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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.
Tacloban City has what is called a new transport terminal located to the northwest of downtown and across from the new Robinsons mall in the area. Here are a few photos of the terminal taken earlier this year.
Vendors selling mostly food items including local delicacies
The City Treasurer’s Office has a makeshift post at the terminal to collect fees from transport operators including buses and vans using the terminal.
The terminal hosts an Extension Office of the City Treasurer and also has a K-9 unit to help keep the terminal safe and secure. The dogs work regularly to sniff out illegal substances that may be carried by people using the terminal.
Passengers wait for their buses or vans at the terminal.
The waiting area is not air-conditioned but is relatively cool and is clean.
Another view of the passengers’ waiting lounge
Passengers may purchase bus tickets at the terminal prior to boarding a bus.
The same goes with vans including those called mega taxis
View of the front of the terminal
A view of the terminal from the transport parking lot
A view of the terminal from mall across from it. Note the sign at the left side of the photo? The office of the city’s traffic management and enforcement unit (TOMECO) is located at the second floor of the terminal.
Tacloban hopes to continue development of the terminal area that will eventually be expanded to have an even larger lounge for passengers, a hotel and more commercial spaces aside from berths for public transportation.
We decided to take a Point-to-point (P2P) bus from Quezon City to the Ortigas Center to attend a meeting there. The venue was close to SM Megamall so we thought it best to just take the bus service from SM North EDSA. It was my first time to take a P2P bus but was familiar enough with the service from the research our students have been doing on public transport. Here are some photos from the experience.
There’s a line for passengers riding the P2P bus from SM North to SM Megamall. It appears to be long but it moves pretty quickly because of the frequent bus arrivals that time in the morning (around 9:00 AM).
The bus before ours was quickly filled with passengers. There is a “no standing” policy for this service so when all seats are taken, people in queue would have to wait for the next bus.
Here’s a view of the bus bays at SM North EDSA. The white bus at the right is the P2P bus that just departed.
Our bus arrives at the terminal.
Unlike the first bus that had generic signs/markings on it and only had a signboard on the windshield identifying it as a P2P bus, this one had the service on its livery. The rapid increase in the number of P2P bus routes and buses serving those routes meant that bus companies had little time to properly change the livery of their buses to clearly show these were for P2P services.
Passengers pay at the head of the line and just before boarding the bus.
Our ticket showing the fare paid and the name and contact details of the operator of this service between SM North and SM Megamall. Froehlich is one of the first companies granted a permit to provide P2P services by the government. They actually started the service during the previous administration when DOTr was still DOTC.
The P2P bus services present an attractive option for commuters who are not satisfied with their usual public transport options (e.g., bus, jeepney or UV express) and cannot afford to frequently take taxis or ridesharing (Uber, Grab). They may or may not be car-owners but have longed for better public transport services especially in terms of comfort and convenience. Many are likely able to afford higher fares and will pay such if the services are worth it.
In Antipolo, for example, I have noticed that the parking lot near the P2P bus terminal at Robinsons already have many cars parked (parking is free so far), which I assumed are owned by people opting to take the bus instead to go to Ortigas Center. They have the jeepney and regular bus options (G-Liner and RRCG) but are turned off by the frequent stops and the cramped conditions during the rush hours.
My only other critique of the P2P buses aside from their drivers apparently being just the same as other buses in the way they drive (i.e., I’ve observed many of them are as aggressive if not as reckless as regular bus drivers.) is that these services are actually the higher capacity versions of UV Express. Note that UV Express (previously called Garage to Terminal Express or GT Express and generically the FX taxis of the 1990s) basically operated under the same conditions before with fixed routes and with supposedly only 2 stops (i.e., “point to point”). Hopefully, they won’t be but I also wonder how these services will continue once the new rail transit lines come into operation.