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A brief history of transport strikes – Part 4: impacts and implications
What was supposed to be a week-long transport strike by jeepney drivers and operators was called off yesterday. Frontpage news showed a photo of representatives of protestors with government officials. Government official statements also declare that the government will be talking with the transport sector to sort out issues and to try to address these in relation to the PUV Modernization Program (PUVMP). One day earlier, government was quick to state that the strike had no impact on transport. Were there really no impacts?
I think the fact that schools went back to online mode and offices allowed employees to work from home show the impacts of the transport strike. If you haven’t noticed, the government has been using the tactic of cancellation of classes for quite some time now. To reduce the impacts of transport strikes on commuters, classes on all levels were canceled, thereby reducing transport demand. The only difference now is that there is capacity for online classes due to adjustments made during the height of the pandemic. So instead of cancelling classes altogether, schools reverted to online mode. Meanwhile, for those who needed to go to their workplaces and did not have their own vehicles, there were various free rides (libreng sakay) services provided by national and local government agencies. Cities like Quezon City already operated their own bus services so people could take these instead of their usual PUV modes for commuting.
What are the implications of the shortened strike? The shortened strike has various implications. One is that it showed the protesters did not have enough resources to sustain the strike. It also showed that transport leaders appear to just want some attention from government. A colleague commented about this being something like a show or the strike being part of a game of “bad cop, good cop” among government officials and agencies. If you haven’t noticed, this has been going on for some time now. Government already knows how to reduce the potential impacts of protests like this. Suspending classes in schools significantly reduces the travel demand on a typical weekday. Offices giving their employees the option to work from home during the strike also adds to the reduction in travel demand. And libreng sakay vehicles are easier to deploy as agencies and LGUs have vehicles for this purpose. Meanwhile, the continuing rise in motorcycle ownership also contributed to people being able to still commute (i.e., having the motorcycle taxi option). At least for Metro Manila, once the railway projects are completed, there will be a railway option for commutes. Barring a simultaneous strike with buses and vans, protests from the jeepney sector will surely be diminished.
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A brief history of transport strikes – Part 3: advocacy and bandwagon
You see a lot of posts on social media stating people supporting the current transport strike. There are cartoons and memes that dramatize if not romanticize the plight of drivers. One cartoon I saw has a girl asking her driver-father if he will join the strike. The father replies he is unsure as they won’t have any income to cover their needs. One panel shows the driver’s cash box with graduation photos of what appear to be his other children. Of course, this suggests that the jeepney driver was able to support his children in their education while also suggesting about the uncertainties for the other child (who is in the comic). The comic obviously appeals to the emotions of the reader. It is a fallacy but one that is very close to and appeals to the psyche of the Filipino.
Another cartoon appears to be comparing modernization with replacing office computers. It states that the government’s modernization program is like an office requiring its employees to replace their old notebooks with high end ones. Only, the office is not paying for the new units and will have these charged to the employees’ salaries. I thought that was an oversimplification. Jeepneys are public utility vehicles and not private. There are rules and regulations governing PUV acquisition, franchising and operations, unlike your typical office computer.
I think we should draw the line between advocacy and simply jumping onto the bandwagon that is supporting a transport strike without knowing and understanding the details about it. Otherwise, we end up giving unconditional support to what others will refer to as a backward public transportation system. There are always two sides to a coin and while there are good stories about the jeepney and how it has supported many families, there are also bad ones that have allowed them to remain practically unchanged over so many decades. The same applies to the opposition – those who call for a phase-out or outright modernization without understanding the terms given to drivers and operators and the overall context and situation regarding the modernization program. It is easy to take sides. The question is if you are aware and understand the details about the issues here.
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Modernized jeepneys in Marikina
Passing through Marikina City on the way home, I chanced upon these versions of the so-called modernized jeepneys plying routes in the city. Marikina has some of the oldest routes I’ve known including those originating from Parang and SSS Village. These were at the edges of the city and back in the day were bordering on rural as compared to the urbanized areas what was then still a municipality. The opportunity presented itself so I took a few photos of the mini-buses posing as jitneys or modern jeepneys.
Unlike the old, conventional jeepneys, these are closed, air-conditioned vehicles. While there exists concerns about virus spread in such configurations, one cannot argue vs. the improved comfortability of these vehicles over the old ones especially when the Covid threat is already addressed. The vehicles seat 20+ passengers on average with more room for standees, if required and allowed in the future.
These vehicles are operated by transport cooperatives, which are encourage by the government in their PUV modernization program. Cooperatives have many advantages compared to the old set-up of individual operators. These include the personality or modality to engage financing institutions for acquiring fleets of PUVs. As such, modernization (or the replacement of old PUVs) is expedited. Note the logos along the side of the vehicle? These are DOTr, LTFRB, LTO and DBP. DBP is, of course, the Development Bank of the Philippines, which is one of the underwriters of the modernization program.
More on these vehicles, modernization and rationalization in future posts.
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On the plastic barriers for jeepneys
The minimum requirements for conventional jeepneys prior to their returning to operations include the installation of barriers so as to have physical separation between passengers. Ideally, such separation should be a distance of at least one meter, which was initially relaxed to ‘one seat apart’, and then further relaxed to just the barrier separating passengers. You see various designs installed in jeepneys. I posted a couple in an earlier post showing examples of customized and DIY barriers. Here is another that looks like there was more effort involved in the making of the plastic barriers:
Specially made plastic barriers with messages and graphics on social distancing printed on them. Jeepney drivers are obliged to reject or unload passengers not adhering to the protocols including those refusing to wear face masks and shields while commuting using public transportation modes. I assume that they are really doing this for their and their passengers’ safety and well-being.
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Public transport along Route 8: Cubao-Montalban
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.
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The return of the conventional jeepneys during GCQ and MGCQ
I spotted more jeepneys along my commuting route yesterday and took photos while we were stopped in traffic (yes, roads are again congested as they were before the lockdowns). Here are the photos showing the barriers required for the vehicles to be allowed to operate. Most jeepneys also have signs at the doorway vs. passengers not wearing face masks and shields. These are required for public transport users, and drivers have to reject people not wearing masks and shields.
Plastic sheets dividing the seating spaces and serving as physical barriers between passengers
Plastic sheets attached to wood frames on this jeepney
Another example of plastic sheets defining the passenger spaces.
Some jeepney seat barrier configurations seem more sturdy or offer more physical separation or protection from others. I have seen versions with metal (wire) and wood frames. And then there are the customized “trapal” types similar to the window covers that are folded for air to flow in the jeepneys and unfolded when it is raining. Instead of passengers being one seat apart though, they are practically beside each other with only sheets of plastic dividing them. For precautions sake, this does not seem to be the recommendation of the medical community. While the open windows allow for better ventilation and air flow compared to the closed, aircon vehicles, the physical distancing is not practiced as it should be, with or without the face masks and shields required when riding public transport. This may pose a problem considering we are not over the hump, so to speak, in as far as COVID-19 infections are concerned.
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Requiem for the Antipolo-Cubao jeepneys?
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.
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On the DOTr Guidelines for Public Transport – Layouts for Distancing
Here again, for reference, are the guidelines issued by the DOTr in relation to the transition from ECQ to GCQ and beyond (immediate rather than far future). The following images show the physical distancing prescribed for road transport.
The last image for the tricycle is something that should have been allowed at least for a limited number of tricycles during the ECQ period. That could have eased transport woes for many people especially those who had to walk long distances in order to get their supplies. Some LGUs like Davao were able to issue Executive Orders to that effect that the IATF did not contend (or is Davao a special case?). Now, we see a lot of LGUs issuing EO’s and ordinances allowing public utility tricycles to operate again but limiting their numbers through odd-even schemes. Perhaps the same should be applied to pedicabs or padyak (non-motorized 3-wheelers), too.
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Comments on current transport issues – Part 2: On motorcycle taxis
I continue with my comments on current and persistent transport issues. This time, I focus on one of two hot topics – motorcycle taxis or “habal-habal”.
1) On motorcycle taxis:
I am not a member of the Technical Working Group (TWG) that’s supposed to be evaluating the trial operations. I know one or two of the key members of the TWG and am surprised that they have not referred to the academe for studies that may have already been done about this mode of transport. I know there have been studies about it in UP and DLSU. Perhaps there are more from other universities in the country. Motorcycle taxis or “habal-habal”, after all, are practically everywhere and would be hard to ignore. Surely, researchers and particularly students would be at least curious about their operations? Such is the case elsewhere and many studies on motorcycle taxis have been made in the region particularly in Vietnam, Thailand and Indonesia, where these modes also proliferate.
The terms “trial”, “experimental” or “pilot” are actually misleading because motorcycle taxis have been operating across the country for so many years now. They are supposed to be illegal and yet they serve a purpose in the areas where they are popular. What is often referred to as an informal transport mode is ‘formal’ to many people who are not being served by so-called formal modes including the tricycle. Of course, one can argue that these terms (i.e., trial, experimental and pilot) refer to the app that are supposed to enhance the existing habal-habal operations.
I would strongly endorse motorcycle taxis but companies need to be held accountable should there be fatal crashes involving their riders. They are supposed to have trained and accredited them. The companies should also have insurance coverage for riders and passengers. LGUs tolerant of these should be watchful and do their part in enforcing traffic rules and regulations pertaining to motorcycle operations in favor of safe riding. This is to reduce if not minimize the incidence of road crashes involving motorcycle taxis.
I think one of the problems with motorcycle taxis is not really their being a mode of choice but the behavior of their drivers. While companies like Angkas and Joyride conduct training sessions with their riders, many revert to reckless on-road behavior including executing risky maneuvers in order to overtake other vehicles on the road. This is actually a given with many ‘informal’ motorcycle taxis (i.e., those not affiliated with the recognized app companies). But then this is also an enforcement issue because we do have traffic rules and regulations that are poorly enforced by authorities. Thus, there is practically no deterrent to reckless riding except perhaps the prospect of being involved in a crash.
I will refrain to include the politics involved in the issue of motorcycle taxis. I will just write about this in another article.
Coming up soon: hot topic #2 – Obstacles to the PNR operations
Comments on current transport issues – Part 1
I end the year with commentaries on transport issues. I recently responded to a request for an interview. This time, it was not possible to do it in person so we corresponded through email. Here are my responses to the questions sent, which are mainly about the public utility vehicle modernization program of the government.
· Will old-school jeepneys finally disappear on Philippine roads before the term of President Rodrigo Duterte ends, barely three years from now? What is a more realistic timeline of jeepney modernization?
Old school jeepneys won’t disappear from Philippine roads. For one, the modernization program has slowed down a bit and even the DOTr and LTFRB have stated and admitted that it is not possible to have 100% modernization before the end of term of the current administration. It’s really difficult to put a timeline on this because of so many factors that are in play including social, political, institutional and economic ones. The technical aspects are not issues here as there are many models to choose from and suitable for replacing jeepneys in terms of capacity.
· What are the bumps on road to jeepney modernization?
As mentioned earlier, there are many factors in play here. Economic/financial-related bumps pertain mainly to vehicle prices. The new models are quite pricey but it should be understood that this is also because the new ones are compliant with certain standards including technical and environmental ones that most ‘formally’ manufactured vehicles must pass unlike so-called customized local road vehicles (CLRV) like the conventional jeepneys. The financial package is not affordable to typical jeepney operators/drivers. The cost of a modern jitney (the technical term for these vehicle types) is close to an SUV and revenues may not be able to cover the combination of down payment, monthly payments, and operations & maintenance costs of the vehicle.
· Should local government units dictate the pace of jeepney modernization, not national agencies such as the Department of Transportation and the Land Transportation Franchising and Regulatory Board? Why?
I think the word “dictate” may be too strong a term to use. Instead, I prefer the word “manage”. After all, LGUs are supposed to capacitate themselves to be able to rationalize and manage public transport operations. That is why the DOTr and the LTFRB are requiring them to formulate and submit for evaluation and approval Local Public Transport Route Plans (LPTRP). Though the deadline was supposed to be 2020, the agencies have relaxed this deadline after few submissions from LGUs. Few because there were only a few who were capable or could afford consultants to prepare the plans for the LGUs. These plans should be comprehensive covering all modes of public transport including tricycles and pedicabs that are already under the LGUs. Buses, jeepneys, vans and taxis are still under the LTFRB. Plans may also contain future transport systems that are being aspired for by LGUs such as rail-based mass transit systems and other such as monorail or AGT.
· Transport groups like PISTON are against drivers and operators merging into cooperatives. Is consolidation into cooperatives unworkable? Why?
I think consolidation into cooperatives is workable and should be given a chance. Unfortunately, there are still few examples of successful transport cooperatives. And the success also depends on the routes served by their vehicles. And that is why there is also a need to rationalize transport routes in order to ensure that these are indeed viable (i.e., profitable) for drivers and operators.
Another angle here is more political in nature. Note that while PISTON and other like-minded transport groups oppose cooperativism, there are others that have embraced it and even went corporate to some extent. Perhaps there is a fear of a loss in power that the leaders of these opposition transport groups have wielded for a long time? Perhaps there’s a fear that success of cooperatives means the drivers and operators will turn to cooperativism and leave those transport groups? Surely there are pros and cons to this and groups should not stop being critical of initiatives, government-led or not, that will affect them. This should be constructive rather than the rant variety but government should also learn to accept these rather than dismiss them or be offended by them as is often the case.
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More comments in the next year!
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Caught (up) in traffic 