The Biggest Shipping Modernization By Far

When the early 2010s entered, it was depressing for both the ship spotters and liner passengers. The Sulpicio Lines fleet was basically grounded by MARINA (Maritime Industry Authority), a consequence of the capsizing of the Princess of the Stars in a strong typhoon and the company had begun disposing liners. The Aboitiz Transport System (ATS) including the SuperCat had already stopped from buying ferries and was more intent on a sell-out in order for them to concentrate on the more lucrative power generation field.

If there was growth, it was in the sector of short-distance ROROs (but only slightly) plus in the Cargo RORO sector (those ROROs that just load container vans and vehicles). Overnight ferries also increased but oh-so-slowly. There was not much to be excited then and in the main the observers are not excited by the LCTs of some shipping companies concentrating here like those of Broadway One Shipping, Seen Sam Shipping/Cebu Sea Charterers, Concrete Solutions/Primary Trident Marine Solutions, Asian Shipping Corporation, etc. Nor would they be impressed by a few brand-new tankers by Chelsea Logistics and a few container ships of Solid Shipping Lines. Very few noticed the new local-builds of Tri-Star Megalink, the unrecognized shipping company of Negros.

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The latest brand-new ship of Tri-Star Megalink in her maiden voyage. Photo by ‘wandaole’ of PSSS.

I myself did not expect much in the last half of the 2010s (I even thought the liners will be singing their swan song). The decade was dominated by a landlubber President and we had lackluster MARINA Administrators who seem to be short on vision and also in budget. We did not seem to have a direction in maritime development early in this decade. If there was any bright light in that darkness is there was a new type of ship starting to come, the catamaran-ROROs of Archipelago Philippine Ferries, the FastCats.

But miracles do happen at times. The country unexpectedly had a President whose mantra is “Build, Build, Build” and soon that also spilled over to the transportation sector and not only in infrastructure. And that included the maritime sector. Soon I saw a procession of new-build ROROs, High-Speed Crafts (HSCs) along with the usual LCTs which is now filling a new sector, the Cargo RORO LCT sector.

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The latest in the FastCat series. Photo by GoukaMaekkyaku of PSSS.

The FastCat series continued and is now of its 13th ship as of this writing (July 2019) and news said the series will comprise of 20 ships. And there is even a rumor that it will be 30 ships in total with some plying foreign routes (there is really an effect when the banks open their lending to shipbuilding). As such this catamaran-RORO will be the most successful design in the country although its plans came from Australia and the ships were built in China. What a comeback for a shipping company that used to operate ferries that were derided by the public and observers. The FastCat series started in 2013 and on the average two ships per year come.

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The newest ROPAX of Starlite Ferries. Photo by Mark Anthony Arceno of PSSS.

The Starlite series of new ferries which started in 2015 with the Starlite Pioneer also continued and this should be 10 in number and is now on its 5th ship. But that does not include 2 Southwest Maritime (SWM) ferries that are also now also in the fleet of Starlite Ferries. These ferries were designed and built in Japan. Now, just the FastCat and Starlite fleets already comprise of 20 brand-new ships as of today and more are coming.

Trans-Asia Shipping Lines Inc. (TASLI) also has a new-build in an overnight route and a second brand-new ship for them has just been very recently launched in Japan and one more of this type will be built for them.

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The brand-new ferry of TASLI. Photo by Jose Zeus Bade of PSSS.

The Ocean Fast Ferries which is more popularly known as Oceanjet continues to locally assemble fastcraft kits from Australia in Mandaue that started with the Oceanjet 8 in 2011. As of the moment they already have 10 own-build fastcrafts. Actually once they launch a new fastcraft, they already have another one being built. As of today they are already the biggest HSC (High Speed Craft) company in the country with more than half of its fleet acquired brand-new.

The Aboitiz shipyard in Balamban, Cebu which was taken over by Austal of Australia re-started making HSCs for local use and so far they have delivered two as part of the SuperCat fleet and one to Grand Ferries of Calbayog, the Seacat One. It seems there are still about 3 or 4 of this kind of ship that that is being built by Austal Philippines in Balamban.

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Seacat One by Mark Edelson Ocul of PSSS.

Lite Ferries also took the brand-new route when the built 4 passenger-cargo LCTs from 2012 to 2016. These were built in China and finished in Mandaue. Island Shipping also bet on passenger-cargo LCTs but all were just locally-built in Hagnaya, Cebu. They had some 5 LCTs built in this decade and 4 of these were in the last 5 years when they began dumping their old cruiser ferries. Orange Navigation which is related to Besta Shipping Lines also had three passenger-cargo LCTs built locally starting in 2014 maybe to replace the losses of the mother company.

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A new-build from China of Lite Ferries. Photo by Russell Sanchez of PSSS.

Tri-Star Megalink of Negros had 7 ferries built this decade in a shipyard in Sagay City. Their design started with passenger-cargo LCTs albeit with extended passenger accommodations. Their design evolved until the later ones looked like conventional ferries already with bridges on the bow and no longer at the stern like those in LCTs. This meant a bigger and more comfortable passenger accommodation with the vehicle deck less hot or less wet depending on the season.

In Davao, Mae Wess/CW Cole also built two LCTs to connect Davao and Samal in their own shipyard in Samal. In Albay, the RLMC Ferry also came with two new ferries to serve Rapu-rapu and Batan islands.

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A new-build ferry of Mae Wess. Photo by Mike Baylon of PSSS.

And, in the past two years two new HSC companies came into being. Lucio Tan established a HSC company, the Mabuhay Maritime Express to ferry Philippine Airline (PAL) passengers from Kalibo to Boracay utilizing two beautiful catamarans. The other one was Island Water, a subsidiary of Shogun Shipping, a tanker company. This new company acquired 7 HSCs from Jianlong Shipbuilding of China. With such fast expansion their problem now is lack of viable routes. Shogun Shipping also contracted for 4 new ROPAXes (RORO-Passenger ships)and the first was already completed while three are still being built.

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A brand-new cat of Island Water from Jianlong Shipbuilding. Photo by Mark Ocul of PSSS.

Last but not least, Jomalia Shipping also ordered a brand-new HSC from Jianlong Shipbuilding, the Maica 5.

As of my count, there are now over 40 ferries of various types that have arrived in the last half of this decade and more are definitely coming. I have not seen or have known a rate of new-builds arriving in the country at this rate. And this does not even include more than two dozen brand-new LCTs for Cargo RORO LCT use. Those will ferry vehicles across short sea distances or container vans from Manila to the Visayas and Mindanao like what Ocean Transport does.

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A Cargo RORO LCT of Ocean Transport. Photo by John Carlos Cabanillas.

Liners, when they come have more impact in the imagination of the people. But their time has come and gone and we should acknowledge that the intermodal is already catching up with the container ships and the express container service of the liners. That is why these new-builds are mainly serving short-distance routes. The growth is already there.

I am glad that I was wrong when I thought our shipping doldrums will continue for a long time. I now look forward to more new ships coming into our seas.

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It Seems They Are Beginning To Fear The Cargo RORO LCTs Now

Once upon a time, in the early days of connecting islands, LCTs had a place as exemplified by Millennium Shipping in the 1970’s and the LCTs connecting Mactan island and the islands of Samar and Leyte. But as it moved into the 1980’s and the 1990’s, it was the short-distance ferry-ROROs that began connecting the islands like in San Bernardino Strait, in Surigao Strait, in Verde Island Passage, in Guimaras Strait, in Tanon Strait, in Bohol Strait, across Camotes Sea, in Basilan Strait and in Panguil Bay. LCTs began losing favor then and some of the reason might be psychological. There was a belief then that LCTs were “less safe”.

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It was actually only Maayo Shipping and Tri-Star Megalink which bucked the trend in those decades before the change of the millennium by still using LCTs as passenger-cargo carriers. To some extent, Asian Marine Transport Corporation (AMTC) can also be counted here before the start of the new millennium. Among the the most notable operator of passenger-cargo LCTS in this millennium are Lite Ferries and Starhorse Shipping Lines. Of course, LCTs also connected Samal island, Guimaras and Olutanga islands but I would rather exclude it here as they were very short connections like the connection across Sula Channel of Albay to Cagraray island.

LCTs as means of transport are slow and slower than short-distance ferry-ROROs. Their passenger accommodations are also very basic and small and can be uncomfortable. They were never really meant to be people carrier unless one is talking of the hybrid Korean LCTs (like the Ma. Angelica Grace, Reina Banderada, Reina Justisya and Star San Carlos among others) which have more comfortable passenger accommodations and even airconditioning plus bigger engines which afford speeds higher than the basic, short-distance ferry-ROROs.

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I do not know which started the trend of using LCTs for vehicles mainly with not much intent to carry passengers. The most significant I noticed that had an operation like this was Golden Bridge Shipping of the Lua family (owner of a tramper company and Oceanjet) which has its base in Cansaga Bay and had a route to Hindang, Leyte. Early on they were known as Socor Shipping. Of course, Mandaue Transport also had a route from Mandaue to Tagbilaran and Simpoi Shipping had a route from Carmen to Ormoc.

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There were also LCTs that were used not for rolling cargo but as container van carriers. Ocean Transport chartered LCTs from Asian Shipping Corporation for this purpose which was copied by others until they were able to acquire their own LCTs. But of course, transit time from Manila to Cebu can take up to 4 days but container vans won’t protest unlike passengers. Some Asian Shipping Corporation LCTs were also chartered to load container vans from Manila to Cagayan de Oro.

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These operations are of course Cargo RORO operations. The only difference is instead of using Cargo RORO or RORO Cargo ships, LCTs are used. That is why I termed these LCTs as “Cargo RORO LCTs”.

Starting in 2012, LCTs from China began appearing in great number in Mactan Channel and the biggest owners were Cebu Sea Charterers, Broadway One Shipping, Concrete Solutions/Primary Trident Marine Solutions and Royal Dragon Ocean Transport. The first two simply had numbers as names of the LCTs. The third one was the owner of the Poseidon LCTs and the last one was the owner of the Meiling LCTs. Asian Shipping Corporation also bulked up their LCT fleet. Supposedly, these LCTs which were called “deck loading ships” in China will be used to transport ores from Surigao to China.

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However, two major happenings intervened. One, the need of China for ores declined and in November of 2013, Typhoon “Yolanda” wreaked havoc in Eastern Visayas. In the aftermath, in the need for relief and rehabilitation of the region, trucks and trailers have to cross. This happened during a time that the long-distance trucks were already running via Eastern Visayas as substitute for the ship-borne container vans and many of these are still destined for Mindanao.

Immediately, mile-long queues of trucks formed in the ports of Matnog, Allen, Liloan, Benit and Lipata leading to loud protests. MARINA then allowed the temporary use of LCTs which became de facto permanent until today. Meanwhile, there was also a great demand for bottoms to be used by trucks across Camotes Bay. Suddenly, the moored “deck loading ships” in Cansaga Bay was crossing Camotes Bay, San Bernardino Strait and Surigao Strait. Cebu Sea Charterers and the Poseidon LCTs slowly begans Cargo RORO LCT operations together with the Adnama LCTs (many more were used in Surigao and elsewhere). Roble Shipping meanwhile chartered LCTs from Asian Shipping Corporation which they replaced when they were able to acquire their own LCTs.

There was also an upsurge in LCT demand to Bohol and some old LCT began plying routes. Feeling their grip threatened, Lite Ferries bought them all lock, stock and barrel aside from buying additional LCTs. Meanwhile, Cebu Sea Charterers invaded other routes like the Carmen-Ormoc, the Dumangas-Banago and the Tuburan-Escalante routes. Suddenly, the lowly LCTs which became Cargo RORO LCTs looked menacing. Even the pioneer Golden Bridge Shipping which had queues even before “Yolanda” feels threatened now.

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How did this come to be? One reason is at the start, the overnight ferry companies crossing Camotes Sea did not give due regard to the rolling cargo or vehicles. They were too content in their successful palletized and loose cargo operations and they underestimated the need of the rolling cargo. At the start only Golden Bridge Shipping, Simpoi Shipping and Asian Marine Transport Corporation were servicing them. It seems Lite Ferries saw the need earlier than their fellow overnight ferry companies. Well, they are strong in rolling cargo operation in Bohol and is even dominating it.

Secondly, in terms of rates none can beat the Cargo RORO LCTs. They might be slow but in terms of rates they are far cheaper than the overnight ferry companies as in they can give rates that are cheaper by 40%. Well, they don’t need to invest in passenger services and accommodations and they have small engines compared to overnight ROROs. Now they even carry container vans not in trailers to Leyte from Cebu superseding the container ships that used to call in Leyte ports from Manila.

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That is always the danger brought by Cargo RORO LCTs, the low rates. Now feeling they can’t beat it, the overnight ferry companies are beginning to acquire their own LCTs. Lite Ferries is so well ahead in this game but Roble Shipping is already following suit. Medallion Transport seems not to be that worried yet because compared to other they saw immediately the need for rolling cargo operations and were not too dependent on palletized and loose cargo operations. After all they started in short-distance ferry-RORO operations and so they might have had a better understanding of rolling cargo from the start.

The old ROROs better adjust now. From what I heard even the big Asian Shipping Corporation which has the most number of ships in the Philippines is joining the fray. It seems they might have already tired of just chartering LCTs.

In the eastern seaboard, I heard the Cargo RORO LCTs are already the favorites of the truckers. As they say money talks. Price point as decision point is simply too easy not to miss. Everybody wants savings.

To me, it is no longer a question if the Cargo RORO LCT sector will take a slice of the pie. The question is how much. From container ships to liners to overnight ships to short-distance ferries, all are threatened. They will not be overwhelmed but they must be prepared to share the pie with the Cargo RORO LCTs. By how much, now that is the guessing game. All I know is the Cargo RORO LCT rates are simply unbeatable. And that might be sending shivers now down the spine of the competition.

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And I dare say this development is good. Rolling rates are simply too high in the Philippines because the regulatory agency MARINA never learned how to compute rates. It is as if fuel and distance are never really factored in.

Rolling cargo rates of the LCTs across Camotes Sea is now lower than RORO rate across Surigao Strait. How did that happen?

In the Philippines, No-Name, Shoddy Ferries Have a Better Safety Record Than Internationally-Certificated Ferries

A candidate for Ripley’s “Believe It or Not”? That’s true and so better read on.

Yesterday, it was in the news that Christopher Pastrana, The Boastful is hosting the 41st Interferry Conference that will be held in Manila starting today, October 15. There will be many sponsors for that and it is usually attended by shipping owners, shipbuilders, marine engine makers, various suppliers and other entities connected to shipping to exchange notes and learn about the latest trends and products. By the way, Interferry is not the sole organizer of maritime conferences.

A news item said the FastCats of Pastrana can provide safe ferries as do the ferries of Starlite and the implication is because those are new. Well, not so fast as it is not just the newness of the ship that is a factor in safety. May I remind too that Pastrana lost the Maharlika Dos to capsizing and sinking near Panaon island in 2014 after its engines failed and his Maharlika Cuatro, though just nearby, did not come to its rescue. And Starlite Voyager grounded and reached BER status when it was on the way to a shipyard in 2011. Are they blaming now the oldness of their vessels that sank?

I was angry when Maharlika Dos capsized and sank in 2014 because Pastrana broke the 35-year record of Bicol steel-hulled ferries not sinking while sailing ever since the RORO Cardinal Ferry 2 of Cardinal Shipping came in 1979. The Northern Samar sank in 2006 in a storm but she was not sailing and was just moored in Tabaco port. This perfect record extends to Surigao Strait because no steel-hulled ferries ever sank there since Cardinal Ferry 2 came in 1980, a record that Maharlika Dos broke infamously.

And to think the eastern seaboard short-distance ferry routes are home to the some of the most shoddy ROROs in Philippine waters led by the Maharlika ships of Christopher Pastrana and the Millennium Uno of Millennium Shipping. Well, the ships of Bicolandia Shipping then were also not topnotch and are old. But no matter what these ferries don’t sink even though the eastern seaboard straits are among the most dangerous in the country. As I have said in an earlier article it is seamanship that carried them through. The seamen there would not let their ships sink because they know that among their passengers might be their kins, their friends, their school mates or somebody known to them. But Maharlika Cuatro‘s captain didn’t know that and so he let Maharlika Dos wallow in the ever-strengthening swells until it capsized. And now since he got new FastCats, Pastrana always boasts now about safety and misses no chance to deride the “lack of safety” of his rivals. What gall!

Before Pastrana or even Cusi of Starlite Ferries, another boastful owner, gets carried away let me state that going by the records and empirically there are a lot of ferry companies which are their rivals which have a perfect safety record, i.e. they did not lose ships to sinking. In Bicol, Sta. Clara Shipping, Penafrancia Shipping, Regina Shipping Lines and 168 Shipping Lines have never lost a ferry of theirs. That goes true to the defunct ferry companies that served Bicol like Cardinal Shipping, Newport Shipping, Badjao Navigation and the short-serving Luzvimin Ferry Services. Well, even Denica Lines have not lost a steel-hulled ferry so far.

Going to Quezon, the safety record of the decrepit-looking ships of Kalayaan Shipping have a perfect safety record as do the defunct Sta. Cruz Shipping. Alabat Shipping also has a perfect safety record as do Phil-Nippon Kyoei when they were still existing. Noting these ferry companies, I purposely omitted those that have short service records like Starhorse Shipping.

In Western Visayas, Milagrosa-J Shipping and Tri-Star Megalink both have perfect safety records even though Milagrosa-J Shipping regularly crosses the Sulu Sea which has rough seas and strong winds many months of the year. And to think their sea crafts are small and are already old. It is really in the seamanship.

Batangas shipping companies have no great safety record especially Besta Shipping. But I would like to point out that for a ferry company which has a fleet of over 30, Montenegro Shipping Lines lost only one ferry in 20 years even though they can be found almost anywhere in the Philippines including those that have rough seas. They only lost the Maria Carmela when somebody threw a cigarette butt into a copra truck and thereby igniting a conflagration which was rather unfortunate. And Montenegro Lines have some of the oldest ships hereabouts.

Zamboanga is home to some of ferries that will not look so clean internally and many are also old. But two sailing companies there, Ever Lines and Magnolia Shipping, probably the Number 2 and Number 3 there have perfect safety records as they have not lost a ship even in their freighters. And Sulu, Tawi-tawi and Celebes Sea have strong seas when there is a storm somewhere in eastern Philippines or when the monsoons are blowing hard. Minor shipping companies of Zamboanga like Sing Shipping and Ibnerizam Shipping also have perfect records. The defunct Basilan Lines/Basilan Shipping of the Alanos also did not lose a ship although their Dona Ramona was bombed in Lamitan City.

Mae Wess of Davao has not also lost a ship as do the KSJ Shipping of Surigao. And as far as I know, the currently operating ferry companies of Camiguin – Philstone Shipping, Davemyr Shipping, and Hijos de Juan Corrales have not lost a ship too and it seems that also goes true for the defunct P.N. Roa and and Jade Sea Express. In Panguil Bay, Daima Shipping has not also lost a ship even though their Our Lady of Mediatrix was burned because of the firebombing of two Super 5 buses aboard her in 2000.

In Cebu, for all the size of their fleet Lite Ferries may not lost a vessel (was the Sta. Lucia de Bohol lost at sea?). FJP Lines/Palacio Shipping, defunct now, also has a perfect safety record. There are other defunct shipping companies of Cebu which has not lost a ship through accident and that includes VG Shipping, Roly Shipping/Godspeed, Kinswell Shipping, Jadestar Shipping, Goldenbridge Shipping, Maayo Shipping, Cuadro Alas Navigation, PAR Transport plus many smaller ferry companies. In the recent era, Gabisan Shipping are known for safety and the ability to “read” the waves and have not yet lost one.

If I go by routes, there was not a ferry lost in Roxas-Caticlan and Dapitan-Dumaguete even though their seas can sometimes be rough. No steel-hulled ferry was ever lost in any route in Bicol too except for the Blue Water Princess 2 which is a Quezon ferry going to Masbate and the Rosalia 2, a Cebu craft going to Cataingan, Masbate. There are many, many other routes in the country which has not seen a ship sink even though they are not using a new ship. It is all in the seamanship really. To say a new ships is “safer” is just like claiming a new car will not be involved in a collision.

Some of our HSC companies too are very safe. Oceanjet, the Number 1 now in HSCs, has not lost a ship ever and they did not always use new crafts. Weesam Express also has a perfect record. Even the defunct Bullet Express, the fastcrafts of the Viva Shipping Lines combine and the fastcrafts of A. Sakaluran have perfect safety records. The are a lot of other HSC companies which had perfect records but their service record was short like Star Crafts. Not included here is SuperCat which has lost one.

And which brings me to our liners which in the recent years are internationally-certificated, have P&I insurance and are mostly spic-and-span but unfortunately have a bad safety record. In the last 20 years, WG&A/CFC lost SuperFerry 3, SuperFerry 6 and SuperFerry 7, all to fire and Dona Virginia and Our Lady of Banneux due to grounding. Aboitiz Transport System (ATS) also lost the SuperFerry 14 to a terrorist act and the St. Gregory The Great to grounding. Sulpicio Lines lost the Princess of the Stars and Princess of the Orient to capsizing and lost the Princess of the World, Philippine Princess and the Iloilo Princess to fire and the Princess of the Pacific to grounding. Negros Navigation also lost the St. Francis of Assisi to fire.

Between the end of the World War II and 1995 I know of 75 (that is seventy-five) liners which were lost and mainly at sea. That is 75 in only 30 years! Can anybody believe that? So how can I be impressed by liners and international certificates in safety? Or in their being spic and span? The records say otherwise. And believe me I can easily name the 75 as I have my own database about maritime hull losses. This 75 does not even include regional ships like the Boholana Princess which was an overnight ship when she was lost.

The Don Juan and Cebu City were brand-new ships when they were fielded in the Philippines. But they sank in collisions at night. So Pastrana and Cusi be better warned by their boastfulness of their new ships. They better be more humble before shipping companies which have not ever lost a ship.

Newness of a ship is not a guarantee of anything except in shininess.

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Photo credit: Masahiro Homma