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There’s a nice article written by the current City Administrator of Cebu City, Nigel Paul Villarete. Paul has a regular column in a major daily and one that is always a good read. The article is a consolidation of previous articles he has written about the habal-habal or motorcycle taxi.
Villarete, N.P. (2018) “Habal-habal: the Two-Wheeler “Public” Transport in the Philippines,” http://www.streetlife.com, http://streetlife.villarete.com/habal-habal-the-two-wheeler-public-transport-in-the-philippines/?fbclid=IwAR06y9lrH-j6YtXRLf6rDL_JssnewNhR0b49dJ4Muc2PKyCzxeK50X6Ul6Y [Last accessed: 12/21/2018].
The article is relevant and current in its take on the motorcycle taxi and why it is important to consider this mode of transport as a form of public transportation. For one, it obviously gives people another choice for travel that is supposed to be able to cut down travel times compared to when they use conventional public transport or private vehicles. The question and perhaps the challenge to those operating such services is to prove that they are a safe mode of transport. Also, not to forget, is the question of fares and how to set the proper structure in order to protect people against abusive or excessive fares charged by the service providers.
There is news recently that the DOTr is convening a technical working group (TWG) to look into what they perceive as an issue on habal-habal. I wish the TWG well and hope that this will lead to something constructive including regulations that everyone can agree to. That said, I also believe that service providers, especially transport network company (TNC) Angkas, should exert more effort to prove they are a safe mode of transport rather than resorting to what appears to be more a fallacy of appealing to the emotions of people while trying to evade the legal constraints imposed on them. There is definitely a difference in motorcycle taxi operations in rural areas compared to those in the urban setting including the fact that they would have to deal with more vehicular traffic along urban roads. This means more interactions with other vehicles that may lead to an increased likelihood of road crashes involving motorcycle taxis if the latter don’t exercise safe driving practices.
I was writing this article when I read the news about the Supreme Court upholding the LTFRB’s decision against motorcycle taxis, particularly that vs. Angkas. Prior to that, I’ve been spotting more of the “formal” motorcycle taxis around Metro Manila. And more recently, there have been news reports about some of them, particularly Angkas, being involved in road crashes. While I support having motorcycle taxis in part to address transport and traffic issues, I still have reservations concerning the safety of these services. The recent crashes and how they were or are handled will provide us with better insights on what regulations should apply to them. I know people tend to be allergic about ‘regulations’ especially when associated with the LTFRB or DOTr. But we have to understand that regulations are important to ensure safety of users of the service. That is, of course, if we assume the regulations are properly implemented or enforced. This is still a big question mark with a host of other regulations that are already in place and spelled out and yet are not enforced.
Angkas rider along Katipunan Avenue
More recently, I’ve spotted Angkas riders in Antipolo and Cainta along my usual commuting routes. And then I noticed quite a few of them in Cagayan De Oro, which means a more formalised “habal-habal” given the identification of Angkas riders with their helmets and shirts. Other “habal-habal” do not have anything to distinguish them from general motorcycle traffic. Former students with the DPWH who have access to data on road crashes state that there is still an increasing occurrence of motorcycle-related crashes and many involve those with passengers. However, it is unclear whether these are the typical free “riding in tandem” cases, which are likely the most common, or the “for hire” case as with motorcycle taxis like Angkas. I guess the key here is to keep the discussions ongoing and come up with solutions to address issues rather than simply ban the habal-habal.
A friend tagged me in a social media post where he explained his position on the motorcycle as a mode of public transport. He also shared some articles he wrote for his newspaper column. I replied that I also support inclusion of this mode of transport and think that authorities should engage positively and progressively. Again, there are opportunities here to help alleviate transport problems. Government should busy themselves in ensuring safety and security rather than just go for a ban. That’s a lazy approach to this matter.
The Land Transportation Franchising and Regulatory Board (LTFRB) is planning to increase the number of TNVS units (i.e., rideshare vehicles) in Metro Manila to meet what is perceived as the demand for them based on the numbers provided by TNCs like Grab. The problem with this number they want to eventually achieve, 65,000 units supposedly, is that this is based on current transport conditions in the metropolis. Also, this is based on data that is biased for the interests of TNCs, which obviously want to increase their driver and vehicle base in order to maximise profits. Here is a nice article that should provide some context from abroad where rideshare vehicles are actually generating more car traffic and taking people away from public transport.
Fried, B. (2018) “Uber and Lyft Are Overwhelming Urban Streets, and Cities Need to Act Fast,” Streetsblog, https://nyc.streetsblog.org/2018/07/25/uber-and-lyft-are-overwhelming-urban-streets-and-cities-need-to-act-fast/ [Last accessed: 7/26/2018]
Currently under construction are the Line 7 and Line 2 Extension projects and soon there will also be the Line 1 Extension. Also, in the pipeline are the proposed subway and rehabilitation of PNR that is supposed to revitalise its commuter line. These are examples of projects that will likely be game changers in terms of commuting with the objective of drawing people away from car use. In the bigger scheme of things, perhaps there is a need to rethink numbers for TNVS and instead focus on improving taxi services in Metro Manila. The same can be said for other cities as well where there is already a need for better public transport services to avert a transport future similar to what Metro Manila is already experiencing now.
Here’s a nice read about ridesharing/ridehailing/ridesourcing in the US:
Madrigal, A.C. (2018) “Will Uber and Lyft Become Different Things?”, medium.com, https://medium.com/the-atlantic/will-uber-and-lyft-become-different-things-2d0442472a15 [Last accessed: 6/13/2018].
It seems that companies like Uber and Lyft are evolving and that should benefit commuters. Meanwhile, the latest news on TNCs in the Philippines is on the issuance of a Department Order by the Department of Transportation (DOTr). The new Department Order (DO) effectively amends and supersedes an earlier DO issued in 2015 (DO No. 2015-011), wherein TNCs were allowed to set their own fares, subject only to oversight by the Land Transportation Franchising and Regulatory Board (LTFRB). This means more regulations for TNCs that might actually harm the new players more than the remaining big player – Grab.
Uber recently sold its Philippine operations to Grab in exchange for shares of Grab. One colleague quipped “If you can’t beat ’em, join ’em!” And that seems to be the case here where Uber’s vulnerability was exposed when faced with a strong competitor together with a government bent on having a firm regulatory control of TNC operations. While I am for regulations in order to protect both the interests of commuters as well as the drivers-operators of TNCs, I believe too much regulations will weaken this mode while taxi services remain wanting (to use a kinder term). The DOTr and the LTFRB is again not addressing the root cause of a problem on taxi-type services and allowing generally poor services among taxi companies in Metro Manila to continue.
Much has been written about the current administration’s Build, Build, Build program including it being billed as a “Golden Age of Infrastructure”. Many infrastructure projects though can be classified as “nice to have but not necessary”. They might become necessary in the future but then there are other projects that are more urgently needed now and need to be prioritised given the limited resources that we have. A good example of these “nice to have” projects would be the bridges proposed to connect Panay, Negros, Cebu and Bohol islands. The reality is that it is quite easy to manipulate studies in order to obtain results to support the construction of these bridges including justifying loans that will bring us deeper into unnecessary (for now) debt. You get more bang for the buck if you build instead mass transit systems and transform transportation in major cities of these same islands to favour active transport rather than be dependent on cars. Cebu, Iloilo, Bacolod and other highly urbanised cities now require better public transportation and people-oriented systems. That’s where money should go and that will have a bigger impact from now to the long-term. The government’s infrastructure build-up is linked to the new tax scheme (TRAIN) but also requires a lot of borrowing from various entities including one country that has been documented to take full advantage (i.e., very disadvantageous to the borrower) of countries taking out loans from them (you know which one – China). Do we really want to get mired in such debt?
We all are in the lookout for opportunities that would probably give us something we will be remembered for. This is not limited to the leaders of our country, whether they be politicians or department heads or even district engineers, who perhaps want to be remembered for something they built, or, something they contributed in making a reality. Perhaps this can be in the form of a mass transit line, an expressway, or an iconic bridge? Perhaps for others it is in the form of a nuclear power plant or even a space program. We all have that dream project we want to be associated with.
Why are certain good people not critical of the government’s disastrous war on drugs or the proliferation of what appears to be government sponsored fake news and propaganda? It’s simple. Many of these “good” people are benefitting from the very same government particularly in pursuit of their own legacies (which are their main agenda). If you were an engineer, planner or scientist in government and your projects were funded one way or another, would you dare bite the proverbial hand that feeds you? “Complicit” seems to be a word used by the more hardline among us in terms of the socio-political-economic situation we are in now. But we have to remember that during the regime of Marcos, this was also the situation. The so-called best and the brightest were all employed by the administration back then including prominent names in industry and the academe, who perhaps enjoyed the privileges, perks and funding support for their programs and projects. Never mind martial law and its outcomes.
That is why history and its understanding is important. So we may learn from it and not relive the wrongs made in the past. We are not good in history or its application. Perhaps we only know how to memorise. And memory has its limits. That is among the costs of our current predicament. We withhold history, and memory, in exchange for what we think would be our legacies. At what cost? At what price? Human rights, freedoms, justice, financial stability, and dignity are just a few we can mention. Perhaps the biggest loss will be our humanity as we have become de-sensitized to the well-being of others.
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?