We recently got the wife’s grandfather’s old steamer trunk. It is a metal trunk with a tray that served as storage for what we now term as personal effects. It has an old lock that’s now corrodedThe trunk has a lot of history associated with it. The original owner was probably among the first Overseas Foreign Workers (OFWs) after the Second World War. He worked in Guam for many years, establishing himself as an air-conditioning technician at a time when air-conditioning was not a household appliance. It was a skill he would later pass on to his sons, my uncles-in-law, who would put up their own air-conditioning shops.
Grandfather’s old steamer trunk is made of steel and what looks to me like aluminum.
There’s a plate bearing his name and the town and province he was from. Note the reference to the Philippines at the time as P.I. – Philippine Islands. This was a term used by the U.S. even after we gained independence after the war and became a republic.
Trunks were the luggage of yester-years. Old or period movies often show such trunks and other types of luggage in the old days when galleons, steam ships, locomotive-driven trains and carriages were the vehicles for long distance travel. These were heavy even without anything in them so those who could afford to, likely had porters to carry these containers. Nowadays, with baggage weight limits and faster travel with aircraft, lightweight luggage is the way to go especially when one plans to go on some shopping while away. Still, these steamer trunks are part of travel history and shows how far we’ve advanced in the way we travel.
A lot of people have been referring to the traffic congestion and other derivative issues that will be the result of the construction of several transport projects around Metro Manila as “traffic armageddon.” Some friend have appropriately (I think) referred to it more as “car-mageddon.” This seems to be the case since it is perceived to have the most impact on car users than public transport users, cyclists or pedestrians. This is far from the truth as there are more people taking public transport, cycling or walking than those driving their own cars. In fact, estimates for Metro Manila indicate that 70-80% of travelers take public transport while 20-30% take private vehicles. These mode splits do not include bicycles or walking, which obviously will further decrease private car shares.
I would rather refer to this period of construction as a sort of “purgatory” though it has nothing to do with the cleansing that’s associated with it. There is still the suffering involved while improvements are being implemented. But, most importantly, there is hope at the end of this process. This “hope” is not necessarily the “light at the end of a dark tunnel” kind of thing as surely population and the number of vehicles will surely increase over time even as the transport projects are being implemented. By the time these are completed, there are sure to be more people, more vehicles, as well as more of other developments that will put our transport system to a stress test. We can only hope that the designs of these infrastructure we are building now are based on honest to goodness trip or traffic forecasts. Otherwise, we’ll end up with congested or saturated systems by the time they start operating.
Unfortunately, most projects mentioned and those we know have the green light and would likely be proceeding with construction in the near future are basically road projects. It’s ironic considering that what Metro Manila urgently, and maybe desperately, needs now are public transport systems including the much delayed MRT 7, LRT 2 Extension and LRT 1 Extension. The proposals for Bus Rapid Transit (BRT) seem to be in a limbo, too, despite extensive studies and surveys to support BRT along corridors such as Ortigas Avenue and Circumferential Road 5. These are blamed on institutional and legal impediments including allegations of shortcomings among officials of agencies responsible for these infrastructure.
I am aware of an initiative led by an environmental lawyer seeking to effect the redistribution of road space in favor of public transport users, cyclists and pedestrians. I think such actions are useful from the perspective of getting the attention necessary to push government and private sector players to have a sense of urgency not just in words but also in actions in as far as transport infrastructure programs and projects are concerned. We are already lagging behind our ASEAN neighbors with regards to infrastructure and at this pace, it is likely that less developed countries like Cambodia and Myanmar might just overtake us in the foreseeable future. From another perspective, it is hard to push for sharing the road when people really don’t have better options for commuting. Walking and cycling are not for everyone and many people have turned to the motorcycle to solve their transport woes. In the latter case, motorcycles are perceived as a vehicle that’s fuel efficient and allows the users to zip through congested streets often at high risks of being involved in a crash or spill.
We can only achieve “paradise” in our highly urbanized cities if we build these mass transit systems along with the pedestrian and cycling facilities that will complement each other. Those for whom car travel is a necessity would also benefit from reduced road congestion so it will eventually (hopefully) play out well for most people. Meanwhile, we would have to endure transport and traffic hell (some more and longer than others) as the government and private sector embark on this round of infrastructure projects implementation. It helps to look back at our experiences with the last major batch of projects in the latter part of the 1990’s when the number coding scheme was first implemented. At the time, it was implemented as a temporary measure to alleviate congestion while projects where being implemented. What was a temporary measure is now still being implemented along with a truck ban that has also been evolving the past years with the latest being the one implemented by the City of Manila starting last February 24. Will these vehicle restraint schemes be modified to cope with the traffic congestion expected from projects like the Skyway connector? Will these be relaxed or removed after all these projects have been completed? Your guess is as good as mine.
Comets have been viewed as signs, omens or harbingers of something that will happen. I like the word “harbinger” more than “omen.” It brings about a certain mystery to it that does not necessarily imply something bad or evil. In this case, the comet is a vehicle and “Comet” stands for City Optimized Managed Electric Transport, an electric jitney that is being touted as a replacement for the ubiquitous jeepney that has evolved from its WW2 ancestor. It does have the potential of being a game changer if there is an enabling environment for it and if (a big “if”) it addresses fundamental issues with electric vehicles such as those that are technical (battery life, range, speed, etc.), pertaining to after sales (maintenance, technical support) and operational (suitable routes, fares, charging stations, etc.).
[All photos taken by Engr. Sheila Javier of the National Center for Transportation Studies]
Prototype Comet at the NCTS parking lot – notice that it is larger than the AUV on the other side of the vehicle. The Comet will utilize a tap card for fares, similar to the card that is proposed for use in the Automated Fare Collection System for the LRT/MRT system.
Inside the vehicle, one immediately gets a feeling of space. In fact, a person can stand inside the vehicle unlike the case of jeepneys where people need to bend so as not to bump their heads at the ceiling.
The vehicle has a side entrance and exit unlike the rear doors of typical jeepneys.
The Comet looks like a mini-bus from behind. Proponents have stated that drivers will be trained for road safety as well as operations for designated stops and scheduled services.
The Comet is being touted as a replacement for the jeepney and is being promoted via an initial route that would connect SM Megamall in Ortigas Center, Pasig City to SM City North EDSA in Quezon City. The route will be counter-clockwise from SM Megamall to SM North EDSA via Circumferential Road 5 including E. Rodriguez Avenue and Katipunan Avenue, UP Diliman, Commonwealth Avenue, Elliptical Road and North Avenue. From SM North to SM Megamall, it will take EDSA. While I am not sure if the Comet has been granted a franchise and how many units they can deploy, this proposed route will overlap with existing jeepney and bus routes including direct competition with UP-Katipunan and UP-North EDSA routes, and buses plying routes that cover the stretch from North EDSA to Ortigas Center. I think that this route is mainly for publicity considering there are probably other, more suitable routes for the Comet. It has not been subject to rigorous tests (just like the e-jeepneys before it), which is not a good thing, considering the experiences of the e-tricycle in Taguig and the e-jeepneys in Makati. Hopefully, they have learned the lessons from these past efforts and that they already have the answers hounding EVs as applied to public transport.
For those not familiar with its evolution, the UV Express has an interesting history. It started as a contracted taxi service utilizing the new Asian Utility Vehicle (AUV) model released by Toyota that they called the FX (The same model is known as the Kijang in Indonesia.). I can say that I witnessed the birth of FX services in the 1990s when taxis were approached by commuters having common destinations. I was among those who were desperate enough to get home and tired of getting into those long lines of people waiting for jeepneys in Cubao. The lines were not all that bad though as it used to be worse when people had to box out one another to board a jeepney as they arrived near Ali Mall.
Taxis had the advantage of not having fixed routes so they could bypass congested road sections. They could take alternate routes that despite covering longer distances, incurred shorter travel times. Passengers negotiated with the drivers for a common destination and a fare that’s typically higher than what would be charged if the meter was used. I remember that there were times when passengers (like me) negotiated with the driver with the dare to run the meter just to prove that he’d be better off with the money we would be paying rather than wait for regular fares. Of course, this practice of negotiating was illegal as taxis in Metro Manila were metered. But passengers were quick to help out the cabbie in case he gets caught, with everyone claiming that he or she knew the others and that they were traveling as a group. One use of a running meter was that they were a group paying regular fare.
Taxi operators and drivers quickly caught on to the idea and many eventually became enterprising. These were mostly FX drivers who could carry 5 to 7 passengers depending on the seat configuration for the vehicles. Toyota took full advantage of government incentives for AUVs by introducing what was claimed to be 10 seater vehicles, maximizing space at the middle and rear to seat a total of 8 people in addition to 2 in the front. This also translated into a maximization of revenue per load of 10 people and soon, “standard” fares were being established for certain routes like Cubao-Cainta Junction, which I remember cost 20PhP per person regardless of whether you were alighting before Cainta Junction. Eventually, issues were raised regarding their operations as contracted vehicles as they were still classified as metered taxis and should have not refused single or few passengers. There were also issues regarding their competing directly with jeepneys as some FX plied routes similar to jeepneys especially when traffic was more manageable. Eventually, the DOTC and the LTFRB moved to regulate this emergent transport service and formalized (fixed) routes and franchises rather than retain their flexibilities like taxis. In effect they became express shuttle services and fares and rules were also set accordingly, also to protect the interests of the riding public.
It became known as Garage to Terminal (GT) Express during the last administration. There was a joke then that the term used was according to the nickname of the then Chairman of the LTFRB. It’s name again was changed into Utility Vehicle (UV) Express after the change in administration.
Nissan Urvan van UV Express at the Puregold at the NLEX Valenzuela Exit
UV Express now proliferate around Mega Manila and come in different vehicle types and sizes. Most are AUV’s like the Toyota Revo, Isuzu Crosswind or Mitsubishi Adventure. There are also vans like the Toyota Hi-Ace and Nissan Urvan. But there are also custom made vehicles like those utilizing the Mitsubishi L300 prime mover and fitted with a cab that seats 14 to 16 passengers. The latter types have capacities similar to jeepneys and airconditioning is somewhat weaker compared to the legit AUVs and vans. I think the UV Express vehicles are here to stay and they do serve a certain segment of commuters. However, while I also think their numbers are excessive (and government through the LTFRB needs to address this) there is really not much to argue about if more efficient and higher capacity and good quality transit systems cannot be realized in our cities. People deserve options for commuting and for those taking public transport, these UV Express services provide good quality transport that they are willing to pay for. Many of these services might just meet a natural death or decline once a better transport system is in place along main corridors but that seems a long way off from now given continued failures in mass transit project implementation.
The City of Manila has announced that it will implement a truck ban from February 10, Monday. Trucks of at least 8-wheels and 4,500kg gross weight will not be allowed to travel in Manila’s roads from 5AM to 9PM. Manila’s City Ordinance No. 8336 calls for the daytime truck ban in the city in order to reduce traffic congestion that is perceived to be brought about by trucks. 8-wheelers are likely 3-axle trucks with a 4-wheel, 2-axle prime mover pulling a 1-axle, 4-wheel (double-tired) trailer. I am not aware of the technical basis for the ordinance. Perhaps the city has engaged consultants to help them determine the pros and cons of this daytime truck ban. I hope it is not all qualitative analysis that was applied here as logistics is quite a complicated topic. And such schemes in favor of passenger transport (and against goods movement) actually creates a big problem for commerce due to the challenges of scheduling that they have to deal with. To cope with this ordinance, companies would have to utilize smaller vehicles to transport goods during the daytime. This actually might lead to more vehicles on the streets as companies try to compensate for the capacity of the large trucks that will be banned from traveling during the restricted period by fielding smaller trucks.
The latest word is that Manila has postponed implementation of the ordinance to February 24. This was apparently due to the reaction they got from various sectors, especially truckers and logistics companies who would be most affected by the restrictions. It was only natural for them to show their opposition to the scheme. Reactions from the general public, however, indicated that private car users and those taking public transport welcomed the truck ban as they generally stated that they thought trucks were to blame for traffic congestion in Manila. The truck ban will definitely have impacts beyond Manila’s boundaries as freight/goods transport schedules will be affected for the rest of Metro Manila and beyond. The Port of Manila, after all, is critical to logistics for the National Capital Region, and its influence extends to adjacent provinces where industries are located. Such issues on congestion and travel demand management measures focused on trucks bring back talks about easing freight flow to and from the Port of Manila to major ports in Subic and Batangas. There have been studies conducted to assess the decongestion of the Port of Manila as Batangas and Subic are already very accessible with high standard highways connecting to these ports including the SLEX and STAR tollways to Batangas and the NLEX and SCTEX to Subic. Perhaps it would be good to revisit the recommendations of these studies while also balancing the treatment of logistics with efforts necessary to improve public transport. After all, trucks are not all to blame for Manila’s and other cities’ traffic woes as buses are repeatedly being blamed for congestion along EDSA. In truth, there are more cars than the numbers of buses, trucks, jeepneys and UV Express combined. And the only way to reduce private car traffic is to come up with an efficient and safe public transport system. –
Last Friday, a provincial bus plunged into a ravine somewhere in the Mountain Province. The bus rolled several times before coming to a stop, instantly killing 14 people. Among the fatalities in this crash is a popular comedian/media personality who went by the name Tado and part of a group doing civic work in the area. Foreign visitors were also killed in the crash, leaving many to wonder if perhaps the Department of Tourism (DOT) should also get into the act as it is in the interest of the department to also establish that “It’s safer in the Philippines!” as part of its “It’s more fun in the Philippines!” tagline.
According to initial reports, the driver lost control due to defective brakes but later one report suggested that the driver had dozed off and awoke too late to bring the bus back in control. The slope of the road was downwards and there was significant curvature. This combination is definitely a challenging one for most drivers, even professionals who, like the bus driver, would probably have encountered such combinations of slope and curvature many times, even on a daily basis along mountain routes. One has to be awake and focused on maneuvering a vehicle for such sections. It didn’t help that probably, and I base this on photos of the section I’ve seen online, the road’s barriers were not up to standard in as far as stopping large vehicles like the bus from falling off and into the ravine.
These are preventable incidents, preventable tragedies that occur on a daily basis around the country. It is clear to many that the LTFRB needs to address these problems by taking steps to insure that public transport vehicles such as provincial buses are properly maintained and drivers are fit and in the best condition to drive these vehicles. To do that, they have to be proactive in evaluating bus, jeepney, UV express, and taxi and other franchises under them. These evaluations should delve into involvements in road crashes as well as the frequencies and types of traffic violations drivers have been involved in. Such records of crashes and violations should form part of a set of criteria to suspend and ultimately revoke franchises of public transport entities.
The LTO also has a responsibility here because they are the agency in-charge of licensing drivers. They should make sure that those applying for professional licenses are indeed qualified and not just to drive any vehicle. Therefore, perhaps there is a need to have different types of licenses for different types of professional drivers. Public utility vehicles differ in size and maneuverability so a different skill set and experience is required for buses compared with taxis. Another type of license should apply for those seeking to drive trucks as well as heavy equipment such as payloaders and bulldozers. The TESDA has certification programs for these that are sought out by people who want to drive professionally abroad. These should also be made as requirements for those seeking to drive professionally here. These would ensure that drivers will be qualified and competent as they are responsible for lives and property.
It is also clear that the DPWH and local authorities in-charge of road safety along roads should look into how to make travel safer by investing more into safety devices such as barriers. Crash or accident prone sections can be identified and sturdier barriers designed to keep vehicles on the road should be constructed/installed in order to prevent such types of fatal crashes (i.e., barriers would not prevent head-on collisions, etc.). That is why the DPWH and local governments need to have capacity and capability to assess road safety along national and local roads. These actions address vulnerabilities. These actions save lives.
What can you do to help in this effort? You don’t have to be part of an organized group or a lobbyist to be involved in promoting road safety. You can be involved in simple ways. Be aware of your rights on the road and your being among those vulnerable to road crashes. I am sure you don’t want to be involved in a crash nor would you like a loved one to get injured or, God forbid, perish in a crash. If your bus, jeepney, UV express or taxi driver drives recklessly, be firm in reminding him of his responsibility. You may enjoy a fast ride but are you sure your destination isn’t the afterlife? Think about it. Act on it. Save lives!
Looking at the data on which articles on this blog have been read lately, I couldn’t help but notice a lot of hits on the “About” feature of the blog. I don’t have my name there and there are only subtle hints as to who I am so I guess researchers like students are disappointed to find that they cannot quote a name of some person writing about transportation and traffic in the Philippines. I like to keep it that way so I remain somewhat anonymous while I continue to write about issues we have faced, are facing and will be facing for the foreseeable future. At times, I catch my material being used by our students at the university and others. I am flattered when I hear people talking to me about someone writing on a blog about transport problems and offering solutions and then learn that they were referring to my blog.
I know that one implication of this preference of mine is that my opinions will remain mine and unattributed except perhaps to the few who know who is really writing these articles. That’s okay with me and I am comfortable about my somewhat anonymous identity online. That way, I can write more freely though I am aware of my responsibilities as a writer. I try my best to be fair while being firm in my opinions in my writings. I’ve known many persons who have served and continue to serve in government and to be honest, everyone did good in one way or the other so credit should be given where and to whom its due. Problem is that we continue to suffer a lot from decisions, policies and actions made over a long period and not the past few years and sadly many of those people responsible for such are very much around in government or in the private sector. Even worse, nadadagdagan pa as we have seen in more recent times.
I know that there are many others who are more experienced and can write better than me. Unfortunately, many of them don’t use this medium for getting information and factual opinions out there. Many prefer to publish in technical journals or present in academic venues like conferences and symposia, and would likely only make an occasional comment on Facebook (if they’re on FB) about transport/traffic-related articles posted there. Then there are those who feel like its their responsibility to reply or comment on whatever is written by others that they don’t quite agree with. One such person even wrote a multiple-part article in reply to an opinion article that he didn’t agree with. Now that’s what I call overkill!
It is unfortunate and frustrating for me that if I were to look back at some of the stuff I’ve written, I could just copy and paste the entire article today and it won’t matter because we haven’t gone anywhere near a solution to certain problems that have been lingering for quite some time now. Yes, that’s how serious our problems are in this country! And that’s what makes me keep on writing in my own way and writing about transport and traffic, not about me.
Watching the news one evening, I saw a report that featured traffic enforcers being caught on camera extorting money from drivers caught violating traffic rules and regulations. Extortion, “kotong” or “pangongotong” is not a new thing. It is actually a given to many motorist, particularly those who spend a lot of time on the road like drivers of public utility vehicles and trucks. In many cases, the enforcer or police officer is already or automatically assumed to be an extortionist even without the subtle suggestions via talk or body language. Motorists simply slip a bill with their license or in the form of a handshake to the apprehending officer. This, of course, translates into bribery, which is also a crime for both parties involved.
Traffic violations carry penalties in the form of fines that vary in amount depending on the violation. Usually, the amount is commensurate to the bribe or the “suggested” amount being extorted by the apprehending enforcer(s). In other cases, a larger amount is “suggested,” often to remind the erring motorist Of course, this assumes that the motorist is indeed guilty or in any case (guilty or not) didn’t want to waste time and opts for the perceived easy way out. However, there have also been cases when corrupt enforcers/officers meet their match in motorists who are aware of their rights and are knowledgable of traffic laws (e.g., lawyers, etc.) or are well-connected and simply show business cards of influential people (e.g., politicians, high government officials, police or military officers, etc.) to get out of a traffic bind. These instances actually reveal that many enforcers/officers are not so familiar with traffic rules and regulations so are unable to justify their apprehensions beyond their very basic knowledge.
The MMDA has made a lot of effort in trying to simplify the process of paying the penalties with the guilty party now being allowed to take the ticket and pay the fine through accredited banks within a certain grace period. Traffic enforcers can no longer take your driver’s license (Note: Only Land Transportation Office officers and deputized personnel may confiscate licenses.) and this eliminated the long lines of drivers at the MMDA offices to get back their confiscated licenses. This has also reduced the incidence of extortion as many private motorists can just opt to have tickets issued to by the apprehending officer. The latter is basically no longer allowed to collect money and contact time is also reduced. There is a grace period for the erring driver so he/she has to pay the fine within this period or else risk being flagged by the LTO itself.
The new camera system that the MMDA has in place is part of Phase 1 of its traffic signalization project. With this project, the MMDA hopes to upgrade the network of traffic signals in Metro Manila and have in place a dynamic, adaptive system to better address traffic circulation in the metropolis. This is actually a departure from a past program that was premised on the continuous traffic flow that was supposedly derived from U-turns masquerading as rotundas or roundabouts. Though the sensors and software for the traffic signal system are not yet in place, the MMDA already has a new traffic control center just across its building at the corner of EDSA and Orense Street in Makati City, from where they can now monitor traffic conditions using high definition cameras installed across the metro.
Davao has been in the forefront of using such high definition cameras for traffic management as well as for monitoring the behavior of traffic enforcers and motorists. Their traffic management center has been operational for the past few years and I’ve had the chance to have a look at how the city is able to monitor traffic conditions in that city. With this tool, they are able to address issues by deploying personnel on sight or by changing the setting of traffic signals. In certain cases, they can watch out for incidents like road crashes or monitor apprehensions to make sure both apprehending personnel and erring motorists are honest and no anomalies are encountered.
Davao’s cameras have been used to monitor not just erring motorists and pedestrians but also erring traffic enforcers and policemen who might be preying on road users. The city has also been able to use their system to record and evaluate incidences of road crashes.
Perhaps in the near future, many other cities would be able to acquire and apply such tools in traffic management. I think the larger and highly urbanized cities in the country already require sophisticated systems for traffic. Unfortunately, there is always the issue of having limited resources, which usually discourages a city from investing in expensive systems, often opting for basic signals for their intersections. Such basic systems, however, can be optimized if city personnel in-charge of these have the knowledge or capability for setting signals to be synchronized with each other. These are fundamentals necessary for whoever will be dealing with traffic engineering and management in these cities. Also, there are now ongoing researches at universities with some now sponsored by the Department of Science and Technology (DOST) through its Philippine Council for Industry, Energy and Emerging technology Research and Development (PCIEERD) seeking to produce traffic systems at lower costs. These should eventually be deployed in our cities to help alleviate traffic problems.
There is an online petition calling for public officials to take public transportation instead of traveling in their own cars (with or without chauffeurs). The assumption seems to be that our so-called leaders, particularly those tasked to come up with solution to our transport and traffic problems, do not themselves used public transportation. As such, they are basically oblivious to the daily frustrations of many commuters who have to suffer the uncomfortable, inefficient and, in many cases, unsafe transport that we have in most if not all our cities and towns.
But who’s afraid of riding public transport and jeepneys in particular? I would like to think that many if not most or all Filipinos had to ride a jeepney at one point in their lives. After all, the jeepney is second only to the motor tricycle in terms of being the most widespread mode of transport in the country. [Yes, that’s right. The jeepney is not really the king of the road in the Philippines. That title is perhaps more suitable to the tricycle, and I’ve explained this in past posts about the tricycle.] Why do people continue to ride the jeepney despite it being perceived as unsafe and not an environment-friendly mode of transport? Why are these aspects not being corrected by the responsible agencies? These are questions that are difficult to answer only because of the social implications that the government does not want to deal with head-on.
The way jeepneys are designed all over the country, drivers have to deal with the cramped space of the front seat that have implications personal health as well as road safety. The cramped space and overall design of the vehicle affects the driver’s posture as he is forced to stoop in order to have a good view through the windshield. In some cases, those with longer legs would have to orient their seated bodies in a position that is not ergonomic. Such practices or positions may contribute to injury over the long term as well as affect the way the driver operates the vehicle.
I’m not into taking photos inside jeepneys (quite risky as it invites attention to you and to your phone) so there’s few (and not so good) photos of my commutes. This one is a good one inside a jeepney bound for Quiapo, Manila from Philcoa, Quezon City.
I think that for visitors from other countries, a trip to the Philippines would not be complete without experiencing a jeepney ride. When we do have visitors at the university and if they have the time, we take them around the campus on a jeepney. Of course, this is an easy and relatively safe ride for them considering the “Ikot” and “Toki” jeepneys have routes within the campus and do not pass through busy streets or wide highways that tend to invite speeding.
It’s a different thing and quite an experience when you ride the “patok” jeepneys usually plying the longer distance routes like Cubao-Montalban or Cubao-Antipolo. The drivers of these jeepneys are generally risk takers and many are reckless to the point that a slight mistake in driving would likely lead to a serious if not fatal crash. It’s a wonder that they don’t make mistakes often enough for authorities to clamp down on them. Despite this, many people take such jeepneys because they have no choice or if they did, they opt for the aggressive drivers because of the perception that these will get you to your destination faster (Jokingly, it is said that hopefully your destination is not the afterlife.).
I came across a documentary one late night after watching the news on GMA’s Channel 11. Motorcycle Diaries featured an episode on Surigao and a segment was devoted to habal-habal, those ubiquitous motorcycle taxis that are popular in the rural areas but are also found in many cities around the country. What caught my attention was not really the habal-habal itself (I’ve seen many other features in the past about these taxis.) but the use of the same for a purpose other than public transport. A habal-habal was fitted for use as an ambulance by a community in Surigao to transport people needing medical treatment to the nearest hospital. All photos below were taken from the television screen.
Unlike other habal-habal, this one has a roof and two planks on either side where patients lie down for transport. While I’ve seen habal-habals in Leyte and Samar that have roofs, the planks are more “skylab” than the typical habal-habal. “Skylab” is a term coined for the shape of motorcycle taxis with a plank installed perpendicular to its body. Passengers seated on the plank have to be balanced by the rider/driver.
All terrain – the habal-habal is popular in rural areas as it can operate on bad roads, trails, no roads and even cross rivers and streams.
The documentary also had interviews with the owner and driver of the motorcycle ambulance.
Rough roads, typical of municipal and farm to market roads, do not deter haba-habal operations.
Rural roads are a big challenge given the conditions like these huge holes filled with water. I’ve seen roads like this that are like rivers or streams during the rainy season.
Travel is quite treacherous along these roads and I can only imagine how difficult it would be to transport a patient on a motorcycle ambulance. The risks are quite high that there can be a mishap along the way that could result in not only serious injuries but death.
The sign makes it unmistakable for what the vehicle is for.
The ride is a balancing act and the driver should be highly skilled for the task.
Patients or people needing medical attention are made to lie down on one of these cots on either side of the habal-habal. There are what looks like straps to secure the person. I assume that another person or weight should be placed on the other cot for balance. Likely, another person will ride behind the driver to care for the patient(s).
Such vehicles used for emergency are fitted out of necessity for these communities. As shown in the photos, the roads connecting these communities to the municipal or city centers are unpaved and conditions can be quite bad during the rainy season. It is clear that many such roads need to be paved so that they can be used under all weather conditions. Paving the roads also makes them usable by regular vehicles such as your typical ambulances. It makes me angry to see many such ambulances in Metro Manila being used for personal travel while communities in dire need of emergency vehicles can only improvise with the habal-habal to get people to hospitals.
It’s a shame that our government can spend a lot or engage the private sector in major projects while hundreds or even thousands of communities remain under-served for basic needs including access to schools, hospitals and workplaces. These are not even the typical farm-to-market roads but appears to be municipal, city or provincial roads. The fruits of economic development will not trickle down or cannot be felt in these areas if transport facilities cannot be upgraded. These are requirements for inclusive growth that government should address – and with urgency.