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I spotted a new vehicle serving a new route between Cogeo in Antipolo and SM Aura in Taguig. I see these vehicles along Marcos Highway from Masinag to Santolan. Friends have spotted the same along C-5 at Eastwood and at Tiendesitas; confirming the route this mash-up between the jeepney and bus is running along. The route overlaps with existing public transport lines along Marcos Highway (mostly jeepneys connecting the eastern cities and towns with Cubao) including the elevated Line 2.
Jitney running along Marcos Highway in Antipolo (section between Masinag and Cogeo)
The jeepney has a sign stating it is a DOTr project. So is this an experimental run to determine the viability of the route in place of the traditional approach using what was termed as RMC (Route Measured Capacity)? I am not aware of any other ways by which the DOTr or the LTFRB are able to estimate the number and type of public utility vehicles to serve certain routes. There are, however, initiatives to open what they call “missionary routes” but this term used to refer to really new and unserved (referring to formal public transport) corridors or areas rather than those that are already being served by several modes of public transport. The results of this interpretation of “missionary routes” are more overlapping routes that further complicate and undermine efforts for rationalising or simplifying public transport services in the Metro Manila and other cities as well.
I will soon post here three maps showing the public transport route coverage for Metro Manila more than half a decade ago. These show the coverage of buses, jeepneys, and UV express services at the time. I now wonder how these would look like with the new routes overlayed unto the maps.
The recent trip also afforded me some quick photos of the arrival level driveway of NAIA Terminal 3. Here are some photos including those of airport taxis and buses serving the terminal and its passengers.
The arrival level (ground level) driveway is not very crowded at 5:30 AM.
From Bay 11 there are taxis and express (e.g., P2P) buses waiting for their passengers. There are booths on the terminal side for those making inquiries or booking their rides. That’s the Runway Manila pedestrian bridge connecting Terminal 3 to the Resorts World Manila complex at the top part of the photo.
Airport P2P buses include those headed for Clark.
We interrupt our regular programming to share this good reference for designing bus stops:
Transit Center (2018) From Sorry to Superb Everything You Need to Know about Great Bus Stops, transitcenter.org, http://transitcenter.org/publications/sorry-to-superb/#introduction [October 2018]
This is a new publication and though the focus is on bus stops, the principles and guides presented are very much adaptable and applicable to other public transport modes as well, particularly the road-based modes we have in the Philippines. The article contains a link for those who want to download the entire report.
Two years ago, I wrote about Antipolo being ripe for high capacity public transportation. So far, work is progressing along the Line 2 Extension to Masinag but there’s no word about it being extended further (Cogeo? Marikina?). I have always maintained that the demand in Cogeo, Antipolo is already established and a mass transit line terminating there will certainly be a game changer in terms of commuting. In fact, it may contribute to rapidly developing that area and hasten the development of Antipolo’s government centre, which is a few kilometres further along Marcos Highway.
Schedule and fares for the P2P bus service between Robinsons Place Antipolo and Robinsons Galleria in Ortigas Center.
There is now a P2P bus service between Robinsons Place Antipolo and Robinsons Galleria via Ortigas Avenue. And then there is the newest P2P service between SM Masinag and the Makati CBD. The first has very limited capacity at present and have few patrons (regular passengers) based on what I’ve observed and the rough survey my students did for a class project. I still have to see the second one from SM Masinag but I assume it has a higher demand considering a lot of people already commute from that area to Makati. I say so because there’s a nearby UV Express terminal that’s always crowded with people every time I pass by in the morning. This should also translate into demand for the afternoon/evening period. However, I am not so optimistic about the off-peak periods (I hope I’m wrong!) as most P2P services my students have surveyed so far indicate really low occupancies during the off-peak periods.
Is P2P the way to go for Antipolo (and its neighbouring towns like Cainta, Taytay and Marikina)? I think this is still basically a stop-gap measure and a mass transit line as well as complementing conventional buses would still be the most suitable for these rapidly and steadily growing areas. Ortigas Avenue is ripe for a high capacity system that should perhaps be grade separated. The demand was there more than two decades ago. I seriously believe that the Province of Rizal, the City of Antipolo and the high-earning Municipalities of Cainta and Taytay should exert more effort and lobby for a mass transit line serving the Ortigas corridor.
The current initiative to rationalise road public transport services is not as comprehensive as necessary or as some people want us to believe. The drive appears to be mainly on (some say against) jeepneys while little has been done on buses and UV Express vehicles. Most notable among the modes not covered by rationalisation are the tricycles.
A smoke-belching tricycle along Daang Bakal in Antipolo City
What really should be the role and place of tricycles in the scheme of themes in public transportation? Are they supposed to provide “last mile” services along with walking and pedicabs (non-motorised 3-wheelers)? Or are they supposed to be another mode competing with jeepneys, buses and vans over distances longer than what they are supposed to be covering? It seems that the convenient excuse for not dealing with them is that tricycles are supposed to be under local governments. That should not be the case and I believe national agencies such as the DOTr and LTFRB should assert their authority but (of course) in close cooperation with LGUs to include tricycles in the rationalisation activities. Only then can we have a more complete rationalisation of transport services for the benefit of everyone.
I was recently asked about my views on Lazarus franchises. At first the term didn’t catch on to me but “Lazarus” is a name that’s associated with coming back from the dead. “Lazarus”, after all, is the Biblical person Brought back to life by Jesus after the latter arrived to find his dear friend had passed away due to illness. It is now being used to refer to a dead public transport franchise that is to be resurrected but under new ownership. I recall I have written about the topic some time ago (many years ago) when I spotted what I thought was a BLTB Co. bus that turned out to be a DLTB Co. Bus. The logo and livery for their buses were the same as are the destinations in Southern Luzon. Then there were the EMBC buses I spotted along my commute that turned out to be operated by RRCG. These obviously are revived franchises and in both cases take advantage of what name recall the brands still have.
DLTB Co. used to be BLTB Co., which stood for Batangas, Laguna, Tayabas Bus Co. Tayabas is the old name of Quezon Province. This is the current company’s terminal along EDSA in Cubao. The old terminal is also along EDSA near Tramo in Pasay City.
I opined “that brands associated with these franchises can be revived but there are prerequisites. These include an inventory of units currently operating in relation to the demand. The rule is to determine first if existing operators/companies can cover the increasing demand. If not, then the LTFRB may decide to open routes for new players including issuance of new franchises. “New” here probably includes “resurrected” franchises that have name recall among people.” To be clear, there is a process by which franchises are granted by the government and this should be followed in order to be fair with current, active franchise holders.
I wonder if the Antipolo Bus franchise can be revived to serve the old Antipolo – Divisoria route?
I went to SM Marikina recently and had my companion take some quick photos of the transport terminal project of former Marikina Mayor and MMDA Chair, now Congressman Bayani Fernando (BF). Following are some of the clearer shots as we were moving when these were taken.
A look at the terminal located just beneath the two overpasses connecting Marcos Highway to C-5.
The driveway to and from the terminal lot.
Moving towards SM Marikina under the LRT Line 2 structure, you see rows upon rows of trucks. I assume these are for sale and are there for display to prospective buyers.
Leaving SM Marikina, this is the view of the trucks parked at the lot beneath the Marcos Highway and Line 2 bridges.
Approach to the driveway of the terminal showing the buses currently at the BFCT.
A closer look at the buses parked at the terminal. The green buses are RORO buses that the serve the West Philippine Nautical Highway route.
A quick look at some of the stores at the terminal. These are mostly the sari-sari/carinderia types you see in most provincial terminals. Among the merchandise are biscuits and cookies in containers of different sizes. These are popular pasalubong for travellers to relatives and friends in their destinations.
The sign on the right is intended for vehicles coming from C-5 that are allowed to make a U-turn near the junction with Marcos Highway to get to the terminal. This, however, takes them into direct crossing conflict with vehicles coming up from the riverbanks heading to Marcos Highway.
It would be nice to see some statistics about the number of passengers using the terminal as well as their characteristics such as origins and destinations, including transfers (e.g., how do they get to or from the terminal and what modes do they use). I suspect that there are not so many people using this terminal and the numbers will not significantly improve once the Line 2 extension is completed and the new end terminal and its environs are developed in Masinag, Antipolo City.
The Department of Transportation (DOTr) recently shared the Local Public Transport Route Plan (LPTRP) Manual that was the product of the collaboration among government and the academe. While the date appearing on the cover is October 2017, this manual was actually completed in April 2017. [Click the image of the cover below for the link where you can download the manual.]
I don’t know exactly why the DOTr and Land Transportation Franchising and Regulatory Board (LTFRB) were hesitant in releasing this manual. Perhaps they wanted to pilot test it first on a city? Yup, this manual has never been tested yet so we don’t really know whether it will work as a tool for planning public transportation.
With all the opposition to the government’s PUV Modernization Program, the DOTr and the LTFRB should be piloting the program first and show a proof of concept to dispel doubts about the program. The same essentially applies to this transport route plan manual. Only once these are piloted would we know first hand its flaws and allow us to revise or fine tune them. I would suggest that both the modernization program and the manual be piloted in cities that are perceived or claim to have strong local governance. Davao City comes to mind and perhaps Iloilo City. Can you think about other cities where the program and/or manual can be piloted?
There are news reports stating that the Department of Transportation (DoTr) is considering replacing the LRT Line 2 with a BRT instead. I think this is not something worth considering at this point since the construction of the Line 2 extension from Santolan to Masinag is already underway. Also, there is the fact that Line 2 is the only heavy rail system among the three LRT/MRT lines in Metro Manila. It has the potential to have the highest capacity among the three as well as the potential to have the highest ridership especially after the extension is complete and the two additional stations are operational.
With lots of people requiring public transport beyond Masinag, the question is not whether to convert Line 2 into a BRT but instead what services can be provided for a more efficient system for Rizal and Marikina. I took the following photos along my commute from Antipolo to Quezon City. Note the number of people waiting for public transport along Marcos Highway.
These are people who would typically take jeepneys or UV Express for their commutes. It is obvious from my regular observations that jeepneys and UV Express cannot cover the demand for public transportation and my opinion is that it is high time to introduce a higher capacity and more efficient mode in order to encourage people to keep taking public transport and to encourage those taking private transport to shift to PT.
A BRT service can be connected to Line 2. Since the Line 2 extension to Masinag is scheduled to be completed next year and be operational by third quarter of 2017, a bus service can already be piloted between Santolan and several end points. Four for consideration would be Cogeo, Antipolo Simbahan, Marikina and Cainta.
- Cogeo should be a no-brainer given that there is already demand there and this is growing rapidly with all the subdivisions being developed in this area.
- For Antipolo Simbahan, perhaps the final stop need not be at the shrine but at Robinsons Antipolo.
- For Marikina, there can be three lines – one branching from Ligaya where there is a major Ayala development, a second at Gil Fernando and another at Masinag. These may terminate at the city center, perhaps in the vicinity of the Rodriguez Sports Complex, which is near the Marikina City Hall and public market.
- The last line could traverse Felix Avenue (Imelda Avenue) and may terminate at Cainta Junction where commuters can transfer to transport along Ortigas Avenue Extension.
Surely, pilot services can be provided where limited stops or express services can be experimented on to see what clicks in terms of ridership. It would be nice to get feedback about such services and hopefully there will be champions for these bus services. Note that such services terminating at Santolan means that there should be terminal facilities in that area. Former MMDA Chair and now Marikina Congressman Bayani Fernando has developed an area precisely for an eastern transport terminal and so bus services present a good opportunity for this terminal to be a busy one. Maybe BF can champion these bus services? And perhaps the Antipolo and Cainta (paging Mayors Ynares and Nieto!) can also push for these services as commuters from these would stand to benefit the most from a good transport system.
The mainstream news and social media have featured a lot about buses recently. These were mostly government initiatives:
- P2P bus services – are operated by a tourist transport company (and now also by a large bus company that operates some routes for Bonifacio Global City). P2P stands for ‘point-to-point’, referring to the end points of a fixed route. For example, buses run non-stop between Trinoma in Quezon City and Glorietta in Makati. These are express buses that offering services that regular bus companies should be providing their passengers in the first place. Since these are non-stop (no pick-ups or drop-offs in between origin and destination, the main advantage is of course reduced travel times. They still operate in mixed traffic so travel times can still be reduced significantly if they had their exclusive ROW. That would make them operate like a BRT.
- Airport premium bus services – are offered by a logistics company owned by a controversial government official heading a sensitive post. At 300 PhP per passenger, a close friend made the observation that you can get a decent enough taxi for that price. And if you were part of a group, then you can probably pool your money to get Uber instead.
There is also the Department of Science and Technology’s (DOST) Road Train, which is an exaggeration of sorts for a multi-articulated vehicle. Typical ‘stretched’ vehicles are the articulated and bi-articulated buses commonly used in BRT systems. The DOST’s Road Train prototype seems to be a combination of 5 buses. Thus, there is the allusion to a train.
The fixation on special buses seems like a stop gap measure (and some state they are), an attempt to address problems due to the government’s failure to deliver any major mass transit projects during its 6-year term. The LRT Line 2 extension doesn’t count as it only began construction a few months ago and won’t be operational until more than a year from now when there is already a new administration in power. The MRT-7 also doesn’t count as an accomplishment of this administration as it is a project that’s been in limbo for over a decade and only has also started work the past two weeks. Actually, these two rail projects were part of the list of low hanging fruits transport consultants and development agencies have identified at the start of the current administration. Hopefully, there are no major snags towards their completion in the next 2 years or so in order to open up opportunities to rationalize road public transport especially along Commonwealth Avenue and Marcos Highway where the impact of high capacity, quality mass transport will be felt once the Line 2 Extension and Line 7 are operational.