Why more low capacity PUVs?
I’ve written about the recent additions of new (the government I think prefers to call them ‘modern’) model jitneys along corridors like Marcos Highway, C-5, Quezon Avenue, Espana Avenue, etc.). My main comment has always been about the capacities of these vehicles considering the high transport demand along these routes where the Department of Transportation (DOTr) and the Land Transportation Franchising and Regulatory Board (LTFRB) have authorised these so-called “experimental” routes. The services actually overlap with existing lines of other PUVs like jeepneys, UV Express and buses. Their value is apparently the single, direct ride they provide to commuters, who otherwise would have to transfer vehicles to get to their destinations. The popularity of these “experimental” services only underlines or emphasizes the need for rationalising transportation services especially in Metro Manila.
There are surely opportunities to improve the network including those taking advantage of the improvement of rail services. But rationalisation is not just about changing routes. It also means determining the right capacity vehicles for these routes. Thus, high demand corridors require higher capacity modes in terms of both vehicles and their frequencies. Perhaps authorities should look into the examples of P2P bus operations as a way of determining the type of vehicles to be deployed as part of the so-called experiment rather than appear to be just promoting these modern jitney models. PUV modernisation, after all, should also mean upgrading the existing vehicles servicing certain routes by replacing them with ones that are more efficient and with higher passenger capacities.
This mini-bus lookalike has a capacity of 23 passengers. That’s practically the same as the newer model jeepneys that are generally longer and with some cleverness of the driver and conductor may seat more (i.e., Benches placed inside the jeepney increases their seating capacity. This set-up, however, is unsafe.)