The Sta. Clara Shipping Corporation and the Penafrancia Shipping Corporation

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King Frederick by Britz Salih of PSSS.

On paper, the Sta. Clara Shipping Corp. and Penafrancia Shipping Corp. of Bicol are two different companies but in actuality like Montenegro Shipping Lines Inc. (MSLI) and Marina Ferries the two are simply legal-fiction companies of each other. That means in operation and routes they cannot be distinguished except for some differences in the livery and in the name, of course. They share the same crew and schedules and the same port and they operate as one. Companies resort to this tactic to avoid wholesale suspensions of fleets in case of accidents and also to minimize the damage in case of a suit. But in the case I am discussing here there is a deeper reason than simple maneuvering.

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Nelvin Jules by Mark Ocul of PSSS.

Sta. Clara Shipping started with the clamor of travelers and shippers across the San Bernardino Strait for better services. What happened was that when the competition of the dominant Bicolandia Shipping Lines of Eugenia Tabinas, the Cardinal Shipping, Newport Shipping and Badjao Navigation collapsed and newcomer PSEI Transport Services was TKO’d in the courts and Luzvimin Ferry Services moved elsewhere, there was a swing from dog-eat-dog competition to lousy services that happens when a company is already in a dominant position and the government-owned Maharlika I which was operating a longer route to San Isidro, Northern Samar wasn’t able to offer a credible competition. There came always the complaint of “alas-puno” departures (that means the ferry only leaves when it is already full). I was surprised that in the petition submitted by Sta. Clara Shipping to be allowed to serve the route practically all the Mayors of Leyte signed there.

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Hansel Jobett by Orly Calles of PSSS.

Sta. Clara Shipping started with provisional authorities to sail and their first two vessels were the King Frederick which was named after the top dog Frederick Uy and the Nelvin Jules. [In Bicol, Frederick Uy is associated not with Sta. Clara Shipping but with the Partido Marketing Corp. (PMC) which is now the top trading firm in the region after it surpassed the old title holder Co Say.] The sister ships were fielded in 1999 and the two were joined by its “cousin” Hansel Jobett (“The Dragon”) in 2004. The King Frederick and Nelvin Jules were newer, faster and better-appointed than the ships of Eugenia Tabinas (this is my description here as she was also using legal-fiction companies) and in a short time after she lost in the courts for her claim of “pioneering” status (which she tried to equate to barring entry of other competitors) she was already crying “Uncle!”.

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Eugene Elson by Dominic San Juan of PSSS/

An amicable settlement was reached and Eugenia Tabinas sold out lock, stock and barrel to Frederick Uy and his partners and this happened in 2006 and the fleet and routes were thereby transferred not to Sta. Clara Shipping but to the newly-created Penafrancia Shipping Corp. and the reason for that that I heard was that the latter has similar but still a different set of owner-partners than the former. Well, there is such a thing that can be called the Bicol-type of partnership where the ownership and partnership varies from ship to ship (or bus to bus, if you will) and that was the reason why in the sale and dissolution of 168 Shipping two ships of the company went to Gov. Antonio Kho of Masbate and another went to Regina Shipping Lines (RSL) that is owned by another Governor.

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Don Benito Ambrosio II and LCT ST 888 by Ken Ledesma

In the transfer, the “flagship-by-name” Eugenia became the Eugene Elson, the “flagship-by-size” Princess of Mayon, the biggest ferry in Bicol that time became the Don Benito Ambrosio II and the Princess of Bicolandia became the Don Herculano. The transfer was marred by two strong typhoons and the second one was legendary Typhoon “Reming” which was the strongest in Bicol for three-and-a half decades. Lost in the first typhoon in Tabaco port was the venerable Northern Samar, a refitted ferry that initially came from Newport Shipping of Northern Samar and has been serving in the route since 1982. In Super-typhoon “Reming”, the Princess of Bicolandia which has no functioning engine because of an engine room fire was pulled by the storm surge from its dock in Mayon Docks in Tabaco City, Albay. No one thought she will be seen again but lo and behold! she was found the next day atop a sandbar in a neighboring town and from there she was towed to the Villono shipyard (now the Nagasaka Shipyard) in Tayud, Cebu where she would spend the next three years being repaired and when she came out she was already the Don Herculano. To refurbish the old fleet the newly-arrived Anthon Raphael was added to the fleet of Penafrancia Shipping in 2008.

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Don Herculano by Edsel Benavides of PSSS/

Before Anthon Raphael came, the Ever Queen of Pacific was bought by Sta. Clara Shipping from Ever Lines Inc. of Zamboanga in 2007. After refitting her from an overnight ferry with bunks to a short-distance ferry with seats she was then rolled out as the Mac Bryan. This brought the fleet of the twin companies to eight, a mixture of relatively big ones and three that were smaller, the Eugene Elson, Don Herculano and the Mac Bryan. By that time, the twin companies were basically serving two routes, the Matnog-Allen (BALWHARTECO) route and the Tabaco-Virac route. The Anthon Raphael first served the Pasacao-Masbate route, a missionary route offered by MARINA, the maritime regulatory agency but they soon withdrew from that after realizing that the habagat (Southwest monsoon) will broadside the ship there and that it is not a competitive route due to the long sea distance. She was transferred to the Bulan-Masbate route but geography still said she cannot compete with the Pilar-Masbate ferries and this is similar to the lesson taught to the Maharlika ferry of Archipelago Philippine Ferries which plied that route before. Bulan is still a long drive to Pilar junction where the truck from Bulan and Pilar will meet. The difference is approximately 100 kilometers which is roughly equivalent to 25 liters of diesel fuel and that is no small deal.

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Anthon Raphael by Orly Calles of PSSS.

In 2012, Sta. Clara Shipping acquired the Strong Heart 1 of Keywest Shipping. This was the former second Asia Japan of Trans-Asia Shipping Lines Inc. (TASLI) and was acquired through dacion en pago for fuel advances when a syndicate hit the company (they thought then that the Trans-Asia 3 was a fuel guzzler; I don’t know if this was the reason why the sister ships Trans-Asia and Asia China was disposed  to the breakers). However, she was not immediately refitted and repaired and she languished long in Strong Heart 1just serving as crew quarters and office. That was a boon for PSSS as she became the reason of the group to visit the shipyard (and visit the other ships there too). But when she was rolled out she already have the new name Nathan Matthew. In the process she lost part of her superstructure. Well, as a short-distance ferry, there is more passenger capacity with seats than with bunks.

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Jack Daniel by Mike Baylon of PSSS.

In 2015, the beautiful Azuki Maru was acquired from Olive Lines and after some refitting in Nagasaka Shipyard she became the Jack Daniel (no, there are no offerings of that drink aboard). This was about the same time that Sta. Clara was in a struggle to build their own port in Allen, Northern Samar and move out of their old home port BALWHARTECO in the same town. The difficulty was not in the technical or financial sense. It just so happened that the owner of BALWHARTECO (an old private port that dissolved the old municipal port of Allen) is actually the Mayor of the town and he refused to give a Mayor’s permit. That was no problem with Sta. Clara Shipping which had been in legal bruises before and any good lawyer will easily tell that the Mayor will lose in court through a Mandamus and his act will probably earn him a graft case easy. And so the construction of the port continued and it was not delayed because although padlocked the construction equipment were already inside the port.

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Mac Bryan and Nathan Matthew in Jubasan Port. Photo by Ken Ledesma of PSSS.

This new port was in Jubasan in Allen when finished was a notch higher than their old home port as the entire compound was already completely concreted right from the start. The only problem was strong current (maybe because of the proximity of Capul Island) so much so that they withdrew the Jack Daniel here as they feared its beautiful glass windows could shatter. Aboard a moored ship here one can feel it shudder and the dents on the sides of the ship is proof of the strong current. Whatever, Jubasan Port is so clean and organized and an urban-bred passenger will not be turned off by its restaurants (they have nice tables and chairs to lounge in and appreciate the ships and views and that is not easy in an enclosed passenger terminal building).

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Adrian Jude by Mike Baylon of PSSS.

In 2017, Sta. Clara Shipping purchased the last two Tamataka Maru ships still remaining in Japan in a “buy one, take one” manner and this ended that line there and it is a little sad because a lot of Tamataka Maru ferries went to the Philippines starting with the very first in the series which was the Tamataka Maru No. 21 which became the Cardinal Ferry 1 in 1979 and became the country’s first ever short-distance RORO (two ROROs anteceded her but both were first used as liners) and she also served the San Bernardino Strait crossing. The two were sister ships and after refitting in Nagasaka Shipyard, Tamataka Maru No. 85 became the Adrian Jude and Tamataka Maru No. 87 became the Almirante Federico, again a play on the name of the top honcho of Sta. Clara Shipping. The two then became the biggest ships in the combined fleet though not necessarily in the official Gross Tonnage as MARINA oftentimes play quirks with this measure.

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Almirante Federico by Naval Arch. Rey Bobiles of PSSS.

After the sister ships Sta. Clara Shipping Corp. joined the new paradigm, that of the Cargo RORO LCTs which cater to trucks and which do not carry passengers unless those are the crews of the trucks. The San Bernardino St. crossing really needs this type of ship as before there were plenty of complaints about the kilometers-long truck queues in peak season and after the usual weather disturbances. The intermodal trucks which were second-priority to buses before (because it has passengers and they will complain of delays) now have their dedicated transport.

Sta. Clara Shipping’s first Cargo RORO LCT was the LCT Aldain Dowey which was acquired in 2017 and actually this was formerly the locally-built LCT Ongpin but was lengthened. The next year they acquired the LCT ST888 from China and this was assigned to Penafrancia Shipping. Both crafts are slow by ferry standards but that is the characteristic of LCTs. They were not built for speed and buses and sedans are not fit for them as they were not really built for comfort especially with their limited passenger accommodations.

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LCT Aldain Dowey by Anthon Briton of PSSS.

Right now, Sta. Clara Shipping is (…censored…) like the other shipping companies of note and that is just a reflection on how intermodal shipping is booming across the country. But in the Bicol region there is no doubt that the combined Sta. Clara Shipping and Penafrancia Shipping is the tops not only in ships because remember they also have their own port and the worth of that will approach that of a good and big overnight ferry that is still in a good condition. Now they are also operating in the Liloan-Lipata route across Surigao Strait.

Over-all, Sta. Clara Shipping is one good success story that is nice to tell and I wish them more successes in the future.

 

My Shipspotting Trips in Camarines Sur

I only had two shipspotting trips in Camarines Sur covering two ports. Overall, there are not that much shipspotting opportunities in Camarines Sur compared to the Albay or Sorsogon as the province is basically not an entrepot to big islands like the island-provinces of Catanduanes and Masbate. The only significant island offshore it has is the Burias island and half of this elongated island is not connected to Camarines Sur but to Pio Duran, Albay

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Pasacao National Port

I first went to Pasacao on the southwest of Naga along the province’s southern coast. Pasacao is the main port of entry by sea in Camarines Sur and also the connection to the western half of Burias island. There are four ports in this small municipality — the municipal port, the national port, the port of the old Bicol Oil Mill which has another name now (but people still refer to its old name anyway) and the tanker jetty of Shell Philippines.

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Pasacao Municipal Port

The first two ports are near and parallel to each other. The Bicol Oil Mill port is visible from the two government-owned ports but is located some two kilometers away. No need to go there because if there is a ship docked there it will be visible from the main ports anyway. The Shell jetty is not visible from that and I don’t go there anymore as most times no tankers will be docked there and going there will mean hiring a tricycle which is few in Pasacao.

I was lucky when I visited the Pasacao national port. It was the first time I saw that port full in all my visits there. And there was even no fishing vessels crowding the port (some of the fishing boats are in Pasacao municipal port instead). It was amihan (northeast monsoon) and so it is the peak of the fishing season in the southern seas of Bicol.

I was surprised a Medallion Transport ship was docked there, the Lady of Faith, an old reliable of the company. First time I saw a Medallion ship in Pasacao. Well, this shipping company has many freighters now and maybe that should not have been a surprise to me. After all they are Masbate port regulars.

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Freighters in Pasacao National Port

The Eduardo Juan of Jones Carrier Inc. was also there. I sometimes see this ship in Tayud and Surigao. The company reminds me that once they tried ROROs and they were among the early ones and that they pioneered the Dumaguete-Dapitan route but they did not last. Their ROROs were too small and it was the time of tight competition when Cebu Ferries was ruling the Vismin waves and were sinking smaller shipping companies in their wash.

The biggest ship in Pasacao national port was the Vietnam ship Thai Binh 16. Normally when I see a Vietnam ship its cargo would almost always be rice as we are a rice-deficient country and that includes the Bicol region. But this time the cargo it was unloading was corn. a surprise to me. Is Vietnam exporting corn to us already?

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There was a local ship there, the Princess Damaris of Candano Shipping Lines which is a shipping line from Bicol, in Tabaco. Their owners also own the only big shipyard in Bicol, the Mayon Docks in Tabaco. Princess Damaris was unloading flour in bags to a truck of Partido Marketing Corporation whose owners are major stockholders in Sta. Clara Shipping Corporation and sister company Penafrancia Shipping Corporation, the dominant ferry operators in Bicol. Docked beside Princess Damaris because there was no more docking area was the Princess Sapphire.

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There was also an LCT anchored offshore waiting for a berth, the Seamine 9 which was loaded with cement. Also anchored offshore was the Claudia Alexis of Avega Brothers and this was also a surprise to me that they also serve Bicol now. Maybe like Medallion Transport they have so many ships now and their expansion was even faster. Claudia Alexis I usually only noticed in Cebu before.

While shipspotting in the Pasacao national port, the big motor bancas from Burias began arriving. I was there before lunchtime, the time they begin to arrive. Also there in the port were the smaller motor bancas to the coastal barrios of Pasacao and Libmanan. Bancas are a fixture of the southern coast of Bicol because unlike in the northern coast of Bicol there is no southern coastal road except in the road maps (no, they do not exist actually).

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I decided that to save on time and to prevent exhaustion that I should just cover the Pasacao municipal port from the Pasacao national port. Everything is within the range of my lens anyway and it is only motor bancas that are there anyway plus bancas of the subsistence fishermen. There are still other things and places in Bicol that I have to cover. I have not been to my place for a long time.

The next port of Camarines Sur that I covered was the fishport of Camaligan which is just adjacent Naga City and which looks like a suburb of it (actually, Naga has many small towns around it). I was determined to go the the fishport itself and see what it has to offer. This determination is actually an offshoot of a frustration that there is no other worthwhile Camarines Sur port to go to. Cabusao port I know will be a disappointment and I will be crazy if I go to Tandoc port in Siruma. With regards to Guijalo port in Caramoan I was thinking of something different (more on this later).

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The Camaligan fishport is actually some distance away from Naga and not so near like in my imagination. But I was interested in it because it is the principal fishport of Camarines Sur although it is located along the banks of Bicol River and it is still some distance from the sea. Well, this is so because the Bicol River is a navigable river and Naga City which is even beyond Camaligan is reachable by steel-hulled trawlers from San Miguel Bay and beyond (once upon a time there were ferries from Naga to Mercedes, Camarines Norte, the port town besides Daet).

Once this fishport supported a sardines packing plant and it was the first in Bicol. Unfortunately it did not last very long and the cited reason was the lack of fish (well, even the legendary canneries of Zamboanga import fish). I was interested what the fishport still had to offer, the activities it has left and what kind of vessels are present there.

Unlike most government-owned ports, the Camaligan fishport is not under the PPA (Philippine Ports Authority). It is the Philippine Fish Development Authority (PFDA) which owns it. The atmosphere there was relaxed. If fact there seems to be not much activity and there were just a few vehicles.

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There was one basnig there and four trawlers which seems to be Dragon Marus. It is hard to gauge their activity especially as water lilies clog the port (and this indicates lack of activity; well, it was amihan and fishing north of Bicol is not good). There was also a yacht, the Artist Ryuma and two patrol boats of BFAR (Bureau of Fisheries and Aquatic Resources), one of which is on dry land. The bigger patrol boat seems to be ensnared by the water lilies.

There was also the sad sight there of the cruise boat of Camaligan. The town tried to develop their waterfront and offer cruises along the Bicol River, an effort to generate tourism. Sadly it did not take off. The boat seems not be in sailing condition anymore.

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I decided that Camaligan fishport does not have much to offer anymore. If there is fish it seems it is just trucked direct to the market or to Manila. The small quantity of fish in the fishport might have just been trucked by refrigerated trucks. There are no signs of active fish trading unlike what I saw in the Port of Cantilan or Port of Placer when me and Joe visited Surigao.

I did not stay long. No need to. On the way back, I dropped by the Camaligan waterfront and see what’s there, try to gauge the ambience and offerings. I thought it would not sell really. Not much sight or experience to offer and it will be better if a cruise boat is actually based in Naga for easier access and with probably more experiences to offer.

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I thought of a Naga-Guijalo-Codon (San Andres, Catanduanes)-Tabaco-Naga tour, a long and daring one because I will try to complete it in one day. The impetus was the 24/7 trip now of the Naga-Caramoan bus. I was planning to leave early so I will reach the buses that will be loaded in San Andres for Tabaco and Manila (and go via Virac if there is still time). I had my doubts of course if I will reach it on time because I will be dependent on the schedule of the Guijalo-Codon motor banca.

But Typhoon “Nina”, the strongest to visit Camarines Sur in more than a decade threw my plans awry. It is hard to bet on a trip like that with all the disruptions and damages caused the typhoon. Plus it was rush season as it was Christmas and rides could be full especially after the suspensions and cancellations. I decided not to push through but reserve it on another time after more research and better preparation.

On a note, when I reached Tabaco port on another shipspotting trip I espied the glitch in this plan. I realized that the better plan is to go the other way, the counterclockwise way which means I should go to Tabaco first. There are dawn trips from Naga to Tabaco like there are dawn trips to Caramoan but the advantage of the counterclockwise way is that there are trips in Caramoan back to Naga even late and that is not so in the Catanduanes to Tabaco crossing.

When I realized this I had run out of time and budget in Bicol and resolved I will just do it next time.

The Pio Duran Port

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The smallness of Pio Duran town

Pio Duran is a small town and a port in the southern coast of Albay. However, some people spell this as “Pioduran” which is incorrect since the town was named after the Congressman who sponsored the bill creating the town. The town was eventually created after Congressman Pio Duran died.

In the past this place was called “Malacbalac” and it was known for mainly one thing, its abundant fish which was supplied to the rest of Albay towns and even as far as Iriga in Camarines Sur. Before that the place was generally referred to as “Panganiran” and thus the bay where Malacbalac is situated is called Panganiran Bay. There is still a barrio named Panganiran in Pio Duran town.

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Pio Duran port

For decades after the creation of the town, Pio Duran was not an enchanting place to visit because of the really bad state of the road then (it was unpaved and muddy) which was sometimes cut at the peak of the rainy season or when there is a typhoon. In 1984 a new port was built in the town supplanting the old wooden municipal port. This was one of the 12 Bicol ports wangled by then Minister Luis Villafuerte from President Ferdinand Marcos when there was already an arrangement that Villafuerte’s ministry will be absorbed by Roberto Ongpin’s ministry.

The funds for the ports were sourced from JICA (Japan International Cooperation Agency) and these were called “fishports”. But except for Camaligan port, it cannot be compared to the known fishports today like Navotas, Daliao and Sangali because it is just a port and there are no blast-freezing facilities, cold storage and fish processing.

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Pio Duran town and port

After more than 20 years, the old municipal port and “fishport” of Pio Duran were practically gone, weathered by the elements and assaulted by the storm waves generated by the typhoons that pass Bicol and the sometime fierce habagat waves. That is why when President Gloria Arroyo thought of Pio Duran as a RORO port a new, very simple finger port with no back-up area has to be built.

Pio Duran “fishport” is one damning evidence against politicians and bureaucrats who say that when a port is built the ships will come. Usually when the ships try to come many years later the old port is no more. Ports are unlike highways or roads than when built then people and vehicles come. I really don’t know why we have to listen to politicians and bureaucrats who have no knowledge of maritime matters like the former Senator Aquilino Pimentel Jr.

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The old “fishport” of Pio Duran

Even when the new port was built it did not have ships coming immediately. What turned the table in favor of Pio Duran was the bad situation in the nearby port of Pilar in Sorsogon which connects Masbate to the Luzon mainland through ROROs and other kinds of crafts. New players wanted to come in but there were two obstacles. One, the old port of Pilar was only serviceable because the pioneer RORO operator Montenegro Shipping Lines Inc. made improvements.

There were no improvements before because President Arroyo hated the guts of the Congressman then of the place which was Francis Escudero who among other congressmen tried to file an impeachment complaint against her. Now, one can’t do that to a Capampangan without reaping the whirlwind. Pilar port at the start did not even have a RORO ramp and besides the docking area is crowded because it is actually small and there are a lot of passenger-cargo motor bancas and some motor boats.

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Pilar port

The second obstacle was being in a river estuary Pilar port is very shallow and only basic, short-distance ferry-ROROs and LCTs can dock there. In an oncoming low tide, the RORO has to leave early otherwise it might not be able to get out. One competitor of the Montenegro Lines does not even have basic, short-distance ferry-ROROs so Pilar port was automatically out for them.

It was the expanding Medallion Transport which first applied for a Pio Duran-Masbate route. Next followed the dominant shipping line of Bicol, the Sta. Clara Shipping Corp./Penafrancia Shipping Corp. combine which then ditched their unprofitable Bulan-Masbate route (before that they even tried a Pasacao-Masbate route which they abandoned very fast).

The RORO business between the Bicol mainland and Masbate bloomed and many buses and intermodal trucks now cross daily and some are even destined for Cebu through Bogo port. Cebu trader trucks now also cross to the Bicol mainland through Masbate. There are also vehicles destined for CALABARZON and Metro Manila.

There is now an even split between Pio Duran and Pilar in terms of RORO traffic. The Sta. Clara Shipping Corp./Penafrancia Shipping Corp. combine and Medallion Transport operate ferries to Pio Duran while Montenegro Lines operates ROROs and fastcrafts to Pilar and Denica Lines also operates ROROs and motor bancas to Pilar.

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Denica Lines RORO

Recently, I noticed Montenegro Lines got a franchise to Pio Duran. Well, with the construction of a back-up area and a new RORO ramp more vessels can now be accommodated in Pio Duran. Pilar is also improved now and I wonder if the Sta. Clara Shipping Corp./Penafrancia Shipping Corp. combine will “invade” that. Maybe not if the port is not dredged (there had been long calls for this but the government practically have no more dredgers running).

For intermodal buses and trucks coming from Manila and CALABARZON and even Naga, Pio Duran has an advantage in that about 40 kilometers and more than an hour of travel time is shaved. Besides, Pio Duran has no depth problems and so docking and undocking can be done at any time unlike in Pilar.

Pilar meanwhile will always host the motor bancas and the motor boats because those connect local passengers and cargo to Masbate. A passenger or a shipment from Daraga, Legazpi or Tabaco will not use Pio Duran because it will then be a longer route and besides there are no motor bancas or motor boats running from Pio Duran to Masbate. This situation is also true for the fastcrafts where the passengers are mainly local. Meanwhile, Pio Duran will continue to host the few motor boats going to the Claveria town in the eastern half of Burias island.

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Pio Duran main road

Whatever, it can be said that Pio Duran town and port has already triumphed. From a sleepy, remote town with no ROROs and not many buses and trucks, it is now beginning to bustle with activity because it became a connecting port to Masbate and part of the intermodal system of transport and an alternative to Pilar.

Pio Duran port is no longer a port to nowhere. Unlike one near port to the west of them, the Pantao port which is the white elephant of Governor/Congressman Joey Salceda and it is still a port to nowhere until now. If only the funds spent for Pantao port to be a “regional port” were given to Pio Duran and Pilar ports.

Well, that is how politics and development intertwine in the Philippines.

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A Sta. Clara Shipping RORO in Pio Duran port

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.]

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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.