UNDERSTANDING THE INFORMAL PUBLIC TRANSPORT PRESENCE ALONG THE MINTAL-TUGBOK-CALINAN ROUTE IN DAVAO CITY, PHILIPPINES: AN EXPLORATORY STUDY

Abstract

A holistic approach is important in order to understand the presence of informal public transport modes. In this paper, the role of major stakeholders is presented with special emphasis given on the institutional setup and the supply-side sector (public transport associations, operators/owners and/or drivers) is discussed. In-depth interviews and documentary evidence revealed the role of some policies as well as institutional changes in the presence of public transport supply gap. For, example, the emergence of "habal-habal" is initially attributed to the nationwide moratorium on the issuance of public transport franchise by LTFRB in 2002. This cannot easily be corrected since the political and organizational changes should also be considered. In terms of institutional set-up, it seems that the issuance of public transport franchise is not coordinated at the local level and that public transport supply gaps are not easily addressed. Moreover, there are no accurate and available yearly data on the number of public transport modes plying on different routes. Survey and in-depth interviews on the public transport supply sector presented interesting information on the nature of its organization. The presence of strong public transport association is the key feature of ―748― more informal modes like the PUJs, tricycles and "habal-habal". Aside from the organizational structure, public transport associations provide the needed discipline in taking turns to get passengers. Public transport associations act as its internal" police" or provides some sort of system among drivers. It provides some order and system so that all the members (drivers) benefit. The formal modes like buses and taxis are operated by a business sector and thus are not allowed to have associations. On the other hand for the informal modes, there are those who make public transport service supply as a livelihood and as an employment and/or both. The former means that it is operated like a business and has the capability to employ drivers. However, it is important to note that the cost of a bus unit as well as its administration cost such as the issuance of commuter tickets is also high. The survey showed that on a daily basis, the bus drivers earn more, however, those that belong to the more informal transport sector ("habal-habal") earn almost as same as those of the less informal modes (tricycles, PUJs) and are meeting the legislated minimum wage rate. It is also interesting to note that while MC taxis or "habal-habal" can technically ply anywhere, data on trip length shows that it is only use for short-distance trip which can mean that they most likely only operate within the baranggay and not in the CBD where most of the traffic enforcers are stationed. The study area is around 20km away from the CBD. However, another important dimension revealed in this study is that of the labor and working conditions of those belonging in this sector. The investigation showed that the informal public transport drivers work beyond the labor standard set and do not have the same benefit as those in the formal sector. Related policies reviewed showed that there are no strict rules or regulations in hiring public utility drivers. It is important to consider that the plight of these drivers who are actually the ones responsible in providing the public transport service. The small-scale household information and trip information survey in Green Meadows Village provided a preview of the present situation in the area. It confirmed the presence and the users of the different public transport modes available in the area. As previously mentioned in the research framework, this paper's emphasis is on the policies as well as institutional dimension and its relationship to supply-side. In the future, a more detailed trip demand analysis given the presence scenario should be done to provide stronger relationships with the other stakeholders. Moreover, at the supply side, the public transport quality of service must be considered and it is only then the appropriate policies can be recommended. Since the provision of road-based public transport service is privatized, it is also important to consider the plight of the vehicle owners, the cost of a unit as well as maintenance of the vehicle and also the drivers, who are actually the ones providing the public transport services. Overall, even if this study is still at the exploratory stage, it presented a very brief holistic perspective to understand the presence of informal transport by accounting the role of each key stakeholder. It is important to consider the socio-economic, the political situation and the accompanying policies at the national and local level. Important attention should be directed towards good transport service quality, fair and equal employment and labor standards practice and better living environment. Further directions of the study will involve conducting an evaluation of the quality of service of the different public transport modes and knowing how the residents (public transport users) assess their subjective and actual dependency to the different public transport mode available in the area. Aside from some "flaws" in enforcing policies and the need for supplying the unattended public transport service needs, informal modes presence can also be attributed to the fact that some people really use it. Most informal mode providers are actually familiar in the area and this might explain why they continue to proliferate too