Philippines Transportations

  • Home
  • Contact Us
  • Privacy Policy
    • Disclaimer
  • Videos
You are here: Home / Archives for Land Transportations

Bike Ride in Manila

Pinoy Biker Bike Riding

Everybody knows the traffic in the Philippines is horrendous and very dangerous. The smoke, the undisciplined drivers, and even the traffic police stopping people for money. Manila is not a place to travel around unless you really have to.

For those that have to work in Manila the fumes will make you sick. Those that travel around on a bicycle are very prone to be hit, but they are also very likely to be able to whip around the polluted vehicles. But, what is it like to ride around on a bike in Manila?

1. Safety gears – Helmets are mandatory. Gloves, meanwhile, ease the chafing between your palms and the handlebar and therefore are useful. But eyewear is also important. Remember to keep your eyes protected against dust and smoke–two things that bikers normally contend with aside from vehicles and pedestrians. An addition to this point is mask, which protects your precious respiratory system from the pollution.

2. Quick-dry clothing and towel – Offices, particularly in business districts such as Makati, Ortigas, Global City, etc., do not normally have provisions or facilities to dry your clothes. Thus, it is necessary for employees to be smart about dealing with their damp, sweaty clothes. Bike jerseys or any type of sportswear made of polyester or Supplex nylon are helpful in this case. Meanwhile, quick-dry towels, which are usually much smaller and more handy, should be a better option than regular cotton-made towels.

3. Water-proof backpack (or rain covers) – Particularly in the rainy months of June to November, water-proofing is essential in keeping your belongings dry. There are water-proof backpacks available in the market. But if you do not want to shell out money for a new item, you can get a rain cover from outdoor or sports stores. These range from 150-300 pesos.
4. Kapote (Raincoat) – I think umbrellas are overrated. They render your one hand useless. Raincoats, alternatively, allow free use of your two hands, useful especially when biking.

5. Head and tail light – It is not so much about you being able to see where you’re going when it’s dark. Head and tail lights are more practical in making you visible to those around you.

6. Bell – One way for a biker to be safe on the road is to be noticeable–both through sight and sound. A bell definitely works to call attention to yourself.

7. Bike lock – If you can afford it, invest in a good set of bike lock–one that is fool-proof. Cheap bike locks get rusty over time. They are also easy to cut using heavy-duty bolt cutters. Some bikers use a set of three bike locks to secure all components of their bicycle.

8. Parking space – One of the most important elements on this list. Before setting out on your daily commute adventure, determine first where and how you are going to park your bike. More forward-thinking office buildings have space allotments for bicycles. For the unfortunate ones who would have to park outside their buildings, make sure that your bike parking is well-lit and well-guarded. But you do not want to leave the security of your prized possession on the hands of others.

9. Community – There are things that you have to get ready for as a bike commuter, which has its fundamental difference against weekend biking. Get tips and advice from those who are already in this form of commute. Talk to your friends who are doing it. The web, particularly forums such as the aforementioned pinoymtbiker.org, is considerably helpful when you need answers related to biking. Community also refers to how you treat those around you–drivers, pedestrians, other cyclists. Show courtesy on the road. Obey traffic rules. Respect right of way.

What Would Improve Philippines Transportation

MMDA

As transport is such a huge topic, I would like to focus on the obvious congestion and endless queuing in all LRT/MRT stations and bad transport connectivity. Perhaps, the starting point is to ask ourselves how might we create a human-centred design and inclusive transport services that will improve well-being and increase productivity.

Metropolitan Manila Development Authority (Photo credit: Wikipedia)

I reflected on that question and sent to the Chairman of MMDA, Atty.Francis Tolentino, the Part 1 of our suggestions that might create a humane transport service, incentivise people to use the public transport, cut carbon emission, and diminish the chronic congestion on the road, end the senseless queuing and other inconveniences that undermine the well-being of theFilipino people.

Until now we have not received any feedback from his office since we sent our suggestions some four months ago.  The call for improvement needs to be reviewed and implemented more swiftly as the slow process to improve transport services traps people in deeper cycles of poverty.

I use the public transport and as a keen long distance walker I feel completely and utterly frustrated about the set up in this country when we can do something about it. I dreamt one day of walking or cycling securely not in the middle of a road for lack of sidewalk, not being assaulted by stench emitting from an open sewer or thick pollution from smoke-belching vehicles bullying to run you over as you cross correctly along a pedestrian lane, or hopping now and then to avoid badly constructed manholes (I fell in fact.) and broken paving slabs, etc. These inconveniences demonstrate how little thought was made that transport, roads, and all public services should be designed to a reasonable standard for human beings, that is for all – man, woman, child, pregnant, with physical, learning and other forms of disabilities, senior citizens, etc.

The onslaught of climate change, increasing population and poor health should force us to look for creative solutions that regenerate our communities and produce responsible citizens.  There are practical solutions that can move quickly into practice that will ease traffic which should be made mainstream activities such as walking, biking, carpooling and using the public transport system. However, there are also important changes to be made in our attitude like discipline, respect, apathy which may be slow if not difficult to change as quickly if we lack awareness and not intentional to make a transformation, or if we do not have the proper structure to bring these about. What about if they construct decent footbridges and sidewalk (bike lanes would be a dream) so that people would be motivated to walk or cycle even in short journeys and not use public transport?

Just like the rest of the Filipinos I desperately desire a transformed nation. So instead of surrendering to the woes of this country it’s worth the time to bring these issues to the surface, be part of the solution and help create solutions.

I would like to propose the following 10 ideas for change in the Transport System in the Philippines

1.       Smart Transport Card

Queue

Every day there is an unreasonable long queue in buying a transport pass at all LRT/MRT stations.  The queue can get tremendously long, many times you don’t know anymore what you queued up for until you realize after 20-30 minutes of queuing that you queued up for the senior citizen lane counter to buy a transport card. This is a pointless system that reduces the quality of life. Weary Filipinos would appreciate immensely if there is a smart transport card that stores value and enables the public to buy transport credit for a week or a month even up to a quarter and top it up at any corner store, shop or supermarket, and be able to just swipe it on to enter the MRT/LRT platform with ease.

2.       Transport dispensing machines

Place LRT/MRT ticket dispensing machines (similar to an ATM) at any designated places to facilitate easy access. Commuters will definitely shave off significant queuing time which will have a massive impact on both the quality of life and economic productivity.

3.       Daily price capping for multiple journeys

Charge a flat rate on multiple journeys by public transport from any point within the metropolis.  I think Filipinos should never pay more than the price of all their multiple journeys. And they should cut the price cap if:

i.            You are traveling off-peak hours.

ii.            You are a person with a disability.

iii.            Senior Citizen

iv.            Age 16-21

4.       Seamless connectivity of all transport options

Connectivity is key to the challenges in transport. MRT/LRT and buses that run along EDSA should interconnect flawlessly with alternative transport options such as FXs, jeeps, and tricycles that run through city roads, central business districts, offices, town centers, airport, bus terminals and residential areas in an almost door to door fashion.

As it is, queuing is not only prevalent in LRT/MRT stations but in other transport options such as FX, buses, and jeeps which normally are situated outdoors.  Queuing outdoors exposes people to pollution, heat, and other environmental hazards.  Raising a generation of fatigue and unhealthy citizens do not bring sustainable economic growth, and this standard of living is not fit for the 21st century.

A well-connected transport system and organized alternative transport options (FX, buses, etc) eliminates queuing, increases productivity and well-being.

 5.       Redesign roads with ecological footprint

There is not enough transport options in Metro Manila and much fewer roads in going about in the metropolis at local community or neighborhood level for short journeys simply because there is no decent walk paths and sidewalk or bike lanes. As observed, side roads are converted into side market or tricycle stations, or the sewers on some side roads are left open. Therefore people risk walking in the middle of the road along running vehicles so they take a tricycle or bus on short distance as an expedient approach to avoid these inconveniences.

The 21st century presents major challenges in infrastructure such as climate change, increasing population, etc. A great money spent on infrastructure but apparently it has not improved productivity.  Is it built in the right way? We need to rethink infrastructure. (Photo credit: Wikipedia)

Create walk paths, footbridges, bike lanes and side walkways

Redesign public roads and transport system with a strong human-centered ethos and ecological footprint. We should create more incentives for people to cut their carbon footprint by building decent walk lanes, footpaths, footbridges, bike lanes and sidewalks to enable the public to either walk or cycle safely and securely from home to church, school, and town centers, etc.  Also, we should create greater awareness of the impact of pollution on health and the environment.

 6.       Closed-Loop System

One practical solution to traffic congestion and pollution is a car-pooling system. It is a close-loop system that harnesses seat surplus in vehicles especially in private cars and redistributing them to where it is needed i.e. to public commuters within proximity of origin or destination.  This is a sustainable solution to traffic, un-strategic pickup stations, pollution, increasing petrol prices and public transport costs, and all kinds of hassles and disruptions if designed as door-to-door  and community-based e.g. from home to school, work, church, town centers, etc.

7.       Introduce congestion charges

Rethink color coding scheme. It does not reduce congestion if you buy an extra car.  Replace it with congestion charges especially for old and single driven cars including trucks that enter city centers, central business districts and single lane residential and school areas. Citizens should pay for the negative externalities they create.

8.       Easy access to travel information

Create a central hub of transport information for the public in real-time about routes of buses, jeeps, MRT and LRT, travel time, travel options, pick up stations, access points, fares, etc.

9.       Coordinated Master Plan and a multilateral solution

Does colour coding work?Targeting solely the lack of sensible transport system is myopic. The government should envision a low-carbon future, and put together a well-coordinated outline for environmental targets.

The lack of road corridors and increasing population pose a major challenge to our already problematic transport system.  The size of this problem requires multilateral effort – this is a problem of the DOTC as much as the DPWH, DILG, civil society, MMDA, communities and people etc. and a diverse stakeholder group should work together in co-producing and co-delivering solutions. There’s so much hidden innovation, ideas, solutions, and wisdom that can be unlocked by bringing in diverse communities and sectors to the conversation and giving everyone a stake in the outcome for the common good.

10.       Introduce clean technology.

Gradually phase out the issuance of licenses for tricycles and jeeps.  They are not the efficient form of transport unless redesigned in a human-centred way.  As it is, they are chronic violators of traffic rules, lack understanding of health and safety and pollute our environment. Introduce clean technology by retrofitting old stocks of vehicles. People take tricycles due to lack of transport options, sidewalk or bicycle lanes or sensible transport system for short journeys.

Central and local government should tackle heavy air pollution in Metro Manila head-on as an urgent issue. Air pollution is the leading cause of death.  According to a World Bank Report, the health cost of air pollution is estimated at US$400 Million a year and is equivalent to 0.6% of the Philippines’ national gross domestic product. We still have to account for the productivity loss of queuing and traffic. It is a right of every human being to have access to the decent transport system, clean air, and safe and livable communities.

The country’s transport system is highly disorganized and the issues are already bursting at the seams.  The number of articles that appeared in the papers these past few days on this topic shows how urgent the situation is.

 Traffic Solutions for Metro Manila

Traffic Solutions for Metro Manila

Traffic

Traffic Solutions for Metro ManilaTraffic congestion and traffic discipline are perennial discussions at coffee shops and in meeting rooms throughout Metro Manila. It is an accepted fact that congestion hinders the free flow of goods and services, contributes significantly to pollution, and costs billions of pesos (billions!) in wasted fuel, time and productivity. Studies have been done, solutions proposed, and money spent for years, with little real improvement to show for the expense. Those tasked with managing the problem, from one administration to the next, have all clung persistently to the same mantra – that the answer lies in more roadways and the use of the latest high-tech gadgets. I would like to offer an alternative opinion:

 

Traffic in Metro Manila is congested and chaotic because we allow it to be that way.

 

‘We‘ in this case refers to both the road users and the road managers. We don’t follow, or effectively enforce, the basic rules which are designed to ensure a safe, efficient flow of traffic. We don’t respect lane markings (including turn lanes), we ignore traffic signs and signals, and we routinely drive in ways that are both dangerous and disruptive to the flow of traffic. Pedestrians cross wherever they want, and they stand in the roadway in large numbers while waiting for public transportation. Public buses and jeepneys operate aggressively and dangerously. Each of these behaviors, repeated at thousands of points across Metro Manila roadways every day, disrupt the free flow of traffic and cause the congestion and chaos that we have come to accept as normal. 

For decades, Metro Manila traffic managers have focused almost exclusively on the volume control and engineering-based solutions to congestion. I believe this is simply the wrong approach. Although the number of vehicles on the roadway is the major contributor to congestion, it is also the one factor that cannot be countered significantly. It is not realistically possible to either reduce the number of vehicles in the city or to increase the amount of road space (i.e. wider roads, elevated roads, etc) enough to have any lasting impact on congestion. In the science of traffic management, there is a phenomenon called ‘triple convergence‘, which essentially means that the volume of traffic will always expand to meet the available capacity. Additional road capacity will produce a temporary improvement in flow rate, but congestion will always return to the previous levels, usually within only a few years.

Focusing on capacity should not be the priority, because congestion in Metro Manila is not, first and foremost, a problem of capacity. It is a problem of efficiency.

Los Angeles, New York, London; these cities all experience congestion. But there is one big difference between the way traffic moves in those places and the way it moves in Manila. In those cities, discipline (both self-imposed and enforced) keeps the system orderly. Intersections function effectively, and lines of traffic, although heavy, criss-cross through them relatively smoothly. In other words, while there is congestion in those cities, it is a congestion which results entirely from the volume. The behavior of individual vehicles does not significantly compound that congestion. In those cities, volume-reduction and capacity-building are the appropriate solutions.

Metro Manila traffic, on the other hand, is chaotic. The average driver is not disciplined, and, as a result of ‘the way it’s always been‘, he does not feel bound by the rules of the road. Those rules exist, in the form of laws and regulations, but enforcement is extremely weak. Enforcers loosely manage the general flow of traffic, but ignore most violations. As a result of this weak enforcement, drivers believe they have the freedom to disregard regulations and drive aggressively, which in turn creates a competitive environment where drivers feel they need to disregard regulations and drive aggressively. It’s a ‘law of the jungle‘ environment which, in the absence of effective enforcement, leaves each driver both fending for himself and deciding for himself how to interact with the network. All drivers (private car owners, public transportation drivers, and even law enforcement officers) operate within this paradigm.

In such a free-for-all environment, with each driver looking out only for himself, disorder-based congestion naturally occurs. Imagine a crowd of people trying to pass through a small doorway. Without order, the doorway quickly becomes jammed. There is a lot of pushing and shoving, tempers flare, and people get hurt. The flow rate is quite low, and the accident rate is quite high. But when those same people move through the doorway in an organized fashion, several positive things happen. Most importantly, the flow rate increases significantly. There is also a general air of civility among those waiting in line, and the number of injuries (both minor and major) is reduced. In other words, even though it may still take time for each individual to pass through, the overall process is more efficient, and the experience is more tolerable. This is the effect of the order.

Metro Manila traffic is not uncontrollable – It’s just uncontrolled

Order simply does not exist on Metro Manila roadways, and it does not exist for one clear reason: because it is not enforced. And that lack of order translates into a level of inefficiency that would be unacceptable in any other type of network. In contrast with the foreign cities mentioned above, the volume-based congestion in Metro Manila is compounded significantly by the behavior of individual vehicles. Therein lies the solution:

 

Imposing order, through the aggressive enforcement of traffic rules and procedures, will result in significant improvement in travel time, safety, and general civility on Metro Manila roadways.

 

In terms of sheer cost-effectiveness, the first-stage solution to Manila traffic congestion lies, not in increased capacity, but in behavior control. This is the lowest hanging fruit of all, but for some reason, we just don’t want to take advantage of it. In my opinion, there are only two alternatives – spend billions to construct additional road capacity, the benefit of which will likely be lost in a few short years, or, within the current budget, start enforcing the laws that are already supposed to be enforced. 

The idea that the situation cannot be changed quickly, and that the only hope lies in training the next generation of drivers, is misguided. The next generation will acquire their driving habits by observing their parents. All the classes in the world will not override what they learn from watching their fathers at the wheel.

Good old-fashioned law enforcement is the answer

‘Imposing order‘ actually means ‘imposing discipline‘. In any cooperative system, such as a traffic system, self-discipline is preferred. Self-disciplined drivers generally follow the rules on their own, freeing enforcers to focus their attention on a smaller number of violators. But in an environment as aggressive as the Metro Manila traffic system, where discipline has never truly existed, it will not impose itself. No amount of pleading, prodding or motivational videos will cause drivers to start following rules which, in their minds, offer no competitive advantage. Self-discipline may be preferred, but it will take enforced discipline to get us there.

 

Not all Metro Manila drivers want to drive this way. This is supported by the oft-quoted observation that, when outside the Philippines, most Filipinos are model drivers and have no trouble complying with traffic laws. In contrast, many foreign drivers in Metro Manila quickly pick up the local driving style, exhibiting behavior here that they would be embarrassed to show in their home countries. This reinforces the idea that this is not a ‘hard-headed Filipino‘ problem. It is nothing more than a simple lack of enforcement.

 

The current traffic management mindset in Metro Manila places absolutely no responsibility on drivers to self-comply with traffic rules. Enforcers use a ‘cattle-herding‘ approach (focusing almost exclusively on public buses), resulting in a semblance of order only when an enforcer is present and actively engaging with drivers. This ‘catch me if you can‘ approach simply cannot effectively control the behavior of more than a million aggressively-driven vehicles.

To create a disciplined ordered traffic environment, it is necessary to place the primary responsibility for compliance squarely on the shoulders of the drivers (both public and private). Drivers simply must be forced to obey traffic regulations on their own. The most effective method for encouraging compliance is deterrence, which can only be achieved through aggressive enforcement. Enforcers must actively work to detect violations of all types and then take corrective action. If a certain behavior consistently results in a negative consequence, that behavior will change.

The first step in this process is to assert the Rule of Law on Metro Manila roadways. Traffic enforcers and managers, assigned to a variety of agencies and local government units, are the front-line soldiers in this phase. Herein lies another problem. As with many government agencies, senior management relies on front-line supervisors to handle traffic on a day-to-day basis. And those front-line supervisors tend to leave it in the hands of the actual enforcers. The enforcers, with little training and less motivation, do only what is necessary to keep the flow moving. As long as traffic is not in gridlock, everyone seems to think that nothing more can or should be done.

The average traffic enforcer seems to see himself as a kind of shepherd, loosely managing the general flow of traffic, but not concerning himself with the minutiae of individual driver behavior. Operating under the same ‘this is how it’s always been‘ paradigm as most drivers, traffic enforcers simply do not notice or act on most violations. There seems to be a short list of preferred violations that do attract their attention, including driving through a red light, number coding violations, and public bus loading/unloading violations, but most other behaviors do not even warrant a stern look. Turning from a non-turn lane, driving without headlights, and pedestrians standing (in crowds) in the roadway are simply ‘the way it works’. Traffic management authorities also operate under this mind-set. Things have been this way for so long that even those in a position to change it don’t see it as a problem. There is ‘the law’ and then there is ‘the way it’s always been’.

Ironically, and as stated above, it is exactly these minor behaviors, occurring repeatedly throughout the network, that cause congestion in the first place. Modifying our approach to enforcement is the first step toward reducing that congestion.

Once enforcers have been motivated to notice and act on violations, their standard course of action in most cases should be to issue a traffic ticket. The seemingly mundane traffic ticket is, in fact, a very effective tool for deterrence. It’s not necessary, or even desirable, to catch and cite all violators. What is more important is to create an environment wherein non-compliance results in the certainty of penalty. It is this certainty that will change driver behavior relatively quickly. Through consistent, aggressive enforcement, drivers can be made to believe (and to a certain extent, to fear) that violating a traffic law, no matter how minor, will result in a ticket and a fine.

Of course, traffic tickets must be managed administratively, and they must back by effective fines, but that system is already in place. In fact, the entire traffic enforcement system is already in place. It’s just not being managed properly. The idea that a violator can just throw a ticket away, and get a replacement drivers license by claiming he lost the original, should be unacceptable. And the fact that a properly issued traffic ticket can disappear in that process should be equally unacceptable. This is a simple administration issue.

ACTION PLAN – PHASE I

Although it is important for enforcers to act on all types of violations, it makes sense to focus first on the most disruptive of congestion-causing behaviors. The Pareto Principle, or “80/20 Rule”, tells us that 80% of effects are usually generated by 20% of the causes, and in the case of Metro Manila traffic, most of the congestion is caused by only a few types of disruptive behavior:

•                     Public bus/jeepney behavior

•                     Turn-lane behavior

•                     Intersection behavior

•                     Pedestrian behavior

Managing these behaviors should be the initial focus of any effort to impose order on Metro Manila roadways. In this paper, I will discuss the problems associated with each and offer strategies to manage them.

Congestion factor 1:  Public utility bus/jeepney behavior

Without a doubt, the aggressive driving behavior of public bus and jeepney drivers is a major contributor to congestion on Metro Manila roadways. Within that group, public buses have the greater impact. Operating in competition, public buses race each other from one loading point to the next, each trying to capture the largest share of passengers. As the biggest vehicles on the road, bus drivers routinely operate with utter disregard for the presence of other, smaller vehicles.

Public bus drivers operate with two or more of the following goals in mind:

•                     Complete the loading/unloading process, and move to the next stop, as quickly as possible. Strategies for this include stopping (or only slowing down) to load/unload while still in the flow of traffic; cutting into the line of other buses waiting at a stop; and maneuvering out of a line of stopped buses ahead of turn. Each of these behaviors creates a chokepoint that disrupts the free flow of traffic.

•                     Alternatively, linger at a stop, waiting for additional passengers. Again, this behavior creates chokepoints, as other vehicles are forced to move around the waiting bus. Although this behavior seems contrary to the “load/unload as quickly as possible” strategy mentioned above, drivers do employ both strategies depending on a variety of factors.

•                     Block other buses at loading points. In an attempt to prevent the competition from moving ahead to the next stop, buses routinely obstruct the flow of traffic by positioning themselves to block other buses. It must be clearly stated that this is intentional behavior. Of course, this also blocks the lanes for all other vehicles, and it is not uncommon to see a multi-lane road reduced to a single free lane in the vicinity of bus loading points, causing congestion.

It is often mentioned that this type of competitive behavior is a result of the commission-based salary scheme for bus drivers and that a fixed salary system would eliminate the problem. To address this specific concern, the government has now implemented a fixed salary requirement, which will go into effect in mid-2012. While this is an important step, it’s unlikely to produce the desired result. Competition for passengers is driven by the bus companies, rather than the drivers alone. And the fixed salary scheme, as described in initial reports, includes a “performance” element, partially based on a number of passengers carried. In the end, drivers will continue to compete for passengers to increase their earnings. Bus companies see competition for passengers as being in their best interest.

I have ridden public buses on several occasions, and it is easy to see that they simply do not recognize the official ‘bus-stop’ system. This is reinforced by listening to the conversation between the driver and the conductor. Their strategy is to watch for potential passengers along the route, regardless of location. Drivers slow down as they approach pedestrians, looking for any sign that the person might want to board. This is a hit and miss process, and the drivers seem totally unconcerned about the effect on traffic behind them. When they do stop at designated bus stops, drivers often watch approaching pedestrians, again in the hope of loading a few more passengers. In addition, drivers will stop on request at almost any point to offload passengers, again regardless of location. Essentially, and despite the law, buses operate exactly in the same casual manner as public jeepneys. 

In big cities around the world, a public bus system is a convenience, carrying a relatively small percentage of the commuting public. But in Metro Manila, with several million people depending on public transportation, a robust, efficient bus system is vital. The government has chosen to allow multiple private companies to provide this service, in free-market business competition with each other. But those companies, and their buses must not be allowed to operate in a manner that obstructs the free flow of traffic, which, along with the safe, efficient movement of the riding public, must take priority over profit. The public bus system must operate in conjunction with, rather than in opposition to, other vehicular traffic.

The following procedures, if enforced, will result in significant improvement in traffic safety and efficiency:

 1.           Bus lanes

The current scheme on major thoroughfares (EDSA, Commonwealth Ave, etc) designates two lanes exclusively for public bus use. This is supposed to allow buses to service stops along the route and to provide a passing lane for buses choosing not to stop at a particular loading area. In practice, though, buses commonly operate in all lanes, and private vehicles operate within bus lanes. Enforcement, as usual, is extremely weak. The fact that this system is not effectively enforced negates the purpose and value of a bus-only lane.

By their nature, buses operate in a stop-and-go manner and must be able to do so without obstructing the main flow of traffic. There is no need, however, to allow two lanes for this purpose. A single (far right side) lane should be reserved for buses (and jeepneys) assigned to service stops along the major thoroughfares, and those vehicles must be required to operate in single-file within that lane. As part of an organized public transportation system, with all buses being required to service all stops along their routes, there should be no reason for buses to overtake one another. Buses should essentially operate like unlinked cars on the Metro Rail system. In the event of an obstruction in the bus lane, it is acceptable for a bus to briefly move into the regular traffic lane, as long as it returns to the bus lane immediately after the obstruction. Aggressive, consistent enforcement is key to the success of this system.

Given the stop-and-go nature of public bus service, a passenger cannot expect the same rapid transit as one might experience in a private vehicle. But, if buses operate within a truly protected lane, there is no reason that trip should not be relatively fast, comfortable and safe.

Allotting a single lane for buses will also make one more lane available to regular traffic. If the bus-only lane system is effectively enforced, the congestion which currently results from their competitive behavior will be eliminated entirely.

As an added benefit, a truly protected bus lane should also be open to emergency vehicles (fire, ambulance, police) responding to actual emergencies. Currently, congestion makes it impossible for these vehicles to effectively bypass traffic.

 2.           Bus loading/unloading points (bus stops)

As described above, public utility buses compete for passengers in an extremely aggressive, often unsafe manner, and nowhere is this more visible than at bus stops. This loading point behavior is likely the single most congestion-causing factor on Metro Manila’s main thoroughfares. It is critical that bus companies be made to accept the idea that the safe, efficient movement of passengers, performed in a non-disruptive manner, must take priority over business competition.

Queuing discipline must be enforced at bus stops. Buses angling into the front of a line, or those maneuvering to depart from the middle of a line, create chokepoints which block regular traffic. In keeping with the single-file strategy, buses arriving at a loading point must fall in line, and remain in line, behind those already present. No bus may depart ahead of the bus in front.

At smaller loading points, drivers routinely stop in the actual traffic lane, or position the bus at an angle, to load/unload passengers, bringing all traffic in that lane (and sometimes other lanes) to a halt. This practice must be abolished. To load/unload passengers, a bus must be aligned with, and as near to the road edge as possible. Properly enforcing the bus-only lane system will eliminate these loading points problems.

The practice of waiting for passengers must be abolished. Each bus must stop only long enough to discharge passengers and to load those passengers currently waiting at the stop. Current enforcement practice at bus stops entails traffic enforcers berating drivers, in an attempt to prod them, cattle-like, into movement. This may produce temporary, on-the-spot results, but it does nothing to permanently change driver behavior. Bus company owners are even less affected by these methods since there is no impact on their business. The better, and more effective method is as follows:

•                     Any bus, observed to be violating the guidelines outlined here, (or, in fact, committing any violation), should be directed to the side of the road and issued a traffic ticket without a second thought. During the traffic stop procedure, the driver’s license, along with the vehicle’s registration and insurance documents, should be examined, and, if warranted, the vehicle should be inspected for safety equipment violations. After issuing the ticket, the bus should then be allowed to proceed. This will not be a quick process for the driver, and the risk of a lengthy delay may serve to motivate driver compliance with the rules outlined here.

•                     For violations involving driver behavior, the driver should be the subject of the ticket, but a procedure must be devised to hold employers accountable as well. For violations involving equipment or documentation, the bus owner should be fined. For tickets to be effective in motivating compliance, accumulated violations must result in loss of driving privileges for drivers, and must be cause to deny a bus owner’s application for renewal of operating permit. The point system has been debated in the past, with drivers claiming that it unfairly threatens their livelihood. This is a nonsense argument which cannot be allowed to influence traffic enforcement policy. Accumulated violations are an indication of a continuing disregard for law. Such behavior must be penalized if we want that behavior to change.

Although this section primarily talked about buses, public jeepneys must be integrated into this system. Essentially, any vehicle that operates in a stop-and-go manner, making regular stops to load and unload passengers, must operate exclusively within the bus lane, and must be prohibited from lingering during those stops. Procedures can be devised to allow all of these vehicles to support the public transportation system safely, effectively, and profitably.

Congestion factor 2:  Turn-lane behavior

Turning from one road onto another requires vehicles to stop and wait for an opening in cross traffic. This, of course, has the potential to block other vehicles traveling in the same direction. To counter this, some lanes are designated, and marked, as turn lanes. Sometimes the turn-lane is an additional physical lane, extending only a few hundred meters from an intersection, and sometimes it is nothing more than turn arrows painted on a regular straightaway lane. In either case, the basic idea is to create separate paths for vehicles waiting to turn and vehicles going straight. Vehicles intending to turn must maneuver into one of these designated lanes early enough to fall into the line of other waiting vehicles. Vehicles which do not maneuver early enough to fall into line must proceed to the next intersection. This is anti-congestion at it’s simplest, ensuring that a pathway is kept free for straight-moving traffic. In the absence of flyovers or other infrastructure solutions, this is the best way to prevent congestion at turn-points.

On Metro Manila roadways, however, turn-lane discipline is spotty at best. It is common to see all (or most) straightaway lanes blocked by vehicles waiting to turn. The chokepoints created by this behavior cause considerable congestion as straight-moving vehicles try to squeeze through a reduced number of straightaway lanes. Turn-lane chokepoints occur for one of two reasons:

•                     Poor driver planning. Some drivers simply fail to anticipate the turn early enough. Unwilling to proceed to the next intersection, these drivers typically slow down and try to cut into the line wherever possible.

•                     Simple lack of discipline. As a result of the aggressively competitive nature of Manila traffic, many drivers make a conscious decision to cut into the front of the line, oblivious to (or unconcerned about) the congestion they are causing.

Under current enforcement practice, traffic enforcers try to decongest these chokepoints by directing violators to continue the turn, often ahead of those waiting in proper turn lanes. In effect, violators are rewarded by being allowed to bypass the line. This is a counter-productive enforcement strategy.

To create a change in behavior, enforcers must do two things. Most importantly, they must never allow violators to complete the turn. All vehicles attempting to turn from a non-turn lane must be directed to proceed to the next intersection. This is the driver-training element. In addition, many, if not all, of those violators should be pulled over and issued a traffic ticket. This is the deterrence element. For many drivers, the fear (and certainty) of being ordered back into straightaway traffic, and the added travel time that will entail, will be enough to change their driving behavior after only one or two interventions. The likelihood of receiving a ticket and fine will reinforce the motivation to comply.

Note:  In Metro Manila, many of the secondary roads, which receive vehicles turning from main arteries, are not able to absorb traffic fast enough to prevent long lines in the main road turn-lanes. Although frustrating to waiting for drivers, this cannot be allowed to serve as an excuse for turn-lane violations. Regardless of how long the turn line becomes, it is critical that it remain single-file. The number of lines waiting to turn must never exceed the number of receiving lanes, and an adequate pathway must be kept free for straight-moving traffic. Straight-moving traffic must take priority over turning traffic. 

Enforcing turn-lane discipline is another very simple measure that will result in a near-instant reduction in congestion on Metro Manila roadways.

Congestion factor 3:  Intersection behavior

Intersections are the points in a traffic network where vehicles traveling in different directions cross (or intersect with) one another in alternating turn. Intersections can be quite complex or very simple, but they all use a system of signals to tell drivers when to stop when to proceed, and when to turn. These signals might be automated, in the form of standard traffic lights, or they might be manual, in the form of a live traffic policeman. Regardless of the form, it is essential that drivers follow these instructions without question and without hesitation.

For purposes of this discussion, I will assume that the signal lights are timed and functioning properly and that the traffic enforcers are properly trained. In reality, both elements need urgent attention.

At a typical intersection, traffic in one direction is held, while cross-traffic is allowed to proceed. At regular intervals, the moving traffic is directed to stop, and the waiting traffic is allowed to proceed. It is at this transition point where congestion is most likely to occur.

Naturally frustrated by a long wait, drivers at the head of the line often attempt to cross through the intersection even after being directed to stop. Unable to cross completely, they find themselves sitting in the middle of the intersection, blocking the path of the newly crossing traffic. Cross-traffic must now navigate around this chokepoint, forcing many drivers to wait for an additional cycle (or more) before crossing through the intersection themselves.

It is this failure to stop when instructed to do so, or simply when it is not possible to cross the intersection completely, that causes cascading congestion on the roads leading to intersections. And as with other behaviors previously described, this particular problem results from the simple fact that intersection discipline has never been truly enforced on Metro Manila roadways.

The solution, again, is quite simple. First, of course, signal lights must be properly timed and maintained, and enforcers must be properly trained in traffic control techniques.

Next, comes the Rule of Law phase. In Metro Manila, using enforcers to control traffic, even at intersections with working signal lights, has become necessary because drivers simply do not obey the signal-light instructions. And even then, it is common to see as many as 4 or 5 enforcers manning a large intersection, with each enforcer handling the flow from a single direction. This is the same ‘cattle-herding‘ strategy used in managing buses at loading points. And, as with buses, it places no responsibility on the drivers for self-discipline. It also wastes resources (enforcers) that could be used elsewhere.

Although there are certainly times when human intervention is needed at an intersection, it should not be common practice. Drivers must be trained to comply with automated traffic signals (as well as with the instructions of live enforcers), and again, the best way to do this is through consistent ticket-based enforcement. This will initially require teams of enforcers, performing two distinct tasks. One group should direct traffic at the intersection, while the second group detects and cites violators. Acting with zero-tolerance, the citation team should stop drivers and issue tickets for any and all intersection violations. As explained earlier, the idea is to shift the responsibility for order and compliance onto the shoulders of the drivers.

Once the compliance mindset has taken hold, most intersections should be able to function efficiently with properly-timed traffic lights alone, requiring only spot-monitoring by enforcers. At peak traffic periods, when manual control becomes necessary, there is no reason a single properly-trained enforcer should not be able to manage even the most complex intersection. This will not be an overnight transformation, and ticket-based enforcement must continue aggressively. In fact, it may take years of zero-tolerance enforcement before these behavioral changes become permanent, but the practical results will be seen much sooner than that. [Read more…]

Transport Overview in the Philippines

Today e have a light hearted view of some of the transport systems in the Philippines, always remembering that out in the provinces electricity and fuel shortages mean that Filipinos have to find another way of getting around.

Transportation

dog-on-roof-itsmorefuninthephilippines-5901

The Philippines has a surprisingly adequate transportation system considering its geographical make up, which makes any island or inter-island as well as international tour possible.
drive-thru-more-fun-in-the-philippines

Almost all provinces have airports to cater to inter-island or local flights at a reasonable cost. Also, there are quite a number of Bus lines or bus companies that transports travelers and tourists to the various regions of the country quite easily. Land travel can range from four hours (nearest destination) to 24 hours depending on the destination and starting point. The Philippines has an extensive public transport service as well as national highway systems, which connect all the major islands of the Philippines.

Railway

Travel in major cities can also be done through the country’s land railway system like the Metrotren, Light Railway Transit (LRT), Metro Railway Transit (MRT) a good alternative for jeepneys and also to avoid congested traffic on roads in big cities.

Tricycle

Tricycles are an efficient mode of transportation in the Philippines. The motorcycles are customized with a sidecar which is capable of accommodating up to four passengers. The motorcycle seat is often extended with a cushioned board to take additional passengers. Women typically ride side saddle on this seat. Depending on the your locale and the speeds of the Motorcycle cab this can be a dangerous endeavor, but also very convenient. Unlike the jeepney, the motorcycle cab will take you directly to your destination and drop you off at the door.

tricycle

biking-more-fun-in-the-philippines

public-transport-more-fun-in-the-philippinesTaxis

Taxi is the best transportation for touring around a city, especially Manila. With a flag-down rate of Php 40 to 70 pesos, taxis can take you to any point in Manila and in nearby cities.

Sea Travel

The Philippines is composed of 7,100 islands split mostly of expanse of water, thus, sea travel is prevalent. There are a lot of Seafarers in the country. It range from the most common bangka or baluto, small ferry boats, cargo ships, regular ship lines and major cruise lines that give any traveler the convenience of an inter-island tour. Mostly, sea travel lasts for 24 or 48 hours depending on the extent to which the traveler would traverse. The Barko, otherwise known as a ferry boat, is an essential cog in the transportation infrastructure of the Philippines.

Jeepney

Jeepneys are the most basic form of transportation in all major cities and provinces all over the Philippines. At present it is considered as an emblem of national esteem because Jeepneys can be found ONLY IN THE PHILIPPINES. They are a unique Philippine invention built from ingenuity and scrap metal. The Americans left the islands following WWII, they left behind military hardware including a large inventory of jeeps. The local population customized the jeeps, extending the bed to accommodate passengers, covering the bed to keep the customers dry during typhoon season, and adding some color and flare that are typical of the Philippine culture.

Today’s jeepneys are a hybrid: part Latin American bus, part practical transportation. Jeepney owners compete for the flashiest vehicle, ornamenting their jeepney with multiple stainless steel hood ornaments, fluorescent detailing, and art work that may include: women, Catholic Saints, and pop culture (Michael Jordan being a popular jeepney logo). Jeepney owners have recently incorporated concert capable sound systems and light shows that make their cabs look more like mobile concerts.

The jeepney is a very efficient mode of transportation. Each jeepney has a designated route which it circles continuously throughout the day. The route is designated either in a sign board in the front window or in a marquee in the front of the jeepney. Standing along the road and hailing a jeepney with a raised hand is enough to stop the vehicle and catch a ride.

Short routes cost as little as eight pesos, while longer routes are more expensive, sometimes up to 50 pesos. Clicking a coin on the jeepney is a signal for the jeepney driver to stop ever so briefly so that you can jump out. When the two outside seating benches have filled in a jeepney, makeshift stools will accommodate passengers in the aisle, when the aisle is full passengers will sit with the driver in the cab, and when these seating resources are exhausted, passengers will take a seat on the top of the jeepney (though illegal) or hang from the tail bumper. The jeepney ride is a positively Filipino experience!

Pedicab

The Pedicab is a three wheeled bicycle with a covered rear seat for customers. Like a bicycle rickshaw, this form of transportation is powered by human pedal power. Pedicabs are particularly welcomed on a hot day when the jeepney drops you blocks from your destination. Along with the jeepney and the motorcycle cab, the open air of the the pedicab provides pleasant relief from the heat for passengers. As the least expensive form of transportation in the islands, pedicab fares range from 10 peso to 30 pesos. Pedicab driving may be one of the most difficult occupations in the world, drivers are often ill due to exposure to the elements and alternating weather patterns and purely exhausting work.

Taxi Hell in the Philippines

taxi in Philippines

The taxi drivers of the Philippines are underpaid work hours that is impossible to keep them and their passengers safe and they are liable to be robbed and confronted by criminals.

Places like Davao who have a very strong Mayor have taxi drivers who are very efficient and honest.

The only issue I had in Davao over six years was not having change for the driver and on two occasions the driver would allow short pay rather than to upset passengers. Now, that is not the normal thing in the Philippines. The taxi drivers of the Philippines are underpaid work hours that is impossible to keep them and their passengers safe and they are liable to be robbed and confronted by criminals.

The taxi drivers of the Philippines are underpaid work hours that is impossible to keep them and their passengers safe and they are liable to be robbed and confronted by criminals. The truth is that most in Manila will want to fleece you with brutal intent as soon as they see a foreign face, especially if that face is at the airport waiting to be used. Taxi drivers tell YOU where they are going and will TELL you the far. Some refuse take you if you want it on the meter, some have meters that run at supersonic speed and some have meters that appear not to work. There is no shame and they wont get embarrassed if you challenge them

I have had to open a taxi door in transit to get out of a taxi who was taking me somewhere I did not want to go. I have refused to leave taxis when a driver wants a huge price. Mostly I now use the taxi apps and even some of those will inflate price when they arrive-and not all arrive.

Here are some other comments trolled from the internet on the good old taxi driver in the Philippines.

While we were along Katipunan Avenue en route to Boni Serrano Extension, I saw him getting something from his right pocket and then sprayed it in the cab’s aircondition. It smelled like powder to me. I thought it was just nothing, so I didn’t mind him. He did this several times while looking at me in the rearview mirror. I caught him several times looking at me. It felt like he was waiting for something to happen to me. I was weirded out by what he was doing so I texted my mom the cab’s name and plate number (LADY ALLEN NYT618). I do not usually do this when I take the cab in the morning; I just do this at night. Being a constant victim of heartless and rude cab drivers, I familiarized myself with the different modi operandi used by cab drivers to catch their preys. Unfortunately for me, this was one of them.

I tried sniffing to see if I would feel something weird. I thought I was just being paranoid. The driver repeatedly sprayed while watching me in his rearview mirror. When we finally got to Boni Serrano, nearing Santolan, the scent got stronger and stronger. It was hurting my nose and head so much that it was already making me dizzy and shaky. When I started shaking, I told the driver immediately to pull over because I will go down. He did not dare say a word and stopped the cab. I did not start any argument. In my mind, I needed to get out of the cab and save myself from a possible holdup, or worse, rape. I was shaking so bad that I could not even hold my money properly. They all fell from my wallet. It started raining hard that moment I stepped out of hell. The moment I got out of it, I called my mom and told her what happened. I asked her to pick me up.
Read more at http://www.wheninmanila.com/a-warning-to-all-who-ride-cabs-in-manila-philippines/#cSaYWJAg5q5vHpdB.99

This happened last Sunday at NAIA. This cabbie was one of those airport cabbies that had a fixed rate. At first I was hesitant taking the airport cab because the fixed rate would be 700. It was getting late so I said fxxk it, might as well get the cab, at least it was a fixed rate. Now I don’t normally like chatty cab drivers because I just want to sit in silence and look out the window but I was bored and decided to ask about how bad the weather got when Mario hit. The cabbie talked about how he had a 2k fare just because of the flood and then it segued into how incompetent our government is and then into city planning and life in Saudi when he was an OFW. You would think that this is the normal rant about government incompetency but god damn. After a while this motherfucker was spurting out world history, sure there was a couple of conspiracy theories here and there but damn, this was the smartest cabbie I have ever met. We talked about how the country got so fucked up, how America is a giant war profiteer and he rambled on about world history. We finally reached my house and I swear to god, I didn’t leave the cab for a good 10 minutes because we had that much fun in our little debate. Anyway, I said my goodbyes and thanked him for the lift and the wonderful talk. When I entered my room, I suddenly realized I didn’t catch the smart manong driver’s name. I don’t know if you would call this weird but it’s really peculiar for me to see an educated cab driver, Most of the cab drivers I personally knew were high school drop outs and a bunch of philistines but that cabbie who picked me up last Sunday gave me one of the most mentally invigorating conversation I had ever experienced. Kudos to you manong! I’m sorry I never asked for your name.

When you get in a taxi, take a picture of the information and (on the sly) the taxi driver. That is good protection. A taxi driver can get his driver’s license suspended for two months for refusing to take you (and on the meter) somewhere.

Manila to Puerto Princesa

The City of Puerto Princesa in Palawan, Philippines is located 306 nautical miles southwest of Manila

The City of Puerto Princesa in Palawan, Philippines is located 306 nautical miles southwest of Manila

There are only a few international airports in the Philippines that run to exotic locations, so, in the main to get to anywhere in the Philippines you have to pass by the airports located in Manila.

The City of Puerto Princesa in Palawan, Philippines is located 306 nautical miles southwest of Manila, 205 nautical miles from Panay and about 250 nautical miles from Zamboanga. It is bounded on the North by the Municipality of San Vicente and Roxas and on the South by the Municipality of Aborlan. Its western side faces the South China Sea while in its eastern coast lays the Sulu Sea

By Air
From/To Manila

Air travel from Manila to Puerto Princesa takes less than an hour and is available daily viaAir Philippines, Cebu Pacific, Zest Airways and Philippine Airlines .

From/To Busuanga/El Nido
South East Asian Airlines flies to Puerto Princesa from Manila two to three times a week, oftentimes via Busuanga, Cuyo, and El NidoFrom/To Cebu/Iloilo
Cebu Pacific operates flights from Cebu / Iloilo /  Puerto Princesa

By Sea
From/To Manila

It takes 18 to 22 hours from Manila on board the Superferry and Negros Navigation. Superferry calls on Puerto Princesa once a week.

From/To Coron
It takes approximately 10 hours from Coron to Puerto Princesa on board Superferry.

From/To Cuyo/Iloilo/Cebu
Travel on board via Montenegro Shipping once a week

Onwards Travel Arrangements
Your lodge, resort, or travel agent will be glad to help you arrange onward travel arrangements.

Getting Around
When traveling within Puerto Princesa proper and on short trips to the suburbs, tricycles can be easily available at a minimal fare or on hire basis. Multicabs and jeepneys move around the city on specified routes. Travel to the outskirts and outlying villages can be jeepney or mini-bus.

Car rental service by air conditioned vans can be availed when traveling to most tourist destinations in the city. Bigger tour groups may arrange for coaster or bus service through a travel agency or a tourist transport operator. Sea transport to islands and coastal beaches in the city is usually by a motorized outrigger boat.

Driving Time in the Philippines

Having said that there are some places that driving in the Philippines can be such fun and a pleasure. Honest.

Having said that there are some places that driving in the Philippines can be such fun and a pleasure. Honest.

Many of you will know that driving around the Philippines can be very frustrating and sometimes a little dangerous too. Manila in particular, is not a place you would choose to drive in and some of the provinces have beautiful scenery, but the roads literally collapse on you or do not even exist. Why are the roads so bad in the Philippines? Well, mostly down to corruption and skills and materials.


Having said that there are some places that driving in the Philippines can be such fun and a pleasure. Honest.

Zambales

The eruption of Mount Pinatubo in the 90s made the rocky shores of Zambales even prettier. Have you seen the Agoho-trees-surrounded Anawangin, Capones and Nagsasa Coves in Pundaquit yet? These will certainly give you a Baguio-Boracay vibe! Bring your tent with you and appreciate the complete disconnection from the weekday vibe. Plus, there are perfect surf spots in Pundaquit if you’re the rough surfer type and meet hikers all over the place. If you are with your kids, Zoobic Safari is a nice go-to in Subic instead, or shop with the grannies at Duty Free, the rough surfer type and meet hikers all over the place.

Laguna

With the rainy season and work-related stress in full swing, taking a dip in the infamous hot spring resorts of Calamba and Los Baños could turn your week into a very relaxing one. Or if you’re up for some ­­­­­­­challenge, go to the 320-foot Pagsanjan falls – the most famous waterfalls in the Philippines. One of the ways of reaching the falls is through the falls – the most famous waterfalls in the Philippines. One of the ways of reaching the falls is through the falls – the most famous waterfalls in the Philippines. One of the ways of reaching the falls is through the Shooting the rapids boat ride where you will cruise against a backdrop of waterfalls; another one is through hiking the falls from the town of Cavinti. Lake Caliraya is also a top destination for water sports, outdoor recreation and beautiful scenery. But if you want the real-thrill, the rides at Enchanted Kingdom in Sta. Rosa are for you – it’s just an hour of drive away.Enchanted Kingdom in Sta. Rosa are for you – it’s just an hour of drive away.Enchanted Kingdomare for you – it’s just an hour of drive away try a hop in Malinta Tunnel built by the US Army Corps Engineers as a bomb-proof storage but later used as a hospital during the World War II. Or go to the away try a hop in Malinta Tunnel built by the US Army Corps Engineers as a bomb-proof storage but later used as a hospital during the World War II. Or go to the storages but later used as a hospital during the World War II.

 

Try a hop in Malinta Tunnel built by the US Army Corps Engineers as a bomb-proof storage, but later used as a hospital during the World War II. Or go to the equally-historic Dambana ng Kagitingan or Shrine of Valor, also in Corregidor Island was built in honor of the Filipinos who fought and died during WWII. It was conceived with a Hall of Fame and a Memorial Chapel. The Bataan peninsula is also known for its popular beaches in Mariveles which give the romantic feels.

 

Batangas

All of us can share a Batangas beach story as it is so near and affordable without giving the fun an expense. Name what you want and the province can give you its best beaches. If you want a unique diving experience, Anilao in Mabini is a perfect spot.  If you want the white beach and a relaxing shore walk, go to Laiya in San Juan; but if you want it rocky and mountainous, Calatagan, Lian and Nasugbu is the place to go to sighting Mt. Batulao. If you don’t want the beach yet, enjoy the church-hopping from the non-beach-front part of Batangas. The magnificent Lipa Cathedral to the massive Taal Basilica which is biggest in Asia and the churches along the road from one point to another are grand whether you’re a believer or not. There old and majestic ones when you continue to Calaca and Balayan.Mt. There old and majestic ones when you continue to Calaca and Balayan.Mt. Batulao. If you don’t want the beach yet, enjoy the church-hopping from the non-beach-front part of Batangas. The magnificent Lipa Cathedral to the massive Taal Basilica which is biggest in Asia and the churches along the road from one point to another are grand whether you’re a believer or not. There old and majestic ones when you continue to Calaca and Balayan.Mt. There old and majestic ones when you continue to Calaca and Balayan.Mt. Batulao. If you don’t want the beach yet, enjoy the church-hopping from the non-beach-front part of Batangas. The magnificent Lipa Cathedral to the massive Taal Basilica which is biggest in Asia and the churches along the road from one point to another are grand whether you’re a believer or not. There old and majestic ones when you continue to Calaca and Balayan.

 

 

 

 

Bus Fun in Philippines

Of course, the chickens will be drained out by the distorted TV

Of course, the chickens will be drained out by the distorted TV

Buses are by far the cheapest ways to travel distances around the Philippines, but can be difficult if you are a solo passenger as not everyone will understand your strange English accent. Mostly, people just say yes to you no matter what question  you ask. That is just the way it is here.

So you managed to find the point of origin and you turn up with cases or bags and most probably many helpful porters will scratch at your bags and offer to carry them. Sometimes the grabbing can be scary, so be prepared to hold on tight. I am not saying there is a thief around, just that the few yards carried is going to cost you money.

Grabbing a seat is the next fun. Some of the provincial buses have chickens and Durian as passengers. So be prepared for the smell and the noise. Of course, the chickens will be drained out by the distorted TV sound across all shaking speakers. If you are really lucky it will be in screaming Tagalog and full of over deep emotional over acting. Don’t worry it only lasts two hours or so.

Now most buses let you pay for the ticket on the bus. Here you wait until the conductor arrives and asks you your destinations and hands you a ticket with lots of holes in it and walks off. After an amount of time, he will return and ask for the money and will always say he has no change and will have it later. That later could be an hour or more. Be prepared to remind him just in case. I once had the conductor change and the new conductor had no change for me- strange that.

Now settle down and enjoy the trip. In and around Manila the buses are getting much better with air con and comfortable seats. Make sure you stay awake though, as many vendors selling the same thing will ask you again and again and again. No matter if the vendor in front heard you say no, the other five behind him will push you to say yes.


 

Henry Bateman writes: Although being the backbone of Manila’s public transport system, jeepneys traverse a pre-determined route of 10 to 15 kms. This means to get across town you will need an intricate knowledge of Metro Manila geography to negotiate the 3 to 5 rides required. An alternative, if you are headed for a popular destination is to catch a bus. Buses in the Philippines come in two varieties, ordinary and airconditioned.

 

Ordinary buses are very ordinary. The glass in the windows has either departed for a life of luxury in more hospitable surroundings or is locked in place from years of inaction. Although the seating is across the vehicle rather than running down the sides, it is of the bench variety and, more often than not, unpadded. As most buses ply the major thoroughfares, the exhaust fumes from other road users are an added extra. The ordinary bus is a couple of pesos cheaper than its up-market cousin, the aircon bus.

An aircon bus will have its windows in place plus padded seating — three on one side of the aisle, two on the other. “Fresh” air will be pumped at you from adjustable, little vents in the overhead luggage rack and sometimes they are actually adjustable. On most aircon buses there will be curtains on the windows which are very handy at high noon. If you want to watch the passing parade, push them to one side and peer through a couple of week’s accumulated grit. Aircon buses also have a “video on board,” a selling point proudly announced above the windscreen.

Suburban buses don’t run to a time table they just ply back and forth along their route. Buses to the provinces do depart at predetermined times from their terminus and it is wise to check the times with your chosen carrier of which there are many.

All buses have a conductor who collects the fares, which are determined on the distance you are traveling. You will be issued with a paper ticket which either looks like a chook raffle stub or one printed with an intricate series of little boxes into which the conductor will punch an array of holes. The reading of these tickets is a science in itself.

The conductor also touts loudly for potential customers at designated stops or at pedestrians who are looking in his direction. A customer is a customer; one getting off is making room for another to get on. Consequently, a bus will stop to set down or pick up a passenger anywhere along its route.

To hail a bus, as with jeepneys, attract the attention of either the driver or the conductor of your chosen carrier. This can be determined by the destination notice hanging on the windscreen, from the shouts of the conductor or the sign in his hand. Along the way, street sellers will board to hawk their wares of snacks, drinks and trinkets before getting off the next time the bus stops.

On provincial buses it’s not advisable to sit too close to the front unless you’re a seasoned traveler. On a trip back from the province of Nueva Ecija I noticed a fellow Kano (foreigner) seated right behind the driver. When we stopped for a comfort rest halfway through the journey his knuckles were white. He swore we had spent at least a third of the trip on the wrong side of the road.

Even if you’re not in the city, fear not, provincial buses like their suburban counterparts will pick up passengers along the way. When all the seats are full, little stools appear so customers can sit in the isle.

There is always room for one more.

Henry Bateman is an Australian artist and freelance writer living in the Philippines. His writing has been published in the Expat Travel and Lifestyle Magazine, the Expat Newspaper and the Western Review. He blogs at The Expat, which is not updated as often as it should be

Car Insurance in the Philippines

It costs about 2,000 pesos per year (around €115).  You pay in advance for the whole year and no cancellation or refunds are allowed. Having a basic third-party insurance is the cheapest Philippines auto insurance plan

It costs about 2,000 pesos per year (around €115). You pay in advance for the whole year and no cancellation or refunds are allowed. Having a basic third-party insurance is the cheapest Philippines auto insurance plan

Most foreign visitors to the Philippines can use their own country driving licence for three months after that they have to get a local driving licence. However, every time you leave the country and come back the clock starts again.

Car Insurance

Most of the time, you can buy your insurance at the Land Transportation Office (LTO)  office in cash.

It costs about 2,000 pesos per year (around €115).  You pay in advance for the whole year and no cancellation or refunds are allowed. Having a basic third-party insurance is the cheapest Philippines auto insurance plan. You can always extend your insurance, think about collision cover, uninsured motorists insurance etc. Driving without an insurance is considered a serious crime, resulting in severe penalties.

The term “comprehensive” is used  for covering almost everything. This includes “collision and upset”, physical damage other than collision, loss by theft, fire, flood and in most cases, extended liability.This insurance is bought separately, from any agent you choose, and it costs more.

The following are six major car insurance providers:

  1. Prudential Guarantee , offering auto, car and medical insurances.
  2. BPI MS Insurance,  offering auto, car and travel insurances.
  3. Mapfre Insular , offering car and business insurances.
  4. Malayan Insurance , offering car, fire and marine insurances.
  5. UCPB GEN , offering fire, engineering, marine, motor, cars, accident, liability and casualty insurances.
  6. Standard Insurance  offering car, auto, motorcycle, breakdown, marine and liability insurances.

You have to decide which one suits your needs the best. We suggest that you take a look at their websites or contact them directly to fully explore your options.

Compulsory Third party Liability (CTPL) insurance  is  required of all vehicles at annual registration time.  In order to get your first set of license plates or to start your annual registration renewal process (get new stickers for your plates and windshield), you have to produce an Official Receipt (OR) for a new, fully paid for CTPL policy at the renewal window.

Typically you buy the insurance right there at the LTO complex, in cash.

If you have a collision with another vehicle, your insurance covers the cost of injuries you and your passengers suffer, while the other driver’s insurance covers his losses … it doesn’t matter who is at fault … hence the typical “No Fault” terminology.

If you run over a pedestrian, or knock down a bicyclist, or knock down someone’s fence,  they then can also recover damages from your policy.

All registered vehicles should have this mandatory insurance, and it is your “first line of defense”.  Limits however are low, and this insurance doesn’t cover damage to your own vehicle.

 Comprehensive

Here in the Philippines the term “comprehensive” is used in its proper dictionary meaning … comprehensive meaning covering everything .. or almost everything.

This includes “collision and upset”, physical damage other than collision, loss by theft, fire, flood (check your policy before you buy) and in most cases, extended liability.

This insurance is bought separately, from any agent you choose, and it costs more.

Jeepney Fun

Most jeepneys are festively decorated and are often named after biblical characters and females

Most jeepneys are festively decorated and are often named after biblical characters and females

The Jeepney is one of the most popular means of public transportation in the Philippines, a unique way of travelling. The Jeepney was originally made from leftover US military jeeps and in time became a symbol of the Philippine culture.


Most jeepneys are festively decorated and are often named after biblical characters and females. Every single Philippine jeepney is personalized; no jeepney is exactly the same as another. These undisputed “Kings of the road” are famous for their fantastic illustrations, bright colours and notorious for their crowded seating and horn blowing drivers who can be, most of the time, an amusement to their passengers.

Because the jeepney is very popular the seats inside are often filled with passengers and their belongings, seated face-to-face and knee to knee, your personal space will be minimized to almost nothing. However, always new passengers will be added to the already crowded cabin. They will still get on board, eager to start the journey to their own destination, hanging from the tail bumpers and sitting on the top of the jeepney. The fare is very inexpensive and riding one is always a fun and exciting experience.

 

 

 

In places where there are fewer jeepneys, the tricycle is another popular way of transportation. The tricycle is a motorcycle with a sidecar combination, a canvas or metal roof stretched over a framework of metal bars, welded to the sidecar.  A three-wheeled workhorse that carries passengers and cargo and which can easily reach the interior roads, narrow alleys.


This people’s transportation mini vehicle can be seen in many different forms and length; it can serve passengers in almost any kind of weather, terrain, road and traffic conditions. It is rigged for the transportation of people, live animals, fish, furniture, charcoal, appliances and hardware and sometimes even used as an ambulance. Tricycles are often decorated with various mirrors, colourful banners and constructed with stainless steel and shiny chrome.

The colourful  jeepney and the exotic tricycle both symbolize the Philippines, they perfectly capture the carefree atmosphere of the Islands  and are the most recognized, most distinct and the most unique modes of primary transportation in this region. Taking a ride with these icons of local transport will get you in touch with the real countryside and allows you to mingle with the local population.
  • 1
  • 2
  • 3
  • Next Page »

RSS Unknown Feed

RSS Unknown Feed

RSS Life Down Under Philippines to Australia

  • Corn Degrainer Only in the Philippines

Copyright © 2022 · Metro Pro Theme on Genesis Framework · WordPress · Log in