Vehicle modernization program a must for clean air

ALL the furor over the public utility vehicles modernization program could have been avoided, or at least dampened, if only the Department of Transportation (DOTr) and the Land Transportation Franchising and Regulatory Board (LTFRB) did a better job in explaining its plans to the citizenry.

Media reports on the issue have been patchy, and leaves one with the impression that the government’s modernization scheme is focused solely on those kitschy but outmoded jeepneys. But in fact the DOTr’s plan involves all vehicles offering public transportation, including the buses, mini-buses, Filcabs, and the jeepneys.

There is too much misinformation about the entire program being spread by groups that are opposed to modernization such as the militant group PISTON, which recently staged a two-day jeepney strike. Government blunted the impact of the strike by declaring a two-day holiday and offering free rides to the public.

More transport groups support the program than oppose it. Officials should highlight this fact whenever they can. As much as government is pushing a major policy, it is also fighting a political war against its enemies, which includes groups that are aligned with the Communist Party of the Philippines.

President Rodrigo Duterte’s rant against jeepney drivers was less about them than it was a message to the communists and their legal fronts such as PISTON not to push government’s hand. The cussing was classic Duterte. Now everyone is paying attention to the program.

The vehicle modernization program is actually a very laudable one that everyone should rally behind. Who doesn’t want to reduce pollution in our cities? Our public utility vehicles badly need to be converted into the newer, more environment-friendly models. Public health demands it; all the rest is just political noise.

The modernization is supposed to be implemented over a three-year period, from 2017-2020, which should give drivers and operators enough time to adjust to the program. If needed, an extension can always be granted by government.

But transportation officials need to work harder on their program implementation, including addressing the specific concerns of the drivers that they would lose their livelihood. The plan is to strengthen the group of operators into transport firms or cooperatives. Drivers can then be treated as salaried employees with regular monthly pay and no required quota or “boundary.”

A masive information campaign ought to be undertaken by DOTr and LTFRB among their constituency, the drivers and operators. A simple “frequently asked questions” or FAQ handouts in Filipino will not cost much and social media can also be tapped to help explain the program’s benefits to the public at large.

Transport officials should not underestimate the impact of a well-informed citizenry on a major policy initiative.

Our jeepneys, while iconic and part of our history, are among the biggest sources of carbon monoxide and other toxic emissions. There are about 200,000 jeepneys nationwide – 60,000 in Metro Manila alone – and about two-thirds of these units are old and constantly spewing out pollutants.

Long-term exposure to these can cause significant health problems, as it impacts on respiratory, cardiac, and brain functions.

DOTr is mandating all public vehicles to have Euro 4 engines, or those that meet the international standard for reduced vehicle emissions. Newer models already have built-in catalytic converters that change a car’s toxic emissions into less harmful ones. Electric and hybrid vehicles are also part of the program.

Other new requirements for public utility vehicles: They must have a curbside entry, low entry points, security features such as anti-lock brakes and speed limiter, a global positioning system, an automatic fare collection system, and closed-circuit camera television and dash cameras.

Now how will the drivers and operators be able to afford these high-tech vehicles? The updated jeepneys will reportedly cost 11.3 million to 11.6 million. The two state banks the Development Bank of the Philippines and the Land Bank of the Philippines are offering multi-billion peso financing to operators, cooperatives, and transport firms.

But the loan rate they announced is too high – 5 percent payable over seven years. That’s market rate. If the government really wants this program to work they should reduce the interest rate to concessional levels – 1 to 2 percent should be enough margin for the two state banks.

DBP and LBP shouldn’t be making too much money from the tax-paying public anyway. They need to reorient themselves into being support banks for the priority initiatives of the government, such as this vehicle modernization program.