The Bad Maharlika and Grand Star RORO Ferries Transformed

It was more than two decades ago when I first became acquainted on a regular basis with the Maharlika ships. This fleet consisted of the Maharlika I, Maharlika II, Maharlika III, Maharlika IV, Maharlika V, Maharlika VI and Maharlika VII. I just used their names with the Roman numerals for consistency because at other times they were also known with the Spanish numerals like “Uno”, “Dos”, “Tres” and so on and so forth. The fleet was basically fielded in the Eastern seaboard routes of the country like Lipata to Liloan, San Isidro or Allen to Matnog, other pioneering Bicol routes which they failed to hold (either too early for the day plus they didn’t know the tactic of subsidizing the buses) like Tabaco to Virac and Bulan to Masbate. Later, they tried the Pilar to Aroroy route where it seems they followed the feasibility study made by three renowned international shipping experts, each of have good Ph.Ds but unfortunately does not know local shipping plus they had a blip in their brains (like if a route has only one motor boat how can it then support a ROPAX?). And so,unfortunately. their data is shot full of holes and so it became a GIGO (Garbage In, Garbage Out).

Maharlika I

Maharlika I by Edison Sy of PSSS.

They also tried routes outside of the Eastern seaboard like Lucena to Marinduque, Batangas to Calapan and Roxas to Caticlan in support of the buses of their sister companies, the storied Philtranco which was fast becoming a shell of its former self and JAM. The Marinduque route did not last long and fortunately for them the two other routes mentioned lasted even though their buses didn’t last long in Panay island (they recently came back after the dominant bus Dimple Star was permanently suspended because of accidents). Maharlika, for brevity, is a long story of failing ships and failing routes. On the other hand, they have a boisterous and humbug CEO who is so full of himself (well, I won’t be surprised if he is a graduate of the Trump School). Like that resident of the White House, Christopher Pastrana also scored a coup with his later FastCat ships. Who said a bad thing can’t be turned in to a good thing?

When I was sailing with the Maharlika ships, I feel a letdown but this was very well-tempered because I am a grad of the even worse ships of Viva Shipping Lines of Batangas and its two legal-fiction companies. That was more palpable in the Maharlika I and Maharlika II which were fielded brand-news just fifteen years earlier (1982 and 1984) and yet were already worn down and beginning to break down (initially, a fault by the government). I did not know it yet then that Archipelago Philippine Ferries was just chartering those two ferries which were the pride of the government in the past. There is a claim that when the ships were already turning a profit the government one-sidedly changed the terms of the agreement. Whatever, it seems Archipelago Philippine Ferries, Pastrana’s company was just milking the ships out of its last value without care for the future life of the ships and the government was letting them. And to think that in the late 1990s there are even shut-outs (vessels can no longer be accommodated aboard) especially in the Liloan-Lipata route. In the main, Maharlika II was in this route and Maharlika I was in the San Isidro or Allen to Matnog route as they have been from the start.

Maharlika II in Liloan port

Maharlika II by Mike Baylon of PSSS.

After the sister ships Maharlika I and Maharlika II, Archipelago Philippine Ferries and its legal-fiction sister companies like Oro Star and Philharbor Ferries acquired two sister ships from Aki Kisen of Japan in 2000, just after the take-over of the of the first two ships, the Maharlika III and Maharlika IV which had the look of a double-ended ferry. They acquired these to bolster their operations as two ferries is not enough for their routes. The two were built in 1987 and 1993 and so in age they were younger than the first ships but just in the same decade of acquisition they are beginning to look worn down too and beginning to be unreliable. Sometimes there are cases when a ship will not sail for months and there was story of one of these newer Maharlika ships not capable of sailing being ordered towed out by the Port Manager of Liloan by a passing tug because it is clogging up his docking space (I saw that non-running ferry). Have anyone heard of ship’s ramp falling while the ship is sailing? There is a story of that in the Lipata-Liloan route and elsewhere but not necessarily running.

So in the 2000s, the period where I was frequently traveling using the Eastern seaboard route, I was wondering where Maharlika was headed. It seemed it was all a grand name (Maharlika is supposedly a legendary name with our national highway named likewise for that and there was even a Marcos plan to rename our country to “Maharlika” until some historians pointed out that “Maharlika” is of Hindu origin) but no substance or trait to support it. This was also the time when Maharlika was trying new routes which mostly bombed out.

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Grand Star RORO 1 and Maharlika Tres in their Dapdap port by Mike Baylon of PSSS.

Next came to them in 2002 the Maharlika V and almost all failed to after having parts of her former substructure cropped out. She first came to a related company in the Allen-Matnog route as the Christ The King when that route had a surplus of bottoms with many shipping companies competing. Her next reincarnation was as the Mindoro Express but she also did not last long in her namesake island and so she plied a route to Puerto Princesa, Palawan. It was there where she took an excursion in a shallow portion of the sea when it seems she had a fire and possibly she capsized in the fire-fighting effort. A ship owner who is a PSSS (Philippine Ship Spotters Society) member shot a photo of her in Keppel shipyard in Batangas. When posted to PSSS, an eagle-eyed member thought that if the superstructure of Mindoro Express is cropped then she will look like the Maharlika V. In her permanent route of Liloan-Lipata, nobody knew what happened to her in Puerto Princesa. But even with this background, Maharlika V proved to be reliable for almost a decade. Until she became sickly too and spent two years in a shipyard in General Santos City not being repaired.

In 2003 and 2004, two old ferries from Norway built in the early 1970s came for Archipelago Philippine Ferries which became the Maharlika Seiz and Maharlika Siete. The two have very robust Wichman and Normo engines which are easy to maintain as told to me by a Norwegian ship spotter which happened to inquire to me where and in what condition they are now. Moreover, Scandinavian ships should have very strong hulls, their pride. These ex-Norwegian ships ran well for some time although the first to come, Maharlika Seiz proved to be very slow because of its small engine. They did not last that long, however, not because of the engines but because of the variable-pitch propellers, a common feature in European ships. This kind of propeller makes the engine last longer because of less stress but when that kind of propeller becomes defective it is supposedly a nightmare to repair.

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Maharlika Cuatro by Mike Baylon of PSSS.

When Phil-Nippon Kyoei, a new shipping company, gave up operations early this decade, Philippine Archipelago Ferries snapped up two of three ships for sale, the Grand Star RORO 1 and the Grand Star RORO 3 which also resembled double-ended ferries. The two were basically fielded in the Allen-Matnog route but the two were never renamed. In a short time though, like the Maharlika ferries the Grand Star RORO ferries looked worn out too. I can’t fathom why for a company having a sister company that deals in paints (CAPP) can’t have enough paint to have the ferries looking good. Well, maybe, that was the Pastrana standard then, the Pastrana way of doing things. And when Pastrana got his first FastCat, he told the spiel that he dreamed of good ferries serving Philippine waters after seeing bad ferries all around. But, the storyteller that he was, Pastrana does not have the gumption to say he was looking at his own ferries.

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Maharlika Cinco and Maharlika Seiz in Liloan Ferry Terminal. From ppavis.com.

When the first FastCat came, some of his ferries are no longer running especially Maharlika I which was just sidelined. They tried to sell that but of course, the government being the owner calls the shots. The sale of this ship to the breakers made the sister ship Maharlika II a better ship and it was in a long time that I saw her in good paint, and faster. It is possible after all some parts were first transferred to the sister. However, as her wont, Maharlika II stalled off Panaon island and the crew failed to start even one engine (well, Maharlika is also used to running on one engine). It is a big question why Maharlika IV which was just nearby did not come to her rescue for several hours until the seas turned rough with the coming of the night (as if they didn’t know this will happen). A story from a former employee says that if Maharlika IV sails and rescues her more questions will be unearthed. It is just so bad for the passengers of Maharlika II, some of who died in Surigao Strait, a busy shipping lane but there is no Coast Guard rescue ship (it has to borrow ferries on the route to effect a rescue) because most of their better ships as just used as port guards and serve as offices and suites of their commanders in the big cities and ports.

The sinking paved way for the fast disposal of the Maharlika and Grand Star RORO ships. Selling them fast will lessen the questions on their shipworthiness and the stoppage of their use will make people forget easy a tragedy happened and anyway they got suspended too. What remained running before the FastCats came in big numbers are the Grand Star RORO ships and so they only got sold later. That was important for them in the Matnog-Allen route when they were not immediately able to secure a berth where their peculiar docking ramp will be placed. Actually for a time they had no running ships in many routes as the early phase-out of their ships were forced unto them. But maybe that played into their hands as people who don’t normally sail fail to get the connection of Maharlika and FastCat.

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Maharlika Siete by John Carlos Cabanillas of PSSS.

The Maharlika Cuatro and Maharlika Cinco (their naming then) was sold a “neighbor” in Leyte, the Gabisan Shipping Lines. The Maharlika Cinco was retained by the company and this became the Gloria V and the Maharlika Cuatro was sold to Regina Shipping Lines (RSL) of Catanduanes. Meanwhile, the Maharlika Tres was sold to Atienza Inter-island Ferries of Manila but later they also sold this to Regina Shipping Lines. Maharlika Seiz and Maharlika Siete were sold to breakers in Navotas but the custom there is to “display” the ships first in the hope that someone will buy it whole. And it did not help them that world metal prices were low in the past half-decade. Later, the Grand Star RORO 1 and Grand Star RORO 3 were also sold to Regina Shipping Lines. So, in total of the ships not lost or sold to the breakers only one, the Maharlika V is not in the possession of Regina Shipping Lines which then thereby sold their basic, short-distance ferry-ROROs. Traffic in Catanduanes is on the big upsurge after all.

Maharlika Tres became the Regina Calixta VIII, Maharlika IV became the Regina Calixta VII, the Grand Star RORO 1 became the Regina Calixta VI, the Regina Calixta III became the Regina Calixta IX and later as the second Regina Calixta IV after the former holder of that name, which was the former Grand Star RORO 2 was sold to Dinagat to become the Cab-ilan of Waters-up MPC. Six of the ships of Regina Shipping Lines were former ferries of Christopher Pastrana who treated them badly and just covered it up in media by being noisy and boastful.

Grand Star RORO 3

Grand Star RORO 3 by Joe Cardenas III of PSSS.

And how are these ferries faring under the care of Gov. Joseph Cua of Catanduanes, the owner of Regina Shipping Lines? Very, very well as Albayanos and Catanduganons know. The superstructures changed now (no, they are not taller) and the paint is good. The interiors changed a lot too. Central to the changed motif is to make the journey as experience although it will only last four hours or less, the usual transit time between Tabaco, Albay and San Andres (the former Calolbon), Catanduanes, a route where Regina Shipping Lines (RSL)has no direct competitor (their competitor holds another competing route, that to Virac, the capital of Catanduanes). Regina Shipping Lines is a pioneer on the route. The ships have an airconditioned sections now that is modeled after a KTV lounge where before these ships under Pastrana have no airconditioned sections. And of course everything is spic and span after a long remodeling in Mayon Docks in Tabaco under the supervision of an SNAME naval architect who happens to be a PSSS member.

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Regina Calixta VIII, the former Maharlika Tres by Dominic San Juan of PSSS.

The engines were refurbished too and all are very reliable now aside from running even better than their design speed. And to think these are ferries built in the 1980s (five) and 1990s (one). Maybe the top guns of MARINA, the maritime regulatory body should first do an educational tour of the RSL ferries before they deliberate on the proposal to cull the 35-year old ferries. Maybe they can learn a thing or two there. They should also take note too that no steel-hulled ferry ever sank in the route to Catanduanes.

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Aircon accommodation of Regina Calixta VI, the former Gtand Star RORO 1. Photo by Dominic San Juan of PSSS.

I was not really surprised by all these happenings to the former bad ferries of Pastrana. Gov. Cua operated very good RSL buses from Catanduanes and Tabaco to Manila. Like the premium bus companies of Bicol they invested in good seats and refurbished their buses before it becomes worn out and are no longer looking good. And that has paid off in passenger loyalty and good words and respect to them. RSL (this is how they are called in Bicol) did these refurbishing even though they have no direct competitor and they are always full that at times their ship has to sail back again as there are a good number of shut-outs. That just shows how they care and greed is not their paramount norm in running their shipping business.

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Regina Calixta VII, the former Maharlika Cuatro. Photo by Dominic San Juan of PSSS.

Meanwhile, the only old bad Pastrana ferry not in RSL hands had also be refurbished and re-engined by Gabisan Shipping and is also reliable now except for some hiccups at the start. It looks like the hull might still be okay after re-plating given her stint beneath the waves and the long lay-over in Gensan (well, weakened hull plates can be replaced). The story said from the shipyard there she had difficulty reaching Liloan municipal port where first works was done on her. Now, the ship has a Tourist Class too with decent accommodations. She had had more visits to the shipyards maybe because further repairs might have been needed given the sorry state when Gabisan Shipping first acquired her. Anyway, I give enough credit to Gabisan Shipping for saving her. I thought before she no longer had a chance given her history and condition. Now I wish MARINA can give her more life.

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Regina Calixta VIII (ex-Maharlika Tres) Tourist. Photo by Dominic San Juan of PSSS.

Meanwhile, for the veterans of the Eastern seaboard, they all know Christopher Pastrana has long been in the Hall of Shame but maybe he is now trying to change that with his FastCats. Well, it is easy when one is given new ships and one looks always good at the start when handed new ships. It is credit to him for his innovate catamaran-RORO design whoever is his benefactor may be but the banks deserve the credit too for opening its purses. His challenge now is how to pay for all of those ships. If he fails it will be the banks which will be holding the empty bag.

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The Matnog Ferry Terminal

The government ports that were built in the 1980’s to connect Luzon, Visayas and Mindanao through the eastern seaboard of the country were not called “ports” but instead were called “ferry terminals”. And so it became Matnog Ferry Terminal, San Isidro Ferry Terminal, Liloan Ferry Terminal and Lipata Ferry Terminal. The four actually had a common design in their port terminal buildings and general lay-outs. The paint schemes are also the same.

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Matnog town had been the connection of Sorsogon and Luzon to Samar even before World War II and it might even been before the Americans came. That situation and importance was simply dictated by location and distance as in Matnog is the closest point of Luzon to Samar. In the old past, that connection to Samar crossing the San Bernardino Strait was done by wooden motor boats or what is called as lancha in the locality.

These lanchas existed until the early 1980’s. Their fate and phase-out was forced by the arrival of the pioneering Cardinal Shipping RORO in 1979, the Cardinal Ferry 1. With the arrival of other ROROs and especially the government-owned and promoted Maharlika I, the fate of the lanchas were slowly sealed until they were completely gone. By this time the new Matnog Ferry Terminal which was a replacement for the old wooden wharf was already completed.

Maharlika I

The Matnog Ferry Terminal is a RORO port with a back-up area for vehicles waiting to be loaded. At the start when there were few vehicles yet crossing and there were only a few ROROs in San Bernardino Strait that back-up area was sufficient. But over time it became insufficient and so additional back-up areas were built twice. Before that the queue of vehicles sometimes went beyond the gate and even up to the Matnog bus terminal/public market. Worst was when there were trip suspensions and vehicles especially trucks snaked through the main streets of of the small town of Matnog.

The Matnog Ferry Terminal is one of the more successful ports of the government. Actually most ports owned by the government do not have enough revenue to pay for the operational expenses like salaries, security, electricity, transportation and communication and for maintenance. The performance and success of Matnog Ferry Terminal is dictated not by the quality of port management but simply by the growth of the intermodal system. From Luzon there is no other way to Eastern Visayas except via Matnog. The intermodal system began to assert itself in the 1980’s until it became the dominant mode of connection to most of the islands in the country.

The Matnog Ferry Terminal has a total of four corresponding ports in Samar, amazingly. These are the BALWHARTECO port, the Jubasan port of Sta. Clara Shipping Corporation, the Dapdap port of Philharbor Ferries, all in Allen town and the San Isidro Ferry Terminal. The first three are privately-owned ports. The government-owned San Isidro Ferry Terminal lost out early to the privately-owned ports because it has the longest distance at 15 nautical miles while BALWHARTECO port is only 11 nautical miles from Matnog. A shipping company using San Isidro Ferry Terminal will simply consume more fuel and it cannot easily pass on the difference to the vehicles and passengers.

The existence of those many ports in Samar showed the increase over the years of the number of ROROs crossing San Bernardino Strait and also the number of vessel arrivals and departures. Currently, on the average, a dozen ferries and Cargo RORO LCTs serve the routes here with the companies Sta. Clara Shipping Corporation/Penafrancia Shipping Corporation, Montenegro Shipping Lines Incorporated, 168 Shipping Lines, Archipelago Philippine Ferries Corporation, SulitFerry and NN+ATS involved. The last two mentioned are operations of the liner company 2GO.

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In Samar, all those ferries can be docked simultaneously thereby showing enough docking capacity. In Matnog Ferry Terminal only about five ferries can be docked simultaneously especially since the two new RORO ramps there seems not to be in use. When they built that it was by means of bulldozing rocks into the sea to build a back-up area and those rocks seem to be dangerous to the ferries and their propellers and rudders which means a possible wrong design or construction.

When the government built a back-up area near the Matnog terminal/market, I assumed a true expansion of Matnog Ferry Terminal there. A causeway-type wharf could have been developed there and the docking ferries could have been separated there so there would be less mix-up of the departing and arriving vehicles. Causeway-type wharves like what was successfully deployed by the BALWHARTECO and Dapdap ports. This type of wharf is very efficient in using limited wharf space and it is very good in handling ROROs and LCTs.

Until now the Philippine Ports Authority (PPA) insists on using pile-type wharves which is more costly but less efficient. A pile-type wharf is good if freighters and container ships are using the port but freighters do not dock in Matnog but in nearby Bulan port and there are no container ships hereabouts. If there are container vans passing here it is those that are aboard truck-trailers. But many know that if there are “percentages”, the less efficient pile-type wharves will guarantee more pie than can be “shared” by many. And I am not talking of the pie that comes from bakeshops.

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In a causeway-type of wharf the ferries can dock adjacent each other

Matnog Ferry Terminal by its evolution is actually a little bit different now from its sister ports because its wharf has an extention through a short “bridge” like what was done in Cataingan port although this is less obvious in the case of Matnog. The three other Ferry Terminals have no such extensions which is done if the water is shallow and there is enough money like in Ubay port which has an extension that is long and wide enough to land a private plane already (and yet it handles far less traffic than the Ferry Terminals). Almost always the priorities of government in disbursing funds is questionable at best. The budget used in Ubay port would have been more worthwhile if it was used in the shallow Pilar port which has far more traffic and is of much greater importance.

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With lack of RORO ramps it is normal that ferries in Matnog will dock offshore. It is also usual that a ferry will wait a little for a ferry loading to depart before they can dock especially at peak hours. Again, the docking of ferries askew to the port in high tide where there is no RORO ramp still goes on. Matnog Ferry Terminal and the Philippine Ports Authority is really very poor in planning that one will question what kind of data do they input in planning. I even doubt if the idea of a breakwater ever crossed their minds. Matnog is one place where swells are strong especially both in habagat and amihan (it has that rare distinction) or if there are storm signals (and Bicol is so famous for that) or when there is what is called as “gale” warning by the anachronistic weather agency PAGASA (they issue a “gale warning” even if there is no gale; they could have just issued a “strong swell “ warning because it is actually what they are warning about).

In Bicol, Matnog Ferry Terminal has the most number of vessel departures per day if motor bancas are excluded. Matnog’s vessel departures can reach up to 20 daily in peak season with a corresponding equal number in arrivals. In this regard, Matnog Ferry Terminal is even ahead of the likes of Legazpi, Tabaco and Masbate ports and such it is Number 1 in the whole of Bicol. That will just show how dominant is the intermodal system now. And how strategic is the location of Matnog.

A few years ago there was a change in Matnog Ferry Terminal that I was bothered about. Matnog is one port that has a very strong traffic and traffic is what drives income up. But before her term was up Gloria gave the operation of Matnog Ferry Terminal passenger building to Philharbor Ferries. This was also about the same time she wanted to privatize the regional ports of the country with strong traffics like Davao, Gensan and Zamboanga.

Now what is the point of giving the control of a passenger terminal building of a very strong port to a private entity? That port terminal building is actually a cash machine. Imagine about 2,000-3,000 passengers passing there daily in just one direction. Of course Gloria has some debt to the true owner of Philharbor in terms of executive jet services during her term and for providing escape to Garci. Was the deal a payback?

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No covered passenger walkway in Matnog

After years of private operation I have seen no improvement in Matnog Ferry Terminal. From what I know the construction of the two new back-up areas were funded by government. So what was the transfer of control of the passenger terminal building all about? They cannot even build a covered walkway from the passenger terminal to the ferries when BALWHARTECO port was able to do that (and both have long walks to the ferry). Does it mean that BALWHARTECO port cares more about its passengers?

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BALWHARTECO covered walk for passengers

Matnog Ferry Terminal could have been a greater port if properly managed and it should have been properly managed and programmed because it is one of the critical ports of the country. It is actually the strongest of the four Ferry Terminals and by a wide margin at that. Now, if only they will plow some of the profits of the port back into improvements of the port. Or shell out money like what they did to Ubay and Pulupandan ports which severely lacks traffic until now even after spending three-quarters of a billion pesos each. Again one will wonder what kind of data PPA used. Did the “figures” come from whispers of powerful politicians? And did they twist the moustache of NEDA Director-General Neri?

Quo vadis, Matnog Ferry Terminal? You should have been greater than your current state.

Allen is the King of Samar Shipping

Allen, a small town in the northwest tip of Samar island is the king of Samar shipping if measured by the number of ports existing and by the number of vessel arrivals and departures and even in the passenger throughput. This has not always been so because in the past Calbayog and Catbalogan have been the kings of Samar shipping. That was the time of cruiser liners and when the intermodal system did not yet exist.

Allen has been the connection of Samar to Sorsogon even before World War II when motor boat (lanchas) was the king of connections between near major islands. That was simply because Allen is the nearest town of Samar to the Sorsogon landmass. Additionally, Allen was also the connection then of the northwestern part of Samar to Calbayog when there was still no road connecting those two parts of Samar.

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Credit to Gorio Belen and Times Journal

The BALWHARTECO (Balicuatro Wharfage and Terminal Corporation) port was THE port of Allen even then. This port is a private port and founded by the father of the current owning Suan family. From a port handlings lanchas, BALWHARTECO port evolved into a RORO port with the coming of the ROROS. When it did, the Matnog-Allen lanchas gave way to the ROROs until they became extinct. With that, gone too was the cumbersome mano-mano cargo handling system done by the porters.

In the past, liners from Manila docked in Calbayog and Catbalogan mainly and also in Laoang, Caraingan, Allen and Victoria. But with the finishing of the Maharlika Highway, the buses and also the trucks came to Bicol and suddenly there was a need for a RORO to cross them across San Bernardino Strait to Samar which Cardinal Shipping through Cardinal Ferry 1 provided in 1979. This was followed by other companies with ROROs like Newport Shipping whose owner is from Laoang town. Other companies followed such as the Philippine Government through Maharlika Uno in 1982 and by the Bicolandia Shipping of Eugenia Tabinas.

When the intermodal buses and trucks came, the bottom suddenly fell out of Northern Samar ports and ships and in a few years they were gone. Calbayog and Catbalogan proved more resilient but the BALWHARTECO private port in Allen grew by leaps and bounds as the years showed consistent annual increase of trucks, buses and passengers crossing the San Bernardino Strait. From a wooden wharf BALWHARTECO port was converted in a concrete causeway-type wharf. Moreover, additional buildings were added to BALWHARTECO port and it housed pasalubong shops, eateries and various offices plus a lodge and a disco above.

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BALWHARTECO in earlier days. Photo by Lindsay Bridge.

When BALWHARTECO and the San Bernardino connection grew, others were tempted to also have their own like the Dapdap and Jubasan ports. Dapdap is owned by Philharbor Ferries and the new Jubasan port is owned by Sta. Clara Shipping Corporation. So now Allen has three ports and very rare is a town that has three private ports catering to ROROs.

Meanwhile, the old dominant ports of Calbayog and Catbalogan no longer have liners from Manila nor overnight ferries from Cebu with the exception of the new Manguino-o port in Calbayog which hosts Cokaliong Shipping Lines. In the main they have already lost to the intermodal trucks from Cebu which use ports in the western seaboard of Leyte as entry like Palompon, Isabel, Ormoc including GGC, Albuera and Baybay.

These changes only showed the complete triumph of the new paradigm, the intermodal system where vehicles (buses, trucks, cars, etc.) are now just rolled into ROROs including LCTs and the traditional way of shipping cargo has already been superseded.

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BALWHARTECO port

In a day, Allen has nearly 20 ROROs dockings and an equivalent number of departures for a total of about 200 vehicles of at least four wheels either way so not counted here are the likes of motorcycles. Near ports of cities like Tacloban, Masbate, Legazpi and Tabaco do not even have such volume. It actually exceeds even the port of Ormoc, the greatest port in the western shores of Leyte. So that is how big is the traffic of Allen and probably many do not realize that. Additional some 2,000 passengers a day pass each way in Allen for a total of about 4,000 passengers. North Harbor of Manila doesn’t even have such passenger volume.

However and sadly, such growth, such traffic are not transferred in the locality. Where before a port confers prosperity because the big bodegas and trading houses will be there, this is not in the case of the intermodal system because the cargo, which is rolling cargo at that, just passes through. There are no bodegas or trading houses in Allen. And that is the case of all the short-distance ports in the eastern seaboard from Matnog to Allen to Liloan to San Ricardo and Lipata.

Maybe it is not right to expect to have bodegas in Allen. That is impossible as the cargo trucks will simply roll on. But there must be a way to grab some business from all those passing vehicles. Like fuel sales if the pump price is right. Or restaurants like Jollibee. There are passengers like me who desire such kind of restaurant which serve a standardized quality of food in an air-conditioned accommodation.

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BALWHARTECO offices and eateries. The lodge and disco are located above.

Well, maybe even hotels or lodging houses. But the price should be right otherwise the travelers will just continue on (Allen is known to travelers as having high lodging rates). BALWHARTECO port has a lodge and that shows this is possible. The best type will be a SOGO-type of hotel that offers 12-hour accommodation for half the price.

Pasalubongs and novelty items like T-shirts are also possible. Like in lodgings the price should be right. Novelties must have the reputation of being cheaply-priced. Tourism? Maybe not. The transients did not come to Allen for that.

Allen is king of Samar shipping but it is poor. As of today it is just a fourth-class municipality which means an income of just P25-35 million yearly. Its population is still small. So it means people are not moving in for maybe there is really no growth and progress.

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Jubasan port of Sta. Clara Shipping Corp.

What Allen is famous for is its illegal exactions (illegal because the Supreme Court has twice declared it is so and that is the final authority on legalities) on the vehicles and passengers. They will charge the vehicles when arriving and when departing. At P75 per truck (their rate) and and about 300 trucks and buses passing daily both ways that would have been an easy P20,000 per day net or P7 million a year. Add to that the P5 per departing passenger. That would be about another P10,000 per day or P3.5 million a year. It seems these collections are not reflected properly in Allen’s income. At P10 million a year times for 30 years there should already been an infra that Allen can be proud of but it seems there’s none as Allen still has the look of a small town.

Allen has ports that is doing good business except Dapdap. Truth is its ports are the best infra in the town. Its incomes should have been a good addition too.

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Dapdap port of Philharbor

But Allen is still poor. Like Matnog, Liloan and San Ricardo although all have illegal exactions. Me and Rey B. called that the curse of the illegal exactions.

Sometimes they say the king is poor. Maybe that is Allen.