SOCIAL MANAGEMENT PLAN
METRO CEBU INTEGRATED AND
INTERMODAL TRANSPORT SYSTEM
FINAL REPORT: VOLUME 2
(PARTICIPATORY APPRAISALS, TESDA, BASELINE SURVEY)
MAY 2021
FINAL REPORT – SOCIAL MANAGEMENT PLAN
TABLE OF CONTENTS
Page
I. PARTICIPATORY APPRAISAL
Stakeholder Consultations with Drivers and Operators 1
Consultations with Government Agencies 18
Follow-up Visits and Validation 36
Capacity-Building for Transport Cooperatives 41
II. REVIEW OF TESDA PROGRAM
Background Information 47
SMC – TESDA Consultation Meetings 51
TESDA Guidelines and List of Qualifications 55
Tsuper Iskolar Pre-Implementation 58
Tsuper Iskolar Implementation 59
Issues and Concerns 60
Ways Forward 61
Annex: Relevant PUVMP Materials
III. INFORMATION COLLECTION
PUJ Operators: Baseline Assessment 76
PUJ Drivers: Baseline Assessment 90
Other Transport Workers 106
Vendors: Sidewalk and Ambulant 115
Annex: Ordinance No. 2586 for Vendors
119
Validation Activities: Focus Group Discussion
Commuters’ Survey 131
Persons with Disabilities 144
IV. DEVELOPMENT COMMUNICATION
Introduction 149
One-on-One Informal Interviews 151
Stakeholder Consultations 153
Focus Group Discussions 155
SMC Development Communication Plan 156
Development Communication Plan 157
Information, Education and Communication (IEC) Materials 158
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1 Participatory Appraisal
A. STAKEHOLDER CONSULTATIONS WITH DRIVERS AND OPERATORS
At the onset, SMC established linkages with various transport organizations/groups in
Cebu City. Five major transport groups and eight local/route organizations participated
during the implementation period. It created a partnership that facilitated the conduct
of consultations at garages, barangay facilities and at the SMC stakeholder relations
office allowing members of the transport sector to attend. Participants expressed their
sentiments on the BRT implementation, presented issues, and proposed
recommendations. Important concerns articulated include the reduction or loss of
income and alternative routes, among others. TESDA’s regular participa tion in the
consultations created a working relationship that brought about the first few lists of
stakeholders who signified interest to enlist in the skills training courses.
1.1 As earlier implied, the SMC needs to ensure an evidence-based and participatory
process in collecting and gathering information in order to substantiate the analysis
and mitigation plan developed for PAE. Strategies employed and activities conducted
facilitated the gathering of comprehensive information from both PUJ operators and
drivers. The team coordinated with existing transport groups, National Government
Agencies (NGA)and other government entities to obtain baseline information that
were used as guide in the workshop design and consultation process.
1.2 PUJs are the primary mode of transportation in Cebu engaged in moving commuters,
from point of origin to destination. Local transport groups are composed of individual
operators and/or drivers who have bonded themselves together to gain economic and
organizational benefits. In Cebu City, the most prominent transport group is the Cebu
Integrated Transport Service Cooperative (CITRASCO). Established in 1983, the group
started with only 15 members and has, over the years, expanded to its current roster
of 800. Majority of the members are jeepney operators (739) distributed across the
different travel lines in and around Cebu City.
1.3 There are also national organizations of drivers/operators which have gained local
followers and established local chapters in Cebu. One of these, is the 500-member
strong Pinagkaisang Samahan ng Tsuper Operator Nationwide (PISTON), whose local
chapter was established in 1984 and described as the most vocal when it comes to
issues confronting the transport sector. The other transport organization is the
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moderate National Confederation of Transport Workers Union (NCTU), active in the
formation of local transport organizations and claimed a membership of 2000.
1.4 Unlike CITRASCO, whose members are solely individual operators, local chapters of
PISTON and NCTU are composed of both drivers and operators. The fourth group
reached started mainly as a drivers’ organization that eventually included operators in
their fold, the Visayas United Drivers Transport Services Cooperative (VUDTRASCO).
SMC has established linkage with these major groups to identify key contact persons
and facilitate the involvement of operators and drivers in participatory appraisal
activities. Key representatives identified were Mr. Ryan Benjamin C. Yu of CITRASCO,
Mr. Gregory Perez of PISTON, Ms. Angelica K. Mata of NCTU, and Mr. Alex Bordadora
of VUDTRASCO.
NOTE: It is well worth to note at this point that SMC project implementation began in
January, four months prior to the May 2019 elections. Hence, SMC was very cautious in
dealing with its target “audience” given the political climate surrounding the MCIITS -BRT
Project Component. Contact-building and scheduling of consultation sessions were set on
dates eluding the height of the May 13, 2019 electoral campaign period to ensure that
planned activities are not attributed to any involvement to a political party. All activities
conducted were, therefore, not biased toward any political figure or group .
1.5 On February 12, 2019, the heads of the aforementioned groups, along with their
colleagues, were gathered for the first round of stakeholder consultation where the
CIITS-BRT Project was formally introduced. The activity was also held for the purpose
of establishing rapport and mainly to gather sentiments regarding the project, from a
leader’s point of view.
Transport Leaders
Gaining Support, Managing Reactions, Consolidating Comments
1.6 Sentiments expressed by stakeholders during the discussion-session include:
Gregory Perez of Pinagkaisang Samahan ng mga Tsuper at Operator Nationwide
(PISTON)
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PISTON has heard about the BRT project before. They are not against the
modernization program and they will support the modernization of jeepney for
public convenience. However, they are concerned about the would-be displaced
drivers.
The contentions regarding the alternative program offered by TESDA “did not
happen.” They have heard of alternative programs but have not participated in
any of these because of a lack of information and follow-up.
Ryan Benjamin C. Yu of Cebu Integrated Transport Service Multi-purpose
Cooperative (CITRASCO)
The group is continuously supporting the modernization program of the
government. Alternative programs may be an option but there is a low number
of participants/takers.
The program must include the retraining of drivers e.g. upgrade driving skills,
additional skills in jeepney maintenance. The SMC can help encourage people to
join the training and/or participate in the new system. Existing PUJ must be
included in the new system. The CITRASCO believes in preparing not just human
resources but the actual operation of the buses as well.
On Franchise:
1. The overlap of implementation between the Modernization Program and the
MCIITS-BRT has serious consequences.
2. New franchises under the Modernization Program may be phased out upon the
full implementation of the BRT system, hence, loss of investments.
COMMON CONCERNS
Moratorium on the implementation of the Modernization Program in Cebu
Identify the “jeepney class” (e.g. Class 1, Class 2, Class 3) that will be allowed to
operate in feeder roads - depending on the volume of passengers expected to
commute on a specific feeder road
Slow processing of the application for registration in the CDA
Conduct more consultations with other route leaders
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1.7 Transport leaders from routes which will be affected by the BRT Project were invited
to the second round of consultation held on February 22, 2019. Present during the
event were leaders from five local transport groups, namely, Mabolo Transport Coop,
Banawa Transport Coop, Lahug-Apas Transport Coop, El Pardo Transport Coop, and
PITAM (Pit-os, Talamban, Mandaue) Transport Coop. These organizations were in the
midst of consolidating their members and formalizing their respective organizations to
comply with requirements under the PUV Modernization Program, at the time of the
consultations. The activity was attended by a total of 27 operators, 14 of which were
males and 13 were females.
Transport Leaders
Gaining Support, Managing Reactions, Consolidating Comments
Points raised include:
1. Operators are concerned about the status of the BRT project, the routes that
will be affected, and its potential effects on PAE
2. They want to know about available options, possible benefits, and financial
assistance from government
3. They want to be clarified regarding how they can integrate themselves in the
BRT system
4. Suggested to suspend implementation of the PUV Modernization should the
BRT system be pursued
5. They are not against the BRT or MCIITS for as long as livelihood needs are
addressed.
During the workshop, the participants were divided into two groups for a more
focused interaction to identify perceived issues. The results were:
The main issue for Group 1 is the loss of income. For policy, they want to suspend the
modernization program and prioritize the BRTs’ implementation to determine the
routes that will be affected. For information awareness, they want it through social
media specifically Facebook. For other recommendations, they want to schedule a
summit with representatives from LTFRB, DOTr, and LGU to discuss thoroughly the
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alternative routes. For Group 2, the main issue is still about loss of income and
increase in traffic congestion. They recommend that affected operators must be
prioritized – to act as a feeder and to operate in alternate routes. They also put
forward the following:
continue consultations to get the general sentiments of the various sectors
for TESDA to provide information regarding alternative programs
consultation with Mabolo Transport Cooperative on 02 March 2019
consultation with Apas Transport Cooperative on 09 March 2019
consultation with El Pardo Transport Cooperative on 10 March 2019
1.8 The Mabolo Transport Cooperative set a schedule on March 2, 2019 at their office
inside the St. Joseph Parish Compound, Mabolo, Cebu City. The organization is
composed of operators and drivers plying the Mabolo to Carbon route via Osmeña
Boulevard and Manalili. Only those traversing the Mabolo to Carbon via Osmeña
Boulevard might be impacted by the BRT, belonging to those classified as Least
Affected. A total of 36 members, composed of 22 operators, 10 drivers, one
operator/driver and three coop representatives attended this workshop. Male
participants dominated the attendance,at 30 compared to only six females.
Mabolo Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
Emphatically, the participants of this session pointed out loss of income resulting from
the implementation of BRT as a major concern. While some may explore other means
of livelihood, others are seeking assistance to engage in business ventures. Operators
are also wondering what to do with their current units considering that these could
not be fielded under the modernization program. They are recommending a buy-back
scheme. Those who want to look for other jobs expressed apprehension considering
their age.
1.9 The Banawa Transport Cooperative, represent operators and drivers traversing the
Guadalupe to Carbon (06) and Banawa to Carbon (07) routes. Their travel lines will
merge with the BRT trunkline from two entry points: the first at the junction of Escario
St., and Osmeña Boulevard, and the other, at the junction of B. Rodriguez St. and
OsmeñaBoulevard. Their members are classified under those Moderately- and
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Slightly-Affected, respectively. During the consultation, held on March 6, 2019, at the
Guadalupe Basketball Gym, 25 members were present, composed of 20 males and
five females. About 23 of them were operators, one was an operator/driver, and a
driver.
Banawa-Guadalupe Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
After the preliminaries, the participants were divided into two groups for the
workshop-session. The operator/driver groups’ main concern in the implementation
of the BRT system is loss of income, particularly if their unit(s) will be phased out. They
suggest that a series of training for other livelihood endeavors be conducted, and
scholarship for their children be provided. They committed to participate in the skills
training for as long as daily allowance is provided. Further, they asked if there are
identified alternative routes.
Aside from the usual issue on possible loss of income, the session-participants raised
anxiety on the effects of BRT implementation on the status of franchises of affected
routes. The issue on the absence of a final route plan for routes that might be phased-
out was brought out. Recommendations include the granting of financial assistance to
those opting to join the BRT system and extending the deadline for modernization to
affected operators.
1.10 Lahug–Apas Transport Cooperative (LATRANSCO) is composed of jeepney operators
and drivers plying the routes Lahug to Carbon via Osmeña Boulevard and Apas to
Carbon via Osmeña Boulevard. Classified as Highly-Affected routes, they merge with
the BRT line from the junction of Gorordo Avenue to Escario Street to Osmeña
Boulevard. On March 9,2019, a consultation with their members was conducted at
their common garage at Upper Panabang in Busay, Cebu City. A total of 44 members
(40 males, 4 females) composed of 31 drivers, 11 operators, one operator/driver, and
one observer were present.
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Lahug-Apas Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
Participants were divided into two groups for the workshop after the preliminaries.
The main issue raised by drivers and operators is primarily the reduction or loss of
income due to the new re-routing scheme. The majority suggested that government
must develop comprehensive alternative livelihood programs that would enhance the
capacity and skills of drivers and operators in entrepreneurial endeavors (with
financial assistance from government as start up capital). Also, the operators are
interested to be part of the MCIITS-BRT system for as long as a series of trainings are
provided and priority will be given them by government in managing the BRT system.
Similarly, priority in hiring as bus drivers was also raised in this session.
1.11 The El Pardo Transport Cooperative (El Pardo) held their consultation on March 10,
2019, at the SMC Stakeholder Relations Office. Their members are plying the Pardo to
Carbon via N.Bacalso Avenue and Basak to Carbon via N. Bacalso routes and belong to
those classified as Slightly-Affected. They will merge with the BRT from the junction of
the SRP-Mambaling Access Road and N. Bacalso Avenue up to the junction of Osmeña
Boulevard and P. Del Rosario. About 35 of their members participated in the
consultation (24 males, 11 females), composed of 17 operators, eight drivers, one
operator-driver, and nine others.
El Pardo Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
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The presenter for Group 1 emphasized the circumstances of not gaining any profit as
operator once the MCIITS-BRT is implemented since they are also concerned about
the take-home pay of their drivers. The operator will not be able to save money
considering that they have more expenses. He stated that the amount of subsidy that
will be given them for their unit is only Php80,000 and the scrap value is only
Php20,000.
In line with this, they want to increase the subsidy amount to Php200,000 to serve as
capital for the new modernized unit, saying that Php80,000 cannot cover the monthly
amortization of the total amount of the new unit (1.7M or Php25,000/mo.). They
asserted that as a cooperative, they would need staff for the different roles and
functions, and for which a salary needs to be provided. They fear that, at the end of
the month, they will have nothing to divide as profit. In addition, as a cooperative,
they want to invest in the MCIITS-BRT.
For Group 2, the reporter specified that losing their route and reduction of income are
main issues that will confront them if the MCIITS-BRT will be implemented. On policy
intervention, they want to have an alternative route but “it is way better if they can
still operate in the BRT route.” For other recommendations, they want financia l
assistance from government e.g. capital for their cooperative and the buyback of their
units, excluding the scrap value.
1.12 Operators and drivers belonging to the Pit-os Talamban Mandaue Transport
Cooperative (PITAM) gathered for the workshop held on March 17, 2019 at their
garage office in Tintay, Talamban. Only coop members who are traversing the
Talamban to Carbon and Pit-os to Carbon will be impacted by the BRT but are
classified as Least-Affected. They will merge with the BRT line at the Junction of John
Paul II Avenue and Archibishop Reyes Avenue up to Ayala. A total of 54 members (40
males, 14 females) participated in the workshop, of which, 35 are operators, three
operators/drivers, 14 drivers, and two others.
Pit-os, Talamban, Mandaue Transport Cooperative
Gaining Support, Managing Reactions, Consolidating
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After the preliminaries, the participants were divided into two groups for focused
discussions of issues and concerns. Each group assigned a reporter during the plenary
to present the group’s output. During the reporting, Group 1 pointed out loss of
income as their main problem once the MCIITS-BRT is implemented. On policy
intervention, they want the continuation of their operation in the BRT route. For other
recommendations, they want an (i) increase in the amount of subsidy of their unit
since they see the BRT as a competitor, (ii) for their cooperative to be in-charge with
the operation of the BRT, and (iii) the diversion of SRP to IT Park routes to other
routes, or much better if it will not push through.
Group 2 was of the same opinion; that loss of income is their main concern. For policy
intervention, they want a bigger amount of subsidy for their unit. For other
recommendations, they want government to offer an educational program for their
children, and they also want livelihood programs to be in place.
1.13 Officers and members of the Kalunasan Operators and Drivers Transport Cooperative
(KODTRASCO) participated in the SMC-organized workshop on July 25, 2019 at the
Stakeholder Relations Office, from 9:00 AM to 12:00 PM. The group represents
operators and drivers plying the 15 & 15 A routes (Kalunasan to Carbon via Osmeña
Boulevard) and classified as moderately affected by the MCIITS-BRT trunkline. Nine
representatives responded to the invitation composed of five females and four males.
Prior to the conduct of the formal session, intense discussions occurred among ‘early
bird’ participants regarding the possible negative effects of both the MCIITS -BRT and
PUVM implementation. The situation eventually
mellowed down when the facilitator explained the role of the SMC in the MCIITS-BRT
and the need to listen to what they have to say about it in a calm atmosphere.
A slight modification on the usual consultative flow was adopted by the SMC, giving
special attention to organizational issues. This was intended to elicit from the
participants, especially the KODTRASCO officers, the depth of their awareness on
cooperative operations.
Kalunasan Operators and Drivers Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
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1.14 The circumstances leading to the formation of KODTRASCO was brought about by the
requirements set under the PUVM mandates. The participants acknowledged that
they need to undergo additional seminars to fully grasp the principles of
cooperativism. In reaction to the BRT implementation, they signified the option to
continue with their trade and ply alternative routes that will be identified. They appeal
that the Local Public Transport RoutePlan (LPTRP) which will rationalize the new travel
lines for Cebu City be crafted and passed the soonest time possible. The LPTRP could
help them to chart coop operations prior to the full implementation of the BRT. At the
end of the session, an agreement was reached that an on-site consultation be
conducted to enable the rest of the KODTRASCO members to understand and ask
questions about the MCIITS-BRT Project.
1.15 Upon the request of the Kalunasan Operators and Drivers Transport Cooperative
(KODTRASCO), an on-site consultation session was carried out on August 18, 2019 at
the Kalunasan Barangay Hall, from 1:00-5:00 P.M. This was participated in by four
drivers, 11 operators, three driver-operator, and six others, for a total of 24 individuals
(16 males and eight females). Issues raised include: absence of an LPTRP, the need to
be consulted in making the LPTRP, to give existing units priority in route franchise, for
government to provide alternative livelihoods to those who will be affected. Many of
them are interested in joining the TESDA (Tsuper Iskolar) Program as well as in
activities that will strengthen their cooperative. A request which was repeatedly
mentioned in this consultation is for the CCG/DOTr/LTFRB to allow them to go to or
pass through the Carbon (market) area because, reportedly, it is a major destination
of most residents in Kalunasan. They have no objections regarding the establishment
of the BRT system. Those who refused to be interviewed during the survey period
requested the SMC to include them in the list, hence, needed information were
provided on-site.
Kalunasan Operators and Drivers Transport Cooperative
Gaining Support, Managing Reactions, Consolidating Comments
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1.16 Another round of consultation with transport leaders was held on August 28, 2019 at
the SMC SRO. Activities included presentation of SMC updates,validation of the draft
mitigation options, and discussion of TESDA-approved training courses. Participants
posed no objections to the identified measures in the mitigation framework. They
expressed, however, the need for government agencies to accommodate them and
ensure an easy procedure for availment of options. Mr. Clark Henry Ratcliffe of TESDA
shared that 12 courses have been approved for the first batch of implementation. He
urged the coops to submit the list of participants before the cut-off date set for the
first batch on 15 September 2019. The activity was attended by a total of 25 transport
leaders representing eight transport groups. There were more males (n=19) than
female participants (n=6).
Transport Leaders/Cooperatives
Gaining Support, Managing Reactions, Consolidating Comments
1.17 The initial process of evaluating the capability of transport cooperatives to conduct
collaborative activities with other agencies was conducted on October 5, 2019. The
activity dubbed “Evaluating Organizational Readiness of Transport Coops in
Collaborative Activities with TESDA” was attended by 22 representatives (13 females
and 9 males), from five route-based transport coops and one national organization.
Discussions focused on updates on the Social Management Plan, the approved TESDA
Tsuper Iskolar courses for implementation, and how the transport coops should
negotiate their concerns during the scheduled conference with TVIs called by TESDA
on October 8, 2019. Commitments on the number of target participants for various
courses were gathered from the attending coops. These included 22 for Bookkeeping
(NCII), 25 for Computer System Servicing (NCII), 80 for Driving (NCII), 22 for Tourism,
and five for SMAW (NCI).
1.18 Transport groups expressed they are willing to work with government agencies
provided that their sentiments are given due consideration. This is shown in their
continued interest even after being informed that some of the training issues raised
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remain unaddressed, despite efforts exerted by the local TESDA office. On the other
hand, the consultation also exposed the limitations of coops to assess and
systematically conduct preparatory activities in response to an urgent invitation. This
may be due to the fact that most of the transport coops are very young, or very
recently organized. Nonetheless, such concern, along with other organizational
capability issues, need to be given serious attention in the provision of interventions
for organizational strengthening.
Transport Cooperatives
Gaining Support, Managing Reactions, Consolidating Comments
1.19 In the closing months of 2019 (Year 1 of SMC implementation), consultations were
integrated with initial capacity- building activities. On December 6, 2019, 37 leaders
(21 females, 16 males) from 11 transport organizations were gathered at the SMC-
SRO to assess the 1st Wave of Tsuper Iskolar implementation and the DTI orientation
which was conducted on 22 November 2019. Major concerns raised related to the
Tsuper Iskolar were noted by Ms. Jocelyn Cabahug, TESDA-7 Senior Training and
Education Specialist. On the other hand, no comments were made on the “Go Negosyo
Act Orientation cum Enterprise Development Seminar” which was conducted in
collaboration with the Cebu Provincial Office of the Department of Trade and Industry.
Assessing 1st Wave of Tsuper Iskolar Implementation
Gaining Support, Managing Reactions, Consolidating Comments
1.20 SMC’s concluding activity for Year 1 was done on December 10, 2019 to present the
livelihood programs of DOLE that the transport sector can avail of. Mr. Fernando S.
Lopez and Ms. Jessica A. Uy, from DOLE-7, presented salient points on Labor
Management Education on Employment Relations and the DOLE Integrated Livelihood
and Emergency Employment Program. Mr. Lopez strongly recommended that
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participants avail of group projects as a cooperative to ensure sustainability . After the
presentations, a brief consultation on what immediate trainings from DOLE are
needed by transport cooperatives ensued. It was agreed that an Orientation on
Department Order 198 and Training on Business Proposal Making will be conducted.
About 33 participants (18 females, 15 males) representing 10 transport groups
participated in this activity. Additional discussions related to capacity-building are
presented in Section 7.
DOLE Alternative Livelihood Seminar
Gaining Support, Managing Reactions, Consolidating Comments
1.21 On February 27, 2020, and as instructed by the DOTr, another session was carried out
with transport coops to gather sentiments regarding DOTr’s decision to conduct
experimental fielding of an Interim Bus Service (IBS), simulating the BRT route by
March 15, 2020 (Note: postponed due to the COVID crisis). Information on the matter
was received at the last minute leaving the SMC with less than a week to mobilize
participants. Mr. Randolph D. Carreon, Principal Transport Planner of TSC, acted as
main presenter, on behalf of DOTr Asec. Mark Steven Pastor. The discussion centered
on technical updates of BRT implementation, PUVM, and initial details of the IBS. It
was emphasized that the purpose of the IBS is to initialize the rationalization process
for the BRT project. Hopefully, it will facilitate the identification of new travel lines to
be formalized by the Cebu City Government through the LPTRP. Initial details of the
IBS include target date of operation, the nature of permit for the buses, provisional
route, operating scheme, and vehicle specifications.
Consultation on the Interim Bus Augmentation Program (IBAP)
Gaining Support, Managing Reactions, Consolidating Comments
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1.22 During the discussions, Mr. Carreon cautioned the leaders regarding their
participation in the IBS saying that its operations will be governed only by a Special
Permit which is temporary and will be automatically terminated once the BRT starts
full operation on May 2022. Recommendations raised include:
granting of Special Permit be made public for transport groups to scrutinize
transport groups be given representations during discussions/crafting of the LPTRP
audience with DOTr Sec. Arthur Tugade and/or Asec. Pastor
Thirty-three representatives (16 females, 17 males) from 12 transport groups were
present in the consultation, to include the Cebu Peoples Multi-Purpose Cooperative
(CPMPC) who have members plying the BRT route. Mr. Giovanni Alquilos of CPMPC
expressed they will participate in succeeding SMC BRT-related activities.
1.23 On the whole, five major transport groups and eight local/route organizations were
included in the series of workshops conducted by the SMC per area/group/coop. Fig. 1
shows the consultation process with transport cooperative leaders and selected
members.
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Fig. 1. Consultation Process with Transport Cooperatives
Table 1. Number of Participants by Stakeholder Consultation by Type of Participants and Sex
Participatory Appraisal/
Date No. of Participants Per Session
Briefing Sessions
Operators Operators/Drivers Drivers Others All
M F M F M F M F M F
PUJ Operators 22 Feb’19 14 13 -- -- -- -- -- -- 14 13
Heads, Cooperatives 12 Feb’19 5 1 -- -- -- -- -- -- 5 1
Feed-Backing Session 16 May’19 6 4 -- -- -- -- -- -- 6 4
Transport Leaders 28 Aug’19 19 6 -- -- -- -- -- -- 19 6
Transport Leaders 05 Oct’19 9 12 -- -- -- -- -- 1 9 13
Transport Leaders 06 Dec’19 16 22 -- -- -- -- -- -- 16 22
Transport Leaders 10 Dec’19 15 18 -- -- -- -- -- -- 15 18
Transport Leaders 27 Feb’20 18 15 -- -- -- -- -- -- 18 15
* After the MECQ, sessions will be limited to 10 participants. Individual and online platform meetings will be encouraged.
Note: CITRASCO, PISTON, NCTU, VUDTRASCO, Cebu People’s MPC, Mabolo TC, Banawa TC, LATRANSCO, El Pardo,
PITAM, KODTRASCO, INTRASCO, Mauswagon TC . . .
Coop-Specific Sessions Date No. of Participants Per Session
Operators Operators/Drivers Drivers Others All
M F M F M F M F M F
KODTRASCO 18 Aug’19 5 6 3 -- 4 -- 4 2 16 8
KODTRASCO 25 July’19 4 5 -- -- -- -- -- -- 4 5
PITAM 17 Mar’19 22 13 3 -- 14 -- 1 1 40 14
El Pardo 10 Mar’19 12 5 1 -- 8 -- 3 6 24 11
Lahug-Apas 09 Mar’19 7 4 1 -- 31 -- 1 -- 40 4
Banawa 06 Mar’19 18 5 1 -- 1 -- -- -- 20 5
Mabolo 02 Mar’19 19 5 1 -- 10 -- -- 1 30 6
CONSULTATION FLOW
1.24 In all sessions, a strategy designed to reduce animosity and expedite open free-
flowing interactions was employed. Factors being considered in crafting the
workshop design were the participants’ availability, attention span, and sustained
interest. Each activity started formally with a brief discussion on MCIITS-BRT Project
Component, with emphasis on the role of the SMC.
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1.25 A considerable portion of the three-hour activity is dedicated to the workshop
aimed at gathering issues and concerns, as articulated by most-likely to be affected
drivers-operators. The remaining portion of the activity was allocated for a brief
orientation on TESDA Skills Training to initially manifest the project’s serious intent
of providing alternatives to possible dislocations.
1.26 In the workshop proper, participants were divided into smaller groups with a
facilitator for a more-focused discussion on perceived issues and concerns,
alternatives, policy concerns and recommendations related to the BRT
implementation. Each participant was given the opportunity to express individual
views written on cards provided.
1.27 Similar responses were collated and grouped after a short verification process and the
group was made to pick top issues and recommendations to be presented in the
plenary. At the close of the workshops, those who signified interest were urged to
register and indicate the skills desired and identify beneficiaries recommended to
undergo training.
SUMMARY OF ISSUES
1.28 Sentiments from participants regarding the BRT implementation were a mix of
negative and positive responses:
while some of them expressed reserved support for the BRT implementation,
others strongly expressed that negative impacts must be adequately addressed.
representatives of CITRASCO, LATRANSCO, El Pardo and PITAM and some drivers
have expressed interest to join the BRT operations.
in all sessions, participants have pointed out that the timing of BRT implementation
has further complicated the already complicated situation brought about by the
PUV Modernization Program. There is confusion among PUJ operators and drivers
caused by the simultaneous implementation of the MCIITS-BRT and the PUVM (also
cited in Section 1, 1.20 p.22).
1.29 TOP CONCERNS raised by both operators and drivers:
potential loss of income
potential reduction of income
absence of alternative routes (LPTRP, also cited in Section 1, 1.24 p.23)
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These are based on their assumption that once the system is made fully operational, jeepneys
traversing the BRT route will be abolished. The fate of existing franchises and units was also
pointed out during consultations. The absence of identified alternative routes was raised by
those who might decide to depart from their existing travel lines but are contemplating to
continue in the transport business.
1.30 Recommendations cited by operators include:
immediate identification of feasible alternative routes
buy-back of units
a bigger amount of subsidy for the scrapping of units and franchises
for those who wish to continue to be given priority in alternative routes
extend the deadline for modernization until the start of BRT operation, or as soon
as alternative routes have been identified
1.31 The drivers who wish to continue with their trade:
echoed the sentiments of operators for an alternative route
expressed interest in joining the BRT system as drivers
expressed concern for alternative livelihood programs incorporating financial
assistance and skills training
1.32 Other Concerns:
Drivers are not so receptive with trainings offered by TESDA under the
modernization program citing issues e.g. educational requirements (must at least
be a high school graduate), mode of release for training allowances, limited no. of
training courses.
There are no special programs for BRT PAE at the time of SMC implementation.
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B. CONSULTATIONS WITH GOVERNMENT AGENCIES
Simultaneous with the conduct of consultations with PAE, SMC initiated visits to various
government offices for formal introductions, gathering information, and establishing
rapport and linkages, including NEDA-RDC. Consultations were conducted with TESDA,
DSWD, DTI, CDA, and DOLE to streamline various livelihood programs and explore
mechanisms for effective implementation of articulated mitigation options to cushion the
impact of the MCIITS-BRT. Initial steps to address issues on programs raised by PAE were
undertaken by some agencies after these were echoed by the SMC during follow-up visits. It
was strongly recommended that DOTr takes the lead role in the implementation of the
mitigation plan, with the active involvement of the Cebu City government. An interagency
consultation was organized bringing together representatives of transport groups and
government agencies where programs and services were discussed. Relevant points, to
ensure a harmonized interagency implementation of assistance programs for PAE, were
suggested to the provisions of the SMC-crafted Draft Joint Memorandum Circular (JMC).
Provisions contained in the draft were endorsed, in principle, by representatives of the
different government agencies who attended, subject, however, to the final approval of the
heads at the national level. Parallel to existing programs of the agencies, the Cebu City
government (CCG) assured to include BRT PAE in their skills training program and
livelihood capital assistance. Per CCG, it can be done through the city’s Department of
Manpower Development and Placement and Department of Social Welfare Services.
1.33 Since January 2019, SMC conducted several visits to offices of various national
government agencies, and the NEDA-RDC. The visits aimed at providing information
about the MCIITS-BRT Project Component, establishing linkage and gathering
information on existing programs implemented. Coordination meetings were also
done with sectoral offices of the Cebu City government dealing with ambulant and
sidewalk vendors, women, senior citizens, PWD, and the youth. The necessity to
bring together the agencies to a gathering was suggested to ensure that a harmonized
support program is developed for MCIITS-BRT PAE.
1.34 Technical Education and Skills Development Authority (TESDA) is the
government agency tasked to manage and supervise technical education and skills
development (TESDA) in the Philippines. It was created by virtue of Republic Act
7796, otherwise known as the “Technical Education and Skills Development Act of
1994.” Given the importance of scaling up the competencies of every Filipinos
especially in Technical Vocational courses, the SMC Team recognizes the vital role of
TESDA in ensuring effective mitigation plan for affected PAE.
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1.35 Land Transportation Franchising and Regulatory Board (LTFRB) is a
government agency tasked to ensure that the commuting public has adequate, safe,
convenient, environment-friendly and dependable public land transportation services
at reasonable rates through the implementation of land-based transportation
policies, and programs and projects responsive to an investment-led and demand-
driven industry. SMC’s visit to the LTFRB allowed the team to present its objectives
and at the same time gather basic data on the number of registered operators and
drivers. It was also pivotal for SMC to understand the alignment of the PUVMP and
the BRT project of Cebu.
1.36 Considering that Metro Cebu is implementing several aspects of the Urban Transport
Modernization Plan, SMC sees the significance of aligning these plans with the
implementation of the PUVMP. The different Transport Coooperatives have
communicated this concern to the SMC and responding to such request is vital in
order to ensure the efficiency of the Social Management Plan and the effectiveness
of the MCIITS. SMC would like to put forward this request to DOTr and LTFRB. This
would be strategic in order to collectively work for the smooth implementation of the
MCIITS-BRT. An approved JMC, together with other agencies, is a crucial action step.
Such recommendation is recognized by LTFRB and the DOTr.
1.37 Department of Social Welfare and Development’s (DSWD) mission is to
develop, implement and coordinate social protection and poverty reduction solutions
for and with the poor, vulnerable and disadvantaged. The need to harmonize and
work collaboratively with DSWD on livelihood programs and other assistance that
DSWD can offer to those who might be displaced because of the MCIITS is imperative.
The consultation with DSWD was well-received by the agency since its primodial
mandate is to develop programs that would provide social support and protection to
the poorest of the poor, the vulnerable and the marginalized. SMC has had a series of
stakeholder consultations and has tapped other NGAs regarding livelihood programs
they can offer to other project-affected entities e.g. vendors, conductors, and
barkers.
DSWD has a component that offers financial assistance for education and medical
needs. Other forms of assistance for those who will be affected by the MCIITS-BRT
can be provided based on articulated needs. DSWD expressed great concern about
PAE opportunity to be employed in the BRT system and other alternative livelihood
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because if the PAE decides to go back to their provinces, there is a big possibility that
there are no resources or alternative livelihood. DSWD suggested to include a special
program for PAE and that it should be incorporated and integrated into the Regional
Development Plan of the NEDA RDC-Social Development Committee.
The agency also commited in collaboration with SMC to offer a Social Protection
program for the PAE for 2021-2022. DSWD would like to develop a long-term
intervention for BRT-affected stakeholders—2019, 2020, 2021, and 2022. SMC and
DSWD will work together to lobby for an inter-agency mechanism for collaboration
through participatory processes. SMC committed to develop a consultative design to
fast track the dialogue with other agencies.
1.38 Department of Trade and Industry (DTI) is the lead agency in the Philippines
that ensures efficiency in business operations by providing support services to all
business units to properly equip them in the performance of their respective income
generating activities. Coordination with DTI is strategic in order to facilitate all
mitigating alternatives to strengthen the livelihood opportunities to all PAE. SMC
meetings with DTI gathered three strategic programs that can be integrated to the
mitigation program. DTI will focus on providing a series of capacity-building activities
to transport cooperatives for developing business innovation. Second, the agency
committed to also facilitate the involvement of PAE in DTI’s SME development
programs. Lastly, assistance in the business operations of the transport cooperatives
will also be done by the agency.
1.39 Cooperative Development Authority (CDA)is a government agency which
registers all types of cooperatives in the Philippines. To qualify, cooperatives must
have at-least 15 members. The proposed business name, which should include the
word “cooperative”, must be submitted to the CDA office, and all other necessary
requirements such as the economic survey, articles of cooperation and its by-laws
and the names of the cooperative’s directors. For several decades, operators of PUJs,
the main mode of public transporation in the Philippines, have shown less interest in
forming cooperatives in order to professionalize their business operations. The
PUVMP of DOTr requires all PUJ operators to form a cooperative for them to obtain a
franchise, avail of services, and meet the requirements under the modernization
program.
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The discussion conducted by SMC with drivers and operators reveals that most of
them lack information and capacity on the relevance of forming a cooperative. The
talk with CDA was considered vital by the SMC team to level off plans and services
that could be provided by the agency to affected stakeholders. SMC would like to
explore the programs that CDA can offer to assist individuals who will be displaced by
the MCIITS BRT system. CDA informed the SMC that once they are registered as a
Cooperative, they can operate businesses. Seminars are available to all cooperatives.
This is a pre-requisite activity to qualify. Currently, CDA has several programs and
activities to enhance the competiveness of registered Transport Cooperatives.
Project Development Assistance:
in partnership with DTI-Coop Seed: for free, piloted, limited budget
in partnership with DAR- for agrarian
in partnership with DA and ATI: for other agrarians, not for every cooperative
in partnership with LGU (Provincial and City): for enhancing program—financial
and parliamentary training for logistics. CDA will provide the resource persons
Cooperative Surety Fund (CSF)
CSF: grants 90% of capitalization for a cooperative which is well capitalized and
managed (for stable cooperative). Big Brother (billionaire cooperatives) Small Brother
(micro cooperatives) Program: cooperatives must build up good governance.
Livelihood trainings for new cooperatives are not intended for those who are not
registered. With all these programs, CDA will assist Transport Cooperatives that have
been consulted by SMC with their registration process, but all submitted documents
must be complete to avoid delays.
1.40 Department of Labor and Employment (DOLE) is mandated to promote gainful
employment opportunities, develop human resources, and protect workers and their
welfare for a peaceful and inclusive work force. SMC made a courtesy visit and
dialogue with DOLE Region 7 to elicit suggestions on how best it can help address the
possible losses of income and livelihood, particularly among PUJ drivers and
operators, who are likely to be affected by the MCIITS-BRT system. DOLE’s Integrated
Livelihood Program (DILP) is for displaced workers and informal sectors.
This program is in collaboration with “Kapamilya Negosyo Na,”of the USC School of
Business and Economics and ABS-CBN. Php20,000 is given to each beneficiary, a one-
time arrangement for: formation, enhancement, and restoration. DOLE also has a
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program for Cooperatives (water refilling station, laundry, and Internet). DOLE can
provide assistance to both individual and organization beneficiaries. The SMC would
like to explore areas on engagement with DOLE in order to ensure job integration
mechanisms for affected stakeholders. DOLE commits to actively engage for the
formation of an inter-agency mitigation program.
1.41 The National Economic Development Authority (NEDA) is the Philippines'
social and economic development planning and policy coordinating body. It is
mandated by the Philippine Constitution as the country’s independent economic
development and planning agency. NEDA serves as the secretariat of the Regional
Development Council (RDC) which formulates and approves priority development
plans that include the social development and protection program of the Region.
SMC would like to explore the possibility for RDC Region VII, through the Social
Development Committee (SDC), to develop and prioritize a social management plan
for PAE of the MCIITS-BRT Component. NEDA Region VII considers such engagement
strategic in order to concretize the plan especially in monitoring the mitigation
program of all member government agencies under the RDC SDC. SMC and NEDA
Region VII commits to develop a Social Management Plan for 2021-2022
incorporating the “Job Integration” approach in addressing the issues and concerns
raised by the affected stakeholders. Such initiatives are considered vital in order to
make the SMP inclusive, strategic, and systematic especially the need for budget
allocation and LGU support.
1.42 The Department of Education (DepEd) handles education-related programs and
policies. Its mission is to protect and promote the right of every Filipino to complete
basic education, and ensure quality, equitable, and culture-based learning. DepEd
formulates, implements and coordinates policies, plans, programs and projects in the
areas of formal and non-formal basic education. It supervises all elementary and
secondary education institutions, including Alternative Learning Systems (ALS), both
public and private, and provides for the establishment and maintenance of a
complete, adequate and integrated system of basic education relevant to national
development goals. ALS is DepEd’s main vehicle for non-formal education; integrating
a skills-training component into the standard academic ALS Curriculum. ALS offers
adults an equal chance of self-improvement and productive life.
To ensure inclusivity of the mitigating options developed for MCIITS-BRT PAE,
DepEd’s role is very crucial particularly in bridging the gap for those who have not
completed basic education. PUJ drivers and operators, or their beneficiaries, who are
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not high school graduates, can qualify for the TESDA training courses upon
completion of the ALS.
1.43 On June 28, 2019, representatives from these agencies were gathered for another
round of consultation with representatives from transport groups. Presidential
Assistant for the Visayas, Secretary Michael Lloyd Dino and Cebu City Mayor-elect
Edgardo Labella (unable to attend) were also invited to the activity. A total of 31
participants responded to the invitation of the SMC. Agencies/offices represented
were: DTI: 1, CDA: 2, TESDA: 2,NEDA: 2, DOTr: 5, DOLE: 1, and OPAV: 3. Participants
from transport groups include: PISTON: 2, CITRASCO: 1, NCTU: 1,Mabolo Transport
Coop: 2, LATRANSCO: 2,PITAM: 2, and El Pardo: 2.
Building Support, Managing Reactions, Consolidating Comments
1.44 The objectives of the activity were:
1. Present updates, including issues raised during participatory appraisals, and
explore existing programs that can address the concerns articulated by MCIITS-
BRT PAE.
2. Develop an interagency mechanism for collaboration on identified support
programs, and gain commitment on budget allocation, as part of the SMP for
MCIITS-BRT PAE.
1.45 The first part of the event featured the Keynote Speech of Sec. Dino as delivered by
Mr. Titus Borromeo, OPAV Staff, discussions on PUVM by Mr. Eldon Joshua Dionisio,
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Transport Development Officer of DOTr, presentation on the MCIITS-BRT Project by
Mr. RandolfCarreon, Transport Planner of the Technical Support Consultants, Egis
International. The transport groups were given the chance to raise questions in an
open forum after the two presentations.
1.46 A brief rundown of what transpired include:
1. Mr. Elpidio A. Espinola from Mabolo Transport Cooperative asked about the
readiness of Cebu City regarding the Local Public Transport Route Plan
(LPTRP).
- Mr. Dionisio expressed that their agency has given notice to the
Department of Interior and Local Government (DILG) with regard to the
submission of LPTRP of LGUs - for the modernization program. He will ask
the person in-charge for Cebu City.
- Mr. Carreon stated that the situation in Cebu is quite different since
massive changes in the transportation system are expected to happen in
the next two to three years compared to other LGUs. His team is tasked
to do the rationalization plan where BRT is integrated. Hence, public
vehicles that will act as a feeder to BRT need to be incorporated into the
LPTRP.
2. Ms. Ma. Angelica Mata of National Confederation of Transportworkers
Union (NCTU) suggested to have a separate forum and consultation for BRT
and PUVMP.
- Mr. Carreon said they will meet to discuss this request, and during the
presentation of the implementation plan, they will organize a
consultation-workshop.
3. Mr. Gregory Perez of PinagkaisangSamahanngmgaTsuper at Operator
Nationwide (PISTON) stressed his concerns about the modernization of
transportation system in terms of providing alternative livelihood to
displaced individuals by respective government agencies.
- DOLE offers work to affected drivers in the construction industry.
- Mr. Perez pointed out that there are drivers who are already in their old
age and could no longer do hard labor.
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- Mr. Perez disclosed that_operators have not received any money
(regarding DOTr equity subsidy amounting to P80,000 per unit). That,
phase-out of jeepney units is not happening in Manila, but in Cebu, there
are operators who are no longer allowed to renew their franchises.
4. Ms. Priscilla Cabonita of Lahug-Apas Transport Coop (LATRANSCO) is
concerned about the number of franchises that will be granted once the
PUVMP and BRT have been fully implemented. For instance, if the operator
has at least 60 units of PUJs and the demand is only 40, what will happen to
the remaining 20 units?
- Mr. Carreon said they will try to initiate a discussion with DOTr to have
the implementation of PUVM delayed to ensure that the number of units
is aligned with the approved LPTRP and the BRT project, and that
operators will not be investing outside the required number of units. TSC
will assess the number of units vis-a-vis consumer demands.
- Another issue raised by Ms. Cabonita was regarding loss of livelihood of
some operators once the mass transit system is fully operational.
- Mr. Carreon said that it is a possibility. He emphasized that this is where
cooperatives come in - so that they can act as a single institution to
obtain a franchise. For example, if there are 100 operators who will
decide to form a cooperative and put up a capital, and the required
demand of PUJ units is only 50, the cooperative would be the sole
operator and not the individual operators. The cooperative will hire
drivers and will pay them a salary for the number of hours worked. The
set up can help make their jobs become ‘professionalized’ because
benefits such as SSS, PhilHealth or retirement can be availed of.
5. Ms. Elsie Montebon of El Pardo Transport Coop asked regarding how they
can make their cooperative successful.
- Mr. Arsenal (DSWD) suggested that cooperatives must undergo skills-
training to enhance their capacity in managing a business in the
cooperative. He hopes for the Special Guideline to be approved, to
mitigate displacement issues.
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- Director Patron (CDA) commented that CDA will conduct a thorough
analysis of transport cooperatives and provide a series of training
programs.
6. Mr. Ryan Benjamin C. Yu of CITRASCO expressed his worries about the
security of their investment if the implementation of the PUVMP pushes
through next year since they will be forced to modernize their jeepneys by
virtue of an approved LPTRP. Mr. Yu suggested that the existing transport
cooperatives that will be affected by the LPTRP should be prioritized.
- Mr. Carreon answered that TSC would recommend to DOTr to delay the
formulation of LPTRP to coincide with the BRT project. The planned
routes would take into consideration the existing demand, number of
franchises needed, and other modes of public transportation (MRT,
monorail, BRT, etc.) as defined in the MCIITS program.
- Such recommendation would ensure that investments of cooperatives on
new units are aligned with the new routes. In short, the number of units
they will purchase will be appropriate to the needed number of units per
route. Out of the 40 LGUs included in the PUVM, only Cebu City has an
incoming mass transit project. Thus, rescheduling the LPTRP is necessary.
- Mr. Dionisio reiterated that the Memorandum Circular clearly states that
existing operators will be prioritized. At the moment, the central office is
not fully compliant to the MC. The priority should be the area-based
operators, should there be new routes.
1.47 The interaction between the leaders of transport cooperatives/groups and DOTr
representative, Mr. Eldon Joshua Dionisio, brought to fore the confusion of operators
on the provisions of the PUVM. Aside from the tedious procedure for registration and
accreditation, the operators were uncertain whether they will be
prioritized in new routes to be opened. It appears that operators are more anxious on
the PUVM guidelines than the implementation of the BRT. Nonetheless, points raised
are a good reference in developing procedures for implementing mitigation options -
highlighting the involvement of PAE in decision-making processes.
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1.48 The second part of the consultation on 28 June 2019 involved presentations on what
the SMC has done since it started operations in January 2019, and the existing
programs of government that might be able to address articulated concerns of PAE. A
plenary workshop on the presented programs followed the two presentations.
Representatives from the agencies responded and further expounded on their
programs:
1. NEDA committed to help the agencies in implementing possible projects for
MCIITS-BRT project-affected entities by relaying these projects to the Regional
Development Council (RDC) to be given budget allocations.
2. Ms. Esperanza Melgar of DTI presented three existing programs:
- Negosyo Centers (NCs): These provide assistance on how to register a
business and business counselors to help in the registration under the
Barangay Micro Business Enterprise.
- Qualification for registration includes: (i) business must be registered
either with DTI, CDA or SEC,(ii) any business except the practice of
profession, and(iii) asset amount should be below Php3M excluding the
land value where the business is built.
- Incentives: (i) exemption from income tax derived from the business, (ii)
exemption from paying the minimum wage for those employees hired
after the registration and is good for two years - renewable for another
two years.
3. Mr. Ratcliffe of TESDA presented the Tsuper Iskolar Scholarship Program in
partnership with DOTr that targets displaced persons affected by PUVMP —
stakeholders who opt to voluntarily exit from the transport industry, those who
want to continue in the transport industry, new stakeholders in the transport
industry, family members, their dependents (up to third degree of consanguinity
or affinity). Mr. Ratcliffe announced that they no longer would require TESDA
applicants to be high school graduates. The only qualification is that applicants
should be 18 years old and above; and at least 15 years old to avail of Cluster of
Competencies (CoC) scholarship. They are entitled to acquire free skills training
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and assessment, a chance to join entrepreneurial training if they want to go for
livelihood, and have a Php360 daily allowance. The suggestion of drivers and
operators regarding weekly release of allowances will need to be assessed.
4. Dir. Patron of CDA discussed the Institutional Development for Cooperatives,
which is a training program focusing on cooperative business operations. They
also have free mentoring and coaching for newly-registered cooperatives. Micro
cooperatives that can avail of such should have an asset of below Php3M. The
CDA also has a program called Coop Kapatid Program to provide further
mentoring and coaching assistance through big brother and small brother
intervention.
5. Mr. Anthony Arsenal of DSWD presented three programs for BRT PAE:
- Sustainable Livelihood Program (SLP): Mr. Arsenal explained they have
already identified the beneficiaries of the SLP for this year and for 2020.
He suggested that the Social Management Plan (SMP) of the MCIITS-BRT
should recommend Special Guidelines to acquire special allocation and
separate funds.
- Assistance to Individuals/Families in Crisis Situations: This provides
financial and educational assistance, for instance to a driver who loses his
livelihood that results in difficulty supporting the education of children.
He added that if there are any PWDs or differently-abled on the list,
DSWD can also provide skills training under the Area Vocational
Rehabilitation Center (AVRC).
- LISTAHANAN Assessment for PUJ Drivers: This is where they produce a
database of poor families using proxy indicators. They list those identified
as poor and help them through providing health insurances. The
transport coops can submit a list of names and addresses to DSWD so
that they can be included in the survey. If identified as poor, DSWD will
include them as beneficiaries.
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Note: The DSWD, as mentioned by Mr. Anthony Arsenal, will be launching the LISTAHANAN
Assessment for PUJ drivers. A database of poor families of drivers, patterned after the 4Ps, to
determine qualified beneficiaries using proxy indicators. The set of criteria for the drivers will still
be developed by the agency. While it may be useful in the implementation of mitigation
measures, there is nothing in this regard which could be used as reference, yet.
1.49 As mentioned earlier, the SMC crafted a draft JMC (i.e. Adoption of a Harmonized
Interagency Assistance Program for Drivers, Operators and Other Sectors Affected by the
Metro Cebu Integrated and Intermodal Transport System (MCIITS)–BRT Project Component),
and presented to participants for comments, suggestions, and endorsement.
1.50 The draft JMC (see pp. 31-35), as advised, will be submitted to the National Steering
Committee for another round of review, further modifications, and, hopefully,
approval. Agreements made during the interagency and stakeholder consultations
are incorporated in this SMP, specifically the section on mitigation management.
Discussion with different government agencies regarding their defined programs will
continue until the end of SMC project life. Special programs developed can be
incorporated in their budget for 2020 and 2021.
1.51 It is, thus, expected that this SMP will be updated based on recent developments. Once
approved by the DOTr and other MCIITS-BRT implementing partners, it is hoped that
mitigating measures crafted are put in place just in time for the BRT timeline in 2022.
Transport cooperatives who have inquiries regarding specific programs offered by
different government agencies canvisit the Stakeholder Relations Office for
assistance. An approved SMP and an NSC-endorsed JMC facilitates preparedness in
addressing the potential impacts of MCIITS-BRT on PAE.
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C. FOLLOW-UP VISITS AND VALIDATION
1.52 Follow-up visits to government agencies were conducted by the SMC to:
a. provide project updates, review and obtain additional comments/suggestions on
the draft mitigation management framework, mitigation options and draft JMC
b. discuss possible schedule for another round of interagency/convergence meeting
and schedule for agency and transport cooperatives meeting to discuss programs
and services which can be availed of BRT affected transport groups.
Department of Trade and Industry (DTI)
1.53 October 22, 2019. The visit was originally intended for the Regional Director but SMC
was referred to Ms. Esperanza Melgar, DTI Provincial Director. Clarifications were
made by Ms. Melgar on the potential programs of DTI initially identified for the
MCIITS-BRT PAE. She explained that the “Go Negosyo,” as reflected in the m itigation
framework, is not a program but a law governing the directions of the agency. The
Small Medium Enterprise Development Program was, instead, endorsed.
1.54 It was agreed that provisions of the draft JMC, pertaining to DTI programs, be
reviewed first by PD Melgar prior to presenting this to the RD. Ms. Melgar will
coordinate with the SMC regarding DTI additional inputs in the draft JMC. As
suggested, a briefing on DTI programs and services exclusively for BRT affected
transport cooperatives was tentatively set on the second week of November 2019.
Given the hectic schedules of agency heads, Ms. Melgar suggested to the SMC to take
advantage of RDC meetings to present and elicit additional comments pertaining to
the draft JMC.
National Economic Development Authority (NEDA) – RDC - SDC
1.55 October 23, 2019. The meeting with representatives of the Social Development
Committee, Regional Development Council (SDC-RDC) was participated in by Ms.
Evelyn Nacario-Castro, Chair, SDC-RDC and two other committee members. Ms.
Castro expressed appreciation for the four pillars developed to address potential
impacts of the BRT project. Suggestions raised by Ms. Castro to improve the
framework include:
position DOTr as the primary accountable agency in the mitigation plan; identify
OPAV and NEDA-RDC as main implementing partners, and consider other
agencies as co-implementing partners including non-government entities (NGE).
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include the BRT social mitigation measures under the PUVM program of DOTr to
ensure coordination of other agencies in the implementation of the mitigation
plan.
propose the downloading of funds to the NGAs under the PUVM program to
effectively assist the Project Implementation Team in the full execution of the
mitigation framework for 2021-2022.
1.56 Major points of agreement include setting a convergence meeting to be attended by
representatives of the SDC-RDC, NGAs and the SMCto formally discuss the draft Joint
Memorandum Circular (JMC).
1.57 November 27, 2019. The SMC was invited to the RDC-SDC-NEDA meeting to present
updates on SMC stakeholder consultations and review the proposed mitigation
options for BRT potentially affected entities. The NEDA Secretariat suggested three
important points:(i) On the Social Management Framework – change NEDA to NEDA-
RDC (under implementing partner), (ii) Through the NEDA-RDC, the NGEs’ (non-
government entities, to include NGOs) commitment could be integrated into the four
pillars but they need to see the entire technical design first to align the needed
services and programs of the PAE to the concerns and interests of NGEs, and (iii) SDC-
RDC suggested that, in the MCIITS-BRT, the affected PAE must be given the priority in
livelihood opportunities.
1.58 In general, the proposed mitigation management framework presented is acceptable
to the SDC-RDC-NEDA and they are open to having another meeting with the SMC on
the 1st quarter of 2020 in order to firm up the specific programs aligning these to the
four pillars. Also, SDC-RDC recommended that SMC must continue to firm up the
commitment of every National Government Agency to ensure the budget allocation
for 2021. Lastly, SDC-RDC reiterated that DOTr should be the focal agency to
implement the mitigation plan and involve the Cebu City Government in developing
sustainable programs to ensure the continuity of services after the full
implementation of the BRT Project.
Department of Labor and Employment (DOLE)
1.59 October 24, 2019. The meeting was scheduled by Engr. Vic Abordo, Head of the Labor
Standards and Labor Relations Division, in reponse to the SMC letter dated October
17, 2019. It was attended by Regional Director Salome Siaton, Assistance Regional
Director Lelia Estellore, and Heads of Employment and Welfare Division.
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DOLE Region VII committed to assist the would-be displaced drivers, operators, and
vendor by providing the existing DOLE livelihood programs provided they comply with
existing guidelines.
1.60 Highlights:
Livelihood projects can be availed of by BRT PAE under the DILEEP program.
Budget allocation for said programs, albeit the amount is relatively, are given
annually. but with usually not that high budget utilization. Hence, BRT PAE can
make use of these projects.
Technical concerns will be addressed by DOLE such as project proposal writing
workshops. Project beneficiaries will need to make a formal request for
assistance.
DOLE is willing to attend and present an orientation-discussion with potential
beneficiaries to explain the details of the livelihood program which includes the
necessary documents, processes, timeline, budget release, and monitoring. This
can be set in November 2019.
Limitations: Potential beneficiaries will have to strictly follow existing guidelines
set for the livelihood program such as, but not limited to, acquiring a legal entity
and being part of the informal sector (no employee-employer relationship).
DOLE may organize a job fair for the graduates of TESDA skills-training programs.
To ensure employment of TESDA graduates, DOLE suggested to coordinate with
PESO offices located in SUCs and LGUs.
Existing DOLE Programs are open to all beneficiaries that meet the requirements.
Hence, per DOLE, there is no need to create a special guidelines for BRT PAE nor
special programs for them to exclusively avail.
Cooperative Development Authority (CDA)
1.61 October 25, 2019. The visit to the CDA Regional Office provided the SMC updates on
CDA’s operation. Mr. Cletus Villamor, CDA COS for Registration, shared that the task
of approving coop registration has been given back to the regional office. Further, the
Office of Transportation Cooperatives has already assigned two personnel for Cebu
stationed in the office of LTFRB-7.
1.62 Ensuing discussions covered the conduct of a briefing on the Fundamentals of
Cooperatives and Governance for newly-organized transport coops. It was also
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agreed that a representative of a successful cooperative in Cebu be invited during the
activity to share best practices. Mr. Villamor suggested that an organizing
component, to focus in organizing transport coops, be integrated in project
implementation. Mr. Villamor will coordinate with the SMC regarding Dir. Patron’s
additional inputs to the draft JMC.
Department of Social Welfare and Development (DSWD)
1.63 The SMC considers the partnership with the DSWD as an integral component in
providing comprehensive programs to affected BRT PAE. Sustainable Livelihood
Program (SLP) of DSWD is one of the frontline services that ensure the provision of
entrepreneurial capabilities of vulnerable and marginalized communities. The
inclusion of SLP to the proposed mitigation options would serve as a springboard to
concretize the entrepreneurial activities of those who will be affected.
1.64 SMC, through Mr. Empaces, had initial discussions with DSWD during the budget
consultation for 2020 in September 2019. An important point raised is for DSWD
Region-7 to continue the SLP program until 2020 esp. for vulnerable sectors. SMC
proposed for the inclusion of SLP to the Transport Cooperatives as part of
themitigation plan in line with the transportation modernization program of the
national government. DSWD suggested that a separate meeting be carried out to
discuss the details on how best the proposal can be firmed up, including guidelines
and cost. It is hoped that the program can be made part of the social management
plan that will be implemented by 2021.
Department of Education (DepEd)
1.65 October 28, 2019. SMC met with Dr. Salustiano T. Jimenez, OIC Regional Director.
DepEd is implementing the Alternative Learning System (ALS) targeting those who
have not completed basic education. If there are drivers, operators or their
beneficiaries who do not have the necessary educational requirements to avail of
TESDA’s training program, they may enlist in the ALS so they can be given a Certificate
of Completion equivalent to a Junior High School diploma.
1.66 DepEd can refer the ALS graduates for TESDA skills training or they may pursue the
TecVocstrand for Senior High School. DepEd’s ALS program is community -based and
mobile. It is a modular type of program wherein schedules are agreed-upon by
learners and they can complete the requirements within a given time frame. DepEd
will adjust to the work schedules and other limitations of the learners.
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1.67 The Transport Cooperatives may organize an ALS session for their members and
coordinate with DepEd regarding schedules, duration, and venue. Aside from literacy,
ALS also provide livelihood training for their learners based on the skills of the
assigned mobile teacher, e.g. basket-making, sewing, among others.
1.68 DepEd could likewise extend technical assistance in terms of providing training for
cooperatives. Aside from these, if there are school-age beneficiaries of the PAE who
need assistance in transferring to another school, if ever their parents would transfer
due to job displacement, DepEd can assist in fast-tracking the child’s transfer. DepEd
emphasized that they are open to attend inter-agency consultations regarding
various programs for PAE for better coordination in the implementation.
Cebu City Government (CCG)
1.69 October 29, 2019. A coordination meeting was held between SMC, Project
Implementation Unit (PIU), and the Cebu City Government (CCG) represented by
Engr. Joel M. Reston, OIC of Focal – BRT Office and CPDO, Sheila May Daluz, IOC of
DMDP, and Lucia Mahusay, Administrative Officer of DSWS. The meeting was
organized by Engr. Reston in response to a series of SMC request for a courtesy
meeting with the CCG after the 2019 Elections. CCG remained steadfast in its
commitment to provide support to BRT PAE in line with their current social support
programs and services given to Cebu City constituents.
1.70 Important points discussed during the CCG meeting:
To give a legal backbone on CCG interventions, it is necessary to have a Sanggunian
Resolution providing the mandate for interventions to prioritize BRT PAE in the City
Government’s social programs and services. The office of Councilor Jerry Guardo,
Chair, Committee on Labor, may assist and champion this cause in the Cebu City
Council.
The Department of Manpower Development and Placement (DMDP), currently, has
skills training programs reflective of the preferred skills training of drivers and
operators such as welding, culinary, and automotive. Livelihood programs such as,
but not limited to, candle-making, flower-arrangement and soap-making are also
being implemented. Beneficiaries of these skills training and livelihood programs
must meet the requirements provided by existing guidelines. The head of the DMDP
committed to make arrangements for the prioritization of BRT PAE to the programs
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as long as they comply with existing guidelines. Another possible intervention is
through the Job Start Program and Youth Works Program which will be further
explored during the next rounds of SMC office visits.
The Department of Social Welfare Services (DSWS) has a program on providing
livelihood capital for small enterprises. Ambulant and sidewalk vendors may avail of
this program. Other departments such as the Market Operations Division (MOD) may
also provide assistance to vendors. The BRT focal person committed to bring the
MOD Head on board in the next discussion meetings. Part of the ways forward, the
CCG committed to help gather the vendors affected by the SRP to IT Park BRT routes
through the accredited vendors association for a consultation on their needs,
concerns, and mitigation options. This includes the set-up of a possible CCG-Level
GRM.
D. CAPACITY-BUILDING FOR TRANSPORT COOPERATIVES
Drawing from the series of SMC-initiated stakeholder consultations which form part of the capacity-building
activities for transport cooperatives, more focused activities were conducted as part of SMC contract.
1.71 November 22, 2019. The first round of focused capacity-building activity involving DTI
Cebu Provincial Office was conducted. The activity, which was held at the DTI
Provincial Office, aimed at introducing leaders to DTI existing programs and services
that could be availed of by potentially affected drivers and operators. Specifically, the
event dubbed “Go Negosyo Act Orientation cum Enterprise Development Seminar,”
presented salient points of RA 10644 (Go Negosyo Act), RA 9178 or the Barangay
Micro Business Enterprise Act of 2002, and the Department Order No. 18-07 Series of
2018. Discussions included the Role of DTI’s Negosyo Centers, requirements for
Business Name Application, incentives, and benefits under the Barangay Micro
Business Enterprise, and the micro-financing scheme under the P3 program. A guide
on how to consider external factors prior to going into business was also introduced.
1.72 Twenty-three participants attended the seminar composed of 15 females and eight
(8) males from 10 transport organizations. Newly-reached cooperatives i.e. Inayawan
Transport Coop (INATRANSCO), Mauswagon Transport Coop, MALTRANSCO, and
MADASAMOD MPC were represented. While the resource speakers were provided by
the DTI, SMC handled the mobilization of representatives
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from transport groups and the logistical support for the activity. The event was
intentionally held at the Conference Room of the DTI-Cebu Provincial Office to
familiarize transport leaders of the agency’s location. Follow-up meetings will be
conducted to identify the next steps on availing of desired DTI programs and services
as part of the mitigation options identified under the four pillars.
Transport Cooperatives: Capacity-Building
Gaining Support, Managing Reactions, Consolidating Comments
1.73 December 06, 2019. An all transport leaders’ meeting was held to assess the year-long
capability- building activities inititated and organized by the SMC in coordination with
regional offices of NGAs intended for BRT PAE, and plan for succeeding sessions. A
total of 38 participants composed of 22 female and 16 male leaders from 11
transport organizations participated in the activity. Given focus were TESDA’s Tsuper
Iskolar 1st Wave of skills training implementation, DTI Orientation, and coop
registration and formation. The gathering was also intended to elicit comments
regarding: scholarship requirements, courses offered, training sites and schedules,
procedures of the 1st Wave of Tsuper Iskolar, and the content of the DTI Enterprise
Development Seminar.
1.74 Issues raised were on the Tsuper Iskolar implementation including, among others, the
venue for the driving skills training (i.e. in Compostela; far from Cebu City; requires
higher transportation expenses). The leaders unanimously pointed out that it has
caused the majority of their members to decide not to proceed with the course. No
major issues were raised pertaining to the DTI Enterprise Development Seminar. The
exercise aims to introduce participants to the importance of conducting assessments
as an organizational tool. Other concerns discussed include the relevance of the
submission of the consolidated list of members by each transport coop to determine
qualified beneficiaries for the MCIITS-BRT mitigation options as indicated in the SMP.
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Conducting Assessment an Organizational Tool for Transport Cooperatives
Gaining Support, Managing Reactions, Consolidating Comments
1.75 December 10, 2019. The involvement of DOLE in addressing the concerns and issues
of BRT PAE is crucial in ensuring holistic interventions in line with the four pillars of
the social management framework. In this activity, DOLE presented the basic
responsibilities of employers to their employees (e.g. drivers, personnel performing
day-to-day operations), the need to undergo training in Basic Occupational Safety and
Health (BOSH), the need to understand the provisions in the Labor Code, as well as
the DOLE programs and services that can be availed of by BRT PAE, e.g. DILEEP (DOLE
Integrated Livelihood and Emergency Employment Program)-Kabuhayan Program.
DOLE gave its commitment to classify the BRT PAE as "to be displaced" workers even
if the MCIITS-BRT has not started yet, and to assist the PAE in availing of the DILEEP
programs. It was agreed that SMC will organize another session with DOLE to review
coop training needs to enable its members to avail of DOLE programs and services.
1.76 In this activity, SMC expressed to DOLE the need for budget allocations to be
integrated into the DOLE programs specific to BRT transport coops and affected PAE
of the BRT project given that the PAE falls in the priority sectors and criteria of DOLE.
The inclusion of the DOLE DILEEP-Kabuhayan Program is imperative in the mitigation
options of the SMP. It is crucial to ensure the preparedness of the transport
cooperatives to avail of the programs and, at the same time, allocate specific funds by
2021. This will form part of all the mitigation options that can be accessed and/or
availed of by the BRT affected sectors.
DOLE Orientation for Transport Coop Leaders
Gaining Support, Managing Reactions, Consolidating Comments
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No. of Participants Per Session
Capacity-Building Date Operators Drivers Others All
Total
M F M F M F M F
Department of Trade and Industry (DTI)
- Enterprise Development Seminar 22 Nov 8 15 -- -- -- -- 8 15 23
INTRASCO: 3, NCTU: 1, MTC: 7, LATRANSCO: 2, PITAM: 3, KODTRASCO: 1, MALTRANSCO: 1, MAUSWAGON: 3, EL PARDO: 1, MASADAMOD MPC: 1
Transport Coop Solidarity Activity Program
- Assessment of First Wave Tsuper Iskolar scholars
- Planning for Wave 2 06 Dec 16 22 -- -- -- -- 16 22 38
- Assessment of DTI Orientation
- Consolidation of Membership Profiles
INTRASCO: 5, NCTU: 1, MTC: 9, LATRANSCO: 4, PITAM: 1, KODTRASCO: 6, MALTRANSCO: 1, MAUSWAGON: 4, EL PARDO: 4, PISTON: 2, BANAWA: 1
Alternative Livelihood Seminar with
Department of Labor and Employment 10 Dec 15 18 -- -- -- -- 15 18 33
INTRASCO: 2, NCTU: 1, MTC: 9, LATRANSCO: 3, PITAM: 2, KODTRASCO: 5, MAUSWAGON: 3, EL PARDO: 2, BANAWA: 5, ARSIDUTRANS COOP: 1
1.77 December 11, 2019. This is a TESDA-initiated activity held at the TESDA Provincial
Office and was participated in primarily by transport cooperatives (w/ PUJs plying
along the BRT corridor) and training institutes or TVIs in Cebu Province. It aimed to
assess the First Wave of the TESDA training as well as encourage takers for the
remaining slots of the approved qualifications. Clark Radcliffe of TESDA announced
that the unutilized skills training for the remaining batches must be carried out
within the month of December 2019. Transport cooperatives signified their interest
to fill in the available slots for new trainees (operators, drivers, family
members/relatives). Officers of INTRASCO and KODTRASCO, together with the
other transport coops, committed 25 slots for Bread and Pastry Production NCII, 25
slots for Cookery, 25 slots for Housekeeping, and 25 slots for Computer Servicing.
TESDA announced that the deadline for the list of takers is on December 16, 2019.
Should they fail to submit on time, the TVIs will be given the prerogative to look for
other drivers and/or their beneficiaries to fill in the slot for enrollees.
Wave 1 TESDA Meeting: Assessment as an Organizational Tool
1.78 December 16, 2019. An SMC-TESDA meeting was held to assess the participation of
BRT PAE in the Tsuper Iskolar program. TESDA was represented by TESDA Specialists
Clark Henry Ratcliffe and Maria Estela Rosales. While they have received reports of
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Tsuper Iskolar graduates based on documents submitted by TVIs, their remain some
challenges which includes: (i) unwillingness of some transport groups to avail of the
courses, and (ii) attendance of some of the participants. TESDA expressed
appreciation on SMC’s assistance in ensuring and monitoring the participation of
transport coops and for establishing close coordination with TVIs. TESDA hopes that
SMC will continue to inform and encourage transport cooperatives that are
affected by the BRT project to participate on TESDA skills training program. All skills
trainings for the remaining slots of the First Wave of Tsuper Iskolar is targeted to
start by December 2019 and finish by January 2020. TESDA commits to include the
courses identified by BRT PAE in the SMC baseline survey and stakeholder
consultations in the list of courses for the Second Wave of the Tsuper Iskolar
program implementation.
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2 Review of TESDA Program
The DOTr signed a Memorandum of Agreement with TESDA to provide skills
training to PUJ drivers and operators under the PUVM Program dubbed as
“PUVM Stakeholders Support Mechanism.” The program incorporates two relief
measures through the provision of skills training (Tsuper Iskolar) and a Buy-
Back Scheme for units affected. In the MOA, TESDA provides alternative
options for MCIITS-BRT project-affected entities, particularly PUJ operators
and drivers and their beneficiaries, through the Tsuper Iskolar. Stakeholder
consultation meetings with drivers and operators were done to assess the
program and ensure that target beneficiaries can actively avail of the same.
Major concerns raised include: (i) training regulation requirements, (ii) training
sites, (iii) training schedules and training hours, and (iv) the release of training
support fund. Most of these policy gaps have been gradually addressed by the
TESDA Central Visayas Regional Office following a series of conference
meetings among stakeholders. To date, there are 275 BRT PAE graduates
while there are remaining skills training classes that were put on hold and are
expected to resume after the COVID-19 outbreak. The Second Wave of skills
training courses, though previously assured by both DOTr and TESDA, will
depend on how fast the government treasury recovers from the COVID-19
response expenses.
Background Information
2.1 In December 2014, prior to contracting the SMC for the MCIITS-BRT, DOTC (now
DOTr) and the Cebu City Government signed a Memorandum of Agreement with
TESDA establishing the BRT Employment Assistance and Skills Training (EAST) Program.
It had a budget allocation of Php13,995,000 for an estimated 933 target beneficiaries.
The EAST Program scholarship allowance was increased from Php60 to Php350
following a local sanggunian resolution of the Cebu City Government. The MOA
expired on March 2017 with only six beneficiaries who have availed of the skills
training particularly on Electrical Installation and Maintenance (EIM) NC II and
Shielded Metal Arc Welding (SMAW) NC II training courses.
2.2 The Tsuper Iskolar Program under the PUV Modernization Stakeholder Support
Mechanism (PUVM SSM) Component, is intended to provide free skills training to
drivers, operators and family members who will be affected by the Public Utility
Vehicle Modernization Program (PUVMP). It is a new program of the DOTr in
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partnership with TESDA which was introduced when the EAST Program ended. The
MOA establishing the Tsuper Iskolar Program was signed on December 11, 2018
between DOTr and TESDA with an initial budget of Php350,000,000 covering the year
2018-2022. Per TESDA Memorandum Circular 20-2019, the PUVM SSM addresses the
potential social impacts brought about by the transport modernization program of
government. The objective is to capacitate stakeholders through training and
development of new training regulations to support the transportation industry.
Table 2. Chronology of Events of the EAST Program Project Implementation
Cebu Bus Rapid Transit Project
Chronology of Events of Project Implementation Prior to the Creation of the SMC
Dec. 2014 Memorandum of Agreement among TESDA, DOTC and Cebu City Government was forged for the Cebu
Bus Rapid Transit (BRT) Project Employment Assistance and Skills Training Program. A total amount of
Php13,995,000.00 from the Special Vehicle Pollution Control Fund (SVPCF) of DOTC was allocated for
this project which will be released to TESDA in three tranches. There are 933 target beneficiaries who
are the affected drivers and operators and their family members. Per MOA, the DOTC shall identify the
participants for the skills training program to be conducted by TESDA while Cebu City Government
shall facilitate the conduct of the series of public consultation among affected PUJ drivers and
operators and assist DOTC in the identification of beneficiaries.
09 Feb. 2015 A meeting was conducted between TESDA VII Officials headed by the former RD Rosanna A. Urdaneta,
DOTC, Cebu City and LTFRB Officials and representatives headed by Atty. Rafael Yap. It was agreed
that LTFRB will conduct a survey among affected PUV operators/drivers regarding the BRT project. It
was also agreed that LTFRB will incorporate in the survey form the TESDA training needs analysis tool.
23 April 2015 TESDA VII received the memo from Dir. Pilar G. De Leon re: Transfer for Funds for the Bus Rapid
Transit (BRT) Project Employment Assistance and Skills Training Program in the amount of Four
Million, Six Hundred Eighteen Thousand, Three Hundred Fifty pesos (P4,618,350.00).
14 May 2015 Former RD Urdaneta requested Atty. Rafael Yap, DOTC Point Person, Cebu BRT Project, a copy of the
results of the survey.
18 May 2015 Atty. Yap provided former RD Urdaneta a copy of the survey results. However, it was noted that option
for training was not captured in the survey instrument.
26 May 2015 A meeting between the TESDA VII Cebu BRT Project Committee members and Atty. Yap was conducted
in the regional office. Result of the survey was presented to Atty. Yap; that only 125 out of 249 or
50.2% of the respondents opted to continue operation along BRT project and 91 out of 249 or 36.5%
of the respondents preferred to acquire franchise in other open routes. It was agreed during the
meeting to enhance the tool to incorporate the option for skills training program as earlier agreed.
Also, Atty. Yap said that they will hire consultants for social management by October 2015 to do the
survey. The group also revised the timelines in the action plan because it is overdue.
16 June 2015 Cebu BRT Project Technical Working Group (TWG) Meeting was conducted at the Cebu City Hall. It was
attended by Cebu BRT Project Consultants, DOTC Local and National Officials, LTFRB, Cebu City
Councilors, CITOM and TESDA Officials. On the social management agenda, the menu of programs and
the allowance of P60.00 per day was presented. Cebu City Councilor Archival said that the P60.00
allowance is very low compared to the average P400.00 daily income of drivers. Councilors Nestor
Archival and Lucelle Mercado recommended the minimum daily wage of P340.00 be given as
allowance instead. Engr. Salas of TESDA requested for a resolution from Cebu City for the increase in
the allowance. Ms. Jayne Ludovice of DOTC said the annual budget allocation can be requested again
for the next fiscal year.
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Cebu Bus Rapid Transit Project
Chronology of Events of Project Implementation Prior to the Creation of the SMC
29 July 2015 TESDA VII received a copy of the Cebu City Sangguniang Panlungsod Resolution recommending to
TESDA to increase the training allowance from P60.00 to P340.00.
17 Aug. 2015 A copy of the Resolution was provided to former DDG for Policies and Planning, Irene M. Isaac.
20 Aug. 2015 Brief meeting with Mr. Robert Y. Siy, Senior Consultant, Office of the undersecretary for Planning at
the regional office. Former RD Urdaneta informed Mr. Siy that TESDA can implement the program
anytime because they have a lot of TVIs. However, there is no clear project management scheme on
the part of DOTC. Mr. Siy was also provided a copy of the Cebu City Resolution on the increase of the
training allowance.
14 Sept. 2015 Memorandum no. 673 signed by former RD Urdaneta addressed to former DDG Irene M. Isaac was
issued informing the latter on the status of the BRT Project and presented chronology of events of
coordination with DOTC point person of the project. Former RD Urdaneta also requested in the memo
that the funds downloaded to TESDA for the project be returned to DOTC due to time constraint.
18 Sept. 2015 Former RD Urdaneta attended the TESDA-DOTC meeting on Cebu BRT Project in DOTC Manila. The meeting
was attended by Robert Siy and Zaxx Abraham of DOTC. On the matter regarding the increase of training
allowance, it was agreed in the meeting that DOTC shall prepare a letter to TESDA instructing/authorizing
the latter to increase the training allowance from P60 to P340 per person in view of the Cebu City
Sangguniang Panlungsod Resolution. Likewise, the letter shall explain why there has been a delay in the
implementation of the project so TESDA will not be accused of such.
On the concern about the Cebu City Government’s role in the implementation of the Cebu BRT Project
in providing TESDA with list of potential participants for skills training, the agreement was that DOTC
shall ask Cebu LTFRB a list of operators/drivers and request the latter to also coordinate with TESDA
on the conduct of skills training program and DOTC to conduct Kick-off Workshop on the Cebu BRT
Project.
02 Oct. 2015 Meeting with TESDA BRT Project Committee together with BRT Project Manager, Atty. Yap and Cebu
BRT Project Implementation Unit (PIU) staff in the regional office to update the Action Plan. It was
discussed that Cebu BRT PIU shall contact the PUJ drivers/operators and endorse to TESDA for
identification of their training needs. Atty. Yap was provided a copy of the feedback report of the
TESDA-DOTC meeting in Manila. The output of the meeting was the revised Action Plan and budgetary
requirements of the menu of programs as an offshoot to the September 18, 2015 meeting in DOTC
Manila.
08 Oct. 2015 A copy of the Revised Action Plan and Menu of Programs was submitted to former DDG Irene Isaac
through Memorandum No. 722. Former RD Urdaneta also requested in the memo the assistance of
Central Office in urging DOTC to fast track the issuance of authority to TESDA to increase the training
allowance.
18 Nov. 2015 Former RD Urdaneta wrote to former DDG Irene Isaac thru memorandum no. 817 informing her that
they have not yet received any official letter from DOTC regarding the agreements made during the
September 18, 2015 meeting; that DOTC will officially write to TESDA authorizing the latter to increase
the training allowance from P60 to P340 per person and same letter shall explain why there has been
a delay in the implementation of the project. Also RD Urdaneta requested that the funds downloaded
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to TESDA VII for Cebu BRT Project be returned to DOTC since year-end is near and they have to close
their books of account.
15 Dec. 2015 TESDA Cebu BRT Project Committee meeting with Atty. Rafael Yap held in the regional office. It was
discussed in the meeting the possible skills requirements/employment opportunities in the BRT
project which can be considered in the identification of skills training program for the affected
operators/drivers. It was also discussed that TESDA received a copy of the legal pass document from
Cebu Bus Rapid Transit Project
Chronology of Events of Project Implementation Prior to the Creation of the SMC
Atty. Gerard L. Chan, Director, Legal Service of DOTC, that the MOA be amended to conform with the
increase of training allowance as well as the corresponding decrease in the number of participants to
adhere to the budgetary requirements of the project. The TESDA Cebu BRT Project Committee
revised the Action Plan and Menu of Programs in consideration of the newly identified qualifications.
21 Dec. 2015 OIC-Regional Director, Francisca R. Opog submitted to DDG Rosanna Urdaneta thru Memorandum
No. 2093 the Revised Action Plan, Menu of Programs and the accomplished Draft Amendment of the
MOA in response to the letter from Engr. Ma. Cielo D. Eulin, DOTC OIC-Assistant Secretary.
02 Feb. 2016 OIC-RD Opog sent a letter to Atty. Yap informing him of the status of the identification of the training
needs of the beneficiaries that only twenty (25) beneficiaries from those endorsed from his office
went to TESDA and registered for a particular qualification and two (2) were undecided yet. OIC-RD
Opog also requested Atty. Yap to intensify the identification and endorsement of beneficiaries so
that we would be able to achieve the planned schedule of implementation of the project.
04 Feb. 2016 TESDA VII received an email from Atty. Yap acknowledging receipt of the letter from TESDA with the
information that they are waiting for the signing of the MOA so that they can have media blitz on the
availability of the program.
29 Feb. 2016 TESDA VII submitted to ED Marissa G. Legaspi the Physical and Financial Status Report of Cebu BRT
Project thru Memo No. 094 series 2016 in compliance to the forwarded email from Ms. Nelia
Sandoval re: unsigned letter from Dir. Dante M. Lantin, DOTC Assistant Secretary for Administration.
June 2016 Amendment to the MOA for Cebu BRT Project Employment Assistance and Skills Training Program
was signed with the revised increase in training allowance from 60.00/day to 340.00/day. The total
fund for the project is P13,995,000.00 with a total of 550 beneficiaries to be implemented on a 10-
month period.
Nov. 2016 Start of the skills training program at the Regional Training Center of three beneficiaries in EIM NC II
and three in SMAW NC II.
07 Feb. 2017 Graduation Ceremony, Awarding of Toolkits and Training Allowance. 3 graduates from EIM NC II and
3 graduates from SMAW NC II received their toolkits and training allowance.
March 2017 Expiration of the Amended MOA.
07 April 2017 Submitted the Liquidation of Funds to Central Office.
22 June 2017 DOTr Meeting on Mid-Year Assessment of Special Vehicle Pollution Control Fund (SVPCF) Projects, in
which the funding of the Cebu BRT Project was taken. It was discussed that last Feb. 1, 2017, Asec.
Fabillar of DOTr sent a letter to TESDA requesting for an extension of the MOA for the EAST Program
component of the BRT project to accommodate more affected PUJ operators and drivers. Mr. Tabu
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of TESDA Central Office mentioned that a new MOA has been prepared/submitted to TESDA ODG for
consideration/approval.
11 Dec. 2018 Signing of the Memorandum of Agreement between TESDA Sec. Isidro Lapeña and DOTr Sec. Arthur
P. Tugade on “PUV Modernization Stakeholder Support Mechanism Component”, which will provide
free skills training program to drivers, operators and their family members affected by the Public
Utility Vehicle Modernization Program (PUVMP). P350,000,000.00 was allocated for the project for the
training and social assistance to the beneficiaries. The project will run from 2018-2022 which will
cover the training and assessment fees, daily allowance and administrative/monitoring cost.
SMC - TESDA Consultation-Meetings
2.3 Part of SMC’s role is to establish coordination and carry out consultation meetings
with TESDA Regional Office VII in the implementation of support programs for the
most likely to be displaced transport workers due to the BRT project (Sec.7-B p.58,
SMC ToR). The first courtesy meeting was on February 13, 2019 wherein TESDA gave
a short briefer on the defunct BRT EAST Program and highlights of the recent PUVM
Stakeholder Support Mechanism. Admitted scholars will attend a training induction
program (TIP) as part of the training orientation process while the P350 daily
allowance will be released in lumpsum during graduation ceremony as per COA
guidelines. To ensure easy access to the Program, facilitate mobility and social
participation, TESDA encourages the utilization of the Mobile Training Component
wherein the skills training are held on-site or in the community/area in proximity to
target beneficiaries.
2.4 On March 1, 2019, TESDA Region VII was invited to attend SMC-initiated series of
stakeholder consultations with organized drivers and operators plying along the BRT
corridors. TESDA Regional Office committed to send a representative to these
consultations. In the same, TESDA discussed about the PUVM SSM approved project
fund, timeframe, training providers, identified beneficiaries, and profiling of training
course applicants. Adjustments on existing training guidelines and the minimum
number of participants to open a training course were pointed out.
2.5 Most of the SMC-organized stakeholder consultations for drivers and operators were
carried out during the month of March 2019. Ms. Joy Cabahug, Senior TESDA
Specialist/Unit Head of the Regional VII Operations Division, joined the SMC Team in
all of the stakeholder consultations which were mostly scheduled on a Saturday or
Sunday. In these consultations, she presented the highlights of the TESDA scholarship
programs, corresponding requirements, and the list of training courses offered. SMC
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was able to gather an initial consolidated list of interested applicants as a result of the
consultations.
SMC Visits to TESDA
Gaining Support, Managing Reactions, Consolidating Comments
2.6 Another consultation meeting with TESDA was held on May 7, 2019 to share updates
and provide feedbacks on Tsuper Iskolar project implementation. The consolidated
list of applicants was endorsed to TESDA Regional Office VII for inclusion in the
schedules of skills training courses. Alternative means of moving forward with project
implementation was also explored. A few considerations were proposed, e.g.
‘relaxation’ of training guideline on mandatory high school graduate requirement and
the release of the Php350 allowance on a daily or weekly basis. TESDA will provide
feedback of the proposed measures after verification of existing policy regulations.
2.7 Exploring the possibility of interagency cooperation and coordination in providing
mitigation programs and services was included in the consultation meeting. TESDA’s
absorptive capacity is limited, and might not be able to address the needs and
concerns of all affected drivers and operators. Hence, the commitment to participate
in an interagency conference with representatives of other NGAs. The TESDA
Regional Office also gave a short orientation on the framework of the skills training
program and the procedural requirement on screening and vetting of target
beneficiaries. TESDA VII Regional Director, Toni Tamayo, suggested to explore the
possiblility of encouraging Transport Cooperatives to provide a counterpart to the
Tsuper Iskolar Program as a manifestation of their strong commitment and ownership
of the Program.
2.8 On July 22, 2019, SMC conducted a courtesy visit to the newly-designated Regional
Director Atty. Andrew A. Bido to discuss the outcome of the Interagency Conference
with NEDA-RDC, TESDA, DTI, CDA, DSWD, DOLE, OPAV, and DOTr. Atty. Bido
expressed his willingness to give the training support fund of Php350 per day on a
weekly basis. The SMC also re-echoed the request to have the “relaxation” of the high
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school graduate requirement. At the very least, applicants may be referred to apply
to other related courses which do not require a high school diploma. It was agreed
that a representative from TESDA Region VII will attend in future stakeholder
consultations with drivers and operators to explain the context of the “high school
graduate” requirement on some of its skills training courses. Moreover, it was agreed
that additional list of interested applicants generated from future SMC-organized
stakeholder consultations will be considered and prioritized. Applicants will have to
supply the needed information using the DOTr-required template to faciliate
processing of applications.
2.9 Details of the First Wave of Tsuper Iskolar implementation was discussed on October
1, 2019, and was attended by the TESDA regional and provincial focal persons
together with the entire SMC team. A list of approved courses (i.e. Qualification Map)
to be offered for the first batch with indicated number of slots were presented. It was
pointed out that the approved number of slots per courses is for the entire Central
Visayas Region and not exclusive to BRT PAE. In consideration of the list of interested
Tsuper Iskolar applicants forwarded by transport coops during SMC stakeholder
consultations, TESDA Region VII decided to reserve almost half of the offered slots for
BRT-affected transport coop members or a total of 450 slots while the other half goes
to other transport coops outside of the BRT corridor.
2.10 On October 8, 2019, TVIs and BRT-affected transport coop leaders were invited by
TESDA Region VII in a conference to discuss the Tsuper Iskolar guidelines. TESDA
made sure that the TVIs will immediately commence training while transport leaders
gave assurances to mobilize their members to enroll in the identified training courses.
Both parties discussed and agreed on training hours, training sites, and leveled-off on
training requirements.
TESDA Meeting with Transport Coops and Training Institutions
Gaining Support, Managing Reactions, Consolidating Comments
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2.11 Several other coordination-meetings (re: TESDA-Inayawan Transport Coop
partnership, ‘relaxation’ on some provisions of the Enrollment Guidelines,
adjustments in training schedules and hours, reserved slots for BRT PAE N= 450) with
TESDA were facilitated by the SMC between October and December 2019 particularly
during the implementation period of the First Wave of the Tsuper Iskolar Program.
2.12 Another TESDA-TVI-Transport Coops Conference was held on December 11, 2019,
days after the BRT PAE had its assessment on the First Wave of Tsuper Iskolar
implementation at the SMC Stakeholder Relations Office. In the conference meeting,
different transport coops, other than BRT PAE, were invited to encourage them to
avail of the remaining 600 unused slots under the First Wave of project
implementation. It was decided that all skills trainings will be carried out in December
2019. The participants (particularly the BRT PAE) committed to send their
beneficiaries to the remaining courses. BRT PAE transport leaders, in coordination
with TVIs, have agreed to further mobilize their members and provide logistical
support to TVIs in providing training venues.
2.13 Particularly, officers of INTRASCO and KODTRASCO, together with other transport
coops, committed to organized the remaining skills training on Bread and Pastry,
Cookery, Housekeeping, and Computer Servicing by mobilizing members and
providing training sites thereof. They committed a total of 25 slots for Bread and
Pastry Production NCII, 25 slots for Cookery, 25 slots for Housekeeping, and 25 slots
for Computer Servicing. TESDA announced that the deadline for the list of takers is on
December 16, 2019. Should they fail to submit on time, the TVIs will be given the
prerogative to look for other drivers and/or their beneficiaries to fill in the vacant
slots.
2.14 In January 2020, coordination meetings were held with Mr. Clark Henry Ratcliffe,
TESDA Provincial focal person on Tsuper Iskolar Program implementation to discuss
the highlights of the assessment and clarify the guidelines for the Second Wave. The
December 2019 Assessment of the Tsuper Iskolar Program that consolidates
suggestions for improvement for the Second Wave was forwarded to TESDA
Provincial Office VII for consideration.
2.15 On January 10 and February 8, 2020, together with TESDA representatives, SMC
attended Tsuper Iskolar graduation rites organized by BRT PAE transport leaders. The
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TESDA Provincial Office VII database of Tsuper Iskolar graduates shows 275 BRT PAE
scholars and have received their daily training allowance in lumpsum.
2.16 Due to the COVID-19 crisis in Cebu, TVIs have temporarily suspended the skills
training classes in line with the Enhanced Community Quarantine policy of LGUs.
Though previously assured, the Second Wave of Tsuper Iskolar Program will depend
on government recovery of COVID-19 response expenses. Per TESDA Provincial
Office, the Central Office is fast-tracking its liquidation of expenses and requested
that unexpended funds be redirected to COVID-19 response.
TESDA Guidelines and List of Qualifications
2.17 The TESDA Memorandum Circular 20-2019 was issued last February 28, 2019 to
provide the implementing guildelines for the Tsuper Iskolar scholarship program. The
Program entitles each scholar to free skills training, free skills assessment, free
entrepreneurship training (for CoC qualifications), and a traning support fund to
cover food and transportation allowance equivalent to Php350 per training day
attended for a maximum of 35 days.
2.18 The target beneficiaries include the following: (i) displaced persons affected by the
PUVMP; (ii) stakeholders who will opt to voluntarily exit from the transport industry;
(iii) stakeholders who will opt to continue working in the transport industry; (iv) new
stakeholders in the transport industry; and (v) family members/dependents of
affected stakeholders up to the third degree of consanguinity or affinity. The
objective is to capacitate the stakeholders affected by the PUVMP.
2.19 Determination of beneficiaries will be based on the list of qualified candidates from
DOTr and Transport Cooperatives, list of qualified candidates from organized
enrollment seminars and walk-ins, and online and Barangay Skills Need Survey (BSNS)
applicants. They must meet the existing training regulations provided in the selected
course or ‘qualifications.’ This means that if the training regulation requires that the
applicant must be a high school graduate, one must complete high school to qualify.
2.20 The Program also allows multiple availment of scholarship provided that skills trainings
are availed one at a time, not simultaneously. The additional “qualification” (i.e.
course) must be related or towards higher level qualification. The training institution
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or TVI also executes an Affidavit of Undertaking that they shall comply with the
mandatory 75% employment rate for their graduates, and 100% budget utilization
rate.
2.21 The list of qualifications (i.e. training courses) under the Tsuper Iskolar is provided in
the TESDA Memorandum Circular 22-2019. The qualifications are classified as “Full
Qualifications” and “Certificate of Competencies (CoC).”
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Table 3. List of Training Courses Offered by the PUVM Stakeholders Support Mechanisms Program
FULL QUALIFICATIONS CERTIFICATE OF COMPETENCIES
(Pre-identified “Sector”) (Pre-identified “Sector”)
Agriculture, Forestry, and Fishery Agriculture, Forestry, and Fishery
Automotive Automotive
General Infrastructure General Infrastructure
Heating, Ventilation, Airconditioning and Refrigeration Heating, Ventilation, Airconditioning and Refrigeration
Metals and Engineering Processed Food and Beverages
Information and Communication Technology Electrical and Electronics
Electrical and Electronics Tourism
Furniture and Fixtures
Garments and Textiles
Health, Social and Other Community Development Services
Land Transportation
Language and Culture
Processed Food and Beverages
Wholesale and Retail Trading
Tourism
Trainers Methodology
Visual Art
2.22 The approved qualification map for year 2019 submitted by TESDA Region VII under
the First Wave of project implementation covers the following training courses or
qualifications: Computer System Servicing NC II, Driving NC II, Bookkeeping NC II,
Tourism, HEO-Motor Grader NC II, HEO-Bulldozer NC II, HEO-Hydraulic Excavator NC
II, Shield Metal Arc Welding (SMAW) NC II, Shield Metal Arc Welding (SMAW) NC I,
Cookery NC II, Housekeeping NC II, and Bread and Pastry Production NC II. Most of
these courses were identified during the SMC-initiated stakeholder consultations.
Each skills training class have 25 scholars/ students.
Table 4. Approved Qualification Map (QM)
Technical Skills and Development Authority, October 2019
# of Training Training Training
TVIs Qualifications/ Courses
Slots Hours Days Support Fund
Mandaue-Dumaguete College Computer System Servicing NC II 75 280 35 12,250
St. James Academy of Skills Technology, Inc. Driving NC II 25 118 15 5,250
Bookkeeping NC II 25 292 37 12,250
Int’l Skills Republic Academy, Inc.
Tourism 75 76 10 3,500
Technical Training HEO-Motor Grader NC II 25 156 20 7,000
HEO-Bulldozer NC II 25 156 20 7,000
HEO-Hydraulic Excavator NC II 50 156 20 7,000
Divine Life Institute of Cebu, Inc. Shield Metal Arc Welding (SMAW) NC II 25 268 34 11,900
Balamban Extensive Skills and Technology, Inc. Shield Metal Arc Welding (SMAW) NC I 25 268 34 11,900
Teamskills School for Culinary Arts and Hospitality Cookery NC II 25 316 40 12,250
Management, Inc. Housekeeping NC II 25 436 55 12,250
Bread and Pastry Production NC II 50 141 18 6,300
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Tsuper Iskolar Pre-Implementation
Tsuper Iskolar. Drivers and operators articulated the issues and concerns that they
faced with regard to their potential displacement, and suggested some
recommendations during stakeholder consultations. Participants were encouraged
to list the names of possible beneficiaries and their preferred training courses. The
names of the first batch of applicants were submitted to TESDA in July 2019. Top
three training courses identified were: automotive, cookery, and welding. Of these,
two skills training classes with 25 scholars were immediately started while the
automotive skills training was put in abeyance for the next wave.
Baseline Assessment Preferred Training Courses. The SMC baseline assessment for
drivers and operators included, among others, an identification of preferred skills
training. Training courses identified are included in the enumeration of training
qualifications provided in the TESDA MC 22-2019. There is, however, a slight
difference between preference of skills training courses obtained from stakeholder
consultations (i.e. automotive, cookery, welding) and the SMC baseline survery (i.e.
automotive, driving, cookery, welding). Drivers and operators who signified interest
to enroll in the Tsuper Iskolar program account for 1,437 (74%) drivers and 325
(57%), respectively, for a total of 1,762 potential applicants.
Training Regulation Requirements. Drivers and operators who have not graduated
from high school have repeatedly emphasized their predicament. The relaxation of
the training regulations which disqualifies them is vital to the success of the program.
Such requirement may affect the number of applicants who can avail of the
Automotive Training Course (i.e. top one course) which requires graduation from
high school.
Releasing of Training Support Fund. Another common sentiment of drivers and
operators is the timely release of training support fund. Based on previous
implementation of the BRT EAST Program where the full amount of P340 daily
training support fund was released as lumpsum during graduation ceremony, drivers
and operators requested that it be released on a daily or monthy basis.
Vetting or Admission of Interested Beneficiaries to the Tsuper Iskolar Program.
Concerns were raised regarding the process of vetting interested applicants. The
current process requires a chain of vetting procedures starting from the SMC level,
to TESDA, and the DOTr level. This process entails rigid screening and delay in the
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admission of interested beneficiaries because it involves three layers of screening and
verification.
Creation of Skills Training Program exclusive to BRT PAE. More importantly, there is a
great demand for a specific mitigation program exclusive for MCIITS-BRT affected
persons to ensure that their needs are addressed. The Tsuper Iskolar program caters to
all PUVM afftected stakeholders. With the limited funds, not all MCIITS-BRT PAE may
be given the chance to avail of the program. This is the reason why the SMC initiated
discussions with other national agencies who might be able to provide assistance
programs, existing or new, complementary or independent to the Tsuper Iskolar
program.
Tsuper Iskolar Implementation
TESDA skills trainings commenced last October 2019 for the First Wave of Tsuper
Iskolar. Before, during, and after the skills training classes, constant coordination
between and among transport cooperatives, TESDA, and TVIs was facilitated to attain
maximum utilization and enrollment to the skills training courses offered. Below are the
policy adjustments made as a result of stakeholder consultations to ensure success:
pre-enrollment requirements were relaxed
training schedules were adjusted based on the availability of scholars
training hours compressed
training sites were established after due consideration to concerns raised on accessibility
and the required standards for training facilities
transport cooperatives have housed some of the training courses to ensure accessibility
to scholars
some transport coops provided daily transportation allowance to encourage members to
enroll and complete the skills training courses pending the lumpsum release of the P350
training support fund
Of the approved 1,000 slots for the First Wave of Tsuper Iskolars, 450 slots were
reserved for BRT PAE. Out of the BRT PAE-reserved slots, about 400 slots have been
utilized. Remaining classes for March-April 2020 were temporarily suspended due to the
COVID-19 Enhanced Community Quarantine law imposed by national and local LGUs. As
of February 2020 (source: TESDA Region VII Monitoring), there are about 275 BRT PAE
Tsuper Iskolar graduates. The number is expected to increase once the ECQ is lifted and
pending classes/trainings are resumed by TESDA.
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Table 5. First Wave of TESDA Region VII Tsuper Iskolars*
Training No. of Date No. of
Qualification / Course Training Site Delivery Mode
Started Enrollees Graduated Graduates
HEO-Bulldozer NC II Naga City Institution-based 10-03-19 25 10-22-19 25
HEO-Bulldozer NC II Naga City Institution-based 11-12-19 25 12-01-19 25
HEO-Bulldozer NC II Naga City Institution-based 12-13-19 25 01-10-20 25
HEO-Motor Grader NC II Naga City Institution-based 10-03-19 25 10-22-19 25
HEO-Motor Grader NC II Naga City Institution-based 11-12-19 25 12-01-19 25
HEO-Motor Grader NC II Naga City Institution-based 12-13-19 25 01-10-20 25
HEO Hydraulic Excavator NC II Naga City Institution-based 10-03-19 50 10-22-19 50
HEO Hydraulic Excavator NC II Naga City Institution-based 11-12-19 50 12-01-19 50
HEO Hydraulic Excavator NC II Naga City Institution-based 12-13-19 50 01-10-20 50
Housekeeping NC II Cebu City Community-based 10-24-19 25 12-10-19 25
Cookery NC II Cebu City Community-based 10-24-19 25 12-13-19 25
Bread and Pastry Production NC II Cebu City Community-based 10-24-19 25 11-16-19 25
Bookkeeping NC III Cebu City Institution-based 10-29-19 25 12-12-19 25
Bookkeeping NC III Cebu City Institution-based 12-19-19 25 02-08-20 25
Tourism Promotion Services NC II Cebu City Institution-based 10-29-19 25 11-12-19 25
Tourism Promotion Services NC II Cebu City Institution-based 12-19-19 25 01-20-20 25
BRT-PAE
Driving NC II Compostela Institution-based 11-25-19 25 12-17-19 25 n = 275
Computer Systems Servicing II Cebu City Community-based 11-08-19 25 01-21-20 25
Computer Systems Servicing II Cebu City Community-based 11-08-19 50 01-10-20 50
* Based on the Approved TESDA Qualification Map dated October 2019. Graduates reflected is based on
TESDA monitoring database as of 17 February 2020. Courses highilighted in blue are classes attended by BRT 575
PAE scholars endorsed by Transport Cooperatives through the SMC.
Issues and Concerns
2.23 TVIs are confronted with concerns on compliance of enrollees with skills training
enrollment requirements and sustaining the interest of scholars to complete the
training course. Meanwhile, transport cooperatives will have lived up to its
commitments of mobilizing its members to enroll, comply with the needed
documents, encourage members to complete the training course, adjust to the
location of the training sites, and provide/subsidize transportation costs for
members.
Concerns of Transport Cooperatives
2.24 Certain courses (i.e. Heavy Equipment Operation courses, Shield Metal Arc Welding)
offered have discouraged participation of interested scholars for the following
reasons:
proximity of training venues vis-a-vis economic activities of drivers
training courses suggested during consultation sessions are not included in the QM
training site locations are inaccessible (e.g. Naga City, Compostela, Carmen)
olicy restriction on multiple availment prohibits them from enrolling in another course
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Concerns of Technical Vocational Institutes (TVIs)
The following are the challenges the TVIs are confronted with while implementing
the First Wave:
limited time to promote the courses due to the unanticipated start of the training classes
delay in the submission of enrollment requirements by interested participants
delay in the endorsement of list of identified scholars from transport cooperatives
Ways Forward
2.25 SMC and TESDA Region VII have made initial discussions on the details of the Second
Wave of Tsuper Iskolar. TESDA Provincial Office, the implementing unit of the Tsuper
Iskolar Program, has been informed of the December 2019 assessment made by
transport groups for consideration in the implementation of the Second Wave. In this
assessment, operators and drivers recognized the openness and efforts of TESDA
Region VII to make doable adjustments to the program based on articulated needs
and concerns. Recommendations pertaining to issues and concerns that remained
unaddressed were put forward e.g. courses offered must be based on preferred
training needs, and accessibility of training venues must be ensured. In adopting the
pre-identified preferred skills training courses, transport cooperatives committed to
having maximum participation and full utilization of the training courses offered.
2.26 TESDA Provincial Office VII committed to consider the results of the Tsuper Iskolar
assessments in implementing the Second Wave of Tsuper Iskolar. Transport
cooperative leaders, on the other hand, reiterated their request to TESDA to conduct
Skills Training Assessment Examinations on Driving NC II or NC III instead of a skills
training course. The latter conceded to the request provided that a list of the training
course for assessment, the preferred assessment date, number of participants, and
contact details will be provided. Passing the TESDA Skills Training Assessment will
grant them certifications equivalent to graduating and passing a particular skills
training course. The BRT PAE enjoy the privilege of being prioritized in the enrollment
process. Apart from the training support allowance, other consequential benefits
include transport cooperatives receiving rental incomes from TVIs who opted to use
the transport coop facilities as classrooms and trainers’ lodging in the conduct of the
mobile training.
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Annex
PUVMP Materials
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TESDA CIRCULAR
Page 1 of 6 page/s Number _W_, series of
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility 2019
Vehicle Modernization Program
Date Issued: Effectivity: Supersedes:
February 28, 2019 Immediately
In the interest of the service and in line with the MOA signed with the Department of Transportation (DOTr) on
the Public Utility Vehicle Modernization Program (PUVMP), the following guidelines is hereby adopted:
I. BACKGROUND I RATIONALE
A Memorandum of Agreement covering the implementation of the Stakeholder Support Mechanism Component under the PUVMP
was signed between DOTr and TESDA on 11 December 2018. A budgetary appropriation will be transferred from DOTr to TESDA
which shall be utilized by TESDA for the skills training and assessment and development of training regulations and curricula for
the transportation sector.
The Stakeholder Support Mechanism addresses concerns regarding potential social impacts that the project may
bring. It also recognizes the need to enable the affected stakeholders and their dependents, to be competent, self-
sufficient, and well-equipped with the necessary technical education and skills.
II. OBJECTIVE
The project aims to capacitate the stakeholders of the PUVMP through training and development of new training regulations to
support the transportation industry.
III. TARGET BENEFICIARIES
The target beneficiaries of this project shall include but not be limited to:
1. displaced persons affected by the PUVMP;
2. stakeholders who opt to voluntarily exit from the transport industry;
3. stakeholders who opt to continue in the transport industry;
4. new stakeholders in the transport industry; and
5. family members/dependents of the affected stakeholders up to the third degree of consanguinity or affinity.
IV. QUALIFICATIONS/PROGRAMS COVERED
1. WET programs registered with TESDA in accordance with the approved 2019 TESDA-DOTR Schedule of
Costs;
2. New and Emerging Competencies; and
3. Trainers Methodology (TM) Level I and Level II including Cluster of Competency/ies (CoC).
V. QUALIFICATIONS OF BENEFICIARIES
a. Filipino Citizen;
b. Age Requirements:
i. For full qualifications, at least eighteen (18) years of age at the time he/she finishes the
training program; and
ii. For CoCs, at least fifteen (15) years old at the start of the training program
c. High school completers or high school undergraduates who can at least read and write, depending on the qualification
requirements provided in the training regulations.
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TESDA CIRCULAR
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility Page 2 of 6 page/s Number _W_, series of
Vehicle Modernization Program 2019
Date Issued: Effectivity:
Immediately Supersedes:
February 28, 2019
VI. DETERMINATION OF BENEFICIARIES
1. List of qualified candidates from DOTr and transport associations and cooperatives;
2. Walk-in, Online and Barangay Skills Need Survey (BSNS) applicants; and/or
3. List of qualified candidates from organized enrollment seminars/fairs.
VII. SCHOLARSHIP BENEFITS
Each scholar shall be entitled to:
1. free skills training;
2. free skills assessment;
3. free entrepreneurship training (for CoC qualifications); and
4. training support fund to cover food and transportation allowance equivalent to Php350 per training
day attended for a maximum of 35 days.
The TVI/Enterprise must not exact any fee not authorized by TESDA.
VIII. MULTIPLE AVAILMENT OF SCHOLARSHIP
Multiple Availment shall be allowed provided that the training shall be availed one at a time and not simultaneously. The
additional qualifications must be related or towards higher level qualification .
IX. SCHOLARSHIP DISTRIBUTION OF ALLOCATION
Selection of TVI/Enterprise and Implementation of Scholarship Programs
1. Pre-Qualification of Participating TVI/Enterprise
The POs shall allocate the scholarship slots to the participating TVI/Enterprise by pre-
qualifying them using the eligibility requirements and the Criteria for Selection of
TVI/Enterprise upon submission of the Qualification Maps (QMs) of the eligible TVI/Enterprise
as stated below.
1.1. The POs shall pre-qualify all participating TVIs/Enterprises using the Eligibility
Requirements:
1.1.1. Eligibility Requirements
For New Programs
1.1.1.1. Program must be registered with TESDA
For Existing Programs
1.1.1.2. Program is compliant based either on the latest applicable Audits (compliance, internal, on-
the-spot) or results of the National Inspection (if included in the inspection) conducted by
the NISP;
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FINAL REPORT – SOCIAL MANAGEMENT PLAN
TESDA CIRCULAR Page 3 of 6 page/s Number _W_, series of
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility 2019
Vehicle Modernization Program
Date Issued: Effectivity: Supersedes:
February 28, 2019 Immediately
1.1.1.3. The TVI/Enterprise must not be a subject of any unsettled Notice of Disallowance
(ND) that has become final and executory involving any scholarship program of
TESDA;
1.1.1.4. The TVI/Enterprise must not be involved in an unlawful exaction of fees
and/or unlawful offering of any program within the jurisdiction of TESDA;
and
1.1.1.5. The TVI/Enterprise shall have complied with the mandatory assessment for the
qualification/program in the immediately preceding year, in cases where such
program has promulgated Competency Assessment Tools (CATs).
2. Preparation of Qualification Map (QM)
2.1. The POs shall notify the eligible TVI/Enterprise to prepare the QM based on the approved
RSAP;
2.2. The notified TVI/Enterprise shall prepare the QM (Annex A);
2.3. Upon submission of the QM, the POs shall evaluate it using the Criteria for Selection of
TVUEnterprise:
2.3.1. Criteria for Selection of TVUEnterprise
2.3.1.1. Absorptive Capacity;
2.3.1.2. Utilization Rate—must have submitted billing statements two (2) weeks after
completion of the program, in order for TESDA to submit liquidation
documents to the DOTr.
For 2019, eighty percent (80%) Budget Utilization Rate (BUR) of 2018 in terms of
disbursement in a particular qualification previously granted and being applied for. For
2020, one hundred (100%) BUR of 2019 in terms of disbursement shall be the metric.
Submission of the required reports is mandatory for the
TVIs/Enterprises to be considered eligible.
2.3.1.3. Employment Rate—at least sixty percent (60%) employment of graduates within
one (1) year after finishing a program in a particular qualification previously
granted and being applied for. The report on employment rate shall be
applicable only for programs that have been completed within one (1) year
prior to the new application for the same qualification;
2.3.1.4. In case of new and existing TVUEnterprise which was not given any scholarship allocation
prior to the issuance of this Circular, the RO, after looking into the Eligibility
Requirements and
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TESDA CIRCULAR
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility
Page 4 of 6 page/s Number MD , series of
Vehicle Modernization Program 2019
Date Issued: Effectivity:
Supersedes:
February 28, 2019 Immediately
Absorptive Capacity of said TVI/Enterprise, shall consider allotment of
scholarship slots for the qualification being applied for. The RD shall determine
as area manager the appropriate distribution scheme; and
2.4. POs recommend the QMs of TVIs/Enterprises to Regional Director for approval of the DG;
2.5. The SMO shall assign the corresponding QM Number of all approved QMs using the prescribed Coding
System for Approved QM (Annex B); and
2.6. The SMO shall immediately provide copies of the approved QMs and the corresponding Scholarship Grant
Certificates (SGCs) to the ROs.
3. Implementation of Scholarship Programs
3.1. The POs shall notify the concerned TVI/Enterprise with approved QM/s;
3.2. Upon notification of the approval of QM, the POs shall request the TVI/Enterprise to submit Notarized
Affidavit of Undertaking (Annex C), copy of which shall be submitted to the SMO within five (5) days
upon signing;
3.3. Immediately after receipt of the Notarized Affidavit of Undertaking, the PO and the TVI/Enterprise shall
schedule the conduct of the Training Induction Program (TIP) using a standard format. The RD/PD shall
open the program and the corresponding media release shall be done;
3.4. The TVI/Enterprise shall start the training programs within fifteen (15) calendar days upon notice, except for force
majeure or for reasons beyond the control of the TVI/Enterprise, otherwise their corresponding scholarship allocation's
shall besubject for reallocation by the Regional Office and approval by the Director General;
3.5. The implementing TVI/Enterprise shall submit their Actual Training Schedules within five (5) calendar days upon start of
the training programs and shall be published in the tri-media and/or the Facebook account by both the central and
regional offices.
The RDs and PDs shall exercise due diligence in pre-qualifying and evaluating the QMs.
X. IMPLEMENTATION MECHANICS
1. The programs offered shall be covered in the 2019 TESDA-DOTR Schedule of Costs;
2. The skills trainings in this program shall be implemented through any of the following delivery modes: mobile training,
community-based training, institution-based training or blended training.
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TESDA CIRCULAR
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility Vehicle Modernization
Program Page 5 of 6 page/s Number ozo ,
Date Issued: Effectivity: series of 2019
February 28, 2019 Immediately
Supersedes:
XI. ADMINISTRATIVE AND FINANCIAL PROCEDURES
1. Release of Funds
a. A corresponding Funding Allocation shall be released to ROs based on approved qualification
maps (QMs); and
b. Funding Check/Authority to Debit Account (ADA) shall be released to ROs for downloading
of the corresponding Cash Allocation/s and thereafter the RO shall transfer the appropriate
allocation to PO concerned.
2. Payment of Training and/or Entrepreneurship Costs:
a. One Hundred Percent (100%) of the total training and/or entrepreneurship costs shall be
paid upon completion of the training programs, subject to the submission of the following
documents:
i. Billing Statements;
ii. Trainees' Profiles encoded in the T2MIS;
iii. Daily Attendance Sheet (for the duration of the training); and
iv. TESDA copy of the SGCs duly signed by the concerned officials
and beneficiaries.
In case the attendance of the trainee/learner reaches fifty percent (50%) of the training duration, then the
TVI/Enterprise shall be paid on a pro-rated basis based on the actual attendance of the trainee/learner. In the
event that the attendance of the trainee/learner did not reach fifty percent (50%), then the TVI/Enterprise shall
not be entitled to any payment. Reports in this regard shall be submitted to the POs/ROs and Central Office.
Payments should be done on the basis of the attendance to the training of the beneficiaries clearly showing that the
actual training was conducted by the TV1/Enterprise concerned and that the beneficiaries named in the attendance
sheet actually attended the said training.
3. Payment of Assessment Cost:
a. The Assessment Centers/TVIs/Enterprises shall submit the corresponding Billing Statements
immediately after the conduct of the assessment. The Assessment Cost shall be paid upon
submission of the following supporting documents:
i. Billing statement; and
ii. Certified true copy of the RWAC stamped "received" by the POs.
4. Payment of Training Support Fund
a. The payment of TSF shall be released by the concerned POs directly to the scholars (or his/her
representative/s authorized under a Special Power of Attorney executed by the scholars) as authorized by
law and other issuances and subject to availability of funds.
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TESDA CIRCULAR
Subject: Implementing Guidelines for the Scholarship Program of DOTr Public Utility Vehicle Page 6 of 6 page/s Number ort , series
Modernization Program of 2019
Date Issued: Effectivity: Supersedes:
February 28, 2019 Immediately
5. An Administrative Cost of 5% of the budget appropriated by DOTr to TESDA shall be used for mobilization
and other-related administrative expenses at the COROPO Levels on the development, implementation and
monitoring of the programs.
XII. MONITORING AND EVALUATION
1. The SMO with the concerned E0s and the DOTr shall jointly monitor and evaluate the physical and financial
status of scholarship programs in the ROs/POs;
2. The ROs/POs shall exercise due diligence in monitoring the training programs to ensure, among others, that the
trainings are existent, the trainees are attending the trainings, the publication/posting of list of enrollees and graduates,
on-the-spot inspection of ongoing trainings, random calls to the trainees or graduates, and that the TVIs facilitate the
employment of their graduates. The POs are required to conduct a monthly visit (on the spot inspection) to ensure the
enrollees are attending and the required training durations are complied with;
3. The ROs shall submit to the DG through the SMO the Expanded MIS 03-02 (Physical and Financial Monitoring Report)
monitoring form and MIS-03-02 for this Program every Friday. Reasons should be provided in the monitoring forms in cases
where there are dropouts from training; and
4. The implementing TVI/Enterprise shall submit the Terminal Report within fifteen (15) calendar days at the
end of the training period for evaluation of the POs/ROs and CO. Thereafter, the TVI/Enterprise shall
publish their List of Graduates in a newspaper of local circulation and/or in its website and social media
account (Facebook Page) within thirty (30) calendar days after completion of the training programs;
XIII. Violations and Sanctions
Sanctions shall be imposed for violation of these guidelines in accordance with the provision of the UTPRAS as
amended.
Subject to due process of law, the abovementioned violations shall also be a ground for the filing of appropriate charges for
falsification and swindling (estafa) under the Revised Penal Code, and other relevant special laws by the proper aggrieved
party. A committee shall be created for this purpose.
TESDA personnel who will be proven to have taken part in violating these guidelines shall be subject to proper
disciplinary action in accordance with the 2017 Rules on Administrative Cases in the Civil Service (RACCs).
XIV. Separability Clause
If, for any reason, any part or provision of these guidelines is declared invalid or unconstitutional, any part or provision
not affected thereby shall remain in full force and effect.
This Circular takes effect as indicated.
SEC.Cte. LAPERA, Ph.D., CSE
Director General
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Annex A
Technical Education and Skills Development Authority
FY 2019 DOTr Public Utility Vehicle Modernization Program
QUALIFICATION MAP (QM)
QM Number.: Ex.: DOTr-QM-2019-0128-0001
Region (to be filled out by SMO using the prescribed
Province/District Coding System for Approved QM)
Name of TVI
TVI's Complete Address
TVI's Landline TVI's Email Address:
TVI's Cellphone No.:
Indicative Date of Training &
COSTING TOTAL AMOUNT
Assessment (per Batch)
NTTC for WTR
QM No. of
Qualification Title/
Qualification Name of Programs/TMC for Assessment Training Entrepre- Total Total Training Total Entrepre- Remarks
Cluster of Competency CTPR No. Slots Per Capita Cost Total Training Total Amount
Trainer NTR Programs Date of Training Cost Support Fund neurship Cost Assessment Support Fund neurship Cost
Code (Par ...) Start End Fee (PhP) Cost (PhP) (PhP)
Number Assessment (PhP) (PhP) (PhP) Fee (PhP) (PhP) (PhP)
(PhP)
(1) (2) (12) (13) (14=10+11+12+13) (15=10.6) (16=11*6) (17.12"6) (18=13.6) (19=15+16+17+18) (20)
( 3) (4) (5) (6) (7) (8) ( 9) (10) (11)
0001-1 - -
0001-2 -
0001-3 - -
0001-4 - -
0001-5 - _ - _
_ _
TOTAL: - - - - -
-
Submitted by: Endorsed by: Approved by:
Evaluated by:
School Administrator Regional Director Director General
Provincial Director
Date: Date: Date:
Date:
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Annex B
Coding System for Approved QMs
QM Number QM Qualification
Code per Approved
2nd Qualification/Diploma
1St line 3rd line 4th line 5th line 6th line
line Program
Type of QM Fiscal Year TESDA TESDA Sequence QM Number + QM
Scholarship Regional Provincial Number of Qualification Code:
Program Office Office Approved
QM Coding to be used:
1 to 1000
QM Number:
DOTr -Scholarship Program
QM -Qualification Map
2019 -Fiscal Year
01 -TESDA I
28 -TESDA 'locos Norte
0001 -Sequence Number of Approved QM
QM Qualification Code:
0001 -Sequence Number of Approved QM
1 -QM Qualification Code
Note: Each line is separated by a dash (-).
The Regional and Provincial Codes shall be in accordance with the Unified Accounts Codes Structures (UACS)
Manual (Annex D-1). In the absence of the Regional/Provincial Codes for some Regions/Provinces, the following
codes shall be adopted:
TESDA NCR CaMaNaVA-01
Manila-02
MuntiParLasTaPat-03
PaMaMaRiSan-04
PasMak-05
Quezon City-06
TESDA IX Zamboanga City-73
Isabela City-07
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Annex C
REPUBLIC OF THE PHILIPPINES)
(PLACE) S.S.
AFFIDAVIT OF UNDERTAKING
I, (Name) of (Name of
TVI) , with office address at
(Address) , and as authorized by our Board of Directors
to execute this Undertaking, a copy of the Secretary's Certificate of which is herewith attached and after having
been sworn into oath in accordance with the law do hereby depose and say, that in accordance with the
IMPLEMENTING GUIDELINES FOR THE SCHOLARSHIP PROGRAM OF DOTr PUBLIC UTILITY VEHICLE
MODERNIZATION
PROGRAM embodied in TESDA Circular No. Series of issued on , hereby undertakes, commits and warrants
the following:
1. Promote the Scholarship Program of DOTr Public Utility Vehicle Modernization in enhancing the
competitiveness and productivity of the workforce through skills training programs;
2. Ensure that each scholar shall undergo pre-qualification process in accordance with the industry
pre-hiring requirements. All application forms should be properly and completely accomplished
with the latest Passport Size ID
Photos of the Trainees duly attached;
3. Notify the qualified scholarship grantees of their acceptance and the actual training schedule;
4. Ensure that scholars fully understand the provisions of their Commitment of Undertaking as stated
in the Scholarship Grant Certificate;
5. Shall not exact additional fees from the scholars;
6. Conduct, in coordination with the Provincial Office, the Training Induction
Program before the conduct of any training;
7 Submit to the Provincial Office (PO) the Actual Training Schedules, as to the specific dates and
time, including "On the Job Trainings" held outside of the school premises within FIVE (5)
CALENDAR DAYS after the start of training. Said training schedules as submitted shall be final
and can no longer be amended unless force majeure occurs. In said case however, the
adjusted training schedules shall be submitted immediately one day after the occurrence of such
an event;
8. After the start of the Training Program, the Enrolment Report together with the name of their
respective Trainers for each particular batch should be submitted to the Provincial Office within the
maximum period of twenty percent (20%) of the training duration (see attached schedule).
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Annex C
Likewise, the Terminal Report shall be submitted within fifteen (15) days calendar days after the end
of the training period;
9. Motivate and nurture the scholars to maintain one hundred percent (100%) completion of the training
program.
10. Exert effort to ensure a one hundred percent (100%) attendance of the trainees.
11. Comply with the documentary requirements for payment of the training and/or entrepreneurship
costs and the assessment fees based on the number of the scholars who have completed the
training program, as evidenced by the submitted attendance sheet, duly signed by the scholars and
their respective trainers.
12. Immediately after the training, ensure that one hundred percent (100%) of the scholars shall undergo
the mandatory Competency Assessment for Qualifications with Training Regulations (TR) with the
corresponding Competency Assessment Tools (CATS), with accredited assessment centers and
assessors for the successful graduates;
13. Institutionalize a functional Job Linkaging and Networking Services (JoLiNS) — a delivery platform
to facilitate job hunting for TVET graduates and alumni by providing them services and information
to land a job;
14. Institutionalize effective monitoring system/database to establish reliable status reports such as but
not limited to employment reports of the scholars-graduates;
15. Comply with the requirements of TESDA on absorptive capacity, seventy-five (75%) employment
rate, and one hundred percent (100%) budget utilization rate;
16. Ensure proper documentation of the training programs as to the conduct of training programs,
attendance of trainees, and the publication/posting of list of graduates in local newspaper or
website/Facebook Page,
17. Allow TESDA Provincial Office reasonable time to conduct due diligence in the examination of the
submitted billing documents and verification of at least twenty percent (20%) of the scholars
through random audit, by conducting personal calls or private messaging, and if necessary, face to
face interviews, before any payment is made;
18. Provide TESDA and the Commission on Audit (COA) access to the NI in the conduct of on-the-spot
random audits on the ongoing and completed Scholarship Program of DOTr Public Utility Vehicle
Modernization scholarship programs of the NI. The subject of the inspection/audit are the WI's
compliance with TESDA's training regulations, WET program registration, and guidelines of the
scholarship programs, among others;
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Annex C
19. Submit a comment and/or reply within seventy-two (72) hours from receipt of the findings of any spot
audit, compliance audit or COA audit in observance of our constitutional right to due process;
20. Submit all other documents as may be required by TESDA and/or the COA, within the stated period;
21. Moreover, I also warrant the following:
a) that as of the date of the signing of this Affidavit of Undertaking, the TVI that I represent is a juridical
person (specify for PESFA) duly organized and validly existing under the laws of the Philippines
and it has all requisite legal power and authority to execute, deliver and implement this Undertaking,
and that I have been authorized to sign the same for and on its behalf;
b) that the programs we implement are compliant based on technical audit report; that our TVI has
valid Certificates of TVET Program Registration (CTPR) or Registration; has absorptive training
capacity in terms of facilities, tools and equipment, and trainers, inclusive of existing/on-going
scholarship programs with other government agencies and other funding organizations;
c) that our TVI has not been subjected to any unsettled final and executory Notice of Disallowance
(ND) involving any scholarship program of TESDA and that it has not been involved in any case of
unlawful exaction of fees and/or unlawful offering of any program within the jurisdiction of TESDA;
d) that all documents, most especially the billing documents that we have submitted to TESDA are
true and correct, and that in the event of any findings of falsification, forgery and/or
misrepresentation, then the TVI that I represent and I shall be jointly and severally responsible
and liable for the same.
22. I fully understand that sanctions to our TVIs shall be based on current Scholarship Program of
DOTr Public Utility Vehicle Modernization guidelines.
NAME OF OFFICIAL
President/Administrator
Name of TVI
SUBSCRIBED AND SWORN TO before me in this
affiant exhibiting to me his/her (Government ID) with
ID number
Doc. No.
Page No.
Book No.
Series of
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3 A. Operators: Baseline Assessment
PUJ operators are dependent on government policies and regulations in the conduct of
their business. It is, thus, expected that they will be affected by the PUVM program as
well as the MCIITS-BRT. Half of the operators in the baseline assessment are
members of transport cooperatives, willing to join the Tsuper Iskolar, and they hope to
continue operating PUJ units. However, the uncertainty of alternative routes under the
LPTRP has placed them in a dilemma because around 52% of them want to operate in
a different travel line. Others plan to exit or discontinue their involvement in the
transport industry and venture into other livelihood opportunities.
What will be used as a basis in determining the “universe” of affected operators is the final list obtained from cross -
matching various sources of list (baseline assessment, consolidated profile of transport cooperative members, stakeholder
consultations, and validation sessions) with the LTFRB data – see process in Section 1.
3.1 A total of 569 operators who have PUJ units traversing along the SRP to IT Park BRT
routes were interviewed from February to June 2019. In Table 6, one can see that more
than half of them ply along N. Bacalso Avenue, with the majority operating in Bulacao,
Pardo, Inayawan and Labangon routes – all in the southern district of Cebu City. Because
some operators have more than one PUJ units plying in different routes, the numbers
reflected in the total are higher.
Table 6. Operators by Route
Route Number Point of Origin f %
Plying N. Bacalso Avenue
02 Urgello/Private 11 1.9
09 Basak/Ibabao 41 7.2
10, 11 Bulacao/Pardo/Inayawan 109 19.2
12 Labangon 126 22.1
41, 42, 43, 44, 45 Tabunok/Talisay/Minglanilla/Naga/San Fernando 44 7.7
Plying Osmeña Boulevard
03 Mabolo 55 9.7
06, 07 Guadalupe/Banawa 110 19.3
Plying Osmeña Boulevard and Escario St.
04 Lahug 43 7.6
14, 15 Capitol/OPRRA 42 7.4
17 Apas 43 7.6
Plying Archbishop Reyes Avenue
13 Talamban 45 7.9
62 Pit-os 58 10.2
Note: N=569. Some operators operate in other routes. Total 727 100
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3.2 Expectedly, close to 80% of PUJ operators interviewed are males. A little over a fifth of
operators are females. The mean age is 50 years old and the majority are married.
Combining the data set for education (finished HS to Graduate level), 80% of operators
are at least HS graduate (Table 7).
Table 7. Operators’ Profile
All Routes
ALL ROUTES (n=569)
F %
Age
Below 20 1 0.2
20 – 29 yrs. old 21 3.7
30 – 39 yrs. old 70 12.3
40 – 49 yrs. old 173 30.4
50 – 59 yrs. old 183 32.2
60 yrs. old and above 121 21.3
Mean Age 50
Sex
Female 128 22.5
Male 441 77.5
Marital Status
Single 31 5.4
Married 486 85.4
Live-in 17 3.0
Separated 8 1.4
Widow 27 4.7
Highest Educational Attainment
Elementary level 21 3.7
Elementary graduate 31 5.4
HS level 59 10.4
HS graduate 106 18.6
Vocational 33 5.8
College level 131 23.0
College graduate 178 31.3
Graduate (MA, MS, PHD) 10 1.8
3.3 The mean monthly income is Php26,735.80. About 43% of them earn between Php10,000
and Php19,999 per month, and a combined 43% earn Php20,000 and above (Table 8).
This translates to roughly around Php900 per day on average. When asked about
secondary sources (Table 9), about 45% of operators do not have any secondary source
of income. Among those who have, a fifth are engaged in other businesses (Fig. 2 and 3).
Mean income from secondary source is Php21,772.76.
3.4 In terms of skills (Table 10), 36% of female operators possess cooking skills while 23% of
them also have driving skills (Fig. 4). Among the males, 86% possess driving skills and
close to 60% have mechanic skills (Fig. 5).
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Table 8. Operators’ Monthly Income
All Routes
ALL ROUTES (n=569)
F %
Monthly Income
10,000 below 78 13.8
10,000 – 19,999 244 43.3
20,000 – 29,999 104 18.4
30,000 – 39,999 45 8.0
40,000 – 49,999 26 4.6
50,000 and above 67 11.9
Mean Monthly Income 26,735.80
Table 9. Operators’ Secondary Sources of Income
All Routes
ALL ROUTES (n=569)
f %
Secondary Monthly Income
10,000 below 96 16.9
10,000 – 19,999 105 18.5
20,000 – 29,999 44 7.7
30,000 – 39,999 24 4.2
40,000 – 49,999 9 1.6
50,000 and above 26 4.6
No response 8 1.4
No secondary income 257 45.2
Mean Income from Secondary Source (n=304) 21,772.76
Secondary Source of Income
Business 121 21.3
Driving 53 9.3
Employee 43 7.6
Retired/Pensioner 40 7.0
Mechanic 17 3.0
Farm 4 0.7
OFW 4 0.7
Remittance 4 0.7
Collector 3 0.5
House Rent 3 0.5
Carpenter 3 0.5
Vulcanizing Shop 2 0.4
Electrician 2 0.4
Barangay Official 2 0.4
Dealer Tupperware 1 0.2
Delivery 1 0.2
Construction 1 0.2
Seaman 1 0.2
Welder 1 0.2
Self-employed 1 0.2
Dressmaker 1 0.2
Photographer 1 0.2
Vehicle for rent 1 0.2
None 257 45.2
No response 2 0.4
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Fig 2. With and Without Secondary Income Fig 3. Operators by Secondary Source
Table 10. Operators’ Skills by Sex
Sex
All Routes Female (n=128) Male (n=441)
f % F %
Skills
Carpentry 3 2.3 40 9.1
Driving 30 23.4 379 85.9
Mechanic 8 6.3 251 56.9
Practical Electricity 2 1.6 52 11.8
Welding 1 0.8 77 17.5
Industrial Painting -- -- 14 3.2
Computer Technician 6 4.7 22 5.0
Cooking 46 35.9 14 3.2
Interpersonal 3 2.3 3 0.7
Accounting 4 3.1 1 0.2
Surveyor -- -- 2 0.5
Dressmaking 10 7.8 7 1.6
Farming 1 0.8 5 1.1
Auto-mechanic -- -- 2 0.5
Medical 1 0.8 1 0.2
Baking 1 0.8 1 0.2
Cosmetology 1 0.8 2 0.5
Teaching 3 2.3 3 0.7
Housekeeping 2 1.6 2 0.5
Hilot (Wellness Massage) 1 0.8 1 0.2
Civil Engineer 1 0.8 7 1.6
Masonry 1 0.8 3 0.7
Business 8 6.3 6 1.4
Hog Raising -- -- 2 0.5
Heavy Equipment Operator -- -- 4 0.9
Nursing 1 0.8 2 0.5
Architecture 1 0.8 1 0.2
Diving Instructor -- -- 1 0.2
Body Builder -- -- 1 0.2
Fishing -- -- 1 0.2
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Photographer -- -- 1 0.2
Vehicle Operator 1 0.8 -- --
No Skills Mentioned 11 8.6 8 1.8
Multiple Response
Fig 4. Female Operators’ Skills Fig 5. Male Operators’ Skills
3.5 Nine of every 10 operators have heard of the BRT Project, the most common source of
information of which is mass media. Other information sources include
neighbors/friends, transport groups, and government officials (Table 11).
Table 11. Operators by Awareness of MCIITS-BRT
All Routes
ALL ROUTES (n=569)
f %
Heard of BRT Project
Yes 547 96.1
No 22 3.9
Sources of Information (n=547)
Mass media 323 59.0
Neighbors/Friends 188 34.4
Transport Groups 174 31.8
Government officials 156 28.5
Relatives/Family members 55 10.1
NGOs 24 4.4
Multiple Response
3.6 When asked about future plans should their route(s) be affected, five of every 10
operators intend to operate in a different route while a third will shift to a different
livelihood. Further, 246 of them or 43% are willing to buy a BRT franchise and 273 or 48%
are willing to join a bus cooperative (Tables 12-13, Fig. 6 and 7).
3.7 In terms of organizational membership, more than 50% of PUJ operators interviewed are
members of a transport association. A total of 27 transport organizations are presented
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in Table 14. When asked about the stand of their association on the MCIITS-BRT Project,
20% of the 304 operators is supportive of the BRT. Those who say their organization is
against the BRT accounts for 14% while 11% supports the BRT for as long as alternative
livelihood programs, including skills trainings, are provided and new routes are made
available. About a third of the association members have not taken a stand regarding the
BRT project at the time of the survey (Fig. 8 and 9).
Table 12. Operators’ Future Plans if BRT affects routes
All Routes
ALL ROUTES (n=569)
f %
Continue operating in a different route 295 51.8
Find a different means of livelihood 187 32.9
Operate a bus line in the BRT system 125 22.0
Sell the unit 87 15.3
Undergo training or retrain to acquire new skills 38 6.7
Oppose the implementation 5 0.9
Continue driving in same route 4 0.7
Go to the province 2 0.4
Retire 2 0.4
No plan(s) yet 17 3.0
Multiple Response
Table 13. BRT Franchise and Bus Cooperatives
All Routes
ALL ROUTES (n=569)
f %
Willing to buy a franchise
Yes 246 43.2
No 202 35.5
Maybe 105 18.5
Don’t know 14 2.5
No response 2 0.4
Interested to join bus coop.
Yes 273 48.0
No 172 30.2
Maybe 109 19.2
Don’t know 11 1.9
No response 4 0.7
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Fig 6. Willing to buy BRT Franchise Fig 7. Interested to join Bus Cooperative
Table 14. Membership in Association and Stand on BRT
All Routes
ALL ROUTES (n=569)
f %
Member of an Association
Yes 304 53.4
No 265 46.6
Name of Association (n=304)
Mabolo Transport Cooperative 32 10.5
VUDTRASCO 40 13.2
PISTON 2 0.7
CITRASCO 70 23.0
CFI 1 0.3
Apas Transport Coop 10 3.3
Peoples Coop 34 11.2
El Pardo Transport Coop 23 7.6
PITAM 22 7.2
Kalunasan Driver-Operators Transport Cooperative 2 0.7
Mandaue Transport Coop 2 0.7
Banawa Transport Cooperative 16 5.3
Cooperative (name on progress) 5 1.6
Guadalupe Transport Cooperative 1 0.3
Maoswagon Cooperative 4 1.3
Atomik Pasaka 1 0.3
UDOTCO Cooperative 1 0.3
Lindogon Driver and Operator Transport Organization 1 0.3
MAVENCO Transport Cooperative 1 0.3
ANAK Incorporated 1 0.3
Public Utility Vehicle Transportation 1 0.3
Cebu Transport Cooperative 13 4.3
Lahug Transport Cooperative 1 0.3
Key Factor 1 0.3
United Drivers and Operators Transport Cooperative 7 2.3
TAMINASCA 3 1.0
CUTC 6 2.0
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Don’t Know 3 1.0
Position/Designation (n=304)
Member 267 87.8
Secretary 8 2.6
Board Member 5 1.6
Treasurer 5 1.6
Officer 1 0.3
Vice Chairman 2 0.7
Committee of Ethics 1 0.3
Chairman 5 1.6
Interim Chairman 1 0.3
Auditor 2 0.7
Mediation Committee 1 0.3
No response 6 2.0
Stand Regarding the BRT System/Project (n=304)
Support 61 20.1
Conditional Support 34 11.2
Undecided 101 33.2
Against 44 14.5
NR 64 21.1
Fig 8. Member of an Association Fig 9. Stand on BRT
3.8 Table 15 shows that, although 20% of operators responded “no benefits can be obtained
from the BRT” and about 16% of them did not answer the question, the combined
positive aspects account for 77% of the items cited. Among others, “comfortable
transportation, fast transportation, less traffic congestion, modernized buses and
facilities, can accommodate more passengers and convenient for commuters” were
mentioned.
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3.9 On the other hand, Table 16 shows that half of the operators consider lesser income as a
negative effect of the BRT Project, followed by loss of livelihood (33%), increase of traffic
congestion (24%), and less PUJ passengers (18%).
Table 15. Perceived Benefits of the BRT Project: Operators
Operators
ALL ROUTES (n=569)
F %
Comfortable transportation 127 22.3
Fast Transportation 64 11.2
Lessening of traffic congestion 60 10.5
Modernized buses and facilities 49 8.6
More passengers can be accommodated 45 7.9
Convenient for commuters 36 6.3
Road widening and building of other infrastructures 12 2.1
More choices of transportation services 11 1.9
Safe for commuters 11 1.9
More income 9 1.6
Availment of government benefits 6 1.1
Environmental benefits 3 0.5
Affordable fare 3 0.5
No perceived benefits 112 19.7
No Response 94 16.5
Multiple Response
Table 16. Perceived Negative Effects of the BRT Project: Operators
Operators
ALL ROUTES (n=569)
f %
Lesser income 286 50.3
Loss of livelihood 189 33.2
Increase of traffic congestion 138 24.3
Lesser PUJ passengers 103 18.1
PUJ routes will be disrupted 60 10.5
PUJ Phase out 28 4.9
Difficulty in supporting family's needs and children's education 14 2.5
Expensive fare 6 1.1
No negative effects 6 1.1
No Idea 23 4.0
No Response 8 1.4
Multiple Response
3.10 When asked about how they would like to be integrated into the BRT system, 20% of
operators would like to operate BRT buses and 11% will join a transport cooperative. At
the time of the survey, 21% of them have not decided yet, 15% do not have any plans of
participating in the BRT system, and 8% think they will not be integrated due to financial
limitations (Table 17, Fig. 10).
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Table 17. Operators’ Perception on how to be integrated into the BRT system
Operators
ALL ROUTES (n=569)
F %
Operate buses for the BRT 112 19.7
Join cooperatives for operators 62 10.9
Separate routes for BRT and PUJ 49 8.6
Be employed in the BRT system 45 7.9
Provide training and seminars first 31 5.4
Will rely and support government's decision 30 5.3
Allow PUJs to ply in the BRT route and use the BRT facilities 12 2.1
For government to buy the PUJ units so operators can buy new units for the BRT 1 0.2
Will not be integrated into the BRT system due to operators’ financial limitations 46 8.1
Will not participate in the BRT system 83 14.6
No Idea/No Decision yet 118 20.7
No response 30 5.3
Multiple Response
Fig 10. How to be integrated into the BRT system
3.11 A question on whether they are willing to join skills enhancement activities was also
asked. One can see in Table 18 that close to 60% of operators in the survey responded in
the affirmative (Fig. 11). In terms of preferred skills training, Table 19 shows that among
female operators, Cookery NCIII is preferred (46%). Most of the males, on the other hand,
prefer Automotive Servicing NCII (68%).
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Table 18. Willingness to Join Training: Operators
All Routes
ALL ROUTES (n=569)
F %
Willing to join training programs
Yes 325 57.1
No 193 33.9
Maybe 44 7.7
Don’t know 5 0.9
No response 2 0.4
Fig 11. Willing to join TESDA training program
Table 19. Operators’ Preferred Training Program by Sex
Female (n=69) Male (n=256) Total (N=325)
All Routes f % f % f %
Preferred Training Program
Automotive Servicing NCII 10 14.5 174 68.0 184 56.6
Bookkeeping NCIII 7 10.1 1 0.4 8 2.5
Bread & Pastry NCII 13 18.8 5 2.0 18 5.5
Carpentry NCII -- -- 8 3.1 8 2.5
Computer Systems NCII 10 14.5 12 4.7 22 6.8
Contact Center 1 1.4 1 0.4 2 0.6
Cookery NCIII 32 46.4 13 5.1 45 13.8
Dressmaking NCII 7 10.1 6 2.3 13 4.0
Driving NCIII 14 20.3 75 29.3 89 27.4
Electrical Inst. & Maint. NCII 3 4.3 35 13.7 38 11.7
Hilot (Wellness Massage) 3 4.3 1 0.4 4 1.2
Housekeeping NCII 5 7.2 -- -- 5 1.5
Masonry NCII -- -- 3 1.2 3 0.9
Food Process NCII 3 4.3 3 1.2 6 1.8
Plumbing NCII -- -- 7 2.7 7 2.2
Refrigeration and Aircon. NCII -- -- 10 3.9 10 3.1
SMAW NCII -- -- 37 14.5 37 11.4
Organic Farming NCII 1 1.4 -- -- 1 0.3
Heavy Equipment Operator -- -- 1 0.4 1 0.3
Caregiver 1 1.4 -- -- 1 0.3
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Mechanic -- -- 1 0.4 1 0.3
Livestock Raising -- -- 1 0.4 1 0.3
Operator -- -- 1 0.4 1 0.3
*N=325 – answered “Yes” in interested to join TESDA training program
Fig 12. FEMALE Operators’ Preferred Training Program Fig 13. MALE Operators’ Preferred Training Program
3.12 The cross tabulation results in Table 20 show that, of the 184 operators who prefer to be
trained in Automotive Serviing NCII, about 78% of them have finished HS and graduate
level courses. This means that 22% of them may not qualify for the TESDA training
program on Automotive Serviing NCII. The same Table shows that 74% of those who
prefer Driving NCIII, 89% of those who prefer Cookery NCIII, 87% of those who prefer
Electrical Installation and Maintenance NCII and 67% of those who prefer SMAW NCII are
at least high school graduates. This means that, should the “at least a HS graduate”
qualification be pursued by TESDA for these courses, many of them will be able to
participate. It may be well worth to note here that 19% of operators in the survey who
expressed willingness to join training programs are not high school graduates.
Table 20. Top 5 Preferred Training Program by Highest Educational Attainment: Operators
Elem. College College
Elem. Level HS Level HS Grad. Vocational Graduate All
Grad. Level Grad.
All Routes (n=13)
(n=13)
(n=36) (n=62) (n=20)
(n=79) (n=96)
(n=6) (N=325)
f % f % f % f % F % f % f % f % f %
Automotive Servicing NCII 9 4.9 9 4.9 23 12.5 36 19.6 16 8.7 49 26.6 40 21.7 2 1.1 184 100
Driving NCIII 5 5.6 3 3.4 15 16.9 18 20.2 5 5.6 16 18.0 24 27.0 3 3.4 89 100
Cookery NCIII -- -- 2 4.4 3 6.7 7 15.6 3 6.7 11 24.4 18 40.0 1 2.2 45 100
Electrical Inst. & Maint. NCII -- -- -- -- 5 13.2 9 23.7 1 2.6 10 26.3 13 34.2 -- -- 38 100
SMAW NCII 4 10.8 2 5.4 6 16.2 8 21.6 4 10.8 4 10.8 9 24.3 -- -- 37 100
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3.13 In sum, displacement of PUJ operators is most likely to happen with the
introduction of the BRT system in Cebu. Operators believe that the new system
could bring about several benefits but it could also result in lesser income and/or
loss of livelihood for the transport industry workers. On average, PUJ operators in
the baseline assessment have an estimated monthly income of Php26,735.80.
About 55% of them have secondary sources of income. Should the BRT affect
their routes, they plan to continue operating PUJs in a different route, or find
other means of livelihood. About a fifth of them plan to operate BRT buses. At
the time of SMC implementation, more than half of the operators are members
of a transport cooperative, and are willing to join the TESDA training programs.
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3 B. Drivers: Baseline Assessment
The net daily income of PUJ drivers is primarily for household consumption. Any
disruption or change in their daily routines would affect their daily earnings. The
baseline assessment shows that drivers earn an average of Php728.00 per day,
depending on the number of trips and passengers per trip. About 88% of them are likely
to suffer loss in daily income with the implementation of the MCIITS-BRT Project. It
would be difficult for drivers to gain employment as 63% of them are in their prime age
and have not completed secondary education (60%). Thus, the implementation of the
MCIITS-BRT Project is generally seen as a threat to their livelihood. Although some
PUJ drivers plan to shift to other routes that would not be affected by the BRT, they
remain apprehensive about the possible loss of income.
What will be used as a basis in determining the “universe” of affected drivers is the final list obtained from cross -matching
various sources of list (baseline assessment, consolidated profile of transport cooperative members, stakeholder
consultations, and validation sessions) with the LTFRB data – see process in Section 1.
3.14 A total of 1,951 PUJ drivers traversing along the SRP to IT Park BRT routes were
interviewed from February to June 2019. Routes with the highest number of drivers
interviewed are 06 and 07 (plying Osmeña Boulevard) and 10, 11 and 12 (plying N.
Bacalso Avenue). The details are shown in Table 21.
Table 21. Drivers by Route
Route Number Point of Origin f %
Plying N. Bacalso Avenue
02 Urgello/Private 24 1.2
09 Basak/Ibabao 56 2.9
10, 11 Bulacao/Pardo/Inayawan 258 13.2
12 Labangon 324 16.6
41, 42, 43, 44, 45 Tabunok/Talisay/Minglanilla/Naga/San Fernando 139 7.1
Plying Osmeña Boulevard
03 Mabolo 142 7.3
06, 07 Guadalupe/Banawa 327 16.8
Plying Osmeña Boulevard and Escario St.
04 Lahug 171 8.8
14, 15 Capitol/OPRRA 116 5.9
17 Apas 130 6.7
Plying Archbishop Reyes Avenue
13 Talamban 156 8.0
62 Pit-os 119 6.1
Note: N=1951. Some drivers drive other PUJ units in other routes. Total 1,962 100.0
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3.15 The drivers are mostly between ages 30 and 49. The mean age is 42. All of them are
males and majority are married (Table 22). It implies that PUJ drivers are generally in
advanced productive ages and have families to support. About 60% of them have not
finished high school, an indication that availment of TESDA training programs would
be a serious concern should the “high school graduate” qualification be required.
Table 22. Drivers’ Profile
All Routes
ALL ROUTES (n=1951)
f %
Age
Below 20 3 0.2
20 – 29 yrs. old 240 12.3
30 – 39 yrs. old 587 30.1
40 – 49 yrs. old 657 33.7
50 – 59 yrs. old 382 19.6
60 yrs. old and above 82 4.2
Mean Age 42
Sex
Male 1951 100.0
Marital Status
Single 210 10.8
Married 1468 75.2
Live-in 221 11.3
Separated 19 1.0
Widow 32 1.6
No response 1 0.1
Highest Educational Attainment
Elementary level 255 13.1
Elementary graduate 311 15.9
HS level 602 30.9
HS graduate 535 27.4
Alternative Learning System 3 0.2
Vocational 56 2.9
College level 145 7.4
College graduate 44 2.3
3.16 On average, they have been driving for 16 years, 13 years of which are accounted for
driving a PUJ. Mean number of years driving the current PUJ unit is four years which
means they have driven other PUJ units before. Average frequency of driving is five
days in a week, an indication that driving is their primary means of livelihood (Table
23 and Fig. 14).
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Table 23. Driving Experience and Frequency of Driving
All Routes
Mean No. of years driving public or private vehicles 16 years
Mean No. of years as a PUJ driver 13 years
Mean No. of years driving the current PUJ unit 4 years
Mean Frequency of driving PUJ unit in a week 5 days
Fig 14. Driving Experience and Frequency of Driving
3.17 When asked about income and expenses, the average gross daily income of PUJ drivers is
reported at Php2,534.95 while the average total daily operational expenses is Php1,807.55.
The bulk of this expense goes to fuel cost with a daily average of Php950, followed by rent
of PUJ unit for an average of Php760 per day. Other minor daily expenses include payment
for conductor or barker services, maintenance, and terminal fees. This leaves a driver
earning only an average net daily income of Php728.07 (Table 24, Fig. 15).
Table 24. Drivers’ Gross Daily Income, Daily Expenses, Net Daily Income
All Routes
ALL ROUTES (n=1951)
f %
Gross Daily Income from Driving (Php)
1,500 and below 23 1.2
1,501– 2,500 1076 55.2
2,501 – 3,500 723 37.1
3,501 and above 129 6.6
Mean Gross Daily Income (Php) 2,534.95
Mean Daily Expenses (Php)
Unit Rent 760.29
Fuel 950.17
Conductor 42.52
Barker 35.66
Maintenance 26.00
Terminal/Parking Fee 0.20
Total Daily Expenses (Php)
1500 and below 570 29.2
1501– 2500 1199 61.5
2501 – 3500 177 9.1
3501 and above 5 0.3
Mean Total Daily Expenses (Php) 1,807.55
Net Daily Income from Driving (Php)
500 and below 370 19.0
501 – 1,000 1394 71.5
1,001 – 1,500 168 8.6
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1,501 and above 19 1.0
Mean Net Daily Income (Php) Php728.07
3.18 Eight out of every 10 PUJ drivers have an estimated average monthly income below
Php20,000 (Table 25). Only 229 or 12% of the 1,951 drivers interviewed have secondary
sources, mostly earning below Php5000 per month. Secondary sources vary, but the
most common are involvement in entrepreneurial activities, being a mechanic or habal-
habal driver, among others (Table 26, Fig. 16).
Table 25. Drivers’ Monthly Income
All Routes
ALL ROUTES (n=1951)
f %
Estimated Average Monthly Income (Php)
10,000 below 485 24.9
10,000 – 19,999 1100 56.4
20,000 – 29,999 310 15.9
30,000 – 39,999 44 2.3
40,000 – 49,999 8 0.4
50,000 and above 4 0.2
Table 26. Drivers’ Secondary Sources of Income
All Routes
ALL ROUTES (n=1951)
f %
With Secondary Source of Income
Yes 229 11.7
No 1722 88.3
Estimated Average Monthly Income from
(n=229)
Secondary Source (Php)
5,000 below 150 65.5
5,000 – 9,999 45 19.7
10,000 – 14,999 17 7.4
15,000 – 19,999 11 4.8
20,000 and above 3 1.3
No response 3 1.3
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Fig 15. Mean Daily Income and Expenses Fig 16. With or Without Secondary Source
3.19 When drivers were asked to identify their skills, one can see in Table 27 that the top five
skills identified include: driving, mechanic, carpentry, welding and practical electricity. Nine
of every 10 of them possess driving skills, close to 50% have mechanic skills, a little over a
fifth have skills in carpentry, more than 10% and about 6% have some knowledge on
welding and practical electricity, respectively (Fig. 17).
Table 27. Drivers’ Skills
All Routes
ALL ROUTES (n=1951)
f %
Driving 1888 96.8
Mechanic 946 48.5
Carpentry 414 21.2
Welding 273 14.0
Practical Electricity 124 6.4
Farming 47 2.4
Industrial Painting 43 2.2
Masonry 23 1.2
Technician (car wirings) 18 0.9
Baking 16 0.8
Fishing 14 0.7
Cooking 13 0.7
Computer Technician 10 0.5
Plumbing 9 0.5
Under chassis 8 0.4
Conductor 6 0.3
Electrical 6 0.3
Heavy Equipment Operator 5 0.3
Electronics 5 0.3
Air-condition Maintenance 5 0.3
Construction-related work 4 0.2
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Barber 4 0.2
Tailoring 2 0.1
Forklift Operator 2 0.1
Weaving 2 0.1
Wiring 2 0.1
Cont. Lineman 2 0.1
Machine operator 2 0.1
Shell Craft 2 0.1
Security 2 0.1
Musician 2 0.1
Printing 2 0.1
Marine Transport 2 0.1
Garden Landscaping 2 0.1
House painting 2 0.1
Accounting 1 0.1
Fine Arts 1 0.1
Painting Vehicles 1 0.1
Bartender 1 0.1
Buy and Sell 1 0.1
Ceiling Decorating 1 0.1
Mining 1 0.1
All Routes
ALL ROUTES (n=1951)
f %
Fish Dispatch 1 0.1
Bacho Operator 1 0.1
Upholstery 1 0.1
Charcoal making 1 0.1
Crane Operator 1 0.1
Glass door and window installing 1 0.1
Boom truck operator 1 0.1
Cellphone Technician 1 0.1
Draftsman 1 0.1
Salesman 1 0.1
Hotel and restaurant management 1 0.1
Singing 1 0.1
Encoding 1 0.1
Chainsaw operator 1 0.1
Machining 1 0.1
Hollow block making 1 0.1
Piggery Caretaker 1 0.1
TV technician 1 0.1
Car painting 1 0.1
Hair dressing 1 0.1
Promodizer 1 0.1
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Fig 17. Drivers’ Skills
3.20 Nine of every 10 drivers have heard of the BRT Project, with mass media as the most
common source of information, followed by word of mouth from neighbors or friends,
transport groups, and relatives or family members (Table 28).
Table 28. Drivers by Awareness of MCIITS-BRT
All Routes
ALL ROUTES (n=1951)
f %
Heard of BRT Project
Yes 1788 91.6
No 160 8.2
No Response 3 0.2
Sources of Information (n=1788)
Mass media 1103 61.7
Neighbors/Friends 710 39.7
Transport Groups 477 26.7
Relatives/Family members 261 14.6
Government officials 220 12.3
NGOs 28 1.6
CITOM 3 0.2
3.21 When asked about their plan once the BRT system will have started its operation, 46% of
them answered either they will work in the BRT system, drive in a different route (45%), or
find a different means of livelihood (41%) (Table 29, Fig. 18).
3.22 Perceived opportunities in the BRT system include being a bus driver (71%) or a feeder route
jeepney driver (23%) (Table 30, Fig. 19). Several other opportunities are mentioned, an
indication that drivers have hopes for alternative courses of action should their routes be
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affected. A good sign is also the fact that close to 60% of them are interested in joining a
bus cooperative. There are those who responded in the negative and those who are not yet
certain about their decision at the time of the survey (Table 31).
Table 29. Drivers’ Future Plans if BRT affects routes
All Routes
ALL ROUTES (n=1951)
f %
Work in the BRT System 891 45.7
Continue driving in a different route 887 45.5
Find a different means of livelihood 806 41.3
Drive a PUJ in the new route 361 18.5
Undergo training or retrain to acquire new skills 227 11.6
Will go back to the province 11 0.6
Oppose the implementation of the BRT 9 0.5
Sell the unit 7 0.4
Continue driving PUJ in the same route 5 0.3
Stop driving 3 0.2
No plan yet 37 1.9
Table 30. Opportunities in the BRT System
All Routes
ALL ROUTES (n=1951)
f %
Opportunities in the BRT system
Bus driver 1377 70.6
Cont. Feeder route Jeepney driver 449 23.0
Mechanic 150 7.7
BRT personnel 57 2.9
Janitorial services 49 2.5
Conductor 14 0.7
Security personnel 12 0.6
Cashier 4 0.2
Business 3 0.2
Manager 3 0.2
Electrician 3 0.2
Plumber 2 0.1
Painting Vehicle 2 0.1
Supervisor 1 0.1
Car Washer 1 0.1
Welder 2 0.1
Crane Operator 1 0.1
Medical Staff 1 0.1
Inspector 2 0.1
No plan of joining 66 3.4
No Response 128 6.6
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Table 31. Bus Cooperatives
All Routes
ALL ROUTES (n=1951)
f %
Interested to Join Bus Coop.
Yes 1151 59.0
No 418 21.4
Maybe 350 17.9
Don’t know 27 1.4
No Response 5 0.3
Fig 18. Future Plans if BRT affects routes Fig 19. Opportunities in the BRT system
3.23 Unfortunately, only 7% of the drivers are members of a transport association at the time of the
survey. Transport cooperatives mentioned are Mabolo Transport Cooperative, CITRASCO, PISTON,
among others.
3.24 The 137 drivers who claim that they belong to a transport cooperative or association were asked
regarding their group’s stand on the BRT. As can be seen in Table 32, 23% of them expressed
support (14%) and unconditional support (9%) for the BRT project/system. Some are against it (10%)
while the others are undecided or gave no response to the question (Fig. 20 and 21).
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Fig 20. Member of an Association Fig 21. Stand on BRT
Table 32. Membership in Association and Stand on BRT
All Routes
ALL ROUTES (n=1951)
f %
Member of an association
Yes 137 7.0
No 1811 92.8
No response 3 0.2
Name of association (n=137)
Mabolo Transport Cooperative 36 26.3
CITRASCO 15 10.9
Pinag-isang Samahang mga Tsuper at Operator Nationwide 10 7.3
Peoples Coop 10 7.3
PITAM 9 6.6
El Pardo Transport Coop 8 5.8
Brigada 7 5.1
VUDTRASCO 5 3.6
Mabolo - Brgy. Luz Drivers-Operators Association 5 3.6
Apas Transport Coop 5 3.6
(Guadalupe) Anak Incorporated Brigada 4 2.9
Lahug Transport Andar/ NATSO 3 2.2
Atomic 2 1.5
Guadalupe Drivers Association 2 1.5
LODSTRAMCO (Liloan) 1 0.7
CFI 1 0.7
DCCO 1 0.7
FICCO 1 0.7
Punta Cooperative 1 0.7
Kalunasan Driver-Operators Transport Cooperative 1 0.7
ANDAR 1 0.7
TAPDA 1 0.7
Mandaue Transport Coop 1 0.7
Guba Drivers Association 1 0.7
Cebu South Jeepney Transport Cooperative 1 0.7
Brigada Guadalupe 1 0.7
Labangon 1 0.7
No response 3 2.2
Position (n=137)
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Member 124 90.5
Driver/Member 4 2.9
Driver 1 0.7
All Routes
ALL ROUTES (n=1951)
f %
Route Leader 1 0.7
Vice President 1 0.7
Sergeant-at-Arms 1 0.7
Election Committee 1 0.7
Board of Director 1 0.7
No Response 3 2.2
Stand regarding BRT (n=137)
Support 19 13.9
Conditional Support 13 9.5
Undecided 38 27.7
Against 14 10.2
NR 53 38.7
3.25 Questions related to perceived benefits and negative effects were also asked of drivers. Data
presented in Table 33 reveal that 483 or 25% of the drivers do not see any benefits from the BRT
system. While 312 of them, or 16%, did not respond to the question, the others enumerated
several positive items. Among others, the possible benefits identified include: comfortable
transportation, less traffic congestion, modernized buses and facilities, more passengers can be
accommodated, faster transportation, convenience for passengers, safe for commuters, and less
waiting time.
3.26 On the other hand, they also cited some possible negative effects, primarily lesser income (57%).
Other mentions include increased traffic congestion, lesser PUJ passengers, and loss of livelihood
and income, among others (Table 34).
Table 33. Perceived Benefits of the BRT Project: Drivers
Drivers
Perceived Benefits (n= 1951)
f %
Comfortable transportation 257 13.2
Lessening of traffic congestion 178 9.1
Modernized buses and facilities 175 9.0
More passengers can be accommodated 158 8.1
Fast transportation 115 5.9
Convenient for passengers 104 5.3
Safe for commuters mentioned 66 3.4
Less waiting-time 52 2.7
More choices of transportation services 34 1.7
Employment opportunities 23 1.2
Road widening and building of other infrastructures 17 0.9
Good for Cebu's economy 16 0.8
Availment of employed drivers of government benefits 15 0.8
Affordable fare 10 0.5
Consistent trip schedules 10 0.5
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PUJ as feeder vehicle 9 0.5
Opportunity of the cooperative to own a bus 8 0.4
Alternative and shorter PUJ route 7 0.4
More income mentioned 6 0.3
Less expenses 2 0.1
No perceived benefits 483 24.8
No Response 312 16.0
Table 34. Perceived Negative Effects of the BRT Project: Drivers
Drivers
Perceived Negative Effects (n= 1951)
f %
Lesser income 1112 57.0
Increase of traffic congestion 471 24.1
Lesser PUJ passengers 414 21.2
Loss of livelihood and income 383 19.6
PUJ phase out 56 2.9
Difficulty of drivers and passengers in adjusting to the new routes/new system 37 1.9
Difficulty in supporting family's needs and children's education 27 1.4
Will only benefit those who are in government or those with capital 18 0.9
Additional expense for the passengers due to station transfer 14 0.7
Some passengers will not be catered by the BRT system 3 0.2
Most drivers will not be integrated to the BRT system 1 0.1
More expenses for the drivers 1 0.1
No perceived negative effect 20 1.0
No response 48 2.5
3.27 When asked about their views on how PUJ drivers can be integrated into the BRT system, more
than half of them mentioned ‘be employed in the BRT system.’ About 8% or 161 of the drivers
interviewed will not participate in the BRT system, and 416 or 21% of them have no idea or have
not decided on the matter yet - at the time of the survey (Table 35, Fig. 22).
Table 35. Drivers’ Perception on how to be integrated into the BRT system
All Routes
ALL ROUTES (n=1951)
F %
Be employed in the BRT system 1149 58.9
Join cooperative/association for bus drivers 98 5.0
Will join if driver's conditions are meet 78 4.0
Will join the BRT system if qualified 66 3.4
Training/seminars provided first to PUJ Drivers before joining the BRT 63 3.2
Own/Rent a bus in the BRT system 6 0.3
For operators to buy the buses for the BRT system 1 0.1
Will not participate in the BRT system 161 8.2
No Idea/No decision yet 416 21.3
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Fig 22. Drivers’ Perception on how to be integrated into the BRT system
3.28 Seven of every 10 drivers are willing to join the TESDA training programs (or, Tsuper Isolar)
(Table 36, Fig. 23). The most preferred training is Automotive Servicing NCII which accounts
for 64%, followed by Driving NCIII (45%), SMAW NCII (11%), Electrical Installation and
Maintenance NCII (11%), and Carpentry NCII (3%). When asked whether they have
registered in any of the programs, only 20 (or 1%) of the 1437 drivers who expressed
interest in joining responded in the affirmative, with 10 of them applying in Automotive
Servicing NCII course (Table 37, Fig. 24).
Table 36. Willingness to Join Training Program: Drivers
All Routes
ALL ROUTES (n=1951)
f %
Willing to join training programs
Yes 1437 73.7
No 330 16.9
Maybe 172 8.8
Don’t know 8 0.4
No response 3 0.2
Not applicable 1 0.1
Table 37. Drivers’ Preferred Training Program
All Routes
ALL ROUTES (n=1951)
f %
Type of training program (n=1437)
Automotive Servicing NCII 920 64.0
Bookkeeping NCIII 4 0.3
Bread & Pastry NCII 14 1.0
Carpentry NCII 46 3.2
Computer Systems NCII 14 1.0
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Contact Center 4 0.3
Cookery NCIII 26 1.8
Dressmaking NCII 8 0.6
Driving NCIII 646 45.0
Electrical Inst. & Maint. NCII 158 11.0
Hilot (Wellness Massage) 5 0.3
Housekeeping NCII 7 0.5
Masonry NCII 10 0.7
Food Process NCII 2 0.1
Plumbing NCII 32 2.2
Refrigeration and Air-conditioning NCII 36 2.5
SMAW NCII 163 11.3
Painting Vehicles 1 0.1
Heavy Equipment Operator 3 0.2
Mechanical 5 0.3
Second Language 1 0.1
Electronics 2 0.1
Piggery 1 0.1
Painting 3 0.2
Mango spraying 1 0.1
Machining 16 1.1
Welding 2 0.1
Hotel restaurant 1 0.1
Don’t know/Undecided 33 2.3
Fig 23. Willingness to Join Training Program: Drivers Fig 24. Drivers’ Preferred Training Program
3.29 A closer look at the data on highest educational attainment of PUJ drivers who are
interested in Automotive Servicing NCII show that 44% are at least high school graduates
and a mere 0.2% are ALS graduates. Only 33% of them have reached high school level, 14%
are elementary graduates, and for the 10%, elementary level.
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3.30 For those interested in taking the Driving NCIII course, 39% are at least high school/ALS
graduates while 61% are not. For SMAW NCII, 42% are at least high school/ALS graduates
and 58% are not. For Electrical Installation and Maintenance NCII, half of those interested
are at least high school graduates while the other half are not. For Carpentry NCII, 30% are
at least high school graduates while 69% are not.
3.31 Given these data, and should TESDA pursue the education requirement of ‘at least a HS
graduate,’ many of the drivers will encounter difficulty in enrolling in their preferred training
program (Table 38).
Table 38. Top 5 Preferred Training Program by Highest Educational Attainment: Drivers
Elem. College College
Elem. Level HS Level HS Grad. ALS Vocational All
Grad. Level Grad.
All Routes (n=157)
(n=224)
(n=454) (n=410) (n=3) (n=50)
(n=112) (n=27)
(n=1437)
f % f % f % f % f % f % f % f % f %
Preferred Training Program
Automotive Servicing NCII 88 9.6 128 13.9 300 32.6 282 30.7 2 0.2 37 4.0 67 7.3 16 1.7 920 100
Driving NCIII 73 11.3 100 15.5 220 34.1 182 28.2 2 0.3 17 2.6 39 6.0 13 2.0 646 100
SMAW NCII 17 10.4 27 16.6 51 31.3 45 27.6 1 0.6 8 4.9 11 6.7 3 1.8 163 100
Electrical Inst. & Maint. NCII 13 8.2 18 11.4 48 30.4 54 34.2 -- -- 3 1.9 17 10.8 5 3.2 158 100
Carpentry NCII 11 23.9 11 23.9 10 21.7 10 21.7 -- -- 2 4.3 1 2.2 1 2.2 46 100
3.32 PUJ drivers hold similar views with operators. Perceived benefits and opportunities
are evident in their responses as well as lesser income and potential loss of livelihood.
Should their routes be affected, they plan to work in the BRT system as bus drivers,
transfer to other routes, or find other means of livelihood. PUJ drivers earn an
average daily net income of Php728.07. Only 7% of them are members of a transport
organization at the time of the baseline assessment. Although 74% of drivers are
willing to join the TESDA training programs, close to 60% of them may not qualify due
to the minimum education requirements.
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3 C. Other Transport Workers
PUJ Conductors and Barkers
Other transport workers include conductors and barkers relying on PUJ operations as a source
of income. Barkers earn an average of Php236 per day while for conductors, Php407.
Conductors’ primary role is fare collection while barkers help in calling passengers to ride a
PUJ. Majority of those in this trade have either completed or reached only secondary
education. The possible displacement of the two sectors also calls for mitigating measures.
Providing skills training and exploring alternative livelihoods that are based on existing skills
and interests is necessary.
3.33 A total of 201 jeepney conductors and 49 barkers in the SRP to IT Park BRT routes were
interviewed from February to June 2019, for a total of 250 other transport workers. In
this survey, conductors are relatively younger compared to barkers. The mean age of
conductors is 30 while for barkers, 38 years old. Although majority of both groups are
males, 3% of those interviewed are females (the wife of the driver who helps collect
fares from passengers; the wife of the driver who helps call for passengers; or a lady
barker/conductor who is paid by the driver to assist him).
3.34 There are more conductors than barkers who are single, and the same holds true for
those who are married. But there are more barkers than conductors who have live-in
partners at the time of the survey. In terms of education, 26% of the barkers and 22%
of the conductors have finished high school. A mere 6% of both groups have had some
form of college education (Table 39).
Table 39. Profile by Category
Barker Conductor Total
n= 49 n= 201 N= 250
F % F % F %
Age
Below 20 4 8.2 32 15.9 36 14.4
20 – 29 yrs. old 7 14.3 77 38.3 84 33.6
30 – 39 yrs. old 17 34.7 53 26.4 70 28.0
40 – 49 yrs. old 14 28.6 30 14.9 44 17.6
50 – 59 yrs. old 6 12.2 9 4.5 15 6.0
60 yrs. old and above 1 2.0 -- -- 1 0.4
Mean Age 38 30 32
Sex
Female 4 8.2 3 1.5 7 2.8
Male 45 91.8 198 98.5 243 97.2
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Barker Conductor Total
n= 49 n= 201 N= 250
F % F % F %
Civil Status
Single 19 38.8 108 52.2 124 49.6
Married 13 26.5 59 29.4 72 28.8
Live-in 13 26.5 36 17.9 49 19.6
Separated 2 4.1 1 0.5 3 1.2
Widow 2 4.1 -- -- 2 0.8
Educational Status
Elem. level 12 24.5 33 16.4 45 18.0
Elem. graduate 4 8.2 23 11.4 27 10.8
HS level 14 28.6 84 41.8 98 39.2
HS graduate 13 26.5 45 22.4 58 23.2
Vocational -- -- 4 2.0 4 1.6
College level 4 8.2 9 4.5 13 5.2
College graduate 1 2.0 1 0.5 2 0.8
Graduate (MA, MS, PHD) -- -- 1 0.5 1 0.4
No response 1 2.0 1 0.5 2 0.8
3.35 The mean daily income of barkers is Php236.20 while that of conductors is relatively higher, at
Php407.41. Majority of both sectors do not have secondary sources of income. Only 20 of the
49 barkers and 74 of the 201 conductors have secondary sources. The mean income of those
with secondary sources is Php289.68. Table 39 shows a long list of secondary sources. Mean
number of years as barker or conductor is six years. Mean frequency of work in a week is 5 days
(Tables 40-41, Fig. 25-30).
Table 40. Daily Income from Primary Work and Secondary Sources
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Daily Income
Less than 200 15 30.6 6 3.0 21 8.4
200 – 399 30 61.2 119 59.2 149 59.6
400 – 599 3 6.1 57 28.4 60 24.0
600 and above 1 2.0 19 9.5 20 8.0
Mean Daily Income (in peso) 236.20 407.41 373.86
Secondary Sources of Income
Employee 1 2.0 4 2.0 5 2.0
Business 10 20.4 8 4.0 18 5.7
Family Driver 1 2.0 -- -- 1 0.4
Water Vendor 1 2.0 1 0.5 2 0.8
Cook 1 2.0 1 0.5 2 0.8
Runner 1 2.0 -- -- 1 0.4
Carpenter Helper -- -- 1 0.5 1 0.4
Mechanic 1 2.0 2 1.0 3 1.2
Water Delivery -- -- 1 0.8 1 0.4
Habal-Habal 1 2.0 13 6.5 14 5.6
Painter -- -- 2 1.0 2 0.8
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Farmer -- -- 1 0.5 1 0.4
Welder -- -- 2 1.0 2 0.8
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Cont. Carpenter -- -- 5 2.5 5 2.0
Construction Worker -- -- 2 1.0 2 0.8
Dispatcher -- -- 2 1.0 2 0.8
Carwash Boy 1 2.0 3 1.5 4 1.6
Conductor -- -- 3 1.5 3 1.2
Security Guard -- -- 1 0.5 1 0.4
Wood Chopper -- -- 1 0.5 1 0.4
Trisikad Driver -- -- 3 1.5 3 1.2
Laborer -- -- 2 1.0 2 0.8
Washer -- -- 1 0.5 1 0.4
Harvesting Mango -- -- 1 0.5 1 0.4
Dishwasher -- -- 1 0.5 1 0.4
Hollowblock Maker -- -- 1 0.5 1 0.4
Driver -- -- 2 1.0 2 0.8
Networking -- -- 1 0.5 1 0.4
Scrap Merchant -- -- 1 0.5 1 0.4
Tricycle Driver 1 2.0 -- -- 1 0.4
Pension 1 2.0 -- -- 1 0.4
Livestock -- -- 1 0.5 1 0.4
Contract on-call services -- -- 1 0.5 1 0.4
Housekeeper -- -- 2 1.0 2 0.8
Mason -- -- 4 2.0 4 1.6
None 29 59.2 127 63.2 156 62.4
Table 41. Income from Secondary Sources and No. of Years as Conductor/Barker
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Daily Income: Secondary Source
Less than 200 3 6.1 7 3.5 10 4.0
200 –399 10 20.4 32 15.9 42 16.8
400 – 599 4 8.2 23 11.4 27 10.8
600 and above 3 6.1 10 5.0 13 5.2
Not applicable 29 59.2 128 63.7 157 62.8
No response -- -- 1 .5 1 .4
Mean Daily Income: Secondary 373.90 269.14 289.68
No. of Year as Barker/Conductor
1 year and below 9 18.4 56 27.9 65 26.0
2 – 5 years 19 38.8 80 39.8 99 39.6
6 – 10 years 12 24.5 37 18.4 49 19.6
10 years above 9 18.4 27 13.4 36 14.4
No response -- -- 1 0.5 1 0.4
Mean No. of Year as B/C 7 6 6
Frequency of Work in a Week
Once or twice a week 6 12.2 21 10.4 27 10.8
Three to four times a week 7 14.3 87 43.4 94 37.6
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More than four times a week 36 73.5 92 45.8 128 51.2
No Response -- -- 1 0.5 1 0.4
Mean No. of Frequency of Work 5 5 5
Fig 25. Conductors and Barkers by Daily Income Fig 26. Conductors and Barkers by Mean Daily Income
Fig 27. No. of Years Working as Conductor and Barker Fig 28. Mean No. of Years as Conductor and Barker
Fig 29. Frequency of Work in a Week Fig 30. Secondary Income
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3.36 The most frequently mentioned skill of both groups is driving. Other top skills cited are
carpentry, masonry and welding. Eight out of every 10 of them are willing to participate
in skills trainings should they be given the opportunity. Top skills trainings mentioned
are Driving NCIII, Automotive Servicing NCII, and Shielded Metal Arc Welding NCII
(Tables 42-43, Fig. 31-32).
Table 42. Barkers’/Conductors’ Current Skills
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Skills Mentioned
Driving 22 44.9 90 44.8 112 44.8
Carpentry 6 12.2 23 11.4 29 11.6
Masonry 7 14.3 21 10.4 28 11.2
Welding 5 10.2 14 7.0 19 7.6
Mechanic 4 8.2 14 7.0 18 7.2
Conductor -- -- 7 3.5 7 2.8
Cooking 3 6.1 4 2.0 7 2.8
Electrical 2 4.1 4 2.0 6 2.4
Habal-habal Driver 1 2.0 4 2.0 5 2.0
Automotive 1 2.0 3 1.5 4 1.6
Farming -- -- 4 2.0 4 1.6
Painting 1 2.0 3 1.5 4 1.6
Computer 1 2.0 2 1.0 3 1.2
Electrical Maintenance -- -- 3 1.5 3 1.2
Laborer -- -- 3 1.5 3 1.2
Drilling -- -- 2 1.0 2 0.8
Motorcycle Driver -- -- 2 1.0 2 0.8
Underchasis Repair -- -- 2 1.0 2 0.8
Barker 1 2.0 1 0.5 2 0.8
Plumping -- -- 2 1.0 2 0.8
Radio Operator -- -- 1 0.5 1 0.4
Trisikad Driver -- -- 1 0.5 1 0.4
Tricycle Driving -- -- 1 0.5 1 0.4
Dancing -- -- 1 0.5 1 0.4
Delivery -- -- 1 0.5 1 0.4
Printing -- -- 1 0.5 1 0.4
Drafting -- -- 1 0.5 1 0.4
Grinder -- -- 1 0.5 1 0.4
Machinist Helper -- -- 1 0.5 1 0.4
Special Event Decorator -- -- 1 0.5 1 0.4
Dispatcher 1 2.0 -- -- 1 0.4
Barber -- -- 1 0.5 1 0.4
Singer -- -- 1 0.5 1 0.4
Tile Setter -- -- 1 0.5 1 0.4
Janitorial -- -- 1 0.5 1 0.4
Furniture Maker -- -- 1 0.5 1 0.4
Sales Representative 1 2.0 -- -- 1 0.4
Vendor 1 2.0 -- -- 1 0.4
None 7 14..3 29 14.4 36 14.4
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Table 43. Training/Skills Enhancement
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Willing to join a training
Yes 37 75.5 164 81.6 207 80.4
No 10 20.4 28 13.9 38 15.2
Maybe 1 2.0 8 4.0 9 3.6
Don’t know 1 2.0 -- -- 1 0.4
No response -- -- 1 0.5 1 0.4
Type of Training
Driving NCIII 19 38.8 94 46.8 113 45.2
Automotive Servicing NCII 19 38.8 79 39.3 98 39.2
SMAW NCII 3 6.1 19 9.5 22 8.8
Electrical Inst. & Maint. NCII 4 8.2 9 4.5 13 5.2
Carpentry NCII 1 2.0 8 4.0 9 3.6
Masonry NCII 3 6.1 6 3.0 9 3.6
Housekeeping NCII 4 8.2 3 1.5 7 2.8
Cookery NCIII 2 4.1 3 1.5 5 2.0
Plumbing NCII -- -- 3 1.5 3 1.2
Bookkeeping NCIII 1 2.0 1 0.5 2 0.8
Bread & Pastry Prod. NCII 1 2.0 1 0.5 2 0.8
Computer Systems NCII -- -- 2 1.0 2 0.8
Ref and Airconditioning NCII -- -- 2 1.0 2 0.8
Mechanic NC III -- -- 2 1.0 2 0.8
Contact Center 1 2.0 -- -- 1 0.4
Dressmaking NCII -- -- 1 0.5 1 0.4
Food Processing NCII 1 2.0 -- -- 1 0.4
Drafting -- -- 1 0.5 1 0.4
Hilot (Wellness Massage) -- -- 1 0.5 1 0.2
Car washing -- -- 1 0.5 1 0.1
None -- -- 2 1.0 2 0.8
Fig 31. Willingness to Join a Training Fig 32. Top Six Mentioned Trainings
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3.37 When asked about their awareness on the proposed BRT system, many of them have heard of the Cebu
Bus Rapid Transit (CBRT) project, with mass media as the most common source of information. Should
they be affected, they plan to work in the BRT system particularly as bus conductor. Should there be a
Bus Cooperative that will be established, many of them are also interested to join (Table 44).
Table 44. BRT Awareness
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Heard of BRT Project
Yes 34 69.4 151 75.1 185 74.0
No 15 30.6 49 24.4 64 25.6
No Response -- -- 1 0.5 1 0.4
Sources of Information
Government officials 8 16.3 21 10.4 29 11.6
NGOs -- -- 3 1.5 3 1.2
Mass media 18 36.7 92 45.8 110 44.0
Relatives/Family members 7 14.3 28 13 35 14.0
Neighbors/Friends 20 40.8 64 31.8 84 33.6
Transport Groups 4 8.2 46 22.9 50 20.0
Interviewer -- -- 1 0.5 1 0.4
Drivers 1 2.0 3 1.5 4 1.6
Multiple Response
Future Plan, if affected by BRT
Continue working in a different route 22 44.9 85 42.3 107 42.8
Work in the BRT system 21 42.9 112 55.7 133 53.2
Undergo training, acquire new skills 7 14.3 30 14.9 37 14.8
Find different means of livelihood 17 34.7 64 31.8 81 32.4
Continue schooling -- -- 4 2.0 4 1.6
Take care of the PWD wife -- -- 1 0.5 1 0.4
Continue working 1 2.0 1 0.5 2 0.8
Multiple Response
Opportunities in the BRT system
Bus conductor 19 38.8 140 69.7 159 63.6
Janitorial services 17 34.7 32 15.9 49 19.6
Mechanic 7 14.3 12 6.0 19 7.6
Driver -- -- 17 8.5 17 6.8
BRT stations personnel 5 10.2 11 5.5 16 6.4
Inspector 2 4.1 6 3.0 8 3.2
Security personnel 2 4.1 6 3.0 8 3.2
Electrical maintenance 1 2.0 2 1.0 3 1.2
Welder 1 2.0 2 1.0 3 1.2
Automotive -- -- 2 1.0 2 0.8
Dishwasher -- -- 1 0.5 1 0.4
Steel man -- -- 1 0.5 1 0.4
Barker -- -- 1 0.5 1 0.4
Radio operator -- -- 1 0.5 1 0.4
Cont. Mechanic helper -- -- 2 1.0 2 0.8
Cashier 1 2.0 -- -- 1 0.4
Carpenter -- -- 1 0.5 1 0.4
Cont. BRT personnel 1 2.0 -- -- 1 0.4
Supervisor 1 2.0 -- -- 1 0.4
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Vendor in BRT station 1 2.0 -- -- 1 0.4
None 4 8.2 15 7.5 19 7.6
Multiple Response
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Join a Bus Cooperative
Yes 31 63.3 123 61.2 154 61.6
No 13 26.5 43 21.4 56 22.4
Maybe 4 8.2 32 15.9 36 14.4
Don’t know 1 2.0 2 1.0 3 1.2
No Response -- -- 1 0.5 1 0.4
3.38 In this survey, only a fifth of both groups have listed potential beneficiaries for the TESDA Skills
Training Programs, either their live-in partner/spouse, daughter/son, or sibling. Mean age of
proposed beneficiaries is 26 years old, mostly females.
Table 45. Potential Beneficiaries for the TESDA Training
Barker Conductor Total
n= 49 n= 201 N=250
f % f % f %
Beneficiaries to join TESDA Program
Yes 7 14.3 43 21.4 50 20.0
None 42 85.7 158 78.6 200 80.0
Relationship with Respondent n=10 n=46 N=56
Wife/Husband 1 10.0 11 23.9 12 21.4
Daughter/Son 5 50.0 9 19.6 14 25.0
Grandchild -- -- -- -- -- --
Sibling 2 20.0 11 23.9 13 23.2
Niece/Nephew -- -- -- -- -- --
Cont. In-laws 1 10.0 -- -- 1 1.8
Relatives -- -- 5 10.9 5 8.9
Live-in Partner 1 10.0 10 21.7 11 19.6
Mean Age 25 26 26
Sex
Female 7 70.0 29 63.0 36 64.3
Male 3 30.0 17 37.0 20 35.7
Educational Status
Elem. level -- -- 2 4.3 2 3.6
Elem. graduate -- -- 2 4.3 2 3.6
HS level 3 30.0 12 26.1 15 26.8
HS graduate 4 40.0 17 37.0 21 37.5
Alternative learning system -- -- 1 2.2 1 1.8
Vocational -- -- 2 4.3 2 3.6
College level 3 30.0 7 15.2 10 17.9
College graduate -- -- 3 6.5 3 5.4
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3.39 In sum, most of the PUJ barkers and conductors in the baseline assessment rely solely on the
transport industry for daily income. Only a few of them have secondary sources. Should they be
affected by the establishment of the BRT in Cebu, they expressed willingness to work within the
new system preferably as bus conductors. Many of them possess driving skills. Preferred
trainings for other skills are Driving NCIII and Automotive Servicing NCII.
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3 D. Vendors Survey: BRT (SRP to IT Park)
Vending is one of the informal businesses that usually thrive along the roads, providing easy access to a
wide range of goods and services to local people and travelers. The livelihood of sidewalk and ambulant
vendors found along the MCIITS-BRT routes (SRP to IT Park) is most likely be affected considering the
possible deviations of the normal travel pattern of people due to changes in transport alignments. They
are susceptible to local ordinances and programs regulating their operations. With the clearing operations
done by the CCG in recent months, the number of sidewalk vendors is expected to have been reduced. The
impacts of the MCIITS-BRT are, however, seen as temporary since vendors may still continue selling their
goods along the new alignments, in the BRT terminals, or in other preferred areas provided that
opportunities for wayside services are made available. At the time of the inventory, their daily net profit
ranges from Php300 to Php500 depending on the type of goods they sell.
3.40 A total of 439 vendors (ambulant: 32%, sidewalk: 68%) along the MCIITS-BRT corridor
(SRP to IT Park, via SRP access road, N. Bacalso Avenue, Osmeña Boulevard, Escario
Street, and Archbishop Reyes Avenue) were interviewed last February 2019 (Table
46). About 46% of them are females while the males account for 54%. The mean age
of both types is 43 years old. In this survey, there are more females than male
sidewalk vendors, and there are more males than female ambulant vendors (Fig. 33-
35).
Fig 33. Vendors by Type Fig 34. Vendors by Sex
Fig 35. Vendors by Sex by Street Segment
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Table 46.
Inventory of Ambulant and Sidewalk Vendors by Site, Barangay, Street, Type of Vendors, Sex and Type of Goods Sold (N=439)
Type of Vendors Sex Types of Goods
No. of
Food and
Street Vendors Sidewalk Ambulant Female Male Mean Non-Food Both
Site Barangay Segment Age Drinks
%
f % f % f % f % f % f % f % f
I.T. Park – Lahug, Barrio Luz Ar. Reyes 51 11.6 46 90.2 5 9.8 30 58.8 21 41.2 45 30 58.8 1 2.0 20 39.2
Ayala
Ayala – Barrio Luz, Escario 57 13.0 35 61.4 22 38.6 21 36.8 36 63.2 45 39 68.4 2 3.5 16 28.1
Capitol Camputhaw, Capitol,
Sambag II
Capitol – Camputhaw, Capitol Osmeña 170 38.7 123 72.4 47 27.6 83 48.8 87 51.2 44 97 57.1 37 21.8 36 21.2
LandBank Sambag II, Sta. Cruz Boulevard
LandBank – Mambaling, Duljo, N. Bacalso 144 32.8 93 64.6 51 35.4 65 45.1 79 54.9 41 93 64.6 17 11.8 34 23.6
Mambaling Labangon,
Flyover Pahina San Nicholas,
Calamba, Sambag II
Sta. Cruz, Sambag I
Pahina Central,
Kalubihan,
San Antonio,
Kamagayan
Mambaling Mambaling, SRP Road 17 3.9 2 11.8 15 88.2 4 23.5 13 76.5 32 13 76.5 1 5.9 3 17.6
Flyover - Labangon
SRP
Total 439 100.0 299 68.1 140 31.9 203 46.2 236 53.8 43 272 62.0 58 13.2 109 24.8
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Fig 36. Vendors by Street Fig 37. Vendors by Street and Sex
3.41 Osmeña Boulevard (Capitol to Land Bank) appears to
have the most number of vendors (170 or 39%)
interviewed during the reference period, 49% of
which are females and 51% are males. Mean age is
44 years old. Sidewalk and ambulant vendors in this
area constitute 72% and 28%, respectively. Both
groups are more likely to sell ‘food and drinks’ than
‘non-food’ items.
3.42 Along Archbishop Reyes, 12% or 51 vendors
(females: 59%, males: 41%) were located. Mean age
is 45 years old. Almost all of them are sidewalk
vendors (90%), and the majority sell either ‘food and
drinks’ items.
3.43 From the Ayala area to Capitol, along Escario Street,
57 (13%) vendors (ambulant: 39%; sidewalk: 61%)
were found. Mean age is 45 years old. There are
more males (63%) than females (37%) in this site.
Similarly, they sell mostly ‘food items and drinks.’
3.44 From Land Bank to the Mambaling Flyover, along N.
Bacalso Avenue, the SMC found 144 (33%) vendors
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at the time of the inventory, 45% of which are females and 55% are males. There are
more sidewalk (65%) than ambulant (35%) vendors in this area. Either sidewalk or
ambulant, most of them sell ‘food and drinks’ items. Fig. 38 presents data on vendors by
type of goods sold and street segment.
3.45 The least number of vendors appears to be in areas
along the SRP Road (Mambaling Flyover to SM SRP).
Only 17 (3.9%) vendors were found during the
inventory period, with four females (23%) and 13
males (76%). Almost all of them are ambulant vendors
who sell ‘food and drink’ items. Compared to other
sites, the mean age of vendors in the area is younger,
at 32 years old.
Fig 38. Vendors by Type of Goods Sold
The list of ambulant and sidewalk vendors (SRP to IT Park BRT routes) who agreed to
participate in the inventory and avail of the mitigation options for vendors are
presented in the Annex, categorized by street segments. The succeeding section
presents the validation activities conducted by the SMC.
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Validation Activities: Focus Group Discussions
3.46 For additional information regarding the situation of vendors, two FGDs (with 12
participants: 5 males and 7 females) were conducted with sidewalk vendors in
September 2019. Informal one-on-one interviews were done with ambulant vendors.
Participants shared their views on: their experiences in vending and their income;
views about the MCIITS-BRT project, its possible effects on their livelihood; options;
suggestions on how they can be integrated into the BRT system; and what can be
done to help vendors should they be affected by the project.
3.47 Vendors shared that in order to be allowed to sell in Cebu City, one should be a
resident and should follow the designated color for the stalls. There are 5 –9 vendors
per area, depending on the size. At the time of the validation period in September
2019, the SMC was told by vendors that the Cebu City government has implemented
some changes along the Cebu South Bus Terminal (CSBT) to accommodate the large
number of vendors through stall/space sharing and vending schedules.
3.48 They expressed that vending is not easy because stability and security are not
assured. Most of them are members of a vendor’s organization, and are reportedly
paying daily fees to the city government. They know that sidewalks are designed for
pedestrians, not for vendors, thus the government can decide on whether or not they
will be allowed to sell along the roads. Their stores/stalls are perceived to be under
threat of demolition. Despite the situation, vendors are willing to take the risk
because they need income to support their family. All vendors covered in the
assessment have been in this kind of trade for several years now, with some of them
saying they have inherited the trade from their parents.
3.49 Majority of them are not high school graduates. This limits their opportunities to be
part of the formal economy because the minimum requirement for most job
vacancies is a HS diploma. Vending became an option to earn income to be able to
send their children to school, provide food, pay monthly obligations, etc. An
informant who has been vending for more than four decades expressed that she was
able to raise two kids single-handedly. Data obtained from the FGD and informal
interviews reveal that their average daily gross sales (halin) ranges from Php2,000–
Php5,000, depending on the type of goods sold. However, daily net profit (ginansiya)
ranges from approximately Php300–500.
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3.50 The vendors are not against the MCIITS-BRT or any other government projects
because they know that these are for the betterment of the riding public. They have
heard about the BRT but possess very little knowledge of its nature. They are aware
that the new system will help solve Cebu City’s traffic problem, lessen pollution, and
will be safer for pedestrians. As commuters, it would be convenient for them.
However, as vendors, they are concerned that it might be the cause of their
displacement. They find it hard to imagine leaving the area where they currently ply
their trades if concrete plans or relocation are not put in place. They expressed
apprehensions regarding possible loss of livelihood but they are counting on
government to consider their situation.
3.51 Vendors hope that they may continue to sell goods in their current area even if the
MCIITS-BRT is implemented. If given a chance, they are also willing to sell their goods
inside the new BRT terminals or even along the bus waiting stations and corridors,
provided they can afford the rent. Some vendors suggested that the rent be the same
as what they are currently paying, at Php10 per day. This would increase their profit
because there will be more passengers, thus, customers. They are willing to be
transferred to other areas where customers/consumers are assured. Most vendors
are also open to other opportunities that may be available for them. Some female
vendors said they can work as part of the janitorial staff of the bus terminals while
the male vendors can be bus conductors/barkers or work as janitor. Other female
participants just want to continue working as vendors.
3.52 They suggested that an office/agency where they can go to for complaints and/or
inquiries/assistance related to the MCIITS-BRT be created. Further, they suggested
that assistance be coursed through their respective vendors’ associations. In the
words of one vendor, “dapat tanang miyembro sa asosasyon makabaligya, dili lang
pipila [All the members of the association should be given the chance to sell, not just
a few]. In this way, each member will be given due importance and opportunity to
avail whatever assistance the government has in store for them.
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3.53 In sum, the data show that vendors just want to have a stable income to support their
family. Although they prefer to retain current stalls or areas, they are also willing to
accept other options like selling inside the bus terminals, bus stations, or other
designated waiting areas, or be employed in the MCIITS-BRT. Overall, the ambulant
and sidewalk vendors have no negative views about the BRT project, they understand
the need for its implementation, and they think they are less-likely to be affected
compared to PUJ drivers and operators.
3.54 Although the level of impact of the MCIITS-BRT on vendors may be lesser compared
to what it can do to transport workers should their routes be deleted or truncated,
ambulant and sidewalk vendors deserve to be made part of a mitigation plan that
protects the rights and welfare of affected groups.
Studies have demonstrated that gender is a significant cross-cutting issue in the
transport project. Hence, gender-responsive measures that ensure equal
participation of female and male vendors in skills training, job matching and
livelihood are needed. Management and financial training related to product
marketing can also be provided. Because the ambulant and sidewalk vendors have
been engaged in a business enterprise prior to the MCIITS-BRT project
implementation, it is appropriate that they are given priority in spaces meant for
selling goods e.g. BRT terminals, waiting areas, or along the wayside of BRT corridor.
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Annex
Ordinance No. 2586
“An ordinance providing the
registration of ambulant vendors,
peddlers, street vendors, and market
vendors without stalls operating
within the jurisdiction of the City of
Cebu”
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3 E. Commuters’ Survey
Majority of people in Cebu, similar to other people in different parts of the country,
rely on public transportation in going back and forth from home to destination. These
people, including the vulnerable groups, are exposed to various transport-related
issues such as traffic congestion, crowded PUJs, long wait times, etc., affecting not
only their commuting experience but their well-being as well. Traffic, being the
primary problem identified, lengthens commuting period, thus, limiting people’s time
for quality and productive endeavors. Commuters, particularly the vulnerable sectors,
have an important voice that needs to be heard in development projects. Creating a
new public transportation system such as the BRT is perceived beneficial to the riding
public because it provides the reliability and certainty which the current public
transport system has failed to offer.
3.55 Two hundred fifty-five PUJ commuters along the SRP to IT Park BRT routes were interviewed
from February to March 2019. Selection of respondents is purposive but spread over
different sectors e.g. workers, students, persons with disability, pregnant women, women
with children, and the elderly. The largest age cohort among them belongs to the 22–30 age
group, at 32%. Many are female, single, and employed with an average monthly income
between Php5,000 to Php14,999. Commuters’ profile per category is shown in Table 47.
Table 47. Commuters’ Profile by Category
PWD Pregnant Elderly Student Woman w/ Worker Others Total
Woman Child (unemployed,
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Age
Below 20 -- -- 1 8.3 -- -- 38 59.4 -- -- 5 5.3 1 5.3 45 17.6
20 – 29 yrs. old 5 71.4 5 41.7 -- -- 26 40.6 9 37.5 57 60.6 8 42.1 110 43.1
30 – 39 yrs. old 1 14.3 5 41.7 -- -- -- -- 11 45.8 21 22.3 2 10.5 40 15.7
40 – 49 yrs. old 1 14.3 1 8.3 -- -- -- -- 4 16.7 11 11.7 8 42.1 25 9.8
50 – 59 yrs. old -- -- -- -- 9 25.7 -- -- -- -- -- -- -- -- 9 3.5
60 yrs. old and up -- -- -- -- 26 74.3 -- -- -- -- -- -- -- -- 26 10.2
Mean Age 27 31 63 19 33 28 34 32
Sex
Female 6 85.7 12 100 20 57.1 43 67.2 24 100 50 53.3 11 57.9 166 65.1
Male 1 14.3 -- -- 15 42.9 21 32.8 -- -- 44 46.8 8 42.1 89 34.9
Civil Status
Single 5 71.4 -- -- 2 5.7 61 95.3 2 8.3 66 70.2 7 36.8 143 56.1
Married 2 28.6 8 66.7 21 60.0 3 4.7 17 70.8 21 22.3 10 52.6 82 32.2
Live-in -- -- 4 33.3 1 2.9 -- -- 5 20.8 5 5.3 1 5.3 16 6.3
Separated -- -- -- -- 2 5.7 -- -- -- -- -- -- -- -- 2 0.8
Widow -- -- -- -- 9 25.7 -- -- -- -- 2 2.1 1 5.3 12 4.7
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PWD Pregnant Elderly Student Woman w/ Worker Others Total
Woman Child (unemployed,
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Occupation
Employed 3 42.9 6 50.0 9 25.7 -- -- 4 16.7 94 100 -- -- 116 45.5
Self-employed 2 28.6 3 25.0 4 11.4 1 1.6 5 20.8 -- -- 12 63.2 27 10.6
Unemployed 1 14.3 3 25.0 5 14.3 -- -- 15 62.5 -- -- 7 36.8 31 12.2
Retired/Pensioner -- -- -- -- 17 48.6 -- -- -- -- -- -- -- -- 17 6.7
Student 1 14.3 -- -- -- -- 63 98.4 -- -- -- -- -- -- 64 25.1
Ave. Monthly Income
No income 2 28.6 3 25.0 7 20.0 60 93.8 14 58.3 -- -- 7 36.8 93 36.5
5,000 below 3 42.9 -- -- 9 25.7 3 4.7 1 4.2 3 3.2 3 15.8 22 8.6
5,000 – 14,999 1 14.3 8 66.7 9 25.7 -- -- 6 25.0 65 69.1 6 31.6 95 37.3
15,000 – 24,999 1 14.3 1 8.3 5 14.3 -- -- 1 4.2 21 22.3 3 15.8 32 12.5
25,000 – 34,999 -- -- -- -- 1 2.9 -- -- 2 8.3 4 4.3 -- -- 7 2.7
35,000 – 44,999 -- -- -- -- 2 5.7 -- -- -- -- -- -- -- -- 2 0.8
45,000 and above -- -- -- -- 2 5.7 -- -- -- -- -- -- -- -- 2 0.8
No response -- -- -- -- 1 2.9 1 1.6 -- -- 1 1.1 -- -- 3 1.2
Mean Monthly
7,000 10,556 23,904 1,867 13,160 12,067 6,037 8,524
Income (in peso)
Data Collected: February and March 2019
3.56 On average, the survey sample commute three times in a day from one public
transport to another to get to their destination, spending approximately Php24.00
pesos per trip, and with travel duration of 68 minutes per trip. The mean frequency of
travel is five times a week (Table 48, Fig. 39-42). Noticeably, pregnant women and
persons with disability have longer travel duration when compared to other type of
commuters. Both groups spend approximately an hour and 10 minutes, from
residence to destination.
Table 48. Trip Information by Type of Commuter
PWD Pregnant Elderly Student Woman Worker Others Total
Woman w/ Child (unemployed,
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Mean No. of Transfers 3 3 3 3 3 3 2 3
Mean Trip Duration (in min.) 81 88 67 68 61 67 71 68
Mean Fare per Trip (in peso) P26.86 P25.50 P26.80 P22.81 P18.75 P24.60 P22.42 P23.84
Mean Freq. of Travel in a week 4 4 4 5 3 6 3 5
Data Collected: February and March 2019
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in minutes
Fig 39. Mean No. of Transfers
Fig 40. Average Trip Duration
in peso
Fig 41. Average Fare per Trip Fig 42. Average Frequency of Travel in a Week
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Fig 43. Mode of Transportation Fig 44. Usual Destination
Table 49. Mode of Transportation, Destination and Waiting Area by Type of Commuter
PWD Pregnant Elderly Student Woman w/ Worker Others Total
Woman Child (unemployed,
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Mode of Transport.
Walk 3 42.9 5 41.7 19 54.3 43 67.2 16 66.7 63 67.0 13 68.4 162 63.5
Triysikad 3 42.9 1 8.3 1 2.9 2 3.1 1 4.2 6 6.4 1 5.3 15 5.9
Habal-Habal 2 28.6 3 25.0 6 17.1 7 10.9 5 20.8 16 17.0 -- -- 39 15.3
Tricycle 1 14.3 1 8.3 13 37.1 12 18.8 2 8.3 11 11.7 5 26.3 45 17.6
PUJ 7 100 12 100 33 94.3 63 98.4 23 95.8 92 97.9 18 94.7 248 97.3
Public Utility Bus -- -- -- -- 9 25.7 8 12.5 1 4.2 6 6.4 3 15.8 27 10.6
Private Vehicle -- -- -- -- -- -- 1 1.6 -- -- 1 1.1 -- -- 2 0.8
V-Hire -- -- 1 8.3 -- -- 2 3.1 1 4.2 2 2.1 2 10.5 8 3.1
Ferryboat -- -- -- -- 1 2.9 1 1.6 -- -- -- -- -- -- 2 0.8
Taxi -- -- -- -- -- -- 1 1.6 -- -- -- -- -- -- 1 0.4
Destination
Same barangay -- -- 1 8.3 -- -- 1 1.6 1 4.2 2 2.1 -- -- 5 2.0
Diff. barangay 5 71.4 7 58.3 19 54.3 37 57.8 17 70.8 53 56.4 11 57.9 149 58.4
Diff. City/
2 28.6 4 33.3 16 45.7 26 40.6 6 25.0 39 41.5 7 36.8 100 39.2
Mun. in MC
Outside MC -- -- -- -- -- -- -- -- -- -- -- -- 1 5.3 1 0.4
Waiting Area
SM Terminal 1 14.3 2 16.7 9 25.7 20 31.3 3 12.5 25 26.6 7 36.8 67 26.3
Mazda -- -- -- -- 1 2.9 1 1.6 2 8.3 5 5.3 1 5.3 10 3.9
Ayala Terminal -- -- 1 8.3 4 11.4 6 9.4 1 4.2 27 28.7 1 5.3 40 15.7
Emall -- -- 3 25.0 6 17.1 21 32.8 6 25.0 8 8.5 6 31.6 50 19.6
Colonnade -- -- 1 8.3 5 14.3 1 1.6 3 12.5 4 4.3 -- -- 14 5.5
Pelaez Street -- -- 4 33.3 5 14.3 6 9.4 7 29.2 13 13.8 3 15.8 38 14.9
USC Main 1 14.3 -- -- -- -- 2 3.1 -- -- 5 5.3 -- -- 8 3.1
Metro Colon 2 28.6 -- -- 2 5.7 2 3.1 1 4.2 2 2.1 1 5.3 10 3.9
Watson Colon -- -- 1 8.3 1 2.9 1 1.6 1 4.2 2 2.1 -- -- 6 2.4
ACT 2 28.6 -- -- 2 5.7 3 4.7 -- -- 3 3.2 -- -- 10 3.9
Corner Tabada 1 14.3 -- -- -- -- 1 1.6 -- -- -- -- -- -- 2 0.8
Data Collected: February and March 2019
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3.58 In Table 50, one can see the 36 PUJ routes in the BRT corridor that the sample
commuters pass through, from point of origin to destination. Other routes which
are no longer part of the BRT corridor were also cited but are not included in this
report.
Table 50. PUJ Routes by Type of Commuter
PWD Pregnant Elderly Student Woman Worker Others Total
(unemployed,
Woman w/ Child
self-employed)
n=
n= 7 n= 12 n= 35 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
PUJ Routes
- -
02B -- -- - -- -- -- 2 3.1 1 4.2 -- -- - -- 3 1.2
- -
06B -- -- - -- 1 2.9 3 4.7 1 4.2 5 5.3 - -- 10 3.9
- -
06C -- -- - -- 1 2.9 1 1.6 2 8.3 4 4.2 - -- 8 3.1
- -
06G 1 14.3 - -- -- -- -- -- -- -- -- -- - -- 1 0.4
- -
06H -- -- - -- 2 5.7 2 3.1 1 4.2 5 5.3 - -- 10 3.9
07B -- -- -- -- -- -- -- -- -- -- -- -- 1 5.3 1 0.4
07D -- -- -- -- -- -- -- -- -- -- 2 2.1 -- -- 2 0.8
09C -- -- -- -- -- -- 1 1.6 -- -- 1 1.1 -- -- 2 0.8
09F -- -- -- -- 3 8.6 2 3.1 -- -- 2 2.1 -- -- 7 2.7
10D -- -- -- -- -- -- -- -- 1 4.2 -- -- -- -- 1 0.4
10E 1 14.3 -- -- -- -- -- -- -- -- -- -- 1 5.3 2 0.8
10F 1 14.3 1 8.3 3 8.6 9 14.1 2 8.3 8 8.4 -- -- 24 9.4
10H 2 28.6 2 16.7 1 2.9 4 6.3 -- -- 14 14.7 5 26.3 28 11.0
10M -- -- -- -- 3 8.6 4 6.3 1 4.2 2 2.1 -- -- 10 3.9
11D -- -- -- -- -- -- 2 3.1 1 4.2 -- -- -- -- 3 1.2
12A -- -- -- -- 1 2.9 -- -- -- -- -- -- -- -- 1 0.4
12B -- -- -- -- -- -- -- -- -- -- 1 1.1 -- -- 1 0.4
12C -- -- 1 8.3 -- -- -- -- 1 4.2 1 1.1 -- -- 3 1.2
12D -- -- -- -- -- -- 5 7.8 -- -- 4 4.2 -- -- 9 3.5
12G -- -- -- -- 1 2.9 1 1.6 1 4.2 1 1.1 -- -- 4 1.6
12I -- -- -- -- -- -- 2 3.1 -- -- 1 1.1 -- -- 3 1.2
12J -- -- -- -- 1 2.9 1 1.6 1 4.2 -- -- -- -- 3 1.2
12L -- -- -- -- -- -- 1 1.6 1 4.2 11 11.6 1 5.3 14 5.5
03B -- -- -- -- -- -- 1 1.6 -- -- 2 2.1 -- -- 3 1.2
03L -- -- -- -- -- -- -- -- -- -- 1 1.1 -- -- 1 0.4
04B -- -- -- -- -- -- 1 1.6 -- -- -- -- -- -- 1 0.4
04H -- -- -- -- 2 5.7 -- -- -- -- -- -- -- -- 2 0.8
04L -- -- -- -- -- -- 1 1.6 1 4.2 11 11.6 3 15.8 16 6.3
13B -- -- -- -- 1 2.9 2 3.1 -- -- -- -- -- -- 3 1.2
13C 1 14.3 2 16.7 5 14.3 7 10.9 3 12.5 7 7.4 2 10.5 27 10.6
14D -- -- 1 8.3 2 5.7 2 3.1 1 4.2 11 11.6 1 5.3 18 7.1
17B 1 14.3 1 8.3 -- -- -- -- 1 4.2 5 5.3 -- -- 8 3.1
17D -- -- -- -- 2 5.7 -- -- -- -- -- -- -- -- 2 0.8
62B 2 28.6 1 8.3 1 2.9 1 1.6 1 4.2 -- -- -- -- 6 2.4
62C -- -- 2 16.7 1 2.9 5 7.8 1 4.2 4 4.2 -- -- 13 5.1
15 -- -- -- -- -- -- 2 3.1 -- -- -- -- -- -- 2 0.8
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Data Collected: February and March 2019
3.59 At the time of the survey, the most frequently mentioned reason for commuting
is ‘work-related,’ at 44%, followed by school-related (27%). Some commuters
take the PUJ to go shopping or marketing (9%), do social visits (8.2%), and
leisure-related (4.3%), among others (Table 51, Fig. 45).
Table 51. Trip Purpose by Type of Commuter
PWD Pregnant Elderly Student Woman Worker Others Total
Woman w/ Child (unemployed,
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Trip Purpose
Work 2 28.6 6 50.0 8 22.9 -- -- 5 20.8 89 94.7 3 16.7 113 44.3
School 1 14.3 4 33.3 1 2.9 58 90.6 7 29.2 1 1.1 -- -- 68 26.7
Shopping/
2 28.6 -- -- 5 14.3 2 3.1 5 20.8 1 1.1 4 22.0 23 9.0
Marketing
PWD Pregnant Elderly Student Woman Worker Others Total
Woman w/ Child (unemployed,
self-employed)
n=
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 19 N= 255
f % f % f % f % f % f % f % f %
Business-
1 14.3 -- -- 2 5.7 2 3.1 2 8.3 -- -- 2 11.1 9 3.5
related
Social Visit -- -- -- -- 9 25.7 2 3.1 4 16.7 2 2.1 3 16.7 21 8.2
Leisure -- -- 1 8.3 7 20.0 -- -- -- -- 1 1.1 2 11.7 11 4.3
Govt. Tran
1 14.3 -- -- 1 2.9 -- -- -- -- -- -- 3 16.7 5 2.0
-sactions
Family-
-- -- -- -- 1 2.9 -- -- -- -- -- -- -- -- 1 0.4
related
Church-
-- -- -- -- 1 2.9 -- -- 1 4.2 -- -- 1 5.6 3 1.2
related
Health-
-- -- 1 8.3 -- -- -- -- -- -- -- -- -- -- 1 0.4
related
Data Collected: February and March 2019
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Fig 45. Trip Purpose
3.60 A question was asked on whether they will use the BRT should public utility buses be
plying routes in the city. Almost all of them say they will utilize the BRT as an
alternative mode of transportation, with the pregnant women and PWD commuters
giving their 100% support for the BRT system (Fig. 46).
Fig 46. Will use the BRT system
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3.61 Commuters who responded positively about using the BRT system was also
asked how much they are willing to pay for a one way bus fare. The results
show that six out of every 10 of them want to pay only ‘Php10 pesos or
below’ while the others (16%) think that a fare range between Php11 and
Php20 is acceptable. A mere 1% of the commuters want it to be free. There
are also those who say they will pay a fare between Php21 and Php30 (8%)
for the BRT, and for the 6% of the commuters interviewed, Php30 and above
(Table 52, Fig. 47).
Fig 47. Willingness to Pay as Bus Fare for the BRT
Table 52. Perceptions Regarding Use of BRT and Preferred Bus Fare by Type of Commuter
PWD Pregnant Elderly Student Woman w/ Worker Others Total
(unemployed,
Woman Child
self-employed)
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Will utilize BRT
Yes 7 100 12 100 34 97.1 62 96.9 23 95.8 93 98.9 18 94.7 249 97.6
No -- -- -- -- 1 2.9 2 3.1 1 4.2 1 1.1 1 5.3 6 2.4
Preferred Bus
Fare
Free -- -- -- -- 2 5.7 -- -- -- -- 2 2.1 -- -- 4 1.6
NA -- -- -- -- 1 2.9 2 3.1 1 4.2 1 1.1 1 5.3 6 2.4
Php10 below 5 71.4 9 75.0 21 60 42 65.6 16 66.7 59 62.8 13 68.4 165 64.7
Php11 – 20 2 28.6 2 16.7 2 5.7 12 18.8 6 25.0 14 14.9 4 21.1 42 16.5
Php20 – 30 -- -- 1 8.3 4 11.4 5 7.8 -- -- 9 9.6 1 5.3 20 7.8
Php30 above -- -- -- -- 5 14.3 3 4.7 1 4.2 9 9.6 -- -- 18 7.1
Mean Bus Fare
11.57 10.83 16.56 13.81 11.78 14.79 11.50 13.96
(in Php)
Data Collected: February and March 2019
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3.62 When asked about problems encountered in commuting, commuters shared various
concerns. These include, but not limited to, traffic (80%), followed by long waiting
time (34%), PUJs are always full (25%), and long lines (12%) (Fig. 48). All mentions
regarding commuting problems encountered are shown in Table 53 (see next page).
Fig 48. Top 6 Commuting Problems
3.63 Commuters were also asked regarding suggestions for improvement in the transport
industry in Cebu. In Table 54, one can see a long list of suggestions. Most of them
cited that a bus transportation system (22%) must be implemented as well as other
transport development projects like road widening (19%). Implementation of traffic
rules (18%) and adding more PUJ (16%) were also mentioned by commuters. Those
who suggested that construction of flyover, railway or subway can improve the
transport industry in Cebu account for 9%. While 6% of them suggested that
government must limit the number of private vehicles, there are also those who
commented that separate lanes for PUJ must be provided.
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Table 53. Problems Encountered by Type of Commuter
PWD Pregnant Elderly Student Woman w/ Worker Others Total
(unemployed,
Woman Child
self-employed)
PROBLEMS
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Traffic 2 28.6 7 58.3 32 91.4 59 92.2 24 100 65 69.1 16 84.2 205 80.3
Long waiting time 4 57.1 3 25 5 14.3 22 34.4 5 20.8 43 45.7 5 26.3 87 34.1
PUJs are always full 3 42.9 4 33.3 4 11.4 16 25 5 20.8 26 27.7 6 31.6 64 25.1
Long lines 2 28.6 2 16.7 -- -- 10 15.6 2 8.3 15 16 -- -- 31 12.2
Unsafe environment -- -- 1 8.3 3 8.6 4 6.25 2 8.3 10 10.6 2 10.5 22 8.6
Uncomfortable transportation -- -- -- -- 2 5.7 3 4.7 2 8.3 5 5.3 1 5.3 13 5.1
Drivers' traffic violations 1 14.3 -- -- -- -- 3 4.7 -- -- 3 3.1 -- -- 7 2.7
Expensive fare -- -- -- -- -- -- 2 3.1 -- -- 1 1.1 1 5.3 4 1.6
PWD compete w/ other commuters 3 42.9 -- -- -- -- -- -- -- -- -- -- -- -- 3 1.2
Have to transfer many times -- -- -- -- -- -- 1 1.6 -- -- 2 2.1 -- -- 3 1.2
Run-down PUJ -- -- 1 8.3 1 2.9 -- -- -- -- -- -- -- -- 2 0.8
No routes in SRP -- -- 1 8.3 -- -- -- -- -- -- -- -- -- -- 1 0.4
Long distance travel -- -- 1 8.3 -- -- -- -- -- -- -- -- -- -- 1 0.4
Data Collected: February and March 2019
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Table 54. Suggestions for Improvement by Type of Commuter
PWD Pregnant Elderly Student Woman w/ Worker Others Total
Woman Child (unemployed,
self-employed)
SUGGESTIONS
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
Implement bus transportation system -- -- 3 25 6 17.1 13 20.3 6 25 24 25.5 3 15.8 55 21.6
Road widening 2 28.6 1 8.3 9 25.7 19 29.7 3 12.5 12 12.8 3 15.8 49 19.2
Implement traffic rules 2 28.6 1 8.3 -- -- 12 18.8 5 20.8 22 23.4 4 21.1 46 18
Add more PUJs 3 42.9 3 25 3 8.6 10 15.6 2 8.3 17 18.1 2 10.5 40 15.7
Build railway, flyover, subway -- -- -- -- 5 14.3 3 4.7 1 4.2 11 11.7 3 15.8 23 9
Limit no. of private vehicles 1 14.3 1 8.3 1 2.9 4 6.3 1 4.2 6 6.4 1 5.3 15 5.9
Phase-out PUJ -- -- 2 16.7 3 8.6 -- -- 6 25 4 4.3 -- -- 15 5.9
Separate lanes for PUJ 1 14.3 - - -- -- 3 4.7 -- -- 7 7.4 2 10.5 13 5.1
Make new/alternative routes -- -- 1 8.3 -- -- 5 7.8 -- -- 5 5.3 2 10.5 13 5.1
Assign traffic/law enforcers -- -- -- -- -- -- 3 4.7 1 4.2 7 7.4 1 5.3 11 4.3
Provide comfortable transport. -- -- -- -- 1 2.9 3 4.7 - - 4 4.3 1 5.3 9 3.5
Widen the terminals -- -- -- -- -- -- 2 3.1 -- -- 3 3.2 1 5.3 6 2.4
Put traffic lights on every crossing -- -- -- -- 1 2.9 1 1.6 -- -- 4 4.3 -- -- 6 2.4
Travel early -- -- -- -- -- -- 3 4.7 -- -- 2 2.1 -- -- 5 2
Organized queue of commuters -- -- 1 8.3 1 2.9 1 1.6 1 4.2 1 1.1 -- -- 5 2
Provide vehicles for PWD 1 14.3 1 8.3 -- -- -- -- -- -- 1 1.1 -- -- 3 1.2
CCTV on PUJs -- -- -- -- 1 2.9 -- -- -- -- 2 2.1 -- -- 3 1.2
Encourage walking/riding bicycle -- -- -- -- -- -- 1 1.6 -- -- 1 1.1 1 5.3 3 1.2
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PWD Pregnant Elderly Student Woman w/ Worker Others Total
Woman Child (unemployed,
self-employed)
SUGGESTIONS
n= 7 n= 12 n= 35 n= 64 n= 24 n= 94 n= 19 N= 255
f % f % f % f % f % f % f % f %
No garage, no vehicle -- -- -- -- -- -- -- -- -- -- 2 2.1 -- -- 2 0.8
Build waiting sheds -- -- -- -- -- -- 1 1.6 -- -- 1 1.1 -- -- 2 0.8
Implement alternate-day travel -- -- -- -- -- -- 1 1.6 -- -- 3 1.1 -- -- 4 0.8
Provide sea trans. system -- -- -- -- 1 2.9 -- -- -- -- 1 1.1 -- -- 2 0.8
Well-maintained PUJs -- -- -- -- -- -- 2 3.1 -- -- -- -- -- -- 2 0.8
Gov’t to provide back-up vehicles -- -- -- -- -- -- 1 1.6 -- -- 1 1.1 -- -- 2 0.8
No construction of infra. -- -- -- -- -- -- 1 1.6 -- -- -- -- -- -- 1 0.4
Broadcast rules on national TV 1 14.3 -- -- -- -- -- -- -- -- -- -- -- -- 1 0.4
Truck to travel at 10pm only -- -- -- -- -- -- -- -- -- -- 1 1.1 -- -- 1 0.4
Immediate response in road accidents -- -- -- -- -- -- -- -- -- -- 1 1.1 -- -- 1 0.4
Proper drainage system -- -- -- -- -- -- -- -- -- -- 1 1.1 -- -- 1 0.4
Affordable fare -- -- -- -- -- -- 1 1.6 -- -- -- -- -- -- 1 0.4
Conduct seminars for drivers -- -- -- -- -- -- -- -- 1 4.2 -- -- -- -- 1 0.4
Look for other solutions -- -- -- -- -- -- 1 1.6 -- -- -- -- -- -- 1 0.4
Data Collected: February and March 2019
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3 F. Persons with Disabilities: FGD
PWD are one of the most vulnerable sectors in society that experience difficulties in
commuting particularly if transport infrastructures and services do not take into account
their condition. The narratives imply that PWD experience discrimination and rude
treatment from drivers and other passengers. The perceived unequal treatment adds to their
burden and hinders their access to an easy, secure, and comfortable ride. Suggestions
provided by both male and female PWD are specific to their experiences and felt needs. As
implied in the previous section, the need for accessible public transport is not just for people
with disability but also for other sectors with limited mobility, e.g. elderly, pregnant women,
and children. Like the PWD, women face similar circumstances. Recognizing the varying
experiences and needs of the vulnerable populations is, therefore, of utmost importance in
designing the BRT system in Cebu.
3.64 Two separate FGD sessions were conducted last February 2019 at Barangay Luz, Cebu
City, with PWD participants (female: 16, male: 10) to determine their experiences,
issues and concerns in riding public utility vehicles, and elicit suggestions regarding
how their needs can be addressed should the BRT public utility buses be plying in
routes where they commute. Further, the FGD was intended to ask them regarding
the design elements that they would like to be incorporated into the BRT buses,
waiting sheds, terminals and the like. Each session lasted approximately an hour and
30 minutes. Assistance was sought from the Barangay Luz PWD association. The
barangay secretary arranged for the meeting and invited PWD with varying
disabiities. Informed consent was obtained from caregivers.
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3.65 Questions related to the following concerns were asked:
current experiences and difficulties in riding public utility vehicles
suggestions regarding how government can address their needs
a. in waiting for public transportation
b. in embarking and disembarking from the bus
c. inside the bus
suggestions regarding facilities and equipment
a. structural design of the terminals, bus stations, and waiting areas
b. bus design – seats, designated seats, spaces between seats, signages
Profile
3.66 PWD participants are mostly married, between ages 18 and 35 years old, and have
reached only high school education. Mean age of both sexes is 31 years old. They
have varying disabilities i.e. visual, hearing and speech impairment, physical,
psychiatric, intellectual and neurulogical disability. In the two sessions, many of them
have visual impairment (Fig. 49). Table 55 presents the PWD profile.
Fig 49. Number of PWD by Sex and Type of Disability
Table 55. Profile of PWD in the FGD
Type of Disability
TOTAL
Visual Hearing Speech Physical Psychiatric Learning Neurological
Sex
Female 6 2 3 1 2 -- 2 16
Male 4 -- 2 2 -- 2 -- 10
Age
18 below 1 -- 1 -- -- 1 -- 3
18 to 35 6 -- 2 3 2 1 2 16
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Type of Disability
TOTAL
Visual Hearing Speech Physical Psychiatric Learning Neurological
36 to 53 1 2 2 -- -- -- -- 5
54 and above 2 -- -- -- -- -- -- 2
Civil Status
Single 7 1 4 3 2 2 2 21
Married 2 1 1 -- -- -- -- 4
Live-in 1 -- -- -- -- -- -- 1
Education
No Answer 1 -- -- 1 -- 1 1 4
Elem. Level -- -- 2 -- -- 1 -- 3
Elem. Grad. -- -- 1 1 -- -- -- 2
HS Level 6 -- 2 1 -- -- -- 9
HS Grad. 3 1 -- -- 1 -- -- 5
College Level -- -- -- -- 1 -- 1 2
College Grad. -- 1 -- -- -- -- -- 1
Data Collected: February 2019
SUMMARY
3.67 Current experiences and difficulties in riding public utility vehicles
- Difficulty in getting a ride esp. for those with physical disabilities
- It takes too long to get a ride esp. during peak hours due to heavy traffic
- Some drivers do not give discount to PWD even if presented with an ID
- Passengers would bump and push each other just to secure a seat
- PUJs are too cramped due to overcapacity of passengers
- No waiting shed where commuters, esp. PWD, can conveniently wait for PUJs
- PWD experience discrimination from drivers and other passengers
- PWD are not offered the front seat (beside the driver), or not given the priority (despite
the mandate regarding PWD to be given seating priority in the PUJ)
- Some drivers would pick-up and drop-off passengers in ‘No Stopping’ zones and would just
drive away even if passengers have not settled down yet
- Some drivers would prioritize other passengers e.g. call center agents, well-off, good-
looking people
3.68 Suggestions regarding how government can address their needs
a. In waiting for public transportation
there should be waiting areas and/or terminals
personnel that would guide and assist PWD
medics that would attend to passengers in case of emergency
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b. In embarking and disembarking from the bus
specified line in embarking to the bus to avoid bumping and pushing
specified pick-up and drop-off time so that passengers will not wait too long
entrance intended for PWD and senior citizens/elderly so that they will not be
bumping with passengers who are in a hurry to ride the bus
there should be ramp intended for PWD
ID cards of PWD can be used to automatically pay fare
c. Inside the bus
with small TV and Wi-Fi
with garbage cans
buses that can accommodate PWD in a wheelchair
3.69 Suggestions regarding facilities and equipment
a. Structural design of the terminals, bus stations and waiting areas
there should be waiting areas with roof, chairs and big signboards signifying the bus
stops and pick-up point for passengers
bus terminals should be air-conditioned, if not, well-ventilated, with comfortable
seats or waiting areas, water stations, stores and comfort rooms
there should be a signage, i.e., Watch your Steps
pedestrian lanes or footbridges where PWD can pass through towards the terminals
b. Bus Design – seats, designated seats, spaces between seats, signages, others
specified seats for PWD and senior citizens
seats with backrests and armrests
seats should be comfortable and for passengers not to feel cramped inside the bus,
for PWD to be able to sit comfortably
handrails for standing passengers
comfort room inside the bus
3.70 Should the MCIITS-BRT system be implemented in Cebu City, it is hoped that PWD’s
general sentiment be considered in the structural designs of terminals, bus stations
and waiting areas. Suggestions provided by both males and females are specific to
their experiences and needs. Ensuring an accessible public transport is not just for
people with disability but also for those with limited mobility like the elderly,
pregnant women, women with children, and those with health-related concerns. Like
the PWD, these sectors are extremely vulnerable, thus, they face similar commuting
circumstances. Recognizing their varying experiences and needs is, therefore, of
utmost importance in designing the BRT system in Cebu.
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4 Development Communication
The series of one-on-one interviews, stakeholders’ consultations, baseline
survey and focus group discussions provided various ideas for the SMC to
develop evidence-based and sector-specific IEC materials. Across the different
PAE, the preferred IEC methods/materials are brochures and flyers using the
local language commonly understood by the general public. They also prefer
the use of various colors, photos, drawings, and large, visible fonts to make
these eye-catching and interesting. Generally, stakeholders prefer that the
brochures and/or flyers developed provide information on how fast and
comfortable the BRT is. In particular, the transportation sector wants to see
information on available support programs in response to possible
displacement and loss of income. The IEC materials produced by the SMC for
the MCIITS-BRT are based on the above-mentioned preferences and
suggestions.
4.1 As earlier implied, the MCIITS-BRT system is expected to result in changes in the lives
of project-affected entities. Issues raised by the transport sector during stakeholder
consultations were primarily on matters that relate to possible loss of income and
livelihood. On the other hand, the baseline survey results show that commuters, to
include the vulnerable populations such as persons with disability and pregnant
women, recognize several benefits of the BRT system for the riding public. Many have
heard of the plan but they lack knowledge of several aspects.
4.2 The SMC Development Communications (DC) component was tasked to develop
evidence-based information, education and communication (IEC) materials to gain
support and cooperation for the MCIITS-BRT. SMC’s communication strategy is
aligned with participatory development. It undertakes a logical process following a
framework based on participatory research techniques (Fig. 50).
4.3 Knowledge and information are essential for people to successfully respond to
opportunities and challenges of social, economic, and technological changes. But to
be useful, such knowledge and information must be effectively communicated to the
general population particularly to those
who are most likely to be directly affected.
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4.4 Collecting baseline information from different stakeholders is a
necessary step in developing a communication strategy. The next step
is dividing large groups of stakeholders into smaller groups in order to
focus communication strategy development based on this segmentation.
Initial information collection was, therefore, done by the SMC for
different groups of PAE through various means.
Fig. 50. SMC Participatory Development Communication Framework
4.5 SMC embarked on one-on-one informal interviews with PAE i.e. drivers, operators,
vendors, women, senior citizens, among others; conducted FGDs; and participated in
stakeholder consultations with transport cooperatives to validate responses. Results
obtained from the baseline assessment for drivers, operators and other transport
workers as well as commuters, vendors, and FGDs with PWD were also utilized.
4.6 By conducting interviews and participating in consultations and FGDs, SMC was able
to elicit the thoughts, fears and ideas of PAE on the MCIITS-BRT system as well as
what they consider as effective media and forms of communication, including
approach, format, content, among others. All information collected serve as bases in
developing IEC materials aligned with the concerns and preferences of specific
sectors.
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4.7 The objective is to inform and raise their awareness about the project, motivate them
to accept the BRT as a viable alternative to the current public transport, and persuade
and move them to support the MCIITS-BRT project.
One-on-One Informal Interviews
4.8 One-on-one informal interviews were conducted on-site, prioritizing the ones located
in the MCIITS-BRT corridor and nearby areas. It started by introducing the proposed
BRT system, after which questions on the following were asked of respondents:
- Kon adunay basahon nga himuon aron ipahibawo ang MCIITS-BRT Project
Component, unsa ang imong mga ika sugyot mahitungod sa porma,
lenggwahe, kolor nga gamiton, uban pa? (If an IEC material for MCIITS-BRT Project
Component awareness will be produced, what suggestions can you give on form,
language, colors, etc.?)
- Sa maong basahon, unsa ang mga mensahe kabahin sa MCIITS-BRT
system ang gusto nimo nga mahibaw-an o makit-an? (In the IEC material,
what messages/information would you like to know or see?)
4.9 Study participants were chosen on the basis of the following: along the SRP to IT Park
BRT corridor, is most likely to be a project-affected person, and willing to participate
in the informal interview. For the one-on-one interviews, a total of 46 participants
were covered, 32 of them are males and 14 are females (Table 56). Noticeably,
brochure, flyers, and leaflets are the most preferred form of IEC materials (Table 57).
Table 56. One-on-One Interviews on IEC
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Table 57. How do you want to receive information about the BRT?
Multiple Response
4.10 Prominent in their answers with regard to the features of preferred IEC material
design are the presence of various colors, notably primary colors e.g. yellow, blue,
and red. The preferred language is Cebuano, followed by English, and for a few,
Filipino. The use of big fonts (e.g. 12, 14, 20 and 24) was also preferred [Note: a
sample was shown using various fonts and study participants were requested to
pinpoint which of these they prefer to be used in the IEC]. In reference to information
they want to see in the IEC, respondents are seemingly divided. While commuters
prefer to see information related to comfort and convenience (e.g. whether it is air-
conditioned, with accessible toilets and diaper-changing areas, comfortable seats,
among others), speed and affordability, the transportation sector (drivers, operators,
others) generally want to see information related to the alternatives prepared by
government and concerned agencies to mitigate the impact on possible loss of
income and livelihood.
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Stakeholder Consultations
4.11 In the SMC-organized stakeholder consultations, one of the questions asked of
paticipants was: Unsa ang mga pamaagi aron mapadangat ngadto sa mga
operators/drivers o mapahibalo sila kabahin sa MCIITS-BRT (What are the ways to
convey to operators and drivers regarding information about the MCIITS-BRTP)?
Similar to responses generated from one-on-one interviews and survey, the transport
sector want to see as part of the core message alternative livelhoods or mitigation
options in IEC materials, followed by comfort, convenience, and affordability.
4.12 The consultations also became a venue to solicit suggestions for messages in IEC
materials. It took some time for participants to come up with a tagline due to their
inherent bias against a system that competes with the current system. Paspas Na,
kumportable Pa (Fast and Comfortable) registered the highest ‘vote’. It suggest that,
even among drivers and operators, speed and comfort are considered a priority
because they are also commuters.
Table 58. Suggested Messages
Suggested Messages Total
Paspas na, komportable pa! 24
It’s more fun in BRT! 8
Cebu BRT, sakay na! 7
Dali ra, safe pa! 7
Basta BRT, gwapo ! 6
Sakay na, sa BRT na ta! 5
Tara na, sa BRT na ta! 5
Sa BRT na ta! 5
Sakay na sa BRT! 4
Aircondition na, safe pa! 3
BRT Cebu, Ride to Go! 2
Safe ug komportable, sa BRT na ta – CEBOOM 2
CEBOOM-BRT! 2
Sakay na kay dali ra! 2
Moabot na ang THE BUS, sakay na ! 2
Note: Taglines with 0-1 votes not included.
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Focus Group Discussions
4.13 Four separate FGDs were conducted by the SMC with two consisting of PWD
participants and for the other two, a mix background of commuters. Each FGD had
10-15 participants. One of the questions asked was regarding specific suggestions on
the IEC materials for BRT. As to the form of IEC material, majority of the FGD
participants mentioned flyer and brochure as preference citing that it is handy to
bring. Next preferences include announcements of BRT updates in barangay
meetings/seminars, newspapers, television ads and radio, and billboards. Specific to
the flyer/brochure, FGD participants expressed a preference for materials with
illustrations of a bus, the texts must be in Cebuano using easy to understand words,
and in big font sizes.
4.14 With regard to information/content of the IEC material, FGD participants suggested
that it should contain a background as to what the project is all about, when it will be
implemented, the routes it will traverse, the presence and location of waiting areas,
and fare rates and trip schedules. Persons with disability are concerned about
whether the BRT will have a designated place for PWD and whether there will be
biometrics that automatically gives PWD discounts. Across sectors, a brochure/flyer is
the preferred IEC method/form, in the local language, using various colors to make it
attractive and less boring, and images and fonts that are large and visible.
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SMC DEVELOPMENT COMMUNICATION PLAN
4.15 Information collection and participatory appraisal activities provided concrete evidence for
the SMC to develop IEC materials that are evidence-based and anchored on the perspective
of project-affected entities. In the process, core messages and graphic design preferrences
are incorporated into the draft IEC materials which shall be pilot-tested with stakeholders for
feedback and validation. These shall then be finalized and distributed, with continuous
monitoring and evaluation to determine outcomes with regard to raising awareness on the
MCIITS-BRT Project and dissemination of information on mitigation measures (Fig. 51). The
SMC development communication plan aims to raise public awareness on the MCIITS-BRT
Project and highlighting the mitigation options for projected-affected entities to gain support
and cooperation through clear and consistent messages. Specifically, this component is
tasked to:
o develop evidence-based and sector-specific brochures and other IEC materials for
MCIITS/BRT project awareness
o produce IEC materials explaining to PAE the nature of the MCIITS/BRT transition process
and mitigating measures
Fig. 51. SMC Development Communication Strategy
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4.16 To achieve the objectives, the PAEs/target groups of the IEC are divided into two
major groups – (i) transport sector/vendors and (ii) commuters given their common
concerns. This is exemplified in the matrix below:
DEVELOPMENT COMMUNICATION PLAN
Stakeholder/Target Groups Communication Objective Obstacles Engagement Strategies Key Messages Channel of Communication
Drivers support the perceived informal consultations, Philippine brochures/flyers in Cebuano
implementation of loss of one-on-one interviews government, language
Operators MCIITS- BRT system income with PWD, women, through using large fonts,
and children, elderly and DOTr, has colored and aided
Other Transport Workers livelihood other commuters prepared with illustrations/
as a result alternatives images
Vendors of the for drivers
MCIITS- stakeholder and operators
BRT consultations with that will be
system PUJ drivers and affected
operators
Commuters accept and patronize perceived
MCIITS- BRT system as traffic FGD sessions MCIITS- BRT
Women with Children alternative mode of public congestio has dedicated
transport n and lanes that will
Pregnant Women unafforda not affect the
the BRT as part of the bility traffic system
Persons with Disability integrated and intermodal
transport system MCIITS-BRT
Senior Citizens/ Elderly provides fast
and
Others comfortable
ride
compared to
PUJs
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INFORMATION, EDUCATION AND COMMUNICATION (IEC) MATERIALS
4.17 After creating the development communication plan, SMC proceeded with the
design and production of IEC materials using the results of interviews and
consultations (e.g. implied core messages, preferred format, form, and medium) as
bases. Graphic artists were asked to prepare the layout and/or design of the IEC.
4.18 SMC started with a simple banner that represents and symbolizes the people-
oriented character of the SMC, one that stakeholders will easily recognize
whenever they need information and assistance when it comes to the MCIITS-BRT
project.
SMC banner used during consultations
4.19 The concept of a flyer followed suit as series of stakeholder consultations revealed
the hunger for more information on the BRT component of the MCIITS. The flyer is
simply to announce the existence of SMC and the Stakeholder Relations Office (as
required in the TOR), its important functions in conducting stakeholder
consultations. The flyer serves only as teaser , hence, information about the
MCIITS-BRT is minimal (see next page for the flyer developed). NOTE: As advised by
the DOTr-NPMO, no IEC materials shall be printed without the concurrence of the
TSC and other implementing partners – to maintain branding consistency.
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CEBUANO
ENGLISH
4.20 Finally, the next IEC material designed and produced by SMC is a brochure that offers
basic information about the project. More importantly, mitigation options for directly
affected sectors are included, subject to the approval of the DOTr, TSC Egis
International, the World Bank and AFD, and other implementing partners.
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