Tricycle Fare Price in Velasquez thesis final study PDF

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Tricycle Fare Price in Velasquez thesis final study. PDF type file document. Senior high school account business and management track...

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CHAPTER I: Introduction Background of the study A motorcycle with a sidecar attached to it or most popularly known as “Tricycle” is the one that would help you to go to your destination at haste. Tricycles were legalized in October 1985 – a few months before the People Power Revolution – when then – President Ferdinand Marcos released Letter of Institution No. 1482, which recognized “that the tricycle plays an important role, in the existing public transportation hierarchy in municipalities, where it is, in most cases, the primary means of transportation.” Tricycles are the second most popular means of transportation here in the Philippines. These tricycles can be found everywhere in the country except on major or main roads. The tricycle is a Philippine transportation vehicle that it so useful in many ways. It is adaptable, able to change or be changed in order to fit or work better in some situation or for some purpose in rural and urban places. A tricycle can accommodate three to five passengers and luggage can be place on the roof. Tricycle terminals operate on a first-in, first out basis. All vehicles need to line up to get passengers. That can be a big problem if there is a shortage of passengers and oversupply of tricycles in a fixed boundary – it boils down to the basic economic law of supply and demand. In such cases, tricycle terminals become bottlenecks that lead to an increasing competition among the tricycle drivers that resulted to some problems for the commuters. A fare is the fee paid by a passenger for use of a public transport system. Fare structure is the system set up to determine how much is to be paid by various passengers using a transit vehicle at any given time. Fares are fundamental to the operation of public transport since they form a major source of income to operators. In general, if fares are increased patronaged will decrease. Whether revenue increases or decreases as a result of a fare increase depends on the functional relationship between fares and patronage as represented by the demand curve. Furthermore, tricycles play a vital role in our society as a way of transportation as a part of it the tricycle are operated by gasoline, in the Philippines there is no local gasoline, and Philippines are buying gasoline in the world market. In exchange of it tricycle drivers and operators are trying to increase their fare and pass the responsibility to the passengers.

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The reasons why tricycle are much better is because of the fare, it is easy on the pocket, if you have a car you will pay for parking fee and fuel. Tricycle is everywhere, no need to use an application to find where to ride. Money is not a big deal when you need to meet your satisfaction. Drivers must shave specialized licenses, regular routes, and not to expensive fixed fares. They are always available, cheap, and fast. Now days, commuters are probably wondering why tricycle drivers do increases their fare without further notice to the public. Operators and drivers are trying to pass the responsibility of paying the high oil price in the worldwide market to the costumers that left a concern to many of its effect on the economy. In the municipal of Sta. Cruz in Marinduque, Office of Sangguniang Bayan has an Municipal Ordinance No. 143 S. 2018, Tricycle Fare. Saying that there’s a fare of Php14.00 in the first two kilometers and added of Php1.50 for every succeeding kilometer. There’s also a discount for student and senior citizen which has only Php11.00 at the first two kilometers. It has been effective last January 2, 2019 with the approval of MTRCB Chairman of Sta. Cruz and the Municipal Vice Mayor, Geraldine Morales Del Rosario. But due to the currently pandemic that the country experiencing making every actions and things limited, new ordinance was approved that the fare will increase double as the tricycle are only limited to half of the normal capacity to prevent the spread of virus. This research aims to determine and figure out the tricycle fare price of sitio Velasquez on the basis of commuters’ perspective.

Statement of the Problem This study entitled “Tricycle Fare Price in Velasquez: Commuters’ Perspective” aimed to draw out the bigger picture and to have in-depth view of the commuter’s experiences in tricycle fare. Specifically, this study sought to answer the following questions. 1. What is the Demographic Profile of the respondents in terms of; 1.1 Age 1.2 Gender and 1.3 Socioeconomic Status 2. What are the experiences of passengers in tricycle fare in velasquez? 2

Theoretical Framework There are six different forms of transit fare differentials which have been proposed in the literature (Grey, Nash and Lovelock – 1998); (1) distanced based, fares are charged according to the distance traveled; (2) time based, fares are different between peak and off-peak periods; (3) quality based, fares are related to the passenger perceived value, e. g. local and express transit service; (4) cost based, fares are set to reflect operating cost; (5) route or area based, fares are differentiated by different routes or areas; and (6) patron based, fares are related to patrons’ relative ability to pay, e.g. concession fares for students and pensioners. During the past two decades, much research has been conducted on fare structures. Tricycles can be found everywhere in the country except on major or main roads. (Huerta, 2015). Based on Huerta, normally, a tricycle can accommodate three to five passengers and luggage can be placed on the roof. Before fares were increased, alternative measures should have been explored first because next to food, transport accounts for the biggest share of the poor man’s budget, and fare hikes will definitely make more poor people poorer (Alunan, 2018). Fare hikes will also bite into the pockets of the lower middle class, who could also slide into poverty. They trigger pressures for higher wages, spiraling prices and unrest. Although tricycles are the poorest among transport groups, they pay for higher – priced gasoline as they are often ignored by the government (Alunan, 2018).

Tricycle fare Tricycle commuter commuting within Velasquez Commuters

Fare Price Fare regularities/irregularities

Different stories Make a generalize idea Perspective

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Significance of the study This research will help us to determine the Tricycle fare price in Velasquez on the basis of commuters’ perspective. To the Commuters. The result of this study will be a feed backing data to them as perceived by them on tricycle fares. To the Passengers. This study serves as a guide of tricycle sidecars a s it is a comfortable and efficient transportation. To the Tricycle Drivers. This serve as may be benefited in deep understanding the insights in the party of commuters. To the Community. This help the community more practices because of the different that gives a commuters’ perspective. To the Future Researchers. This research may use as basis in conducting future research on commuters’ perspective about the tricycle fare price.

Scope and Delimitation This qualitative study only focuses on the perspective on the fare experiences of commuters in Velasquez. Ten commuters will be asked which will come from Velasquez, Ipil, Sta. Cruz, Marinduque – Philippines. Limitations of this study is only within the boundaries of Velasquez, Ipil sta. Cruz Marinduque which became the venue of this research study.

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Definition of Terms In this portion the words below are defined as on how the researchers used the words in this study. Tricycle – is a sidecar with three wheels that made up of and can accommodate of 3 to 5 persons, including the driver, and it is used for public transport in small areas in the community for short distances. Fare – the money a passenger on tricycle has to pay. Commuter – those who are students, teachers and employee, and residences in Velasquez, Ipil Sta. Cruz, Marinduque who travel regularly from one place to another. Perspective – perception of every commuters on a situation.

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Review of Related Literature and Studies Related Literature Local In Motorcycle-Propelled Public Transport And Local Policy Development– The Case Of “Tricycles” And “Habal-Habal” In Davao City Philippines – Marie Danielle V. Guillen And Haruo Ishida, Dr. assumes that motorcycle-propelled public transport precedes the development of local public transport policy. Davao City is chosen as the site for the case study since a wide variation of motorcycle-innovations can be observed. Philippine tricycle is classified as a motor vehicle composed of motorcycle fitted with a single wheel sidecar or with a two-wheel cab, operated as a public transport for a fee. An emerging mode, in the form of motorcycle taxi known as “habal-habal” can also be found. The policy response of eliminating “triciboat” and the presence of private motorcycle credit facility led to the emergence of informal and illegal modes like the “habal-habal” and open-cab tricycles. Ma. Janice J. Gumasing ( 2014), Overall Improvement for the Design of Motorized Tricycles in the Philippines - An Ergonomic Study pointed out that motorized tricycles is a common mean of passenger transport everywhere in the Philippines, it is the most popular means of transport in small towns and cities, especially in the rural areas. Commuting in the Philippines is very much a part of the Filipino lifestyle. Riding motorized tricycles is a common mean of passenger transport everywhere in the Philippines. Cabanatuan City: Tricycle Capital of the Philippines Felipe E. Balaria April 2016 September 2016 stated that the tricycle industry in Cabanatuan City located within the heart of the Province of Nueva Ecija, also known as the “Tricycle Capital of the Philippines”. Tricycle units were usually financed. Organization and management was very simple. Majority used 4stroke motor engine which was more environment-friendly than two-stroke. Tricycle sidecar was undersized and risky for passengers. Abuses were rampant as to the fares charged to passengers, and often contracted to as high as three-hundred percent or more.

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As of 2012, there were over 658,675 for-hire tricycles and motorcycles operating in the Philippines, accounting for nearly 67.9% of the total for-hire vehicle population. They outnumber the combined total of for-hire cars, utility vehicles, buses, trucks, and trailers, according to figures from the National Statistical Coordination Board. And yet, the tricycle is not necessarily the first thing that comes to mind when one thinks about Filipino transportation. Though a major part of the daily commute of many Filipinos nationwide, tricycles are often left playing second fiddle to the much popular jeepney. (CNN Philippines) According to the Roadmap for Transport and Infrastructure Development for Metro Manila and Its Surrounding Areas by the National Economic Development Authority and the Japan International Cooperation Agency published in 2014, jeepneys, motorcycles, and tricycles are a major source of particulate matter in Metro Manila. Particulate matter are inhalable particles of chemicals and dust. They are the same particles that collect in your typical white air filtration systems, subsequently turning them black. The Asian Development Bank (ADB), has partnered with the Philippine government in promoting electric tricycles. It launched a pilot project in Mandaluyong in 2011. Under the ADB’s program, tricycle drivers are given the opportunity to lease or lease-to-own such electric vehicles at a cost of less than P200 a day. The organization explains that e-trikes allow drivers to have a higher take-home income. Greg Bloom; Michael Grosberg; Virginia Jealous; Piers Kelly (May 2009). Philippines. Lonely Planet. p. 450.. Motorized tricycles, or simply tricycles, are an indigenous form of the auto rickshaw and are a common means of public transportation in the Philippines. These public utility vehicles either ply a set route or are for-hire, like taxis. The Boracay Budget Travel website says of the motorized tricycle, "The tricycle is the most popular means of transport in small towns and cities, especially in the rural areas.

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Foreign The identification and analysis of the main determinants of demand for public transport has been a subject of extensive research. It has been confirmed that pubic transport demand is affected by various factors from socio-economic to supply factors. The latter includes improving the level of service and altering pricing schemes. Public transport pricing schemes can range from full economic market price charging to a fully subsidized free of charge service. Most public transport agencies opt for a middle-way, i.e, offering a partly-subsidized service, where users finance the remaining cost (Van Goeverdan et al. 2006). The impacts of pricing on public transport usage have been investigated by a number of meta-analysis of fare elasticity (Kremers et al. 2002; Paulley et al. 2006; Holmgren 2007). The values reported in the literature for fare elasticity exercise large variations ranging from -0.009 to – 0.32 with a mean value of -0.38 ( Holmgren 2007). The frequently used rule-of-thumb, Simpson-Curtin rule (1968), suggests that an increase of 3% in fare reduces ridership by 1%. Like most rules-of-thumb, this correlation can be used for a quick-and-rough impact prediction but may be too simplistic for detailed planning and behavioral impact modelling (Litman 2012). Paulley et al. (2006) examined how fare elasticities depend on travel mode, type of area, analysis horizon, type of fare change, current fare levels as well as the specific local circumstances. Moreover, fare elasticity depends on the magnitude, sign and time-span of the fare change. Chen et al. (2011) concluded that fare elasticity is strongly asymmetric – passenger demand decreases in response to an increase in price but the effect associated with a price reduction is insignificant. Holmgren (2007) found that the long-run fare elasticity was found significantly higher (in absolute terms) than the static or short-run elasticity. This suggests that travelers gradually adjust their travel behavior to price changes. In a context of worldwide urbanization and increasing awareness for environmental issues, it is undeniable that public transport will play an important role in the cities of the future. This will require increased attractiveness of public transit and adequate funding. In this regard, fare evasion could be considered as a threat that needs to be quantified accurately. To do this, transit operators often rely on on-site surveys that are limited in terms of spatiotemporal coverage. Yet, new data sources such as farebox transactions, fare inspection logs and automated

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passenger counter are now available and little research examines how they could help in estimating the fare irregularity

rate. In this paper, we initiate research in this direction. To do this, we followed the operator’s viewpoint and used a comparative approach to analyse the potential of those new data sources. We introduced a classification of fare irregularities and then applied data fusion methods to derive two fare irregularity rates. Results are then compared to a survey and the area of relevance of each data source is discussed. The research is done with data from the public transport network of Lyon which is an interesting case study because different access control types coexist (open and closed environment). The research results suggest that the fare inspection logs might have significant limitations to measure accurately the level of fare evasion. They also suggest that the merging of automated count and farebox transactions is a more promising direction of research. Still, it will probably not be enough to completely replace on-site manual survey. These findings can help operators in identifying the pros and cons of all data sources and implement new measurement methods.

Related Studies Local Philippine tricycle is classified as a motor vehicle composed of motorcycle fitted with a sidecar. Many of some disliked tricycle driving because of long hours of waiting. The tricycles are vehicles with powerful diesel engines, and fuel tank capacity of 10.5 litres. THE Quezon City government passed a city ordinance approving a fare increase for public tricycles in Quezon City, from P8 to P9 per person for regular trips, and from P16 to P18 and additional P1 for every kilometer thereafter for special trips. Introduced by Councilor Oliviere Belmonte the measure was approved in response to fluctuations in fuel prices. The new tricycle fare rates are as follows: Regular trips will be charged P9 for the first kilometer and additional P1 for every kilometer thereafter; special trips will be charged P18 and additional P1 for every kilometer thereafter; senior citizens, persons with disabilities, and students who enjoy a 20 percent discount rate will be charged P7.20 every regular trip, plus P.50 for every kilometer thereafter in regular trips. They will be charged P14.40 for the first kilometer plus P.50 for every kilometer thereafter in special trips. The last tricycle fare rollback was in 2016 that set the minimum fare at P8 for 9

regular trips and P16 for special trip. There are 24,700 registered tricycles in Quezon City (The Manila Times).

They have passenger capacity of four people, and payload capacity of 320kg. Also, they have adequate room for passenger luggage and speed up to 80km per hour. The vehicles are suitable for intra-city commuting and commercial passenger carriage with low fuel consumption of 38km per litre. Distinct from the earlier diesel engine types, there are now petrol engine tricycles in operation. They are however, smaller in capacity than the diesel counterparts and appear to be favoured by both the operators and the passengers due mainly to the low noise and vibration which they generate. They also produce cleaner exhaust fumes than the diesel engine tricycles. (Dike 2012) The tricycle or three-wheeler which assumes different names in most countries such as auto rickshaw, tuk-tuk, trishaw, auto rickshaw, autorick, bajaj, rick, tricycle, mototaxi, or baby taxi in popular parlance, is a motor vehicle which is used on the road as a mode of transport for private and commercial uses either for passengers or for deliveries. It is a motorized version of the traditional rickshaw or relotaxi, a small three wheeled cart operated by a single individual, and is a three-wheeled cabin cycle. Tricycles can be found in many developing countries and some developed countries. A tricycle is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver, and seating space for up to three passengers in the rear. It is generally fitted with an air-cooled motorcycle engine, with handle-bar controls instead of steering wheel. Human – powered tricycles are usually powered by pedals, although some models have hand cranks. (Dike 2012) We can all have the opportunities in times of difficulties and adjustments from having a growth mindset. (Bosworth, 2020) There are 1.7 million "registered" tricycle units in the country, with possibly hundreds of thousands more operating without franchises, as stated by the National Confederation of Tricycles and Transport Operators and Drivers Associations of the Philippines. About 300,000 registered tricycle units in Manila alone. Anticipating the severe consequences of the mass transportation shut down in Luzon due to the coronavirus disease that affects millions of drivers who are not allowed to ferry their families who depend on their daily trips for their everyday expenses. (Cabrera, 2020) 10

Foreign The improvement of the poor’s access to essential services reduces poverty, even if there is no improvement on their income (Hicks, 1998). A project whose goal is to define the fare policy of metropolitan public transport may have as main and explicit objective to promote larger mobility to the lower social classes. This will contribute ...