The restrictions for physical distancing for public transport seems to be easing. The reason for this statement is the observation that passengers of public utility vehicles are no longer one seat apart (less than the ideal 2m distance between people but deemed sufficient with physical barriers installed in the vehicles). If allowed to be seated next to each other (of course with some sort of physical barrier between them), the set-up will increase the allowed passenger capacities of PUVs to at least their seating capacities. Conventional jeepneys will be able to seat the 16 to 20 passengers their benches are designed for and buses, depending on their sizes and seating configurations may seat perhaps 40 to 60 passengers. That doubles or even triples the number of passengers that can be carried by each vehicle from the time these were allowed to resume operations after the lockdowns.
Plastic barriers separate passengers seated beside each other
Not all physical barriers are designed and installed to provide whatever protection passengers can get from them. The photos above for a G-Liner bus seems to be the more desirable design as the barriers are practically like curtains. I have seen token plastic barriers installed in jeepneys. I wonder if these even went through some approval process of the DOTr, LTFRB or local government unit. Such inferior designs do not help the cause of promoting public transport use over private vehicles.
Traveling along Marikina roads en route to my office, I spotted not a few of the minibuses that are being promoted as modernized or modern jeepneys. These are definitely not jeepneys or jitneys but small (or mini) buses. They are airconditioned with seating capacities about the same as the typical conventional jeepneys but with space for standing passengers once these are allowed given the pandemic. There’s a lot near the end of the Gil Fernando Avenue Extension that serves as a depot or parking lot for vehicles that have not been deployed (or sold?). And here are a couple of photos showing these.
New mini-buses being touted as “modern or modernized jeepneys” parked along the Gil Fernando Avenue Extension connector road.
These mini-buses used to ply the SM Masinag – SM Fairview (via Marikina and Batasan) and Cogeo – SM Aura (via Marcos Highway and C-5) routes.
There is a perceived continued lack of public transport supply in Metropolitan Manila and its adjacent cities and municipalities. This is evidenced from the long lines at terminals and stations and the many people waiting for a ride along streets. With the DOTr and LTFRB slowly but surely adding buses, “modern jeepneys” and conventional jeepneys along many old routes and new ones, it may seem that there are enough vehicles. The situation may be summarized as follows:
- The DOTr and LTFRB are taking advantage of the situation to try to rationalize public transport routes under their rationalization program. Certain routes, for example, that were served by conventional jeepneys are now assigned to buses and ‘modern jeepneys’. You can’t exactly blame them for this as the lockdown presented the opportunity to sort of start from scratch in as far as rationalization is concerned. They won’t get another chance at this without stiff resistance from various stakeholder groups.
- PUVs are still limited in terms of allowed/permitted passenger loads due to physical distancing requirements. These are already being eased for both buses and jeepneys but standees are not yet allowed for buses.
- The observed lack of supply is not as widespread as perceived. Commuters along some routes are better off than others. Traffic congestion due to the preference and use of private vehicles by many who used to travel by public transport exacerbates the situation as PUVs are unable to make quick turnarounds thereby making it appear that there is not enough of them operating. Approving and deploying more public transport without exerting efforts to improve confidence in using them will only lead to more congestion and inefficiencies to their operations.
I had to go back to my usual commuting route to my workplace via Tumana as Marcos Highway is usually congested in the mornings. As such, I had the opportunity to take some photos of public transport modes along the way.
Bus plying Route 8 – Cubao Montalban along the Marikina – San Mateo – Montalban Road (J.P. Rizal Avenue in Marikina City). Montalban is the old name of the Municipality of Rodriguez in Rizal Province.
A Beep, a modern jitney that is actually a minibus plying to Parang-Stop & Shop route that used to be dominated by conventional jeepneys. That is, of course, a conventional tricycle on the other side of the road. By conventional I mean a motorcycle with a side car, which is the most common type of 3-wheeler in the country.
Recently, I saw G-Liner buses along Route 8. That means the bus company’s fleet is now distributed along 3 routes serving Rizal province and connecting it to Metro Manila. While, capacities are still limited due to physical distancing requirements, these buses should be able to carry a lot more passengers once the situation ‘normalizes’ so PUVs are able to maximize their seating (and standing) capacities.
Here is another quick share of an article on bicycles and transit (i.e., public transport):
Cox, W. (2020) “Bicycles: A Refuge for Transit Commuters?”, New Geography, https://www.newgeography.com/content/006753-bicycles-a-refuge-transit-commuters [Last accessed: 9/4/2020]
What do you think? Are we getting there in terms of the bicycle-transit relationship? MRT and LRT lines have allowed foldable bikes to be carried in their trains but buses and other road-based public transport may not allow you to bring your bike inside the vehicle. For the latter vehicles, there are usually racks installed in front of the vehicles that can accommodate 2-3 bikes. Train stations now should have bicycle parking facilities for the last mile trips of their passengers.
From the time Metro Manila and Rizal transitioned to General Community Quarantine (GCQ), there have been limited public transport services connecting the two considering most Rizal towns are like bed towns to Metro Manila. The term “bed town” refers to towns, or municipalities, even cities, that are basically the place of residence of persons who during the day time usually travel out to workplaces or schools outside their areas of residence. Many who reside in Rizal province actually work or study in Metro Manila. Similar cases may also be found in the other provinces surrounding Metro Manila like Bulacan, Laguna and Cavite. These connections are made mainly by public transport, which for the National Capital Region (NCR) and adjoining areas currently comprise about 70% of total trips. The rest is by private transport. [Note: Not counted are trips mainly by walking and cycling. While everyone walks, walking is usually at the ends of the commutes.]
Current public transport services now comprise of buses plying the Antipolo-Cubao and Taytay-Gilmore routes that were among the first operationalized under the rationalization program of the Department of Transportation (DOTr). For the Antipolo-Cubao route, several companies have shared the load with mostly aircon buses running between Quezon City and Antipolo City. I wrote recently that there are now non-aircon (referred to as ordinary) buses serving this route and that in addition to the main line (Aurora Blvd.-Marcos Highway-Masinag Junction-Sumulong Highway via) there was now a branch going through Cogeo and via Olalia Road.
Aircon bus approaching the Robinsons Antipolo terminal
Non-aircon (ordinary) bus plying the Antipolo-Cubao route along Sumulong Highway past the Masinag Junction
We got a comment about how perhaps DOTr and LTFRB plans to introduce variations to main routes including adding to the route number to distinguish one variation from another. While the original route signs look like the one on top of the windshield in the Aircon bus in the first photo with the white box on the left displaying the route number, the bus in the second photo shows two boxes. The second box to the right of the route name is blank. So perhaps there can be an ‘A’ to refer to the original Route 9 and ‘B’ can refer to the one via Cogeo. Does this mean there can also be a ‘C’ and that can be via the even older route via Felix Avenue, Cainta Junction and Ortigas Avenue. If this becomes a reality, then that probably puts the proverbial last nail on the coffin of the Antipolo-Cubao jeepneys. Jeepneys would have been phased out for the route in favor of the higher capacity buses.
I had mentioned in previous posts that more buses have been deployed to serve the Antipolo-Cubao route. The route had already evolved to have two alternatives: the original route via Aurora Boulevard, Marcos Highway and Sumulong Highway, and the variant that goes through Cogeo and passes through Olalia Road to/from Sumulong Highway. Here are a couple of photos showing a couple more bus companies that used to ply other routes via EDSA.
Jayross Lucky Seven Tours bus – these used to ply the Fairview-Baclaran route via Commonwealth Avenue and EDSA with all aircon buses.
Diamond Star bus – these used to ply the Malanday-NAIA route via EDSA with both ordinary and aircon buses
More photos of other buses now serving the Antipolo-Cubao route.
I like taking photos of aircraft of various airlines in airports. Among the photos I like taking are of their tails aligned to show the different airlines docked at the terminals. As we were stopped at an intersection just across from the Robinsons Antipolo public transport terminal, the wife took this photo of buses at the terminal. To me, the terminal has become somewhat like a bus port; with buses serving the long distance routes between Cubao in Quezon City and Antipolo in Rizal province. That’s about 20+ kilometers via Marcos and Sumulong Highways.
What used to be a small amusement part has been cleared prior to the lockdown in March and the area now functions as a parking lot for buses serving the Antipolo-Cubao via Masinag Junction and Antipolo-Ortigas Center routes. The latter was already operational prior to the lockdown with P2P buses leaving every 30 minutes.
When the Antipolo-Cubao bus route first started operation when Rizal and Metro Manila first transitioned to GCQ, there were three (3) companies operating along the route – G-Liner, RRCG and EMBC. All used air-conditioned buses. Before MECQ in early August, there were additional companies including those that deployed regular or non-aircon buses. I will try to take more photos of the terminal, the buses and the paratransit providing local transport (i.e., within Antipolo). These are tricycles of different models including the conventional motorcycles with sidecar, the tuktuks, and the e-trikes.
I write this on the eve of the imposition of Modified Enhanced Community Quarantine (MECQ). It is another unfinished article that was intended to be a quick post showing the typical conditions for commuters during the GCQ. Public transport supply was slow to return to adequate levels as the government took advantage of restrictions to impose route rationalization and modernization programs. The following scenes were common along my commuting routes:
Commuters waiting for a ride near the provincial capitol
The rains of the wet season added to the misery of the wait.
Long queue at the public transport terminal at Robinsons Antipolo, which is the terminus for buses connecting Antipolo with Cubao and Ortigas Center.
The queue reaches beyond the shaded areas of the terminal.
I think national government should be the one to provide for the public transport needs of frontliners (i.e., health care workers including doctor, nurses, medical technologists, pharmacists, etc.) and other essential workers. My definition of the latter are those required for logistics to function as well as those to ensure the required production or manufacturing for the rest of us who need to stay at home. Not everyone has the same, fair circumstances as there are those who can afford to stay at home and those who need to work for them to live, often on a day-to-day basis.
The pandemic has taken a toll not only on the physical but the mental health of many of us. Government rants and retorts are unnecessary and uncalled for given its dismal performance. I dare say dismal as the evidence shows certain local government units and the Office of the Vice President doing much, much more despite their limited resources. We are not in this quandary because government performed well and to the best of their people’s abilities. If that was their best then they have no business staying in their positions. If our health care system fails, then there is nothing to stop this pandemic from claiming much more than lives.
I keep forgetting posting something about the buses that now operate along the Antipolo-Cubao route. Route 9, as the DOTr and LTFRB have designated this route covers one of 2 routes connecting Antipolo and Quezon City’s older CBD. Route 9 is via Sumulong Highway and Masinag Junction. The older route via Felix Avenue and Cainta Junction has not been revived. Both routes used to be served by jeepneys; many of them the “patok” kind that were known for speeding and risky maneuvers. It seems, at this time, that these will not be allowed to operate again along these routes with the rationalization efforts of the government. Following are photos taken at the Robinsons Antipolo transport terminal, which is where one of the end points of Route 9 is located.
Buses maneuver at the spacious terminal grounds at Robinsons Antipolo.
There are two bus services currently terminating here. One is the P2P bus service between Robinsons Antipolo and Robinsons Galleria, and the other is Route 9 between Antipolo and Cubao, Quezon City.
Many of the buses were “pulled out” from their former routes. The term pulled out is actually inaccurate since public transport operations were suspended during the lockdown.
The transport terminal is an intermodal one that’s supposed to cater to buses, jeepneys, vans and tricycles. There are currently no UV Express vans operating here and traditional or conventional jeepneys have yet to return to Antipolo.
A big part of the terminal is an area reclaimed from a failed amusement park that occupied the corner of this lot. The rides and other equipment were removed prior to the lockdowns.
There are minimal restrictions to the vehicles accessing the terminal grounds. Here you see a taxi and tricycle moving about. Cars may be parked nearby and these (parked cars) were not uncommon before the lockdown as some people practiced “park and ride” with the P2P buses.
EMBC buses such as this one used to ply the Tanay – Divisoria and Tanay – Quiapo routes
G-Liner buses are a familiar sight in Rizal where they are probably the oldest company continuing service since the 1980s. Correct me if I’m wrong but I only remember them being in operation in the 1980s. Before them were Metro Manila Transit Corp. buses and the baby buses that plied the Binangonan-Recto route.
G-Liners now operate two routes from the rationalization program: Antipolo-Cubao and Taytay-Gilmore.
The passenger capacities of the buses and the service between Antipolo & Cubao have been significantly reduced due to health protocols. Thus, buses can only carry perhaps up to 40 or 50% of their seating capacity. I mentioned seating capacity here because of physical distancing requirements and the ban on standees. Previously, a bus left every 5 minutes and their frequency could not cover the demand along the route. Recently, I observed more buses in operation and the addition buses from two more bus companies that used to ply the Fairview-Baclaran and Fairview-Alabang routes. These could probably help ease the supply issues.
More on the Antipol-Cubao service soon!
I recently gave a talk on transport in the new normal. There are a lot of materials that you can refer to if you want good visuals for a presentation. It helps to capture the attention and maybe the imagination of your audience, which in this case was varied. While I assume many to be in the physical, chemical & social sciences, and engineering, I knew that there were also people from media and those who were just interested in the topic. And so I made sure there were a lot of infographics mixed in with bullet points to drive the message clear about mass transit systems being the backbone of transport in highly urbanized cities, conventional transit like buses and jeepneys supplementing and complementing these, and active transport enabled and encouraged as a safe option for many.
I wasn’t able to include the following graphic shared by a friend advocating bicycle use especially for work and school trips. The following graphic comes from TUDelft, which is among the major universities in the forefront of research in transit and cycling. Clicking on the graphic will take you to their Facebook page and more links to their programs.
Note the essential information relating bicycles and transit in the graphic. Do we have similar data in the Philippines (or at least for the National Capital Region)? I hope this stirs interest for research work. There are a lot of topics to take on including even data collection to capture the information required for substantial studies on cycling, transit and their relationship.