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Personal mobility devices (PMD) are in the news now as the Land Transportation Office (LTO) issued a statement calling for their users to be required to get a license. Apparently, the agency is interpreting the law for people operating motor vehicles as something that extends to users of all powered vehicles. This may be an example of the law not being apt or suitable for the times and not considering the specifications or operating characteristics of these vehicles. Thus, this issue emphasizes the need to update policies and regulations and perhaps re-formulate them to be less car-oriented or biased vs. active transport as well as this emergence of PMDs as another mode choice for travelers.
I took the following photos while conversing with one of the project research staff at our center who uses an electric PMD for his commute between UP and his home in the Cubao district. He related that he alternates between this and his motorcycle. When asked if he felt safe using the PMD, he said it was the same as when he rides a motorcycle as he also wears a helmet and protective pads when using the PMD.
I’ve seen a few PMD users along my commute and for most I thought they practiced safe riding. There were some though who seem to fancy themselves as stunt riders. These are the ones who endanger not only themselves but other road users with their reckless behavior on the roads. They are not different from other so-called “kamote” drivers or riders (with all due respect to the kamote or sweet potato). Like any road user, these should also be apprehended and penalized for unsafe behavior that endangers others.
There is a collage of two photos, one taken in 1975 and another in 2019, showing buses that managed to squeeze themselves into a jam. The 1975 photo was taken at the ramp of the overpass near Liwasang Bonifacio (Quiapo, Manila). There is a commentary describing the photo that attributes ‘monstrous daily traffic jams’ to the behavior of Filipino drivers. Special mention was made of public transport drivers and the photo showed proof of this. This was 1975 and motorization had not reached the levels we are at now so the
The problems pertaining to driver behavior persist today and probably even worsened along with the general conditions of traffic in Philippine roads. I say so since the volume of vehicular traffic has increased significantly from 1975 to the present and there are much more interactions among vehicles and people that have led to a deterioration of road safety as well. Traffic congestion and road crashes are asymptomatic of the root causes of most of our transport problems. And so far, it seems we have had little headway into the solutions. The photos speak for themselves in terms of how many people can easily put the blame on poor public transport services despite the fact that cars are hogging much of the road space. And what have authorities done in order to address the behavioral issues that lead to these incidents?
Someone joked that the guy in the 1975 photo who appeared to be posing in disbelief of what happened is a time traveler. The 2019 photo shows a similar guy with a similar pose though with more people around. Maybe he can tell us a thing or so about what’s wrong with transportation in the Philippines and provide insights to the solutions to the mess we have.
I wrote earlier this year about a beloved aunt who was involved in a road crash. She was hit by a jeepney driven recklessly as she was walking; on her way to church one early morning. She was in the hospital for weeks before she finally passed away. It was painful to see her in her hospital bed, unconscious but fighting for her life.
No, I don’t feel anger anymore whenever I recall the incident and note that if the driver were just careful then she would still have been alive today. I feel sad. I feel sad and frustrated that despite all the efforts a lot of people have put into road safety programs and projects, there seems to be little in terms of the reduction of recklessness on the roads. The recent weeks, for example, are full of reports of crashes that claimed the lives of many and injured more. These often involved trucks that mowed down everyone in their paths. Then, you see a lot of motorcycles weaving in and out of traffic, many ride like stuntmen and without regard for life, limb or property as long as they can get away with it.
Additional laws in the form of local ordinances or Republic Acts will not be effective in reducing road crashes and the death toll it has brought upon us. It is the enforcement, the implementation of these rules and regulations. Rules and regulations are just words that, if not acted upon, do not have any effectiveness. And so we get to the root of the problem and that is enforcement; the lacking if not missing ingredient in the road safety broth that is necessary to save lives and create a safer environment for all. Does it deserve more attention and resources from our national government and local authorities who are in-charge of most of the enforce aspects of road safety? I do think so. Statistics on traffic-related deaths, injuries and damage to property compare strongly with if not exceed those attributed to drug abuse. When you purposely drive recklessly and crash into another vehicle or person, one is practically murderous. You also destroy the lives of people related to the person you kill or injure (e.g., that person could be the sole breadwinner of a family). The comparisons and examples are plenty and I am sure a lot of people have their own personal experiences about this as well as their opinions. For now though, let us reflect on those who perished from road crashes and perhaps think not about “what could have been” but instead of “what can be done.”
Much has been written and said about the new law against distracted driving. The people who crafted the law, Senators and Congressmen, are in agreement that their intention was mainly to address the rampant use of gadgets including cell phones by motorists. Yet, when the agencies in-charge of implementation drew up the implementing rules and regulations (IRR), their interpretation was the subject of a lot of complaints. Many opined that the IRR didn’t take into consideration actual vehicle dashboard designs or that the definition of the term “line of sight” was open to interpretation. This necessitated another round of consultations with stakeholders leading to the infographic below:
Frankly, I am more concerned about speeding, counter flowing and reckless weaving in traffic. These are equally if not more dangerous than many aspects of the distracted driving law. Quite serious would be the combination of distractions with any of the three behaviors mentioned. More disturbing would be the deliberate (definitely not distracted) or conscious acts of speeding, counter flowing and reckless weaving that are often the cases if one observes the incidence of these three driving behavior. We can only wonder about the likelihood of crashes due to these behaviors.
While stopped at an intersection, my eyes wandered to look at the vehicles around me. I took a photo of the rear tires of a truck stopped beside me. Following are some observations about the tires:
- Most if not all the tires were re-treads
- Most of the tires are worn out
- One tire is already damaged and should not have been used in the first place
Such conditions of trucks’ tires reflect the state of many commercial vehicles in the country. The same observation applies to public utility vehicles. I guess there have been many instances of tire blow-outs involving trucks and jeepneys. These have not been reported as they often lead to traffic congestion (i.e., when a vehicle is forced to stop and block traffic), which is not at all an uncommon experience to many. Few perhaps have led to high profile road crashes featuring fatalities. Still, the potential for major crashes is there and it is contributory to disasters that are always just waiting to happen in many of our roads.
I can’t seem to get over this pet peeve of mine that is the earlier move of the Land Transportation Office (LTO) for all new vehicles to adopt the same license plate design. It was an illogical move even as the LTO claimed the new plates had security features that allowed easy verification of vehicle registration. Common sense tells us that the easiest verification of whether a vehicle is for private or public utility is by simple vision. You don’t need high tech equipment to tell you that a van sporting a private plate and picking up passengers for fares is operating illegally. You didn’t need to exert a lot of effort to read the very small lettering on the new license plate for where the vehicles is registered because the first letter of the old license plates already indicated the region (i.e., the first letter corresponds to a region – ‘B’ for Region 2, ‘F’ for Region 6, and so on).
Two UV Express vehicles bearing plates that are supposed to be for private vehicles. The one on the left didn’t even make the cut for the new plates, being issued the older green plates.
I really hope that this is corrected ASAP considering that the LTO has rescinded the earlier policy and is supposed to issue yellow plates again for public utility vehicles.
My most recent post was on the inappropriateness of the new license plates issued by the LTO to public utility vehicles. New taxis, UV express and jeepneys suddenly had the back and white license that’s supposed to be issued only to private vehicles. This meant that it would be difficult to distinguish the legitimate PUVs from colorum or illegally operating ones. In the last post, I was able to show an example each for these license plates on a taxi and a UV Express van. Yesterday, I was able to get a photo of a jeepney bearing this “anomalous” plate as I was caught in an unexpected traffic jam along an otherwise free-flowing road in Rizal.
The issuance of new license plates has been a very “painful” process and experience to a lot of people and it is not without serious issues. For one, there is still a backlog in license plates as evident from Strictly speaking, these vehicles shouldn’t be operating or not allowed to be driven even considering they are technically registered with the Land Transportation Office (LTO). The proliferation of vehicles without license plates allows for the abuse of such by owners of relatively new vehicles who can remove their plates in order to be able to take their cars on their coding days. It is also possible to be involved in a road crash or incident where the driver of a vehicle without a license plate can make an escape (the details on the conduction sticker are not easy to spot and memorize) or evade apprehension.
Among the most problematic is the issuance of plates of the same design as that used by private vehicles to public utility vehicles like UV Express and taxis. This creates a lot of opportunities for abuse especially private vehicles masquerading as PUVs. These are without the proper franchises and are illegal (i.e., colorum). What the LTO claims as security features on the plate are meaningless as the uniform color of the plates defy the simple logic behind the old policy of having a specific color to quickly distinguish among vehicles bearing different color plates. This makes it easier for traffic officers including the Philippine National Police (PNP) to spot vehicles with mismatched or inappropriate license plates.
The purpose of having plates with different colors is for quick identification and distinction of vehicles. A plate with yellow background has always been associated with public utility vehicles. Those with blue lettering or background are those for diplomatic plates. Those with red lettering or background are for government plates. Fortunately, the LTO has reverted to the original policy pertaining to the license plate colors and new plates to be issued to PUVs will once again be a distinctive yellow. Perhaps corrections are due for those legitimate PUVs that were issued inappropriate design (i.e., color) plates.
A lot has been written about the new license plates being issued by the Land Transportation Office (LTO) for vehicles. I have read and heard many opinions or explanations from officials, experts and pundits about how the current license plates were better than the old ones due to its security features. As well, I have heard the opposite – criticisms by similar officials, experts and pundits usually focusing on the flaws of the new plates compared to the previous ones. They do agree on one thing, that the 4 numbers now appearing on the new vehicle plates issued to vehicles registered from January 2014 (5 numbers for the new motorcycles) are a necessity due in part to the rapidly increasing number of registered vehicles in the Philippines. Of course, the delays in the actual issuance of the plates themselves for new vehicles is another story.
Green plates are for private vehicles (not for hire). Red plates are for government vehicles. Blue plates (with only numbers and no letters) are diplomatic plates. Orange plates are the newest type of plates and were issued to electric vehicles. These solid orange plates and not of similar design to those bearing the Rizal Monument. Yellow plates are for “for hire” vehicles including public utility vehicles like buses, jeepneys, taxis and vans-for-hire. Recently, there were actually two types of yellow plates. One type used the design with the Rizal monument in the middle and these were issued to limousines such as those operated by hotels and tour companies. The other is the solid yellow plates (no Rizal Monument) that were issued to PUVs.
UV Express vehicle with the solid yellow plate.
The new plates issued by the LTO are black and white – basically black lettering on white plates. Recently, friends have been telling me about their seeing the new black and white plates on taxis. I had thought that this shouldn’t be the case since PUVs like taxis are supposed to have distinctive color (yellow) plates in order for illegally (so-called colorum) operating vehicles to be spotted easily by authorities. It turned out that the LTO under the previous head of the agency did away with the yellow plates in favor of what they claimed to be more sophisticated new plates. My reaction was that this was absurd and visual identification (i.e., seeing the color of the vehicle’s plate) is still the easiest was to spot colorum vehicles. I had wondered, too, how the LTO came up with that obviously flawed decision and if they consulted among law enforcement agencies like the PNP who would be tasked to apprehend illegally operating road transport.
Such incidence of green plates on public utility vehicles were a no-no (illegal) in previous administrations. I assume that this one is “temporary” in the absence of what were phased out yellow plates.
Fortunately, the LTO led by its current chief has decided to bring back the yellow plates. These will probably follow the new plate design but with yellow instead of a white background. Hopefully, all legitimate PUVs will have these yellow plates instead of the “temporary” private plates many have been issued. These will aid in the enforcement of regulations pertaining to PUVs and will help weed out colorum vehicles.
Last Friday, a provincial bus plunged into a ravine somewhere in the Mountain Province. The bus rolled several times before coming to a stop, instantly killing 14 people. Among the fatalities in this crash is a popular comedian/media personality who went by the name Tado and part of a group doing civic work in the area. Foreign visitors were also killed in the crash, leaving many to wonder if perhaps the Department of Tourism (DOT) should also get into the act as it is in the interest of the department to also establish that “It’s safer in the Philippines!” as part of its “It’s more fun in the Philippines!” tagline.
According to initial reports, the driver lost control due to defective brakes but later one report suggested that the driver had dozed off and awoke too late to bring the bus back in control. The slope of the road was downwards and there was significant curvature. This combination is definitely a challenging one for most drivers, even professionals who, like the bus driver, would probably have encountered such combinations of slope and curvature many times, even on a daily basis along mountain routes. One has to be awake and focused on maneuvering a vehicle for such sections. It didn’t help that probably, and I base this on photos of the section I’ve seen online, the road’s barriers were not up to standard in as far as stopping large vehicles like the bus from falling off and into the ravine.
These are preventable incidents, preventable tragedies that occur on a daily basis around the country. It is clear to many that the LTFRB needs to address these problems by taking steps to insure that public transport vehicles such as provincial buses are properly maintained and drivers are fit and in the best condition to drive these vehicles. To do that, they have to be proactive in evaluating bus, jeepney, UV express, and taxi and other franchises under them. These evaluations should delve into involvements in road crashes as well as the frequencies and types of traffic violations drivers have been involved in. Such records of crashes and violations should form part of a set of criteria to suspend and ultimately revoke franchises of public transport entities.
The LTO also has a responsibility here because they are the agency in-charge of licensing drivers. They should make sure that those applying for professional licenses are indeed qualified and not just to drive any vehicle. Therefore, perhaps there is a need to have different types of licenses for different types of professional drivers. Public utility vehicles differ in size and maneuverability so a different skill set and experience is required for buses compared with taxis. Another type of license should apply for those seeking to drive trucks as well as heavy equipment such as payloaders and bulldozers. The TESDA has certification programs for these that are sought out by people who want to drive professionally abroad. These should also be made as requirements for those seeking to drive professionally here. These would ensure that drivers will be qualified and competent as they are responsible for lives and property.
It is also clear that the DPWH and local authorities in-charge of road safety along roads should look into how to make travel safer by investing more into safety devices such as barriers. Crash or accident prone sections can be identified and sturdier barriers designed to keep vehicles on the road should be constructed/installed in order to prevent such types of fatal crashes (i.e., barriers would not prevent head-on collisions, etc.). That is why the DPWH and local governments need to have capacity and capability to assess road safety along national and local roads. These actions address vulnerabilities. These actions save lives.
What can you do to help in this effort? You don’t have to be part of an organized group or a lobbyist to be involved in promoting road safety. You can be involved in simple ways. Be aware of your rights on the road and your being among those vulnerable to road crashes. I am sure you don’t want to be involved in a crash nor would you like a loved one to get injured or, God forbid, perish in a crash. If your bus, jeepney, UV express or taxi driver drives recklessly, be firm in reminding him of his responsibility. You may enjoy a fast ride but are you sure your destination isn’t the afterlife? Think about it. Act on it. Save lives!