The Blue Magic Ferries and Starhorse Shipping Lines

These two shipping companies are actually successors of the once-dominant Viva Shipping Lines and its legal-fiction companies Sto. Domingo Shipping Lines and DR Shipping Lines which once dominated the seas of the old Southern Tagalog region before four provinces of it were spun out as the MIMAROPA region. These two companies were founded by the sons of the founder of Viva Shipping Lines, the widely-known Don Domingo Reyes or “DDR” to many. This founder was a powerful man during his time as he was the landsman in the Bondoc Peninsula in Quezon of the martial law dictator then. Don Domingo Reyes’ main base was Bondoc Peninsula although most people thought it was Batangas City and Lucena as he has his bases of his shipping there and people did not know of Villa Reyes in San Narciso, Quezon where he built his first wooden motor boats that were called batel in the region.

A laid-up Viva Shipping Line RORO by Edison Sy

The Blue Magic Ferries was first to be established among the two. This came into existence when the operations of Viva Shipping Lines, etc. were already winded down and its ships being disposed already. Almost all of the older ships of the Viva Shipping combine were sold and most to the ship breakers. Maybe that will be the logical fate since the Southern Tagalog region has a surplus of ferries then when two Zamboanga shipping companies (the Aleson Shipping Lines and A.S. Sakaluran) and a Cebu shipping company (ACG Joy Express Liner) even tried their fates there (none was successful, however).

Some fastcrafts of Viva Shipping Lines somehow survived and these combined with the remains of ACG Joy Express Line. This company started in shipping with the Sea Cat vessels that first operated out of Cebu and had routes to Bohol and whose founder is a well-known scion of Cebu who is Alvin C. Garcia (hence the initials). From what I can gather, Blue Magic Ferries is a sort of partnership between two sons of Don Domingo Reyes and Alvin C. Garcia.

Blue Water Princes 2. Blue Magic Feries Blue Line Shipping.

Blue Water Princess 2 by JM Litada

Blue Magic Ferries was able to accumulate at least five ferries with two ROROs and two fastcrafts and a catamaran High Speed Craft (HSC). The ROROs were the Blue Water Princess 1 which was known as ACG Joy 8 in ACG Joy Express Liner before. The other RORO was the Blue Water Princess 2 which was the former Asia Brunei of the Trans-Asia Shipping Lines. The High Speed Crafts of Blue Magic Ferries that I was able to verify were the Blue Water Queen, the Blue Water Lady and the Blue Water Lady II. The first was the former Our Lady of Mt. Carmel of DR Shipping Lines which was purchased from Sun Cruises of Manila. The second was the former Sea Cat 25, a catamaran of ACG Express Liner and the last was the former Our Lady of Fatima of Sto. Domingo Shipping Lines.

Blue Magic Ferries based itself in Lucena, an old base of Viva Shipping Lines, their predecessor company (later Starhorse Shipping Lines based itself too in Lucena). From there they operated routes to Marinduque and Masbate which are also old routes of Viva Shipping Lines. Lucena then was not virgin territory and in fact there were many shipping companies operating routes from there including Montenegro Shipping Lines, Phil-Nippon Kyoei and Sta. Cruz Shipping. Meanwhile, Kalayaan Shipping Lines had a route to Romblon. [Note: Phil-Nippon Kyoei and Sta. Cruz Shipping are both defunct now.]

Blue Water Queen

Blue Water Queen by Edison Sy

Trouble first struck Blue Magic Ferries when the Blue Water Princess 1 was hit by storm waves while on a voyage from Lucena to Masbate which was an old route of Viva Shipping Lines. It seems the ship’s rolling cargo slid unbalancing the ship which then tried to seek refuge in western Bondoc Peninsula but capsized when the ship struck the shallows. This unfortunate incident happened in 2007 and it resulted in some casualties. To a beginning struggling company this type of incident can be hard to surmount especially if the company has other problems.

From a TV grab of Sydney Morning Herald

Starhorse Shipping Lines came later than Blue Magic Ferries around 2008 and started by leasing ships from DBP Leasing Corporation, the government’s ship leasing company. They named these into a series called “Virgen de Penafrancia”. That name is not surprising since Viva Shipping Lines originally started with the “Penafrancia” series of batels and then into a series of ROROs called the “Viva Penafrancia”. It was able to secure a route by accepting the promoted but harebrained route of MARINA (Maritime Industry Authority, the Philippines maritime regulatory agency). That route is from Laiya, San Juan, Batangas to Marinduque which does not make sense on two counts. One, the distance is double than that of from Lucena and those who know the sea knows it will not be able to compete in rates and fares with the ferries from Lucena. Second, the direction of the route means the ferry will be broadsided by the habagat (southwest monsoon) waves, the same problem usually encountered by the Lucena-Masbate ships which once nearly capsized a ferry in the Pasacao-Masbate route. Starhorse Shipping Lines was founded by Victor Reyes, the eldest son of Don Domingo Reyes. [Victor Reyes was recently deceased.]

Soon, as expected, Starhorse Shipping Lines was able to secure a transfer to the Lucena-Marinduque route and they chartered more ferries from DBP Leasing Corporation until their series reached the numeral “VIII” (however there was no “III” and “IV” but reports then said they purchased the Don Martin Sr. 6 of the defunct Palacio Lines of Cebu and Samar but this is missing now). So for a time, Starhorse Shipping Lines was able to accumulate more ferries from DBP Leasing Corporation, most of which were LCTs. This time around Starhorse, the successor, emphasized cleanliness and passenger service, two terms that were unknown in the predecessor company. However, they were in the route where the new dominant shipping company of Southern Tagalog and MIMAROPA, the Montenegro Shipping Lines Inc. was operating. In the early days of Montenegro Lines, their predecessor company Viva Shipping Line applied the pressure on them, shall we say. This time around, it was already the pleasure of Montenegro Lines to return the favor.

M/V Pinoy Roro-1 Folio

From a folio by Irvine Danielles

Greater trouble erupted for Blue Magic Ferries at the same time Starhorse Shipping Lines started operations. It seems they found out then that they have no Certificates of Public Convenience (CPC or franchise) which supposedly should still be in the possession of the Reyes family. Actually, things are really puzzling for me. From records I can gather, some 24 ships of the Viva Shipping Lines combine were confirmed sold (I can name the 24 individually) and some was as late as 2006. However, the family can show nothing for it in terms of ability to purchase new ships (especially by Starhorse Shipping Lines). And what happened to the franchises? These thing do not disappeared in an instant as it is the residual of any defunct transportation company and can even be sold for cash or hoarded. Were the proceeds returned to a “patron saint”?

Blue Magic Ferries stopped operations in 2008. The Blue Water Princess 2 was sold to Navios Shipping Lines where she became their first vessel, the Grand Unity. Blue Water Lady II was sold to DIMC Shipping of Dumaguete where she became the Delta III. The fates of the other ships are unknown to me. Some might still be laid up and one was reported to be in a Navotas yard.

Starhorse Lines M/V Peñafrancia II

Virgen de Penafrancia II by Arnel Hutalla

Starhorse Shipping Lines isn’t doing too well lately. They have returned to DBP some ships (ironically some is already with their competitor Montenegro Shipping Lines) and now they are down to two, the Virgen de Penafrancia I and Virgen de Penafrancia II which are both LCTs. Heads-on, LCTs are usually at a disadvantage against short-distance ferry-ROROs although their Korean-made LCTs seem to be better than the ordinary LCT.

One of the two, Blue Magic Ferries is now out. I wonder if Starhorse Shipping Lines can hold on and i hope they can. They are trying but sometimes the death of the founder proves insurmountable.

Blue Magic Ferries and Starhorse Shipping Companies are two successor companies I have a hard time figuring out. I wonder if there are smokes and mirrors even in the predecessor company.

LG Flatscreen TV for Entertainment

Starhorse Shipping goodluck charms by Irvine Kinea

As a last note, I have learned that Viva Shipping Lines still have some ships in storage in Lucena and San Narciso, Quezon. Will there be a rebirth? Or is it already too late and the family is too fractured now?

I am still interested in the further developments of these successor companies of Viva Shipping Lines.

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The MV Ma. Angelica Grace

The Ma. Angelica Grace is a unique but hard-luck ship. Of Korean design and origin she had that extended scantling already making for a bigger passenger accommodation although she is basically an LCT. Following Korean innovation she is faster like a conventional ferry and her hull is not exactly flat but more like that of a conventional ship. She is really speedy for an LCT (17.5 knots!) because she is overpowered.

When she first came into the country in 2009 and sailed for Rapal Inter-island Shipping, I was surprised because I knew the route she is embarking on is bound to end in doom. That is the Batangas-Romblon-Masbate route. Sometimes, I wonder why some shipping companies seem not to study failures in the past. But maybe then they might have a connection or attachment in the place which is hard to quantify.

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The route linking Batangas and Masbate was marginal even in the heydeys of Viva Shipping Lines and to think it was a long-held route by them. The competing Lucena-Masbate route is even superior from the passenger and rolling cargo point of view. This is so because since rates in the sea is far higher than rates in the land then what makes sense for them is a short sea crossing, if possible and the Lucena-Masbate route is far shorter than the Batangas-Masbate route. In fact that route was held longer by Viva Shipping Lines (up until their demise) that the Batangas-Masbate route.

But then the entry of the basic, short-distance ferry-RORO to Masbate from Pilar trumped both Batangas and Lucena since that route is very short. Suddenly, the crossing of trucks to Masbate became affordable (thence, only a select few dare pay the hefty rolling rate to Lucena or Batangas). Later, with the ferry company encouraging and supporting the bus companies, soon the rolling of buses also commenced and that impacted a lot on the choice of the passengers. Suddenly, the direct bus crossing to Masbate was already their default choice.

In the Batangas-Romblon section, Rapal Inter-island Shipping will also not have its way. Montenegro Lines has a headstart there and CSGA Ferry (MV Princess Annavell) was also doing the route. And that is aside from the ferry from Lucena of Kalayaan Shipping. Soon the successor of MBRS Lines (which held the Manila-Romblon routes then) will come back as the Romblon Shipping Lines and operate the liner Mary The Queen. Romblon does not have a big population anyway nor such great economic activity to support so many ships. So when the Maria Angelica Grace came into the picture I know they will go out of the picture soon (pun intended) and I was not mistaken.

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Maria Angelica Grace was first known as the A Rim Car Ferry No. 2 of the A Rim Car Ferry of South Korea. She was built by Ilheung Shipbuilding Co., Ltd. in Mokpo yard in South Korea. She has two masts, two funnels, a half passenger deck and a car deck with a single bow ramp as access and she has a square end stern. Like most LCTs, her access to the passenger deck is through stairs at the very end of the ship.

This modern LCT measured 56.6 meters in length over-all, a beam of 10.0 meters and a depth of 2.8 meters. Her dimensional weight are 416 gross tons and 200 in net tonnage and the ship’s DWT is 152 gross tons. She is powered by twin Caterpillar engines with a total of 2,550hp (that is High Speed Craft range!) which gave her a top speed of 17.5 knots which was indeed very fast for an LCT.

Maria Angelica Grace had a limited passenger accommodation but it had airconditioning which might have been original in Korea. However, she was fitted with bunks since her route to Romblon and Masbate are overnight routes. She also has a few seats and in the rear there is a small canteen and mess. That facility is needed by ferries doing overnight routes.

When she quit her Sibuyan Sea route she was then leased to Surigao to carry not passengers but metallic ores. I wonder why they did not just apply for other routes because later it was found out that metallic ores loaded into the deck is toxic for LCTs as the ores easily corrode the deck and since it is a deck exposed to rain the water combined with the ores will result in leaching.

Maria Angelica Grace was pulled out after two years in Surigao and her shiny white paint was already gone and the deck corroded. She was leased to Mandaue Transport which has Cargo RORO LCT operations from Cabahug wharf in Mandaue, Cebu to Tagbilaran, Bohol. The MARINA of Region 7, however advanced some conditions. They demanded a new coat of paint and repairs has to be made to the car deck. Work was being done to her when we visited her. Her bunks were also being removed. MARINA Region 7 is rather strict in the rule the Cargo RORO LCTs should not have passenger accommodations. They do not want any passenger revenue accruing on the sly.

With these met she soon began sailing as the third LCT of Mandaue Transport in the Mandaue-Tagbilaran route carrying rolling cargo (i.e. vehicles). However, her career with Mandaue Transport did not last long how; it was actually very short. In a few months, she capsized (but not sunk) right in Cabahug wharf while loading. The strong wash of a High Speed Craft passing capsized her. Maybe the time that happened her load was unbalanced and maybe it was a vulnerable point as Cabahug wharf is in the northern narrows of Mactan Channel and High Speed Crafts pass just about a hundred meters away.

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Maria Angelica Grace was refloated and she was towed to Colorado Shipyard in Tayud, Cebu. However, years have passed and yet no work was being done on her. That was still the situation when Philippine Ship Spotters Society (Philippine Ship Spotters Society) members visited Colorado Shipyard. She looked rusty again and maybe it is even more rusty in the car deck. With her capsizing, she also suffered damages in the engine room and bridge for sure.

I do not know what is her future. What I know is her capsizing resulted in the restrictions in the the speeds of the High Speed Crafts inside Mactan Channel.

I just rue such fate of a once fast LCT.

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Photo Credits: Nowell Alcancia, John Carlos Cabanillas, Mike Baylon, Philippine Ship Spotters Society (PSSS)