The OVERNIGHT FERRIES in the PHILIPPINES and its BASE PORTS

written by Mike Baylon

The Overnight Ferry sector is the middle sector of passenger shipping in the Philippines and it bridges the multi-day, long-distance Liner sector and the ubiquitous and important-to-the-intermodal-system Short-Distance Ferry sector. The sector’s most visible characteristic is its overnight voyage and normally it is the route distance that dictates the sailing time. Secondary is the requirement of cargo handling – purchasing of goods to be transported is done during the day when stores are open. And for the purchaser the overnight ship is the perfect respite after a day’s tiring shuttle around the city to buy goods.

Cebu Ships at Ozamiz Port
Overnight Ferries ©Mark Ocul

It is also true for the sellers of goods from the province – the day is their delivery time and the chance to look for customers. Or at least that was how it used to be for the purchaser and the seller. For those ordered through the phone, the day is the perfect time for merchants to assemble the goods and deliver those to the pier. These kinds of commerce dictate why on overnight ships the loading is still loose cargo or palletized. Of course if the trader will make direct deliveries and bypass the regional traders then he will have to bring in a truck. That is why the intermodal system is gaining headway in overnight shipping as in rolling cargo (not container cargo) is on the rise in this sector.

Sometimes the route distance difference might not be great but what separates the overnight ferries from the short-distance ferries is the provision of bunks where passengers can lie down and sleep. Short-distance ferries, meanwhile, are equipped with seats and benches which are not comfortable for the medium distances. Overnight ferries are also, generally, bigger and a little faster. Where short-distance ferries will seldom breach 50 or 60 meters in LOA, that length is almost the starting length of overnight ferries, in the main. If 100 meters is the peak length of overnight ferries, that length is also the startling length of the liners.

Trans-Asia 10 ©James Gabriel Verallo

This hierarchy is also mirrored in speed. Short-distance ferries especially the Basic, Short-distance Ferry will seldom travel over 11 knots. For overnight ferries that is usually the starting speed unless the distance is not that long and the overnight ferry use economical speed. Now if liner speeds generally start at 17 knots, well, that is practically the top speed now for overnight ferries but the truth is few run at that speed now.

In accommodations and amenities, the being middle ground of the overnight ferries are also reflected. Where basic, short-distance ferries will usually have only a TV and maybe a videoke as entertainment and a kiosk as amenity and liners will almost have all the works, the overnight ferry will have something in between. In general, they will have an airconditioned accommodation and even cabins, a dining area or restaurant, a better canteen with hot meals in the better ones, a lounge and even a bar and a massage parlor or a spa sometimes. However, unlike in liners the meal on overnight ferries is not complementary or free.

Trans-Asia 5 Lobby ©Kenneth Sy
Triangulo Suite
Triangulo Suite of Filipinas Nasipit ©Mark Ocul

In the dawn or in the morning the passengers disembark after a night’s rest and journey. In a sense, the overnight ferry is just like an overnight lodging house except that it is travelling. It even has toilets and baths so a passenger can go down fresh and presentable.

In ship design, most of the overnight ships are ROROs or ROPAXes to be more accurate. There are still Cruisers and these are mainly in Zamboanga (they are about half of the steel-hulled overnight ferries there). In some routes there is still the wooden Motor Boat (“batel” or “lancha”) including the Moro boats.

Magnolia Fragrance
Magnolia Fragrance ©Mike Baylon

In the Philippines, many do not realize that our country has only three base ports for the overnight ferries and these are Cebu, Batangas and Zamboanga. Not by design, perhaps, but it happened that one is in the Visayas, one is in Luzon and one is in Mindanao. This used to be four previously with the other one being Manila but as base of overnight ferries Manila has already lost to Batangas which is nearer to the islands.

Ferries might emanate in Northern Mindanao or Jolo or Caticlan but if one looks closely those ferries are not really based there; it just happened to be the end of the route. The base port is also reflected in the domicile of the ferry along with the situation of the city as an emporium and entrepot, a trading place where a long array of goods can be bought and sold and in good quantity.

Cebu International Port and Mactan Channel
Cebu International Port ©Mark Ocul

Cebu is the biggest of the three base ports. She has the most number of overnight ferry companies and the most routes. From Cebu the routes radiate to Northern Mindanao (Surigao, Nasipit, Cagayan de Oro, Iligan, Ozamis, Plaridel and Dapitan), Leyte (Maasin, Bato, Hilongos, Baybay, Ormoc and Palompon), Samar (Catbalogan and Calbayog), Masbate, Iloilo, Dumaguete, Bohol (Tagbilaran, Tubigon, Jetafe and Ubay) and to Siquijor and Camiguin island-provinces.

Outer wharf of Zamboanga port
Zamboanga International Port ©Mike Baylon

Zamboanga, meanwhile, has routes to Jolo, Bongao and other minor islands of Tawi-tawi province, Olutanga island and Margosatubig in Zamboanga del Sur. Other routes from Zamboanga are gone now because of the development of the highways. Moro boats still ply routes to distant islands like Taganak, Mapun, Cagayancillo and some other minor and remote islands.

Batangas International Port ©Michael Gutib

Batangas, the third base port has overnight routes to Caticlan and Dumaguit in Panay island and to the Romblon islands. With the development of the highways in Mindoro, it has lost its overnight routes to San Jose and Sablayan, both in Occidental Mindoro. It also lost the overnight routes to Coron, Palawan and Masbate City.

From Cebu the following shipping companies have overnight routes: Trans-Asia Shipping Lines, Cokaliong Shipping Lines, Lite Ferries, Roble Shipping, Medallion Transport, George & Peter Lines, Lapu-Lapu Shipping, Asian Marine Transport System, VG Shipping, Gabisan Shipping, South Pacific Transport and J&N Shipping. From Zamboanga, meanwhile, the following shipping companies have overnight ships: Aleson Shipping, Magnolia Shipping, Ever Lines, Sing Shipping, Evenesser Shipping, Ibnerizam Shipping and KM Shipping. From Baliwasan wharves Moro boats with not-so-regular schedule also ply overnight routes and the most prominent of this is L5 Shipping while the rest are practically one-boat operations.

From Batangas the overnight ferry operators are Montenegro Shipping Lines, 2Go Travel, Navios Lines, CSGA Ferry and Asian Marine Transport System. Most of the ferry runs from Batangas are on short-distance routes.

With the withdrawal of MBRS Shipping and successor Romblon Shipping Line along with Moreta Shipping there is almost no overnight ferry company left in Manila as the route to Coron and further can hardly be classified as overnight routes with its distance and with the slowness of the ships in the route. The only overnight route now from Manila is that to Tilik served by Atienza Shipping.

MV May Lilies ©Irvine Kinea

On a minor scale Lucena is also a base of one remaining overnight ferry company which is Kalayaan Shipping which has a route to Romblon. It already lost its overnight route to Masbate. In this scale Iloilo can also be considered since it is the base of Milagrosa Shipping and Montenegro Shipping Lines, both of which have a route to Cuyo and Puerto Princesa.

Looking at their role it is obvious that these base cities are also our biggest trading centers which supplies and receives goods from the islands. Of course none of them can match Manila which is a national port and a national trading center and that is why Manila is the base of the liners and our container shipping companies.

The overnight ferry sector is already beginning to feel the pressure of the intermodal transport system which has impacted in the past two decades liner shipping and its equivalent in cargo shipping, the long-distance container shipping. More and more intermodal trucks are being loaded and this was first felt by this sector in Batangas. Now in Cebu there are more and more intermodal trucks for Leyte (some of those are still bound for Samar), Bohol and Masbate. It is also beginning to appear in overnight ships to Mindanao although there is still the bar of high rolling rates because of the distance. That is why many still roll first through Dumaguete and through Leyte before taking the short-distance ferry to Mindanao.

The new sector of the cargo RORO LCT is also now taking cargo away from the overnight ferry sector. These LCTs take in intermodal trucks and now it has several routes to Leyte and Bohol. Recently it inaugurated a route from Bogo to Bacolod and soon there will be a route to Panay. Actually this sector has also taken out a fraction of the cargo of container shipping companies by loading container vans from Manila. It is Ocean Transport helped by Asian Shipping Corporation which is dominating this sector from Manila.

Whatever, the overnight ferry sector will still be present for a long time. The budget airlines will impact some of its routes from Cebu to Mindanao and Iloilo and from Zamboanga to Bongao but in the main most of the overnight ferry routes are immune to this challenger because simply put there are no airports in their end-routes.

Except for Dumaguete and Bacolod the intermodal bus is still a long way from challenging them as geography does not favor them. A bus can’t compete in a port-to-port setting where the land distance is shorter than the sea crossing because most of the revenue will simply go to the ship as ferry fare and they the bus will still have to pay the ship as cargo that was loaded.

The High Speed Crafts (HSCs) are also limited in challenging because their fares are higher than the overnight ferry or the equivalent day ferry. Besides they can’t carry any respectable amount of cargo. Actually, in the last two decades the HSC sector has lost half of its routes and there are less operators now and the crafts are beginning to gray (Oceanjet is the notable exception).

Besides, there might not really be a substitute for the ‘floating hotel that travels’ which is the overnight ferry. For the price of a lodging house one is brought through the night to one’s destination. Now, how convenient can that be and how value-laden?

That, my friends, is the secret of the overnight ferry.

Advertisements

Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out / Change )

Twitter picture

You are commenting using your Twitter account. Log Out / Change )

Facebook photo

You are commenting using your Facebook account. Log Out / Change )

Google+ photo

You are commenting using your Google+ account. Log Out / Change )

Connecting to %s