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.

Recent Developments in Bicol Passenger Shipping

A Backgrounder

A few years ago, Montenegro Shipping Lines Inc. (MSLI) of Batangas entered the Matnog-San Isidro route using the government-owned San Isidro Ferry Terminal in San Isidro, Samar. Before that the company already plied before the Masbate City-Lucena route but got suspended when their MV Maria Carmela burned just before reaching Lucena and there were protests in Masbate backed up by their politicians. But aside from that route, Montenegro Shipping Lines had a route from Masbate City to Pilar using basic, short-distance ferry-ROROs and hybrid LCTs (Pilar port can’t accommodate anything bigger because of its shallowness) and fastcrafts. In that route they were able to outlast the fastcrafts of Lobrigo Lines and the route became their staple and stronghold after they were driven out of the Batangas-Calapan route because the SuperCats there were simply superior than them.

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San Isidro Ferry Terminal

They then entered the Matnog-San Isidro route across San Bernardino Strait using the government-owned San Isidro Ferry Terminal. I knew it was a creeping move on their part and entry to the San Isidro route is easy since no ferry is using that route ever since Archipelago Philippine Ferries and Philharbor Ferries and Port Services left that port when they built their own port in Dapdap which is much nearer to Matnog than San Isidro. I knew MARINA, the maritime authority will easily grant a franchise since there is no ferry using that terminal and the 50-kilometer restriction has already been lifted by MARINA per Pres. Gloria Macapagal Arroyo’s instruction. Before, on parallel routes no franchise will be issued if the competing port is less than 50 kilometers away (but it seems that did not apply to the likes of western Leyte ports and the ports of near Dumaguete).

I was not worried for Bicol ferry companies as long as Montenegro Lines is in San Isidro because that route carries a significant penalty in distance as BALWHARTECO port which is being used by the Bicol ferry companies is just 11 nautical miles in distance while the San Isidro port is 15 nautical miles in distance from Matnog Ferry Terminal. I knew Montenegro Lines had to give near parity in rates if they want patronage. And they will have to field a faster ferry which they did and they suffered the fuel penalty. It was obvious that in using San Isidro Ferry Terminal that they are handicapped in competing with the Bicol ferry companies (Sta. Clara Shipping Corporation, Penafrancia Shipping Corporation, 168 Shipping Lines and Regina Shipping Lines).

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Dapdap port

But then it happened that the Archipelago/Philharbor operation which operated the Maharlika and Grand Star RORO ferries was tottering they opened up Dapdap port for Montenegro Lines. And that is where I began to worry for the Bicol ferry companies as Montenegro Lines is a big shipping company (they even tout they have the most number of ferries which is actually true) and if transfer pricing was used by the big oil companies and by the bus group Vallacar Transportation Inc. locally then they can engage in price wars and the smaller Bicol ferry companies will suffer. With the move to Dapdap port and with the lessening of Archipelago and Philharbor ferries it is as if those twin companies are giving Montenegro Lines free business. Dapdap port is a little farther than BALWHARTECO port which the Bicol ferry companies are using but the difference in distance is minimal at about 11 nautical miles to 11.5 to 12 nautical miles. Of course, the shipping companies have their regular and locked patrons but there are a lot of non-committed vehicles especially the private vehicles (as differentiated from company vehicles) which pay the full, published rates unlike the regular and locked patrons.

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Jubasan port

A little later when the Sta. Clara Shipping Corporation (SCSC) built its own port in Jubasan, also in Allen, for their and their sister company Penafrancia Shipping Corporation’s use, BALWHARTECO then opened its gates to Montenegro Lines and so the company finally had access to the most advantageous port in Samar (this port is in direct line to the vehicles from Catarman and Rawis). It seems the creeping strategy of Montenegro was finally working. In shipping it is not necessary that a company will get the most advantageous port or route at the start. With patience and resources, better arrangements and opportunities soon open.

Developments and the Current Situation

I was watching what will be the fate of the Bicol ferry companies especially since the long bond and partnership between BALWHARTECO and Sta. Clara Shipping Corporation, the biggest Bicol ferry company was broken with the building of the Jubasan port against the wishes and objection of the owners of BALWHARTECO (this episode almost reached the courts since the owner tried to stop the construction as he was the Mayor of Allen where the ports are located and bitterness was really high). Well, none sank, most even grew and that was a surprise for me.

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Denica ferries in Masbate port

In Masbate, Denica Lines, which was basically only in motor bancas and cargo motor boats before fought back magnificently with the acquisition of the MV Odyssey to be followed by the MV Marina Empress which were just poor discards of other shipping companies. Both suffered engine troubles at the start and Denica Lines had to spend money for the two. Then this year Denica Lines was able to purchase a third basic, short-distance ferry-RORO, the MV Regina Calixta II of Regina Shipping Lines of Catanduanes which was already buying bigger ferries. The MV Regina Calixta II is unrenamed as of this moment as changing names is actually not peanuts with regards to MARINA.

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Denica fastcrafts refitting in Pilar port

And last year Denica Lines got two rundown fastcrafts which they are slowly refitting right in Pilar port. So right now or soon, it seems Denica Lines is already ready to slug it out with Montenegro Lines toe-to-toe in the Masbate City-Pilar route. Meanwhile, Sta. Clara Shipping Corporation and twin company Penafrancia Shipping Corporation is doing roaring business in the parallel Masbate City-Pio Duran route especially since Medallion Transport was driven away from that route after their MV Lady of Carmel sank. The truck loading in that route is so good that Sta. Clara Shipping Corporation bought the LCT Ongpin, lengthened it and fielded it in the route as the LCT Aldain Dowey. And that is aside from two 60-meter ROPAXes they maintain in the route. So if the ferries of Denica Lines and Sta. Clara Shipping Corporation in the route from Masbate City to the Bicol mainland is totaled then Montenegro Lines is outmatched already except in the High Speed Crafts segment which competes with the big motor bancas of different companies.

In the Matnog-Samar routes, the Bicol ferry companies are more than holding its own although both has not grown except in frequency. If there was growth it was taken by Archipelago Ferries Corporation which fielded a brand-new FastCat in the Matnog-San Isidro route which is also doing good business. But in terms of net, Archipelago Ferries is not ahead as the business they gained with the fielding of FastCat might not be greater than the business they lost with the disposal of the Maharlika and Grand Star RORO ferries (and they are paying docking fees in San Isidro Ferry Terminal while their own Dapdap port is unused). In my comparisons, I still consider Archipelago and Philharbor as Bicol ferries since they started as such although with the good FastCats now they are trying to erase their connection to the lousy Maharlika and Grand Star RORO ferries because obviously they are ashamed of their record there.

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FastCat in San Isidro Ferry Terminal

And Montenegro Lines did not gain either in the Matnog-Allen route as the Bicol ferry companies was able to hold their own relative to them. If there was growth it was taken by the subsidiary of 2GO, the SulitFerry which operates a brand-new ROPAX LCT, the LCT Poseidon 26 and another one or two Cargo RORO LCTs depending on the season. Finally, 2GO discovered what was eating up their container shipping and passenger liner business and decided to compete (“if you can’t beat ‘em, join ‘em”). Lacking enough resources, they started conservatively by just chartering new LCTs from Concrete Solutions Incorporated (CSI), owner of the Poseidon LCTs, whose fleet seems to be ever growing.

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The Poseidon 26 of Concrete Solutions and SulitFerry

In the routes to Catanduanes, there was obvious growth and changes. Initially, the most striking perhaps is the appearance of the two High Speed Crafts (although technically one is already a Medium Speed Craft) of the Cardinal Shipping Lines Incorporated, the MV Silangan Express 1 and the MV Silangan Express 3. I had my doubts early on about the viability of the two but it turned out they were doing okay. One reason maybe is their reasonable fares which is just about one will expect from a Tourist accommodation in a regular ferry and not double the Economy fare like what is charged in other parts of the country. The two HSCs of Cardinal Shipping also run in the hours not served by the regular ROPAX whose schedules are dictated by the arrivals of the buses (which means a morning departure from Tabaco and a noon departure from Catanduanes).

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The Regina Calixta VII (ex-Maharlika Cuatro). Photo by Dominic San Juan

One Catanduanes ferry company and a native of Catanduanes which made a great stride recently was Regina Shipping Lines or RSL. This company has already disposed their basic, short-distance ferry-ROROs and instead bought bigger ferries. Part of their new acquisitions were the former MV Maharlika Tres, acquired from Atienza Shipping Lines and the former MV Maharlika Cuatro from Gabisan Shipping Lines. The two double-ended ferries became the MV Regina Calixta VI and and MV Regina Calixta VII in their fleet. The company was also able to acquire the former MV Grand Star RORO 3 which became the MV Regina Calixta VIII in their fleet. Rounding off the fleet is the MV Regina Calixta V which they acquired from China.

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The Regina Calixta VIII (ex-Grand Star RORO III)

The former ferries from Archipelago Ferries and Philharbor Ferries are no longer the sad ferries of Christopher Pastrana, the boastful. All feature Tourist accommodations now (there was none before) with a disco motif and sounds where good videos are played during the trip and all feature good, brand-new seats in Tourist (Regina Shipping Lines was in buses before and they know these things). Even the engines were refitted that the former MV Maharlika Tres is already running faster than her design speed (the maximum speed when new). The owner of Regina Shipping Lines simply opened his checkbook unlike Christopher Pastrana (who opened the checkbook of DBP instead) and the Mayon Docks of Tabaco City forthwith did the make-overs of the former lousy Archipelago and Philharbor ferries derided in the eastern seaboard. Now those ferries are already the favorites by the passengers.

There was also another change in the Masbate ferries. This was when Asian Marine Transport Corporation (AMTC) sold their MV Super Shuttle Ferry 19, a double-ended ferry that was off-and-on doing the Bogo-Cawayan route. She was bought by the D. Olmilla Shipping Corporation, refitted also in Mayon Docks and she became the MV Cawayan Ferry 1. She still plies the same route and schedule.

Meanwhile, Sta. Clara Shipping Corporation was able to acquire last summer two former Tamataka Maru ships from Japan, the MV Tamataka Maru No. 85 and the MV Tamataka Maru No. 87 in a buy one, take one deal and the two ferries were refitted in Nagasaka Shipyard in Tayud, Cebu (Sta. Clara Shipping Corporation is a stockholder in the said yard). The MV Tamataka Maru No.85 is now running the new route of Sta. Clara Shipping Corporation, the Liloan-Lipata route across Surigao Strait, an expansion route outside Bicol acquired by the company some two or three years ago. The ship is now renamed as the MV Adrian Jude and she is meant to compete with the MV SWM Stella del Mar of the Southwest Premier Ferries, a new operator in that route using a brand-new ferry similar to and the sister ship of the new vessels of Starlite Ferries of Batangas.

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The Adrian Jude. Photo by Capt. John Andrew R. Lape

The former MV Tamataka Maru No.87 is also ready now, she is already in Bicol and waiting but unrenamed yet according to the last information I received a day ago. She is meant to ply the new route of Sta. Clara Shipping Corporation from Masbate to Cebu, another new expansion route of the company but the exact route is still being applied for. Sta. Clara Shipping Corporation is one Bicol company aside from Denica Lines which has shown aggressive growth in the past years.

Meanwhile, it seems Montenegro Lines has lost its aggressiveness. Their fleet size in Bicol is practically the same although they rotate ships especially in the Matnog-Samar route (except for the MV Reina Emperatriz there and the MV Maria Angela in Masbate). Their only addition in Bicol is their new catamaran MV City of Angeles, a High Speed Craft in the Masbate-Pilar route.

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The City of Angeles

I was trying to analyze the lack of zest and the lack of pep of Montenegro Lines in the recent years especially in the context of Bicol shipping. It seems that when their “patron saint” went out of power and was made an enforced guest, Montenegro Lines’ drive faltered. It also seems that the blessings usually going to Montenegro Lines already went to another shipping company and so Montenegro Lines had to scrounge for additional ferries whereas before, they were buying ferries as if the supply of it won’t last (now it is the new favorite which is precisely doing that). Now, i don’t really know how come their blessings went away.

I do not know. Things can always change and it seems Montenegro Lines is no longer that great a threat to the Bicol ferry companies which showed spunk in the recent years except for 168 Shipping Lines, the owner of the local Star Ferry ships which seems to be languishing with no ship additions.

One loss, however, is something that cannot be averted and has long been expected. This is the discontinuance of the LCT to Cagraray island from the Albay mainland across the very narrow Sula Channel which has been a ship shelter for centuries now. A new bridge has been built connecting the fabled island which hosts the well-promoted Misibis Resort, the best resort in Albay province.

But as a whole Bicol ferry shipping was on the rise in the recent years and that is surely a good thing for the region.