the next day cover the ports of Northern Samar. There is really no way to cover all the ports in the Tacloban-Allen axis in one day. One will “waste” 100 kilometers from Tacloban to Catbalogan in land travel and next “waste” some 65 kilometers from Manguino-o to San Isidro. And to think the distance of Catbalogan to Calbayog is another 60 “empty” kilometers (as in there are no ports along the way).
The only worthwhile port Joe and me was able to visit after leaving Western Samar was the old port of Victoria which once upon a time had a connection to Manila. We did not use the GPS this time as Joe knows the junction. Like what I expected its poblacion was more packed than a town of its size and the remnants of an old trading quarter was still visible. We reached the port and it is located inside a river mouth where the waters are clear and beautiful spans of Victoria bridge was visible (actually the river might be named Bangon River). There were just a few bancas using the disused concrete port now and most were fishing bancas. There was a wharf for passenger-cargo motor bancas a hundred meters downstream and it was more busy.
The ports of Victoria
The road to Victoria town and port is just by the bridge of Victoria. It seems Victoria was born around the river that traverses its entire narrow territory and with a wide navigable river it seems that river also serves as an artery. With such a lay-out, Victoria is also a ship shelter during storms. With the sun preparing to set, the slight rains and the silhouttes it produces we left Victoria with me feeling sad. There was no way to be upbeat about what we just saw which was a faded town left by its ship.
I wanted to find the other ship shelter in Victoria town which was Buenos Aires. Joe vetoed it and so we continued north. With the rains sometimes pelting us, explorations become limited. We did not go inside San Isidro Ferry Terminal any more and i just took some shots from the outside. We also bypassed Jubasan port of Sta. Clara Shipping and and just took shots from outside of Dapdap port. Time just flew and when me and Joe entered BALWHARTECO port the light remaining or the lack of it was just about the same when the big group of PSSS first reached it. Me and Joe tarried a little more making a long goodbye with some small talk. I will be staying in BALWHARTECO lodge while he will still be proceeding to Catarman.
I had a pleasant stay in the lodge and it was a great platform for viewing the activities in the port. I spent the next two day exploring BALWHARTECO and the ships there and making interviews. I also looked for my old opponents there, the collectors of the illegal exactions but they were gone. I thought it was not me they feared but the American in our big group who was Tim Alentiev. Well, with his demeanor, attire and shades he might have looked like a CIA operative. Seriously!
Star Ferry II
In BALWHARTECO I was able to visit the Star Ferry II twice. I was not that much interested in the other ships because I have already boarded them. I became more interested in Star Ferry II when PSSS was able to establish it was now the oldest passenger RORO sailing that is not an LCT (built in 1961!) and there were rumors she might be headed for scrapping (once when she was not running I saw her precisely moored in Victoria port). I wanted simply to know more about her and her current condition.
My second visit came because I was looking for Roger Chape, one of the oldest mariners in Bicol waters who started his career in motor boats (lancha). He happened to be the Chief Engineer of Star Ferry II but I did not know him the first time I boarded the ferry. We had a good talk although the ship was bucking heavily in the night swells and wind (it that was Cebu the praning Coast Guard there would have suspended voyages already). From him I got a better understanding of the state of the ship, a little of its history and how it is managed.
It was really so hard shipspotting in my two days in Allen. The rains were heavy and it simply would not relent. If not for an old umbrella given to me I would have scarcely been able to get around. And there was not even an LPA (Low Pressure Area) but just the usual heavy amihan weather of the area (amihan winds there could even be stronger than LPA winds).
A ship in San Bernardino Strait amihan
My last chance of shipspotting in Allen was when I left for Matnog. It was long before they sold tickets because dockings can’t be done because of the strong swells and high tide (have one heard of that in Cebu?) I mean it was hours of wait. Then we were able to board but the Coast Guard won’t give clearance to sail because of the weather. It was just a temporary halt and not full suspension. We passengers were worried of a full suspension of voyages and we will become statistics for the evening news on TV (i.e. stranded in the port). While waiting I turned it into an opportunity for shipspotting. But then again the rain messes up the visibility and quality of shots.
I immensely enjoyed my Samar shipspotting despite of the rains which made it difficult to move around. It was a continuation of my summer of 2014 shipspotting with Jun Marquez (summer shipspotting that had plenty of rain too). It was nice and good by any means. I actually love Samar.
I was able to visit the area twice, actually, the first one with the official PSSS (Philippine Ship Spotters Society) tour-meet and the second one in my private tour with Joe Cardenas, the PSSS member from Catarman (so he was a native of the area). I stayed longer the second time because I wanted to do some interviews in the ports of Allen and in the ships there (which I was able to do).
My first visit to the San Bernardino Strait area happened with the big group of the PSSS (the Philippine Ship Spotters Society). Joe Cardenas provided the car, a very good one and James Verallo provided the gas money. We were eight in the group including an American guest of Chimmy Ramos. He was Tim Alentiev, a retired B747 pilot from Seattle. Others in the group were Raymond Lapus from Los Banos, Nowell Alcancia from Manila. Mark Ocul from Ozamis and yours truly.
On the first day on the way to Allen, the first port of Northern Samar we visited was the San Isidro Ferry Terminal. It was already getting late in the afternoon when we reached the port as we came all the way from Tacloban and have visited already the ports of Catbalogan, Calbayog and Manguino-o. We were not able to start early because me and Mark’s ship from Cebu, the Oroquieta Stars of Roble Shipping departed four hours late because of the company’s Christmas party.
The FastCat M9
Though late, it was just perfect as the FastCat M9 of Archipelago Ferries has just docked and was beginning to disembark passengers and vehicles. This catamaran RORO is the only regular user of the government-owned port and without it it would have been an empty visit save for the lone regular beer carrier which happened to be also docked and unloading that day. For some in the group it was a first experience to see short-distance ferry-ROROs in action.
We did not stay long and we hied off fast to the next port which was the Jubasan port of Sta. Clara Shipping. This port is a new development of the company and was built against the opposition of the Mayor then of Allen, Northern Samar which happened to be the owner of BALWHARTECO, the old dominant port in the area. It is a modern port, very clean and orderly, spacious and with lots of eateries that is more decent than the usual carinderia. There is not that mell of vendors and the hubbub one usually associates with ports that are not ISPS (International System of Port Security).
From Jubasan, we passed by the Dapdap port of Philharbor. We did not enter the port any more and just viewed it from outside as we knew there were no more operations there as related company Archipelago Ferries was using San Isidro Ferry Terminal instead of their own port and the Montenegro Lines vessels transferred to BALWHARTECO when Sta. Clara Shipping and sister company Penafrancia Shipping left it for their own port.
We next visited BALWHARTECO port when dusk was setting in. We did not tour the port any longer as we decided it will be more worthwhile the next day when there is light. In the original plan, we should have stayed for the night in the lodge of BALWHARTECO (and do some night shipspotting for those still interested) but Chimmy suggested that it might be better to stay in Catarman where there might be better accommodations and food. The group agreed as anyway Joe and Nowell are headed for Catarman as the latter has an early morning flight back to Manila.
The bonus of the Catarman sleep-over was we were able to see Catarman, the town, and see off Nowell to the airport. Maybe except for me and Joe, nobody in the group has been to Catarman before and visiting it was an added treat. On the way back there a bonus shipspotting too because we made short tours of Caraingan and Lavezares ports. The first is the main inter-island port of Northern Samar and the second is the gateway to the destination being slowly discovered which is Biri, an archipelago offshore Northern Samar.
Star Ferry II
Because of these extra tours and the need to secure first in Catarman a good bus ride for the members heading back to Manila, we were not able to cross early to Matnog. Even our tour of BALWHARTECO was peremptory and it was mainly just part of the effort to cross to Matnog. Still, it was enough as a ferry not yet leaving is a very good vantage point for shipspotting and the Reina Olimpia of Montenegro Lines proved to be that. The encounters with other ships in San Bernardino Strait added to the shipspotting prize.
We were not able to cross ahead of the bus and so the Manila-bound members have to board the bus immediately in Matnog. That in itself already shortened the Luzon part of the tour. When the bus rolled off, a member shouted to me (seems it was James) that the ramp of the Don Benito Ambrosio II of Penafrancia Shipping was already being raised. I looked at the bridge and I saw Capt. Sacayan, a friend of PSSS and I don’t know what reflex pushed me that I blurted out, “Capt, pasakay” and Capt. Sacayan immediately ordered the lowering of the ramp to the surprise of his deck hands. The Sta. Clara “Angels” (the three beautiful ladies in charge of arranging the passages of company-account trucks and buses) asked if we have a ticket and I pointed to Capt. Sacayan and from lip reading I think Capt. Sacayan said, “Oo, sa akin.”
The Don Benito Ambrosio II by James Gabriel Verallo
I told my remaining tour mates not to wait for the ramp to land as I don’t think it would lest the ship incur the penalty of another docking and so we hopped on the ramp that was still a foot above the wharf. And from there we went straight to the bridge where Capt. Sacayan warmly welcomed us and turned on the airconditioners to full. We were sailing “Bridge Class” like in the Reina Olimpia on the crossing to Matnog. But the letdown was Mark failed to taste the “Bicol Express”. However, the free ride on the bridge with its unmatched viewpoint more than made up for that.
We disembarked in the new Jubasan port where we took our dinner and whiled some time trying to soak the atmosphere of the port. Funny, but our car was parked in BALWHARTECO, our point of departure earlier where our group had an incident with the LGU collectors of “illegal exactions” as we call it in PSSS for it is actually against Supreme Court decisions and DILG memorandum circulars. I wondered if Joe was worrying then for his car.
The Nathan Matthew in Jubasan port (by James Gabriel Verallo)
After getting the car in BALWHARTECO we tracked back to Tacloban. It was uneventful as it was already night and it was just me and Joe keeping on the conversation.
I visited again the San Bernardino Strait area after the trip to Surigao del Sur where I accompanied Joe. This time my focus was BALWHARTECO and it is there where me and Joe separated, he headed back to Catarman and me on the way to Bicol but with an Allen stop-over. Night has set in when we parted ways and I stayed in the lodge of BALWHARTECO as I planned to do interviews the next day.
If there was still sunlight on our first visit to Allen, my second one was all rain and it was heavy with winds and so the swells were up, of course. But as Joe noted it was just the usual amihan (northeast monsoon) weather (with regards to this kind of weather, Joe and me are pretty much in agreement and so with typhoons). Good the Coast Guard in the area were not as praning (kneejerkish) as their counterparts in Cebu so they were not as trigger-happy in voyage suspensions. And to think the ferries that time in BALWHARTECO were barely able to hold position while docked even while ropes were already doubled. Some even anchor offshore to avoid damage to their hull.
The Star Ferry 7 in the rain
In the next morning when the rain was still light I managed to find the oldest living porter of Allen who was in his 80’s and who had been a porter since 1943. He is the father of the caretaker of the lodge and from him I was able to get the history of the private port of Allen owned by the Suan family which owns the present BALWHARTECO. I was also able to get the ships of the past in the area from the time of the motor boats (lancha) including the motor bancas which then connected Allen and Calbayog for then there was no road connecting the two localities.
It was a funny interview as the old man was speaking in Allen Waray which I found I can understand 95% by using my knowledge of the different dialects of Bicol including what was then known as Bicol Gubat and Bicol Costa which are now no longer classified as part of the Bicol language. The Bicolanos and the Pintados share the same seafaring history in the past and maybe this was the reason of the close association of the languages of Bicol, Masbate and Samar including the Balicuatro area of Samar where Allen is located.
From the father and son pair, I was able to get referrals to old mariners in the area and I visited one in his home and the other one in his ship. Both came from Virac and first became crewmen of the Trans-Bicol Shipping Lines, the predecessor of Bicolandia Shipping Lines in operating motor boats (lancha) which connected the Bicol island-provinces and Samar to the Bicol mainland. The latter is actually the Chief Engineer of the Star Ferry II of 168 Shipping and this provided a bonus because we were able to have a discussion about the oldest RORO sailing in Philippine waters that is not a Navy ship and is not an LCT.
I stayed a day more in BALWHARTECO because peak season caught me suddenly on a Friday afternoon and it was very difficult to get a ride with the sustained strong rains which produced landslides in Victoria town thus throwing the bus schedules into disarray (few were really coming). It was a nice courtesy stay which afforded me more opportunities to shipspot (and also do bus spotting) and to observe in general.
I absorb things fast even on limited time and even without asking too many questions. I just retrieve files in my head and add what I saw new, what changed and other observations. And from that I have a new mental picture of the port and area I visited. A two-day stay in Allen is a boon for observation and absorption of the movements and patterns in the area.
After two nights, I tried to wangle a trip to Matnog where I planned to take a local bus to Naga. There was no hope in hitching a ride with the buses from the south because of the landslides and anyway all that arrive in Allen were full and it was sellers’ market and even the colorum vans to Manila were having a field day (they were charging fares from Catarman while waiting for passengers in Allen).
It wasn’t easy booking a crossing as the combination of rough swells and high tide plus the strong wind delayed dockings. Even with tickets, we passengers feared cancellation of voyages by the Coast Guard anytime given the wind and seas prevailing. After a long wait onboard, we finally all heaved a sigh of relief when we were given clearance to sail.
The LCT Poseidon 26 of might have been the first to sail after the lull of sailings from Allen but she takes 2 hours for the 11-nautical mile route since her cruising speed is only 5-6 knots. She is a new ROPAX Cargo LCT and although her accommodations are all-Economy it is good, spacious and the seats are individualized with a row of industrial fans at the sides. Passengers are also allowed to visit the bridge which is a boon. She is sailing for NN+ATS or 2GO under the name SulitFerry.
We landed in Matnog at past mid-afternoon and the port was crawling with passengers and vehicles when normally such hour was already dead hour for the Matnog to Allen sailing. That is what usually results from voyage suspensions even though it is only for a few hours because everything piles up. I did not tarry at the port because I feared that I will be left by local buses leaving Matnog if I did not hurry up. Being left by the last trip would probably mean staying the night in Matnog. But like Mark, I ended up not being able to tour Matnog port. I tried to make up for this by touring the market and terminal area of Matnog and trying to take shots of the port from there.
What did I learn new in the San Bernardino Strait routes? Well, maybe the biggest development was the opening of the Jubasan port of Sta. Clara Shipping. That meant the break of Sta. Clara Shipping (and its sister company Penafrancia Shipping) and BALWHARTECO, a long partnership that benefited both greatly. Well, maybe some things really have to end but I feared the parting of ways weakened both but only time can tell that.
With the break, BALWHARTECO which was crowded and very busy in the past suddenly had a slack and maybe that is the reason why they invited Montenegro Lines to concentrate all their ships there thereby emptying the Dapdap port of Philharbor. Meanwhile, Jubasan port is just serving Sta. Clara Shipping and Penafrancia Shipping. One advantage of that is they have full control and so everything is orderly.
A Cargo RORO LCT
The second biggest development in the strait crossing might be the emergence of Cargo RORO LCTs that takes on only trucks. One or two of them sail depending on the season plus there is a ROPAX Cargo LCT, the LCT Poseidon 26. These are operated by NN+ATS or 2GO and the LCTs are chartered from Primary Trident Solutions. The ferry is being billed as SulitFerry. Though brand-new and nice, it is cheaper than the rest. The drawback is its cruising speed is slow. Their ticketing office hands, however, are nicer than the rest and are better trained. It showed.
With the fielding of the Cargo RORO LCT and the ROPAX Cargo LCT, the long queues of trucks which were legend in the past seemed to have disappeared. These trucks are actually the “non-priority” ones which means they are not priority because they has no prior arrangements with the shipping companies. Trucks were singled out because buses which have passengers and fixed schedules always had the higher priority and so these trucks get shunted out.
The LCTs of NN+ATS definitely took rolling cargo from the other companies. Some seem to overstate it but hard figures will show there are usually ten short-distance ferry-ROROs by Sta. Clara Shipping, Penafrancia Shipping, Montenegro Lines, 168 Shipping, Regina Shipping Lines in the strait plus the catamaran RORO of Archipelago Ferries. Two or three LCTs were added in the route so it was a significant increase but not by much.
Another notable development in the strait was the closing of the Dapdap port of Philharbor. It seems it was not able to weather the rearrangements brought about by the opening of Jubasan port. It is ironic that its sister company Archipelago Ferries is instead using the San Isidro Ferry Terminal (but maybe that is what their franchise demanded). Maybe if the Grand Star ROROs were not disposed off it might still be operating. However, the motor bancas to the island off it are still there.
Meanwhile, Matnog Ferry Terminal has added two ramps plus an expansion of the back-up area but one of its ramps is now just for the use of FastCat which need a specific mechanism wherein to attach their catamaran ROROs. With four ramps available (and I doubt if all are usable) plus a docking area without ramp (which is only good if the tide is not low), one would wonder how it can possibly cope with the twelve vessels or so operating in the strait especially in the hours that the buses and trucks are concentrated in Matnog.
Reina Emperatriz and BALWHARTECO port by James Gabriel Verallo
Me, I always have questions and doubts about the ability of the PPA (Philippine Ports Authority) regarding port planning and design. BALWHARTECO and Jubasan ports are clearly better than Matnog Ferry Terminal in its capacity to absorb ships. Imagine there are four ports on Samar side while there is only one in Sorsogon side. Maybe the town of Matnog should just develop their own port so capacity will be increased and they will have revenues at the same time.
San Bernardino Strait is one of the most important crossings in the country as it is the main connection between Luzon and the Visayas on the eastern side. It is used by a lot of buses and trucks plus private vehicles 24/7 and a lot of people move through it. In that way alone it is already fascinating to me.
The Nathan Matthew and ship spotters of PSSS (by James Gabriel Verallo)
A few months ago, out of a sudden, a PSSS (Philippine Ship Spotters Society) member espied a ship docked in Hilongos port. Even though it was dark he was able to recognize the silhouette since he has already sailed with it in crossing Surigao Strait. It was a surprise to the PSSS community since many thought she was already dead since it has been three years since she disappeared from the Liloan-Lipata route. The last that was heard of her was that she was in a General Santos City shipyard. That time the new FastCats of Archipelago Philippines Ferries were also due to arrive (and it did) and so they have no more need for their old and unreliable Maharlika ferries. In fact, they were also disposing off already their Grandstar RORO ferries which was even a later acquisition of theirs from Phil-Nippon Kyoei.
Photo credit: Joel Bado
The ferry was the Maharlika Cinco which has long held the Liloan-Lipata ferry route for Archipelago Philippine Ferries. She was actually their most reliable ferry in the route, she was always there as if she had never heard of the two-year rule for mandatory drydocking. Maharlika Dos might be in and out of service like MillenniumUno but Maharlika Cinco will always be there.
If one who doesn’t know her will think she is just another bland ferry then maybe he will be surprised if he will know that this ferry has a colorful history. Maharlika Cinco had actually bounced between routes and owners, has had a trip to the seabed, had her superstructure ripped, etc. Her bounces were actually too fast that international maritime databases has a hard time catching up with her thus it has lots of errors.
This ferry was first known as the Sata Maru No. 3 of Kinkowan Ferry KK and home ported in Kagoshima, Japan. She was supposed to be built by Mitsubishi Heavy Industries in Kobe, Japan but instead she was subcontracted to a shipbuilder that was not well-known, the Tokushima Sangyo in Komatsushima, Japan. Her keel was laid in November 1971 and she was launched in April 1972. She possessed the permanent ID IMO 7205221.
Photo credit: To the lady in the photo
The ship is a RORO with ramps at the bow and at the stern. She measures 70.9 meters in length over-all (LOA) with a beam of 12.5 meters and a load capacity of 500 deadweight tons. Her original gross register tonnage (GRT) was 997 tons. She has a raked stem, a transom stern with two masts and two side funnels. Sata MaruNo. 3 was equipped with two Niigata diesels with a total of 2,600 horsepower giving her a top speed of 14 knots when new.
In 1981, when Kinkowan Ferry quit operation she went to Nankai Yusen KK. A few years later she was sold to Badjao Navigation in the Philippines and she became the Christ The Saviour. Badjao Navigation had a route from Cebu to Samar among others but it was not really successful. Maybe like Newport Shipping that had a route from Manila to Samar she thought that it would be better if they will do a Matnog-Allen route which was growing then. By this time she was already known as the Christ The King. However, ROROs in the route multiplied fast.
Photo credits: Philtranco Heritage Museum and Dennis Obsuna
In time, Badjao Navigation quit the shipping business and she passed on to Luzvimin Ferry Services of the Philtranco Service Enterprises Inc. (PSEI), an intermodal bus operator with routes from Manila to Visayas and up to Mindanao where she became the Luzvimin Primo. Maybe when Badjao Navigation was still doing the Matnog-Allen route she was just under Provisional Authority (PA) because soon after Luzvimin Ferry Services started operations the ruling shipping company of San Bernardino Strait protested, the Bicolandia Shipping Lines, and pointed out that her competitor has no Certificate of Public Conveyance (CPC) or franchise.
Luzvimin Ferry Services defended itself by saying that their ferries were just meant to carry their buses. The case was first heard in MARINA, the local maritime regulatory body which has quasi-judicial powers but eventually it reached the courts (the higher court even) which held that any ship transporting vehicles must secure a franchise from MARINA. And that was the end of Luzvimin Ferry Services and the career of the former Badjao Navigation ferries in San Bernardino Strait.
In about 1990, Christ The King next found itself in Batangas under a new company, the Prince Valiant Navigation where she was known as the Mindoro Express. When she went to that new area there was also a ruling shipping company there which was even tougher in challenging newcomers and sometimes the challenge is even outside the legal plane. I don’t know exactly why but soon she was doing a route to Palawan. There she sank in Honda Bay near Puerto Princesa port.
Photo credit: Edison Sy
It turned out she was eventually refloated and brought to Keppel Batangas shipyard where a shipping owner who later became a PSSS member caught her in cam. This was in late 1991. From his analysis, he thinks the sooty exterior in the starboard side indicated the ship had a fire. He says firefighting water on just one side of a ship can capsize a ship. The ship bore other damages too like a missing port funnel and deformations in the structure.
Photo credit: Edison Sy
Much later, sometime about 2002, a ferry for Archipelago Philippine Ferries turned up in the Liloan-Lipata route to double their unreliable 18-year old Maharlika II. The name of the ship was Maharlika V. To almost everyone including me they thought this was just another ferry that just arrived from Japan. It seems even Philtranco bus drivers did not recognize her (or they were playing poker?). One thing though is she seems a little rusty but I think nobody thought much of it since being a bit rusty was an Archipelago Philippine Ferries trademark. And maybe nobody gave a damn as long as the ship was reliable. After all, the Liloan-Lipata route was home to unreliable ferries until Super Shuttle Ferry 5 appeared on the route.
Photo credit: PDO-Visayas of PPA
Fast forward to December 2008, the Philippine Ship Spotters Society (PSSS) was born. With its growing photostream from the members’ contribution, it afforded members (and the world) a view of the different ships from all over the Philippines from ferries to freighters to tankers and tugs and everything in between. A member then contributed a photo of Maharlika Cinco when their family had a vacation in Southern Leyte and they crossed Surigao Strait. That was 2009.
It was here that the PSSS member who caught a photo of Mindoro Express in Keppel Batangas in 1991 realized that if the superstructure of Mindoro Express is cropped then it would look almost exactly the same as Maharlika Cinco and he alerted me. When a collage of the two was posted in PSSS the riddle of MaharlikaCinco‘s origin was solved. The two were exactly the same ship. Later, upon researching, the two ships had identical IMO Numbers and that was the final confirmation since IMO Numbers are unique numbers and only one hull can possess a particular number.
Photo credits: Edison Sy and Joel Bado
Maharlika Cinco continued sailing but in this decade her engines were already beginning to get less reliable. Not soon after she disappeared from the route with the last news saying she was in a General Santos shipyard with an uncertain return. With Maharlika Cuatro and a rejuvenated Maharlika Dos (she was regenerated when her sister ship Maharlika Uno went to the breakers), it looked like Archipelago had no more use for her. To me, I no longer expected to see her again. Her metal before she disappeared also seemed to be on the soft side already. Soft metal plus unreliable engines plus no more use to me looked like equal to goodbye.
It was like waking to a stupor when somebody called me from Hilongos to report that discovery of an apparition of a ship in the night. The PSSS member then proceeded to investigate. She would be the Gloria V of Gabisan Shipping which has a Hilongos-Cebu route. Yes, it was a buy one, take one deal. They also acquired the Maharlika Cuatro which stopped operation in the aftermath of the Maharlika Dos sinking. He asked what was the former name of the ship. “Mindoro Express”, they said, as if they can fool the PSSS ship spotter (and our ship spotter laughed). Maybe they were ashamed to admit it was the Maharlika Cinco because Liloan is too near and the ship does not really have a sterling reputation there.
Photo credit: Rex Nerves
They latter admitted a difficult sailing from General Santos City via Zamboanga (they were afraid of the rough waters in the eastern seaboard of Mindanao). The engines failed several times and they had to seek shelter and assistance. The trip took long but finally they made it to Hilongos in one piece. No, sorry, they would not honor a ship tour. It’s understandable.
After some preliminary work, Maharlika Cinco disappeared from Hilongos. From checking, PSSS members said she was not in Tayud, the great shipyard row of Cebu (she is too big not to be noticed from offshore). Then she was discovered in Liloan municipal port. They would finish the refitting there. They brought it over there since in Hilongos she would often be forced to undock if a ship is coming.
Photo credit: Rex Nerves
Gabisan Shipping intends to sail her in the Cebu-Hilongos route. They say one of the Gloria cruisers will be sold and the Maharlika Cuatro which is in Tayud is for sale. It seems even Gabisan Shipping, a staunch believer in cruisers is also getting aboard now in the RORO bandwagon to Leyte. After all the Cargo RORO and the other ROROs are making a killing. Speculation says she will be spruced up to be able to compete with the Graceful Stars of Roble Shipping.
This is simply a ferry that wouldn’t die and I don’t know if she has a charm embedded in her hull. If she will survive now, I just hope the MARINA plan which is fanned by some politicians and columnists that 35-old ferries will be retired will not snuff out her life. Finally.
The Danica Joy 2 is unique among local ferries because it is the only one with a foreign route, that is, to the port of Sandakan in Sabah, Malaysia. No other ferry has that distinction. Glan port in Sarangani province might have a connection to Indonesia but it is Indonesian ferries which sail the route. However, soon maybe with the establishment of the Kudat-Bataraza route linking Sabah and Palawan Danica Joy 2 might lose that distinction as a local ferry is slated to do that route. Malaysian ferries are not interested to do a route to the Philippines because the near islands to them are underdeveloped and it is us who needs products as their goods are much cheaper than ours except for “sin” products which is illegal in their land like alcoholic drinks and we have plenty of that. Besides, we are also very well known for piracy and kidnapping, or at least the Abu Sayyaf is.
The Danica Joy 2 is not really a big ship. She is actually much smaller than the Lady Mary Joy which pioneered the route to Sabah at least in the legal realm. What I mean is from Zamboanga, Jolo, Bongao and other islands there are wooden cargo-passenger motor boats called Moro boats in PSSS (Philippine Ship Spotters Society) and junko or lancha in the place which makes run to Sabah. Most of these are unregistered and in all cases they have no ferry franchises from MARINA, the local maritime authority. But it is known by all that they run otherwise how could we have such an big “illegal” population in Sabah and how could be there so many “barter” goods in southwest Mindanao that reach even Cebu and Davao. Many of our islands near Sabah are almost completely dependent on fuel from that Malaysian territory and that dependence even extends to cooking oil, rice, cigarettes and many other grocery products and it is these junko or lanchas that carry them.
Danica Joy 2 also carries back “barter” goods but in limited amounts per passenger otherwise it will already be considered as “smuggling”. Just what constitutes the “legal” amount, well, there is no hard and fast rule in the area but if you ask the Customs and especially the Department of Finance all those should be levied import duties (well, it is their duty to suck as much amount from the citizenry). But Danica Joy 2 is the more “legal” means to buy from Sabah compared to the junko or lancha which suffers seizures of goods now and then (of course the authorities would show “they are doing their job”). I don’t know exactly why but the Sandakan fare of Danica Joy 2 is almost triple compared to Bongao when the difference in distance between them from Zamboanga is not great. Maybe some of the fare is for “protection” and not only from authorities but also from the pirates.
Danica Joy 2 is more like an overnight ship but with her Zamboanga-Jolo-Sandakan route she functions like a multi-day liner. However, her capacity to feed her passengers is limited if compared to the true Manila liners. In southwestern Philippines that is the weakness of the ferries and even their dining areas is limited. That is why passengers bring their own food and the role of food vendors inside the pier becomes important. However, in Zamboanga because it is an ISPS (International System of Port Security) port, thevendors are often harassed and their goods thrown to the sea. They know the faces of the vendors, they can even require IDs but it seems they would rather follow foreign impositions than understand the welfare of the passengers and the vendors (as if they have no social value). These vendors are actually the cheaper offerer of food and drinks to the passengers. Every passenger knows passenger needs are much more expensive aboard the ship.
People in the Visayas will probably understand more the limited size of Danica Joy 2 if I say that she is the sister ship of the Asia Philippines of Trans-Asia Shipping Lines Incorporated (TASLI). However, they have different builders but just the same they really resemble each other. Danica Joy 2 was built by Nakamura Shipbuilding & Engine Works in Yanai yard in Japan as the OrangeHope of the shipping company Shikoku Ferry in Japan in 1982 and she carried the ID IMO 8135253. She is only 62.7 meters in length over-all, 12.0 meters in breadth and 4.5 meters in depth. Her original gross register tonnage was 974 tons. She is actually smaller than almost all of the overnight ferries of Trans-Asia Shipping Lines Inc. and Cokaliong Shipping Lines Inc. For more comparison let it be said that she only matches the Filipinas Dapitan and Filipinas Dinagat in size.
After 16 years of sailing in Japan, Orange Hope came to the Philippines when she was acquired by the Aleson Shipping Lines of Zamboanga in 1998. This was amid the great expansion not only of the company but also by competitors in Zamboanga which left some bankrupt later. She was refitted in Varadero de Recodo, the favorite shipyard of Aleson Shipping Lines. In refitting, additional scantling were built and she became a two-passenger-deck ferry and she became an overnight ship featuring an all-bunks accommodation. Her original route was Zamboanga-Jolo which is an overnight route.
With refitting, her gross tonnage only increased minimally from 974 to 998 which is below that of her sister ship Asia Philippines and her net tonnage was declared to be 491. Danica Joy 2 is a medium speed ferry capable of 16 knots when new. This comes from a pair of Daihatsu marine engines with a total of 4,000 horsepower. Now she often sails at 13 knots only. However, there was a time, a few years ago, when Danica Joy 2 was unreliable and sometimes tugs have to be sent out to her rescue. She was then known for announcing her arrival with thick smoke on the horizon (people on the docks can identify her on the horizon with that). But the more aggressive Aleson Shipping scions opened their checkbooks, major repairs were done to the engines and she is now a reliable ship once more with less smoke.
The Danica Joy 2 accommodates 636 passengers in 3 classes – Cabin, Tourist and Economy. The cabins are built locally indicating she was not used for long distances in Japan and the doors were in fact too plain-looking. The Tourist class and the Economy class are the usual Economy that can be found in other overnight ferries with the Economy at the stern also and in two decks which is normal pattern. In Economy there is no bunk number associated with the ticket purchased. Since it does not get full or overfull it is more of a “first come, choose first basis”. The early birds choose the breezier portions, of course.
This ferry has no stern passenger ramps nor of flying passenger ramps on the sides. What it has are side ramps that fold to the side, Zamboanga-style. But it is well-organized since from that ramp one will find a catwalk on the side above the car deck. If a passenger is bound for the Economy section he or she then turns to the stern. If the passenger is bound for Tourist or Cabin he or she heads to the bow. From the catwalk there are stairs to the decks above. For the upper classes upon entering one sees the front desk or information counter (that is rare in a Zamboanga ship). The Tourist section is on the lower passenger deck and the Cabin is on the upper passenger deck.
What is another unusual lay-out for Danica Joy 2 is right after the information counter comes the ship’s restaurant and besides that is the store (it is not a kiosk). Actually it is a clever lay-out because Economy passengers can access those without going through the Tourist section. The ship’s restaurant is a combination of modern and old. Aside from curvaceous plastic chairs there are also the old iron, holed chairs which is an Aleson Shipping trademark. Meals are not part of the ticket and what is served are very basic and instant meals. In Zamboanga, in multi-day ships passengers are advised to bring their own food or seek food from the vendors in the intermediate ports or outside.
I have been to the bridge of this ship. It is a decent bridge with the lay-out and instrumentation of the medium-size ferries of her era and nothing fancy. Behind the bridge, as usual are the cabins of the top deck and engine officers of the ships and on the stern of the uppermost deck is another restaurant, the mess hall for the crew. It is pretty decent and it is called the “McBobords” complete with the arches of McDonald’s.
The car/cargo deck of this ship is interesting to watch. Unlike all other Zamboanga ships the load is mainly containers as in XEUs (ten-foot container vans) and it is moved by forklifts carried aboard by the ship. The use of container vans is for the security of the merchandise and not for ease of loading and unloading. And maybe to also hide the (barter) goods from prying eyes, greedy hands and smoochers in uniform. Probably the transaction of “grease” is also per container basis and bahala na kung ano ang nasa loob (no more pricing of what’s inside the containers). Everybody knows the cargo from Sandakan is primarily “barter” goods. Semi-finished furniture of good wood is also one of the “imports” from Sabah.
Danica Joy 2 became a Sandakan ship only when Lady Mary Joy 2, a much better and bigger ship was sold to the breakers because it was not making making money and it was too big for the overnight Zamboanga routes. But the original route of that starts from Cebu. It failed because Aleson Shipping Lines didn’t realize Visayans are too fearful of Zamboanga and didn’t know the economic possibilities of Sandakan or Sabah. That was the time when the Ramos administration was pitching the BIMP-EAGA integration which simply failed to get off the ground. Besides, the local producers’ lobbies are simply too strong and opposing (well, even now). And our consumers are simply too clueless to realize the potential benefits for them in lower prices and more choices.
Once a week, on her off-Sandakan route, Danica Joy 2 will also sail the Zamboanga-Jolo route, her original route.
Danica Joy 2 will still sail a long time because she is needed in the route. Trade realities might change (as in Zamboanga barter weakened because Manila importers are now permitted to import direct from Singapore) because there are simply too many Muslim Filipinos in Sabah and they need a transport to Zamboanga for that.
For me the social function is the more important function of Danica Joy 2, not the trade function.
When the FastCats first arrived I did not know how to assess them properly. It was brand-new but truckers and buses which are charged disproportionately higher (because they say of the weight) decide on the price point and not on the newness and amenities of the ship. Actually, rebates in the form of complimentary passenger tickets (which is then sold), outright discounts and cash bonuses are stronger inducements to them. The superior speed of the FastCats might not also be decisive because that can be trumped by longer waiting hours in the ports if the departure gaps are significant. And by large on many buses and trucks it is not the decision of the drivers where to board as that is a company decision if there are company-to-company arrangements and accounts. It might only be in private cars and SUVs where the FastCats might have a better pull but then most drivers will not wait if the departure time is still two or more hours away.
The amortization weight of the FastCats also played into my mind. These medium-speed ships were all loaned from the DBP (Development Bank of the Philippines) from a JICA loan window meant to modernize our shipping. I do not know the loan terms and that part not on the top of the table but it could be in the vicinity of P3 million a month, a rough guesstimate. That would translate to about P80,000 a day (it could be less if the amortization terms are longer and it could be higher if shorter or if the if it is not a soft loan) on top of operational costs and other costs incremental to operating a ship (think fuel and parts) and a shipping company (think offices and office staff) plus the mandatory taxes, insurance and registration. Add to that the expenses and downtime of drydocking which will also be in the millions of pesos.
A Moderator of Philippine Ship Spotters Society (PSSS), our Math Professor induced me to Calapan to have a firsthand look. After observation and calculation, I immediately conceded that if the route is Batangas-Calapan with its high traffic the FastCats will be profitable since ferries sail there 24/7 except on rough weather and storms. But I had my doubts then on other routes where the traffic is not so strong. Weaning away patronage from competitors is not that easy because it is not really a free market since many trucks and buses are already locked in in contracts with some shipping companies especially those which are good in the rebate, discounting and hospitality (like free meals) game. These shipping companies generally have their ships fully or nearly-fully amortized hence their break-even point could be lower even if their fuel cost is higher .
The FastCats are catamaran ROROs but unlike what they say they were not the first to field this type of craft since the Starlite Ferry and Lite Ferry 23 came ahead of them. The FastCat are not High Speed Crafts (HSCs) because they only sail at 17 knots. Hence, their classification will fall to Medium Speed Craft or MSCs. It seems the choice of their name was meant to fool those who are not very knowledgeable of sea crafts.
The FastCats originated from a design of Sea Transport Solutions of Australia but all were built in China by different yards. These vessels feature aluminum alloy hulls for less weight which help in boost speed, lower fuel consumption and in resisting corrosion. A catamaran design means less drag but it can also be wicked in cross-swells. The FastCats do not carry their own ramp thus saving more weight and instead there is a hydraulically-activated ramp in the port which connects to the ship. The disadvantage however is they need a dedicated docking area because the ramp-in-the-port precludes the use of others of that space and so applying for a port are sometimes complicated by this requirement. The ramp can also be damaged by storm waves as shown by what happened in Calapan port.
The dimensions of the FastCat are 50.6 meters in length over-all, 47.2 meters in length between perpendiculars, 17.8 meters in breadth and 4.2 meters in depth. Originally the ship has 683 to 704 gross tons when these left China but with the added passenger deck for the Economy class on the bridge level (they call the bridge the “wheelhouse”) the gross tonnage rose and in the case of FastCat M6 it Is already 967 gross tons. The gross tonnage of the others would then not be far from that. The original net tonnage was 207 to 212 but definitely it is now far higher than that because of the additional Economy section. Generally, the declared DWT is 300 tons.
The passenger capacity of the vessel is between 275 to 290 divided into Tourist and Economy. The Tourist has cool airconditioning and airline-type seats with enough leg space and it is located on the deck below the Economy. The ship’s canteen which reminds one of a convenience store is also located there and its offerings are much better than the basic, short-distance ferry-ROROs around. The passenger service is much better too in all aspects. It seems the service personnel were recruited from Hotel and Restaurant Management course grads instead of the plain able-bodied seamen of competitions’. The passenger accommodations are located in only one side of the ship making for an unbalanced look. The bridge is located at the middle of the ship above the car deck.
The first FastCats are powered by 4 Cummins engines with a total of 2,600 horsepower while the latter ones are powered by Cummins clones built in China with the same power output. From a report I got the FastCats have 4 screws which means they are not using synchronizers. That means less weight, less complication, less power lost and there is no possibility of an unbalanced and difficult run if ever one engine loses power (as they will just shut down another engine on the opposite bank). The bridge of the FastCats are also modern like that of a High Speed Craft (not the ones from Malaysia) and for me the most notable feature is it produces its own power and is not dependent on the power supplied by the engine room (and that is a lot of safety margin).
The FastCats were built by different companies in different yards in China. They total ten but the owner of Archipelago Philippine Ferries Corporation recently announced they will order more and will apply for routes in our neighboring countries and on additional routes in the country. The ship series was originally intended to be named “FastCat M1” to “FastCat M10” but heeding the Chinese aversion to the number “4” there is no “FastCat M4” and instead there is a “FastCat M11”. The first one in the series of sister ships arrived in 2013 and the last one arrived in 2016.
Analyzing the FastCats and comparing it to other ROROs of the same length what I noticed is the 17.8 meters breadth of the FastCats means an extra RORO lane. At 2,600 horsepower the FastCats do not use a bigger engine than many ROROs of the same length. That means the extra speed comes not in overpowering these catamaran ROROs. It was instead coming from the less weight due to the aluminum alloy hull, the less drag of the catamaran design and the minimalist superstructure. The last one might be the key along with the use of aluminum. The old-style ROROs really have a lot of steel being carried around. That will tell on fuel consumption and it will weigh down the speed. That is the reason why most ROROs in the 50-meter class with about the same or a slightly higher power output runs at only 13-14 knots. And for sure with the higher vessel weight and conventional hull design plus the age they consume much more fuel than the FastCats.
And that is the reason why the FastCats can, at the start, match the fares and rolling rates of the competing ROROs although they are carrying a much higher amortization rate. Anyway they cannot charge significantly higher because the better amenities and passenger service will only primarily attract the private vehicle owners driving sedans and SUVs.
However, total revenues of any transport will primarily depend on the kilometers or nautical miles run. That is true for airplanes, that is true for the buses and that is also true for ships. That is one of the reasons why budget airplanes are successful now because they practically fly round-the clock with just a few hours of lay-over and to be able to do that they use double crewing. That is also the reason why Philtranco loves the Manila-Davao run because night and day the bus runs and the more kilometers and hours it run the more is its revenues.
And that brings to the tactic that Archipelago Philippine Ferries is and will be using to have enough revenue in routes not as strong as Batangas-Calapan — they will run the opposition to the ground by running the FastCats with as many trips as possible in a day like in the 44-nautical mile Dumaguete-Dapitan route where they now have 3 round trips in a day (there is no guarantee, however, that this will not change). Somehow, something has to give way and since they are running they will be able to gain load and passengers. There is really no reason for them to wait for the next ferry unless they are contracted to it as they are not faster. Everybody loves time saved as long as the rates are about the same.
FastCats can do that many trips a day because they are faster. That is the same line of reasoning why regional container ships normally sail now at 20 knots, the same speed as our SuperFerries that became saints of 2GO. With such speed they can make more voyages in a year and that means more revenues. Or put it another way the shipping operator can make the same revenue with less number of ships. Neat, huh?
Faster time is also a come-on on ferries that have close time departures. If there is a FastCat that is promising a 2.5hr sailing time in a route then dumb is the passenger of private car owner which will opt for a 4-hour sailing. Well maybe if he is related to the owner or the Captain then it is forgivable. That is the reason why then I do not take the slow Maharlika II in the Liloan-Lipata route since Super Shuttle Ferry 18 will overtake it even if it left later and I have the benefit of a ship with better accommodations. But in shorter routes the sailing time difference will be not that much great and the come-on of greater speed will be less. The time consumed waiting in the port will be the more decisive factor then.
That is why the FastCat is dangerous for the old-style ferries and even to new Starlite Ferries. Speed is their ace. I have heard that even in the Batangas-Calapan route some now opt for the FastCat rather than the SuperCat because at 17 knots versus 22 knots the travel time difference in the 24nm route is not that great and yet there is a significant difference in fare as in almost double while their facilities are just about the same. So even the High Speed Crafts which gulp a lot of fuel and do not carry any significant volume of cargo is threatened by them.
A view of some of the old-style ferries of the competition or possible competition, same size class and engine size:
King Frederick 56.8 m x 14.0m, 2400hp, 13.5 knots when new
Nelvin Jules 56.8 m x 14.0m, 2400hp, 13.5 knots when new
Maria Zenaida 54.0m x 11.4m, 2400hp, 12.5 knots when new
Reina Genoveva 59.9m x 11.0m, 2600hp, 14 knots when new
Reina Hosanna 59.9m x 11.0m, 2600hp, 14 knots when new
Super Shuttle Ferry 12 53.0m x 10.4m, 2700hp, 14 knots when new
Lite Ferry 15 60.3m x 11.4m, 2600hp, 14 knots when new
Starlite Navigator 57.3m x 13.5m, 2400hp, 14 knots when new
Lite Ferry 1 48.7m x 11.0m, 2000hp, 13.5 knots when new
Lite Ferry 7 50.8m x 10.8m, 2000hp, 14 knots when new
Maria Helena 49.0m x 12.2m, 2000hp, 14 knots when new
Maria Rebecca 49.9m x 13.2m, 2000hp, 13.5 knots when new
Hansel Jobett 51.1m x 14.0m, 2000hp, 13.5 knots when new
Star Ferry III 46.4m x 11.5m, 2000hp, 13.5 knots when new
Those ferries are already 1.5 knots down, on the average, from their speed when new. And those 2,000hp ferries will be using more fuel now per nautical mile than the 2600-horsepower FastCats. Even when new it is not sure they were consuming less fuel because of their higher weight and drag. Those 2,600-horsepower ferries will be definitely consuming much more fuel now than the FastCats.
Note also the difference in the breadth which translates to lane-meters of rolling cargo. Those ferry sampling have on the average a greater passenger capacity than the FastCats especially since all except one have two passenger decks. But on ROROs the rolling cargo earn a disproportionate share of the revenues compared to passengers and FastCats have one or two more lanes for vehicles compared to that sampling. And if the passenger capacity of the FastCats will prove lacking then another passenger compartment can be added to the vacant side of the vessel. So sometimes it is said that the FastCats are not full but their rolling cargo load might already “full” if compared to the load of that sampling which has a narrower and smaller vehicle deck than the FastCats.
There are short-distance ferry-ROROs that are in the 60-meter class that can run at 14-14.5 knots true speed if they want but on the average these feature engines that are on the average are bigger as in nearly 1,000 horsepower more. The fuel consumption difference compared to the FastCats will even be greater and actually they might be one truck longer than the FastCats but still the rolling cargo capacity of the FastCats are bigger. A sampling:
Maria Felisa 57.4m x 13.0m, 3600hp, 15.5 knots when new
Maria Vanessa 57.4m x 13.0m, 3600hp, 15.5 knots when new
Maria Oliva 64.3m x 13.5m, 3200hp, 16 knots when new
Maria Ursula 61.4m x 14.0m, 3400hp, 16 knots when new
Reina de los Angeles 60.9m x 12.8m, 3600hp, 16 knots when new
Anthon Raphael 61.4m x 14.0m, 3400hp, 15.5 knots when new
For sure this set consumes a lot more fuel than the FastCats and there is still a 2.5-3-knot disadvantage.
The only one in this size which will not be too a laggard compared to the FastCats is the Jack Daniel of the Sta. Clara Shipping Corporation. She is 65.0m x 14.0m and sailed at 17 knots when new but her engine has 4,300 horsepower already, well over the 2,600 horsepower of the FastCats. Maybe the aluminum hull and the catamaran design did a lot of magic to keep the FastCats separated from the pack.
Which brings us to the new Starlite ferries. These are 66.8-67m x 15.3m ferries and that means a car deck capacity nearly equal to the FastCats. These definitely has more passenger capacity at 750 persons but as I have said if a new passenger compartment will be built on the other side of the FastCats the current passenger capacity of 300 of the FastCats will nearly double to 600 which will not be much behind than the new Starlite ferries. These new Starlite ferries have a speed of 14.5 knots and 3,650 horsepower are needed to produce that speed. So for a possible equality in passenger and rolling cargo capacity the new Starlite ferries are using more fuel for even less speed. Now I begin to understand why there are a lot of catamaran ROROs in other countries with aluminum hulls. They are simply more efficient. And these are the aces of the FastCats.
If all can run 100 to 150 nautical miles average in a day (that is about the back-and-forth run of the Cebu ferries to Ormoc) then they might be able to amortize their fleet, my guess. In Batangas-Calapan they have no problem with that quota. In Cebu-Ormoc, the Oceanjets and SuperCats do over 200 nautical miles in a day, to think and they are profitable (with maybe a 2/3 load) even though they guzzle a lot of fuel. That will take a lot of wrestling customers away from other shipping companies. Well things do not happen in a vacuum. With amortized ships the others could choose to lower the fares and the rates (now that will be good for the the riding public and shippers; after all rolling and cargo rates in the Philippines is really high).
But then I don’t place too much emphasis on that now. If the amortization is only P80,000 a day, if a FastCat runs 8 trips in a day that will be only P10,000 per trip and if that is Batangas-Calapan that will just mean taking out the revenues from two trucks! And it might just be one truck in longer routes! Above and beyond the operational costs like fuel, labor, etc. Dangerous, dangerous! For the competition, that is. That also shows how high our rolling rates are (as I always asked since when did MARINA learn how to properly compute rolling and container rates?)
However, in the Liloan-Lipata route I heard a disquieting report. One FastCat has left and the remaining one also cheats now on the schedule as in they compact the schedules if there is not enough load (well, useless to run and run if the load cannot justify it). The reason is the Cargo RORO LCTs there are suctioning the trucks like vacuum. That is also a phenomenon noted in the various Cebu-Leyte routes and even in the various Cebu-Bohol routes. Cargo RORO LCTs can offer rates as low as half of the conventional ROROs and for trucks that is a decisive come-on. And that is the reason why and Cargo RORO LCTs seem to be also a new paradigm change.
And besides many commercial vehicles (trucks, buses and panel trucks like those of LBC, etc.) are already locked in through company-to-company arrangements and through the use of super special rates and special rates plus other inducements. As I said it it not really a free market and the only ones that actually pay the published rates are the newcomers and the seldom travelers. The published rates are actually artificially high so as to cover all the discounts that the RORO ferry companies are giving to their regulars. This is actually a sucker’s world but the newbies do not realize that.
Which of the two paradigm changes will prevail? And will the old RORO ferry companies hold on through the locking game? Well, only the future can tell (how can we guess all their moves, counter-moves, guts and instincts?). But I love paradigm changes. With those things begin to get interesting.
Photo Credits: Carl Jakosalem, Nowell Alcancia, Mike Baylo, PSSS