Roble Shipping Is Finally Sailing To Mindanao

Last month, September of 2017, Roble Shipping has finally sailed to Oroquieta, the capital of the small Mindanao province of Misamis Occidental (which actually hosts a lot of ports and among them are Ozamis and Plaridel ports). It is maybe the first port of call in Mindanao ever for Roble Shipping and it is actually a long-delayed move already for Roble Shipping as their namesake-to-the-city Oroquieta Stars has long been in the news that she will sail for that city and port since late last year (but since then although the ship is already ready she was just sailing for Hilongos in Leyte).

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Source: Oroquieta City LGU FB account

I have been observing Roble Shipping for long already and watched its consistent growth both in passenger shipping and cargo and even in cargo RORO LCTs in the recent years. But I am puzzled with their moves or more accurately their lack of moves in developing new passenger routes that their cousin shipping company and Johnny-come-lately Medallion Transport which with their courageous moves in developing new routes seems to have already overtaken them in passenger shipping (it even reached Mindanao ahead of them when Medallion’s Lady of Good Voyage plied a route to Dipolog).

Roble Shipping is actually one shipping company that has more ferries than routes, the exact opposite of another shipping company I am also observing which is Trans-Asia Shipping Lines Inc. (TASLI) which in their tepidness in acquiring replacement ferries has more routes than ferries now. Does that mean the two shipping companies needed a merger? Just a naughty thought but that is actually impossible now as Trans-Asia Shipping Lines took the easy way out of their troubles which is selling themselves to the Udenna group of new shipping king Dennis Uy which is flush in money nowadays and might not need any help.

I remember that before Roble Shipping has an approved franchise to Nasipit but they never got about serving that route from Cebu. To think they had the big and good Heaven Stars then, a former cruiseferry in Japan then which should have been perfect for that route. However, that beautiful ship soon caught unreliability in her Pielstick engines and I thought maybe that was the reason why Roble Shipping was not sailing the Nasipit route (which actually had the tough Cebu Ferries and Sulpicio Lines serving it then and might really be the reason why Roble Shipping was hesitant).

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But then calamitous fate befell Sulpicio Lines when they got themselves suspended after the horrific capsizing of their flagship Princess of the Storm, sorry, I mean the Princess of the Stars in a Signal No. 3 typhoon in Romblon. In the aftermath of that Sulpicio Lines sold for cheap their Cebu Princess and Cagayan Princess to Roble Shipping in order to generate some immediate cash and anyway the two ships were suspended from sailing and were of no use to them.

With the acquisition of the two, suddenly Roble Shipping had some serious overnight ships after the Heaven Stars which was then not already capable of sailing regularly especially when the good Wonderful Stars already arrived for them to compete in the Ormoc route. And one of the two was even a former pocket liner, the Cebu Princess. One of the two is actually a veteran of the Nasipit route, the Cagayan Princess which was fielded there when Sulpicio Lines already had a better ship for the Cebu-Cagayan de Oro route (the ship was named after that city actually as it was the original route of that ship) and their Naval, Biliran route bombed.

But no, the two ships just collected barnacles in the Pier 7 wharf of Roble Shipping, not sailing. I thought maybe there were still ghosts prowling the ships as they were used in the retrieval efforts on the capsized Princess of the Stars. Or maybe they wanted people to forget first as denying the two ferries came from Sulpicio Lines is difficult anyway.

The Cebu Princess and Cagayan Princess finally sailed as the Joyful Stars and the Theresian Stars but not to Nasipit but to Leyte (again!). I thought maybe Roble Shipping got cold feet in exploring Mindanao. And to think the service of the once-powerful and proud Cebu Ferries was already tottering then and everybody knows Gothong Southern Shipping Lines won’t last long in the Nasipit route with their Dona Rita Sr. (they eventually quit and sold their passenger ships).

With a surplus of ferries in their only routes which are all to Leyte (Hilongos and Ormoc), eventually their legendary cruiser Ormoc Star rotted in Pier 7. Soon, Roble Shipping got a reputation of laying up a lot of ships in Pier 7 (this is very evident when one takes a ride aboard the Metro Ferry ships to Muelle Osmena in Mactan island). They are all huddled up there including the cargo ships. Maybe as protection for the cold so they won’t catch flu (rust, that cannot be evaded).

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Taelim Iris, the future Oroquieta Stars

Two sisters ships also joined the fleet of Roble Shipping, the former Nikel Princely of Aleson Shipping Lines of Zamboanga and the former Filipinas Surigao of Cokaliong Shipping Lines. The two became the Blessed Stars and Sacred Stars in the fleet of Roble Shipping, respectively. However, although one route was added, the Baybay route of the former Filipinas Surigao (which is again in Leyte) there was no other route except for the route they opened in Catbalogan in the aftermath of the demise of Palacio Lines, the Samar native shipping line. With their small ferries Roble Shipping also tried a route to Naval, Biliran which was formerly part of Leyte. I thought maybe Roble Shipping really loves Eastern Visayas too much that they simply can’t get away from it.

Two more ferries came, the former vehicle carriers TKB Emerald and Taelim Iris which slowly became the Graceful Stars and Oroquieta Stars, respectively (but then the Wonderful Stars was no longer wonderful as she was already out of commission after a fire in Ormoc port). Still the two just sailed to Leyte. And eventually, Roble Shipping quit Catbalogan which is a marginal destination to begin with because of the intermodal competition (trucks are loaded to western Leyte ports and just roll to Samar destinations and passengers also use that route). Roble then transferred the two sister ships Blessed Stars and Sacred Stars to become the Asian Stars I and Asian Stars II of the Theresian Stars, the new shipping company which was their joint venture with a former Governor of Sulu province. The two should have been alternating the the overnight Zamboanga to Jolo ferry route. But nothing came out of the venture and soon the two were back in Cebu. Technically, that was the first venture of Roble Shipping to Mindanao but not under the flag of Roble Shipping.

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Oroquieta Stars just sailing to Hilongos, Leyte

I thought Roble Shipping was really allergic to Mindanao but soon I was disabused of this thought when the news came out that definitely Oroquieta Stars will sail to Oroquieta City after supposedly some requirements were ironed out. That is good as some things will then be tested. Oroquieta is actually too near the Plaridel port which competitor (in Leyte) Lite Ferries is serving and which the defunct Palacio Lines was serving before. Roble Shipping and Lite Ferries will practically be sharing the same market and I do not know if enough cargo and passengers will be weaned away from Dapitan and Ozamis ports but then Dapitan port is nearer to Cebu with cheaper fares and rates.

Oroquieta Stars is fast among the overnight ferries having relatively big engines and has a design speed of 16 knots. I just thought that if it is worthwhile for Cokaliong Shipping Lines to extend their Ozamis route to Iligan, won’t it be profitable for Roble Shipping to extend their Oroquieta route to Tubod in Lanao del Norte or to Iligan perhaps? Tubod can be one of the origins of the Muslim-owned commuter vans which have a route to Cotabato City via Sultan Naga Dipamoro or Karomatan (these vans go up to Kapatagan in Lanao del Norte).

We will have to see if Roble shipping can stick with the Oroquieta route as their competitor Lite Ferries take all challengers very seriously. Funny, but Roble shipping was much ahead of them in the Leyte routes. However, Lite Ferries is very aggressive and is easily the most aggressive shipping company in this decade taking away that mantle from Montenegro Shipping Lines (but then they might just have the same patron saint anyway but the favors and flavors might have changed).

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Oroquieta Port by Hans Jason Abao. Might be improved by now.

I wish Roble Shipping all the luck in their Mindanao foray and how I wish they will explore more routes because after all the availability of ferries is the least of their concerns (sabi nga sa bus krudo lang ang kailangan para tumakbo). That could also be their case. Plus franchise and some explorations maybe (well, if Medallion was able to use their cargo ships for that so they can too as they also have a lot of freighters now).

Sayang naman kasi ng mga barko nila.

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RORO Cargo Ships and Vehicle Carriers Can Be Good ROPAX Liners

In shipping, wherever that be in the world, fuel consumption is a critical factor because it takes up 40% of the operational costs of the ship. Here it might even be higher as our ships are old and our mariner rates are so low and apprentices comprise about half of the crew and they are the ones that pay and not the shipping company. So when fuel prices went really high a decade ago even the Fast ROPAXes of Europe capable of 30 knots slowed down to save on fuel. High Speed Crafts (HSCs) suffered also, had to slow down too and some stopped sailing for they were simply unprofitable even at very high load factors.

We too had been victims of that fetish with speed that in the 1990’s and so, many liners capable of 20 knots, locally, came into the country. The list of this is long and I would list it: Filipina Princess, Princess of Paradise, Princess of the Stars, Princess of the Universe, Princess of the World, Princess of the Ocean and Princess of New Unity, all of Sulpicio Lines; SuperFerry 1 of Aboitiz Shipping; Mabuhay 1 and Mabuhay 3 of William Lines; Our Lady of Lipa, SuperFerry 12, SuperFerry 14, SuperFerry 15, SuperFerry 16, SuperFerry 17 and SuperFerry 18 of WG&A; SuperFerry 20 and SuperFerry 21 of Aboitiz Transport System; St. Francis of Assisi, St. Joseph The Worker, St. Peter The Apostle, Mary Queen of Peace, St. Ezekiel Moreno, St. Michael The Archangel and St. Francis Xavier of Negros Navigation. SuperFerry 16 then came back to become the St. Therese of the Child Jesus of 2GO. A total of 26 liners. Now isn’t that too many? And most are 150 meters in length or over and the average passenger capacity is over 2,000 with 3 even breaching the 3,000 mark.

I argue that most proved to be oversized.

That speed came from oversized engines, usually 20,000 horsepower and over which means more fuel consumption and I was not happy with that trend in speed and the trend of upsizing the ships because I know that in the past when liners became bigger than the ex-”FS” ship, many ports with previous connection to Manila were left out because the liners were already too big and their drafts too deep for the small and shallow ports. Then later, the fast cruisers became the new paradigm and more ports have to be left out because to shorten voyage duration the interports were reduced. Gone were the old routes which featured four, five or even six ports of call and with voyages lasting several days.

Those big, fast liners might have been okay when ship passengers were still overflowing when there were still no budget planes and intermodal buses as competition. But that was not okay for the passengers left behind in the abandoned ports. It just created a generation or two of passengers not catered to by ships and grew up not relying on them.

And in the end the liner companies paid dearly for that. Even with advertisements they can no longer be coaxed into riding ships (even if they are painted pink). And that became a disaster for liner shipping when passengers thinned. Too few port calls mean less passengers and cargo – when the ships were already big and guzzling fuel and heavily needing those. And that just helped sink the liner sector of our shipping which has not recovered until now.

I argue that for the passenger loads and cargo sizes now our liners sailing are simply too big and that is the reason why they can’t or won’t call in the smaller ports served by liners until the end of the millennium like Ormoc, Surigao, Tagbilaran, Dapitan and others. It should go down in size and maybe add ports of call and damn if transit times are longer. What is more important is that the ships become fuller so that it will be more profitable. Anyway, those who want fast travel will simply take the budget planes. But still there are still many people which prefer the ships to the planes.

Moreover, the remaining liners now have engines too big to be profitable on marginal routes and smaller ports. I think the engines also have to be downsized. If fuel prices go up once more the liners won’t be profitable again.

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Our Lady of Sacred Heart by Chief Ray Smith

In downsizing and saving on fuel, there is one type of ship that is actually fit for us. These are the former RORO Cargo ships and Vehicle Carriers and we have several  examples of that in the past. Actually for the same size and length, RORO Cargo ships have smaller engines than ships which were ROPAXes from the start. They were not really built for speed but for economy while having a decent speed. And moreover on RORO Cargo ships not much steel has to be added as additional decks.

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Our Lady of Medjugorje by Nat Pagayonan

In the past when liners were not that yet big and fast we had very successful liners whose origins were as former RORO Cargo Ships. I think the most famous of these were the sister ships Our Lady of Sacred Heart and the Our Lady of Medjugorje of Carlos A. Gothong Lines Incorporated (CAGLI) which both came in 1990. Beautifully renovated, few suspected their true origins. Weighing the amenities of the ship, they were not inferior to liners of their size. And nor in speed although they have engine horsepowers less than the liners of their size.

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Butuan Bay 1 by Vinz Sanchez

It was the revived Carlos A. Gothong Lines (when they split from WG&A) which brought in the next batch of RORO Cargo ships for conversion into liner ROPAXes when they acquired the Butuan Bay 1 and the Ozamis Bay 1 in the early 2000’s. But what puzzled me is they forgot how to convert them into beautiful ROPAXes like before and almost everybody that rode them said they were ugly. And that maybe helped doom the return of Gothong Lines into passenger shipping. When Butuan Bay 1 became the Trans-Asia 5 it became a beautiful ship with first-class interiors. Butuan Bay 1 should have been like that from the very start and if it were, the trajectory of Gothong Lines might have been different (of course they had other problems too).

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Ozamis Bay 1 by Mike Baylon

It was the Asian Marine Transport Corporation or AMTC that next brought RORO Cargo ships here for conversion into RORO liners. In their Super Shuttle RORO series, they started with the first three converted in to ROPAXes and these were the small Super Shuttle RORO 1, Super Shuttle RORO 2 and Super Shuttle RORO 3. However, the conversions were also not done well and were not worthy of the beautiful small liners of the past. Were they scrimping too like the revived Carlos A. Gothong Lines? Or were they thinking more of the cargo than the passenger revenue?

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Super Shuttle RORO 1 by Fr. Bar Fabella

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Super Shuttle RORO 2 by Nowell Alcancia

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Super Shuttle RORO 3 by Mike Baylon

The next batch of Super Shuttle ROROs which were former RORO Cargo ships or variants from the Super Shuttle RORO 7 to Super Shuttle RORO 12 were all big, all former RORO Cargo ships but all were no longer converted in ROPAXes because maybe the first three of AMTC were not particularly successful. I was able to board all of them and their interiors were all good. The cabins for the vehicle drivers were still in good condition and being used along with ships’ drawing rooms and the good, functional galleys. Some even have gyms. Actually what was only needed is to maybe convert the top deck or another deck into good passenger accommodations. Our shipbuilders were good at that in the 1950’s and 1960’s when refrigerated cargo or cargo-passenger ships from Europe were converted into liners for Sulpicio Lines, William Lines and Sweet Lines aside from Compania Maritima.

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Super Shuttle RORO 7 by James Gabriel Verallo

The Super Shuttle RORO 7 and Super Shuttle RORO 8 were the two AMTC ships that were intriguing for me. At 145 and 146 meters length the size is good especially since this is a tall ship with at least 4 RORO decks. The original top sustained speeds are 17 and 17.5 knots from only 6,900 and 7,800 horsepower which is even less than the horsepowers of the Our Lady of Sacred Heart and the Our Lady of Medjugorje which both had top sustained speeds of 17 knots when new and did 16 knots here even with additional metal and age. If 16 knots can be coaxed from the small engines of the two AMTC ships then it might have been enough especially if compared to the speeds the former Cebu Ferries series converted liners are doing now. It will have a good container load with a decent passenger size if one deck is converted into passenger accommodations and the cabins for drivers are used for passengers here. I was hoping AMTC will go in that direction but they did not. It turned out AMTC was no longer interested in liner shipping and was more interested in container shipping and especially the loading of brand-new vehicles destined for car dealers in the south.

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Super Shuttle RORO 8 by Aris Refugio

A design speed or original top sustained speed of 15 or 16 knots might not do because converted here with additional metal and with age already they will probably just run at 13 or 14 knots and that is slow for a liner. 15 knots locally is still acceptable but 16 knots is better as proven by the Our Lady of Sacred Heart and Our Lady of Medjugorje. But then on the other hand the last time the former Cebu Ferry 2 ran as a liner to Cebu from Manila she was just being made to run at 14 to 15 knots. Does it mean that speed is already acceptable? That will mean a 28 or 29 hour run to Cebu versus the 22 hours of the big liners. But then passing through interports will mask that. Just feed the passengers well. And I always wondered why liners to Cebu don’t pass Roxas City anymore when it is just on the way. Of course the big ones can’t. At least 2GO tried Romblon port with the St. Anthony de Padua (the former Cebu Ferry 2) the last time around. But then maybe small liners shouldn’t be doing the Cebu route.

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St. Anthony of Padua by Mike Baylon

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St. Ignatius of Loyola by Mike Baylon

It was Aboitiz Transport System which next brought in RORO Cargo ships for conversion into ROPAXes with their Cebu Ferry 2 and Cebu Ferry 3. Originally these two ships were refitted to be overnight ferries but later when they were transferred out of their Cebu base they were refitted again to become liners. The two are known now as St. Anthony of Padua and St. Ignatius of Loyola under 2GO. Aside from the two, there are other RORO Cargo ships which were converted into ROPAXes but they were not liners but overnight ships. Among these are the Graceful Stars and Oroquieta Stars of Roble Shipping.

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The future Trans-Asia (1) by Mike Baylon

I think there are many RORO Cargo ships around that are about 120-130 meters in length that have a design speed of 18 or 19 knots which can still run here at 16.5 to 17.5 knots and they might just be perfect. I don’t know if that is the case of the Warrior Spirit which recently arrived to become the third Trans-Asia (1) of Trans-Asia Shipping Lines. This might be good as a test case. The length of 126.2 meters is perfect and the design speed is 19 knots from twin engines is also perfect. Trans-Asia Shipping Lines has a good record in conversion. But then she will just be an overnight ship but a big one at that. But the coming Panglao Bay 1 of Carlos A. Gothong Lines might not prove to be a test case as she will not be converted to ROPAX, per report.

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Panglao Bay 1 by Mark Ocul

Trying these former RORO Cargo ships for conversion into ROPAXes might be a safe bet. These RORO Cargo ships might be low-risk in acquisition as their purchases might just be above breaker prices. So if it does not make money the worth of metal as scrap might still pay for the acquisition price. In the future Trans-Asia (1) they are even cutting off metal so windows can be made. That is different from the experience of the Cebu Ferries ships were a lot of metal has to be added because decks have to built.

I think it is good time to try acquiring RORO Cargo ships as our future liners. They might turn out to be good bets and worthwhile liners a la Our Lady of Sacred Heart and Our Lady of Medjugorje.