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The nationwide transport strike last Monday elicited a lot of reactions from both supporters and opponents of the the initiatives to modernise the jeepney. Both sides have valid points but both, too, have weak points. Much has been discussed about the cost of acquiring new jeepneys to replace the old ones and whether you agree or not, these are really a bit steep to the typical jeepney driver-operator.
A low downpayment will certainly mean higher monthly amortisations. And most drivers/operators can only afford a low downpayment with or without the 80,000 pesos or so subsidy from the government. Even if you factor in some tax incentives, the net amount to be paid every month will still be too much for a typical driver/operator. Anyone who’s ever purchased a vehicle, new or used, through a loan should know this, and to deny it means you probably are privileged enough not to take out a loan.
Certainly there are exceptions like certain Beep operations that are supposed to be run like a company or cooperative, and where fleet management techniques allow these to operate more efficiently and cost-effectively. The latter supposedly allows the owners to recover their capital (return of investment) for the purchase of the new jitney units. The reality, however, is that not all routes are good enough for the required revenues and the better earning ones subsidize (forced?) those that are not profitable. The ‘company’ or ‘coop’ can therefore hide these unprofitable cases as the collective performance of the routes they operate along become the basis for assessment.
Snapshot inside a jeepney while waiting for it to fill with passengers
It is true that the business model (or what is passed off for one) for jeepney operations is flawed. More so if you place this in the context of transport demand for a metropolis like Metro Manila. That is why perhaps corporatization or cooperatives can probably help in terms of improving processes and practices (e.g., maintenance regimes, deployment). So perhaps this is where government should step in and be more aggressive in organising jeepney drivers and operators. I would even dare say that government should be willing to extend more financial support if significant change in public transport is to be achieved. The Office of the President, Senators and Congressmen enjoy a lot of pork and the numbers for a single year indicate that they can, if willing, purchase new jitneys for their constituencies perhaps focusing on the cities and retiring the old, dilapidated public utility vehicles. That, I think, is a more ‘intelligent’ use to these funds that are allegedly being misused by our politicians.
So, was the strike a success? I think the answer is yes it was. Government cannot deny this as it was forced to suspend classes in schools in order to address the impending shortfall of services during the strike and many LGUs were forced to provide free transport services (libreng sakay) in many forms (e.g., dump trucks, flat bed trucks, etc.). You can only say it was a failure if it was business as usual with commuters feeling minimal impact of the stoppage in jeepney operations.
I saw several posts circulating on social media about public transport routes in major cities that included stylised maps presented like the transit maps you usually see for cities like Tokyo, Hong Kong and Singapore. These show what the makers identify as the equivalent of stops or stations along the public transport “lines”. These, of course, are a simplification because what appears as a single line may actually be comprised of several. Also, the overlaps seem to be also quite simplified compared to what may be found in reality. This post will not attempt to show how complicated road public transport is for Metro Manila. Instead, I am sharing the maps prepared from a previous study we conducted for the then DOTC (ca. 2012) that show the coverage of three road public transport modes: buses, jeepneys and UV Express.
PUB coverage for Mega Manila with distinction of EDSA and non-EDSA routes (2012)
Jeepney route coverage for Mega Manila (2012)
UV Express route coverage for Mega Manila (2012)
I hope these maps have already been updated or are going to be updated in order for us to have good visual references for public transport planning including the identification of locations for integrated terminals as well as connections with rail transit.
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.
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.
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.
Much has been written about the government’s PUV (or jeepney?) modernization program so I wouldn’t really be reposting about these. Instead, I will be featuring some opinions, insights and observations about its implementation.
Following are photos of one e-jeepney model that the government appears to be promoting. This is the e-jeepney produced by Star8 that they claim to be have solar panels for charging while they are on the road. Of course, we know they are not wholly dependent on solar power and have to be charged the conventional way through an adaptor that’s plugged into a regular outlet. These e-jeepneys were supposed to supplement the reduced supply of public transport to mainly UP students, staff and faculty members when the i-ACT (Inter-Agency Committee on Traffic) conducted their “Tanggal Bulok, Tanggal Usok” campaign in the UP Diliman area. First-hand reports revealed otherwise as the e-jeepneys spent more time on stand-by and just charging at one of the buildings on campus.
These are the same e-jeepneys that have been deployed and currently roaming around Tacloban City (promoting themselves?). The intent was for these to be the vehicles plying the new routes approved by the LTFRB/DOTr, which they claim was in response to the request made by Tacloban. The new routes though overlapped with many existing jeepney routes, clearly in violation of the general rule regarding overlapping routes, but allowed nonetheless by the regulating authority.
There are many allegations going around about e-jeepneys being forced upon operators and drivers given what has been regarded by progressive groups as unrealistic (read: unaffordable) financing schemes for the new vehicles. These are certainly not cheap, and double to triple the price of a ‘newer’ conventional jeepney. There are also suspicions about the strong motivation for the phaseout in favour of what are peddled as the successor (or replacement) to the jeepney. That includes a possible collusion among officials and the companies behind these vehicles and allegations (again) of some people likely gaining financially from the set-up. The DOTr and LTFRB PR machine, however, deny this and will gang up on anyone posting about this in their social media page.
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?