The latter-day Northern Samar also had its own connection to Manila separate from the connection of the provincial capital then of Catbalogan. The main port of entry of the northern part of Samar island cannot be Catbalogan as there were no good roads then connecting it to the provincial capital (in fact Motor Boats then circumnavigated the island connecting Samar towns). These passenger-cargo ships from Manila to the northern part of Samar also called on Masbate and Sorsogon ports before docking in Allen and Carangian. Many of those ships then still proceed to Legazpi, Virac and Tabaco. Some even sail as far as Nato and Tandoc ports in Camarines Sur and a few sail up to Mercedes and Larap ports in Camarines Norte.
The ships mentioned above that called on Samar ports also served as Samar connection to Bicol including the freighters that also take in some passengers aside from cargo. Some of the shipping lines which had routes then in this part of the country were Madrigal Shipping, NORCAMCO and NCL (the earlier North Camarines Lumber), N&S Line, Rodrigueza Shipping and Newport Shipping. The passenger-cargo ships they operated were generally small.
Shortly after Cardinal Ferry opened the Matnog-Allen route, Newport Shipping also plied the route using the “Northern Star” (later known as the “Northern Samar”) and “Laoang Bay” (later known “Badjao”, “Philtranco Ferry 1” and “Black Double”). But government official accounts usually say that this route started with the fielding of the government-owned Maharlika I in 1982. That is, of course, historically and factually wrong. Maharlika I came when Matnog Ferry Terminal was already built and it connected to San Isidro Ferry Terminal, which is in another town south and not in Allen. (The two were called “Ferry Terminals” when they were actually modern RORO ports.) For government officials to say the government was the first to connect Matnog and Allen is then doubly incorrect.
The 1980s was also the heyday of “Maharlika I”. She was fielded brand-new and as such was a great ship at the start. But being a government-owned company, mismanagement soon brewed and internal rot set in. She also had the disadvantage of serving a longer route (14 nautical miles vs. 11 nautical miles). Meanwhile, a new private port in Allen rose and BALWHARTECO soon showed the country how to develop properly a RORO port.
Before the old millennium was over a new challenger to Bicolandia Shipping appeared on the horizon, the Sta. Clara Shipping Company with its more modern “Nelvin Jules” and it was very prepared for the challenge as it had a petition signed by all the Leyte mayors asking that the route be opened to other shipping companies. Bicolandia Shipping tried to TKO it like what they were able to do with Philtranco Ferries by claiming it had “missionary status” but the courts ruled that said status does not grant it a monopoly. Bicolandia Shipping by this time had a bad reputation where its ships only leave when it is already full or near-full without the observance of the proper ETD (Estimated Time of Departure which is part of the CPC along with the route).
When Philtranco fell into the lap of Pepito Alvarez it also made a comeback. Under his landsman, it used the companies Archipelago Shipping, Philharbor Ferries and Oro Star. It leased the “Maharlika I” and “Maharlika II” from government and then added a few more ships including three double-ended ROROs, the “Maharlika Tres”, “Maharlika Cuatro” and the “Lakbayan I”. aside from other ferries (they were also serving many other routes aside from this route). They also built a new port in Dapdap, also in Allen and two kilometers south of Balicuatro (where BALWHARTECO is located) which had a route distance of 12 nautical miles to Matnog, a neglible increase over the 11 nautical miles of Balicuatro.
Later, BALWHARTECO also hosted and supported 168 Shipping (the Star Ferries). With so many ships in the Matnog-Balicuatro route using advanced marketing techniques and cultivated tie-ups with bus and trucking companies and supported by BALWHARTECO, the Dapdap port wilted especially when Philtranco drivers were freed and given a choice and where to load their buses. Meanwhile with the opening of Dapdap and withdrawal of Maharlika the San Isidro Ferry Terminal became practically a “port to nowhere” (a port hosting no ships). This was reversed when it was leased to Montenegro Shipping Lines but after their lease expired they also left for Dapdap and Balicuatro after finding the distance uncompetitive and San Isidro Ferry Terminal had no more ferries again.
Recently, because of some reasons and misunderstandings, the Sta. Clara group tried to build its own port in another barrio in Allen and located further south of Dapdap (which means buses and trucks see it first except when these came from Catarman and beyond). The Allen LGU had it closed and no wonder because the Mayor is the owner of BALWHARTECO (now how legal is that is another matter). Construction continued as the heavy equipment were actually inside the port. Now the Hizzoner and the Sta. Clara group are fighting it out in the court and this battle royale will probably define the shape of the Matnog-Allen route in the future.