On A Parallel Route Sea Crafts Cannot Compete With The Buses

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The Mindoro-Panay connection scuttled the liners to Panay as they ran on parallel routes

Sometimes I wonder what the MARINA (Mariime Industry Authority, the Philippines’ maritime regulatory agency) really knows about shipping history because off and on I will notice them offering to prospective operators routes where sea crafts have to compete with buses. Almost every time the sea crafts will lose to the buses. Badly.

The reason is simple physics. Drag caused by overcoming water resistance is much higher than the rolling drag that has to be overcome by the buses. The sea crafts’ weight is also far higher than buses because of its thick hull and compartments plus the weight of the machineries and equipments it carries. Thus, on a given distance, the sea crafts’ fuel consumption will be much higher which then converts to a higher fare. Even if the sea craft can carry more passengers and cargo still on a per passenger basis the fuel consumption is higher. Add to that the fact that the sea crafts are much slower than the buses and it only docks in ports while a bus can stop anywhere.

Even four decades ago, ship operators already tried the Manila-Bataan route. One operator even tried the hydrofoil. A decade ago even the venerable SuperCat tried competing in that route by offering a Manila-Orani route. Before them the Prestige Cruises and El Greco Jet Ferries also fielded High Speed Crafts (HSCs) in the route. Sadly, all attempts to compete with the Manila-Bataan buses failed. The High Speed Crafts used might have been faster than the bus here in travel time because it does not have go round like the buses which also have to overcome traffic but still the Bataan passengers are not willing to pay the much higher fare of the High Speed Craft.

A few years ago, the MetroStar Ferry tried to compete with the Cavite buses by offering a Mall of Asia (MOA) to Cavite route. The builders of it tried to generate hoopla about its locally-built catamarans. Now however all its ships are laid up and one even burned and the other damaged. Like those which tried before them the MetroStar Ferry also lost to the buses.

A few years ago, Dans Penta 1, a fastcraft, tried to compete with the Davao to Davao Oriental bus. She only lasted a few month before quitting. And to think she was also faster than the bus. But of course the fare was higher.

Over fifty years ago, Madrigal Shipping had a Manila-Aparri passenger-cargo route. But when the road over the Caraballo mountains of Nueva Vizcaya became passable the ship had to go. It simply cannot compete. That was also the story of the passenger-cargo ships going to different Bicol ports like Larap, J. Panganiban (Mambulao), Mercedes, Tabaco, Legaspi, Bulan and Sorsogon town. When the road to Camarines Norte became passable the routes to Larap, J. Panganiban and Mercedes had to go. That was the story of the Bulan and Sorsogon ships, too. It was even a wonder to me the route to Legaspi and Tabaco lasted even when there was already a train. But when the bus came, again the ship had to go.

This was the story of Samar ports too. Once upon a time Calbayog and Catbalogan were vibrant ports. Other ports in Samar had ships too like Caraingan, Laoang and Victoria. The Leyte ports Tacloban, Ormoc and Maasin were also vibrant then. Other Leyte ports hosting ships were Calubian, Baybay, Cabalian and in recent years Palompon and Isabel. But when the RORO connection between Matnog and Allen (and San Isidro) was established and the San Juanico bridge was built the buses (and trucks) rolled and slowly all the Samar and Leyte port hosting passenger ships went kaput.

The story of Mindoro, Lubang, Marinduque and Masbate is a little different. Once upon a time, small passenger-cargo ships including the batel (a wooden motor boat) were their links to Manila. But when the short-distance ferry-ROROs came the ships from Manila disappeared too. The buses were not crossing yet but the buses already go to Batangas, Nasugbu, Lucena and Pilar ports (the three ports were the connection of the three islands to Luzon). The passengers ride the ships to three ports and in those ports the buses to Manila will be waiting. Now even the buses roll to Mindoro, Marinduque and Masbate.

Panay island had the same story as Samar and Leyte. Before it had vibrant ports especially the great Iloilo port.. It also had other ports with passenger ships like Estancia, Culasi, Dumaguit, Batan, Malay, Lipata and San Jose de Buenavista. But when the Roxas-Caticlan route was opened linking Mindoro and Panay island the ferries left. Now only Iloilo has a ferry from Manila but the frequency is already reduced.

Now even the far Davao also have no ship anymore. The budget airlines is part of the reason. So do the buses rolling into Davao from Manila. The buses passing Surigao is also part of the reason why Surigao has no more liner to Manila. That is also true in Bohol. Currently, there is no more ship to Tagbilaran and part of the reason are the Manila buses going to Tagbilaran via Samar and Leyte.

Once upon a time, Pagadian was a very alive port with ships going to Zamboanga and Cotabato. Then the highways east and west of that city were cemented. Now Pagadian has no more passenger ships. But in the Pagadian-Cotabato route it was the vans that drove off the ships. That is also true for the motors boat going to Malabang and Balabagan from Cotabato. Maybe soon even the Lebak-Palimbang motor boats from Cotabato will be gone because the road going there is already completed and the vans are already rolling. But clearly gone now are the Guiuan to Tacloban ships which lost to the bus and vans when a direct road to Guian from Tacloban was built not so long ago.

Well, once upon a time too, ships were going round Mindanao to connect the different ports. But with the coming of roads they had to go too. Well, once, motor boats connected the Mindoro towns too. That was also true for Samar and Palawan islands.

The losing streak of the ships is almost perfect except for one special case. This is the Metro Ferry ships connecting Cebu Pier 3 and Muelle Osmena in Mactan island over Mactan Channel. This is one case where the ferry is faster than the jeep and even cheaper. They do not take long to fill up and has many trips day round and even into the night. The single trip was actually the weak point of ships versus the bus or van when they lost in other places. Metro Ferry is different. They are almost like a big bus in departures.In Pasig River, the ferry might have a chance against the land transport with all the traffic it has to go through. But it seems another factor might torpedo it – the stench of the decaying Pasig River.

In Davao, the motor boats going to Samal are still fighting against the bus. And they recently even gained a victory when the bus to Kaputian District quit. And so the motor boats immediately raised their fares (when before they have to slash it for parity versus the bus). There are still some Western Samar big motor bancas putting up a fight against the bus (and the jeeps and the vans). It seems like in Samal it is too early to predict the demise of these small sea crafts. That is also true for the motor bancas crossing Ragay Gulf.

I can go on with more minor examples of sea crafts losing to the bus when roads were built and they had to compete with land transports. And lose. There are just so many and one of the more recent ones was when the Abuyog to Silago road in Leyte was finally built.

I think it would be best for MARINA to study cases of the gone ships and routes now. Before they start vending routes again. Vending losers is simply an irresponsible act. And never mind if what they are vending are “supported” by “feasibility studies” done by people who have no real knowledge of our seas and routes. Their Ph.D. titles are just decorations anyway.

Manila to Bataan HSC again?

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The Battle for the Southern Mindanao Ports After The War And Before The Era of RORO Liners

Discussing this topic, the author wishes to clarify that the discussion will be limited to the period after World War II. There are not enough research materials yet before the war and in that earlier period Southern Mindanao was not yet that economically important to the country since the great wave of migration to the region only happened starting in the 1950’s and then peaking in the 1960’s and the 1970’s.

Talking of Southern Mindanao ports, these consisted mainly of Davao, General Santos (or Dadiangas) and Cotabato (which is actually Parang or Polloc port located in another town) and to some extent also Pagadian and Kabasalan in earlier times and also Mati and Bislig. Since ships generally used the western approach, inadvertently Zamboanga port will be included in this since all ships to Southern Mindanao port using the western approach will use that as an intermediate stop since it just lies along the route and it has a good passenger and cargo volume.

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Gorio Belen research in the National Library

After World War II, shipping to Southern Mindanao boomed because it was the “new frontier” of the country. There was great migration by Christians from other parts of the country and this was encouraged and supported by the government to ease the “land pressure” in Luzon and Visayas which was the fuel then for the land unrest (read: Pambansang Kilusan ng Magbubukid, Sakdalista movement, Hukbalahap, etc.). The land of Mindanao was being opened through the building of roads and the bounty of the land and the forests were being exploited (without asking the say-so of the native peoples and that fueled the unrest of the latter decades; the Luzon land unrest was “solved” to be replaced by Mindanao unrest and war – what an irony and tragedy!). And so people and goods needed to be transported and in such a situation where “ships come where there is cargo” there was a battle for the Southern Mindanao ports among the local shipping companies. Davao was the primary route and port of Southern Mindanao and almost invariably the Davao ships will also drop anchor in Dadiangas (General Santos City).

At the outset, it was Compania Maritima which led the pack to Southern Mindanao after World War II as she was the biggest liner shipping company then with the most ships, half of which were big by local standards (that means a length of about 100 meters). The company possessed ex-“C1-M-AV1” surplus ships as compensation by the US Government for their ships lost during the war and also big cargo-passenger ships from Europe while the competition had no better than the small ex-“FS” ships from the US Army which have to seek shelter when the seas begin to roil.

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Gorio Belen research in the National Library

Among the Compania Maritima competitors to the Southern Mindanao ports in the late 1940’s and early 1950’s were Philippine Steam and Navigation Company (PSNC), Manila Steamship Company, De la Rama Steamship, William Lines Inc. and Escano Lines. Most of the liner shipping companies of the day then shirked from Southern Mindanao routes because it was taxing on the fleet as the ships needed two weeks for the entire voyage. So just to be able to offer a weekly schedule, two ships of the fleet must be devoted to a Southern Mindanao route.

It was Philippine Steam and Navigation Company (PSNC), being backed by Everett Steamship of the United States, which was more competitive against Compania Maritima as it also had ex-“C1-M-AV1” and ex-“Type N3” ships. PSNC was a venture between Everett Steamship and Aboitiz Shipping (and later with the end of “Parity Rights”, it passed on to the latter). Manila Steamship Co. was competitive, too since it also had a big fleet. However, this company quit shipping after the explosion and fire that hit their flagship “Mayon” in 1955. Meanwhile, De la Rama Steamship even quit earlier to concentrate on international shipping and being an agents after some local issues.

The year that Manila Steamship quit shipping, the new liner company Carlos A. Go Thong & Company joined the Southern Mindanao battle, too. In the mid-1950’s, with some shake-out in the shipping industry, there were less competitors and ships in this decade (because some really old ships have already quit along with some very small ones). It should be noted, however, that there were ocean-going liners that were originating from Southern Mindanao that goes to Manila first before proceeding to Japan and the USA. Some of those that provided that kind of service were Everett Steamship and Compania Maritima.

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Gorio Belen research in the National Library

In the 1960’s, passenger-cargo ships from Europe that were bigger than the ex-“FS” ships began to arrive in the Philippines and many of these were fielded to the Southern Mindanao routes. Among the users of that type were Go Thong and William Lines. Go Thong was also able to acquire the big World War II surplus “C1-A” ships like the “Manila Bay” and “Subic Bay”. Compania Maritima, however, bought brand-new liners and chartered big reparations cargo-passenger ships from the government-owned National Development Corporation (NDC) and so they held on to their lead in the Southern Mindanao routes in this decade. Meanwhile, Everett/PSNC was not far behind and they even used in Southern Mindanao their new liners from Japan, the “Elcano” and the “Legazpi”. Additionally, there was a new entrant in the late 1960’s, the ambitious Sweet Lines which was one of the beneficiaries of the quitting of General Shipping Company of local routes (the other was Aboitiz Shipping Corporation).

At the start of the 1970’s, Compania Maritima was still ruling the Southern Mindanao routes. But several very interesting developments happened in this decade. First, the big Go Thong/Universal Shipping which already exceeded Compania Maritima in size had broken into three shipping companies and Sulpicio Lines Incorporated, Carlos A. Gothong Lines Incorporated and Lorenzo Shipping Corporation emerged (until 1979 the operation of the latter two were joint). In a few years time, however, Sulpicio Lines grew fast and proved to be a strong competitor. In this decade, it was already slowly becoming obvious that Compania Maritima was losing steam especially as they regularly lost ships in storms. William Lines then was in a race with Sulpicio Lines to dislodge Compania Maritima from its perch. Everett Steamship meanwhile bowed out because of the end of “Parity Rights” of the Americans (and thus they are no longer allowed to do business as a Philippine “national”) and PSNC (their partnership with the Aboitizes) was merged with Aboitiz Shipping Corporation and the latter became the surviving entity. But with no new ships, Aboitiz Shipping Corporation bowed out of Southern Mindanao liner service. However, the combined Lorenzo Shipping Corporation and Carlos A. Gothong Shipping Lines (CAGLI) and Sweet Lines Inc. were still competing heavily in the Southern Mindanao routes in the 1970’s.

Two very important developments happened before the end of the 1970’s. One, containerization began and this changed the game of shipping. Where before it was just practically the liners that carried the cargo, now the carriers split into two, the container ships and the liners. Subsequently, the passenger capacity of the liners grew as they no longer have to devote a lot of space for cargo. By this time, the massive migration of Christians to Southern Mindanao has also boomed its population and consequently more need to travel.

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Gorio Belen research in the National Library

The second development was the introduction of fast cruiser liners that call on just one intermediate port (before a liner to Davao will usually call first in Cebu, Tagbilaran, a northern Mindanao port maybe, Zamboanga definitely and Dadiangas. So where before 10-knot ships like the ex-”FS” and ex-”C1-M-AV1” ships will take two weeks to complete an entire voyage and the faster ex-European passenger-cargo ships cycles every 10 or 11 days, the new fast cruisers complete the voyage in just a week. By my definition, fast cruisers of this period were the liners capable then of 18 knots. Usually, these were not converted cargo-passenger ships from other countries (these were fast cruisers even in Japan, usually). These were also luxury liners in the local parlance and one key feature of that is the availability of air-conditioning. With that truly luxurious suites and cabins became possible.

The fast “Dona Ana” (later “Dona Marilyn”) of Sulpicio Lines which came in 1976 tried to change the game by just having one intermediate port call, in Cebu. William Lines responded with the even faster cruiser “Manila City” (the second) in 1976 which only had Zamboanga as its intermediate port. With their speed and the use of just one intermediate port, the “Dona Ana” and “Manila City” was able maintain a weekly schedule. Although the luxurious flagship “Filipinas” of Compania Maritima was also fast at 17 knots, she dropped by many intermediate ports and so she cannot maintain a weekly sailing. Compania Maritima never dropped the old style of many intermediate ports.

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Photo credits: Times Journal and Gorio Belen

Gothong+Lorenzo was not able to respond well to this challenge (though they tried) as they had no true fast cruiser liners. So, they had to use two ships for a route to maintain a weekly sailing or three ships to maintain a cycle of every 10 days. Sweet Lines also tried but like Gothong+Lorenzo they also have no fast cruisers assigned to Southern Mindanao (they had two though in Cebu, the “Sweet Faith” and the “Sweet Home”). Compania Maritima and Sweet Lines were the users of three ships to the Davao route to be able to cycle a ship every 10 days. Aboitiz Shipping, meanwhile, with no new ships simply dropped out of liner shipping to Southern Mindanao and just concentrated on container shipping.

Although William Lines and Sulpicio Lines already had fast cruiser liners to Southern Mindanao they also still used their old passenger-cargo ships to the region in the late 1970’s in conjunction with their fast cruisers liners. So with them the passengers have a choice of the fast or the slow which was also less luxurious. Fares also differed, of course.

In the container segment of shipping, the battle was toe-to-toe. Aboitiz Shipping rolled out the Aboitiz Concarriers, William Lines had the Wilcons, Sulpicio Lines fielded the Sulcons (Sulpicio Container) and later Lorenzo Shipping sailed the Lorcons (Lorenzo Container). Many of the ships mentioned were once general cargo ships converted into container ships. [The later series Aboitiz container ships were named Superconcarriers and Megaconcarriers.] Lorenzo Shipping then split with Carlos A. Gothong Lines Inc. and the latter then quit Southern Mindanao routes to concentrate on the Visayas-Mindanao routes. [Later, Lorenzo Shipping quit shipping altogether and sold out to the Magsaysay group before they were reborn as the Oceanic Container Lines.]

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Gorio Belen research in the National Library

In passenger liners, William Lines and Sulpicio Lines continued to battle in the Southern Mindanao ports in the 1980’s using fast cruiser liners. Sulpicio Lines had the edge as they had more fast cruiser liners [William Lines still had to make do with their graying former European passenger-cargo ships]. For a while until they quit in 1984, Compania Maritima was battling Sulpicio Lines more than toe-to-toe. After all, Southern Mindanao was the area of concentration of Compania Maritima and in Davao they even have their own port, the MINTERBRO port. Compania Maritima concentrated their best liners, the “Filipinas”, “Visayas” and “Mindanao” plus their passenger-cargo ships “Leyte Gulf” and “Dadiangas” in the General Santos/Davao route before the company’s life expired. While the three were battling, the other liner companies were not able to respond except for Sea Transport Co. and Solid Shipping Lines which were not operating passenger liners. One independent liner company, the Northern Lines Inc. which had routes to Southern Mindanao also quit at about the same time of Compania Maritima at the height of the political and financial crisis leading to the mid-1980’s.

Before the era of RORO liners, there were already more container ships to Southern Mindanao than passenger liners. That how strong was the growth of that new paradigm. This new dominant paradigm even forced the fast cruisers to carry container vans atop their cargo holds as that was already the demand of the shippers and traders.

In the 1980’s before the advent of RORO liners starting in 1983 there were actually only a few fast cruiser liners doing the Southern Mindanao routes. Among those was the “Dona Ana”, the pioneer fast cruiser of Sulpicio Lines to Davao. This ship was later pulled out to replace “Don Sulpicio” in the Manila-Cebu route as the ship caught fire and she was renamed to “Dona Marilyn”. However, the fast cruisers “Don Enrique” (the later “Davao Princess” and “Iloilo Princess” and “Don Eusebio” (the later “Dipolog Princess”) alternated in the Manila-Cebu-Davao route. In 1981, when the “Philippine Princess” came, “Dona Marilyn” was reassigned to the Cotabato route. She was the first fast cruiser liner in that route.

Don Sulpicio, Dona Ana and Don Ricardo

Photo by Jon Uy Saulog

On another noteworthy trivia and clarification, Sulpicio Lines also fielded the third “Don Carlos” in the General Santos route in 1977. This ferry was a former vehicle carrier in Japan and so she had a cargo deck and a ramp. However, she was not used as a RORO ship. The ramps were just used to ease the loading of livestock from Gensan. This city sends a lot of those live commodities to Manila. She was actually a “WOWO” ship (Walk on, Walk Off). However, she also takes in heavy equipment and trucks bound for Gensan dealers. So technically “Don Carlos” was the first RORO to Southern Mindanao. But she did not use container vans.

For William Lines, the second “Manila City” (the first “Manila City” was an ex-”FS” ship) was their only fast cruiser to Southern Mindanao for a long time in this decade. Most of the passenger ships they were using in the region were former European passenger-cargo ships like what Sweet Lines were using (the company was also using the “Sweet Grace” to Southern Mindanao which was a brand-new liner in 1968 but was not that fast). Approaching the end of the decade only three national shipping companies were left sailing liners to Southern Mindanao – Sulpicio Lines, William Lines and Sweet Lines. One of the reasons for that was the crisis spawned by the Aquino assassination halved the number of liner companies in the Philippines. It was not because the traffic to Southern Mindanao dropped considerably. In container shipping to Southern Mindanao before the RORO liners came there were six players – Aboitiz Shipping Corporation, William Lines, Sulpicio Lines, Lorenzo Shipping Corporation, Sea Transport Company and Solid Shipping Lines.

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MV Don Carlos (Gorio Belen research in the National Library

In 1983, a new paradigm arrived in the Southern Mindanao routes and it ushered a new era. These are the RORO (or ROPAX) liners which were even bigger and just as fast as the fast cruiser liners. And they can carry more container vans than the fast cruisers. Later, RORO liners were even faster as they can already sail at 20 knots. Can anyone hazard a guess which was the first RORO liner of Southern Mindanao?

I will discuss the era of RORO liners in Southern Mindanao in a subsequent article (as I do not want this article to be too long and unwieldy). With that, it will be a discussion of the recent history of the Southern Mindanao routes and liners.

The Short-Lived Return of Madrigal Shipping Company to Passenger Shipping

The Madrigal Shipping Company is a shipping company with a long history although few are still familiar with the name. They started before World War II with the name Madrigal & Company and was probably the Philippines biggest shipping company at that time if listing is limited to Filipinos. However, they were mostly in cargo shipping unlike the rival Compania Maritima of the Fernandezes which concentrated on passenger shipping. The founder of the company, Vicente Madrigal was considered the top Filipino industrialist-businessman then by the reckoning of many and probably is the richest Filipino then. He was also politically very well connected to Malacanang and is a political heavyweight himself being a Senator of the Commonwealth of the Philippines. The Madrigal Shipping Company was connected to the many businesses of Vicente Madrigal and it moved their goods like abaca (Manila hemp), coal, ore, copra and also sugar. However, when World War II happened Madrigal Shipping Company lost their entire fleet save for one. Most were captured by the Japanese which were then subsequently lost to American attacks.

After World War II, the company was renamed to Madrigal Shipping Company and started shipping again in 1946. The company has a mixed passenger-cargo and cargo fleet and the latter has the bigger ships. The passenger-cargo ships of the company was smaller and it might have something to do with the routes it was sailing. Madrigal Shipping Company concentrated its branch of passenger shipping on routes to Bicol and Northern Luzon. The route to Bicol would extend to as far as Larap port in Jose Panganiban town in Camarines Norte and the Northern Luzon route would call on Salomague (in Ilocos Sur), Batanes and Aparri. They also had a passenger-cargo ship that would go round the entire Luzon starting from Manila to Northern Luzon before proceeding to Bicol ports and round the Sorsogon tip of Luzon on the way back to Manila.

The passenger-cargo fleet of Madrigal Shipping Company cannot be called luxury liners by any means as they were simply basic passenger-cargo ships. They can even be described as primarily cargo ships with passenger accommodations and the accommodations are generally of one class only, the Economy class. Half of their passenger fleet consisted of former “Y” ships, the smaller cousin of the ex-”FS” ships which were former tankers. In the postwar shipping fleet of the Philippines only they and Luzon Stevedoring Company (LUSTEVECO) operated ex-”Y” ships but the latter operated them as they were originally were – as tankers. In Madrigal Shipping Company, their ex-”Y” ships were converted in passenger-cargo ships with cargo holds. These ex-”Y” ships seemed to be the replacement ships for the Madrigal ships commandeered by the US for the war effort. The other half of the postwar passenger-cargo fleet of Madrigal Shipping Company consisted of old ships from Europe. The company has a penchant for buying old ships from Europe just like another major shipping company, the Manila Steamship Company.

In 1955, in the aftermath of the capsizing and sinking in Babuyan Channel of their ex-”Y” ship Cetus which was trying to beat a typhoon, Madrigal Shipping Corporation sold all their ex-”Y” ships to North Camarines Lumber Company (no typographic error; this is also a shipping company). I wonder if this has a connection to their reputed superstitiousness. However, it was a favorable sale from the Bicol point of view since North Camarines Lumber Company also has the same passenger routes to Bicol and so no ship was lost on that region. Maybe Madrigal Shipping Company made sure of that as the patriarch Vicente Madrigal was actually born in Bicol and had many businesses there.

However, they held on to their other passenger-cargo ships but of course their routes and frequencies were affected by the sale since they did not purchase replacement passenger-cargo ships. In cargo shipping they were still strong and still buying cargo ships but in passenger-cargo shipping this sale of ex-”Y” heralded their slow retreat. This retreat might also be in anticipation of paradigm changes. Even in those days it is easy to foresee that the rail and the trucks will challenge the ship in Luzon in due time. Being in politics (the daughter Pacita of Vicente Madrigal succeeded him in the Senate) and conversant with government plans they might even have the inside track in foreseeing the future. By the 1970’s only one passenger-cargo ship was still sailing for Madrigal Shipping Company, the Viria and before the end of that decade they were already out of passenger shipping. However, the cargo shipping of the company remained but it also declined in due time. It however sprang a surprise later when together with a Taiwan shipping company it bid for the state-owned National Shipping Company of the Philippines which was then being privatized.

In 1988, to the welcome surprise of many Madrigal Shipping Company came back to passenger shipping as the A.P. Madrigal Steamship Co., Inc. This time it was truly liner shipping and not just like the basic passenger-cargo shipping of before. They did that when they fielded the Madrigal Tacloban in 1988 (this was later known as the Madrigal Romblon), the Madrigal Surigao in 1989 and the Madrigal Masbate in 1990. The notable thing about the three is they were all cruiser ferries and the negative thing is by that time nobody is buying or fielding cruiser ferries anymore because it was already obsolescent and the RORO (Roll On, Roll Off) ships have already proven their superiority over the cruisers (well, maybe not in safety or stability).

The first two ships were actually sister ships named the Tai Shan and the Nam Shan and they were originally Hongkong ferries. They were acquired by A.P. Madrigal Steamship Co., Inc. as bareboat charter with option to purchase from Cortes Shipping of Zamboanga. Tai Shan became the Madrigal Tacloban here while Nam Shan became the Madrigal Surigao. Madrigal Tacloban‘s applied route was Manila-Catbalogan-Tacloban while Madrigal Surigao‘s applied route was Manila-Maasin-Surigao. It was also a welcome move by many since these routes are exactly the same routes just recently vacated by Escano Lines which went out of passenger shipping (they however stuck to cargo-container shipping).

However, some shipping lines including Sulpicio Lines Incorporated and Aboitiz Shipping Company opposed their applications because of the so-called “prior operator” rule which was the usual “basis” for opposing a new entrant to a route. Actually, the two mentioned shipping companies were fearful because A.P. Madrigal Steamship Co., Inc.’s ships were better than their ships in those routes (however, Aboitiz Shipping Company had long ago abandoned their Catbalogan and Tacloban route). And besides Sulpicio Lines Inc. had no Catbalogan/Tacloban ship at that moment because of the sinking of Dona Paz. But however the opposition at the start, A.P. Madrigal Steamship Co., Inc. was eventually allowed by MARINA, the maritime regulatory agency to sail the applied routes.

Even then, there was actually already a problem in these routes as these are also the same routes slowly being threatened already by the intermodal trucks and buses borne by the short-distance ferry-ROROs that were already serving as the “bridges of the sea”. Maybe this was the reason behind what was cited by Aboitiz Shipping Company that they experienced a 60% drop in passenger volume. However, as cruisers that can’t carry much cargo (they were even described as “pure cargo”) maybe Madrigal Shipping Company thought that won’t be much of a problem for them. Maybe they were just intent on beating the competition with superior ships, in their view. Their ships have more beautiful lines anyway. And as bare-boat charters their risk is not high as they can just return the ships if they did not turn in a profit.

Madrigal Tacloban (Madrigal Romblon) and Madrigal Surigao were sister ships and both were built by Niigata Shipbuilding & Repair Incorporated in Niigata, Japan in 1972. The two both measured 78.6 meters by 12.1 meters by 5.6 meters in L x B x D. The LPP was 70.0 meters but Madrigal Surigao had a higher GT at 2,147 while Madrigal Tacloban had 2,136. The NT was 1,035 and the DWT was 312 tons. Both had two masts and two passenger decks on a steel hull with semi-bulbous stem and a retrouvaille stern. They were not equipped with cargo booms. The sister ships were both equipped with twin Niigata diesel engines with a combined 5,100 horsepower that propelled them to a top speed of 17.5 knots. The two ships looked identical.

Another ferry, the Madrigal Masbate came to A.P. Madrigal Steamship Co., Inc. from Taiwan Navigation Company Ltd. of Taipei but this ship was actually homeported in Kaohsiung. This was a beautiful ship with magnificent and modern lines that was built as the Tai Peng by Hayashikane Shipbuilding and Engineering Company Limited in their Nagasaki shipyard in Japan in 1971. The ship measured 77.5 meters by 12.6 meters by 5.5. meters with an LPP of 70.0 meters. She had a GT of 1,992, an NT of 743 and a DWT of 474 tons. The ship had two masts, two passenger decks with a steel hull with a raked stem and a cruiser stern. She was powered by a single Kobe Hatsudoki marine engine of 4,900 horsepower which gave her a top speed of 17 knots.

When all three were already sailing, the renamed Madrigal Tacloban which was now Madrigal Romblon was doing the Manila-Odiongan-Malay (this is better known as Caticlan now) route. Meanwhile, Madrigal Surigao was running the Manila-Odiongan-Maasin-Surigao route. And it was Madrigal Masbate which was sailing the Manila-Catbalogan-Tacloban route. Although they were already set by 1990, the Madrigal ferries, however, did not sail long. This was already the era when more liners were coming fast including great liners with four passenger decks, a passenger capacity of well over 2,000 with a true gross tonnage of 10,000 and over and of speeds nearing 20 knots and with hotel-like accommodations, amenities and service.

And A.P. Madrigal Steamship Co., Inc. was unlucky to bet in routes that were already being eaten up by the intermodal form of transport where trucks, buses and private vehicles are transported between island by the short-distance ferry-ROROs and whose travel times are shorter with flexibility of routes and ubiquity of departures. Moreover to some former ship passengers travelling by intermodal bus it is a new adventure and tourism too to places they have never seen before. To the traders and shippers, the intermodal option meant no more hassles with North Harbor port and the crooked Manila policemen. That also meant no more pilferage and delays and they are no longer at the mercy of the arrastre.

After just a few years, A.P. Madrigal Steamship Co., Inc. quit passenger shipping (however, they were still in cargo shipping). The sister ships Madrigal Romblon and Madrigal Surigao were sold to the breakers and they were broken up in 1994. It was an early death as the ships were only 22 years old. It was also a premature death because if they waited a little longer they might have gone to Sampaguita Shipping Lines which soon geared up to buy former liners to be used in the then-developing Zamboanga-Pagadian route and the Zamboanga-Jolo or Bongao route. They would have better choices than the ships they acquired from WG&A, the former Tacloban City and the former Iligan City as they were newer and have sailed far less nautical miles.

Madrigal Masbate was far luckier than the sisters. In 1994, another Zamboanga shipping company that was buying better overnight ferries (and the shortcut to that is to buy hand-me-down liners), the SKT Shipping Line (later the Kong San Teo shipping company or KST Shipping Line) purchased the laid-up Masbate Madrigal. She was fielded in the premier route to the east Zamboanga then, the Zamboanga-Pagadian route. Appropriately, she was named the Pagadian City. She was by far the best ship in the route, the most beautiful and the most gorgeous ever to call on Pagadian port, as the locals would concede and included in the comparison were the Manila liners which called on Pagadian port in the 1950’s and 1960’s.

Zamboanga City was actually a beehive of acquiring new ferries in the mid-1990’s including new-build fastcrafts. They actually had the most acquisitions of Malaysian fastcrafts then which was equal in number to the Cebu HSCs. Bullet Express and Weesam Express plus the fastcraft Sea Jet actually all originated in Zamboanga and just migrated to the Visayas. In 1996, the latter great Aleson Shipping Lines of Zamboanga was also gearing up. It was actually a dogfight then in Zamboanga between Sampaguita Shipping Lines, SKT Shipping Lines and Aleson Shipping which was latter won by the latest-named. Too unfortunate Madrigal Romblon and Madrigal Surigao were not snagged up in Zamboanga then.

After this episode, Madrigal never went back to liner shipping again. Well, I hope they will try again. After all we have almost no liners left now. They will be applauded this time if they do.

[Photo Credit: Manila Bulletin through Gorio Belen]