A Report on the Recent Situation of Bicol Passenger Shipping

When I talk of Bicol passenger shipping that includes those that have routes to Samar for in the main Bicol ships do those route with the notable exception of Montenegro Shipping Lines which are dayo (foreigner) to Bicol but have a base in Masbate port. In the main, I don’t refer to the Cebu-Masbate steel-hulled ferries because those routes are just one of the operations of Cebu shipping companies with the notable exception too of Montenegro Lines which has a national operation of short-distance ferry-ROROs.

The biggest shipping companies in Bicol are the sister companies Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation which are legal-fiction companies of each other. They have combined operations, single crewing and maintenance and their ships rotate within their common routes. The only difference is the ships bought out from the defunct Bicolandia Shipping are all in Penafrancia Shipping Corporation (PSC) and Sta. Clara Shipping Corporation (SCSC) is what made Bicolandia Shipping cry, “Uncle!” (which means give up na).

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The twin shipping companies have a total of 10 ROPAX ships plus a Cargo RORO LCT which is a recent acquisition to match that of NN+ATS (more on this later). Their best ship, the beautiful Jack Daniel (no, there isn’t free tasting of the famous drink) was acquired not so long ago and it is almost a fixture in the Masbate-Pio Duran route where her beautiful and luxurious lounge can be fully used and appreciated by the passengers since it is a three-and-a-half-hour route.

SCSC and PSC ply all the Bicol routes except for some parallel routes like the Tabaco-San Andres and Masbate-Pilar routes (more on this later). Which means they ply the Tabaco-Virac, Matnog-Allen (now through their own Jubasan port) and Masbate-Pio Duran routes. They don’t ply the Masbate-Pilar route as their ships are too big for the shallow Pilar port which lies in an estuary. In Catanduanes, it seems they now have a modus vivendi with Regina Shipping Lines (RSL) which now is doing the Tabaco-San Andres route exclusively through Codon port (but that route is not necessarily weaker than the Tabaco-Virac route as buses and trucks going to northern Catanduanes prefer that route because the remaining distance is shorter). Additionally, SCSC and PSC also operate the Liloan-Lipata route (however, after the Surigao quake RORO operations were transferred from Lipata Ferry Terminal to the Verano port of Surigao).

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The new development in Catanduanes shipping is the arrival of a new player, Cardinal Shipping which fielded the High Speed Craft (HSC) Silangan Express 1 which has good schedules and a very interesting fare which is even less than one might expect for a Tourist accommodation in a ROPAX (P320 fare in airconditioned accommodation versus the P230 Economy fare of a ROPAX ship). That is very cheap compared to the fastcrafts of Montenegro Lines in Masbate that charges double of the Economy fare of the ROPAX. The route of Cardinal Shipping is also Tabaco-Codon like that of Regina Shipping Lines or RSL.

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Another ferry was also added to the fleet of Regina Shipping Lines (RSL) when they acquired the former Maharlika Cuatro from Gabisan Shipping which purchased it from Archipelago Ferries. It was in Mayon Docks of Tabaco City last January but as of this writing she is already running as the Regina Calixta VI. RSL now also has an operation in the Batangas-Abra de Ilog route through Aqua Real Shipping and Calixta-III.

Tabaco port is also building an extension again and this is probably the third already. I am thinking, what for? In all my visits there I never saw Tabaco port full and I don’t think port visit is increasing there. There is also not that need for a big back-up area. There are no container vans unloaded there and ships that visit are generally small. To compare now, Masbate port is even busier than Tabaco port and Legazpi port is even their rival in port calls (as they both serve the province of Albay).

I thought before that the refurbishment of Legazpi port was not needed but it seems I was mistaken. There are more ships docking there now and those are bigger than the ones which dock in Tabaco port. For one, when Cebu freighters visit Albay, they use Legazpi port and not Tabaco port because it is nearer from Cebu. And most freighters that use Tabaco are just Bicol ships which are smaller than Cebu ships. I was even surprised by the big, Malaysian coal barge I saw in Legazpi port.

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Like before there are no ROPAXes in Legazpi (as I argued before a population of 100,000 in an island is needed to keep a RORO afloat if there is no strong tourism and Rapu-rapu island does not meet that criteria). Instead it has lots of big passenger motor bancas to Rapu-rapu and Batan islands plus Cagraray island too. The new passenger terminal building of Legazpi looks beautiful and modern. Like in Tabaco, the port and port terminal building (PTB) is open to the public and there is no cloud of suspicion that hovers unlike in ISPS ports. It was just like in the past when ports are just like part of public domain. That openness was the thing changed by this damned ISPS.

With the completion of the bridge from Albay mainland to Cagraray island through the Sula Channel, the old small Michael Ellis LCT to Misibis is now gone. A connecting bridge to an island is always better than a connection by an LCT. Maybe with that Cagraray island will develop faster.

Sta. Clara Shipping Corporation and Penafrancia Shipping Corporation now have their new Jubasan port completed in Allen, Samar and so they already withdrew from using the BALWHARTECO port, their old port of entry to Samar, to the great disappointment and anger of the owner which nearly resulted into a court battle. I wonder if the judge-son-in-law of the owner was able to make clear to the patriarch that if it is all straight law then they would lose eventually and they might even be vulnerable to counter-suits they being the LGU holders (like a graft counter-charge).

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With the withdrawal of SCSC and PSC from their port, BALWHARTECO invited Montenegro Lines to just use their port exclusively. Before, Montenegro Lines used both BALWHARTECO and the Dapdap port of Philharbor, the sister company of Archipelago Ferries which once operated the Maharlika and Grand Star RORO ferries. With the withdrawal of Montenegro Lines from Dapdap port now that port no longer has ferry operations. What is left there are the passenger motor bancas to the island off it which is Dalupiri island.

Before this, Philharbor invited Montenegro Lines to use Dapdap port since Archipelago have sold already their Maharlika ships and was already in the process of disposing their Grand Star RORO ships. If there is no other ferry company that will use the port it will fall vacant since the route allowed by MARINA to the new FastCats of Archipelago Ferries was the Matnog-San Isidro route. Before their withdrawal only Montenegro ferries were still using Dapdap port.

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It seems BALWHARTECO made a good offer to Montenegro Lines. They are known to be flexible and accommodating as their record of the past decades will show. Meanwhile, the Alvarez group which controls Archipelago Ferries, Philharbor and Philtranco is not known for that. They are instead known for quick retreats when subjected to the pressure of competition.

So I was not surprised by the result. Here is the queer situation of a port owner and operator with no ships of their sister companies docking because it is using a different port and a route that is significantly longer (which is the Matnog-San Isidro route). As a change, instead of being a ‘port to nowhere’ the San Isidro Ferry Terminal is now active again (she was active before Montenegro Lines left her for Dapdap and BALWHARTECO ports).

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It seems Montenegro Lines was the winner of the BALWHARTECO-Sta. Clara turmoil. Previously they were using four ferries in the Matnog-Allen route, two in Dapdap and two in BALWHARTECO. Recently they are now just using three ferries. It seems that was enough to have a ferry always on standby in the port which has more traffic (in the day that will be Allen and in the night that will be Matnog).

Another winner in the route is the NN+ATS outfit which is now openly admitted as an operation of 2GO. They are using chartered Cargo RORO LCTs from Primary Trident Solutions, owner of the Poseidon LCTs and now they even fielded a ROPAX LCT, the LCT Poseidon 26. They are operating that LCT under the banner of SulitFerry and the acronym is also “SF”, a reminder of their SuperFerry past before those liners were promoted into saints.

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With the Cargo RORO LCTs, the queue endured by the non-regular trucks in the Matnog-Allen route has come to an end as they are the priority of the Cargo RORO LCTs. These ships does not take in buses with its passengers and so no passenger accommodations are needed. The truck crews are just expected to stay with their vehicles for the duration of the voyage. MARINA is actually too suspicious of Cargo RORO LCTs having areas that can take in passengers on the sly.

The arrival of the Cargo RORO LCTs has affected the dynamics in the Matnog-Allen route. It has definitely taken traffic from the ROPAXes and the weight is significant because the non-regular trucks pay the highest rates. Actually, the rates paid by the regular trucks is heavily discounted and it is not always paid in cash (which means credit).

Another thing, from being second-class citizens the non-regular truck is now king but their loyalty now is on NN+ATS. What a turn-around too. From being largely ignorant of Matnog-Allen route because they were too confident of their CHA-ROs (Chassis-RORO) aboard their container ships and liners, now 2GO is already a player in intermodal route which helped kill their liners.

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It is also good that they use chartered LCTs whose crew is from Primary Trident Solutions. These crews are not graduates of the ‘shooing away’ seminars of 2GO, they have no knowledge of ISPS (and probably they don’t care too) and so like in the past they are very friendly to the passengers which they do not think or treat like potential “terrorists” like what is taught in 2GO seminars.

But even with NN+ATS and SulitFerry around and the concentration of Montenegro operations there, BALWHARTECO port is not too busy like in the past when to think 168 Shipping is still there with its three Star Ferry ships. Really, the weight SCSC and PSC is great especially since they have a lot of trucks and buses under contract.

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The PSSS (Philippine Ship Spotters Society) was impressed by the new Jubasan port of Sta. Clara Shipping Corporation. It was not small and unlike most private ports that will start with portions being unpaved in Jubasan it is a completely paved port. As such it is cleaner having no mud and people and patrons would not find it hard moving around (now one would wonder why after all these decades BALWHARTECO port is still mainly unpaved). They also maintained the slope of the land and so rain water immediately drains into the sea instead of forming puddles. There are a lot of eateries inside and it is a step up compared to what can be found in BALWHARTECO port including the presence of chairs and tables outside the eateries which are good for lounging around and sundowning.

Jubasan port is more orderly and it looks more modern. Maybe with the shipping company being the operator it should end up that way as they have full control. By the way, Jubasan port will also have a lodge like in BALWHARTECO port. The structure is already there, that is the area above the eateries but it is not yet operating when PSSS visited the place. Now I don’t know if they will also have a disco like in BALWHARTECO port. Jubasan port also does not have the so-many hawkers of BALWHARTECO port.

Matnog meanwhile has minimal changes. I thought when they twice reclaimed new land the docking space will improve. It did not. There are two new RORO ramps on the left of the finger port (as viewed from the sea) but when I passed through it twice no ship was using it. Actually the docking space of Matnog port did not increase and on high tide a ship will still try to dock askew in the wharf for lack of docking space. During the late afternoon and evening peak hours not all the ships can dock and it has to undock after disgorging their rolling cargo and anchor offshore.

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I still cannot fathom how the PPA (Philippine Ports Authority) inputs ship calls in their planning that they cannot see their docking area is not enough for the number of ships calling. They have two new RORO ramps but they bulldozed rocks beneath it. And so maybe the ships fear damage if they use those. Why can’t they just use the causeway-type of wharf like what is used in BALWHARTECO and Dapdap ports which can dock more ships for their given length of wharf space? The only reason I can see why PPA is too inept in port design is because they really can’t attract qualified people. And to compensate for this lack, their annual reports will be full of praises for themselves and their “achievements”. And now their top honcho says the Makati Car Club will test the RORO system. Now what does Porsche and Ferrari owners know about port design and the RORO system if one is not Enrique Razon? It was not designed for their kind of cars and heels.

Masbate port is actually more impressive than Legazpi or Tabaco in terms of activity. Unlike the two ports which looks semi-fringe in location (as in facing the ocean already), Masbate port is in the center of a nexus and connecting many islands. There are simply more ships there and more types from overnight ferries to short-distance ferry-roros to fastcrafts to motor bancas plus the usual freighters. The new port terminal building is now operating and so there is more try of control now to ensure everybody uses it (this is what I call as “cattle herding”). And I don’t like that system treating passengers not like people but like commodities.

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Actually, they can simply sell a ticket to anyone who wants to buy, passenger or not, like in Zamboanga port. With so many buses boarding their port terminal building is not sufficient (now tell me when did PPA learned how to input numbers). If the old system where buses simply park somewhere in the port and soon board afterwards was enough why try to force down the passengers down the bus so they will pass through the passenger terminal building when it does not have enough capacity anyway even in airconditioning? If terminal fee is all they want then they can just put in a table by the ship ramp. An explanation: bus passengers here already have their ferry tickets issued by the bus conductor so actually they do not need to queue as the buses offer free ferry tickets to their passengers. If the buses can be efficient why can’t the PPA? The reason is simple – they are a government entity.

What I noticed is it seems more passenger motor bancas are now using the Masbate municipal port cum fish landing area. Actually it has the advantage that it is just near the integrated bus, jeep and van terminal of Masbate City. The passenger motor bancas for Burias can also be found here. If I may have a suggestion, it is better if the passenger motor bancas just dock by the integrated terminal. Nothing beats that. If only they will see what is logical (but they might lose the votes of the cargadores and the tricycle drivers).

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The Masbate-Pio Duran route is now stronger compared to the Masbate-Pilar route in terms of RORO operation. It is actually the shorter route to Manila and it can accommodate bigger ships whereas Pilar can only accommodate basic, short-distance ferry-ROROs. Medallion Transport has withdrawn from this route as a fall-out of the sinking of their Lady of Carmel. SCSC and PSC was the big winner in this and they now have made permanent two of their biggest ships in this route which have length of over 60 meters versus the 30 meters plus of the basic, short-distance ferry-ROROs of Pilar.

In the Masbate-Pilar route, Denica Lines now has two ROROs that are running simultaneously and they were able to create a late departure from Bicol (or is it an early one?) when they created an early evening Pilar-Masbate schedule. Denica Lines also have two fastcrafts for refitting now that is moored in Pilar port. Obviously, they want to get a slice of the pie of the MSLI fastcraft business. If they price it like the Silangan Express to Catanduanes then MSLI will be forced to cut their high fares.

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In Pilar, I noticed they now have a Pilar-Mandaon passenger motor banca running. Plus they have pre-dawn departures now from Pilar for three destinations – Masbate City, Aroroy and Mandaon (Mandaon is a gateway to Romblon). They were able to expand Pilar port but its operation is just still like a municipal port as there is no good port lighting (are their charges for the ROROs and passengers not enough?). By the way, the ROROs from Pilar start earlier now. Good for those with still long land travel still remaining in Masbate island.

As before there are a lot of passenger motor bancas in Masbate port going to Pilar, Ticao island, the west bank of Masbate Bay. But maybe the Baleno bancas are gone because there is a van going there now up to Aroroy. The passenger motor bancas are still fighting even though it is already the era of the ROROs and the buses and the trucks aboard them. With no porterage and running at hours when there is no RORO they are still surviving. Well, the buses dictate the schedules of the ROROs and so I can’t see them running 24 hours as the buses have only certain hours of departures from Masbate and Manila.

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Some things of note. One, the Super Shuttle Ferry 19 of Asian Marine Transport Corporation has been sold and Olmillo Shipping has taken over the Bogo-Cawayan route. A new development too in this area was the fielding of Island Shipping of a ROPAX LCT in the Hagnaya-Cawayan route. The MSLI ferry is still running the Bogo-Cataingan route and ditto for Lapu-lapu Shipping that runs the Cataingan-Cebu route. In the future, however, the Bogo and Hagnaya ferries will most likely transfer to the new Maya RORO port because it is simply nearer to Masbate. Meanwhile, the big passenger- cargo motor bancas running between Masbate and northern Cebu are still running and their business not threatened after the initial cut made by the arrival of the ROROs.

Recently, Trans-Asia Shipping Lines don’t have a ship anymore to Masbate from Cebu, a victim of their lack of ferries. Cokaliong Shipping Lines has not fully filled up the slack and it has only a once a week Cebu-Masbate sked but they are always fielding a new good overnight ferry of theirs in the route. Meanwhile, for a year now Asian Marine Transport Corporation (AMTC) doesn’t have an operation anymore to Masbate since their SuperShuttle RORO 3 had engine problems. It has been over a year since 2GO withdrew their liner that passes through Masbate on the way to Ormoc and Cebu. Can’t really beat the intermodal buses and trucks now and as the saying goes if one can’t beat then join them and so they already had that NN+ATS in the Matnog-Allen route.

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Burias motor banca arriving in Pasacao

In other Bicol routes, passenger motor bancas still connect Burias island to Pasacao and Pio Duran while Ticao island has passenger motor bancas sailing to Bulan and Masbate ports. Masbate is also connected by passenger motor bancas from Cataingan to Calbayog in Samar and to Roxas City in Panay from Balud and Milagros and to Romblon from Mandaon. Caramoan through Guijalo port also has passenger motor banca to San Andres in Catanduanes through the Codon port. San Miguel island is connected by passenger motor bancas to Tabaco port.

And that above is what comprises Bicol shipping all in all. Not tackled here are the minor routes served by small passenger bancas that go to small islands that does not have a municipality and to coastal barrios which has no roads.

[Written based on January 2017 data.]

It’s An Uphill Fight Now For The Pilar-Masbate Big Motor Bancas

Once upon a time, some 50 years ago and earlier, the main connection of Masbate island through its main port of Masbate to the Bicol mainland was the progressive town of Bulan in the southernmost tip of Sorsogon. Masbate then had good and links to Manila through passenger-cargo liners. All of those that drop anchor in Masbate port were still proceeding to Sorsogon and the northern ports of Bicol, Samar, Leyte, Cebu and with some still going to northern Mindanao ports.

These links had been around right after the war and even before the war. The trade driving it was copra and the port ’round Samar Sea and environs and the northern Bicol ports were great funnels of copra. Copra then was a powerful commodity such that there was even a “Coconut Alliance” in the same manner that there was a “Sugar Alliance” in the Philippine Congress and at the apex of that early on was presidentiable Jose Avelino of Samar which later passed on to Emmanuel Pelaez of Misamis Oriental with Emilio Espinosa of Masbate the local linchpin in the area. These “alliances” were pressure groups and plays a key role in selecting and supporting the national candidates.

Masbate port was a hub where goods can be exchanged with other ports in that area. This also involved goods to and from the national capital center and that was one of the reasons of the strong Masbate-Bulan connection. However, at the tail end of the 1970’s these nexus of links where Masbate was a major player began to go downhill. There were plenty of interconnected reasons for that and that will require a long discussion and hence will be left out of this article but two of those were the development of the highways and the rise of the intermodal transport system.

In the next phase when Masbate port just became a sideshow in the national liner network, the Masbate-Bulan link just became more of a purveyor of local goods. Masbate will no longer supply goods from Manila since Bulan has already a good road connection to Manila (courtesy of the buses Pantranco South and JB Lines). Motor boats and big motor bancas made the link between the two ports. However, in the same period emerged a new challenger to Bulan which was the port and town of Pilar in Sorsogon and in due time the Pilar-Masbate connection superseded in importance the Bulan-Masbate connection.

What tilted the balance was Pilar is much nearer than Bulan to the regional trade center of Legazpi-Daraga and to Manila. The bus factor got into the picture too. Where before JB Line and Pantranco South bus waited for passenger in Bulan terminal right beside the port, slowly “colorum” buses and Pantranco South buses began waiting for passengers in Pilar terminal right beside the port too. Pilar is significantly nearer to Manila than Bulan and so the fare is cheaper and the travel time shorter. Really, when roads get good, some paradigm changes are induced. Through the sea, Pilar and Bulan are nearly equidistant to Masbate port.

Big motor bancas and small motor boats connected Pilar and Masbate with the former much more in abundance. Both are powered by surplus truck engines (some are twin V-8s!) but the big motor boat being lighter is nimbler and faster. Another change that tilted the balance for Pilar was the reawakening of the Aroroy gold mines which was started by the small miners. This mine like the Larap mine shuttered in the late 1960’s and early 1970’s due to the drop of the world prices of copper and iron. Now such reawakening fueled people movement and the bus in Pilar and Pilar-Aroroy big motor bancas and small motor boats were there to serve it. Bulan cannot be the port of departure because it is simply too far from Aroroy. And so the start of the 1980’s saw the beginning of the heyday of the Pilar-Masbate big motor bancas.

The traffic in the route is heavy both ways in the early morning and approaching mid-afternoon. The reason for latter is these big motor bancas do not run at night and not because of MARINA or Coast Guard edicts. The trips last 3.5 to 4 hours and they hightail it before dusk settles. The reason, as anyone who is familiar with the coastal sea is the winds begin to get active and so do the swells when night is approaching. And the seas here, the Ticao Pass, the Masbate Pass and the Black Rock Pass have a high level of notoriety in showing no mercy to small crafts. These waters are graveyards of many motor bancas especially the fishing bancas. These three bodies of water are considered the most dangerous waters of Bicol, bar none.

There are many operators of big motor bancas in the Pilar-Masbate route but two entities dominated, the Denica Lines and the Lobrigo Lines and their rivalry is intense but not destructive. The two then raced with bigger and faster motor boats but their rivalry did not end in that sphere. Lobrigo Lines went into the bus business as vertical integration. So you ride their motor banca and you are assured of a bus seat (that was not sure in the past when there were not so many buses yet). In the reverse route, their bus passenger goes to their motor bancas. Of course all assistance and courtesy is extended and it was not simply like hauling cattle as this route is an epitome of free market competition. So aside from plenty of choices in bus and motor banca, the fares are fair game to haggle and courtesies are on full display. Pilar and Masbate are ports where there is no talk of porterage for motor banca passenger cargo. One does not queue for tickets also. They ask you inside the boat if you are already ready to pay and there is just a minimal charge for cargo.

Meanwhile, Denica Lines ventured into passenger ferries first with the cruiser ferry Bikol Express which was the former Elizabeth Lilly of Western Samar Shipping Lines. When they sold that Batanes Multipurpose Cooperative, they then acquire the Odyssey of Alabat Shipping Corporation which is a basic, short-distance ferry-RORO. Later, they also acquired the Vanessa P2 (ex-Torrijos) of Sta. Cruz Shipping which served the Lucena-Marinduque route and they renamed this the Marina Empress. This ship is another basic, short-distance ferry-RORO.

Lobrigo Lines took a different approach. They bought two fastcrafts from Japan which became the Maria Natasha and Maria Querubin. Not long after they sold the fastcrafts to Montenegro Shipping Lines Inc. of Batangas which became the point of entry for that company in Bicol waters. The buses of Lobrigo Lines did not last that much long either. After less a decade only a few were still running until operations were nearly shut. It came back but other operators are merely riding on their permits. Maybe being good in seacrafts do not guarantee one will be good in land transport.

Montenegro Shipping Lines Inc. whose inferior fastcrafts was trounced in the Batangas-Calapan route then was able to find a profitable haven in Pilar-Masbate. They actually invested in a jetty so their fastcrafts can safely use Pilar port which has notorious shallow waters because it lies in an estuary. They also invested in wharf improvement so they can also operate safely the basic-short distance ferry-ROROs they brought to the route. Then President Gloria Macapagal Arroyo never saw fit to improve Pilar port because that happened to be under the district of a political opponent which was Francis Escudero. She would rather waste money in dozens of “ports to nowhere” than invest in one opposition port which has a true and growing traffic.

With the success of the fastcrafts and the basic-short distance ferry ROROs and with it the buses now crossing to and now rolling in Masbate island in its entirely, the Pilar-Masbate big motor bancas felt severe pressure. In most instances now, they are just the carriers of local passengers and cargo since Manila passengers and small cargo is now borne by the buses. Intermodal trucks has also invaded Masbate island and that further lessened the load of the Pilar-Masbate motor bancas.

Still the Pilar-Masbate motor bancas are still plying the route bravely and with elan. In the early morning from Masbate they rule the route since the buses and trucks are still not yet around and so the earliest RORO leaves around 10am. In the early morning hours from Masbate their competition are the fastcrafts. But the fare of those are double compared to them and so it is generally the middle and upper classes including the government workers who are patrons of that. The hoi polloi and the early cargo belongs to them because the fastcrafts don’t carry cargo.

In Pilar many leave too in the early morning hours especially if the ROROs are gone. The ROROs depart before morning since the buses and trucks are already there and those are early because most will still roll the length of Masbate island and it is their target to finish the route before lunch is well past. In the midmorning there will be no more ROROs in Pilar that will be crossing to Masbate and in Masbate there are no more ROROs after 1 pm. When there are no more ROROs that is the opening for the motor bancas. But it does not mean they will not leave if there are ROROs running. They will and they will try to overtake the RORO since they are faster (what are twin V-8s for anyway?).

However, a new development ratcheted up the pressure on the Pilar-Masbate motor bancas. A new route was developed, the Masbate-Pio Duran, Albay route. Pio Duran is nearer to Manila than Pilar and it has deeper waters and so there are no low tide restrictions. This route further took away traffic from the Pilar-Masbate motor bancas and since they are not running that route they cannot compete directly.

The Pilar-Masbate motor banca is not laying over and die. They are fighting hard especially on local cargo and passengers. They really try to lasso passengers and cargo. They will even take in cargo even without accompanying passengers and deliver it within the town through tricycles. They will treat the passengers well. Well they have to since they are no longer as full as before. There is no more way to take back the bus passengers although the knowing and especially those just from Masbate City or nearby know they can still take the motor banca which is cheap and they can haggle with the fare in the buses waiting in Pilar. Or be even to leave earlier if they will choose to proceed to Legazpi which has day morning bus trips which are faster (the buses from Pilar will still look for passengers along the way).

But still it is clear that the heyday of the Pilar-Masbate motor bancas is now over and it is already an uphill fight for them. I just hope it does not degenerate to a struggle for survival.