Philippine Ferries That Are Celebrating Their Golden Anniversaries In 2017

There are a few ferries in the Philippines which will be having their golden anniversaries this year because they have already reached 50 years of existence and sailing. That means these were built exactly in the year 1967 and all of these ferries are testaments to their design and engineering. It is also a testament to the Philippine side from the owners to the engineers for their loyalty and belief in their ships.

Not all of these ships are in the pink of health now, of course. In humans they might be the equivalent of our centenarians. But unlike our centenarians these are not exactly laid-up vessels and if not sailing they are being held in reserve. Some of these have hiccups at times but those episodes are not something that cannot be repaired. And unlike planes where there is always an emergency when an engine conks out, in ships even though it loses main engine power they simply become the equivalent of unpowered barges and barges sail day in and day out in all waters of the world.

Here then are our “golden” ferries this year:

Maybe we should start with the Maria Gloria of Montenegro Shipping Lines Inc. (MSLI). This is a notable ship because she was the first steel-hulled ferry of Montenegro Lines. She came to our country in 1994 when she was already 27 years old and she has been a good ship from the time she arrived and is still a very reliable ship until now. It looks like Montenegro Lines is taking care of her very well.

MV Maria Gloria (Ang barko na paborito ko!)

Maria Gloria by Raymond Lapus

The Maria Gloria is a short-distance ferry-RORO and for a long time served the Mindoro routes although at times she can also be found in the route to Siquijor. She was built as the Tenyo Maru for the Shimabara Tetsudo by Kanda Shipbuilding in Kure, Japan. She measures 42.9 meters by 11.0 meters and she has a passenger capacity of 413 persons. She is powered by twin Daihatsu engines with a total of 1,400 horsepower which is still good enough for some 10 knots today.

Another 50-year old ship in the fleet of Montenegro Lines is the ferry Maria Isabel which holds for the company their Iloilo-Cuyo-Puerto Princesa route across the wide Sulu Sea. Now if she is not a reliable ship Montenegro Lines won’t assign her to that route especially since swells can be powerful in her route when the monsoons are acting up.

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Maria Isabel by Carl Jakosalem

The Maria Isabel was originally the Shirakawa Maru in Japan and she was built by Taguma Zosen in Innoshima, Japan. Her external dimensions are 49.0 meters by 13.2 meters and she has a passenger capacity of 427 persons. A two-deck overnight ferry, her Gross Tonnage is rather high for her Length at 836 (this figure has no unit). She is powered by twin Hanshin engines of 1,700 horsepower and her design speed is high at 14.5 knots and maybe this was the reason she was assigned the long Sulu Sea route.

The Maria Isabel arrived in the country in 1997 when she was already 30 years old. Now who said imported surplus ferries should be no more than 20 years old? I say it depends on the condition of the ship. Maria Isabel has two sister ships in the Philippines and both are in the fleet also of Montenegro Lines. These are the Maria Erlinda and Maria Rebecca.

Another “golden” ship in the Philippines is one that has a complicated history and is a survivor. She first arrived in the country in 1982 as the first RORO ferry of Viva Shipping Lines which were formerly operators of motor boats like Montenegro Lines. The ship was 15 years old then, a relatively young age and she was named as the Viva Santo Nino.

The Viva Santo Nino was formerly the Bisan Maru of Sanyo Kisen of Japan. She was built by Kanda Shipbuilding in Kure, Japan and she measures 50.0 meters by 11.8 meters. Originally 665 GRT in Japan but here her GT was deflated. I am not sure of her original engines but later it were two Yanmar engines totaling 1,800 horsepower which was good for 13 knots.

The Viva Santo Nino sailed well for Viva Shipping Lines whose ships were rusty and lacked cleanliness but they don’t sink or conk out because tale says the Captain is under the pain of death if his ship sinks. But when the company stopped operations because of the tightness of competition in the Verde Island Passage and of some family troubles this ship was one of those which was laid up.

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Streamer of Joy-Ruby by Masahiro Homma

In 2003, the ship was sold to Silverio Atienza who was an operator of motor boats called batel in the area. With some modifications and repair, she became the Joy-Ruby, the first steel-hulled ferry of Silverio Atienza which later evolved into the Atienza Shipping Lines. However, once on a voyage to Puerto Princesa she developed a hull in the stern when she was already nearing the port. She continued sailing until she ended up sitting on her stern near the quay with her bow pointing to the sky.

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The Joy-Ruby was subsequently salvaged and sold to Asian Marine Transport Corporation (AMTC) in 2008 where she became the Super Shuttle Ferry 15. For many years she plied the various routes of the company in the Visayas and mainly Ormoc but at times she also experienced some minor problems. This might not really be due to age but to the weakness of her company in maintaining ships. However, her Captain admitted that her engines were not that robust anymore but this is something that could be remedied by re-engining.

Another ship that was also built in 1967 was the Island Express II of Island Shipping Corporation. This ship is a short-distance ferry-cruiser that runs the Bantayan island route although not recently when Island Shipping was already able to build enough passenger-cargo LCTs and the cruisers of the company were already on the way out as cruisers can no longer compete against ROROs except in Zamboanga.

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Island Express II by Masahiro Homma

The Island Express II was built as the Yuzuru by the Sanriku Shipbuilding & Iron Works in Shiogama, Japan. The ship’s external dimensions are 28.5 meters by 7.0 meters and she is equipped by a single Daihatsu engine of 300 horsepower which means she is a slow craft. This ship came to the Philippines in 1994 when she was already 27 years old. The Island Express II has a passenger capacity of 354 persons all in benches.

Another cruiser ship that was built in 1967 but is an overnight ferry is the Gloria Two of Gabisan Shipping which has fishing vessel origin and was just converted in Leyte. This ferry measures 46.3 meters by 7.7 meters and is now equipped by a single Isuzu Marine engine of 960 horsepower which gives her a cruising speed of 11.5 knots.

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The Gloria Two is a very reliable ship although she suffers now in competition versus RORO ships. She has a passenger capacity of 386 and she has no other route except the route to Hilongos, Leyte. This ferry is declared to have a Gross Tonnage of 246 with a passenger capacity of 386 person in bunks.

There is another highly-recognizable ship that is well-known in Cebu which is the Lapu-lapu Ferry 1 of Lapu-lapu Shipping. This ship was built by Okayama Shipyard in Hinase, Japan in 1967 and she came to Sweet Lines of the Philippines in 1978. In Sweet Lines she was known as the second Sweet Time doing the Cebu-Tagbilaran-Cagayan de Oro and Cebu-Tagbilaran-Larena-Plaridel routes. Her IMO Number is 7315753.

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Sweet Time by Edison Sy

When Sweet Lines collapsed in 1994, she was laid up for a while until she became the Carmelita. Then she came to Lapu-lapu Shipping which renovated her extensively in 2002 in Villono shipyard until she no longer looked like the old Sweet Time, the reason why people can’t connect her to her origin. But IMO Numbers don’t lie and she was traced.

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Lapu-lapu Ferry 1 by Mike Baylon

As Lapu-lapu Ferry 1 her dimensions are 52.2 meters by 8.0 meters by 4.1 meters and she is an overnight ferry-cruiser. Her passenger capacity is 509 and her primary route is Cebu to Cataingan, Masbate. She still has her original Hanshin engine with 1,100 horsepower which is now just good for 8 to 9 knots. To keep up with competition, the ship has an air-conditioned Tourist section.

Another ship built in 1967 is an LCT of E.B. Aznar Shipping of
Danao, the LCT Melrivic 1 which at one time was rumored to be gone but actually was  just hiding in Republic Drydock in Danao City and being re-engined prior to re-fielding. A PSSS (Philippine Ship Spotters Society) tour group found her being refitted in that shipyard. This passenger-cargo LCT is a local-build in Manila.

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LCT Melrivic 1 by John Carlos Cabanillas

This vessel’s measurements are 37.4 meters by 8.0 meters which means she is a small LCT and her Gross Tonnage is 321. Originally powered by a single Yanmar Marine engine of 430 horsepower, she is now powered by a Weichai engine of 460 horsepower and her speed increased from 9.5 knots to 11 knots while being more fuel-efficient.

The next ship which is 50 years old now is a respected ship in Bicol but she was not originally a Bicol ferry. In Japan she was known as the Nangokutosa Maru of the Utaka Kokudo Ferry and she was built by Hashihama Zosen in Imabari, Japan. The ship measures 64.0 meters by 11.3 meters with an original Gross Register Tonnage of 904 tons and equipped with twin Daihatsu engines with a total of 2,200 horsepower.

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Princess of Mayon (parsed from a PPA photo)

In 1990, this ship came to United Towage & Salvage of the Philippines when she was already 23 years old. In this company she was known as Horizon but United Towage & Salvage was actually not into passenger shipping. The ship underwent modifications and she was sold to Bicolandia Shipping Lines where she became known as the Princess of Mayon. For a very long time as in two decades, she was the biggest ferry in Bicol and she was always in the strongest route there, the Matnog to Samar route.

When Bicolandia Shipping Lines was sold lock, stock and barrel to Penafrancia Shipping Lines in 2006, the Princess of Mayon became part of the deal and in the new company she was known as the Don Benito Ambrosio II. She had periods of unreliability soon after. The company’s solution was to build one reliable Daihatsu engine from her two Daihatsu engines and a Yanmar engine was mounted as the second engine.

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Now Don Benito Ambrosio II is running well again and she is still in the same route again. The PSSS (Philippine Ship Spotters Society) touring group was able to ride her free last December, “Bridge Class” and know what? Her bridge is air-conditioned! Now, tell me, how many short-distance ferries locally can claim that kind of accoutrement?

The last two vessels that were built in 1967 are both local-builds. Both are small because they were ferries of their companies when they was still young. These two are obsolete now being slow, small cruisers and most of the time they no longer sail. The two are the Ever Transport of Ever Lines and the Magnolia of Magnolia Shipping Corporation, both of Zamboanga City.

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The Ever Transport was built in Cebu and just measures 19.2 meters by 5.1 meters with a Gross Tonnage of just 68 and a passenger capacity of just 87 persons. Her engine is an Isuzu diesel of just 135 horsepower but she can reach 7.5 knots when she was still new. I thought then she was already gone and then I saw her being refitted in Varadero de Cawit in Zamboanga City and they said she will sail again.

Meanwhile, the Magnolia was built by Rato Brothers in Pagadian, Zamboanga del Sur. Her external dimensions are 26.6 meters by 5.4 meters with a Gross Tonnage of 81 and a passenger capacity of 122 persons. The upper half of her hull is wood and the lower half is steel. The Magnolia is powered by a single Caterpillar engine of 120 horsepower. The last time I saw her was she was laid up in Varadero de Recodo in Zamboanga City.

Both the Ever Transport and Magnolia are clearly obsolete now. In passenger capacity they are not even higher than the big passenger-cargo motor bancas which have the same horsepower as them or even more. However, the two can carry more cargo especially since they have high prows and freeboards so they can deal with the sometimes big swells of the seas near Zamboanga.

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Magnolia by Mike Baylon

So that’s it, folks. A total of eight ferries that will be celebrating their 50 years now. Some are already obsolete especially the cruisers because as they say times and modalities change but they are still alive. Do I hear the tune of the BeeGees, “Stayin’ Alive”?

Not all the ferries mentioned have IMO Numbers and some were not traced initially but the cooperation with Angelo Blasutta of the former Grosstonnage.com bore fruit and so the Don Benito Ambrosio II and Lapu-lapu Ferry 1’s origins were traced and both were actually clear surprises.

I always joke that ferries 50 years old should give a discount of 50%, a celebration for being still alive. Oh, it can be not the whole year. Maybe on the month that they were built, at least. And the crew might even be surprised because I found out over the years that many crewmen cannot trace the history of their vessels because they were not trained to look for the IMO Number.

On a future article I will deal with our our ferries built in 1967 that are no longer around and what has happened to them so the people including the haters of old ships will be more educated.

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Denica Lines

This small shipping company probably won’t be much heard outside Bicol and they might be small but they also carry some weight and they won’t topple easily. Alternately, the vessels of Denica Lines are also listed under the owner Carolyn Cua Sy-Reyes. The home port of Denica Lines is Pilar, Sorsogon and they are among the shipping companies connecting that town to Masbate island.

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The Lady Regina

Denica Lines started as a shipping company by operating big motor bancas. When I say “big” it is because its passenger capacity will run upward to 100 persons. Alternately, if loaded with just cargo it can take in the load of a mini-truck or cargo jeep (well, it cannot be all cement or rice because the weight of that might exceed the DWT of the banca thus sinking it).

The owners of Denica Lines actually started as sub-regional distributors and traders and like in many places elsewhere the possession of own motor bancas is a needed horizontal expansion as it gives flexibility to trading and also generate savings. Usually a shipping operator with its own trading business is much more stable than its competitors. One part might not earn much but then the other part will carry it through. And there will also be no problem with what is called in shipping as “shut-outs” which is the failure to have a cargo loaded. For perishables that could be disaster.

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Denica Lines has many big motor bancas. These are fast because those are powered by surplus truck engines and usually it is twin-engined. The total of the horsepower will be over 400 and that will guarantee the motor banca will travel at at least 13 knots which are even faster than the basic, short-distance ferry-RORO which usually travels at only 10 knots. I have seen in Ticao Pass and Masbate Pass that they are really faster. [Well, if used for heavy cargo then all that horsepower will be needed.] Of course, their weakness is the choppy waters and cross-swells. The motor bancas have to time the crests and throughs of the waves and look out for the cross-swells which can damage the outriggers which is called katig locally.

As of now the motor banca fleet of Denica Lines consist of the Lady Regina, Gloria Express, Gloria 7, Gloria 8, Gloria 9, Gloria 10, Phoenix Express I, Phoenix Express II, Hammity and Hammity 2 plus the motor boat Golden Blossom. I would assume that the missing in the series Gloria 1 to Gloria 6 were their earlier motor bancas that are no longer around. The first two, the Gloria Express and Lady Regina are supposedly the fastest in the fleet of Denica Lines including their steel-hulled ships. The two can do at least 14 knots in calm waters.

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In motor bancas, the biggest competitor of Denica Lines is the Lobrigo Lines which have a fleet as big as theirs and which operated buses before (which lost when the intermodal buses came as they didn’t have ROROs). Aside from Lobrigo Lines there are many other operators of motor bancas as Pilar is a motor banca haven after all. Aside from motor bancas there are also motor boats going to Aroroy, Masbate. This town also have many motor bancas from Pilar.

In 2002, Denica Lines ventured into steel-hulled ferries when the purchased the laid-up cruiser Elizabeth Lilly of the defunct Western Samar Shipping Lines. They refurbished the engines of the ship and it was again reliable. They renamed the ship as the Bikol Express but she was not really fast as she had only a single 550-hp Yanmar Marine engine and her design speed was only 11 knots. The size of the ship was just the equivalent of a basic, short-distance ferry-RORO at 29.3 meters by 6.0 meters and 189 in gross tons.

As a ferry, Bikol Express was not much. She didn’t even have bolted seats, just plastic benches that can be moved. The reason is like some of the motor bancas of Denica Lines is she doubles as a cargo ship with passengers. What cannot be carried by the motor bancas like a truckload or two of rice or cement, she will carry. Her DWT of 100 tons comes in handy for such loads.

M/V Marina Empress

Marina Empress by Irvine Kinea

But then ROROs of Montenegro Shipping Lines came and so Denica Lines has to adjust as the trucks instead of unloading their cargo in Pilar just board the RORO now and goes direct to Masbate. They sold the Bikol Express to Batanes Multi-purpose Cooperative (BMPC) and went hunting for a RORO. Again, true to form they settled on a RORO that was not sailing, the Torrijos or Vanessa P2 of the Sta. Cruz Shipping of Marinduque which was already then in the process of winding up their shipping operations having been on the receiving end of the pressure from stronger shipping companies like Montenegro Lines.

The ship was taken from a Navotas yard and she was renamed as the Marina Empress. The Marina Empress is a basic, short-distance ferry-RORO of just 700 horsepower from her single Daihatsu marine engine and with the external measurement of 32.3 meters by 7.8 meters and a gross tonnage of 195. However, like the earlier rumor, her engine was no longer strong.

With Alabat Shipping Corporation of Alabat island going out of operations too, Denica Lines purchased its only ferry, the Odyssey which was the former Starlite Odyssey of Starlite Ferries. This is another basic, short-distance ferry-RORO with a not-so-strong engine anymore. She is powered by a 550-hp Kubota marine engine and her external measurements are 30.5 meters by 7.0 meters with a gross tonnage of 176 which means she is slightly smaller than the Marina Empress. Denica Lines did not bother to rename the Odyssey.

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Denica Lines rarely sails the two ferries simultaneously as both are not really that reliable. Their ferries are in direct competition with the basic, short-distance ferries of Montenegro Lines which also do the Pilar-Masbate route. Their ferries might not be spic-and-span (it will remind one of the E.B. Aznar Shipping basic, short-distance ferry-ROROs) but most times their competition from Montenegro Lines are also basic, short-distance ferry-ROROs of the same age (which means old). Unless Montenegro Lines bring in the Reina Banderada which is a bit better.

If one considers that Denica Lines has a lot of motor bancas that carry not only people but also cargo it will not look that Montenegro Lines dominates them in the Pilar-Masbate route. The two might have some rough equality since Montenegro Lines has fastcrafts in the route. In glitz and glamour, of course, Montenegro Lines exceeds them.

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Pilar port and market

The owners of Denica Lines are also “well-positioned”, as they say. The husband was the Mayor of Pilar until 2016. In the May elections of this year Carolyn Cua-Sy Reyes was elected the Mayor and whitewashing her five opponents with 84% of the votes going to her. Well, it seems they are really respected in Pilar (in 2013 the husband also whitewashed his opponents). I do not know Pilar that much but from what I know it does not have the bokong of Leyte nor the use of muscles and influence in gaining an advantage for ship operations or in locking out the opponent.

Such is Denica Lines.

A Tale of a Slow Double-Ended RORO

This ferry is more appropriately named as “double-ended ferry” and not “double-headed ferry” like the preferred name in Japan as she does not have two separate bridges or pilot houses like the dead Super Shuttle Ferry 2 although technically she might have dual controls like the other double-ended ferries in the country which number over a dozen including local-builds. But like most double-ended ferries she is slow as having having screws at each end means a lot of drag and thus lower speed. The low speed might also be due to the transmission gearing. If she was designed to cross very narrow channels of water then providing acceleration off the port, the “pull”, might have been given more weight and not the cruising speed.

The ferry is the Lakbayan Uno which is infamous in its routes for its low speed. She might have had 910 horsepower from her Yanmar Marine engine originally but her design speed, her speed when she was new was just 7.5 knots! With such speed a ferry should not have been used in a route such as she had cruised most of her career here, the Bacolod-Dumangas route as such low speed would tell on her and there is no way the passengers and shippers won’t notice as she has competition that are way faster than her. If there is no meaningful discount on fares and rates then as we say it lalangawin siya (there will be few patrons).

Lakbayan Uno originally came to the country in 2000 as part of the contingent brought in by Philtranco in their attempt for horizontal integration. Pepito Alvarez, the great land transport mogul of the recent era has just taken over Philtranco and with his Nissan UD national franchise and Number 1 ranking in buses sold, he was refleeting the old moribund Philtranco South Enterprises Inc. (PSEI) which were formerly equipped with Hino buses that were already all worn down and depleted in numbers through the loss of the old units with bad maintenance and inside irregularities.

I am not really sure which company really owned Lakbayan Uno at the start. What is known through PSSS contributions and through maritime databases is she was part of the three-vessel acquisition in 2000 which all featured double-ended ROROs, the other two being the sister ships from Aki Line of Japan which became the Maharlika Tres and Maharlika Cuatro which were still relatively new when acquired. Lakbayan Uno was the oldie in the group having been built way back in 1973. But the acquiring company could have originally been Philharbor Ferry Services (and that brings us to the trouble of having many legal-fiction companies). At the start she might not have been under the Archipelago Ferries Philippines Corporation.

Lakbayan Uno did not last long under that combine and in 2001 she became part of the still-respectable fleet then of Millennium Shipping which still had LCTs (which later ended up with Maayo Shipping serving the Negros-Cebu connection). Under Millennium Shipping, Lakbayan Uno tried to shore up the Millennium Shipping connection between Ozamis City and Tubod, Lanao del Norte that was spanning the narrow Panguil Bay.

Millennium Shipping originally bridged Panguil Bay from the port of Tubod to the port of Silanga, Tangub City, a very, very short distance. That was the original RORO connection across Panguil Bay. However, when Daima Shipping built their own port and connected direct to Ozamis City, the Millennium Shipping connection was trumped (along with the across-the-Panguil connection of Tamula Shipping featuring small cruisers).

Millennium Shipping tried to counter by building their own port in Tubod and linking direct to Ozamis. To avoid congestion in Ozamis port which had limited docking space they built their own wharf adjacent to the Ozamis PPA port. However, their transit times are longer, their private port in Tubod was located further west (while most of passengers and vehicles come from the east).

Besides those, their route is longer and using LCTs exacerbated the deficiency as LCTs were slow and passengers complained of the inferior passenger accommodations aggravated by the long use already. Meanwhile, competitor Daima Shipping was using then-novel double-ended ferries which had airconditioning for such a small upping in fares.

That was the reason why Millennium Shipping brought in Lakbayan Uno to the Panguil route. However, she was not able to stem the tide of rout. She was slow, her transit times were longer and the killer was Daima Shipping has far too many ferries than them and it gets full easy and so departure times were fast as they can offer 20-minute intervals even then while Millennium Shipping offers hourly departures. If they accelerate the departures they risk sending out nearly-empty ships. But over time that what was what happened – nearly-empty ships sailing and so they quit operations in Panguil Bay and sold their LCTs.

Lakbayan Uno then found itself in the Bacolod-Dumangas route (and she has been there ever since). At the start she might have been a match for the basic, short-distance ferry-ROROs of Montenegro Lines except for the speed. But in the succeeding years better competitors arrived in the route and she was being badly overwhelmed.

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And that brings me having a cocked eye on Millennium Shipping which was reduced to two-ship fleet, the other the very old and antiquated Millennium Uno which is also heavily outmatched in her route and also very slow. The company bears the name Floirendo which is respected and is a heavyweight in the Banana Country of Davao. Everybody knows they are loaded but why such an underwhelming shipping company and ships derided by many? Why, his PhP 75 million donation to the campaign of then-Mayor Duterte would have been enough to buy a good short-distance ferry-RORO or two.

Lakbayan Uno might not have been that bad but the problem is she is assigned a route where her weakness in speed is too exposed. But then I don’t know of many routes now that are very short where that won’t be exposed. Maybe Davao-Samal but they never seriously threw a look in that route. If they put Lakbayan Uno in that route it would have been superior to the Mae Wess LCTs then.

Lakbayan Uno was built in the Japan as the Shigei Maru No. 11. She has two sister ships in the Philippines, the Shigei Maru No.7 and the Shigei Maru No. 12 which are known locally as the Swallow-I and Swallow-II of Daima Shipping. The latter is the former Our Lady of Mediatrix which was heavily damaged when two of it loaded Super 5 buses were car bombed and she caught fire (she was rebuilt by Daima Shipping over several years). So when she was in Panguil Bay then, Lakbayan Uno used to see her sister ships.

All the three sister ships were built by Kanbara Shipbuilding in Onomichi, Japan. Their dimensions are also about the same. More exactly, Lakbayan Uno‘s external dimensions are 33.8 meters in length over-all, 29.9 meters length between perpendiculars, a breadth of 10.0 meters and a depth of 2.9 meters, very common measurements of a short-distance ferry-RORO but they happened to be double-ended ROROs. With such external measurements, a rolling capacity of 6 trucks or buses maximum is expected. If sedans it will be a little more.

Lakbayan Uno‘s dimensional weights are 221 in gross tonnage and 92 in net tonnage with a load capacity of 170 deadweight tons. She has a passenger capacity of about 200 all in sitting accommodations. She has two ramps, bow and stern, a single car deck, a single passenger deck, a bridge amidship and only one mast. Amazingly, her sisters ships here has even less power than her but their design speeds are higher! The ID of Lakbayan Uno is IMO 7370399.

In this decade, Lakbayan Uno is not only infamous in lack of speed in Bacolod-Dumangas but also in showing unreliability and at times she is not even sailing that some ship spotters in seeing a photo of her in that pose inevitably ask. Recently, however, Lakbayan Uno was re-engined, a declaration of intent by Millennium Shipping that they are not ready to let her go. Well, if they will let go of one it would have been Millennium Uno, probably the oldest RORO around that is not an LCT and barring Star Ferry II which was a cobbled ship from Ace-I.

The new engine of Lakbayan Uno is a Weichai WP-12C-450 from China and it is rated at 450 horsepower. Her new speed is 9.1 knots, an improvement over her design speed. There is a claimed reduction of fuel consumption from 117 liters/hour to 35 liters/hours. Now that is outstanding! That will probably be the life saver of Lakbayan Uno. With a fuel cost of probably only P2,000 per voyage (P70 liters x P27.50/liter of diesel), well, that could be one truck charge only. Who was it who told me RORO rates in Samal are just OK (and I told him it was sky high)? Baka pa nga tubong-lugaw ang operasyon ng ROROs as long as walang nakawan. And of course beyond the speed and lower fuel consumption, a new engine’s contribution is reliability.

Lakbayan Uno is still in the Bacolod-Dumangas route. She has been there since she left Panguil Bay. I hope that somehow she survives the fierce and better competition there (she will with that low fuel consumption!) Well, with a Floirendo as owner they might not really be expecting profits from the ship anymore. If the goal is only to keep the ship alive and to be able to pay the crew then maybe there will be no temptation to sell especially to the breakers.

As a last resort they can bring that home to Davao. Samal still lacks ferries, always been. With tourism and being a get-away place of Dabawenyos, an upward demand has always been the pattern. She will be welcome, I guess.

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Photo Credits: Carl Jakosalem, Britz Salih, John Carlos Cabanillas