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Implementation, challenges and stakeholders perception of modernized Jeepneys in Metro Manila

Avi Ben P. Andalecio 1 , Kenneth Elijah C. Aquino 1 , Carissa Faye A. Cruz 1 , Aiko De Guzman 1 and Nicole Tiffany C. Kiong 1

Published under licence by IOP Publishing Ltd Journal of Physics: Conference Series , Volume 1529 , The 2nd Joint International Conference on Emerging Computing Technology and Sports (JICETS) 2019 25-27 November 2019, Bandung, Indonesia Citation Avi Ben P. Andalecio et al 2020 J. Phys.: Conf. Ser. 1529 032067 DOI 10.1088/1742-6596/1529/3/032067

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1 Department of Travel Management, College of Tourism and Hospitality Management, University of Santo Tomas

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Jeepney is one of most used public transportation in the Philippines wherein Filipino passengers used Jeepney as their primary mode of transportation in their everyday lives to get to their desired destination. However, due to its negative issues such as lack of maintenance system, ensuring the safety of the passengers and drivers, negative effects to the environment and improper loading and unloading of passengers, the government decided to implement the Jeepney Modernization program which old regular jeepneys were phased out and replaced with modernized jeepneys. This study centered on the implementation, challenges and repercussions of modernized jeepneys in the Philippines. This study aimed to determine different perceptions between three (3) stakeholders involved which were jeepneys operator/driver, passengers and modernized jeepney manufacturers included the government initiatives and agreement that is acceptable to all parties. The mixed method approach was also utilized in this study to gather data based from the views and opinions of the different stakeholders. The result showed that miscommunication and diffusion of wrong information was main cause of inconsistent perceptions, as well as the different demand of each stakeholders. The findings aimed to contribute to the upward mobility of implementation of modernized jeepneys and provided all factual data to the affected stakeholders in this study.

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E-JEEPNEYS: ONE STEP TO A MODERNIZED TACLOBAN THROUGH JEEPNEY MODERNIZATION

Authors: ACERO, Thea Marie CAMPO, Andrea Patrice DELOS REYES, Kristian VILLALINO, Glaissa

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This research assessed the jeepney vehicle in terms of ergonomics, safety and environmental factors. It established database of manufacturers and their design specification, determined the condition and design of the vehicle based on the perception and preference of jeepney drivers and passengers, and compared the parts of the jeepney vehicle using Philippine National Standards and international standards. The study revealed that most jeepney manufacturing firms have varied specifications with regard to the capacity, dimensions and weight of the vehicle and similar specification on the parts and equipment of the jeepney vehicle. Most of the jeepeney drivers and passengers want to improve, change and standardize the parts of the jeepney vehicle. In addition, the parts of jeepney vehicles have parallel specifications compared to the 4 out of 5 mandatory PNS and 22 out 32 UNECE Regulations applicable for jeepney vehicle. Finally, the jeepeny vehicle can be standardized in terms of desi...

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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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Colorful, Iconic Jeepneys May Soon Be Off the Road in the Philippines

The passenger vehicles have been ubiquitous for decades. The way the government wants to replace them with pricey new minibuses is rankling operators.

By Jason Gutierrez

MANILA — In the Philippines, they are known as “kings of the road,” colorful, open-air vehicles with loud horns and diesel engines that ferry millions of Filipinos on their daily commutes. Called “jeepneys” for their origins as U.S. military jeeps, they are cramped and stiflingly hot, ubiquitous on the busy city streets where many riders consider them an icon.

The government wants the iconic rides off the road.

Jeepneys nationwide were scheduled to be phased out by the end of the year, to be replaced by more expensive minibuses under a government modernization program. At a price of $43,600, the new replacement vehicles are more energy-efficient, comfortable and safe. But many jeepney drivers say they can’t afford them, and not having a vehicle would mean the end of their livelihood.

They also dislike the program’s approach to helping them afford the minibuses. The plan would require jeepney drivers to form a cooperative to be able to borrow funds from government banks to purchase the new vehicles. These transport cooperatives would then operate on a profit-sharing scheme, a model that drivers say will eat into their earnings and bury them in debt.

The plan was introduced by former President Rodrigo Duterte in 2017, who said the phaseout would help improve Manila’s poor air quality and ease gridlocked traffic. President Ferdinand Marcos Jr. has agreed to move forward with the contentious proposal.

This week, transportation groups; workers affiliated with the industry, such as mechanics; and drivers in Manila organized a brief work stoppage to protest the planned phaseout. The authorities had to suspend in-person classes, and businesses were told to plan for remote work as a result.

In a country with a weak public transportation system, jeepneys are more affordable than taxis and have been a preferred transportation option for decades, especially among poor Filipinos, who live off crude roads that traditional taxis don't service.

Vince Tabing, a telecommunications executive, comes from a family of jeepney makers and says he owes his success to the vibrant jeeps. Mr. Tabing, 49, remembers a childhood spent in his grandfather’s garage, Tabing Motors, which cranked out jeepneys for a half a century until the mid-1990s.

“To own a jeep is like owning a carabao. A driver depends on it for livelihood much like a farmer depends on the beast,” said Mr. Tabing. “To say to a farmer that using a carabao which he bought with 80 percent of his life’s savings is no longer allowed and should be replaced by a tractor three times the price, is insane.”

Mr. Tabing’s grandfather, Lamberto Tabing, received an old Willys jeep from the American military after World War II as a gift for being a loyal mechanic. Along with fellow mechanic Leonardo Sarao, he designed and built the first jeepney in the Philippines by putting a roof on the jeep and extending its chassis to add seats to accommodate more passengers. Mr. Sarao later split with Mr. Tabing and created his own version of the vehicle, although their original design became the blueprint for jeepneys throughout the country. Hollywood celebrities and N.B.A. stars visiting the Philippines have all had their photos taken beside one.

“My family was instrumental in the development of what is now considered a cultural icon,” Mr. Tabing said. “It’s a testament to my forefathers’ ingenuity and innovation, making something beautiful out of an old engine and scrap metal.”

The income that Mr. Tabing’s grandfather earned by making and operating jeepneys allowed him to send his children to school and branch out to other careers. Mr. Tabing said he supports the Philippines’ modernization plan but argued that it should not be so financially burdensome for jeepney owners.

Not every jeepney operator has been as lucky as the Tabing family.

Teodoro R. Ballaran Jr., a former driver who now oversees the operation of four jeepneys, said he opposes the modernization plan because only rich businessmen stand to earn from it. His fleet of vehicles brings in less than $100 dollars a day, he said. The average ride costs about 22 cents.

Still, that money has helped Mr. Ballaran send his three children to university and support his family. “And the government just wants to take them away?” he said of the classic jeepneys.

Mr. Ballaran, 69, rejects the government’s plan because it would force operators to join the cooperatives and buy the new vehicles, which he says he can’t afford. “You lose your control and rights over your own unit. It’s like they want to cook you in your own fat,” he said.

Instead of joining the state modernization program, Mr. Ballaran said he would rather sell his jeepneys for scrap. “At my age, I can’t afford to have debts,” he said. And besides, he added, the design of the new vehicles would be a departure from the jeepney’s classic look.

Mr. Duterte, the former president, once announced that the phaseout would happen by 2018, but the country’s transportation department pushed back the deadline after drivers organized a strike. While jeepneys are considered a cultural symbol of the Philippines, studies have also shown that reducing their numbers on the road will significantly cut the level of airborne toxic emissions.

Mar Valbuena, who heads Manibela, a transportation union in the Philippines, called for the strike this week in Manila. Its aim was to show the government that sunsetting the jeepneys could paralyze the city’s transportation network. Two days into the work stoppage, however, it hadn’t, though the strike did force the government to listen to the union’s grievances.

On Tuesday, representatives were invited to a meeting at the presidential palace, where they were assured that the planned phaseout would once again be put on hold. For now, Manibela’s 10,000 members are back on the road.

“I know that many of my fellow operators and drivers are angry. Who wouldn’t be if the government tells you that you only have months left to your job?” said Mr. Valbuena. “Like millions of other Filipinos, the jeepney ferried me through life, and they just want to end it?”

Retiring the jeepneys would also affect workers who depend on it for a living, such as auto mechanics, he said. Instead of totally phasing them out, the government should retain the jeepneys’ old form and design and use newer engines that are powered by cleaner fuels, Mr. Valbuena said.

“The price, of course, must be reasonable,” he said.

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Is Jeepney Phase-Out a Just Transition to Sustainable Transport System?

Photo: Rainer Ridao on Unsplash.

Tackling climate change issues require work from all sectors, including transportation. Fossil-fueled vehicles contribute to greenhouse gas emissions and air pollution , so attempts arise to make the transport system “greener”. However, the social consequences are often neglected. In the Philippines, jeepney drivers organized strikes to protest against jeepney phase-out in the name of sustainability.

Jeepney Phase-Out

Jeepneys were originally modified and reproduced from US military jeeps left after World War II. They’re an essential part of the public transport system in the Philippines as their routes are flexible with cheaper fees than taxis, trains, or motorized tricycles.

The “jeepney phase-out” is the Public Utility Vehicle Modernization Program (PUVMP), first announced in 2017. The Land Transportation Franchising and Regulatory Board (LTFRB) deems traditional jeepneys unsafe and environmentally damaging. It wants to replace jeepneys 15 years old and older with new ones that conform with the Philippine National Standards and are powered by an electric powertrain or a Euro 4-compliant diesel engine.

This phase-out demands jeepney operators to join cooperatives or corporations by the end of 2023 . This should help them attain loans and payment plans to buy “modern jeepneys”. The program intends to give a 5.6% subsidy with a 6% interest rate for seven years of payment.

Support & Criticisms 

According to government data , around 65% of jeepneys and 75% of UV Express units have already been consolidated. The LTFRB also claims that 90% of transport groups support the program. Additionally, a study from 2019 revealed that most commuters prefer to ride e-jeepneys over conventional ones when available.

On the other hand, some transport groups deem the jeepney phase-out anti-poor as it puts the burden of buying new vehicles on drivers and operators. They cost up to $50,500, over ten times more than traditional jeepneys. Another criticism is how modern jeepneys are foreign-manufactured instead of local. 

“It’s OK to have modernization for those who have money,” said jeepney driver Benito Garcia. “But for us jeepney drivers and operators, we cannot afford.”

Piston Land Transport Coalition released a document of transport groups’ demand for a pro-people, worker-led just transition in November 2022. It called the jeepney phase-out “a false solution” and that “Essentially, the PUV phase-out and modernization program merely exposes the Philippine economy’s fundamental weakness in developing its own industry, creating decent work, protecting the jobs and livelihood of its people, and addressing the climate crisis.”

Jeepney drivers and operators have been sporadically holding strikes since 2017. The most recent was the strike in major cities beginning on March 6, 2023. This strike ended in a dialogue that resulted in a promise by the government to review the PUVMP with better stakeholder involvement. 

A Just Transition 

Sustainability is more than just the environment. In pursuing a better future, we must leave no one behind. Climate actions should go hand-in-hand with social justice . It is not easy, but it is possible. All policies, innovations, and actions require robust multi-stakeholder participation and ensure the protection of the most vulnerable of the population.

Nazalea Kusuma

Naz is the Manager for International Editorial at Green Network Asia. She once studied Urban and Regional Planning and has lived in multiple cities across Southeast Asia. She is an experienced and passionate writer, editor, translator, and creative designer with almost a decade worth of portfolio.

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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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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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Marcos’ broken promise: Why jeepney drivers protest modernization

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

MINIMUM FARE. In this file photo, a jeepney driver counts coins at a gasoline station along Rizal Avenue in Avenida, Manila on February 23, 2022.

MANILA, Philippines – Jeepney drivers are calling on President Ferdinand Marcos Jr. to honor his promise of support for the transport industry now that traditional jeepneys risk being run off the road. 

Danilo Santos, a jeepney driver who has been plying the Pateros-Guadalupe route for more than 26 years, said that he voted for Marcos with the hope that his livelihood would be secure – only for that hope to once again be broken.

“ Noon pang panahon ni Duterte ‘yan. Sinusulong na nila. Tapos ito, noong maupo nga si BBM, ganoon pa rin. Binoto namin para kami maano na sa kanila, mabago na, hindi rin pala. Hindi pala kuwan ‘yung sinasabi nila na ‘Pag nanalo si BBM, wala ‘yang phaseout.’ Pero heto na naman ,” Danilo said.

(They’ve been pushing for this since Duterte’s administration. And now that BBM’s in charge, it’s still like this. We voted for him so that things would change, but that didn’t happen too. It wasn’t true what they said that ‘If BBM wins, there won’t be a phaseout anymore.’ But here we are again.)

In the run-up to the 2022 presidential elections, Marcos met with leaders of transport groups and promised that a government under him would offer a “decent home” and livelihood programs for jeepney drivers and their families. (READ: Transport factions: Loyalist backs Marcos, activist not buying promise )

During the campaign season, Marcos assured the Liga ng Transportasyon at Operators ng PIlipinas that he would prioritize a bill setting a public transport consumers tax to fund the transport modernization program.

So far, Marcos has not fulfilled these promises.

“ Sana intindihin niya kaming mga maliliit, kaming mga driver ,” Danilo said. “ Sana makarating kay Pangulong Marcos ‘yan saka sa mga taong gobyerno natin na nagpo-post ng hindi nila alam ang kalagayan namin. ”

(I hope he can understand those below, us drivers. I hope this reaches President Marcos and those in the government who keep posting messages without understanding our situation.)

Danilo is not alone in his plea. Felix Ronquiniona, another jeepney operator along the Pateros-Guadalupe route, is also worried that traditional jeepneys would soon be totally phased out under the Marcos administration.

“ Marami kaming kinakabahan ngayon na mawala ang jeep namin ,” Felix said. (There’s a lot of us worried that we’ll lose our jeeps.)

“ Ang masasabi ko po sa Presidente natin, sana intindihin kaming mahihirap. ‘Wag na iphase out ang jeep namin, ” he added. “ Saka ayaw na ayaw namin magkautang. As is na sana. Mr. President, sana po wala ng phaseout, nakikiusap kami .”

(This is what I can tell our President: I hope he can understand us poor folk. Don’t phase out our jeeps. And we really don’t want to get into debt. I hope it can be as is. Mr. President, we’re pleading with you to please not let the phaseout push through.)

Tens of thousands of traditional jeepneys could lose their franchise come June 30 after the Land Transportation Franchising and Regulatory Board (LTFRB) declared that only operators who have consolidated into either a cooperative or corporation will be allowed to operate after the deadline. 

The LTFRB asserted that consolidation was a necessary first step in its public utility vehicle (PUV) modernization program, but 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.

“ Sabi nga ng mga anak ko, ‘Eh kasi binoto-boto ‘nyo si Bongbong.’ Eh alam mo naman nakakaintindi siya ng mahirap. Eh kami mahirap lang eh. Sana ‘wag galawin itong aming jeep. Wala kaming pambayad diyan sa mga minibus na ‘yan. Milyon milyon ang halaga niyan !” Felix said.

(My kids told me, ‘Well, that’s what you get for voting for Bongbong.’ But you know that he understands the poor. We’re just poor people. I hope he doesn’t touch our jeeps. We don’t have any money to pay for those minibuses. Those things cost millions!)

LTFRB: Individual traditional jeepneys can ply until June 30 only

High costs, big business

But why do drivers and operators of traditional jeepneys oppose the PUV modernization program in the first place? Their primary concern is the prohibitively high costs that come with modernization.

A traditional jeepney costs around P150,000 to P250,000 – a big sum in its own right, but still far more affordable than modern jeepneys, which operators say cost over P2 million.

“ Kukunin mo, P2.5-P2.8 [million]. Kaya bang hulugan dito ‘yon? ‘Yung five kilometers lang ang haba ng linya namin, may mga jeep pa kami na bumibiyahe, sino kukuha ng operator na ganon kalaki ang halaga ng minibus? Mahulugan kaya niya ?” Danilo said. 

(You’re going to get something that costs P2.5-P2.8 [million]. Do you think they can pay the installments for that? Our route is just five kilometers long, and there are other jeeps along this route too, so what kind of operator will get a minibus that costs that much? Could he even pay for it in installments?)

Danilo said that drivers along smaller routes, like his route along Pateros, only make P2,000 every day. If they were to upgrade to modern jeepneys, he estimated that they’d need to make at least P3,500 per day to pay off their massive loans.

“ Sarili mo ‘yung jeep na ganito. Kumikita ka ng dalawang libo, araw-araw wala kang iniintindi. Kukuha ka ng ganon? Eh kamukha ko, matanda na ko – 63 na ako – eh kung kukuha pa ko, mababayaran ko pa kaya ‘yon? ‘Yon ang hindi naiintindihan ng ating gobyerno, ” he said.

(A jeep like this is already your own. You can earn P2,000 a day and be done with it. Then you need to get something like that? For someone like me who’s already old – I’m already 63 – if I get that, could I even pay for it? That’s what our government doesn’t understand.)

Under the PUV modernization program, operators who will transition to modern jeepneys can receive a P160,000 equity subsidy for loans. But even then, operators would have to take on millions in debt to make the upgrade.

Jereck, an operator along the Pateros-Guadalupe route, decried how the modernization program would suddenly bury him in debt when he had worked and saved up for years to buy his own traditional jeepney.

“ Halimbawa ako operator, wala akong utang, nagkautang ako ng milyon-milyon! Saan naman ako makakakuha ng milyon? Isang kahig, isang tuka na nga lang kami eh ,” he said.

(For example, an operator like me who has no debt, I’d suddenly have millions in debt! Where am I supposed to get millions? We’re just living hand-to-mouth here.)

“ Pinapanawagan ko sa ating presidente, sana makaunawa kayo. Siyempre ang makikinabang niyan mga negosyante. Paano naman ako, apat na taon akong nag-ipon? Minsan lang ako magkaka-jeep tapos ipephase out? ” Jereck said, voice cracking. “ Sana mahal na Presidente, pag-isipan mo nang mabuti. Kayo lang ang pag-asa ng taong bayan .”

(I’m calling on our president, please understand. Of course, those who will benefit are the businessmen. What about me, who spent four years saving up? It’s not every day that I can get a jeep, and now you’re going to phase it out? Our beloved President, please think about it well. You’re the only hope of the people.)

Transport group PISTON also argued that the high capital costs of modern jeepneys created a barrier of entry that favored big businesses.

“The compulsory franchise consolidation is an entry point for the corporate capture of small-capacity public transport as only huge corporations have the financial capacity to purchase the required 15 minibuses to operate a single route without being buried in debt,” said PISTON in a statement.

Tycoons have already begun to close in. In 2022, Manny Pangilinan invested P1.5 billion in modern jeepney operator Byahe, which is set to add 500 units to its fleet by 2027. Byahe currently operates in Metro Manila, Pampanga, and Nueva Ecija.

Unsupported modernization 

While drivers and operators of traditional jeepneys oppose the implementation of the program, some don’t outright reject the idea of modernization.

Allan Magayang, a jeepney driver along his route in Pateros, is all for modernizing jeepneys – if the government gives drivers and operators the proper support.

“ Para sa akin, maganda rin kasi siyempre modernization nga eh ‘di ba? Kaso nga lang mahirap eh, saan kukuha ng finance para mapalitan ?” he said. “ Parang magigisa ka sa sariling mantika mo no’n eh. Kasi siyempre, magkakaroon ka nga, magpapakahirap ka kasi siyempre babayaran mo ‘yon, samantala kung may sarili kang ganito, wala kang babayaran .”

(For me, it also sounds nice since it’s modernization, right? But of course, it’s hard because how will you finance the upgrades? You’ll be digging your own grave. Yes, you’ll get a new one, but you’ll be burdening yourself to pay all that off, whereas if you already have your own jeep, you don’t have to pay for anything.)

After more than 20 years of plying the roads, Allan is uncertain about the future faced by him and many other jeepney drivers who can’t afford modernized jeepneys. He fears that the government has no concrete plans for those who would lose their jobs. 

“ Halimbawa sa ’kin, halimbawa mawala ako sa jeep, saan naman ako kukuha? Buti kung may maibibigay sa ’kin na ano ‘yung gobyerno natin. Eh wala eh, ” he said.

(For example, if I lose my jeep, what do I do to get by? It’d be nice if the government could give us something. But there’s nothing.)

According to the LTFRB, drivers and operators of traditional jeepneys will not be required to immediately change into modern jeepneys. 

“Based on the MC [Memorandum Circular] issued by the board, kapag sumali ka [sa kooperatiba o korporasyon], even traditional [jeepney] ka pa rin, you can still continue to operate. Ang ina-address lang muna ng board is the first component, which is the industry consolidation ,” said LTFRB technical division head Joel Bolano in a press conference on Thursday, February 23.

(Based on the memorandum circular issued by the board, if you join a cooperative or corporation, even if you’re still a traditional jeepney, you can still continue to operate. What the board is addressing is the first component, which is industry consolidation.)

Bolano said that as long as they are consolidated, operators of traditional jeepneys can still ply their routes until December of this year. Once that deadline comes, the LTFRB may move on to the fleet modernization component of the program.

Asked whether traditional jeeps may still operate after December 31, Bolano said “that’s possible for as long as they will comply with the next policy guidelines that will be issued before the end of December.” 

End of the line?

Barring any extensions by the LTFRB, individual operators and drivers of traditional jeepneys have only a few months to go before the June 30 deadline to consolidate.

Romeo, a jeepney driver along the Taytay-Shaw route, has no intentions of joining a cooperative.

“ Sana hindi ganon. Sana ganito rin ang ginawa nila, binigyan na lang ng limit. Halimbawa, 15 years. Kailangan pag 15 years, palitan ng bago, di ‘yung consolidation, mahirap kasi ‘yon eh, ” he said.

(I wish it wasn’t like this. I wish they could make it like this, and then they just impose a limit, like 15 years. After 15 years, you need to replace with a new one. Not consolidation, because that’s hard.)

Upon joining a cooperative or corporation, an operator’s jeepney is placed under the name of the entity instead of the individual operator – a loss of control that Romeo dislikes.

“ Paano pag nalugi? Paano pag hindi magaling ‘yung humahawak? Malugi ‘yung korporasyon? Talo ka ,” he said. (What if they lose money? What if the ones handling us aren’t good, and the corporation goes bankrupt? You lose.)

Forming a cooperative also comes with its own costs. According to the Office of Transportation Cooperatives, jeepney operators must put up P300,000 in paid-up capital. Danilo also said that operators could spend between P20,000 to P30,000 each to comply with other requirements, such as clearing their income tax returns. For a cooperative of 15 operators, that could already cost as much as P750,000.

“ Ang daming nawalan ng trabaho, ‘yung mga gumagawa niyan. Tapos kami. Ang dami rin namin ,” Romeo said. (A lot of people will lose jobs, like those who make the jeeps. And us. There are a lot of us drivers, too.)

As of February 23, the LTFRB estimated that 61% of the 158,000 jeepneys have consolidated. The board hopes that more would join before June 30, but for some jeepney drivers like Romeo, this is the end of the line.

“ Hanggang June na lang ako. Maghahanap na lang ako ng ibang trabaho ,” he said, before excusing himself to drive a packed jeepney whose engine still seemed to be roaring with life.

(I only have until June. I’ll look for another job.) – with reports from Lorenz Pasion/Rappler.com

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This is Why We Shouldn’t Phase Out Jeepneys

With the on-going transportation strike, it is time to look back at your ‘byahero’ experience and discover the reasons why we should not phase out jeepneys. .

By Patricia Lanzagarita Photos courtesy of Jeepney Philippines November 24, 2023

As a student who studies in Manila and who lives far from the university, I tend to wake up early in the morning with concern for the hustle and bustle of the city, specifically the commuting. Throughout my experience as a student who commutes every day, my saving grace against the fear of missing out and being late for classes has been jeepneys.

With their accessibility on the roads, jeepneys became one of my preferred types of transportation, which also became a witness to my journey as a student and as an individual.

Jeepneys are embedded in our culture and also in our experiences as commuters–well, for me, if not for others. Thus, here are the reasons why jeepneys should not be phased out:

Contribution to Filipino identity

Historically, jeepneys are the products of damages from World War II. As the then cable cars were completely ruined because of all the bombings in the city, local manufacturers modified and altered them to accommodate more passengers and to mobilize the urban population of the country.

Even though it was considered a temporary solution to wake the people after the destruction of the war, jeepneys eventually became a cultural symbol of the country as they became fundamental to the lives of every Filipino, especially commuters.

Soon after, jeepneys were hailed as the ‘Hari ng Kalsada’ for their festive designs and vibrant colors, along with their roaring engine sounds, which befit the loud ornaments and designs that they have.

As it became iconic, you couldn't see a single tourist who didn't seem amused and charmed by jeepneys. Known as the backbone of Filipino transportation, it became a part of the Filipino landscape, culture, and identity as it became the symbol and source of pride for Filipinos.

View this post on Instagram A post shared by Sarao Jeepney (@jeepneyphilippines)

Least advantage to the environment

One of the goals of the modernization program is to lessen the air pollution. Yet, it is important to take note that jeepneys only constitute 2 percent of all the registered vehicles in the country.

As most Filipinos can’t afford to purchase their own vehicles, they are forced to use jeepneys, which fit their purpose of accommodating a large number of passengers.

With this, it reduces traffic, prohibits more greenhouse emissions, and reduces air pollution. In numbers, singling out jeepneys for traffic jams, road accidents, and carbon emissions won’t alter the problem of air pollution.

Phaseout’s burden to transport workers and commuters

With the recent calls for the halt of phaseout, one of the concerns that the PUV drivers are screaming about is the financial burden of the modernization program.

Modern jeepneys approximately cost P2.8 million, at least for the year 2023, while traditional jeepneys cost P200,000 to P400,000. This amount will be shouldered by the operators and jeepney drivers, which exceeds the financial capacity of a normal ‘tsuper’ who only depends on their earnings from driving a jeepney.

Furthermore, the phase-out doesn’t only affect the transport workers but also the commuters, as the accommodation for thousands of passengers in a day won’t be enough. Also, the privatization of the traditional jeepneys will result in fare hikes, which will affect students and minimum wage-earner Filipinos.

Modernization is constant and necessary, yet resonating with our experiences and transport workers’ livelihoods, jeepneys should not be completely eradicated from the roads. Find a middle ground where they can assure the livelihood of the drivers and operators while certifying the safety, comfort, and welfare of commuters.

Looking at the two sides of the coin, aside from the livelihood of local transport workers, it will also erase the profound culture of the country. The culture that once brought vibrant experiences and identity to Filipinos, which should be carried all throughout the constant changes of time.

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