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Sound bites on transport and traffic
If there was one thing I both dreaded and enjoyed during my 6-year stint as head of UP’s National Center for Transportation Studies, it is granting interviews to the media. My predecessors warned me about how some media outfits have been notorious for editing interviews to suit their needs. In certain cases, they are alleged to have spliced recordings that if taken as is would have been boring or not quite informative in order to have material that were more sensational. There are features, for example, where it seems interviewees were responding to the each other’s opinions making it look like they were arguing. And then there are those where certain statements are taken out of context when cut from a long explanation in the actual interview that took place.
I think I tried my best to be careful about what I said and how I explained or related things in my interviews. I looked at interviews as a way the Center could reach out and advance its advocacies. These were opportunities to spread the message of sustainable transport, to educate and inform officials and the public about what we should aspire and work hard towards achieving in transport and traffic. I think we had to be both progressive and aggressive with our messages because it was our duty, our responsibility not just to do research and train people but also to inform and educate people about sustainable transport. Popular mass media is an effective way to do this and we should be engaging but careful about our messages in order to be constructive and fair.
The last news interview I had before finally being relieved of being holdover Director for a month after my term ended was with GMA News. I like this interview about traffic congestion because I was able to put in some of the ideas that people in the forefront of sustainable transport have been preaching and practicing. These include the truth that in developed countries and cities, the wealthy take public transportation and that in order to improve public transportation, decision makers should themselves experience commuting.
These are not new ideas and I have to be clear that these were not my original ideas but those that I have come to embrace and advocate. I truly believe that if we don’t take public transportation, walk or cycle, we can’t really have a clear picture of what our cities need in order to solve the traffic mess and come up with services that are safe, efficient, inclusive and equitable.
The feature appearing on Jessica Soho’s State of the Nation on Channel 11 from the GMA News website.
The same report that appeared in the primetime 24 Oras:
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Updates on the UP AGT
The prototype vehicles for the Automated Guideway Transit (AGT) project of the DOST through its PCIEERD and MIRDC were delivered last Sunday, November 25, at the test track site in UP Diliman. The two vehicles will form the train that will be mounted on the test tracks and subject to experiments to test the performance and functionality. Researchers from UP Diliman, including faculty members from its College of Engineering and College of Science, will be cooperating with the DOST to provide advise on issues that are certain to crop up once the tests are underway.
Contrary to many reports coming out that it will be an “upgrade” or “replacement” for the Ikot and Toki jeepneys currently operating inside the campus, the truth is that a Phase 2 creating a loop around the campus is not viable for the foreseeable future. For one, the system will be too expensive to build, operate and maintain for a very limited ridership that is attributed to UP Diliman, even with the increasing numbers of through trips using UP public transportation. Of course, it would be nice to have a system like this in campus but the costs cannot be covered by revenues from fares. Funds for construction (investment costs), seen from one perspective, may be of better use elsewhere where resources are in dire need to support other very important endeavors. A full system would be appropriate elsewhere and with funding coming not from the DOST or UP budgets but from airports, developers, local governments and others who can be the proponents for such systems.
AGT vehicle delivered at the test site in UP Diliman – the streamlined body was designed by DOST project staff. The skirt helps to hide the bogey, which includes the mechanism for the vehicle to pick up power from rails embedded along the guideway.
Inside the vehicle – there are few seats behind the driver’s cab to maximize space for (standing) passengers. This layout is very much similar to other AGTs and monorails including those serving airports where users would also have luggage with them.
Driver’s cab – although the intention is for the vehicle to be ultimately driverless, tests will initially be conducted with a driver.
Back seats – there are a few more seats at the back but the layout maximizes the number of standing passengers.
Another look at the AGT vehicle – the DOST logo is prominent in the front and one side of the vehicle. The UP logo is on the other side of the vehicle.
Test tracks – the AGT guideway is elevated and stretches to almost 500 meters. For reference, the photo was taken from near the project office/power house with the CHED building along C.P. Garcia Ave visible downstream of the elevated guideway. The line of trees on the right is along the University Avenue.
While it is understandable that certain rail aficionados have become excited about the prospects of having an operational, functional AGT or monorail, the UP-AGT is really an experimental system. It is best considered as a “proof of concept” project that will hopefully encourage the development and promotion of public transport in many of our cities that seem to be mired in having unsustainable transport modes. But of course, any transit system such as this will not survive if no rationalization in transport services are implemented and this is particularly true if an AGT or monorail would have to compete directly with buses, jeepneys or tricycles.
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Informal transport in Metro Manila: Quezon City
Passing along East Avenue in Quezon City one morning, I couldn’t help but notice the pedicabs (non-motorized 3-wheelers) lined up near the junction from Agham Road in what is just one of the so many informal transport terminals in this city. The motorized tricycle in the photo below is just a bonus but also notable as they weren’t supposed to be running along national roads like East Avenue. They are well within the sight of the Land Transportation Office (LTO) and the Land Transportation Franchising and Regulatory Board (LTFRB) – two agencies charged with vehicle regulation though these 3-wheeled public transport modes are technically not under the LTFRB and LTO has no jurisdiction over NMTs. I suppose that the local government is well aware of their existence as their operations are legitimized through local regulations.
Tricycles and pedicabs at the junction of East Avenue and Agham Road
The proliferation of these modes and particularly the non-motorized 3-wheelers are due to the toleration if not encouragement from the local government. These are examples of “accommodations” and tolerance due to these being a source of livelihood for many informal settlers who typically operate these vehicles. In the case of the scene in the photo above, there is the proliferation (and over-supply) of these 3-wheelers whose drivers and operators make a living out of people not willing to walk because of poor facilities or perhaps out of sheer “katamaran.” In many cases, operators and drivers are residents of informal settlements such as those along Agham Road. God forbid that some of these are unlawful people who take advantage of passengers including unsuspecting or absent-minded students and office workers.
Are these forms of transport suitable for this setting? Are they safe forms of transport? Shouldn’t there be a drive to have better pedestrian facilities and more “formal” transport services for a city’s constituents? These are persistent questions that theoretically have answers in terms of good practices found elsewhere. However, in many Philippine cases solutions are dependent on how progressive and serious LGUs are with dealing with these issues. Success is dependent on the initiatives of the LGUs who are in the front lines when addressing concerns on local public transport.
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V. Luna Extension
V. Luna Extension starts from the intersection with Kalayaan Avenue runs until the boundary with Bgy. Botocan in Teachers Village where it becomes Maginhawa Street. It was mainly a residential street being practically part of the Teachers Village/Sikatuna Village area in Quezon City. The street has been widened to 4 lanes from its wide 2-lane carriageway. However, the additional lanes are not fully utilized for traffic. Rather, they are occupied by parked vehicles and, at some sections, informal tricycle terminals. Following are photos taken one weekday afternoon showing typical conditions along the road.
Section in front of SaveMore – while there are off-street parking spaces available at the supermarket side of the road and reducing on-street parking there, the other side’s curbside lane is occupied by a tricycle queue.
The tricycle queue extends well beyond the head shown in the previous photo. In the picture above, on-street parking in front of residential buildings along the street are shown. There is a yellow line painted on the pavement that seems to be a guide for the tricycles. While I am sure they try their best to park close to the curbside, these 3-wheelers still end up occupying significant road space, thereby reducing traffic capacity.
Further down the street one starts to realize that the tricycle queue seems to go on and as far as the eye could see in the photo. Note the tricycles parked on the other side of the road, probably just coming back or going around to get fares.
End of the line – still further down the street and quire near the end of the section designated as V. Luna Extension one can already see the end of the tricycle queue. One can just imagine how many more of these tricycles are going around the village and just how much drivers take home as their net income at the end of a very competitive day. I say competitive here because for the numbers alone at the informal terminal, you get the idea that demand is quite limited and that there is an over-supply of 3-wheelers in the area. Unfortunately, these transport modes are the source of livelihood for many people and to many, a career operating these vehicles seem to be targets for many who have limited opportunities to study and eventually find better-paying jobs.
Pedestrian crossings – from the previous photos, it is not hard to see that there are few places designated for crossings. In fact, along the entire length of this street (and others like it) people cross just about anywhere. This is possible since traffic is still typically not so heavy along this street.
Fork in the road – V. Luna Extension continues to the left but as Maginhawa Street in UP Teachers Village. The street on the right is also a part of a residential area, Bgy. Botocan, along which is the ROW of Meralco’s power transmission lines.
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What if Manila retained its railway lines of old?
It is possible to trace the old railway lines of Manila to the towns to its east in what is now Rizal Province. I had seen it in one railway blog that one of my students showed me after we took up the history of railways in the Philippines where I showed them old maps of the railways in the Philippines. And so based on the descriptions found in those maps and texts combined with familiarity with the places mentioned there and the availability of a tool like Google Earth, it is possible to produce the following images showing two particular lines that could have been “game-changers” for a lot of people taking public transportation between Metro Manila and the areas to its east (i.e., towns in Rizal Province).
Traces of railway lines of old from Tutuban in Manila to Antipolo (blue) and San Mateo (green)
The blue line extending to Antipolo City passes through an area that is part of Valley Golf and ends up near the Antipolo Church (Shrine of Our Lady of Peace and Good Voyage). This line could have been a major mode for commuters residing in Antipolo, Taytay, Cainta and Pasig City.
The line extending to San Mateo, Rizal passes through densely populated parts of Pasig and Marikina Cities. The line could have served people residing in these towns all the way to Rodriguez (Montalban).
The outcomes of the exercise of tracing old railway lines as shown in the previous photos allow us to appreciate and maybe contemplate on the “what ifs” and “what could have beens” if the Philippines did more efforts in retaining its railway system after the Second World War. I do not think planners at the time were able to anticipate the rapid development of the area that was to formally become Metro Manila in the 1970’s. While the road network plans were in place, thanks to the design by Daniel Burnham, what Manila and its environs needed was a transit network that did not depend on roads and something that would have been able to carry much more people (and maybe even freight) than the jeepneys and buses that emerged postwar. Perhaps we were not doomed to the current choices that we have and commuting would have been much simpler than the terrible experience many people from these eastern towns have every weekday. I leave it up to the reader to imagine how comfortable and convenient travel would have been along these lines.
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CLRV: another look at the LPG Jeepney
The research on Customized Local Road Vehicles (CLRV) is currently underway with the project team going around the country to document different jeepney designs. The main objective of the study is to be able to formulate and recommend standards for jeepneys based on the requirements of stakeholders (e.g., passengers) and from the perspective of safety, ergonomics and efficiency. The last term is quite tricky as efficiency here generally refers to the performance of the vehicle, particularly related to fuel consumption. Efficiency may also touch on the capacity of the jeepneys, which would have implications on revenue (i.e., more passengers mean more fares).
Following are photos taken prior to the recent workshop held in Calamba, Laguna where the outcomes of previous workshops in Iloilo and Davao were presented for validation by a similar group of stakeholders. These included cooperatives, assemblers, automobile companies, NGOs, government agencies and other interested parties to the CLRV research. The study is being conducted under the auspices of the Philippine Council for Industry, Engineering and Energy Research and Development (PCIEERD) of the Department of Science and Technology (DOST) and funded by the Department of Transportation and Communications (DOTC).
One of the jeepneys on display was a 24-seater LPG-powered jeepney by David Motors
Hyundai Theta engine converted for LPG
Another look at the engine, which is practically the same engine used by the popular Starex vans. There were two other LPG jeepneys that day with both having Toyota engines converted for LPG. The engines are from the ones used by Hi-Ace models.
Bench seats inside the LPG jeepney – there is still a door at the rear but it is used as an emergency exit rather than the main entry/exit for the vehicle. The sliding windows are sealed because of the air-conditioning installed for this jeepney.
The main door for the jeepney is at the right side just across from the driver. This design mimics those for buses and should enable more efficient collection of fares. That is, passengers may be asked to pay their fares immediately upon boarding the jeepney.
6A close look at the dashboard, which is a mix of parts coming from different vehicles. The steering wheel, for example, bears the emblem of Hyundai. This jeepney had power features such as power windows that can be controlled by switches on the panel board to the left of the steering wheel.
Driver’s rear view of passengers and whatever will be trailing the jeepney in traffic.
The jeepney door is operated through a lever, parts of which are taken from a gear shift. The handle is well within reach of the driver of the vehicle.
Exec. Dir. Rowena Guevara of DOST-PCIEERD interviews the driver and mechanic of this LPG from David Motors. According to them, the performance of the jeepney is the same as conventional ones and that this less noisy as well as having less emissions. Assemblers of LPG jeepneys say that consumption is about 7.3 km/kg of LPG, which compares well with the estimated 7.5 km/L of diesel consumed by well-maintained conventional jeepneys. LPG is cheaper so it can be inferred that overall, drivers and operators would have increased revenues if they used LPG jeepneys.
The LPG jeepney is one (there are also electric jeepneys) of the variants being touted as the future of the vehicle. The “eco” tag is among the pitches for these jeepneys and should be a consideration for the study.
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Araneta bus terminal
Cubao in Quezon City has always been a point of convergence for a lot of people and, like Pasay City, is a gateway for people coming from all over the country. Cubao is one of the larger commercial districts in Metro Manila and its Araneta Center is host to a large bus terminal catering mainly to southbound bus companies. The terminal is larger than any of the individual, private terminals around Cubao and nearby along EDSA or Aurora Boulevard. Most of these private terminals are for northbound buses. Southbound refers to buses connecting Metro Manila with Southern Tagalog and the Bicol Region in Luzon Island and those taking the western nautical highway and the Roll-On, Roll-Off (RORO) system to the Visayas and Mindanao provinces via the Port of Batangas and Mindoro. In fact, it is possible to take the bus to Caticlan, the jump off point for the immensely popular Boracay Island.
The Araneta Bus Terminal is located a block away from the Araneta Coliseum, housed in a building that was formerly the Rustan’s Department Store (to those who remember the old store) just across from the Ali Mall. It used to be located at an open lot across to the east of Ali Mall but had to be moved to its present (and perhaps better location) after the lot was committed to a new condominium development. Bus companies have their ticketing services inside the building and one can reserve tickets for future trips or, if seats are still available, can purchase tickets outright for buses scheduled to leave around that time.
Passengers waiting or purchasing tickets at the Araneta bus terminal. There are clean rest rooms inside the terminal.
Another look at the ticket booths and waiting area at the terminal. There are also stores selling food, snacks, drinks and even souvenir items. Popular pasalubong are assorted biscuits and other food stuffs. Located at the second level are terminal offices and a BPO, which shares tenancy with the terminal.
The terminal is usually very crowded during Christmas, Holy Week, and All Saints’ Day when people flock to the provinces (i.e., their hometowns). Many bus companies sell seats ahead of these holidays and people are encouraged to purchase tickets ahead of their trips to make sure they do get seats.
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Suitability of public NMT in the city?
Paratransit systems are a common thing all around the Philippines. Some have been part of the mainstream that to call them paratransit seems inappropriate. Among the most dominant modes of transport in the country are the jeepneys and motor tricycles that serve short to very long routes in many areas in the country including the National Capital Region. There is also the so-called kuliglig in the City of Manila that is a 3-wheeler comprised of a bicycle and a side car. The bicycle is motorized, using a small motor much like the one used by pumpboats or bancas. These are very much the same as the “tricyboats” of Davao City and other parts of Mindanao and the Visayas. The “original” kuliglig may be found in rural areas and these are basically farm tractors pulling carts that may be used to transport people or goods (e.g., farm products, raw materials, etc.).
When the term “non-motorized transport” or NMT is mentioned, the first things that come to mind are probably bicycles and walking. There are other NMT modes around including animal drawn vehicles and pedicabs. Perhaps the most well-known animal drawn vehicles in the Philippines are the calesas and caretelas, which are pulled by horses. Pedicabs are 3-wheeled vehicles consisting of a bicycle and a side car. These are quite popular in residential areas particularly in residential subdivisions or villages where tricycles have been prohibited or restricted due to their noise and emissions.
Pedicabs, however, have become an attractive means of livelihood for people who have less options for employment (i.e., many drivers have no qualifications to apply for more formal jobs). As such, one will find them proliferating where there is a perceived demand for them; including urban streets where they serve as feeder services quite similar to those offered by their motorized counterparts. While tolerated along minor streets, many have tested the waters and the limits of regulations by taking major roads. The following photos show such examples where pedicabs are seen operating along major roads.
NMT along national roads – pedicab at the intersection of Quezon Avenue and Agham Road
Informal terminal for informal transport – pedicab queue along the Quezon Ave. service road
Cause of congestion? – pedicab (and tricycle) operating along the bus lanes of EDSA in Pasay City. Such situations expose drivers and their passengers to risks of being hit by larger motorized vehicles such as buses and trucks.
Over-reaching? – pedicabs defy regulations against them using national roads and particularly major ones like EDSA.
There is the persistent challenge of how to rationalize public transportation in many Philippines cities. In fact, there are cities that have embraced paratransit modes as part of their character and thus seem unlikely to upgrade or phase out such transport modes from roads or routes that require higher capacity vehicles to deliver higher levels of service. For one, there are socio-economic and political factors that have to be considered in any initiative focusing on these modes of transport. Many are already organized or members of organizations such as tricycle operators and drivers associations (TODA) and jeepney operators and drivers associations (JODA). These have become quite influential over the years and have even participated in elections as party list groups while also exerting pressure on government agencies when issues like fuel price increases and fare setting are in the spotlight.
Many public NMTs are not as organized or empowered as their motorized counterparts. However, many are connected with groups such as those of the urban poor and NGOs taking their side when issues are raised regarding their operations. Perhaps these NGOs should take a closer look at public transport as not just a source of livelihood considering the responsibilities that come with providing such services. And perhaps they should also busy themselves with helping people learning skills that will not commit them and their descendants to being jeepney, tricycle or pedicab drivers.
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Using the Bangkok subway
I have gone around Bangkok in the past using the BTS Skytrain, buses, taxis and once using the tuktuk. I have only used the subway once as it has only one line and in the past trips to Bangkok I really didn’t need to use it considering most of my destinations were within walking distance of a Skytrain station or required the services of a taxi. And so I took the opportunity to take some photos at the Bangkok Metro during one commute to meet up with a friend.
Directional sign guides people coming from the Skytrain platform to the MRT, Bangkok’s lone subway line
Descending from the Skytrain station to the entrance to the subway station
Directional signs guide commuters to the subway station
Another descent, this time to the subway station plaza to purchase a token (instead of a ticket) to ride the train
User interface for the Bangkok subway – commuters who can’t read Thai may opt to go for the English option. Unfortunately, the MRT’s system is not integrated or compatible with the Skytrain’s and so I could not use my Rabbit card for my fares. I think the MRT should work on this as it would be to their advantage.
The station is spacious and there seems to be still few passengers using the subway – Fares have been criticized before for being expensive compared to bus and Skytrain. As such, the system is not as crowded as Singapore’s MRT or the Philippines’ elevated rail systems.
Platform doors are synchronized with the train doors, ensuring safety for commuters.
Turnstiles are similar to those in Singapore and Japan
I think the Bangkok subway is still a good option along the corridor it serves though it would be better if it is extended to increase its reach and consequently its ridership. Issues on inter-connectivity with other modes especially the Skytrain have been addressed to some extent but remain. Its most difficult challenge pertains to fares and is something that would probably be difficult to tackle given the financial implications but is necessary to encourage more people to use it regularly.
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Of stored value cards and other ways for paying fares
I was in Thailand for at least once a year during a certain stretch in the last decade as part of my university work. Whenever I was in Bangkok, I bought a one-day pass for me to have practically unlimited use of the BTS Skytrain for a day. Other times, I bought a 3-day pass in order for me to also see and experience the system. Those times in the past, there were no IC or stored value cards for use in commuting in the Thai capital like those in Singapore, Hongkong or Japan. And so I was quite happy to see the availability of a stored value card when I familiarized myself with the Skytrain last week.
The Rabbit card, as it was called, is a stored value card that still has limited use for commuting and other purposes. At present, it can only be used for the BTS Skytrain and a few shops. It cannot be used for buses, taxis or the MRT (Bangkok’s subway). There are three variants for the Rabbit card – one for students, one for senior citizens, and another for adults (all other people).
Back of the card where simple instructions for use of the card are indicated in both Thai and English.
The Rabbit card is not yet as useful, versatile or convenient as Singapore’s EZ-Link or Japan’s Suica and Pasmo commuter cards. Still, it is an improvement that will surely and steadily have more uses in the future. And so I look forward to the next trip to Bangkok when perhaps my Rabbit card will be useful for other modes of transport as well.
I am posting this article about the Rabbit Card as I listen to news about problems currently being experienced by the EDSA-MRT 3 in Metro Manila. It seems they had run out of stored value cards (maximum load of 100 PhP) and single journey cards that the administration had to resort to issuing paper tickets to accommodate the many commuters using the system.
There used to be RFID cards issued by the two giant telecommunications companies in the Philippines that could have been the solution to the current problems for the MRT3. Unfortunately, these have been phased out a few years ago. And so perhaps for the sake of the thousands of commuters using the MRT3 and other rail lines (and later even buses, jeepneys and taxis) in Metro Manila, transport officials finally invest in a card and/or pass that can be used by commuters and tourists alike. One would think that many who are with the DOTC, MRTC and the LRTA would have already experienced the systems in other countries and so they could have an idea of what could be so beneficial to public transport users here.
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Caught (up) in traffic 
