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Jeepney: The good and bad of the phaseout

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While a symbol of the Filipino penchant for color and resourcefulness, it also represents a failed mass-transit system as well as a tendency toward stopgap measures

By Edgar M. Sembrano, Inquirer Lifestyle

I n the context of the jeepney being a historical and cultural icon, historians are weighing in on the controversial phasing out of the iconic jeepneys and replacing them with mini buses which are being called “modern jeepneys.”

This problem stemmed from the Public Utility Vehicle Modernization Program launched in 2017 by the Duterte administration geared toward efficient and environment-friendly public transportation, which targeted the decommissioning of not only jeepneys, but buses and other public utility vehicles that are at least 15 years old.

This was supposed to be completed in 2020, but got extended several times, with the latest extension in early March 2023, when the Land Transportation Franchising and Regulatory Board postponed yet again the deadline to end of December this year.

The latest extension was due to the threat of a week-long nationwide transport strike participated in by transport groups Malayang Alyansa ng Bus Employees at Laborers para sa Karapatan sa Paggawa (Manibela) and the Pinagkaisang Samahan ng mga Tsuper at Operator Nationwide (Piston).

Helen Yu-Rivera, Art Studies professor at University of the Philippines-Diliman, said in an online interview that she is opposed to the jeepney phaseout, as it is a cultural icon.

Yu-Rivera said what the government can do is to allow modern jeepneys that still look like the old ones, like what Francisco Motors manufactures.

“But more than the style is the problem of cost. I think the government should subsidize modern jeepneys and give the operators and drivers enough time to procure new ones,” she said.

Unfortunate necessity

For Jose Victor Torres, History professor at De La Salle University-Manila, the jeepney has become a cultural icon, which is a dilemma for some heritage advocates.

He said the jeepney is internationally recognized as a product of Filipino ingenuity and versatility, vehicles which were no longer of use to the Americans, but which became an everyday necessity among Filipinos.

“But on the other hand, a modern economy, technology and a changing society’s needs have relegated the jeepney today to being a nuisance on the road, causing a range of problems from pollution to lack of road discipline,” he said.

On the phaseout, he said it is “an unfortunate necessity, but the burden should not be shouldered by the drivers.”

Vehicle purchase, he said, should be driver-friendly, as drivers only earn a measly amount a day.

“Unfortunately, the present plan is so short term in implementation that all it will do is add to the poverty and unemployment of the populace,” Torres said.

“A cultural icon will not feed a driver and his family unless the government does something to solve this imbalance of cultural recognition and survival,” he added.

First made from repurposed American jeeps after World War II, the jeepneys, commonly called dyip, were small at first, and grew bigger over time.

Rene Javellana, S.J., former director of the Fine Arts program of Ateneo de Manila University, said the problem here is more than the phaseout, but the country’s poor mass transport system.

“The Philippines’ failure to develop an effective mass transport system is due in part to the aggressive campaign of car manufacturers and gas companies to block trains that efficiently move people around in Europe,” he said.

“So, while we may want to romanticize the jeepney, we also have to acknowledge its dark side: Jeepneys, private cars, buses, motorcycles and tricycles are capitulation to the gas and car companies, and this is where the problem of transportation lies,” he explained.

He said the jeepney has grown in size and evolved in shape and design through the years, from the small jeepneys of the postwar years to the 1960s, and the rounded jeepney of Sarao, to the chrome ones of Atendido and the 18-seater ones that “clog” today’s city streets.

The jeepney, he said, is indeed a cultural icon, but “don’t stop at its external bling and borloloy, but admit its problems.”

“Jeepneys are as much icons of Pinoy ingenuity or yung pwedeng pagkasyahin but also icons of shortsightedness that cannot see beyond pantawid sa gutom,” he said.

Environment-friendly

Eloisa de Castro, History professor at University of Santo Tomas, meanwhile, said that the jeepney, which she said “truly deserves to stay as a historical and cultural icon along Philippine highways and streets,” must also adapt to the changing environment.

“For this to happen, the government and the private sector should put their heads together and the government must concretely show its support by funding both public and private engineering and technological institutions to create green jeeps so they do not do further damage to the earth,” she said.

She also suggested that the government may forge links with the Japanese government, Japan being known for their technological advancements, with the private sector also doing its part in the development of green technology for the modern jeepneys, the design of which “should consider the comfort and safety of passengers of all ages.”

“This is how the jeep can remain relevant environmentally, economically, culturally and historically,” she added.

Icon of good and bad

In the book “The Camino Real to Freedom and Other Notes on Philippine History and Culture” written by Torres, the jeepneys were known to be fashioned out of general purpose or G.P. vehicles left behind by the Americans after the war as an interim solution to mass transport during that time.

Through time, Torres said, it has become an icon but is marred with a host of problems such as perennial traffic violations and accidents, plus an appearance that is far less pleasing than before.

LTFRB extends franchise of traditional jeepneys

Torres notes in the book that “even their appearance today belies its popularity as a local icon: plain gray, galvanized iron chassis instead of the brightly colored, chrome-lined bodies with the ubiquitous silver-colored horses, colored lights, and whipping radio antennas on the hood.”

The jeepneys of today also have “fewer plastic fringes and panels with logos and slogans” such as the ‘Katas ng Saudi’ with the “side panels still painted, but these are now hardly the painter’s canvas of decorative motifs, lines and colors.”

The “upholstered interiors, thick-cushioned benches and decorative wood panels” are also hardly to be seen today, he notes.

In the book, Torres admitted that the jeepney, a symbol of Filipino tenacity, is dying “but it will die a slow, fighting death.”

“And as long as it remains as a Filipino icon, the jeepney will roar, cut, belch smoke and speed along our roads for many more years to come,” noted Torres in the book, published in 2016.

‘Auto calesa’

Unknown to many, the jeepney has a forerunner in the form of an auto calesa (AC) pioneered by Russian-born American Emil Bachrach, a successful businessman who owned a number of businesses in Manila during the early decades of the American occupation, including the Bachrach Motor Co. or Bachrach Motors.

Lou Gopal, the founder of the popular Facebook group Manila Nostalgia wrote in a 2015 article that the Bachrach Motors was a distributor in the country of the American Austin and American Bantam cars from the 1930s to 1941, and “operated a public conveyance fleet that was named auto calesa,” and “the ACs were later named public utility jeeps (PUJs).”

The AC’s body then, according to Gopal, was placed on an Austin car cowl and chassis.

“The jeeps then were dalawahan or two passengers per side [and] passenger arrangement became tatlohan or three passengers per side after the war,” notes Gopal.

The jeepneys actually come in different forms and sizes, apart from the iconic ones manufactured mainly by Sarao, as the jeepneys vary from place to place.

In Malolos, Bulacan, for example, their jeepneys, called karatig (meaning nearby place), is small, to allow it to navigate the city’s narrow streets.

In Iloilo, popular are the box-type jeepneys with hoods differing according to the taste of their owners, as these can be copied from the hoods of popular vehicle brands.

And in Cebu and other parts of the Visayas and Mindanao, the use of multicabs in public transport is widespread.

MAIN PHOTO: Tourists atop a jeepney in Sagada —PHOTO BY EDGAR ALLAN M. SEMBRANO

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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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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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Analyzing the Jeepney Phaseout and Its Pros and Cons

• BusinessMirror
• August 30, 2022
• 5 minute read

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

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

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

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

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

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

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

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

Exploring the Jeepney Phaseout’s Pros and Cons

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

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

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

Higher Job Demand for the Transport Sector

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

Lessened Carbon Emissions

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

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

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

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

Possible Lack of Jeepneys

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

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

Minimal Environmental Impact

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

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

Minimal Traffic Congestion Difference

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

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

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

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

Image credits: Dreamstime.com

Related Topics

• jeepney modernization program
• jeepney phaseout
• PUV modernization

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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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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)

Also Read: A General Guide to Employees Compensation Program

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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 Modernization Debate Explained: Pros & Cons & Latest Updates

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

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

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

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

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

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

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

The jeepney modernization program focuses on the following 3 areas:

New franchising system

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

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

Improving PUVs to international standards

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

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

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

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

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

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

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

Training for drivers

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

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

A Pinoy vlogger talks about the jeepney phase out opinion

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2. why do we need a jeepney modernization program.

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

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

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

The jeepney phase out opinions differ largely among Filipinos

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

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

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

3. Jeepney modernization debate: Advantages

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

Reduce pollution

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

The all-new appearance of jeepney

Improve public safety

The Jeepneys program ensures people safety by two important things:

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

Improve punctuality

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

Enhance comfort

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

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4. Jeepney modernization: Disadvantages

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

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

Protest against Jeepney modernization program by jeepney drivers

5. Jeepney modernization debate among Covid-19

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

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

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

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

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

6. Debate about jeepney phase out: Final thoughts

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

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

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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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