argumentative essay about jeepney phase out in the philippines

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IN NUMBERS: Why jeepney phaseout is anti-poor, will do little for environment

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FREE RIDE. The local government of Manila utilizes e-Trike for 'Libreng Sakay' vehicle for stranded passengers as jeepney drivers and their supporters plying the Morayta-Divisoria route conduct a 'tigil pasada' protest along Morayta, during the first day of the week-long transport strike, on March 6, 2023.

MANILA, Philippines – The Philippine government’s move to force jeepney drivers to shift to the more environment-friendly, modern jeepney has faced backlash over its anti-poor terms.

The Land Transportation Franchising and Regulatory Board (LTFRB) is forcing drivers and operators to use an electric vehicle or a combustion engine that complies with a Euro IV emission standard, as prescribed by the Department of Environment and Natural Resources to reduce greenhouse gas emissions, toxic fumes, and other forms of air pollution.

But here are some numbers that show that the government’s modernization plan is clunky at best:

2% Jeepneys comprise only 2% of the total registered vehicles in the Philippines

According to data from the Department of Energy and LTFRB, there are over 9 million registered vehicles in the Philippines. Of the total, jeepneys comprise only over 250,000. Of the total jeepneys, around a quarter operate in Metro Manila.

15% Jeepneys and other public utility vehicles contribute 15% of the total particulate matter emissions in manila

While jeepneys play an important role in providing services in the country, a study by the Blacksmith Institute and Clean Air Asia found that diesel-powered jeepneys contribute 15% of the total particulate matter emissions in Metro Manila.

The Center for Energy, Ecology and Development (CEED) argued that air pollution reduction efforts “would be negligible if modernization efforts focused on jeepneys compared to private vehicles.”

“Not to mention, private car owners would also be more likely financially capable of modernizing their vehicles,” CEED said.

Jeepneys are mostly fitted with imported, second-hand engines which have higher emissions than modern diesel technologies.

The study also found that the majority of jeepney owners own only one unit, making it difficult for them to save on costs and properly maintain vehicles.

1,766.7% The modern jeepney is 1,766.7% more expensive than the traditional jeepney

A traditional jeepney costs around P150,000 to P250,000. A modern e-jeepney would force drivers and operators to cough up as much as P2.8 million, a 1,766.7% increase in cost.

5.7% The government’s proposed subsidy covers only 5.7% of the total cost

The LTFRB said that a subsidy of P160,000 will be provided. This is only 5.7% of the total cost of the modern jeepney.

Rappler was able to talk to some jeepney drivers who said that they earn around P2,000 per day. Should they upgrade to modern jeepneys, they would need to earn at least P3,500 to pay off their debt.

The LTFRB insists only operators who have consolidated into either a cooperative or corporation will be allowed to operate. Jeepney drivers fear that the program would eventually phase out their units and require them to buy new modernized jeeps that they can’t afford.

Past efforts

Before the PUV modernization push, several programs had been explored in the past but failed.

In 2007, the DENR explored the replacement of old engines used in jeepneys with new engines. Mitsubishi UFJ Securities and the University of the Philippines-National Center for Transportation Studies were asked to come up with a proposal. They found that new engines cost P300,000. 

But the plan failed as the program needed additional public and private funding.

In 2011, liquefied petroleum gas or LPG jeepneys were launched. By using LPG engines, jeepneys became Euro III-compliant. 

However, this also failed since the engine and transmission components cost P350,000 and LPG stations were limited.

In 2008, the first electric jeepneys were introduced in Makati City through the Institute for Climate and Sustanable Cities and the Philippine Utility Vehicle. Limitations in battery capacity limited these e-jeepneys to shorter routes.

Marcos’ broken promise: Why jeepney drivers protest modernization

Just transition

During the 19th Congress, former Manila 1st District representative Manuel Luis Lopez filed a just transition bill that aimed to shift drivers to e-vehicles with sufficient financial support from government.

His proposal included the following:

• Vehicle subsidy – The Department of Transportation (DOTr) will provide financial assistance to drivers and operators not lower than 50% of the cost per unit of modern jeepneys.
• Fuel subsidy – The DOTr will pay a portion of the fuel consumed by affected drivers on a bi-weekly basis.
• Concessional loan – A tripartite mechanism including the government, financial institutions, and transport workers will establish a loan program. The interest rate will not exceed 1% annual interest. The loan amortization will be at least 15 years, subject to recomputation if the transport worker decides to shorten the said period.
• Financial assistance – Drivers who cannot be part of the transportation industry due to their incapacity to take out a loan will be given no less than P300,000 to shift to other forms of livelihood.

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A Push To Modernize Philippine Transport Threatens The Beloved Jeepney

Ashley Westerman

Jeepneys, often known in the Philippines as "King of the Road," join traffic on a busy street in Manila last May. Authorities are moving to phase them out, citing pollution and safety concerns. Noel Celis/AFP/Getty Images hide caption

Jeepneys, often known in the Philippines as "King of the Road," join traffic on a busy street in Manila last May. Authorities are moving to phase them out, citing pollution and safety concerns.

Down a dark, cramped alleyway in the heart of densely packed Manila, a resistance movement is holding strong.

The movement is focused on protecting a beloved Philippine form of public transport, the passenger truck known as the jeepney — but to reach its headquarters in a nearly hidden lane, it's a good idea to ditch your own vehicle. The lane is so narrow that even the slightest wrong move could result in scratches or a dislodged side-view mirror from hitting a wall.

Outside the office's metal gate is a beat-up jeepney with a sign reading: "Ibasura ang Jeepney Phaseout!" or "No To Jeepney Phaseout!"

Inside, George San Mateo sits eating his dinner. He's a warm, welcoming man sporting a salt-and-pepper goatee, glasses and a newsboy cap. San Mateo, 51, has been a driver for almost three decades and now heads the transport rights group Piston, short for Pinagkaisang Samahan ng mga Tsuper at Operator Nationwide, or "unified nationwide organization of drivers and operators." It's in this role that he's leading the resistance to a government plan to "modernize" old jeepneys and replace them with newer, more eco-friendly models.

A jeepney adorned with eye-catching lettering sits parked in at a gas station in Calamba, Leguna, about an hour south of the capital Manila. Jeepneys often sport a name, phrase or symbol important to their driver. Ashley Westerman/NPR hide caption

A jeepney adorned with eye-catching lettering sits parked in at a gas station in Calamba, Leguna, about an hour south of the capital Manila. Jeepneys often sport a name, phrase or symbol important to their driver.

"Piston has no problem with modernization because we consider ourselves progressive," San Mateo says. "We are progressive, so we are not anti-development. But the problem with the modernization program ...it is anti-poor and profit-oriented."

Jeepneys have become synonymous with Philippine daily life. The first were cobbled together using parts of surplus Jeeps left behind by American troops after World War II. The Filipinos converted them into transport vehicles that could hold between 15 to 20 people at a time (though not all those passengers may actually fit inside the vehicle).

George San Mateo is the leader of Piston, a nationwide transportation workers' rights group in the Philippines. He's called on President Rodrigo Duterte to scrap the current transport modernization plan and create a new one focusing on nationalizing transport. Ashley Westerman/NPR hide caption

George San Mateo is the leader of Piston, a nationwide transportation workers' rights group in the Philippines. He's called on President Rodrigo Duterte to scrap the current transport modernization plan and create a new one focusing on nationalizing transport.

"The reason why jeepneys became the dominant mode of transport [is] because after World War II, the government did not establish a mass transport system," San Mateo explains.

Though numbers are hard to come by, various estimates say there are somewhere between 180,000 and 270,000 franchised jeepneys on the road across the Philippines, with some 75,000 in Metro Manila alone. Studies have shown they are the country's most popular mode of transportation, taking millions to and from work every day. They're easy to spot on the traffic-choked roads, often painted with bright colors and adorned with flashy ornaments. Many jeepneys sport names or slogans painted in big, elaborate fonts.

Passengers ride in a jeepney in Manila. Depending on the size, a jeepney can hold up to 20 people. While the vehicles have designated routes, they don't have designated stops, meaning riders hop on and hop off whenever they choose. Ashley Westerman/NPR hide caption

Passengers ride in a jeepney in Manila. Depending on the size, a jeepney can hold up to 20 people. While the vehicles have designated routes, they don't have designated stops, meaning riders hop on and hop off whenever they choose.

The jeepneys are often blamed for heavy traffic congestion because of their indiscriminate stopping and going to let people on and off. They have designated routes but no designated stops, so they operate much like hop-on-hop-off buses.

And while jeepney bodies have changed over time (almost all parts are now made overseas and shipped to the Philippines to be assembled), the vehicles are notorious polluters. While jeepneys can run on both gasoline and diesel, a 2016 study by the Manila Observatory, a nonprofit science research institute, found that diesel-fed jeepneys were responsible for 15 percent of the particulate matter emissions in Metro Manila.

That's why the government of President Rodrigo Duterte plans to take all jeepneys 15 years or older off the roads and replace them with a more eco-friendly, minivan-like version that's bigger, safer and produces fewer emissions. The modernization plan started in January, and the government hopes to have all old jeepneys off the road by 2020.

But San Mateo says placing the blame for pollution solely on jeepneys is unfair in a city with so many other polluting vehicles. He says if the government didn't impose so many fees, fines and penalties on jeepney drivers and operators, they would have more money to maintain their sometimes dilapidated vehicles.

A jeepney crowned with the name "Morning Glory" navigates a Manila street during rush hour. Many jeepneys reach areas of the city where other public transit does not go. Ashley Westerman/NPR hide caption

A jeepney crowned with the name "Morning Glory" navigates a Manila street during rush hour. Many jeepneys reach areas of the city where other public transit does not go.

In Metro Manila, a city of 12 million-plus and one of the most densely populated urban areas in the world, jeepneys are second only to walking when it comes to getting around. They're the cheapest option by far, with rides costing an average of 8 Filipino pisos, about 16 cents. Jeepneys are a popular option over the city's light rail system, taxis, commuter buses and even trikes — motorcycles with sidecars — across income levels, but especially for the poor. Despite a fast-growing economy, millions of Filipinos remain below the poverty line .

"Let us remember that jeepney commuters are some of the poorest of the poor in the Philippines," says Mateo. "Our vast passengers are not Uber-riding passengers, these are minimum-wage earners and their sons and daughters."

Jeepney drivers and operators don't earn a lot, either. San Mateo says a driver makes about 500 to 600 pisos, or about $11, for two days of work. Earnings depend on factors such as profitability of the route, passenger volume and seating capacity. San Mateo says top-of-the-line jeepneys today cost about 600,000 to 700,000 pisos, or $11,000 to $13,000. The new model the government wants them to purchase costs 1.6 million to 1.8 million pisos, or between $30,000 and $35,000.

San Mateo warns that the costs to run and maintain these newer models will be passed on to commuters in the form of increased fares.

"That's why there's a deadlock on this," says San Mateo. "So we have no choice but to fight back and launch transport strikes and transport protests."

Raffy Solongon (in rear-view mirror), 47, drives his jeepney through Makati City in Manila. He earns about $10 a day and is one of thousands of drivers who say they can't afford the new jeepney model the government wants them to buy. Ashley Westerman/NPR hide caption

Raffy Solongon (in rear-view mirror), 47, drives his jeepney through Makati City in Manila. He earns about $10 a day and is one of thousands of drivers who say they can't afford the new jeepney model the government wants them to buy.

He wants President Duterte to scrap the current plan and work toward nationalizing the public transport system so drivers might get government help to buy or operate their jeepneys.

"What we want in a modernization program...[is] the framework should be socially just, democratic, public service-oriented and its long-term perspective should be nationalization of public transport," San Mateo says. "But government doesn't want that."

Last year, San Mateo helped organize two strikes: a jeepney drivers' strike in February, which San Mateo was arrested for leading , and a two-day, nationwide transport strike in October. The government has filed a case against San Mateo in connection with the October strike.

"You're poor?" Duterte snapped in a speech, addressing drivers during the October protests. "Son of a bitch, suffer hardship and hunger. I don't care."

Duterte's administration has rebuffed criticism that the plan is "anti-poor," and claims its goal is not to completely phase out jeepneys, but to make them more efficient and profitable. It wants to establish new routes with designated drop-off and load points and restructure and consolidate the ownership of jeepneys.

Riders seem split on the issue.

"It's better for the environment," says Win Tan, who rides a jeepney to work every day to her job as a car rental assistant. "But for the operators, it's not that good."

Cath Volentino is a tax consultant who has been riding jeepneys since she was a kid.

Jeepneys line up at a depot in Makati City in Manila. Jeepneys are the main mode of transportation for Filipinos nationwide, moving millions to and from work every day. Ashley Westerman/NPR hide caption

Jeepneys line up at a depot in Makati City in Manila. Jeepneys are the main mode of transportation for Filipinos nationwide, moving millions to and from work every day.

"The government is quite right that people need to have a better ride, but how about those jeepney drivers that can't afford to have a new jeepney?" she says. "It's okay if the government wants to provide for them, but it's quite a hassle."

Jose Gamo, who has also been riding jeepneys since he was a child, says the government's plan could lead to chaos for commuters.

"I think the government needs better time to help the jeepney operators adjust to the change, as well as help the commuters," he says. "Because if you phase out everything, there won't be enough new jeepneys immediately. So you need better planning for transition."

Gamo says he can't imagine a Manila without the jeepneys he knows and loves.

"It's going to be incredibly hard to get around anywhere," he says.

Back at Piston's headquarters, San Mateo says he and his fellow jeepney drivers have no intention of letting that happen.

"We are not yet giving up," he says, "so we are not yet entertaining a post-defeat scenario."

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Jeepney Modernization Debate Explained: Pros & Cons & Latest Updates

The Jeepney modernization debate is still happening seriously. Should this program be implemented? What are the pros & cons? Click to find out the answer.

1. Jeepney phase out debate: What is it all about?

The Jeepney modernization program was organized by the Land Transportation Franchising and Regulatory Board ( LTFRB ) in 2015. The program revolves around a government initiative to improve Jeepney vehicles to make them safer.

To reduce fatal accidents, the government considered replacing old and poorly maintained cars, and eliminating outdated jeepneys on the streets which were expected to help tackle environmental pollution.

Based on the LTFRB resolution, the owners of public vehicles cannot franchise, increase the number of vehicles, or renew the Certificate of Public Convenience (CPC) in any way. In addition, they are not allowed to circulate vehicles that are older than 15 years from the date of manufacture.

The initiative to modernize jeepneys aims to reduce fatal accidents and tackle emvironmental pollution

In general, in addition to reconstructing jeepneys older than 15 years, other public transports such as buses have also been improved.

The jeepney modernization program focuses on the following 3 areas:

New franchising system

If the existing franchise system is owned by jeepneys operators, this new system and the routes for jeepneys will be entirely managed by the government. Any franchising authority is no longer valid to the unit operator.

The minimum number of jeepneys to be franchised was previously 20 vehicles. However, in 2019, that number was increased to 40.

Improving PUVs to international standards

To ensure absolute safety as well as being environmentally friendly, the government has circulated a set of guides for all types of vehicles.

All vehicles must comply with national standards and international safety conventions. Of course, the specifications will vary based on each kind of PUV, meeting the Department of Transportation's Omnibus Guidelines.

>>> Also read:  Temporary Plate Number Philippines: Follow the LTO guilines and get more helpful advice

The current jeepneys are claimed to emit too much pollution due to out-dated technology

Here is a summary of the most well-known and affecting upgrades applied to PUVs in the future in the Philippines:

Vehicles with internal gas engines need low emissions, which must meet EURO IV emissions standards or higher.

• Speed limiters
• Selected types of PUVs must have Closed-circuit television camera
• Dashboard camera
• Friendly with disability 
• Satisfactory seats
• Provide Wi-Fi access 
• No more than five people stand on the bus

Training for drivers

Traffic modernization programs that want to be successful require cooperation from vehicle drivers. Therefore, training the PUV drivers is essential.

The training course includes training on driving techniques, traffic safety measures, and codes of conduct with passengers.

A Pinoy vlogger talks about the jeepney phase out opinion

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2. why do we need a jeepney modernization program.

Firstly, the Philippines has a lot of traffic overlapping in terms of routes, concessions, and services. This caused classic congestion in our country.

Secondly, jeepneys are used by the Filipinos for personal purposes. Initially, these vehicles were used as air transport vehicles or long-distance vehicles. However, many people have turned it into public transport, and charge a small fee when a passenger travels a particular route.

In addition, many owners crammed with customers in excess of the permitted number (exceeding 26 people). The design of the jeepney is quite inconvenient and small. The rows of seats are arranged to face each other, making it difficult to stand upright. Therefore, moving and carrying customers is not safe.

The jeepney phase out opinions differ largely among Filipinos

Finally, because of the franchise, it's challenging to track how many vehicles are running the same route or counterfeit franchises.

Those are the crucial reasons that urged the Philippine Government to come up with an initiative to modernize the jeepneys nationwide. However, the jeepney modernization itself comes with both pros and cons, which has led to the jeepney phase out debate for years.

In order to provide readers with a good understanding of the jeepney modernization debate, Philtoyota.com will discuss some popular jeepney phase out opinions regarding both advantages and disadvantages of the program.

3. Jeepney modernization debate: Advantages

Basically, the program aims at helping workers to have safe, comfortable and environmentally-friendly transportation.

Reduce pollution

Most people use public transport to get around. Therefore, the modernization of jeepneys helps to reduce harmful smoke and dust into the environment. The government has policies to help them "greener" and create conditions for a clean air environment.

The all-new appearance of jeepney

Improve public safety

The Jeepneys program ensures people safety by two important things:

• CCTV and GPS are installed on new jeepney models.
• The driver is more well-trained and disciplined.

Improve punctuality

The Philippines is famous for its traffic congestion. However, thanks to this program, people will be informed in advance of the schedule of routes, which helps to travel faster and avoid congestion.

Enhance comfort

Another jeepney modernization advantage is that it brings significant improvements to the jeepney’s comfort features. For example, the jeepneys will come equipped with larger storage space, and the doors are placed on the sidelines, which are also safer and more convenient for parking.

>>> Helpful for Filipino drivers:

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4. Jeepney modernization: Disadvantages

First of all, the modernization of a jeepney can substantially increase the cost of the vehicle and thus, making it a major burden for many jeepney drivers and even operators to buy one.

At this point, a lot of operators might have to stop the business, which leads to the possibility of the private companies taking over the jeepney operations. As a result, fare prices will go up and Filipino commuters will suffer more.

Protest against Jeepney modernization program by jeepney drivers

5. Jeepney modernization debate among Covid-19

In order to limit the spread of the Covid-19, the government has banned the operation of public transport, including the traditional jeepneys. However, many people consider this act as "inhuman" because the state does not recognize the plight of thousands of drivers. Many people had to beg on the big streets because they lost their main source of income.

Jeepney drivers got heavily affected by the outbreak of Covid-19

Senate public services committee chair - Poe said that while she supported this effort of the state, the planners also need to listen to the public to come up with the best policy for all. 

She submitted to Senate Bill No. 867 on providing reasonable loans to jeepney drivers and cash subsidies for them. On the other hand, Olarte, President of Clean Air Philippines Movement Inc also told that the government should provide food rations when waiting for the jeepney resumption.

>>> Read more:  6 most common issues Filipinos have with Jeepneys

6. Debate about jeepney phase out: Final thoughts

The outbreak of the Covid-19 has somehow led to the delayed implementation of the program and also stirred up the jeepney phase out debate among Filipinos . Looking on the bright side, the Government however will have more time to consider the benefits of all stakeholders to come up with the best solution.

With jeepney modernization pros and cons thoroughly discussed, we hope you have learnt helpful knowledge from this post. Follow us at Philtoyota.com for more motoring updates and car tips.

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The Jeepney Phase-out Explained

The puv modernization program and why jeepney drivers and operators oppose it, at a glance.

The Jeepney Phase-out is a major overhaul of how PUV franchises are granted and routes are organized. The Jeepney Phaseout is just a small step in a larger plan called PUV Modernization.

It is a program that involves several phases: from phasing out old vehicles that are no longer road worthy and emissions compliant; to scrutinizing and reorganizing routes, franchises, and roles of the vehicles involved; to introducing new systems and standards for vehicles that will serve the public.

From the wide variety of public utility vehicles, it hopes to consolidate them into just four standardized classes.

Drivers and operators must form cooperatives or corporations and register with the LTFRB to be granted a franchise. Each cooperative must have at least 15

units of PUVs.

The government has even prepared a financing package, called 5-6-7-8: 5-percent downpayment; 6-percent interest rate; 7 years to pay; and a P80,000 subsidy per unit.

Over the past weeks, jeepney drivers, operators, and the government have been at odds over the planned Jeepney phaseout in favor of more modern public utility vehicles (PUVs). Originally conceived in 2017 and for implementation in 2020, the government initiative has been delayed numerous times due to multiple strikes from the transport sector, the COVID-19 pandemic, and several reviews from the government.

Some critics think the problem is simply that the government is requiring jeepney drivers to pony up for the new, more modern jeepneys. However, it’s not a simple matter of economics. It goes much deeper than that. The program is a major overhaul of how PUV franchises are granted and routes are organized. The Jeepney Phaseout is just a small step in a larger plan called PUV Modernization. To get a better understanding of how it’s supposed to work, we detail all sides of the issues here.

Jeepneys have been in operation in the Philippines for nearly 80-years now. Not surprisingly, these vehicles have become an institution and are practically synonymous with the country, serving as a cultural icon and symbol of ingenuity.

However, these vehicles are based on a nearly 80-year old design. Jeepneys were originally adapted from World War II Willys General Purpose vehicles (GPs: Jeeps) left by the American military during their occupation of the country. It is derived from a portmanteau of the words, jeep, and jitney (vehicle that carries passengers), hence the name. After the war, with much of the country in shambles and ruin, enterprising Filipinos modified these vehicles to carry passengers, and serve as public transportation, charging a small fare for a specified route.

The Jeepney has been in service in the country since the 1940s, and while many are no longer built from original Willys Jeeps, the design has endured, with their chassis, body and components adapted from different surplus truck parts. Its body panels are made from stainless steel, often embellished with decorations, murals, and the signature horses on the hood and visor and crown over the windshield.

The only changes since the ’40s have been lengthening the vehicle to accommodate more passengers and more complicated decorations. However little else was done to make them more efficient, safer, or even more comfortable for passengers. In addition, these jeepneys are run on individual franchises (one jeepney, one franchise) that make them difficult to regulate and control.

As part of the government’s plan to provide better public transport, a new program was launched to design and mandate the replacements. Called the Public Utility Vehicle Modernization Program (PUVMP), it is a program that involves several phases: from phasing out old vehicles that are no longer road worthy and emissions compliant; to scrutinizing and reorganizing routes, franchises, and roles of the vehicles involved; to introducing new systems and standards for vehicles that will serve the public. It was hoped to be implemented nationwide by 2020.

PUV Modernization Program

The PUV Modernization Program is a government initiative designed to streamline and organize the country’s public road transportation system. Launched in June 2017, the program seeks provide safer, more-efficient and more strictly-regulated means of transport for the riding public. Though commonly associated with jeepneys, the PUVMP actually covers all modes of road-going 4 to 6-wheeled passenger transport.

Why change?

It doesn’t take a genius to note that the current system is not working as efficiently as it should be. Our roads are plied by a wide variety of public transport vehicles, many of which overlap in terms of route, franchise, and service. At the very bottom end of the spectrum are the multicabs, serving as mini-jeepneys and carrying many passengers over short distances. Then, there are the jeepneys which serve a variety of routes throughout cities in the country, be it from the farthest settlements to the nearest town or from city to city. UV Express vans, which started as point to point transport services, have begun operating like jeepneys, sometimes picking up passengers along the way. Higher up are the mini buses which connect city to city, and for longer routes, sometimes across bodies of water are the large buses.

Jeepneys have drawn a lot of ire from the government because of their poor maintenance, poor safety record, and little to no recompense for affected passengers if they get into accidents.

Dated design

The Jeepney, in its current form, features an extended wheelbase, now common practice in order to accommodate some 18 to 26 passengers. The vehicle is boarded from behind with steps built into the body in order to climb on board. These put passengers at risk of being hit by vehicles from behind. Passenger seats are arranged facing each other, with no delineation for personal space. It is difficult to stand upright inside. As such, passengers may have to bend to walk toward the front. Often times, the jeepney is seen carrying far more than what it was designed for. They are typically powered by surplus or second-hand Japanese diesel engines, many of which are not very efficient, nor were they designed to meet modern vehicle emissions standards. The fare is passed on by fellow passengers until it reaches the driver. As a result, the driver typically juggles both driving, calculating fare, and returning the change, all at the same time.

Boundary-motivated drivers

Because drivers earn on a boundary basis (meeting a target amount each day), many of them wait to be filled before going on their route, dramatically increasing the travel time for other passengers. This is exacerbated by the driver-operator system where an operator (owner of the jeepney) charges a daily rent or boundary that the driver must pay. Anything earned beyond the boundary and fuel cost is the driver’s to keep. As a result, they often pile up on busy stops, yet are hardly around to serve less popular stops or passengers further up the route. The fight for passengers can also lead to drivers competing with each other, often racing from stop to stop to pick up passengers, leading to accidents. Finally, because franchises are granted per driver and vehicle, it becomes difficult to monitor how many vehicles are plying a route at a given time, let alone catch those with forged or fake franchises.

How will it be fixed?

Many of these problems have been brought to the government’s attention, and as such, it has banded together the concerned agencies: DoTR, LTO, LTFRB, and DTI to come up with a solution. That solution is the PUVMP.

Standardizing shape and form

First of all, the PUVMP plans to organize the many modes of public transport. From the wide variety of public utility vehicles, it hopes to consolidate them into just four standardized classes. The DTI’s Bureau of Philippine Standards (BPS) together with the Truck Manufacturer’s Association (TMA) has come out with a Philippine National Standard (PNS) for PUVs: PNS 2126:2017. It specifies dimensional limits for PUVs with strict limits on the seating arrangement and capacity, as well as maximum mass. Also included in the dimensional limits are the vehicle’s overall height, width and length, wheelbase and even front and rear overhang, cabin, seat and seat layout, step board, service door and emergency exit. There is also an age limit that states no part of the vehicle can be older than 15 years. In essence, these new PUVs have strict size and capacity limitations, and the most efficient form within those limitations is a mini-bus.

These were formed so that PUVs will have a uniform size, prevent overloading, as well be equipped with the standard safety features expected of a public transport vehicle.

Class 1 is intended to replace multicab passenger vehicles. Typically plying smaller cities around the country, this class limits the size of the vehicle to nothing more than the average car, requiring a side-loading entrance and limits the passenger capacity to just over a dozen.

Class 2 is intended to replace the jeepney, allowing for a maximum of 22 passengers on side-facing seats, enough headroom for passengers to stand in, and appropriate bars and handles to hold on-to. It too will require a side-loading door.

Class 3 is intended for inter-city transport, and is touted to replace the minibus. All passengers must be on forward facing seats with restraints.

Class 4 is intended to connect rural towns to larger cities. It should have provisions for cargo, as well as forward facing seats for all passengers.

Besides the class-specific requirements, all of them must be powered by a Euro-4 emissions compliant (or better) engine or electric motor powered by onboard batteries. With Euro-4 engines alone, TMA members have proven that their prototypes are already 43-percent more efficient than the traditional Jeepneys. They should also be equipped with dash cams, speed limiters, CCTV cameras and an automatic fare collection system (so that the driver doesn’t have to manage giving change).

Consolidating franchises

To better control the number of vehicles plying a particular route, the government is instituting a ‘one route, one franchise policy.’ Drivers and operators must form cooperatives or corporations and register with the LTFRB to be granted a franchise. Each cooperative must have at least 15 units of PUVs. No lone PUV operators are allowed.

The government is already in talks with several LGUs in order to scrutinize the current routes, come up with new routes if necessary, as well as streamline any of the current ones.

This method has several benefits. First of all, the franchise holder is given a monopoly over a particular route, without competition. By limiting the franchise to a group or coop, the number of vehicles servicing that route can be limited and monitored. As such, any vehicles not part of the coop that are plying the route can easily be identified and caught. In addition, it can also provide additional jobs. Coops will not only need drivers as staff, but also a fleet manager, passenger assistance officers, an HR officer, service technicians and a dispatcher.

Drivers are required to be salaried instead of earning through the boundary system. This way, there’s very little incentive to wait for their PUV to be filled before proceeding. The driver is also not allowed to drive for more than 12 hours to cut down accidents resulting from driver fatigue. The coop can also organize stops and schedules, ensuring a PUV will arrive for passengers at a particular stop at a particular time.

Distributing the workload

With a coop, the acquisition and maintenance of the PUVs can be taken on by the group. This can dramatically reduce the financial burden of acquiring a new vehicle as they can pool funds. The group can also take on the required maintenance, quickly addressing problems when they happen. Any vehicles being repaired can easily be replaced by another, ensuring the route continues to operate. Through this system, the coop can practically double the amount of drivers, assigning 2 to 3 to a vehicle. However, any violations with regard to the vehicles will be levied against the coop. As such, this gives the coop an incentive to monitor its members and ensure its drivers are disciplined and the vehicles are maintained.

Finally, this fleet management method allows the coop to more closely monitor its earnings. It can easily monitor how many vehicles are plying a route and either hold or dispatch more vehicles when necessary. The electronic fare collection system in the PUVs allows all the participants to share in the profit, regardless of their shift. The coop can also earn additional income with advertising on their vehicles.

Another requirement asked of the coop is that they purchase or lease a plot of land of a certain size. This lot will serve as their base of operations, vehicle barn, service area, and parking when the vehicles are not in use. This is so that these vehicles are not parked or repaired on the streets or sidewalks and end up clogging roads.

Through this system, the driver’s duty is to simply drive the vehicle, reducing the amount of distractions and the risk of an accident. He is also monitored by a speed limiter, dashcam and GPS tracking. Duties like collecting fare are done by electronic fare collection systems. Passenger Assistance Officers at designated stops ensure the vehicle does not exceed capacity and passengers are comfortable.

Easing the transition

The government was originally eyeing to have modernized buses, jeepneys, and public utility vehicles across the country by 2020. However, it has clearly been delayed. With regards to jeepneys alone, that’s a staggering 180,000-270,000 units according to various estimates, with 70,000 just within Metro Manila. In addition, vehicles older than 15 years are no longer allowed to register as PUVs, ensuring a steady stream of new and up-to-date vehicles.

It hopes that by streamlining system, the PUVs will complement the current modes of transport offered, reduce traffic, and consequently reduce the need for private transport, modern public transport services like TNVS, and any colorum transportation operations.

To ease the acquisition of these vehicles, the government has allotted the third slot of the Board of Investment, and Department of Trade and Industry’s Comprehensive Automotive Resurgence Strategy (CARS) Program for PUV Modernization. This allows the government, with the help of financial institutions, to grant loans at low interest to those that wish to acquire the new vehicles.

The government has even prepared a financing package, called 5-6-7-8. It requires the Jeepney coop to register with the LTFRB and show proof of being a recognized cooperative. From there, they will be required to pay 5-percent downpayment. Payments will be kept at a 6-percent interest rate, and take 7 years to pay. The vehicle’s warranty is also hoped to be extended to 7 years long pending talks with PUV suppliers, however it is currently at 5 years. Finally, the government will offer as high as an P80,000 subsidy per unit.

There will be no single official PUV per class. It will depend on their use case. Since they are standardized, the vehicles can be acquired from any of the participants of the PUVMP. This ranges from big name manufacturers like Isuzu, Fuso, Hino, Hyundai, and Tata to coach builders like Centro, Santarosa and Almazora. The government is even open to proposals from small scale builders, provided their vehicles can meet the standards outlined by the DTI.

Why the resistance?

Naturally, this plan is massive in scale and very complicated in nature. First of all, it overhauls the very system with which drivers and operators have become accustomed to.

Current drivers and operators are already being urged to surrender their franchises as soon as possible. In return, the government will provide them financial assistance to acquire a new vehicle or even support them if they plan to seek a different profession.

The PUVs themselves can be quite expensive, ranging from P1.6 million, to as much a P3 million. The claimed P2.6M price tag is for a battery electric version, which is also approved, but not required. However, these vehicles are already compliant with the government regulations and will easily pass any inspections required of them. Granted it’s a lot of money, but the new vehicles are made with all brand-new parts instead of used or surplus material. They are also, by comparison, leagues more efficient and reliable than the original jeepneys they are replacing.

The government is also studying a ‘Cash for Clunkers’ program, similar to what was instituted in the USA, granting those who volunteer their old PUVS for scrapping to earn a certain amount to buy a new vehicle. However, because of the dilapidated nature of some of the jeepneys, there is little that can be offered above their scrap value as much of the parts cannot be re-used anymore.

Another issue is acquiring the physical plot of land for the coop. Since this needs to be near or within their area of operations, the lot can get quite expensive if the coop operates in a very developed area where land values are high.

Perhaps the toughest resistance is from PUV drivers and operators in this occupation for several generations, and used to the one franchise per operator system. In many cases, the jeepney has been passed down from father to son, serving not only as a means of livelihood but as a family heirloom as well. This is well and good for personal vehicles, but is problematic for a public transportation vehicle that has to meet safety and emissions standards, as well as an age limit of 15 years.

Forming a coop is also challenging for these drivers and operators. The LTFRB requires paperwork like incorporation papers and a business plan, of which many of them have little knowledge of how to create and plan. Like any corporation, this requires the selection of a board of directors, roster of members, shares, regular meetings, minutes of those meetings, and proof of accounts and funds. Thankfully, some PUV suppliers are already going the extra mile and assisting them with the paperwork in order to meet orders.

Those forming a coop have been finding trouble getting their loans approved by banks because of a lack of a viable business plan that will ensure the coop will be able to pay back the loan. In addition, the banks require that the coops do not have drivers or operators with problematic or even criminal records in their board.

Once granted a loan, some coops are opposed to the idea that the bank will collect the earnings first, subtract its payments, allot the budget for vehicle maintenance, and then disburse the salaries last.

How can they afford it?

With the burden of purchasing both the vehicles and lot put on the cooperatives, it’s easy to see how the amount can be daunting for those who want to make the switch. It can easily amount to tens of millions to meet the requirements. However, besides acquiring loans from banks, there are many ways to supplement this massive cost.

The government is allowing advertising on these vehicles. As such, coops can approach Out-of-Home or Below-the-line advertising agencies for some possible funding in exchange for advertising rights on their vehicles. These provide the advertising companies with rolling billboards while the coops can have additional funding to acquire the vehicles and maintain them.

The coops can also approach property developers such as SM, Ayala, Megaworld, and the like, or their LGUs and find a way to lease a small parcel of land on their large commercial developments to serve as terminals. After all, terminals attract foot traffic and many of these passengers may be encouraged to shop at the nearby malls before or after their ride.

There are also angel investors and corporations who may see investing in transport cooperatives as a viable investment or CSR program. However, some cooperatives may not be favorable to the idea of an individual or corporation having a seat at the board of their coop and influencing some decisions.

Endure old jeepneys or upgrade?

Granted, it’s unfortunate that jeepney drivers and operators are made to bear this massive reorganization, but the safety of the commuting public is of primary importance. The Jeepney Phaseout / PUV Modernization has already been delayed by years, forcing commuters to continue to endure these vehicles longer than initially planned.

It is a long a bumpy road, and with the continued resistance against the Jeepney Phaseout this year, it appears there’s still a long way to go. Nonetheless, the prospect of a more organized, efficient, and possibly even greener means of transport is already on the table.

Are the government’s requirements too much? Do you believe the resistance to the jeepney phaseout is justified?

Explainer: The PUV modernization program in a nutshell

The government’s public utility vehicle modernization program (PUVMP) has been the subject of endless debates over the past few weeks . It was what led to the week-long transport strike that was eventually cut short after an initial dialogue between Malacañang and the transport groups involved.

We’re sure a lot of you are already familiar about the ‘jeepney phaseout,’ but we also reckon that many of you aren’t familiar yet with the nitty-gritty in all of this. So in this article, we’re going to discuss some of the most pertinent details of the jeepney phaseout and what it means exactly for PUV drivers and operators. Seeing as we might have to wait until the end of 2023 before we get a definitive decision on this, now’s actually a good chance to read up on this issue.

The PUV modernization program in a nutshell

This program is the thrust from the Department of Transportation (DOTr) and the Land Transportation Franchising Board (LTFRB) to “transform the public transport system” to make it “more dignified, humane, and on par with global standards.” Ultimately, it aims to make public utility vehicles safer and environmentally sustainable.

The program was launched after the issuance of DOTr Department Order (DO) No. 2017-011, or the Omnibus Guidelines on the Planning and Identification of Public Road Transportation Services and Franchise Issuance, more commonly known as the Omnibus Franchising Guidelines (OFG).

Contrary to what most people might think, the program covers not just jeepneys but also other vehicles used for public transport. The DO also specifically classifies public utility buses (PUBs), mini-buses, UV Express Services, multicabs, school services, taxis, and TNVS, as well as tourist transport and shuttle services. The DO specifies the route, fare-collection system, and required features for each type of PUV.

Why the need for a jeepney phaseout?

The program puts emphasis on the reliability, safety, accessibility, environmental soundness, and comfort of a PUV. Under the PUVMP, brand-new and ‘environmentally friendly units’ will be promoted and given priority in the allocation of Certificates of Public Convenience (CPC), which is what PUVs need to be allowed to operate on public roads. The DO specifies environmentally friendly vehicles as those that use an electric motor or are powered by engines that are Euro IV-compliant or better. It also standardizes the required sizes and specifications for PUVs.

The DOTr has also specified an age limit for each PUV type, which is also one of the main causes of the phaseout. The age limit for jeeps and buses is 15; for UV Express vehicles, 13; for tourist cars 10; and for TNVS, seven. If you know what the usual traditional jeepneys look like, then you know several PUJ units plying our roads are already really, really old.

While old PUVs may be refurbished or rebuilt, they must pass a type approval system test and acquire a Certificate of Compliance with Emission Standards before they can undergo roadworthiness tests under the Land Transportation Office’s (LTO) Motor Vehicle Inspection System for registration renewal. Refurbished or rebuilt PUBs, however, will not be allowed to substitute for phased-out units.

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How much will a modern jeepney cost?

The government initially said the modern jeepneys would cost P1.4 to 1.6 million each. However, when acquiring a unit through loans, one vehicle could cost up to P2.8 million.

New franchising guidelines

The modernization program requires individual franchise holders to consolidate and join cooperatives which will supposedly enable them to acquire loans that will help them afford the modern jeepneys. Each cooperative must have at least 15 franchises, and the LTFRB will no longer allow single-unit operators on the road.

Reworking PUV routes

In addition to modernizing the fleet, the PUVMP also aims to overhaul the route network. PUBs and minibuses will be the recommended mode of transport for arterial roads, highways, and expressways. PUJs, Filcabs, and UV Express services may also operate on PUB corridors but only to minimal extent and for the purpose of providing intermodal transport at bus stops.

The routes themselves, meanwhile, will be determined by the LGUs through Local Public Transport Route Plans (LPTRPs). The plans will provide lists and maps of existing and proposed PUV routes, as well as figures on estimated existing and forecasted passenger demand for each route and an inventory of available transport facilities. The LPTRP must be consistent with the respective LGU’s Comprehensive Development Plan (CDP), Comprehensive Land Use Plan (CLUP), and Zoning Ordinance and Zoning Map.

A route should only have the least possible number of operators as determined by the LTFRB. There will also be a minimum number of units that will be set by the LPTRP. This may only be increased by up to 15% to cover the downtime and maintenance of units.

The program will also seek to create new routes so that overlaps with existing routes do not exceed 25% of the total length of the affected routes. At the very least, 15 PUV units must ply the new and developmental routes for six months, subject to the LTFRB’s review.

Conditions for new routes

• New routes should be at least 5km away from the origin or destination of the traditional route
• Passenger demand in a newly developed area is greater than what the existing routes can serve
• Additional and new sections of a road network that have been developed now enable shorter and faster trips
• Other conditions specified by the DOTr or the LTFRB.

The DO also imposes a limit for PUJ and UV Express routes. These are listed below. PUB routes, meanwhile, will not be limited.

Maximum distance policy for PUJ routes

• 15km – Within highly urbanized cities, independent component cities, and component cities
• 35km – Inter-regional, inter-provincial, and municipal routes

Maximum distance policy for UV Express routes

• 35km – Within highly urbanized cities, independent component cities, and component cities
• 35km – Inter-regional, inter-provincial, provincial, and municipal routes originating or terminating in Metro Manila
• 60km – Inter-regional, inter-provincial, provincial, and municipal routes not originating or terminating in Metro Manila

There will be exceptions to these rules, and franchise holders may apply for this by submitting a formal letter with supporting transport surveys or studies to the LTFRB. There must be a formal unanimous resolution from the agency to grant exceptions to this rule, subject to the following conditions.

Situations that allow exceptions to the maximum distance policy

• There is an absence of a transfer area between route ends
• There is an absence of alternative transport services or the existing services/supply cannot meet the passenger demand and in some cases, the route is abandoned
• Most sections of the route have limited road space that prevent normal operations
• Transport demand between applied routes does not assure profitable operations
• Other conditions that may be provided by the DOTr and LTFRB

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Why are jeepney drivers resisting?

The backlash from the general public stems mainly from the fact that these modern jeepneys are just too expensive for PUJ drivers, who usually earn anywhere from a few hundred pesos to a thousand or two each day. Even the cheapest modern jeepney unit will leave these people in massive debts, if they’re even able to secure bank loans at all.

Another issue here is that the government—the one implementing this entire program—has supposedly left drivers, operators, and the commuting public out of the discussions. Moving forward, however, Malacañang has promised to involve them more as the guidelines are being reviewed further . This was also one of the reasons why transport groups decided to cut this week’s nationwide strike short.

What’s the current timeline for the jeepney phaseout?

As mentioned previously, the government initially decided to review the OFG further and  extended the deadline for consolidation until December 31, 2023 . However, more developments have come out since, and the LTFRB has confirmed that non-consolidated PUVs will still be allowed to ply select routes until January 31, 2024. Again, expect more updates to come out as we move closer to that date.

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PUV modernization: simplistic, anti-poor

Two of the primary reasons why the government wants to phase out the jeepney — pollution and congestion — can also be blamed on other forms of transportation, especially private vehicles.

We want to minimize if not eradicate pollution. But the old cars of those who never get hungry, not just old jeepneys, also emit pollutants. Even the brand new SUVs of those who never have to ply the roads for a living also congest highways. Why pass this responsibility only to class CDE?

A middle-earner cannot buy a million-peso new vehicle in three years, even through a loan. For those who get by through minimum wage, this is almost impossible. This three-year modernization policy, ergo, is simplistic, and antipoor at least.

Let us not extend the franchise of jeepneys that are smoke belchers. Let us not renew the registrations of those that are not roadworthy and are not environment-friendly anymore.

But let us not enforce a sweeping but discriminatory phase-out policy that pushes the man on the street, so to speak, against the wall.

JONAS CABILES SOLTES Antipolo, Tinambac, Camarines Sur

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Today’s front page, Saturday, April 27, 2024

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Analyzing the Jeepney Phaseout and Its Pros and Cons

• BusinessMirror
• August 30, 2022
• 5 minute read

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Defining “modernization”, the pros of transport modernization: justifying the phaseout, the cons of transport modernization: arguing for the people phaseout, weighing the jeepney modernization’s pros and cons: finding the balance.

Traffic has always been a huge problem in the country. Several urban planners recently stressed that the government must focus on modernizing the transport system particularly in Metro Manila “because there is no solution to the traffic.” Public transportation, particularly jeepney, modernization has been a touted solution with pros and cons being heavily discussed by various stakeholders.

As a response, the Traffic Crisis Act, or House Bill (HB) 4334, and the Department of Transportation’s (DOTr) transport modernization program was proposed in congress and government institutions. The program includes jeepney modernization as one of its main parts. Unfortunately, this initiative towards transportation modernization has been met with criticism of being anti-poor.

There will always be pros and cons to any issue. The government’s transport-modernization program, aimed mainly at jeepneys, buses, school buses and others, is no exception. In this article, we discuss the pros and cons of jeepney phase out.

The government is right to modernize the jeepneys. If it follows its own definition that a modern transport is “roadworthy, safe, reliable” and, above all, “prevents pollution” or has “emissions within acceptable standards.” If that is the case, then transportation modernization is certainly a necessity.

The definition of modernization is extended by Land Transportation Franchising and Regulatory Board (LTFRB) Resolution 2013, dated January 11, 2013, to mean a “strict 15-year age limit on public-utility vehicles, from the date of manufacture of the vehicle instead of the date of initial registration with the Land Transportation Office [LTO].”

Transportation modernization certainly has its pros. Vehicle dealers, manufacturers, and financiers will rejoice at this new replacement market as it translates to massive spurts in business. The jeepney phase out, however, has both pros and cons–especially when we talk about one of the main stakeholders: the drivers.

Several jeepney groups oppose the phase out, including the newly formed National Jeepney Federation for Environmental Sustainable Transport (NJFEST). Headed by Ronald Baroidan, the NJFEST disagrees with the looming transportation modernization program, but seriously wants to comply with the Clean Air Act (CAA). While each sector adds onto the debate of jeepney phase out pros and cons, NJFEST grabs this chance as its “defining moment” to address why the government’s definition of modernization is partly wrong.

Exploring the Jeepney Phaseout’s Pros and Cons

With traffic ever-increasing and carbon emissions rising, it seems that modernizing mass transport is a step in the right direction. However, drivers and operators are unsatisfied with its current parameters. This issue remains and the transportation sector in elections is a common topic.

In this part, we discuss the advantages and disadvantages of jeepney modernization:

Here are some of the benefits of the jeepney phase out:

Higher Job Demand for the Transport Sector

One of the biggest pros of jeepney modernization is that it can provide the country with more jobs. The jeepney modernization potentially raises the need for skilled drivers and operators. With newer models needed, there is also a higher demand for workers and laborers in vehicle manufacturing.

Lessened Carbon Emissions

Older jeepney models emit a lot of carbon and have often been cited as violators of the Clean Air Act. As the country leans towards a greener standpoint, modernizing jeepneys is one of the steps that the government sees fit. With newer units, a significant decrease in carbon emissions is expected.

On the other hand, here are the disadvantages of the transport modernization:

Modern jeepneys are expensive. A modern jeepney costs about 600,000-700,000 PHP, while the government’s preferred units cost around 1.6-1.8 million PHP. The average jeepney driver earns around 500-600 PHP a day–but with rising costs of gasoline and other factors, it is safe to assume that they earn less.

Drivers and transport laborers point out how out of budget these units are, even with government assistance. Many drivers express that they have no objections to PUV modernizations, especially with all its pros. However, cost is a big con that they cannot overlook.

Possible Lack of Jeepneys

When we talk about the jeepney phase out’s pros and cons, we also need to consider the possible impacts. One of the biggest impacts that the jeepney phaseout can have is the severe lack of jeepneys in the country. As less and less jeepneys ride, commuters may find it difficult to catch a ride.

The government should have an option that provides a more affordable way for drivers to acquire one of the vehicles. Otherwise, it is not an exaggeration to say that many drivers will have issues getting one. This will inevitably lead to a severe lack of PUVs and can even lead to bigger difficulties in traffic.

Minimal Environmental Impact

A study done by the VTT Technical Research Centre of Finland shows almost a direct correlation of the effects of PAHs or LCOs on emissions. By reducing PAH content in diesel by 80 percent from 5-percent weight content to only 1 percent, PAH-related emissions also dropped massively by a range to as much as 80 percent. Sweden A-1 diesel is now down to a PAH-content of 0.02 percent with Finland at 0.2 percent owing to a tax incentive to refiners, but average PAH content in diesel in Europe is still about 4.5 percent, with a few still high at 10 percent. Bringing it down to 6 percent costs the industry in Europe about €312 million, and will increase costs for every drop in PAH content to as high as €2.249 billion at 1-percent content.

In short, what we do not see is how diesel is produced behind the scenes, somehow coming out now from behind from the tailpipe emissions. But science now tells us that when a vehicle farts from behind, these can still be measured, even if many toxic fumes, like carbon monoxide, are odorless and invisible.

Minimal Traffic Congestion Difference

Jeepneys have always been looked at as a violator of the Clean Air Act and a cause of congestion in roads. Unfortunately, what many fail to realize is that the number of private cars also contribute to air pollution and traffic congestion. Simply proposing transport modernization is not a complete solution.

Ishmael Ace Sevilla, chairman of the NCR Toda Coalition of 17 Metro Manila Toda federations, claims he could not also understand why franchises of tricycles and pedicabs will be revoked within six months upon publication of HB 4334 once enacted into law (Section 15), when the traffic is on major roads like Edsa, where tricycles are banned anyway. Tricycles only service the secondary and tertiary roads.

The bill is aimed to ease traffic as a small treat, perhaps, to commuters and motorists complaining about traffic, but it appears it’s more a threat to small guys, who only earn a few hundred pesos a day.

The jeepney phaseout is a longstanding issue that affects many sectors in the country. From commuters to jeepney drivers, stakeholders have spoken about their perceived pros and cons on the issue. While the government has put this on hold, many experts and citizens continue to weigh in on how transport modernization can be done more efficiently.

Image credits: Dreamstime.com

Related Topics

• jeepney modernization program
• jeepney phaseout
• PUV modernization

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End of the road? Philippine jeepneys face uncertain future

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MANILA — The first jeepneys rolled onto the streets of the Philippines just after World War II — noisy, smoke-belching vehicles initially made from leftover United States Jeeps that became a national symbol.

In this photo taken on April 5, 2024, jeepneys commute along a street in Manila.

MANILA —  The first  jeepneys rolled onto the streets of the Philippines just after World War II — noisy, smoke-belching vehicles initially made from leftover United States Jeeps that became a national symbol.

Seven decades later, the colourfully decorated vehicles  face  an existential threat from a plan to replace them with modern mini-buses.

Easy to fix and cheap to ride, the vehicles grew in size and length to become the backbone of the country's transport system, carrying passengers, goods and even visiting popes.

But the government's plan to phase out jeepneys in an effort to modernise the country's chaotic public transport network has put the future of the iconic vehicles in doubt.

"It was a heavy blow," Mr Leonard Sarao, operations supervisor of jeepney maker Sarao Motors, told AFP.

Sarao Motors was one of the first companies to produce jeepneys after founder Leonardo Sarao Sr gave up driving horse-drawn buggies to make motorised public transport in the early 1950s.

Production at the family-owned company's sprawling facility in the capital Manila peaked in the 1970s and 1980s, with workers making 50 to 60 jeepneys per month.

Demand began to fall over the following decades as other transport options became available. By 2014, Sarao Motors was producing as few as 10 jeepneys per month. 

But it was the government's launch of the jeepney phase-out programme in 2017 that slammed the brakes on production.

The now drastically downsized workforce produces one jeepney every four to six months, said Mr Sarao, the grandson of Sarao Sr.

"We've had customers that have been around since the '50s, so they've been purchasing jeepneys, making their fleet bigger," said Mr Sarao, 31.

"With this new programme there have been a lot of doubts or fears that if they purchase a brand new jeepney will they still be able to use it a couple of years down the road?"

'WE CAN'T AFFORD THE PRICE'

While Sarao Motors can produce modern jeepneys that meet the government's environmental and safety specifications, they are "three to four times the price of a traditional jeepney", Mr Sarao said.

In the seven years since the phase-out programme was launched there have been multiple delays in its implementation due to protests and Covid-19.

Operators now have until April 30 to join a cooperative and then gradually replace their fleet with modern vehicles that are safer, more comfortable and less polluting.

Cooperatives will be able to access bank financing and receive a government subsidy for each vehicle to ease the financial burden of the transition.

But drivers opposed to the plan argue that buying a new vehicle will bury them in debt and they will not be able to earn enough money to repay their loans and make a living.

"It's difficult for us to get a modern jeepney... we can't afford the price," said Mr Julio Dimaunahan, 57, who operates a jeepney in Manila and has joined a cooperative.

"Even now our pockets are hurting because of the little profits we get as operators," he said pointing to increased competition from motorbike-hailing services.

Jeepney operator Flocerfida Majadas, 62, said she was worried about the future of her drivers if she were to go broke. 

"Our concern is that we may not be able to pay our liabilities," Ms Majadas said, referring to bank loans.

"If we're not able to pay, the bank will repossess the modern jeepneys. If the bank repossesses them what will happen to our staff?"

CHEAP AND EASY TO FIX

While jeepneys now vie with buses, vans and motorbikes for passengers, they are still a common sight and sound in the archipelago nation. 

Often brightly painted and with an exhaust that sounds like a trumpet, jeepneys cost passengers as little as 13 pesos (S$0.31) to ride and their second-hand diesel truck engines are easy to fix.  

"Once a customer buys a jeepney from us any mechanic in the provinces or the far flung regions can fix it," Mr Sarao said.

But the modern mini-buses the government would like to replace them with are more high-tech, with European emission standard engines or electric motors, WiFi, CCTV and air-conditioning.

"If it breaks down where will we get the money to fix it?" asked Mr Dimaunahan.

Mr Sarao said his family's company could not compete with the capacity of overseas manufacturers to mass produce vehicles. 

But he said jeepneys made by Sarao Motors were cheaper than the imported mini-buses and higher quality.

"The way we do things here is everything is hand-made so at least we do quality control of these units to make sure the panels don't fall off, the welds are completed," he said.

"When you speed things up that's where things can go wrong."

'SPIRIT OF THE JEEPNEY'

Mr Teodoro Caparino, who has been driving a jeepney for 35 years, hopes the government will decide to fix existing jeepneys rather than replace them with "Chinese-made vehicles".

"Our families will starve if we do not get to drive our jeepneys... all we know is driving," Mr Caparino, 60, said. 

While the jeepney in its current form might be nearing the end of the road, Mr Sarao said he hoped the "essence" of the vehicle would survive.

"It may look bigger, it may look wider and longer, but as long as the essence of how it's supposed to look like or the spirit of the jeepney is still there, I still think it's going to be the jeepney." AFP

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Debate on "jeepney phaseout" plan escalates in the Philippines

A colorful jeepney is seen during the Jeepney Design Challenge inside a mall in Pasay City, the Philippines, on Dec. 22, 2014. (Xinhua file/Rouelle Umali)

MANILA, March 28 (Xinhua) -- The Philippines has revived plans to remove jeepneys that are older than 10 years from Manila's gridlocked streets, stirring a fresh debate on the fate of the iconic vehicles that have been chugging along the streets since the 1950s.

The Philippine government and society have been talking about the "jeepney phaseout" for decades and the new "jeepney modernization" plan is an attempt to cut traffic emissions and ease the ever-worsening traffic congestion currently gripping the Philippine capital.

However, jeepney operators and drivers are up in arms over the planned measure, saying it is meant to kill off small transport operators in the country.

Last month, several transport groups took to the streets to protest the plan. Another group is mulling holding a similar demonstration in the coming days.

The jeepney, which traces its roots to the U.S. Willys jeep used by the U.S. army during World War ll, are elongated, flatbed passenger vehicles that have been plying the Philippine streets for more than five decades. It remains the main form of transport for millions of Filipinos across the archipelago.

Filipinos modified the Army Jeep, making it artsy by customizing the vehicle with Filipino touches such as chrome horses, banks of colored headlights, radio antennae, paintings of the Virgin Mary and unique artwork inspired by rustic scenes.

Indeed, the jeepney has become the symbol of Filipino creativity, ingenuity and innovativeness, making it one of the most recognizable icons of Filipino pop culture.

But critics say the jeepney has become a tarnished icon that has acquired a rather unsavory reputation, symbolizing the country's technological backwardness and inability to adapt to changing times.

The jeepney was often called the "King of the Road" because of their sheer numbers on the city streets or rural roads, but Jeepney drivers are notorious for never following traffic regulations.

The smoke-belching jeepneys that ply Manila's traffic-choked streets around the clock are blamed for clogging the roads, compounding the dismal traffic problem and dirtying the city's air.

Electric Jeepneys ply in Makati District of Manila, capital of the Philippines, Nov. 10, 2009. (Xinhua file/Luis Liwanag)

Jeepneys are also being blamed for increasing road accidents, due in part to their wild drivers' notoriously reckless ways on Manila's streets. At night, jeepney drivers often don't use their headlights, making it dangerous for other motorists.

Ousted President Joseph Estrada, now the mayor of Manila City, made the jeepney his personal motif to symbolize his being "pro-poor" when he campaigned for president in 1998. He even named his showcase jeepney "Jeep ni Erap." Erap is Estrada's popular nickname.

The government wants to have the number of jeepneys pared down, if not phased out totally.

But the ubiquitous jeepneys have survived despite the rising popularity of the Japanese-made air conditioned Toyota Tamaraw FX, the Mitsubishi "mega taxis' on the streets and the elevated trains that run throughout the metropolis.

An estimated 220,000 to 230,000 jeepneys are on the streets of Metro Manila and other provinces on any given day, according to government statistics.

George San Mateo, the national president of a militant transport group, said the planned "jeepney phaseout" would affect at least 162,500 jeepney drivers and 45,000 operators.

Rather than making a business out of modernization, he said the government should extend support to drivers and operators to allow them to rehabilitate their aging units.

The Philippine Star, one of the leading English newspapers in the Philippines, ran an editorial recently saying the campaign of the Duterte administration to phase out jeepneys "will end up as another exercise in futility unless concerns are sufficiently addressed."

"One is livelihood for the drivers who will be displaced as well as the operators, most of whom are small-scale transport owners," the editorial said.

It said that so far the government has not come up with an alternative to the jeepney. "More buses must be fielded and the light rail and commuter train services substantially upgraded if the administration wants the jeepney phaseout to enjoy mass support," it said.

"Unless these concerns are addressed, the latest effort to phase out jeepneys will go the way of previous efforts -- straight to the wastebasket," the editorial said.

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End of the road? Jeepneys face uncertain future

In this photo taken on April 5, 2024, jeepneys commute along a street in Manila. About 70 years after the first jeepneys rolled on to the streets of the Philippines, the noisy, smoke-belching vehicles face an existential threat from a plan to replace them with modern mini-buses. (Photo by Ted ALJIBE / AFP) / TO GO WITH Philippines-transport-jeepney, REPORTAGE by Faith Brown and Allison Jackson

MANILA, Philippines — The first jeepneys rolled onto the streets of the Philippines just after World War II — noisy, smoke-belching vehicles initially made from leftover US Jeeps that became a national symbol.

Seven decades later, the colorfully decorated vehicles face an existential threat from a plan to replace them with modern mini-buses.

Easy to fix and cheap to ride, the vehicles grew in size and length to become the backbone of the country’s transport system, carrying passengers, goods and even visiting popes.

But the government’s plan to phase out jeepneys in an effort to modernize the country’s chaotic public transport network has put the future of the iconic vehicles in doubt.

“It was a heavy blow,” Leonard Sarao, operations supervisor of jeepney maker Sarao Motors, told AFP.

Sarao Motors was one of the first companies to produce jeepneys after founder Leonardo Sarao Sr gave up driving horse-drawn buggies to make motorized public transport in the early 1950s.

Production at the family-owned company’s sprawling facility in the capital Manila peaked in the 1970s and 1980s, with workers making 50 to 60 jeepneys per month.

Demand began to fall over the following decades as other transport options became available. By 2014, Sarao Motors was producing as few as 10 jeepneys per month.

But it was the government’s launch of the jeepney phase-out program in 2017 that slammed the brakes on production.

This photo taken on January 15, 2024 shows passengers wait for jeepneys along a street in Manila. Philippine jeepney drivers staged a noisy protest in the capital Manila on January 16, 2024 over the government’s plan to phase out the smoke-belching vehicles nationwide and replace them with modern mini-buses. (Photo by JAM STA ROSA / AFP)

The now drastically downsized workforce produces one jeepney every four to six months, said Sarao, the grandson of Sarao Sr.

“We’ve had customers that have been around since the ’50s, so they’ve been purchasing jeepneys, making their fleet bigger,” said Sarao, 31.

“With this new program, there have been a lot of doubts or fears that if they purchase a brand new jeepney will they still be able to use it a couple of years down the road?”

‘We can’t afford the price’

While Sarao Motors can produce modern jeepneys that meet the government’s environmental and safety specifications, they are “three to four times the price of a traditional jeepney”, Sarao said.

In the seven years since the phase-out program was launched, there have been multiple delays in its implementation due to protests and Covid-19.

Operators now have until April 30 to join a cooperative and then gradually replace their fleet with modern vehicles that are safer, more comfortable, and less polluting.

Cooperatives will be able to access bank financing and receive a government subsidy for each vehicle to ease the financial burden of the transition.

But drivers opposed to the plan argue that buying a new vehicle will bury them in debt and they will not be able to earn enough money to repay their loans and make a living.

“It’s difficult for us to get a modern jeepney… we can’t afford the price,” said Julio Dimaunahan, 57, who operates a jeepney in Manila and has joined a cooperative.

“Even now our pockets are hurting because of the little profits we get as operators,” he said pointing to increased competition from motorbike-hailing services.

Jeepney operator Flocerfida Majadas, 62, said she was worried about the future of her drivers if she were to go broke.

“Our concern is that we may not be able to pay our liabilities,” Majadas said, referring to bank loans.

“If we’re not able to pay, the bank will repossess the modern jeepneys. If the bank repossesses them what will happen to our staff?”

Cheap and easy to fix

While jeepneys now vie with buses, vans, and motorbikes for passengers, they are still a common sight and sound in the archipelago nation.

Often brightly painted and with an exhaust that sounds like a trumpet, jeepneys cost passengers as little as 13 pesos (23 US cents) to ride and their second-hand diesel truck engines are easy to fix.

“Once a customer buys a jeepney from us any mechanic in the provinces or the far-flung regions can fix it,” Sarao said.

In this photo taken on April 5, 2024, a ‘barker’ (C), a person who calls passengers to ride jeepneys, guides drivers along a street in Manila. About 70 years after the first jeepneys rolled on to the streets of the Philippines, the noisy, smoke-belching vehicles face an existential threat from a plan to replace them with modern mini-buses. (Photo by Ted ALJIBE / AFP) / TO GO WITH Philippines-transport-jeepney, REPORTAGE by Faith Brown and Allison Jackson

But the modern mini-buses the government would like to replace them with are more high-tech, with European emission standard engines or electric motors, WiFi, CCTV and air-conditioning.

“If it breaks down where will we get the money to fix it?” asked Dimaunahan.

Sarao said his family’s company could not compete with the capacity of overseas manufacturers to mass-produce vehicles.

But he said jeepneys made by Sarao Motors were cheaper than the imported mini-buses and higher quality.

“The way we do things here is everything is hand-made so at least we do quality control of these units to make sure the panels don’t fall off, the welds are completed,” he said.

“When you speed things up that’s where things can go wrong.”

‘Spirit of the jeepney’

Teodoro Caparino, who has been driving a jeepney for 35 years, hopes the government will decide to fix existing jeepneys rather than replace them with “Chinese-made vehicles”.

“Our families will starve if we do not get to drive our jeepneys… all we know is driving,” Caparino, 60, said.

READ: Look Through: The future of traditional jeepneys and its drivers

While the jeepney in its current form might be nearing the end of the road, Sarao said he hoped the “essence” of the vehicle would survive.

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“It may look bigger, it may look wider and longer, but as long as the essence of how it’s supposed to look like or the spirit of the jeepney is still there, I still think it’s going to be the jeepney.”

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Philippines Closes Schools as Heat Soars to ‘Danger’ Level

Scorching temperatures coincided with a nationwide strike of jeepneys, the main mode of public transport in the country.

By Jason Gutierrez

Reporting from Manila

The Philippines closed all public schools on Monday and Tuesday because of dangerously high temperatures, moving classes online in a country where schools are typically shut because of tropical storms.

Over the past week, average temperatures in many parts of the country topped 40 degrees Celsius, or more than 100 degrees Fahrenheit. Extreme heat is forecast this week to blanket almost the entire country, with the heat index in some regions rising to at least 42 degrees Celsius, or “danger” level, according to the Philippine Atmospheric, Geophysical and Astronomical Services Administration. That designation is the second highest on the agency’s heat index scale. It advised people to avoid exposure to the sun or risk heat stroke, heat exhaustion and cramps.

In metropolitan Manila, where the heat index is forecast to hit 45 degrees Celsius early this week, residents in overcrowded slums have been cooling off by setting up colorful inflatable pools on busy roads. Others in this megacity have been dipping into Manila Bay, flouting rules that prohibit swimming in its polluted waters.

In its advisory on school closures, the Department of Education on Sunday said the extreme weather coincided with a nationwide strike of jeepneys, the colorful, open-air vehicles that are the main mode of public transportation in the Philippines. Jeepney drivers are protesting a government plan to phase out their rides — which trace their origins to U.S. military jeeps — and replace them with modern, more energy-efficient minibuses.

The extreme heat had already forced some schools to cancel classes before the government’s call for closures. The Jesus Good Shepherd School in Imus, a city south of Manila, last week sent students back home because of soaring temperatures, even though the private institution is among the small minority of schools in the country that has an air conditioner in every classroom.

“It is hard for the students and teachers alike to concentrate, because the air-con is struggling, too,” said Ana Marie Macarimbang, a fifth-grade teacher at the school who has taught for nearly two decades. “We are in a tropical country, yes, but the heat now is more intense than I can remember.”

Weather-related school closures in the Philippines have historically been more common during the typhoon season, which peaks between July and October . The current closures, teacher’s groups have contended, could have been avoided had the authorities not changed the school calendar after the pandemic. The school year now runs from August to May, roughly, rather than the former June-to-March schedule.

President Ferdinand Marcos Jr. has said that he has no objections to readjusting the school calendar, and blamed climate change for the extreme heat. The government “really didn’t expect it to be like this,” Mr. Marcos said earlier this month.

Extreme temperatures are also disrupting everyday life in other parts of Asia, including Cambodia and Vietnam . Earlier this month, a heat wave forced schools in Bangladesh and India to close.

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