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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?
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.
I wrote earlier this year about a beloved aunt who was involved in a road crash. She was hit by a jeepney driven recklessly as she was walking; on her way to church one early morning. She was in the hospital for weeks before she finally passed away. It was painful to see her in her hospital bed, unconscious but fighting for her life.
No, I don’t feel anger anymore whenever I recall the incident and note that if the driver were just careful then she would still have been alive today. I feel sad. I feel sad and frustrated that despite all the efforts a lot of people have put into road safety programs and projects, there seems to be little in terms of the reduction of recklessness on the roads. The recent weeks, for example, are full of reports of crashes that claimed the lives of many and injured more. These often involved trucks that mowed down everyone in their paths. Then, you see a lot of motorcycles weaving in and out of traffic, many ride like stuntmen and without regard for life, limb or property as long as they can get away with it.
Additional laws in the form of local ordinances or Republic Acts will not be effective in reducing road crashes and the death toll it has brought upon us. It is the enforcement, the implementation of these rules and regulations. Rules and regulations are just words that, if not acted upon, do not have any effectiveness. And so we get to the root of the problem and that is enforcement; the lacking if not missing ingredient in the road safety broth that is necessary to save lives and create a safer environment for all. Does it deserve more attention and resources from our national government and local authorities who are in-charge of most of the enforce aspects of road safety? I do think so. Statistics on traffic-related deaths, injuries and damage to property compare strongly with if not exceed those attributed to drug abuse. When you purposely drive recklessly and crash into another vehicle or person, one is practically murderous. You also destroy the lives of people related to the person you kill or injure (e.g., that person could be the sole breadwinner of a family). The comparisons and examples are plenty and I am sure a lot of people have their own personal experiences about this as well as their opinions. For now though, let us reflect on those who perished from road crashes and perhaps think not about “what could have been” but instead of “what can be done.”
A lot has been said and written for or against Uber and Grab. Social media made sure the more popular but not necessarily the truthful ones are spread. One popular personality associated with motoring has even led an online petition against the rulings by the Land Transportation Franchising and Regulatory Board (LTFRB). An objective check of the facts reveal that LTFRB is not solely at fault here. Uber and Grab should not have promoted themselves and took in additional drivers (nagpaasa ng mga drivers) after the agency issued a moratorium last year. Estimates vary but it seems they have taken in tens of thousands of drivers (20.000? 30,000? 40,000?) and earned revenues along the way to what is now an historic penalty levied upon Uber and Grab by the LTFRB.
Perhaps the most level-headed article I’ve seen online is the following:
The thing about Grab, Uber and the LTFRB [by Vince Pornelos, July 18, 2017, https://www.autoindustriya.com/editors-note/the-thing-about-grab-uber-and-the-ltfrb.html]
It seems all is well, for now, as meetings were held between the DOTr, LTFRB and the concerned parties (Uber and Grab). In one of the meetings, a couple of Senators seem to have brokered a deal to resolve what appeared to be an impasse that a lot of people on social media reacted to. There are definitely a lot of vested (and veiled) interests involved here including those by various “operators” in the transport sector on both the sides of government and private sector. One takeaway though that I observed is that many appear to be against LTFRB even though the agency was truthful about their statements regarding the illegally operating transport vehicles. They seem to have made up their minds about the LTFRB and this is not surprising as transport problems have been festering for decades with little progress in terms of improving transport, conventional or innovative. Most people seem to have lost their patience about transport services and regulation, and perhaps this is a good thing if it translated to demanding for mass transit, too.
Much has been written and said about the new law against distracted driving. The people who crafted the law, Senators and Congressmen, are in agreement that their intention was mainly to address the rampant use of gadgets including cell phones by motorists. Yet, when the agencies in-charge of implementation drew up the implementing rules and regulations (IRR), their interpretation was the subject of a lot of complaints. Many opined that the IRR didn’t take into consideration actual vehicle dashboard designs or that the definition of the term “line of sight” was open to interpretation. This necessitated another round of consultations with stakeholders leading to the infographic below:
Frankly, I am more concerned about speeding, counter flowing and reckless weaving in traffic. These are equally if not more dangerous than many aspects of the distracted driving law. Quite serious would be the combination of distractions with any of the three behaviors mentioned. More disturbing would be the deliberate (definitely not distracted) or conscious acts of speeding, counter flowing and reckless weaving that are often the cases if one observes the incidence of these three driving behavior. We can only wonder about the likelihood of crashes due to these behaviors.
There are two articles recently that are worth reading for those who are into ride-sharing/car-sharing. And I am not necessarily referring to those who regularly take Uber or Grab, or those who opt to use these whenever they need a taxi ride. There are many who are already studying these services being provided not by your traditional or conventional taxi companies or rental vehicle companies but by supposedly private individuals who supposedly have the spare time and spare vehicle that they can use to provide transport for other people. I use the word “supposedly” here because this is a big assumption and the premise by which transport network companies like Uber, Grab and Lyft have been able to go around the bureaucratic processes that taxi and other companies have to go through as formal public transport (i.e., public utility vehicles). These articles are along the lines of the discussions in previous articles I have posted here about ride-sharing/car-sharing, and are mostly based on the experiences in countries who have more developed and presumably better transport than us in the Philippines.
Denton, J. (2017) Two Federal Lawsuits Could Spell Big Trouble for Uber, Pacific Standard, http://www.psmag.com, April 10, 2017.
I leave it up to my readers (any researchers out there?) to pick-up the main points and perhaps look at the issues from different perspectives. I have pointed out before that the situation in Metro Manila could be very different from the situations in other major cities like Cebu, Davao and Iloilo. And so transport network companies may not necessarily succeed in cities where taxi services, for example, are significantly better than what we have in Metro Manila.