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

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This is AI generated summarization, which may have errors. For context, always refer to the full article.

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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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?

Category: Guide

Jeepney phase-out in the philippines: a controversial shift towards modernization of public transportation.

Karen Ranara

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If someone asks, “What makes the Philippines unique?” many of us would answer with “jeepney,” a cultural icon that is endemic to our streets. Since the 1940s, they have been a staple of Filipino public transportation, originating from the World War II Willys General Purpose vehicles left by the American military. Jeepneys, known for their loudness, colorful designs, and affordability, have evolved from small vehicles into extended ones to carry more passengers. However, improvements in efficiency, safety, and comfort have been minimal. This has led to the controversial proposal of jeepney phase out in the Philippines, aiming to improve public transport by phasing out old vehicles and introducing new systems and standards for vehicles. 

Table of contents

What is a jeepney phase out  , scope of the phase out  , proposal of jeepney phase out, opposition to jeepney phase out , conclusion .

As discussed in “The Jeepney Phase-out Explained,” published by Manila Bulletin, the jeepney phase-out is a significant revision of how Public Utility Vehicle (PUV) franchises are granted, along with the organization of routes. In essence, it’s a small part of a larger initiative called PUV Modernization.

Moreover,  LTFRB defines Public Utility Vehicle Modernization Program (PUVMP) as the government’s response to address both the aggravating transport related problems and the future transportation demand of the country. 

The program is designed to transform the public transport system in the country to global standards, making commuting more dignified and humane.

 It also aims to improve the lives of Filipinos by providing a safer, more efficient, reliable, convenient, affordable, and environmentally sustainable transportation system.

Is the jeepney phase out nationwide? The answer is yes. The Congressional Policy and Budget Research Department (CPBRD) outlined in their Policy Brief No. 2020-02:

“The Philippine government launched the Public Utility Vehicle Modernization Program (PUVMP) in 2017 as a move towards changing the landscape of public transportation in the country.”

The abstract continued, “Despite PUVMP’s objective to provide a comfortable, accessible, reliable, environment friendly, and sustainable public transportation for every Filipino, several challenges impede the progress of its implementation.”

Who proposed the jeepney phase out? On September 21, 2016, jeepney operators and drivers planned to hold a nationwide transport holiday if the Congress passed a bill that would approve the newly named Department of Transportation’s (DOTr) plan to carry out the PUV phaseout program, among other projects. The bill also pushed to give emergency powers to former President Rodrigo Duterte to solve the transport crisis. 

Role of Marcos in jeepney phase out

Under the administration of President Ferdinand R. Marcos Jr., Transportation Secretary Jaime Bautista emphasizes the necessity of modernizing PUVs, clarifying that the plan is far from being discarded. 

Sec. Bautista added that the project will bolster the CASA program in the transport sector, generating more jobs and leading to more organized groups with efficient operations. 

The modernization program will end the boundary system, allowing drivers to earn more within reasonable working hours, and will implement a standard to maximize the benefits of modern jeepneys nationwide. 

On December 12, President Ferdinand Marcos Jr. announced that the government will not extend its year-end deadline for jeepney drivers to consolidate into cooperatives or corporations.

However, on December 28, the Land Transportation Franchising and Regulatory Board (LTFRB) announced that non-consolidated jeepneys could continue to operate on specific routes until January 31. This announcement was made despite the deadline for public utility vehicle (PUV) operators to consolidate operations or at least submit applications before the end of the year.

Since the start of the modernization program, some transport groups have labeled it as ‘anti-poor’. They argue that the responsibility of upgrading their vehicles will fall on the operators and drivers. Additionally, they suggest this could be a scheme to boost vehicle sales for foreign businessmen and large automotive companies.

According to a timeline by CNN on the government’s PUV phaseout program, transport groups like Piston, Stop and Go Coalition, Manibela and FEJODAP  have conducted a series of nationwide protests since 2016. Online petitions such as ‘ No to Jeepney Phaseout and Public Utility Vehicle Modernization Program’ and ‘ NO TO JEEPNEY PHASE OUT ‘ were created.

On November 20, jeepney drivers held another strike against the government’s December 31 deadline. 

PISTON national president Mody Floranda stated, “Wag na nila lituhin ang taumbayan. Ang franchise consolidation ay phaseout. Ang franchise consolidation ay pagbawi at pagmasaker sa mga indibidwal na prangkisa at pagpasa nito sa mga malalaking transport corporation na sila lang may kapasidad na magbayad at sumunod sa mga pakana ng gubyerno.” 

The jeepney phase out brought by the modernization program brought several challenges to drivers and operators. The government is urging current drivers and operators to surrender their franchises, offering financial assistance for new vehicle acquisition or career change. 

The new Public Utility Vehicles (PUVs) are expensive but compliant with regulations and more efficient. A ‘Cash for Clunkers’ program is being considered to incentivize the scrapping of old PUVs. However, the acquisition of land for operations presents a challenge, especially in developed areas with high land values.

Furthermore, Public Utility Vehicle (PUV) drivers and operators face challenges transitioning from a single franchise system to forming cooperatives, due to lack of knowledge in paperwork and business planning. 

Additionally, securing loans is difficult due to the absence of viable business plans and banks’ requirements for clean records. Some PUV suppliers assist with paperwork, but resistance remains, particularly regarding banks’ handling of earnings and expenses once loans are granted.

In a recent report by CNA, there are concerns that the impending consolidation could result in the loss of thousands of jobs for drivers and operators who don’t join a cooperative and potentially increase transport costs.

Many traditional jeepney drivers are skeptical of the modernization program, believing that the traditional scheme offers better take-home pay.

Consequently, small jeepney operators are uncertain about how to form a cooperative due to a lack of information and support from the government. They also worry about losing money to corrupt or poorly managed cooperatives.

One operator expressed, “The modern jeepneys will be owned by the cooperative, not us. We would just be employees, so we don’t like the programme.”

Another operator said he feels he has no option but to relinquish his small business if it enables him to send his children to school.

“If they phase out jeepneys, many will starve and lose their livelihood. Many of us are 40 to 70 years old,” one driver said.

The jeepney phase-out in the Philippines, aimed at modernizing public transport, has been met with considerable opposition. While the plan promises improved efficiency, safety, and sustainability, concerns persist about the economic impact on drivers and operators. The transition to a cooperative system, high costs of new vehicles, and potential job losses have sparked nationwide protests led by transport groups who believe that the program is ‘anti-poor.’ 

Sources: (1) , (2) , (3) , (4) , (5) , (6) , (7) , (8) , (9) , (10)

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#OPINION | Jeepney modernization: An erasure of livelihoods

The Science Scholar

by Katch Viernesto and Siobe Saavedra

“ Sana intindihin niya kaming mga maliliit, kaming mga driver.”

(I hope he understands us who are below, us drivers.)

These were the words of jeepney driver Danilo Santos , calling on President Bongbong Marcos to consider their side on the approval of the Memorandum Circular №2023–013 by the Land Transportation Franchising and Regulatory Board (LTFRB) last February 20.

As one of many jeepney drivers, he rightfully feared for the loss of his source of income. The circular states that individual operators of Public Utility Vehicles (PUVs), including jeepneys, are allowed to operate only until June 30 of this year unless they join a “consolidated entity.” This deadline has since been extended to December 31.

Despite the government’s promises of no one being left behind , this requirement — along with its plans of “modernizing” PUVs — poses a threat to the livelihoods of hundreds of thousands of drivers and operators who are supporting their families. Instead of actively destroying the industry with their current, insensitive plans that provide little to no assistance for Filipino workers, the government must rethink the modernization program to ensure that it actually improves it.

‘Modernizing’ transportation

The gears of the government’s PUV Modernization Program, headed by the Department of Transportation (DOTr), have been turning since June of 2017 , with objectives including “safe and comfortable transport” and “fair regulations.” Since its launch, there have been plans of phasing out traditional jeepneys and other PUVs, in addition to the proposed consolidation of franchisers.

Until now, the government urges jeepney operators to replace their jeepneys with more environmentally friendly ones, as all PUVs contribute to 15 percent of the total particulate matter emissions in Metro Manila. Despite seemingly noble intentions of safety for commuters and operators alike, “modernized” jeepneys, manufactured by large and sometimes even foreign companies, that run on electricity or more eco-friendly fuel are significantly more expensive and high-maintenance.

These cost around Php 2.4 to 2.6 million — a drastic comparison to the Php 200,000 to 600,000 cost of traditional jeepneys. This is a demanding ask for a single jeepney operator who earns around Php 2,000 a day and does not work a nine-to-five job. The amount that the LTFRB offered as subsidy is a mere Php 160,000, which covers only 5.7 percent of the total costs.

No matter if the operator loans or uses their own money to acquire and successfully maintain a “modernized” jeepney unit; they would still have to work more and even possibly hike up their fare prices to make up for the costs. This would also adversely affect commuters, a large chunk of which are working class.

If the government wants to meet its set objectives, then it should instead support jeepney manufacturing industries, allowing them to make their designs more environmentally friendly instead of forcing operators to buy from large companies. The government should be the ones shouldering these costs — especially if it chooses to go through with jeepney phaseout — not the drivers and operators. If people are being made to trade their source of income for something better for the environment, the least the government can do is provide them with the resources they need to follow through with this change.

It is appalling to think that they would just expect jeepney drivers and operators to abandon a steady source of income and even pay for it out of their own pockets with no guaranteed promise of a better situation.

If cards were dealt, these people would be the ones with the losing hands.

Anti-poor and anti-people

What good are national development and modernization if they fail to include everyone in their progress?

The only possible evidence that the government actually considered the affected sectors is its extension of the deadline to give operators more time to consolidate — a weak attempt at that.

While Transportation Secretary Jaime Bautista did claim to offer a discussion with drivers associations about the program, this inclusion in the conversation is yet to happen. Not only has this not happened, but it was only suggested after they received criticisms for the implementation of the rule. Yes, these plans have been made public since 2017, but springing such a relatively near deadline on jeepney drivers without prior discussion was, at its core, insensitive.

The government’s objective to have all operating jeepneys enter a consolidated entity endangers — and may even kill — the livelihoods of operators; smaller operators might not be given the chance to keep their jobs and participate.

With a big corporation to work for and please, there is a possibility that every jeepney driver and operator would be required to meet a daily quota. And with a daily quota to reach, there is another possibility that they would be able to only partially keep their earnings while the rest would go to the consolidated entity they are under. This is privatization painted with the guise of modernization.

Before the announcement of the LTFRB memorandum, a driver owned their own jeepney and could keep every coin and every bill received from commuters. But if they don’t because of this new directive that’s anti-poor and anti-people in almost every direction you choose to view it, there would be yet another reason for a fare hike and a more back-tiring decade of driving.

With their demands falling on deaf ears, affected transport groups and other Filipinos who wish to support them were left with no choice but to hold a week-long transport strike last March 6 to 12 to criticize the government, the supposed primary purpose of which is to serve its people.

To spark citizens’ outrage even more, reports of harassment and intimidation were made before and during the strike itself of police officers threatening those who would or did participate in it. The government has so many plans of “modernization” when it couldn’t even plan to treat its citizens right. This oppression and direct violation of their basic right to expression just adds to the everflowing list of proof of the administration’s incompetence and thoughtlessness.

Phasing out a piece of culture

Traditional jeepneys are iconic symbols of Filipino culture — colorful, open-air minitrucks originally created from U.S. military jeeps post–World War II, reproduced for Filipinos’ transport needs. They are the most popular form of public transport in the Philippines as they are extremely economical and affordable for the people.

Jeepney art is usually characterized by vibrant and imaginative designs inspired by Filipino folklore and culture. The limitless style is reminiscent of mural art and a canvas for Filipino artists’ self-expression.

With the modernization of jeepneys, these artists’ creativity is erased in favor of blank, impersonal PUVs, eventually leading to an erasure of this form of Filipino artistry and expression.

Behind this art is the talent of local jeepney artists whose livelihoods are also at stake due to the jeepney modernization. If anything, they should continue to be employed to incorporate similar art on modernized PUVs to encapsulate the significance these vehicles have in our country and for its people.

Without it, we are left with the loss of yet another piece of our culture, which would not exist at all without the hard work of both jeepney artists and operators who strive to keep that part of our culture alive. The government again refuses to see past their myopic lens of nationwide development to actually recognize what is happening: jobs are being destroyed, and both the people and their cultural identity are starting to struggle because of their decisions.

No one left behind

In reality, modernization is not something that people should fear and reject; but if it is being steamrolled amidst legitimate public concerns, then the government should reassess and change it. Working toward the betterment of the community should be a collective effort, not something that leaves jeepney drivers to fend for themselves.

For now, we have the formidable power to use our voices to incite change, take a stand, and provide our unwavering support for those affected. Even with all the obstacles, we must remember that this fight is larger than one might think; this memorandum is not as simple as it seems.

With strike after strike and protest after protest, we must continue to fight as the government continues to dismiss.

Written by The Science Scholar

The official English publication of the Philippine Science High School–Main Campus. Views are representative of the entire paper.

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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.

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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.

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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.

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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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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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Should Jeepneys Be Phased Out?

Back in May, our Philippine correspondent, HAROLD, wrote  this article  which resonated with many road users in The Philippines. Here is the translated version. 

Jeepneys numbering around 400,000 nationwide are used by 40% of Filipinos, particularly those from the lower income groups. This is the cheapest form of transportation whereby passengers are charged Php 7.50 (USD0.15) per 4-kilometer ride. Truth be told, riding a jeepney is a bit of a challenge: 18 passengers are forced into the vehicle; it is uncomfortable; there are no air conditioning making it too hot and lacking proper ventilation; it can be smelly sometimes and, the bonus of it all, you are breathing in polluted air.

Jeepneys started becoming popular after World War II. The old jeeps that the Americans left behind were converted and expanded into vehicles of public conveyance. They were painted with multi-color schemes and accented by decorative stuff, making them more like moving road decoration than transport vehicles. They have in fact become a cultural symbol of the Philippines and miniatures are popular souvenir items.

The problem however is this: Jeepneys also became the leading cause of traffic jams in the metropolis because they stop to load and unload passengers wherever and whenever they like. Because jeepney drivers need to reach a daily quota (they call it “boundary”), they all crowd at certain spots where passengers are waiting for a ride and, hence, take up 2 to 3 lanes of the road, despite the utter anger and boiling tempers of the vehicle drivers behind them. This anarchic lack of discipline on the part of the jeepney drivers is justified by them as “pursuit of lowly livelihood”, as if saying that the inconvenienced motorists following behind them are not pursuing some form of livelihood.

Aggravating the problem is the fact that jeepneys are powered by surplus second-hand engines from Japan; they lack proper preventive maintenance and emit harmful emissions, making them like killing machines. There are even jeepneys that are not roadworthy, unfit to move on roads, much less carry passengers—with one smash of a baseball bat, such jeepneys will disintegrate.

These problems are made even worst ironically by some (not all) jeepney drivers who claim in the posters they hang on their jeepneys that “jeepney drivers are sweet lovers”. Yet they are notoriously undisciplined, discourteous, vulgar and inconsiderate.

SO HERE IS THE IMPORTANT QUESTION – WHAT DO WE DO WITH THESE JEEPNEYS? HERE ARE WHAT SOME QUARTERS ADVOCATE:-

• Phase out the old jeepneys and replace them with  Electric Powered & Air-Conditioned Jeepneys  for a more convenient and pollution-free ride. This is now piloted in the city of Makati but the cost of acquisition is high, hence tripling the fare;
• Remove all the jeepneys from the streets of Metro Manila, Metro Cebu and Metro Davao, and  replace them with proper  “London” passenger bus with wide doors for faster loading and unloading  (a few of these are now on the roads), and let the still roadworthy jeepneys ply the routes in the rural areas with insufficient transport, so that the “sweet lover drivers” will not lose their livelihood;
• Remove all the jeepneys and  replace them with proper mass transit train and bus service . This is a long-term solution but in the short-term, while the expansion and extension works are now being implemented by the Duterte administration, triple the number of trains in our LRT 1, 2 and 3 lines so that the train interval becomes every 3 minutes—this is not rocket science!;
• The first thing to do immediately is  impound all jeepneys unfit for public conveyance  and give the operators 3 months to replace them with electric jeepneys, or move their franchise to less motorized areas in the provinces, using vehicles fit for public conveyance and are pollution-free;
• Designate “Loading and Unloading” zones for jeepneys.  This must be strictly enforced. Jeepney drivers and passengers alike should both be penalized for violating this rule;
• For jeepney drivers who violate the traffic rules, don’t confiscate their licenses because many of them simply use fake licenses;  impound their jeepneys instead  so it deprives them of their livelihood and the operator then are inconvenienced also;
• Drivers should  wear proper uniforms with clean shirts and shoes  so they don’t look like criminals and drug addicts;
• Demolish illegal jeepney terminals . Roads and Sidewalks are not terminals.

PLEASE LEAVE YOUR COMMENTS AND OPINIONS SO THAT WE CAN BRING THEM TO THE ATTENTION OF OUR POLICY MAKERS. LET’S FIND A BETTER SOLUTION FOR THE STILL UNSOLVED TRAFFIC MESS IN THE METROPOLIS.

image source: filipinoaustralianjournal.com.au 

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Jeepney phaseout: It’s more than just new vehicles

INQUIRER COMPOSITE IMAGE: DANIELLA MARIE AGACER FROM AFP AND INQUIRER.NET FILE PHOTOS

MANILA, Philippines—The validity of provisional authorities (PAs), which allows individual operators to ply traditional jeepneys, has been extended again but transport group Manibela vowed to proceed with its week-long strike from March 6 to 12.

Mar Valbuena, national president of Manibela, told INQUIRER.net that the Land Transportation Franchising and Regulatory Board (LTFRB) did not heed any of the group’s calls.

“We will proceed with the strike. What the LTFRB released is just an extension of our agony since it did not contain any of the provisions we have been asking them to include,” he said.

READ: Week-long transport strike on March 6 will continue, says Manibela

It was on Feb. 27 when transport groups, like Manibela and Piston, decided to stage a week-long strike to protest the “phaseout” of traditional jeepneys and convince the LTFRB to shelve the implementation of the Public Utility Vehicle Modernization Program (PUVMP).

GRAPHIC Ed Lustan

As stressed by Piston national president Mody Floranda, “drivers and small operators are ready to protect their livelihood because the lives of their families are at stake, especially at a time of intense economic crisis.”

But on March 2, the LTFRB said it decided to extend the validity of the PAs, or franchises, of traditional jeepneys from June 30 to Dec. 31 to give individual operators “more time” to consolidate into corporations or cooperatives.

This, as based on the Department of Transportation’s (DOTr) Omnibus Franchising Guidelines, only individual operators, who are able to join an existing consolidated entity on or before the deadline, shall be allowed to have their PA extended.

READ: Jeepney franchises extended

The LTFRB, however, stressed that the decision to extend the validity of PAs was not brought by pressure from the planned strike, which Manibela said was expected to be backed by close to 100,000 drivers and operators all over the Philippines.

Based on data from Manibela, out of the 100,000 drivers and operators, 40,000 are in Metro Manila. So as a result, millions of commuters will be affected, Elvira Medina, chairperson of the National Center for Commuters Safety and Protection, said.

She told CNN Philippines that 8 million commuters in Metro Manila alone will directly feel the impact of the week-long strike. Local executives in the region already directed the deployment of all available vehicles to provide commuters with free rides .

‘Modernization’ hits hard

Looking back, it was in 2017 when the government launched its biggest non-infrastructure program through DOTr Department Order No. 2017-011, or the PUVMP.

This, as the DOTr said it shall reduce reliance on private vehicle use and move toward environmentally-sound mobility solutions, and shall develop and promote high quality public transportation systems.

As stressed by retired University of the Philippines Los Baños professor Teodoro Mendoza, who wrote a paper on addressing the “blind sides” of the PUVMP, the program seeks to replace old PUVs, including jeepneys, with modern ones.

Mendoza’s “Addressing the ‘blind side’ of the government’s jeepney ‘modernization’ program” was published by the UP Center for Integrative and Development Studies’ Program for Alternative Development.

“Modern PUVs,” he said are more environment-friendly and fuel-efficient to provide Filipinos with safer, comfortable, and reliable public transportation, while also mitigating the “hazards” of “inefficient and smoke-belching PUVs.

RELATED STORY: Obstacle to jeepney modernization

“However, this ‘solution’ to road safety and climate change is seen as a problem by its stakeholders, given the divergent realities in the backdrop of the program and the import-dependent nature of the said ‘modernization’,” he said.

Floranda told INQUIRER.net that drivers are not totally against the PUVMP, stressing that “what we are opposed to is the way the government is implementing the program, where big businesses, especially those overseas, are advantaged.”

Even the Senate expressed concern over the implementation of the program, saying in a resolution passed this week that the LTFRB should first address problems confronting the PUVMP.

“The LTFRB should not coerce PUV operators into complying with their guidelines without addressing the sector’s concerns, particularly on the high capital costs of acquiring modern jeeps,” said the Senate resolution.

Too expensive

As stressed by Mendoza in his 2021 paper on jeepney modernization, the PUVMP has two main “blind sides”—the high cost per unit of modern jeepneys and the possible fare hike to cover the cost.

He said based on data, modern vehicles that operate through electricity or more environment-friendly fuel are “expensive” at P2.4 to P2.6 million each in 2020, which meant an increase in capital outlay for operators of P1.4 million to P1.6 million.

Piston earlier said this was way too expensive compared to a traditional jeepney, which only costs P200,000 to P600,000. As Floranda said, if the government does not want the traditional ones, it should at least let individual operators “rehabilitate” their units.

This way, “modernizing won’t be too expensive,” he said, explaining that in one instance, an individual operator who rehabilitated his jeepney in accordance with the DOTr’s Omnibus Franchising Guidelines, only spent P900,000.

Based on the DOTr guidelines, a modern jeepney should be less than 7 meters in length with door locations allowing boarding and alighting only from the curbside, not from the rear.

It should likewise have a GNSS receiver, free Wi-Fi, CCTV with continuous recording of past 72 hours of operations, automatic fare collection system for PUJs and UV Express within highly urbanized independent cities.

The modern jeepney is “appropriate as feeder services operating in arterial, collector, and local roads, linking neighborhoods and communities to mass transit lines and bus routes, and traversing commercial, industrial, recreational, or residential areas.”

Modern vehicles, like the minibus, meanwhile should either be non-air conditioned, air conditioned, loop, shuttle, and/or express with fare collection that is based on distance and/or zone.

The DOTr stated that a minibus should be single deck with no wooden components and is 7 to 9 meters in length and should have a mini coach with emergency exit, tempered glass windows.

The guidelines provided that for urban routes, the minibus should be low entry for quick boarding and alighting, and with space for at least one passenger with wheelchair and foldable or retractable wheelchair ramp at the curbside.

A minibus operates along major arterial roads, highways, expressways and identified collector roads, and are “appropriate for corridors where demand may be sufficient for operation or larger-sized buses.”

Almost impossible

As Floranda stressed, “who would not want a more efficient and comfortable vehicle?”

The problem, however, is that acquiring a new unit, which costs P2.4 to P2.6 million each, is almost impossible for drivers and small operators who only rely on everyday operation to recoup expenses.

Floranda said a driver who is on a “boundary” agreement with an individual operator only brings home an average of P500 from over 12 hours of plying highly congested roads.

He explained that the P500 is from the P2,500 to P3,000 daily gross income of the small operator. Expenses for fuel and maintenance will also be deducted from the gross income.

“This is the reason that we are calling for rehabilitation as a way to ‘modernize’ instead,” Floranda said, stressing that rehabilitation will also strengthen the local industry, which in turn is expected to provide more jobs.

Dindo Rosales, a representative of the Alyansa Kontra PUV Phaseout, said “we are against this deadly modernization program that promotes loans,” pointing out that drivers don’t want themselves to be buried in debt.

RELATED STORY: Jeepney operators strike back

As explained by Mendoza, to address the high cost of modern PUVs, the Development Bank of the Philippines and the Land Bank of the Philippines had each designed a loan facility for the program.

‘No to consolidation’

One more reason for the opposition to the PUVMP is “Industry Consolidation,” which aims to “put together the fragmented transport industry by encouraging single operators and drivers to come together as one legal entity.”

Based on the DOTr’s Omnibus Franchising Guidelines, only corporations or cooperatives with at least 15 vehicles would be allowed to apply for new franchises, restricting small-capacity vehicles on main roads.

However, some small operators are protesting, stressing their concern that they do not have enough resources to complete the requirement of 15 units.

Ricardo Rebaño, president of the Federation of Jeepney Operators and Drivers Association of the Philippines, pointed out that operators would need to pay a monthly amortization of P475,000 to operate 15 modern vehicles.

As stressed by Floranda, mandating operators to consolidate their individual franchises under a cooperative or corporation is “wrong, deceitful, and coercive” as it deprives operators of their rights and privileges as individual franchise holders.

He said “only big corporations with single consolidated franchises have the financial capacity to purchase and fully comply with the current PUVMP schemes.”

It was explained by Floranda that once you consolidate your franchise under a cooperative or corporation, you surrender your right to have an individual franchise: “Once you fail to shoulder the weight of expensive modernization, you have nothing to go back to.”

“What happens to the consolidated franchise of your cooperative? It will be bid out by the LTFRB to large corporations who have the capacity to pay for imported minibuses promoted by the government,” he said.

With the new deadline set on Dec. 31, individual operators have 10 months to consolidate.

As Transportation Secretary Jaime Bautista said, “the phaseout will happen in areas where the modernization program is almost already implemented in full.”

“But in areas where we think that we know it’s hard to get new equipment right away, we will give operators a chance to join cooperatives to consolidate so that they get the help they need to get new equipment,” he said.

Bautista assured operators that “no phaseouts will happen yet in areas where new units still cannot realistically operate.”

Some 61 percent, or 96,380 of the 158,000 target jeepneys nationwide, have complied with the consolidation requirements of the public utility vehicle (PUV) modernization program, the LTFRB said.

Joel Bolano, LTFRB technical division chief, said across the Philippines, there are already more than 5,300 units of modernized jeepneys operating.

Gov’t will help

“We are willing to bend backward, suggesting to the board of LTFRB to relax the requirements to enable drivers to [adapt] to the program,” Bautista said.

He said “we even offered to dialogue with drivers associations displeased with the PUVMP to explore how they can be accommodated into the program.”

Bautista, however, did not specify which requirements he was referring to, but the LTFRB told INQUIRER.net that this is the same order that moved the LTFRB to extend the deadline until Dec. 31.

Mendoza explained that there are two numeric aspects of the PUVMP that must be considered to complete the program, assuming that there is no more opposition from the drivers and operators.

“These are the speed of local assembly of the modern jeepneys and financing for the jeepney units,” he said.

READ: As strike looms, gov’t moves jeepney franchise deadline

“With the very slow rate of local assembly of modern jeepneys (at only 1,000 units per year), it will take 70 years before all the traditional jeepneys in Metro Manila will be replaced with modern jeepneys,” he said.

Then for all traditional jeepneys in the Philippines to be replaced, it will take 270 years, even if there is no more opposition from drivers and operators.

A large amount is also needed for the program, he said.

For Metro Manila alone, about P11.68 billion is needed for the 73,000 traditional jeepneys to be replaced. To replace 300,000 traditional jeepneys nationwide, financing will amount from P540 billion to P750 billion.

“Given this, will government banks have sufficient money to fund this enormous project of the government and will these banks provide loans to new cooperatives that are yet to have a track record in managing huge amounts of loans? The expensive modern jeepney seems to present an insurmountable problem rather than a solution,” he said.

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“Achieving the goals of jeepney modernization requires a considerable amount of resources (e.g., funding and infrastructure) and suitable management (e.g., cooperative-led or private-led fleet management),” he said.

RELATED STORY: Senators bat for postponement of traditional jeepney phase out

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Modernization, yes; jeepney phaseout, no

Dear President Marcos Jr.,

I, Michael Benedict Ordenes, a senior high school student from Laguna, am writing to express my deep concern regarding the proposed jeepney phaseout.

As a regular commuter and a concerned citizen, I believe that the government’s initiative toward modernizing the public transportation system should not come at the cost of completely removing the iconic jeepney from our roads.

The jeepney is not just a mode of transport, it is a part of our culture and heritage. For decades, it has been serving the people of the Philippines and is considered the backbone of our public transportation system. While modernization is necessary, it should not completely eliminate jeepneys from our roads. Instead, we can make efforts to modernize them by adhering to the basic standards for a public transport vehicle that ensures the comfort of both drivers and commuters while still maintaining their classic look.

It is also imperative for the government to recognize the importance of supporting the livelihood of jeepney drivers and operators. The phaseout has been met with resistance as it presents a significant financial burden to the affected parties, from the prohibitive cost of the new vehicles to other additional expenses such as fuel, maintenance, and repair.

I urge the government to take immediate action and cease the ongoing jeepney phaseout until a viable solution that works for all is reached.

Michael Benedict Ordenes

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Commentary: #NoToJeepneyPhaseout is more than just a laugh fest. It is also a protest

• 06 March, 2023
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If you’ve been scrolling through your news feed for the past few weeks, you probably know by now that Filipino social media is abuzz with the news of the looming jeepney phaseout.

Yes, we’re talking about the traditional jeepney phaseout that the government has been pushing to happen since 2017.

But in case you’re wondering what’s going on, allow us to fill you in with a brief explanation.

While the news of the jeepney phaseout is nothing new, it has once again made rounds online after the Land Transformation and Franchising Regulatory Board (LTFRB) issued a memo indicating the assailed phaseout of traditional jeeps after June 30 which was then extended once again to December 31.

In the memo, the old-style jeeps and UV Express will not be allowed to operate after the deadline unless they start to join existing cooperatives or form a consolidation , as stated in the Public Utility Vehicle (PUV) Modernization Program.

Understandably, this decision was met with criticism and protests from the transport groups, resulting in a weeklong nationwide strike to contest the impending phaseout.

The news also didn’t sit well with many Filipinos, and as a result, they turned to social media to express support for the jeepney drivers using the tag, “#NoToJeepneyPhaseout.”

Now, while the subject is no laughing matter, some Filipinos were able to find a way to make the whole situation funny in the format everyone knows best: memes.

Filipinos online are meme-fying and shitposting about the topic to give light to the issue, and it’s difficult not to laugh at them, though:

Queen Nicki Minaj has spoken and she’s taking a stand. We stan the queen of rap! Pero bakit wala siyang suot na face mask?

Vin Diesel believes that nothing is stronger than family so he’s also protesting for #NoToJeepneyPhaseout. A real hero.

Hands up if you can relate to this! Jeepneys are the best place to review for your exams and we can attest to that.

A jeepney offering committal services? Now, we wouldn’t see any of that if our traditional jeepneys will be phased out.

#NoToJeepneyPhaseout pic.twitter.com/4iNChqKPMr — Mbti but pinoy (@mbtibutpinoy) March 5, 2023

Sung Bora said #NoToJeepneyPhaseout pic.twitter.com/4o9jYH29VV — ⭐ (@GEMISODA) March 3, 2023

https://twitter.com/rebo1usyon/status/1632196066862039040?t=kVPNT10RgmmxdXNw-jkClg&s=19

#NoToJeepneyPhaseout 🥺🥺 pic.twitter.com/nvKt2cJg6c — POST MALOI (@vicotinamide) March 5, 2023

#NotoJeepneyPhaseOut pic.twitter.com/8HldfcgsvW — Pura Luka Vega 🙃 (@puralukavega) March 3, 2023

Blackpink said #NoToJeepneyPhaseout pic.twitter.com/ahbkp6QTzg — Kai ☕️ (@kaimeanschicken) March 3, 2023

While the jeepney phaseout issue inspired a plethora of memes and generated all sorts of shitposting, let’s remember the real reason why it has been trending for the past few weeks.

Let’s not forget that the #NoToJeepneyPhaseout is more than just a laugh fest; it’s the call of our jeepney drivers and operators, transportation groups, and activists alike against the looming phaseout that’s about to happen. It’s a protest against a policy that will affect thousands of people.

Sure, the modernization of our country’s transportation system may be “long overdue.” We definitely understand that for a country to progress, a lot of things will have to change to respond to and keep up with the current and future climate.

But how can a country progress if the government plans to implement policies that are anti-poor and anti-people?

You see, the transportation groups are not against the idea of modernizing PUVs. However, the current policy that the national government is proposing raises a lot of concerns with the first one being that modern vehicles are way too expensive .

Imagine having to buy modern jeepneys and mini buses that cost over P2 million with an income that is not enough to meet your daily needs, with an inflation continuing to skyrocket to top it all off.

Sure, the government is willing to help by providing loans to the small-time jeepney operators, but they’re just pushing them into debt with a nearly impossible way to get out.

Let’s not also forget that the commuters are heavily affected by the looming phaseout. Along with the privatization of our public transportation, fare hikes will also be in effect to keep up with the maintenance cost and possibly to pay their loans.

With the phase-out of the traditional jeepneys, the PUV drivers, operators, and commuters’ livelihoods are at stake.

Now that today’s the first day that the transportation groups will take to the streets to call for the government’s attention to their plights, let’s understand where they’re coming from and not be mad at them. If we already have a hard time commuting right now, imagine what will happen to all of us if the government decides to push through with its anti-poor program.

As the saying goes: “Sa laban ng tsuper, kasama ang komyuter.”

#NoToJeepneyPhaseout pic.twitter.com/YHjbKVtEAA — nook 🇵🇸 (@kiansillano) March 4, 2023

So, #NoToJeepneyPhaseout. Periodt.

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EDITORIAL - Modern jeepneys good, but...

Yesterday was the first day of a week-long strike in several parts of the country to protest the government’s plan to phase out the traditional jeepneys.

We sympathize with the plight of those who stand to lose their livelihood, but it must be said that we cannot solve our public transportation woes unless we put something better on the road.

The traditional jeepneys we have now just cannot cope with the volume of passengers, or make the requirements to keep the planet livable.

Jeepneys evolved from the General Purpose --GP, hence the word jeep-- vehicles left behind by Americans after World War II. It could fit five at most, driver included. The traditional jeepney was born after some entrepreneurs modified them, put a roof over them, and extended the rear to accommodate passengers.

Over time jeepneys became bigger while still retaining the same familiar design; a small and constricted cockpit, side-facing passenger seats, and rear exit/entry. For a while the jeepneys were a source of Filipino pride and ingenuity, some were even seen as works of art with their unique paintwork.

But over time it became obvious they could no longer support the needs of the modern transport system. Which is why Metro Manila turned to the MRT, the LRT, vans-for-hire, and even motorcycle taxis.

That is also becoming true for many cities outside the capital. In Cebu City one only has look at the frantic early morning and late afternoon rush for vehicles to realize that we need something better than the jeepneys we have now.

It also became obvious many jeepneys are poorly maintained. Many have sharp edges in the passenger cabin, rust in the interior, and insufficient cover for passengers when it rains. Breakdowns in the street are also common. Many jeepneys also belch smoke into the air, causing pollution.

All that said, some drivers’ organizations and other stakeholders are right in saying the government cannot just require them to switch to modern jeepneys and not help in acquiring them.

“They didn’t mention how we can acquire the technology that they say are needed to create a fully electric jeepney. They just left us without any tools to do what they want in this modernization program,” said Sarao motors plant supervisor Ed Sarao.

If a jeepney plant supervisor like Sarao is having a hard time modernizing, imagine how small-time operators or owners of single jeepney units will do.

Before imposing their deadline, the government must help to make sure those who need to have modern jeepneys can get them.

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NO to Jeepney Phaseout and Public Utility Vehicle Modernization Program

Why this petition matters

Jeepney operators and drivers will only fall into deeper poverty should the government’s public utility vehicle modernization program, which includes phasing out old units, push through. Transport groups Stop and Go Coalition and Piston (Pinagkaisang Samahan ng Tsuper at Opereytor Nationwide) stressed this point, saying they support rehabilitation of the public utility vehicle sector but oppose a phaseout of the venerable jeepney, an icon of the post-war era. “Malinaw na 'anti-poor' ito at ang mga mayayamang negosyante ang magtatamasa sa programang ito,” Stop and Go Coalition president Jun Magno said.

He said small operators and drivers cannot afford to take on new loans to buy new vehicles. This, despite the government promising to make P1.5 billion in financial assistance available so transport cooperatives and corporations can upgrade their fleets.

“Hindi kami papayag na magkaroon ng panibagong utang. ‘Yung kita nila ngayon [napupunta na] sa maintenance, pamilya,” Magno, whose group held a transport strike on Monday, said.

Transport groups opposing the modernization of jeepneys also warned that the current minimum fare of P8 would go up if the government program pushes through. 

Under the government’s modernization program, old jeepneys — those older than 15 years — will be replaced by electric-powered or Euro 4 compliant vehicles. Euro 4 is a set of emission standards on particulate matter, carbon monoxide, nitrogen oxides and hydrocarbons.

Jeepneys on the road are powered by Euro 2-compliant engines.

Other proposed specifications for the improved public vehicles include closed-circuit television cameras, a GPS navigation system, automatic fare collection system, dash cameras and Wi-Fi.

The PUV modernization program seeks to phase out old and dilapidated jeepneys and replace them with high-quality transport systems that are environment-friendly and have greater capacity.

The program is also seen as a solution to decongest the traffic-choked streets of the country.

It was officially launched on June 19.

During the launch of the program assistance to transport corporations and cooperatives, Transportation Secretary Arthur Tugade, however, said the reform in road-based public transportation is “not-anti poor.”

Tugade said the program “is not designed to phase out jeepneys or the jeepney business. It is actually designed to strengthen [and] to guarantee the profitability of this jeepney business to move on and go on.”

On Monday, a transport strike was staged by jeepney drivers and operators protesting against the phaseout of old commuter vehicles.

During Stop and Go’s press conference last week, they expected 100 percent participation of jeepney operators and drivers in the strike.

It, however, failed to paralyze transportation in Metro Manila and nearby provinces.

LTFRB Spokesperson Aileen Lizada said the transport strike had “very minimal” effect. She said the only areas affected were Commonwealth, Litex, SM Fairview and Sandiganbayan in Quezon City.

Stop and Go Coalition called off the planned second day of the transport strike.

This was the third transport strike organized by the Stop and Go Coalition.

Transport groups Piston, Federation of Jeepney Operators and Drivers Association of the Philippines, Alliance of Concerned Transport Operators, Land Transportation Organization of the Philippines, Pasang Masda, Alliance of Transport Operators and Drivers Association of the Philippines and others did not participate in the strike.

Piston said Monday that it is planning a nationwide strike next month. 

Stop and Go and Piston criticized FEJODAP, ACTO, LTOP, Pasang Masda and ALTODAP for supporting the government’s modernization program.

Magno warned that they will reorganize and set up a bigger transport holiday if that is what it takes for President Rodrigo Duterte to listen to their pleas.                                                                                       

Last month, the group's petition to stop the government’s modernization program was denied by the Quezon City Regional Trial Court Branch 18

For me jeepney drivers will be miserable if their jeep is broken and replaced with the latest jeepneys. Many are losing their jobs and the latest jeepneys now cost around 1.5M-1.6M which they still owe to the government (Landbank). So my petition is that I do not agree to jeepneys because they are part of our culture. Let's help our brave jeepney drivers.

Decision Makers

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