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The proliferation of motorcycle taxis (habal-habal) in Metro Manila and other cities is an “open secret”. They have become popular in urban areas mainly due to their being able to go through heavy traffic thereby reducing travel times between origins and destinations. While there are generally other modes of transport to choose from, most of these are likely to be bogged down in traffic particularly along most major roads in our cities. Conventional public transportation, after all, are usually confined to their fixed routes and not having the flexibility to take other roads that are perceived to be less congested. Being “out of line” is a violation of their franchise provision spelling out which road they can take. Taxis and TNVS are more flexible but also would eventually have to contend with traffic. Cost is also a consideration for what are actually car traffic. Motorcycle taxis offer faster and cheaper transport despite the safety concerns.
Motorcycle taxis in Cebu City – Angkas is very visible in Metro Cebu
Non-Angkas motorcycle taxis are not so obvious and easily blend in with motorcycles with one (or more) passengers. The Angkas in the photo actually violates its own rules regarding number of passengers with the child also not wearing a helmet.
An Angkas rider checking his smartphone for the next fare.
I’ve written before about the informal and formal terminals for these motorcycle taxis. They are still very much around and perhaps have multiplied since Angkas got the nod from the courts to continue operations despite being prohibited by the DOTr and the LTFRB, which still do not consider motorcycles as a safe form of public transport. Perhaps it is time to reconsider this policy and give people/commuters another option while we play catch-up with mass transportation? Perhaps the right way to go about this is to require motorcycle taxi service providers to have proper attire including easy to see/easy to identify vests and helmets (helmets should be required for both rider and passenger)? Perhaps their record should speak for the motorcycle taxi services, and people should be made aware of the risks and costs involved should they choose to take habal-habal to travel? And perhaps motorcycle taxis can help alleviate transport problems in our cities?
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.
A recent report reinforces what many of us already probably know or are aware of – that we need to shift away from dependence on car use to more sustainable modes of transport in the form of non-motorised transport (NMT) and public transportation. Here is the article from the AASHTO Journal:
There is a link to the report in the journal article. The report is conveniently available in PDF form and is very readable (i.e., not overly technical).
Incidentally, I was involved some time ago in a project led by the group Clean Air Asia (CAA), which involved several experts from across ASEAN as well as Japan that attempted to determine the necessary transport programs and projects in the region to stave off the projected increase in global temperatures. In all the scenarios evaluated, non-motorised transport (NMT) and a rationalised public transportation system By the term ‘rationalised’ I am referring to the use of higher capacity vehicles as against the taxis and tricycles that typically carry few if not one passenger. Here is a link to the final symposium for that study that has links to the materials presented:
Here’s a slightly updated slide on the future image for a large city in the Philippines:
I found this article while browsing the AASHTO Journal:
APTA Study Says Higher Transit Use Results In Fewer Traffic Deaths, https://aashtojournal.org/2018/08/31/apta-study-says-higher-transit-use-results-in-fewer-traffic-deaths/ [Last accessed: 9/5/2018]
The article contains a link to the report, which would be a good reference for those who want to show proof for the argument for public transportation development and use vs. dependence on cars. I think its possible to come up with our own version of the graphs shown in the report especially those that show less traffic fatalities per 10,000 residents vs. annual trips using transit per capita. However, this will require data collection and analysis for at least the highly urbanised cities (HUCs) in the country. I say at least because these cities would be the ones likely to have the resources to determine the stats necessary for such an assessment.
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.
Going around The Hague was no hassle. There were a lot less people there compared to Amsterdam last Easter Sunday. I felt more relaxed moving around. I also like it that I had transit options in the form of trams and buses to get from one place to somewhere walking seemed to be the less efficient mode to take. Not so many people were on bicycles but that’s probably because it was a Sunday and most bike traffic were for work or school trips? Here are some photos of trams at The Hague (Den Haag).
Saw this tram as we went around some of the attractions in the city.
We rode this one going to the beach.
I rode this tram going back to Den Haag Central Station
Transit network map at Frankenslag stop
Tram schedule posted at the stop
Our friends’ neighbourhood was a really nice one and I liked it that it is accessible to both tram and bus. The walks are short but you can easily get some exercise by getting off at an earlier stop or perhaps walking to a further one. The clear walking paths are definitely a plus and the environment is one conducive for such activities as well as for saying ‘hello’ to other people.