The Disproportionality of the Ferry Losses in the Philippines

Many times the question of if our ferries are safe is asked. This is especially true when a ferry has an accident or is lost especially when the casualty count is high. Rather than answering the question straight, if I am asked, I might answer it “it depends” because that is probably the most exact answer to the question anyway but then many will be puzzled by that answer (pilosopo ba?). Read on and you will be enlightened further and maybe your views about the safety our ferries might change.

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Even if a car is new it doesn’t mean it won’t take a dip into the water. Same principle applies with ships. Photo by Zed Garett (happened just today — what a timely photo for my article). Thanks a lot to the photo owner.

But first a clarification. I am purposely limiting this topic to ferries because tackling all the ship types at once will be very heavy and tedious as we have more freighters than ferries and add to that the other types like the tugs, tankers, etc. The ferry losses is the segment that actually raises the hackles of the people of the country who are mainly uneducated on the topic of maritime losses. This relative ignorance is further fanned by our also-uneducated media whose writers and editors cannot even seem to get the ferries’ names right (it seems they are too lazy to verify with MARINA, the maritime authority). Of course, it is well-known that our media is on the sensationalistic side and so oftentimes accuracy, objectivity and balance are lost with that (do these sell anyway?).

Another limitation I also pose here is I won’t include our wooden-hulled passenger crafts in the discussion. Those crafts are really flimsy especially those equipped with outriggers, the motor bancas. This ship type (those are ships because any sea craft having a passenger capacity of 12 is not a boat) lacks the basic safety equipment that even without a storm they can sink like when an outrigger breaks or when the hull develops a leak big enough that water can’t be bailed fast enough. But I would rather not comment on their seamanship or lack of formal maritime education because in my decades of traveling at sea I found that many of them are actually very good in reading the wind and the waves, a nautical skill that is not taught in maritime schools anymore. Also excluded in the discussion are the wooden-hulled lanchas and batels which were formerly called as motor boats which are not called as motor launches.

My topic here is about the disproportionality (or lack of proportionality) of our maritime losses to clarify that our ferry losses are not proportional with regards to the area and to the ship type (the implication is not all sink). Like what I just mentioned earlier, our wooden-hulled crafts especially the motor bancas are prone to losses especially in areas notorious for its dangerous waves like in Surigao. But these sea crafts continue to exist because in many cases these are the most practical crafts for certain routes like the routes to our small islands and islets or the coastal barrios that have no roads (or if taking the roundabout road will take too long). Motor bancas can land even on bare shores which the other crafts can’t do and moreover these can operate profitably on the barest minimum of passengers and cargo something which is impossible in steel-hulled vessels which have engines that are much, much bigger and are heavier.

The liners, our multi-day ships, among our class of ferries are also very vulnerable to losses (a surprise?) and much more than others classes pro rata to their small number. Relative to their small number, we have lost a lot of liners in the past for a variety of reasons – capsizing, foundering, beaching, wrecking, collision, fire, bombing and explosion. And this might come as a surprise to many because in the main it is our liners that are the biggest, these hold the highest of the certificates (and in insurance many have the comprehensive P & I or “Protection and Indemnity”), these have our most experienced and best crewmen supposedly (unlike in smaller ferries where a Second Mate can serve as Captain of the ship) and much pride of its shipping company is riding on them (well, not all, as we had liners that were no more than the average overnight ferry).

But this vulnerability is actually completely true. We lost the SuperFerry 3 (fire in a shipyard in 2000), SuperFerry 6 (fire while sailing in 2000 too), the SuperFerry 7 (fire in port in 1997), SuperFerry 9 (capsizing in 2009), the SuperFerry 14 (firebombing in 2000 but the official report says otherwise). A total of five SuperFerries when only a total of 20 ships ever carried the name “SuperFerry” (it seems it is not a good name?). The St. Thomas Aquinas, the former SuperFerry 2 was lost in a collision in 2013 and the St. Gregory The Great, the former SuperFerry 20 was also lost (taking a shortcut and hitting the reefs and she was no longer repaired and just sold after equipment was taken out). These two ferries were already under 2GO when they were lost. Not included here were the groundings of the Dona Virginia and the Our Lady of Banneux (technically under Cebu Ferries Corporation then but an actual liner) from which they were never repaired and ending their sailing careers).

Sulpicio Lines is much-lambasted and derided by most of our people but actually they have less losses from their “Princess” and “Don/Dona” series of ships in the comparative period as the existence of the “SuperFerries” of WG&A (William, Gothong & Aboitiz and its successor company Aboitiz Transport System (ATS). However, it is true that in passenger casualties the total of Sulpicio Lines is much, much higher because they have the tendency to sail straight into storms like the revered Compania Maritima before them (in terms of ship losses and not in casualties) and that historical company took a lot of losses from those risk-takings too (and more than even Sulpicio Lines).

From 1996 when the WG&A was formed, Sulpicio Lines only lost the Philippine Princess (fire while under refitting in 1997), the Princess of the Orient (capsizing in a storm in 1998), the Iloilo Princess (fire and capsizing while under refitting in 2003), the Princess of the World (fire while sailing in 2005) and the Princess of the Stars (capsizing in a storm in 2008) and the Princess of the Pacific (serious grounding incident resulting in complete total loss in 2004). That is until they were suspended in 2008 when only one liner was left sailing for them, the Princess of the South which did not sink.

In the comparative period, WG&A and ATS employed a total of 24 liners (the overnight ferries of Cebu Ferries Corporation was obviously not included here are they are not multiday liners). Sulpicio Lines had a total of 22 liners in the parallel period so their numbers are about even. But the ship loss total of WG&A, ATS and 2GO is clearly higher and the public was never made aware of this. Maybe some good PR works while it seems Sulpicio Lines never took care of that and all they knew was feeding their passengers well (unli rice or smorgasbord, anyone?). But then however those liner losses are scandalous in number, by whatever measure. Imagine losing more than one liner per year on the average.

Some of the liners of WG&A and ATS were not SuperFerries in name but but the Our Ladies, the two Cities and a Dona from William Lines had perfect safety records as none of them was ever lost. Now, does the choice of name matter in safety? Or the “lesser” ferries do try harder and are more careful? That discrepancy certainly made me think and it might be worth a study.

Negros Navigation was far safer than the WG&A and Sulpicio Lines losing only the St. Francis Xavier in 1999. Do naming of liners after saints enhance their safety? Conversely, do naming of liners with the qualifier “Super” means the ship will sink faster? Questions, questions. But the lightly-regarded and revived Carlos A. Gothong Lines Incorporated (CAGLI) tops them all with absolutely no losses. Now for a company that sometimes have difficulty painting their ships that is something (while the spic-and-span WG&A and ATS which repaints their liners while sailing tops the losses department). Does it mean it is better not to repaint liners well? I observed in the eastern seaboard that the ships that are not painted well have no losses (until the dumb Archipelago Ferries let its stalled Maharlika II sank into the waves in 2014 without rescuing it and thereby breaking the record – that ship was newly painted when it went under so the repainting might have doomed her?). Well, in my earlier thesis and later in this article I find it funny that the ships which are more rusty does not sink as long as it is not a Batangas ship (ah, the disproportionality again). While those that can always afford new paint like WG&A and successor ATS sink. Is a new coat of paint a sign of danger for the ship? Or is it the P & I insurance that did them in? Funny, funny. Negros Navigation when it was already in trouble and lacks the money already did not have one ship sinking. So the illiquidity which Negros Navigation suffered means more safety? Har, har! Whatever, I want to commend them and top honcho Sulficio Tagud for taking the high road and not just let the ships sink just to collect insurance. And last note, in multi-day liner operations before, Aleson Shipping Lines never lost a ship.

Liners sink at a faster rate pro rata compared to overnight ferries (if the wooden-hulled ferries of the past are not counted) and that is a big puzzle to me. And of course nobody will know for sure because nobody studied that as we don’t have the equivalent of the National Transportation Safety Board (NTSB) of the USA which call in true experts and go in depth why the transportation accidents happened. Is it because while on a voyage the liners are practically running 24 hours a days and systems, equipment and personnel are stressed more? Is it because the ships reach their reliability/cycles earlier in terms of hours of usage like the electrical lines which is a cause of fire? Or are their crew simply more tired and believes that their ships with high certifications are less vulnerable to sinking (as if those certificates will keep the ship afloat)?

In the earlier decades and even recently it is known that liners take more chances with storms and maybe because they think they can battle the waves better because they are bigger. There are shipping companies who were known to be more brave (or foolhardy?) in sailing ships when there are storms about and among them the old Compania Maritima and Sulpicio Lines almost surely top the list. Now, however, the field is more level as all Philippine ships are barred from sailing when the center wind of the storm reaches 60kph. And for the smaller ships less than 250gt they are not permitted to sail when the center wind is already 45kph or when the local weather agency PAGASA declares a “gale warning” even though there is no a gale. When the suspensions are in effect better just watch the foreign ships still continue sailing for they are not covered by the suspension and most actually use INMARSAT or equivalent which is just a curiosity in the local maritime world until now when that is already well-established outside of the Philippines (the lousy PAGASA which can’t do localized forecasts seems to be already good for them since it is free while they have to pay for INMARSAT).

Liners also sink faster than short-distance ferries whose sailing durations are all short and whose crews probably know their particular seas and routes more. When to think most short-distance ferries which are always small are captained in the main by Second or Third Mates and whose engine department are headed by Second or sometimes by just Marine Diesel Mechanics who have not even finished college but passed an exam just the same (well, competence in running and maintaining a machine well is not necessarily dictated by diplomas, trust me). Even though liners might be using ECDIS don’t be too sure they will reach their destination better than the lowly short-distance ferry using just what is called as dead reckoning. In truth, ECDIS or whatever better bridge equipment does not guarantee better seamanship or navigation. After all it will not show the wind and wave which only something like INMARSAT can.

So in liners disproportionality already exist. And their international certifications don’t even save them from disasters. So, I advise those who take liners, don’t be very sure and make the necessary precautions like memorizing the different alarms and making sure where your life vests are. And don’t jump to the water too early. Liners are tall and that plunge could hurt you. And when in the water at night tie yourselves together so as not to drift (a whistle is a big help in calling attention if you are drifting). Note the water can be cold at night and hypothermia can set in. Take a selfie too before jumping and upload it. Who knows if it will be your last photo. Your loved ones will sure prize it. Ah, don’t take all I said in this paragraph too seriously.

In overnight ferries there seems to be disproportionality with regards to companies and not to home port (if analyzed pro rata to the size of the fleet which means the size of the fleets are taken into consideration) and to the routes. Well, for practical purposes there are only a few home ports for overnight ferries – Cebu, Zamboanga, Batangas, Manila, Lucena and Iloilo, in that order maybe in terms of sailings (a clarification, there are overnight ships originating from say northern Mindanao but all of those ferries are actually based in Cebu). Analyzing, some overnight ferry companies deserve the Gold Award while some should be suspended from service, maybe.

It must be noted that one of the biggest overnight ferries two decades ago and which dominated the Visayas-Mindanao waters for nearly a decade, the Cebu Ferries Corporation (CFC), a subsidiary of WG&A and successor Aboitiz Transport System (ATS) did not lose a single ship ever until it they left Cebu for Batangas and became the “Batangas Ferries” and even there their perfect streak continued. Maybe some of their people need to be recruited by other companies or sent there by MARINA to share the experience. They can lecture on the topic, “On How Not To Sink”. Maybe it is not just with the choice of name that they were safe? Or was it in the livery? The only problem it seems is they did not send their Captains to their liners like the St. Thomas Aquinas who made a dumb mistake trying to test the hardness of the ice-classed bow of the Sulpicio Express Siete.

In the Cebu-based regional shipping companies which are operators of overnight ferries it is probably Lite Ferries who is the Valedictorian having lost no ships even though their fleet is already big. Maybe that will come as a surprise to many but whatever they deserve a big round of applause. Another company whose Captains might need to be recruited by other shipping companies or pry open their secret if there is any. Are they better readers of SOLAS? One thing I am sure though is its owner does not belong to the same fraternity as one former Batangas shipping company owner who threatens mayhem if his ship sinks.

There are other overnight ferry companies in Cebu that could have shared First Honors with Lite Ferries but in a tie-breaker Lite Ferries wins because they have the most ships and not by a small margin at that. Others with perfect records are the defunct Palacio Lines (well, some might argue that that is a Samar shipping company but I digress). Now I can’t understand why an overnight ferry company with a perfect safety record will go under as a company. Seems something is not right. Aside from Palacio Lines there are a lot of there Cebu-based overnight ferry companies that have perfect safety records in terms of having no ship losses. Some of these are still extant and sailing and some have already quit the business (it’s a waste, isn’t it, for them to just go away like that).

Among these is the legendary Gabisan Shipping Lines, VG Shipping, Kinswell Shipping, Roly Shipping, Jadestar Shipping, South Pacific Transport and many other smaller shipping lines with just one or two ships (most of these are already gone now but still their perfect records remain). I just don’t know why they can’t catch a break from MARINA as in they are not given special citations and handed more privileges in sailing because after all they have proven they know their stuff in shipping. But no, when MARINA goes headhunting in safety they are lambasted in the same vein as those which had sunk ships as if they are just as guilty. Actually, to set the record straight about half of the overnight ferry companies in the whole Philippines never had any ship losses. This is true even in Zamboanga where Magnolia Shipping Lines, Ever Lines and a lot of other operators with just one or two steel-hulled ferries have perfect safety records. Now, can’t MARINA even for once credit them properly and publish their names because the way I feel at times with media reports and with MARINA statements it is as if all our shipping companies already had sunk ships which is simply not the case. In the liner sector that is true but in the overnight ferry and short-distance sector, combined, most shipping companies never had any ship losses. Don’t they deserve credit and more respect and recognition? But no, they are sunk not beneath the waves but in obscurity and that is one of the purpose of this article, to set the record straight.

In Manila, the old MBRS Lines and its successor Romblon Shipping Line never lost a ship (but the company is dead now anyway, sunk by the intermodal). In Lucena, Kalayaan Shipping Lines might have a perfect safety record too at least in steel-hulled ferries. In Batangas, there are operators of just one or two ferries which have not lost a ship (do they take care not to lose one because that will mean the shutdown of operations?). In Iloilo, did Milagrosa Shipping Lines already lost a ship? In number half of the overnight ferry operators never lost a ship although in the number of ships owned theirs comprise just the minority, to clarify.

It is in short-distance ferries that I noticed a lot more of disproportionalities especially in the recent decades when maritime databases were able to keep track with them (the wooden-hulled short-distance ferries generally doesn’t have IMO Numbers so keeping track of them is difficult but these lanchas or batels were our early short-distance ferries aside from the motor bancas). For this sector or segment I would rather stick to steel-hulled ferries like what I mentioned early on especially since there is no way to track the hundreds and hundreds of motor bancas and their losses which are not even properly reported at times.

There are areas, routes and short-distance companies that have perfect safety records (again, wooden hulled ferries are not included here and that also mean the earlier years). In the eastern seaboard where the typhoons first strike and where it is fiercest the routes and shipping companies there have a perfect safety record ever since the steel-hulled ships first appeared in 1979. This was only broken in 2013 due to the dumbness of a stranger which invaded the Masbate waters (is that part of the eastern seaboard anyway? but Masbate is in Bicol). They withdrew from Bicol after that incident to just sail the more benign Camotes Sea waters. And that is one of the reasons why I was furious at Archipelago Ferries for not coming to the aid of their stalled ship for 6 hours when their good ship was just just two hours sailing away and so the stricken ship slid off the waves (shouldn’t someone be hanged for that?). Because of that the perfect record of the local shipping companies based in the eastern seaboard was broken. I just hope the crewmen of Maharlika Cuatro which failed to respond to an SOS then are not employed in the FastCats now.

Short-distance ferries also does not sink in the Tablas Sea crossings or in the routes to Marinduque from Lucena. However, I do not know what is the curse of the Verde Island Passage that many ships have been already lost there when to think practically the same shipping companies ply the three routes mentioned. To think the Tablas Sea wind and waves could be rougher than that in Verde Island Passage. Did they assign their lousier crews there? Just asking. As they say the proof is in the pudding (and the pudding tastes bad).

I just wonder too about the luck of the Mindanao Sea crossings. The waves there could also be rough and the crossing is longer but none was ever lost among the short-distance ferries running the Dumaguete-Dapitan, Samboan-Dapitan and Jagna-Balingoan routes. Like in Tablas Strait, do the longer route makes the crews more careful? Are the crews there better trained and has better seamanship?

The many routes connecting Cebu island and Negros island and Negros island and Panay island are also safe. Hard to find there a short-distance steel-hulled ferry that sank. That is also true for the steel-hulled ferries connecting Masbate island to Cebu island when the distance there is also long for a short-distance ferry and the wind and waves are no less dangerous. What is their secret there? Is it just that Camotes Sea navigators are lousier? With exceptions, of course because Gabisan Shipping surely will not agree.

I could go to the less obscure, short-distance routes. Just the same I will tell you these are also safe. Never heard of a steel ferry going to Alabat that sank. Or to Dinagat and Siargao islands (sure their motor bancas sink). Or the routes to Basilan from Zamboanga. Not even a RORO to Guimaras have sunk or a RORO to Bantayan island. That is also true for the short-distance connections within Romblon island served by steel-hulled ships (the Princess Camille that capsized in Romblon port in 2003 was an overnight ferry from Batangas). No steel-hulled ferry connecting Leyte and Bohol was ever lost too. And that is also true for the route connecting Siquijor to Dumaguete.

So a lot of our short-distance routes and the ferries plying them are actually safe. Who can argue against a perfect safety record? A little rust will not sink ships nor would a non-functioning firefighting pump (and the ship is not in the middle of an ocean anyway). Those are just a little margins that are not that critical. Does not look good to the eye but to a passenger like me it is more important if MARINA enforces their Memorandum Circular that ferries should feed its passengers if the arrival of the ship exceeds 7am. And I am more concerned if the ship is clean especially the rest rooms and if there is clean drinking water. Besides, trust me, our mariners are not that negligent or dumb that they will leave the ramps unclosed and then sail like what some Europeans did.

So are our ferries safe? Yes, it is except for the liners, some shipping companies and some routes and areas. Never mind if they are old. It is not necessarily the factor that will sink ships (a ship if it loses motive power still has the flotation of a barge). It is actually the lack of seamanship that sinks ships (old ship, new ship can both collide or fail to heed the weather). And trust the short-distance ferries on the fringes and don’t underestimate them. The crew won’t let their ships sink if their families, relatives, friends, schoolmates, etc. are aboard. Well, not all. Be a little wary in Verde Island Passage and in Camotes Sea.

Let us be more objective. Our ferries and mariners are not really that bad, contrary to what hecklers say.

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And So Medallion Transport Will Challenge Cokaliong in the Surigao Route

I received a second update saying Medallion Transport will enter the Cebu-Surigao route starting tonight. In prior days, only Cokaliong Shipping Lines Inc. (CSLI) was serving this route which was for long a bread and butter route for them after Carlos A. Gothong Lines Inc. (CAGLI) and Aboitiz Transport System (ATS) abandoned this route.

James Verallo told me it will be the Lady of Love which will be doing the Cebu-Surigao route for Medallion Transport. The Lady of Love is the biggest and best ship of the company and its size at 88 meters is really of the size of the Cebu to Northern Mindanao ships. Besides the size, this overnight ferry has good amenities because she had been a Manila to San Jose, Occidental Mindoro and a Manila to Roxas City ship of Moreta Shipping Lines in the past. She also has the speed because she is still capable of 15 knots cruising speed if fuel economy is not a consideration.

Verano port in Surigao

In entering the Surigao route, I am enthralled by the boldness of Medallion Transport. Its Cebu predecessors in expansion which are Roble Shipping Incorporated and Lite Shipping Corporation or Lite Ferries have been tiptoeing for so long now in trying to reach the Northern Mindanao ports. Lite Ferries was able to reach Plaridel in Misamis Occidental but I don’t consider it a major Mindanao port while Roble Shipping still are not able to reach Oroquieta in Misamis Occidental after all their announcements and the naming of a ship after the place and this is their Oroquieta Stars. Lite Ferries was able to get to Cagayan de Oro with the old Lite Ferry 8 which is a little outgunned by the overnight ferries of Trans-Asia Shipping Lines, Inc. (TASLI). Meanwhile, Roble Shipping can’t seem to reach Nasipit although they have a CPC (Certificate of Public Conveyance) or franchise there for many years already.

Now here comes Medallion Transport without tiptoeing (and prior announcement) and even though it seems they lack true overnight ferries. Oh, well, they were able to reach Masbate before and operate in Bicol waters while Lite Ferries and Roble Shipping seem to have difficulty in going out of the confines of the rather tame Camotes Sea. Maybe Medallion Transport have some supply of “braveness pills” which the others don’t have.

Certainly, I welcome the move of Medallion Transport. It is time that the two shipping companies to Northern Mindanao ports (Cokaliong and Trans-Asia) have added competition to keep them on their toes (especially since Cebu Ferries has become the “Batangas Ferries”). I will even welcome if they go as far as Western Mindanao like to Zamboanga. Our country needs boldness from the shipping companies. It is one characteristic I have long found wanting in them since “The Great Merger” (the creation of the late WG&A and Cebu Ferries) bullied them in the late ’90’s and that was two decades ago already. I do not say they are not good but it is time to expand beyond Camotes Sea or in routes that are just in the 60-nautical mile range.

Will Medallion Transport succeed? That remains to be seen but I certainly hope so. However, with this move Palompon will lose a very good ship and James Verallo is certainly unhappy with that. Well, the Lady of Love is the best overnight ship to Leyte and also the biggest and that was a puzzle to me since Palompon is not even in the Top 3 in Leyte ports. Maybe she was really too good for that route.

Lady of Love

I think the former HNSS ferry acquired by Medallion Transport will replace the Lady of Love in the Palompon route. Its size will be more in character with the route. Meanwhile, the Lady of Love might be more fit in a Vismin route. Actually it was not only me which thought that the size and speed of Lady of Love would have been better utilized if Trans-Asia Shipping Lines was able to acquire her but maybe Medallion Transport is really bolder than the said company.

The Lady of Love has not been sailing for several months already waiting for engine parts from Japan. Maybe the parts and repairs have already been done and they are confident that the ship is already capable of the 111-nautical mile route to Surigao which double of her previous route to Palompon (double the route is the equivalent of a back-and-forth sailing to Palompon).

What will be now the implication of her entry to Surigao? Before, Cokaliong Shipping Lines used their weakest ships in the route including their smallest, the Filipinas Dumaguete since they have no competition. Certainly, the company has some very good ships especially their newer ones. Now I don’t know if the Medallion Transport entry will trigger a reshuffle of their ship assignments.

Whatever is the denouement, the Medallion Transport move is an intriguing one. I certainly hope it energizes the Vismin routes. The Lady of Love might have an impact bigger than the entry of Lite Ferry 8 in Cagayan de Oro which needed some discounting to get going.

We better watch out for further developments.

What Could Be The First True Test Of The New Starlite Ferries

Since last year, 2015, the new Starlite ferries began arriving in Batangas, the home port of Starlite Ferries Incorporated. So far as of this writing (September 2016) four has arrived in the country, the Starlite Pioneer, the Starlite Reliance, the Starlite Eagle and the Starlite Saturn. These are brand-new ferries ordered from Japan from a loan extended by the Development Bank of the Philippines (DBP). More are actually on the pipeline and coming soon.

These new ferries were built by the Kegoya Dockyard in Kure yard, Japan and by Fukushima Zosen in Matsue yard, Japan (another report said Shimane yard). The common measurements are 67.0 meters length overall (LOA) by 15.3 meters breadth by 9.4 meters depth with a Gross Tonnage (GT) of about 2,700. The DWT is about 915 and the passenger capacity is about 750 which indicates an all-seating arrangement. The top sustained speed of these ferries are 14.5 knots.

The owner of Starlite Ferries, Alfonso Cusi is too proud and expansive about his ferries. As advanced features he cites the bulbous stem but then most ferries of this size since 30 years ago already featured bulbous stems. This feature lessens drag which then increases the speed by a little. Cusi also cites its motion dampening system. Admittedly this is a plus on rough seas as added passenger comfort. The owner also cited the deep draft of his new ships. That will add to the stability of the vessel because it lowers the center of gravity.

I was hoping Cusi will mention other features like ECDIS but he did not mention it or even INMARSAT (it might have NAVTEX though). I hope the ship has an autopilot and automatic docking system. I also would want to see if she already has the joystick instead of the traditional steering wheel. Plus a collision avoidance system. And a depth finder that is mated to ship’s autopilot to immediately stop the ship if grounding or hitting an underwater object is imminent. If the ship has these features then all the expansiveness of Cusi will be justified. When he talks he makes it sound as if all the other ferries of his competition are already obsolete.

Externally, the new Starlite Ferries don’t look much. It is as if she borrowed the lines of a 1960’s ship, to be honest. Actually, the newer ship of Cokaliong Shipping Lines look better aesthetically. Also the Jack Daniel of Sta. Clara Shipping or even the Trans-Asia 3 of Trans-Asia Shipping Lines. If her external lines looked impressive the more that there will have been be “Oh’s and Ah’s”.

The ships have high sides. That is a plus on rough seas and also a plus when listing. However, that feature might not be tested as the government is already nervous about any kind of rough seas and will suspend voyages when storm winds several hundred kilometers away reach 60 kilometers per hour which is even less than a full gale in England. But for Cusi to say all ferries here were designed for the calm seas of the Inland Sea of Japan is too much. Some of our ferries from Japan had routes to the Ryukyus or some shimas outside the Japan main islands. To also say that his new ships are the only IACS-classified ship is also out of the line. China belongs to IACS and they have ships here along with the FastCats of Australian design and which are ABS-certified. Many ships from Japan when they came here were also Class NK.

I just wonder about the 9.4 meters depth of these new Starlite Ferries. That is double the normal depth of ferries her size. Does she have a second car deck below her main car deck? If that is the case then she will be carrying an impressive rolling cargo capacity. Whatever, her 15.4 meters breadth also caught my attention. ROROs her size normally don’t exceed 14 meters in breadth and many are even less than that. Maybe that is the reason why instead of being sleek they look a little bloated to me.

That 15.4 meters might be a plus as that might mean 4 full lanes. It might not accommodate 4 buses or trucks across but definitely it will accommodate two trucks and two sedans or SUVs across while the ferries of this size might have difficulty doing that over the entire length of her car deck. But the caveat is if she can attract that many vehicles.

Fifteen new ferries are arriving for Starlite Ferries. That means that where before they can just stick to Mindoro island routes, their home ground , this time around they have to expand to other routes. In media, it was stated that Starlite Ferries will enter the Cebu-Ormoc route. The Cebu to Leyte routes especially on the vehicle side is crowded especially with the entry of the Cargo RORO LCTs and even the well-established overnight shipping companies are cringing at the onslaught of that new paradigm as these offer rates as low as half of the rates they used to charge. Trucks are the biggest source of revenue across Camotes Sea not the sedans or AUVs, at least in rolling cargo. There are no buses in these routes.

Can Starlite Ferries compete against them? In trucks the rolling rate is the decision point. In Mindoro, Starlite Ferries has proven they are good in locking in buses as they have in their bag the biggest bus company to Panay, the Dimple Star. But there are no buses here. I wonder how Starlite Ferries will win the trucks which now make a beeline to the Cargo RORO LCTs for they are the cheapest in the route by a big margin. These can afford to do that since they have no investment in passenger comfort and amenities and they can sail slow with their less powered engines and the longer transit times are understood part of the low charge.

Compete in passengers? Somehow being new is a plus in the decision of the passengers – as long as the departure times are proximate. I wonder if Starlite Ferries will sail at night because if they will do that then they have to provide bunks and not only that but several classes of accommodations are well. The competition even has Suite Class. Meals and a dining area are also expected. The burned Wonderful Stars of Roble Shipping was the benchmark in that.

I wonder if the superior speed of the new Starlite can come into play. In the Cebu-Leyte route if the voyage is at night a superior speed might mean nothing at all because that will only result in an ungodly arrival which does not mean anything to most passengers. If Starlite leaves at 11pm like the competition what is the advantage of a 3am arrival over a 4am arrival? One thing sure if Starlite Ferries come into Ormoc with only benches or seats they will already be losing a lot of passengers. Unless it is a jetseater type of seat in an airconditioned accommodation that is priced low.

If it is a day trip the superior speed might factor in a bit. They can depart as late as 1pm and arrive at 5pm which is still acceptable and passengers will have the option of having lunch at shore that is not very early. Or leave at 8am and still arrive at noon. However, at sheer speediness they can’t make much out of it since those who want it real fast will opt for the fastcrafts of Oceanjet, SuperCat or Weesam Express. Or even the plane being sold now by Cebu Pacific.

The Starlite Ferries are also carrying a lot of amortization weight in every ship whereas their competitors do not have such burden. Some even have their ships debt-free and some are carrying the low interest and easy terms of the ships from China and that is common in the Cargo RORO LCTs. A rough guesstimate is about P3 million per month of principal and interest payments for each new Starlite Ferries. That could be some P100,000 a day. And that is above any operational cost, depreciation, mandatory fees and insurance charges.

Cebu-Ormoc will be the first real test of the new Starlite Ferries. They will be starting from scratch and will not have the advantages and favors of having operating for long in Mindoro where they have already locked-in customers. If in Mindoro they only have a handful of competition but in Cebu-Leyte since all parallel routes are actually competing then they are arrayed at dozen plus competitors which have ships of all kinds.

Their main opponent might not be even in Ormoc as it might be the better ships of Palompon, a parallel route where Cokaliong Shipping and Medallion Transport have ferries better than what can be found in Ormoc and are even cheaper. The tough opposition can also be found in the many nondescript ports in Leyte being used by the Cargo RORO LCTs like the GGC Port and the IDHI port along with the the Hindang Port used by Goldenbridge Shipping. A report to me said there is even a new unidentified port 27 kilometers south of Ormoc being used by the Cargo RORO LCTs. And of course Bato, Hilongos and Pingag, Isabel have more than a fair amount of rolling cargoes and passengers. Cebu-Ormoc is also a bread and butter route of the High Speed Crafts which are known to adjust fares to boost ridership.

I am really interested to watch how this will play out. They might see a dogfight soon.

Photo Credits:

Jefferson Provido [Starlite Pioneer]

Ralph Russell Abesamis [Starlite Eagle and Starlite Saturn]

starlite-eagle-and-starlite-saturn