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Tag Archives: Public Transport
I am sharing the following maps produced by the Department of Transportation (visit the DOTr Facebook page) and the Office of the Vice President. The details of operations are in their respective social media accounts that are being shared/circulated.
Here are the maps for 16 routes from the DOTr:
Here is a map from the OVP as well as a detailed itinerary for one of the routes they operate:
I googled the modified tricycles that I remembered was featured on TV before. Here’s what I’ve found from a news program of ABS CBN.
Credits to Bandila for this image of tricycles in La Union province.
Here’s from another internet source showing a rather sporty sidecar and a motorcycle that comfortably seats 2 people.
There are many tricycle sidecar makers around the country. Many of these are home industries or small shops that make and sell few sidecars. At times, the products are on-demand. As the first photo showed, it is possible to come up with sleek designs from our local shops.
During this quarantine period and sfter we get through this COVID-19 challenge, perhaps we should rethink how transportation system should be to ensure not just road safety but also safety from other health hazards as well. Of course, that is something we should take on together with other issues (e.g., employment, city planning, housing, health care systems, etc.) that are now so obvious we have no excuse of not taking notice of them.
With the whole country practically in quarantine to contain the spread of the COVID-19 virus, transportation has become very difficult to many people requiring services as the commute mainly between their homes and places of employment or work. First and priority are the frontline workers – medical personnel like doctors, nurses, technologists and other health and allied workers battling to detect, test and treat people with COVID-19. Our uniformed personnel in the armed forces and police as well as barangay officials and tanods are also doing their part in containing this virus. And then there are many who need to go to their workplaces to earn a living – not all have the luxury of working from home despite its necessity in these times. While there are vehicles to shuttle frontline workers, there are fewer for those who don’t have their own (private) vehicles. Mayors have taken the reins, it seems, for managing the situations in their respective areas and many have stepped up in trying to bridge the gaps including those for transportation.
The subject of this post is the contention by national government officials that tricycles cannot be permitted for public transport because the desired social distance cannot be attained for the trike. Many, including me, have opined that it can, given some modifications (or add-ons), and subject to the driver and passenger (one passenger only!) exercising caution and wearing the required protective gear. I picked up the following drawing showing a modified tricycle:
[Credits to Jini Maraya for her idea and illustration]
The set-up could also be applied to pedicabs or padyak – the non-motorized version of these tricycles. Operationally, too, I would suggest that only a limited number of tricycles be allowed to transport people per day. The purpose of the quarantine will be defeated if we had hundreds or even thousand of tricycles roaming our streets with their drivers looking for fares. Perhaps a system can be devised to determine the optimum number per day. Perhaps LGUs can even take control of the trikes and pay their drivers so as to make their services free to those needing it (e.g., people going to the market or grocery for food, people going to drugstores to purchase medicines, etc.). And so the idea of Pasig Mayor Vico Sotto can work. It is not so difficult after all to refine his idea so it will comply with the requirements of the situation. As they say: “Kung gusto gagawa ng paraan. Kung ayaw, maraming dahilan.” [Very roughly – there are so many excuses for stuff certain people don’t want to try out.] This also shows we need to use more brain cells during these challenging times. Promise, it won’t hurt! 🙂
Take care and keep safe everyone!
Last week, I went to a meeting somewhere at the Mall of Asia complex and took a couple of photos of the public transport stops in the City of Manila. These seem to be the most modern designs in the metropolis and bears a slogan – Ang Bagong Maynila (The New Manila).
I’ll try to get photos of stops from other LGUs of Metro Manila to compare with the photos above.
Almost 20 years ago, there was an initiative by the Metro Manila Development Authority (MMDA) involving the fielding of buses to take students of Ateneo and Miriam from certain pick-up points (e.g., SM North EDSA, White Plains, SM Marikina, etc.). That was in an effort to reduce the private vehicle traffic that clogs Katipunan during the weekdays. That did not meet any success and was scrapped. Years later another initiative was hatched with buses again provided with a pick-up point at SM Marikina. That is supposed to be still operational at present but one acquaintance observed that there are fewer passengers on this bus and that he fears it will soon be scrapped, too.
Last January, we chanced upon a bus service provided by the University of Cebu. The pick-up point was SM Consolacion, which was to the north of Cebu City. Consolacion town was the second town to the north after Mandaue City. We chanced upon this after observing the early arrival and formation of a queue by students at the still-closed mall. Security informed us of the service after we inquired with them. We were conducting surveys for a transport study we were doing in the area and were deploying our surveyors when we saw the students.
University of Cebu School Service bus turning across SM City Consolacion towards the bay in front of the mall
Students boarding the bus include what looks like grade school, high school and college students
The bus didn’t return for another pick-up, and there were no other buses or school service vehicles that arrived that morning so I guess this was a scheduled service with a capacity just enough for the number of students waiting that morning (typical number?). I do not know if these students are subscribed to or had to sign up for the service but there has to be a system of sorts so the university can assess what type of vehicle and the frequency for pick-ups. We were not able to observe if the bus returned sometime later that day for the return trips of the students.
We thought that such efforts are advantageous to many students and even faculty members and staff of the university. Such practices or services should be replicated by other schools as well and collectively may help alleviate congestion by reducing individual vehicle trips.
I came upon the news that the P2P Bus service between SM City North EDSA and SM Megamall suspended operations The Land Transportation Franchising and Regulatory Board (LTFRB) released a statement to clarify the circumstances surrounding the suspension, which apparently was the initiative of the operator rather than the agency. Apparently, too, some people were quick to attribute (blame seems to be the more appropriate adjective to describe how some netizens reacted) the suspension to LTFRB. Here is the statement posted on their social media page:
Land Transportation Franchising and Regulatory Board – LTFRB
February 23 at 7:52 PM ·
LTFRB PRESS STATEMENT ON P2P OPERATIONS OF FROEHLICH TOURS, INC.
23 February 2020
The Land Transportation Franchising and Regulatory Board (LTFRB) would like to clarify that it did not order the cessation of the P2P operations of Froehlich Tours, Inc. (FTI) which plied the SM North EDSA-SM Megamall and Trinoma-Park Square routes.
FTI was one of the first to be awarded with P2P routes in 2016. In November 2019, MAN Automotive Concessionaires Corporation (MAN) submitted a letter requesting the Board to look into the financial capability of FTI to maintain its operations, fund expenses that may arise from accidents, and continue to provide public service.
According to MAN, an exclusive truck and bus importer, assembler, and distributor, FTI initially acquired 17 bus units amounting to a total of P185.7 million from them. FTI was only able to pay P39.2 million which resulted in MAN having to repossess 12 bus units. To this day, P19.75 million is still left unpaid by FTI.
While these allegations are still under investigation by the Board, an inspection of the FTI bus units revealed that the company’s Provisional Authority, which allowed them to run and function as a public service provider, has already expired and no renewal was filed.
As of now, an order has been sent out to Froehlich Tours Inc. to submit its 2019 Financial Statement within a period of five (5) days from receipt of a copy. The hearing is reset, upon the agreement of both parties, on 3 March 2020 at the LTFRB Central Office.
Pending the outcome of the hearing, the Board shall adopt measure in the coming weeks to ensure that the riding public will be provided with the needed transport service on the routes affected.
There are two major points in the statement. One is on the financial viability of the operator and another is on the provisional authority granted by the LTFRB, which is a regulatory agency. The latter pertains to something more temporary and authoritative than a franchise, which is basically a license to provide transport services. These provisional authorities are often granted by the agency for so-called “missionary routes” as well as for supplementing the supply of vehicles during peak seasons like Christmas, Holy Week and Undas.
Financial viability is a requirement for all public transport operators. It is part of the formula for determining the viable number of units (i.e., vehicles) considering the fare that is to be charged to passengers taking into consideration the operating costs of operators. If this requirement was implemented strictly, a lot of operators would not be operating PUVs in the first place. The LTFRB, however, as well as its mother agency, the DOTr, have been lax about this requirement for so long a time that it is difficult to recall the last case where this was cited as a reason for suspending operations.
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
There is a collage of two photos, one taken in 1975 and another in 2019, showing buses that managed to squeeze themselves into a jam. The 1975 photo was taken at the ramp of the overpass near Liwasang Bonifacio (Quiapo, Manila). There is a commentary describing the photo that attributes ‘monstrous daily traffic jams’ to the behavior of Filipino drivers. Special mention was made of public transport drivers and the photo showed proof of this. This was 1975 and motorization had not reached the levels we are at now so the
The problems pertaining to driver behavior persist today and probably even worsened along with the general conditions of traffic in Philippine roads. I say so since the volume of vehicular traffic has increased significantly from 1975 to the present and there are much more interactions among vehicles and people that have led to a deterioration of road safety as well. Traffic congestion and road crashes are asymptomatic of the root causes of most of our transport problems. And so far, it seems we have had little headway into the solutions. The photos speak for themselves in terms of how many people can easily put the blame on poor public transport services despite the fact that cars are hogging much of the road space. And what have authorities done in order to address the behavioral issues that lead to these incidents?
Someone joked that the guy in the 1975 photo who appeared to be posing in disbelief of what happened is a time traveler. The 2019 photo shows a similar guy with a similar pose though with more people around. Maybe he can tell us a thing or so about what’s wrong with transportation in the Philippines and provide insights to the solutions to the mess we have.
I open the year by sharing photos of the Zamboanga City Bus Terminal. It is a ‘central’ terminal as most most buses terminate here and cannot proceed to the city center. At the terminal, passengers may transfer between buses, jeepneys and vans.
View of the terminal from the national highway. There are driveways leading to and from the terminal from the highway and one can appreciate the expanse between the facility and the main access road.
There are covered walks connecting the terminal to the national road.
Provincial buses and long-distance vans at the terminal
Provincial bus arriving at the terminal
Jeepneys at the terminal
Motorcycles parked along a shaded area. The lamp’s vintage design seems to be a good accent to the terminal.
Close-up showing the spacious parking area shared by cars, jeepneys, motorcycles and even tricycles
Another look at the covered walkways leading to the national highway. Not all public transport go to the terminal because of the fees and the distance for the diversion from the highway.
Jeepneys waiting to be filled with passengers prior to departure
A look at the front of the terminal shows a wide driveway and the connection of the covered walkway to the main entrance
Another look at the integrated terminal from the highway
We will be evaluating the terminal soon as part of a study we are doing for the city. More photos and some assessments about its features soon!
My former professor – my second adviser – posted a few photos of bus stops in Bangkok. I am re-sharing these here to show one aspect of how buses operate in Bangkok including the route numbering and the schedules.
Bus route numbers and lists of designated stops for each [Photo credits: Fumihiko Nakamura]
Route map on the other side of the panel [Photo credits: Fumihiko Nakamura]
There are no schedules here like the ones on bus stops in Japan or Singapore but the basic information is quite helpful for commuters and tourists who opt to take regular public transport instead of taxis or ride share. Are such devices being considered by the MMDA or other cities for their public transportation? If not, then maybe they can consider and include this in their New Year’s resolutions.