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CHAPTER I

THE PROBLEM

Introduction

The CNN Philippines News reported that the tricycle plays an important role, in

the existing public transportation hierarchy in municipalities. There were over 658, 675

for hire- tricycles operating in the Philippines as of 2012. With all the forms of public

transportation, the tricycle draws a major part of the daily commute of many Filipinos

nationwide (Taruc, 2015).

According to Balaria (2015) in his study on “Cabanatuan City: Tricycle Capital

of the Philippines”, stated that the use of motorized tricycle is used for about 10, 000

families as mode of commuting, freight delivery system, private family service and

source of income. As a result, its number has increased dramatically, leading to rising

competition and declining net daily income and the adverse effects on traffic flow.

Due to the convenience that the tricycle provides, the number of this

transportation is expected to increase. However, the benefits of an increased number of

tricycles in the country also contributed to the challenges encountered by the tricycle

drivers such as the issue on traffic congestion, environmental degradation and existing

policies about transport system such as number coding scheme or color coding scheme.

As cited in the study of Matsouka (2018), in Cambodia, the traffic is chaotic

because of different types of vehicles. Motorcycle like “ tuktuk” the known tricycle in
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Cambodia is the major transport system that occupies 70 percent up to 90 percent of

the traffic volume.

Likewise in the Philippines, De Oca (2011), also highlighted in his study that

the tricycle operations of the Philippines version of Combodia’s tuktuk were a factor in

the worsening traffic congestion in the metropolis. In other parts of the Philippines, it

has been observed that it is not road construction nor road accidents that cause slow

movement along the highway, but tricycles that cannot be overtaken because there are

tricyles on both sides of the vehicle.

The local government tends to have different responses on how to handle this

issue. The Color Coding Scheme is one of the popular workable traffic decongestion

program and restraints some related issues brought about by the increased numbers of

vehicle, particularly tricycles. This scheme has evolved from the Unified Vehicular

Volume Reduction Program or is also referred to as the Number Coding System which

was first implemented in Metro Manila in 1995 through Metro Manila Development

Authority (MMDA) Memorandum Regulation No. 95-001, repealed by MMDA

Memorandum Regulation No. 96-005 in 1996 to alleviate traffic congestion by

restricting vehicles that can drive through public roads based on their license plates

( Aguilar, 2018).

Furthermore the original scheme was re-implemented along with the Odd-Even

Arrangement which still based on the last digit of the plate number and until it was

replaced by the term Color Coding scheme. This scheme entered a series of revisions
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even in name and regulations over the past several years and then also implemented on

the other part of the cities and provinces in the Philippines (Tipan, 2018).

Likewise, the case of Lucena City, the Land Transportation Office (LTO)

reported that as of 2018, there were over 7, 379 for hire tricycles operating in the city.

The City Government duly enacted the City Ordinance No. 2631 series of 2017,

entitled “ An ordinance implementing an Odd- Even Tricycle Volume Reduction

Scheme in the City of Lucena” which stated that the tricycle unit are hereby rationed

according to the ending digit of the tricycle franchise ( odd-even) together with the

corresponding color of the body of the tricycle for ease in identification. The Odd

numbered tricycles which are yellow body ply during the morning shift (6:00am-1:00

pm ) on the first month and allowed in the afternoon shift ( 1:00 pm to 7:00 pm) on the

second month of the schedule. While the green body of tricycle is for Even numbered

which is the vice versa.

There were still numerous commentaries of the city residents, motorists,

commuters and from the ranks of Tricycle Operators and Drivers Associations were

seen and heard through the various social media. The researcher as a regular commuter

of Lucena City also experience the issue about traffic problem and challenge on the

readjustment with the transport policy like color coding scheme. According to the

secretary of Tricycle Franchising and Regulatory Office (TFRO) in Lucena City, most

three major highways in Lucena namely Market Avenue, Enriquez St. and Claro M.

Recto St. frequently suffered from traffic congestion. In this kind of situation, the
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increasing number of tricycles is blamed as one of the causes of traffic in the said

areas. By that time, Lucena City Government implemented a color coding scheme.

However, most of the tricycle drivers refuse to take passengers in a low fee. Situations

like these make commuters wonder if color coding has helped to ease traffic problem

and tricycle drivers’ lives.

Thus, being aware and more interested regarding with the color coding system,

the researcher feels an inner desire to study the lived experiences, effects and

challenges to the social and economic life of tricycle drivers on the implementation of

color coding scheme in Lucena City.

Statement of the Problem

This study was aimed at putting forward for action the lived experiences,

effects and challenges to the social and economic life of tricycle drivers on the

implementation of Color Coding Scheme. Specifically, it sought answers to the

following questions:

1. In terms of social and economic life, what are the

1.1. lived experiences

1.2. effects

1.3. challenges to the tricycle drivers caused by the implementation of

the Lucena City Color Coding Scheme?

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2. Based on the findings, what City Ordinance can be proposed to address the

challenges and effects of color coding scheme on the social and economic life

of the tricycle drivers?

Conceptual Framework

Aside from its important role in developing inter modal transportation that are

intended to be reliable, responsive, complementary and viable service to the

commuting public or popular means of transportation, tricycles are also important

source of livelihood among the unemployed residents in many cities as it does not

require huge capital to own and maintain one. Due to the convenience that the tricycle

provides in the local communities, the numbers of this public transportation are

expected to increase that ultimately leads to the major transportation issue like

contributing to the cause of traffic congestion and challenging and developing urban

local transport policy.

In Dhaka, Bangladesh, the city’s traffic system is considered to be one of the

most chaotic ones in the world. Based on the survey, one of the main causes of traffic

jam in the city is the auto rickshaw, a three-wheeled motorized vehicle similar to the

tuktuk or tricycles of the other countries of South Asia. The auto rickshaws are the

main mode of transport with close to four hundred thousands (400,000) running each

day ( Mahmud, et.al. 2012).

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Similarly in the Philippines like General Santos City, tricycles are blamed for

GenSan Traffic woes. The traffic situation is getting worse as thousands of tricycle

units drive along major roads. The chairman of the Motorized Transport Franchising

and Regulatory Board (MTFRB) said that despite the policy that regulated the massive

production of sidecars and limited the issuance of franchise to operators, tricycle units

increase in number. The chairman stressed that it is ridiculous for a highly urbanized

city to have tricycle units outnumber taxis and public utility jeepneys (Zamora, 2013).

According to Muga (2013) in her book entitled “Cases on the Diffusion and

Adoption of Sustainable Development Practices’, the proliferation of tricycles in the

city of Puerto Princesa has been a persistent problem throughout the years. Tricycle

driving is seen as a convenient source of income in Puerto Princesa, given that there are

a number of good financing schemes buying a motorcycle and assembling it into a

tricycle. This easy access caused proliferation of tricycles which leads to traffic

congestion in the main city center especially with the simultaneous deployment of

jeepneys on the road.

Moreover, in Quezon Province like Lucena City, with ever growing populace in

the area, it is inevitable that the automobile population will increase as well. These

vehicles may range from big such as trucks and buses, to moderate such as car and

jeepneys and small vehicle such as motorcycles. Tricycles as public transportation are

included in the list of motorcycles that dominate the busy streets of the city (Lucero,

2017).
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To further ease and solve the different transportation issue like traffic

congestion, various programs and transportation policies are implemented in many

cities. Programs like safety training and motorist awareness programs and

transportation policy like color coding scheme for the city’s tricycle sector are the most

popular implemented transportation management system. It is formally known as

Unified Vehicular Volume Reduction Program and also referred as number coding

system or odd-even scheme to alleviate traffic congestion by restricting vehicles that

can drive through public roads based on their license plates ( Aguilar 2018).

Many cities in the Philippines aside from Manila implemented the color coding

scheme as workable transport policy such as in the Municipality of Puerto Galera,

Oriental Mindoro under Municipal Ordinance 07-08 , a color coding scheme or

identification system for the tricycles is very important and necessary for the promotion

of peace and order and public safety.

Moreover Pal (2011) , reported that Dumaguete City Government also proposed

a color coding scheme for tricycles in order to ease traffic congestion in the city. The

city government consulted some tricycle drivers about the scheme got several positive

responses during the public hearing of the Committee on Peace and Order;

Transportation and Traffic.

Furthermore, the 2013 City Ordinance No. 06 series, which is also known as “

The General Santos City Tricycle for Hire Color and Number Scheme, facilitates
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effective, coordinated and rationalized public transport for residents and decongests

city traffic.

Similarly, in Baybay City of Leyte, under the City Ordinance No. 006 series of

2012, also referred to as the “ New Ordinance Implementing Color Coding System for

all Passenger Tricycles within the City of Baybay”, desired to streamline the

movement of their passengers tricycles and set up a proper control system for the

smooth and orderly flow of traffic.

Likewise the case of Lucena City as the locale of the study, the perennial traffic

problem in the city had finally caught the attention of the city government leading to

the enactment of the City Ordinance No. 2631 series of 2017, entitled “ An ordinance

implementing an Odd- Even Tricycle Volume Reduction Scheme in the City of

Lucena”.

The implementation of the said Color coding scheme in transport operation of

tricycle precedes the development of local public transport policy. This is where the

city achieving the sustainable development goals such as environmental and economic

productivity. Likely, with this tricycle color scheme would expedite identification of

tricycle’s group plying the route over a scheduled period. At the same time, the city

Tricycle Franchising and Regulatory Office (TFRO) could also assess how many more

franchises are issued to tricycles under the color-coding arrangement.

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While facing this kind of transport system, it challenged not only the transport

management in the city government but most especially the life of tricycle drivers. In

this study, the researcher reckoned the experiences, challenges, and effects encountered

by the tricycle drivers on the implementation of color coding scheme in terms of social

and economic life as an important variables that provides clarity in the present study.

According to Jimeno (2016), Color Coding Scheme is one of the laws and

regulations which have changed the lives of the drivers. In most cases, when the law is

applied to the tricycles , this scheme has changed the lifestyle and behavior of the

tricycle drivers. This scheme may also have an impact on their income because they

have day off or they are not allowed to ply on the city’s streets.

Along this context , the researcher focused on social and economic life of the

respondents as crucial part of the study. Social and economic factors can significantly

affect the everyday living of an individual. Social factors are the experiences that

influence individuals’ lifestyle, and attitudes. Whereas economic factors includes

income, savings and employment which affects the well-being ( Johnson, 2019).

Supported by Festin (2006), Puerto Princesa, Palawan is known as one of the

cities that has implemented color coding scheme on the tricycle. When this policy was

implemented, tricycle drivers in the city experienced changes in the number of working

days. With the corresponding color of tricycle which either blue or white, they

experienced to ply the city’s street on alternate days instead of everyday as they used

to.
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Moreover in Dipolog City, each color of tricycle in the city has a notice on its

back regarding their coding day. The tricycle drivers experienced a one day banned or

off in a week. They are not allowed to pick up passengers during their day off ( Uy,

2018).

However in Lucena City under the City Ordinance No. 2631 series of 2017

which is also known as “ An Odd- Even Tricycle Volume Reduction Scheme in the

City of Lucena”, the tricycle drivers with their corresponding color of tricycle operate

everyday but only half of a day. During the morning shift the yellow body of tricycle

plies and the green body plies during afternoon shift. In this system, there is a monthly

interchange in time shifting.

Apart from having different coding days or changes in the number of working

days in some cities in the country that implemented color coding scheme, tricycle

drivers also have encountered a good flow of traffic due to its purpose of reducing

traffic jam.

Like in the case of Puerto Princesa, in 2003 the tricycle population had

ballooned to more than 3000 tricycles and traffic was very bad. When the color coding

scheme was first implemented in 2004, it has succeeded in decongesting traffic since

this effectively cut by half the number of tricycles plying in the city’s streets ( Bemida,

2012).
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Moreover, the color coding scheme also helped a lot in identifying colorum

tricycles or unregistered tricycles. In Bacolod City, tricycle drivers agreed to paint their

tricycle to determine not only their routes but also to reduce competition with the

tricycles without franchise. For them, colorum tricycles can pick up passengers in their

route ( Gellera, 2019).

Furthermore, when the color coding scheme was enacted in various cities in the

country, tricycle drivers were also given the opportunity to relax and have time with

family. Tricycle drivers in Puerto Princesa, Palawan are sample drivers who have rest

at least two days and spend time with their family because they operate only on

alternate days ( Gallarde, 2011).

Nonetheless, color coding scheme also challenged the lives of tricycle drivers in

terms of compliance with traffic law. In the case of Ormoc City, based on the

ordinance, the city is divided into four major zones with designated colors. For drivers

who breach the provisions of the ordinance a fined of Php 500.00 is levied for the first

offense, Php 1,000.00 for the second offense, Php 2,000.00 for the third offense and

Php 3,000.00 for subsequent offenses. All violators, upon apprehension, are issued

with a violator’s citation ticket and redeemed at the City Treasurer’s office within

seventy- two hours ( Mayingqu, 2010).

In addition, the color coding has also affected the income of tricycle drivers.

As experienced by tricycle drivers in Dumaguete City, their income declined because

of one day off in a week or no income for a day. Moreover, they still have more
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competitors although other tricycle drivers are at rest. In this instance, tricycle drivers

who pay for boundary fee or who do not own a tricycle are more affected ( Pal, 2011).

However, there are tricycle drivers whose income increased when color coding

scheme was implemented and there are tricycle drivers who operate an owned vehicle.

In another instance, an experienced by tricycle drivers in Cebu City, the color coding

scheme assigned a specific route for a specific color and ensured that no tricycles can

traverse another route thereby each color of tricycle in their respective route can earn to

the maximum. (Ocao, 2008).

Likewise in the case of Puerto Princesa, Palawan, while this traffic rule not only

helped reduce traffic congestion, it also became a great advantage for tricycle drivers to

earn more income. This is the result of having at least two days off in a week and

tricycle drivers who operate on that day are believed to earn double because they have

less competitors ( Gallarde, 2011).

From the aforementioned statements particularly the challenges and effects of

the color coding scheme on the lives of the tricycle drivers, the researcher thought of a

feasible output to address the problem in the present study and this is the development

of the proposed City Ordinance.

Thus, the development of the researcher’s proposed city ordinance was based

on the results of the study. The output of the study is hoped to address the effects and
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challenges encountered by the tricycle drivers on the implementation of color coding

scheme in terms of social and economic life.

In order for the objectives of this research to materialize, the researcher

abstracted a paradigm that enumerate the step by step procedure in gathering target

data that would constitute to accomplish the objectives of the study.

Conceptual Paradigm

Lived Experiences, effects and challenges encountered

by the Tricycle drivers on the Implementation of

INPUT Color Coding Scheme in Lucena City in terms of

Social and Economic Life

PROCESS Analysis on the lived experiences, effects and

challenges encountered by the Tricycle drivers on the
Implementation of Color Coding Scheme in Lucena
City in terms of Social and Economic Life

OUTPUT Proposed City Ordinance to address the effects and

challenges of Color Coding scheme on the social and
economic life of tricycle driver

Figure 1. An IPO model showing the lived experiences, effects and challenges to
the social and economic life of the tricycle drivers on the implementation of color
coding scheme in Lucena City
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The figure above illustrates the paradigm of the study using input-process-

output scheme. It is supported by the study of Zamora et al. (2018), entitled

“Assessment of Traffic Management Ordinances in Relation to Tourism Industry

which ” used IPO model for better understanding of the entire study. The Input-

Process-Output (IPO) model served as the conceptual paradigm of the study. The

model consists of three frames as shown in Figure 1.

As shown in the model, the first frame presents the Input which is the lived

experiences, challenges and effects encountered by the tricycle drivers on the

implementation of color coding scheme in Lucena City in terms of social and economic

life. Tricycle drivers are the ones affected by the color coding scheme. Color coding

scheme is a road space rationing program that aims to reduce traffic congestion by

restricting the types of vehicle particularly tricycle. It is a law that should be obeyed

by the tricycle drivers.

The second part presents the process which is the analysis on the experiences,

challenges and effects encountered by the tricycle drivers on the implementation of

color coding scheme in Lucena City. These three variables affect the social and

economic life of the tricycle drivers.

The third frame shows the output of the study which indicates the outcomes

upon analyzing the data gathered. The proposed city ordinance intends to help address

the challenges and effects encountered by the tricycle drivers on the implementation of

color coding scheme in terms of their social and economic life.

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Significance of the Study

The present study is an attempt to contribute significantly in terms of

understanding the lived experiences, effects and challenges to the social and economic

life of the tricycle drivers on the implementation of color coding scheme in Lucena

City. Thus, this study is considered beneficial to the following:

The present study would serve as a motivation for the Tricycle drivers and

operators to know their responsibilities and maintain discipline in obeying the color

coding system. This would also help them to gain knowledge about their rights on the

use of road space and how to express their sides or opinion and how to share

experiences to enhance their social and economic life.

The result of the study would help the Local Government Officials of Lucena

City to know the challenges and effects of the color coding scheme that would be the

basis for the preparation and enhancement of an orderly transportation management

and developing a program to address the needs of the tricycle drivers.

The result of the study could provide the Traffic Enforcers information about

the experiences encountered by the tricycle drivers in the implementation of color

coding scheme so that they maintain good monitoring of traffic flow and improve

traffic laws.

The result of study would greatly help the Commuters to become

knowledgeable enough to the existing transportation scheme and become aware to the
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challenges and effects of color coding in the city.

Lastly, the future researchers, may use the findings of this study as reference

materials when they conduct their own studies which may be similar or related to this

present study. It could also be a basis for other researchers to develop other variables

which would provide similar approach but with different strategies.

This study can provide a wider explanation about the tricycles color coding

scheme in Lucena, its purpose and effects to the people involved and as a

transportation management in the City.

Scope and Limitation

The study mainly focused on the lived experiences of the Tricycle drivers on

the implementation of Color Coding scheme in Lucena City and how this scheme

challenge and affects the social and economic life of the tricycle drivers.

The researcher purposively chose the fifteen (15) registered tricycle drivers of

Lucena City as respondents. The researcher chose the registered tricycle drivers as

respondents of the study since they are the ones affected by the color coding scheme

and responsible to obey the policy. These registered tricycle drivers came from the

different TODA’s ( Tricycle Operators and Drivers Associations (TODA) of Lucena

City and are free to ply on the road network mainly used by the tricycles depending on

the scheduled time or the body color of their tricycle.

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The study utilized the phenomenological method of research study to

explicate the lived experiences of the tricycle drivers on the implementation of color

coding scheme in Lucena City and how the scheme challenge and affect their social

and economic life.The researcher used validated interview guide questions as a

research instrument.The tricycle drivers who were the respondents of the study were

given informed consent to participate in the study and were not forced if they are not

willing to do so. The interview guide focused on the sub-problems of the study. The

sub problems included the following: (1) the lived experiences of the tricycle drivers

on the implementation of color coding scheme in terms of social and economic life (2)

the effects encountered by the tricycle drivers on the implementation of color coding

scheme in terms of social and economic life (3) the challenges of color coding scheme

in the social and economic life of the tricycle drivers

The responses of the tricycle drivers on the lived experiences encountered in the

implementation of the color coding scheme in terms of social and economic life were

recorded and transcribed by the researcher. Then the respondents’ answered on the

challenges encountered on the implementation of the color coding scheme and its

effects on their social and economic life were also done with the same procedure. The

coded transcript of interviews was then interpreted and common themes were

presented. The coded and analyzed transcript of interviews was validated by the

specialist informants. Then the copy of transcriptions on one-on-one interview was

returned to each participants personally to give them an opportunity to verify the

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veracity of the conversation and to add and clarify points and arises themes.

Discussion, analysis and interpretation of results were done by the researcher in

accordance with the statement of the problem cited in the study.

After the interpretation of data, the findings of this study served as the basis of

the proposed City Ordinance to address the challenges and effects of color coding

scheme on the social and economic life of the tricycle drivers.

The time frame of this study was from March 2019 to May 2020.

Definition of Terms

The following terms are defined conceptually and operationally for better

understanding of the study.

Challenges- This refers to a situation of being faced or having difficulty in a

job or undertaking that stimulates a person engaged in it. ( dictionary.cambridge.org).

In the present study, this refers specifically to difficulties encountered by the tricycle

drivers in the implementation of color coding scheme.

City Ordinance- The city laws that establish long-term rules of conduct that

may be enforced by police forces and the courts (Starnes, 2013). In this study, this

refers to a local law, usually on the municipality level duly enacted by the proper

authorities and output developed after the conduct of the study which specifically
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concerns to transportation management particularly in regulations of tricycles and

traffic management.

Color Coding Scheme- The road space rationing program that aims to reduce

traffic congestion by restricting the types of vehicles that can use major public roads

based on the final digit of the vehicles (Zulueta, 2019). In the current study, this refers

to a road policy according to the ending digit of tricycle franchise which is odd and

even number together with the corresponding color of body of the tricycle that aims to

regulate the operation of this vehicle and reduce traffic congestion. It also served as

guide used to easily identify the illegal tricycles plying on the roads.

Effect- The consequence or result of an event that has happened (Difference

Between. Net). In this study, it pertains to the extent of which the implementation of

color coding scheme was proven to have enhanced the transportation management and

likewise affect the life of the people involved.

Lived Experiences- This refers to perceptions, feelings and any situations that

happen to someone’s life ( Swanson & Tanaka, 2018). In the present study, it concerns

with the social and economic experiences encountered by the tricycle drivers on the

implementation of color coding scheme.

TODA- This is formally known as a Tricycle Operators and Drivers

Associations. This refers to the backbone of the tricycle driving sector (Taruc, 2015).
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In this study, this refers to an associations of tricycle drivers and operators with the

purpose of having a proper and just transport system.

Traffic Congestion- A condition of traffic delay or a condition on road

networks that occurs as use increases and is characterized by slower speeds, longer trip

times and increased vehicular line up ( Weisbrod & Fitzroy, 2011). In this current

study this can cause a variety of problem in the community that leads to the

implementation of transport policy.

Tricycle Operator- is the actual legal owner of a tricycle-for-hire in whose

name is duly registered with Land Transportation Office ( Ordinance No. 17 series of

2002). In the present study, this refers to the person who does not pay the boundary

because he owns the tricycle and at the same time a person who drives this vehicle on a

highway.
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CHAPTER II

REVIEW OF RELATED LITERATURE AND STUDIES

This chapter presents various literature and studies pertinent to the concerns of

the present study which were consulted and/or referred by the researcher. Relevant

information from these sources were used to provide a substantial framework for the

study. A number of books, periodicals, journal, magazines, articles from the internet

and other related sources were reviewed by the researcher to shed light on the present

research. Information lifted from these sources are presented below.

Related Literature

In most developing countries, motorcycles are part of essential mode of

transportation. In the Philippines, apart from jeepneys, local public transport in the

form of tricycles is the most popular means of transportation. Tricycle or sometimes

referred to as “trike” is a three wheeled public utility vehicle consisting of a motorcycle

anda passenger side car. Except on a major or main roads, these trikes can be found

everywhere in the nation. They are painted in color and constructed in a range of styles

that vary from city to city. The regular trike can accommodate three to five passengers

and luggage can be placed on the roof. The trikes are always available, cheap and fast.

The low fare depends on the number of passengers and there is an extra charge if the

tricycle is exclusive or special ride ( Huerta, 2014).

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Flores (2013) , stated that tricycles are less visible on major highways in the

Philippines. Being smaller in size, they are used for short distance travel and are most

commonly seen on the side streets, subdivisions, smaller cities, and towns. In certain

cases, tricycles are hired from the market to ferry people and goods. One can ride

tricycles along with other passengers, and pay an average rate or one can ride it

privately, which is called “special”, where one pay a higher rate or an equal rate of the

total number of passengers that the tricycle can accommodate.

According to Taruc (2015), as of 2012, there were over 658, 675 for hire

tricycles operating in the Philippines. The news stated that the tricycle plays an

important role in the current hierarchy of public transport in municipalities, where it is

in most cases, the primary means of transportation. Like jeepney, tricycles have

become an emblem of Filipino culture. With all the modes of public transportation, the

tricycle draws a major part of the daily commute of many Filipinos nationwide.

Nevertheless, as is the case with all forms of public transportation, the tricycle draws

just as much ire as esteem. The national government bares a limited scope of regulation

over the vehicles.

In addition, Under the Locale Government Code, local government units

(LGU’s) are ultimately the ones that grants franchises and supervise operations.

Because of this, LGU’s have different guidelines in supervising tricycles. Departments

responsible for these aspects differ from one locale to another. Tricycle drivers need to

meet a set of conditions and secure several documents before they start carrying
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passengers. Tricycle drivers are allowed to operate within a fixed boundary. These

boundaries are divided according to the different Tricycle Operators and Drivers’

Associations (TODAs) of an LGU. TODAs are essentially form the backbone of

tricycle driving sector, given the fact that tricycle drivers would be required to obtain

TODA permission before operating within a boundary. Tricycles that belong to the

same TODA also share the same colors.

But as of 2018, there were an estimated 4.5 million registered tricycles in the

Philippines. The high total sales volume consequently increased the registration of

these type of vehicles in the country ( Hilotin, 2019).

Furthermore, tricycles are not only popular means of transportation in the

Philippines, they are also an important source of livelihood to millions of Filipinos.

Tricycles are commonly used in urban areas and around town centers. Tricyles are

often used on narrower roads, especially where jeepneys or buses are not usually

operating. A tricycle driver either rents or owns the unit. The daily rent (locally

referred to as “boundary fee”) is about P130 and the typical take home pay of the

drivers is about P240 per day. Drivers who own their units get at least P370 per day.

Some of them obtain their units on loan and pay monthly amortization ( Summary

Poverty Reduction and Social Strategy, Asian Development Bank, 2015).

Similary, according to Kinneas (2014), driving a tricycle is an immediate

source of income. It is quite easy to buy a motorcycle on cash basis. Some choose to

pay by installments. They simply modify the motorcycle and turn it into a tricycle by
 24

adding a sidecar. Once the rest of the paperwork is done, they can start servicing

passengers with their registered tricycles.

In the Philippines like in Batangas, tricycle can serve as their private vehicle

and benefit members of the family for their daily mobility. The trike does not only

provide transportation to Batanguenos, it also grants jobs to the community. The

tricycle is essential in commerce and business to the province since it is used to move

the products like vegetables, fruits, fishes and other commodities to the city markets.

Due to the convenience that the trike provides in the local commodities, the numbers

are expected to increase. It is an all around vehicle for the Batanguenos ( Villa, 2012).

The various information from the articles, journals and given by the experts

about the tricycle as an important medium of transportation and as a source of income

or popular means of livelihood for the unemployed sector of the workforce laid a

ground for better understanding that the number of tricycles has increased and is

expected to increase. The constantly growing number of tricycles in the country,

however, can lead to transportation issue like traffic congestion and it can be a

challenge for developing local urban transport policy .

Supported by Dara (2019), most Asian countries like Cambodia, “Indian tuk-

tuks” are facing widespread criticism due to the traffic issue. They can cause

congestion because the size of this motorcycle is more equal in size to a car and the

number of this vehicle is on the rise now since it is often seen everywhere.
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Vargas (2015), stated in the House Bill No. 6237, the continuous rise in the

number of tricycles in the country has contributed to worsening problems one of which

is traffic congestion that also leads to environmental degradation. They are responsible

for 45 percent of all volatile organic compound emissions that destroy the ozone layer

and worsen the greenhouse effect. Another issue facing the tricycle sector is safety.

Tricycles are perceived to be more accident prone than four-wheeled vehicles. Since

most Filipino commuters rely heavily on tricycles as their means of transportation,

sufficient measures are put in place to ensure driver safety skills and awareness.

Felongco (2015), reported that according to National Centre for Transportation

Studies (NCTS), tricycle sector represents the largest number of public transport modes

in the Philippines. In both the provinces and the region, more people rely on public

transport tricycles than on public service jeeps. The growth of tricycle organizations or

associations in every Local Government Unit (LGU) of the city or municipality area

has contributed to air and noise pollution, road accidents and mostly traffic

congestions. The NCTS said that there is a need to regulate the acquisition and

operation of tricycles in order to strike a balance between the need for short haul

transport and drawbacks such as air and noise pollution and congestion.

Likewise in the city of Manila, the local government decided to regulate the

operations of pedicabs and tricycles. Although these mode of transport may be

convenient for some, they contribute to traffic congestion and cause major accidents

( Bolido, 2014).
 26

In Lucena City, increasing number of vehicles including registered tricycles

leads to traffic problem in the city. Authorities here are set to enforce a new traffic

ordinance that aims to address the worsening road situation inside the city proper

( Mallari, 2011).

From the above mentioned statements about the traffic issue of the increasing

numbers of tricycle in most cities in the country, it also lead to challenge every city to

develop local transport policy and as a result it also challenge the life of tricycle

drivers. Local Government tends to have different responses on how to handle this

issue.

According to Testa (2019), the Color coding scheme is one of the popular

workable traffic decongestion program that restraints some of the related issues caused

by the increased number of vehicles, particularly tricycles. It is formally known as

Unified Vehicular Volume Reduction Program and is often referred as the number

coding system or the odd-even scheme to alleviate traffic congestion by limiting

vehicles that can drive through public roads based on their license plates. The UVVRP

comes with different names but all are encouraged to understand each city’s rule to

avoid getting flagged by the traffic enforcement authorities. Color Coding entered a

series of revision for implementing the full objective of the UVVRP. Originally

implemented in Metro Manila in 1995 through Metro Manila Development Authority

(MMDA) Memorandum Regulation No. 95-001, repealed by MMDA Memorandum

Regulation No. 96-005 in 1996 and later also implemented in the other part of the cities
 27

and provinces in the Philippines. It was designed to reduce the number of vehicles on

EDSA.

Like in the case of Dumaguete City, reported that the city proposed a color

coding scheme for tricycles in order to relieve traffic congestion in the City. They have

seven different colors of tricycles and one day off per week for one form of color ( Pal,

2011).

Moreover in the city of Iloilo, in order to regulate the operation of tricycles, the

city council approved an ordinance establishing a color coding scheme for this mode of

transport. Tricycles within a particular district have a uniform color distinct from those

operating in other district ( Sologastoa, 2017)

In Puerto Galera, Oriental Mindoro as stated in Municipal Ordinance 07-08, an

ordinance establishing a color coding scheme for all tricycles operating for hire

business in the municipality. Whereas, a color coding scheme or identification system

for the tricycles is very important and necessary for the promotion of peace and order

and public safety. No tricyle for a hire business may operate in the municipality of

Puerto Galera, unless it has complied with the proper mandated color for its cluster; the

operator paints the portions of the tricycle with the corresponding color assigned to the

cluster where it belongs and the driver wears vest ( chalico), the color of which

corresponds to the sidecar with number printed or embroidered on the back similar to

the franchise number.

 28

Even in Eastern Visayas, in the municipality of Naval, the capital of the

province of Biliran, a color coding scheme was put in place to address the burgeoning

traffic problems in the municipality especially in the semi-urban town with a

population of more than 54, 000. For the city government, it is convenient for

commuters to get to know the tricycle routes ( Espina, 2017).

In Lucena City, the government mulled on a color-coding scheme. The purpose

is that to further ease traffic congestion and enforce an orderly traffic management

system ( Belen, 2014). It is under the City Ordinance No. 2631 series of 2017, entitled

“ An ordinance implementing an Odd- Even Tricycle Volume Reduction Scheme in the

City of Lucena and Providing Penalties for Violation”

Thus, the following information about the implementation of color coding

scheme in the different cities and provinces in the Philippines leads the researcher to

consider the variables which give light to the present study. The variables in the study

are the lived experiences and challenges of the tricycle drivers on the implementation

of color coding scheme in terms of social and economic life. The researcher also

reckoned the effects of color coding scheme on the tricycle’s social and economic life

as also one of the essential variables of the study.

According to Betts ( 2016), Social factors are things that affect and influence

someone’s lifestyle, personality, and attitudes. Meanwhile, a number of economic

factors affects the way individuals physical needs are met and can also affect their

intellectual, emotional and social needs. These are the things that can influence
 29

financial status such as income, employment and educational attainment ( Johnson,

2019).

The implementation of color coding scheme which is also known as the

number coding scheme, drivers have many experiences that changed their lives.

Typically, the changes they had are related to the set of time and can also be the day of

the coding according to the policy. This is to reduce the number of roadblocks such as

tricycles and other vehicles that cause traffic congestion. Each city that has

implemented this policy has its own time or day of driving to be followed by drivers

(Zulueta, 2019).

Supported by Malixi ( 2012), in Puerto Prinsesa, Palawan, the local

government unit initiated a trial color coding of its many tricycles. The drivers of each

group of color coded tricycles have experienced to operate only on alternate days. The

scheme was thus adopted by the city with the full cooperation of the drivers.

In Lucena City, tricycles were classified into two colors, green and yellow,

wherein green are for those drivers who take their fare in the morning and yellow for

those in the afternoon and night time. In addition, as an off-day to the rule, the city

government has stated that Sunday is the only time that these two colors may overrule

their given schedule ( Lucero, 2017).

Along with this, is the Lucena City Ordinance No. 2631 stated that the tricycle

units are hereby rationed according to the final digit of the tricycle franchise ( odd-
 30

even) along with the corresponding tricycle body color for ease of identification. The

odd numbered tricycles which are yellow body ply on the morning shift (6:00-1:00

pm ) on the first month and permitted in the afternoon shift ( 1:00 pm to 7:00) pm on

the second month of the schedule. While the even numbered tricycles ply on the

afternoon shift for the first month and allowed for the second month of schedule in the

morning.

Meanwhile, from the case of Dumaguete City, they have seven different colors

of tricycles and one day off a week. The tricycle drivers with their corresponding color

of tricycle are prohibited from plying on the road during their day off ( Pal, 2011).

Moreover, the color coding scheme has been implemented in many cities in the

Philippines like Dumaguete, Naga, Ilo- Ilo, Biliran, and Cabanatuan City. These cities

also have their own coding hours based on their policy. However, some cities in the

Philippines like in Metro Manila implemented number coding scheme instead of color

coding scheme to ban the vehicles that travel on public roads depending on their

license plate. This program is based on Section1 of the Memorandum Regulation No.

96-005. As of 2019, the number coding scheme starts from 7a.m. to 8 p.m and enforced

during weekdays. This scheme in Metro Manila was firstly referred as color coding

and adopted based from the previous odd even scheme ( Zulueta, 2019).

As a result, this effectively cut by the half number of tricycles plying the city

streets thereby reducing traffic congestion. Similarly in the case of Dumaguete City, a

number and color coding scheme for more than 2500 tricycles was implemented to
 31

address the congestion problem and enforce land transportation rules and regulations

prohibiting tricycles from plying the national highway ( Gallarde, 2011).

Moreover, in the City Ordinance No. 2012-003 of Meycauayan Bulacan

otherwise known as “ The Land Transportation Code of the City of Meycauayan

Bulacan” provides that the city shall adopt a new zoning and color coding scheme to be

known as the Tricycle Zoning and Color Coding Scheme ( TZCCS). Whereas, one of

the policies and priority concerns of the City is to resolve the worsening traffic.

Likewise, in the City Ordinance No. 2015-42-03 of San Jose Del Monte,

Bulacan, the city implemented a color coding or number coding scheme intended to

reduce the number of tricycles operating each day in each particular TODA ( Tricycle

Operators and Drivers Associations) to ease traffic congestion.

Similarly, in Ormoc City under the city Ordinance No. 156 rationalizes the

operation of motorized tricycles by adopting zones and color coding schemes. This is

the local government’s response to the concerns that the deregulation of tricycles has

closed down the city streets. Thus, the city of Ormoc is divided into four main zones

with defined colors. As a result, it helped to reduce traffic problem in the city because

there will be fewer tricycles going to destinations passing through the national

highways on four sides of the city ( Mayingque, 2010).

Furthermore, stated from the Lucena City Ordinance No. 2631 known as the

Odd- Even Tricycle Volume Reduction Scheme. This odd-even scheme together with
 32

the corresponding color of body of the tricycle aimed to reduce the volume of tricycle

plying the various routes in the City, eased traffic congestion and brought about relief

to the riding public.

Aside from its purpose of reducing traffic problem, color coding scheme also

made to identify unregistered tricycles or colorums plying on the streets. In La Loma,

Quezon City, the idea of color coding scheme came up with a unique way of dealing

with colorum tricycle drivers. During that time, under a memorandum of agreement

signed between the police and the owners of the three-wheeler vehicles operating

without a franchise or colorum tricycles should be painted a bright shade of violet to

set them apart from the yellow and white tricycles that have franchises. This resulted in

helping the police and also the passengers to tell which tricycles were operating legally

and which were not ( Aurelio, 2009).

The House Bill No. 4197 known as “ Magna Carta for Tricycle Drivers and

Operators Act of 2019” stated that colorum is a private vehicle operated as utility

without the benefit of valid and existing special permit, provisional authority or

franchise.

Similarly in the case of Manila, when they started a campaign against tricycle

colorums, all tricycles are being required to register in Manila Tricycle Regulatory

Office. As an additional solution, they have implemented color coding to quickly

identify which are colorum. According to the city Mayor, .they have given enough time
 33

for tricycle operators to paint their tricycles that follows the area of operations.

( Capulso, 2014).

Also in Koronadal City, capital of South Cotobato, where a number of tricycle

operators and drivers have requested the issuance of additional MTOP ( Motorized

Tricycle Operator’s Permit) to serve an increasing number of commuters and visitors to

the city. The City Mayor claimed that the release of the new MTOPs would promote

the adoption of the City Tricycle Coding Ordinance which would identify tricycles in

the area by means of a color coding scheme. Furthermore, enforcing the decree would

effectively help rid the city of unautorized or colorum tricycles (Estabillo, 2013).

Moreover, in Lucena City , the city Mayor mentioned that when the first color

coding scheme was implemented in the city, it has served as guide of the traffic

enforcers to apprehend those who violate the color-route system and avoid the so-

called “colorum” or illegal vehicles and legitimize the transport operations in Lucena

City ( Belen, 2014).

From the above mentioned statements on the implementation of color coding

scheme in the various cities of the Philippines, this policy is in accordance with the

traffic law that tricycle operators and drivers need to comply with for their own good

and for an orderly local transport management framework.

According to Reyes ( 2019), as responsible drivers, their duty is to follow the

traffic rules. Failure to do so could result in dire circumstances, with some of the worst
 34

violations could result in fines and even imprisonment.

Under Department Order No. 2008-23, the Local Government Units (LGUs)

are empowered to grant franchises for the operation of tricycles. However, it is the

Land Transportation Office (LTO) that has the sole power to register all motor vehicles

including tricycles and the licensing of drivers thereof. Likewise, only the LTO and its

deputized agents shall implement the franchising conditions including those on

tricycles and impose sanction or penalties for violations thereof.

In addition to this Department Order No 2008-23, tricycle can operate only

along city or municipal streets, not on national roads. Moreover, their operation is

restricted only to routes not traversed by higher modes of public transport. However,

the “Sangguniang Bayan or Sangguniang Panglungsod” may provide for exception to

public safety considerations. The ratio of the number of tricycles to population must be

in accordance with the guidelines to be set by the Department of Transportation and

Communications (DOTC). The LGU may opt to adopt the following options or

combinations hereof to resolve the unabated rise in the number of tricycles such as the

Color or Number Coding scheme, the moratorium on the grant of new tricycle

franchise, the 50-50 scheme with livelihood component and the Non- Renewable

Franchise.

The present study focuses on color coding scheme in which many cities of the

Philippines have different ways of imposing penalties to anyone who violates traffic

laws.
 35

In the case of Ilo-Ilo City, according to the City councilor, tricycles within a

particular district have a uniform color distinct from those operating in other districts.

The city proper tricycle is painted green; La paz, orange; Jaro, blue; Molo, white;

Mandurriao, yellow; Arevalo, red; and Lapuz, violet. The ordinance sets out provisions

for violators of the ordinance. A fine of Php 500 for first offense, Php 1,000 for the

second offense; and impoundment of the tricycle unit and revocation of tricycle

franchise plus a fine of Php 1000 for the third offense. The order shall extend to

tricycles which have been given a franchise to operate, provided that the franchises

have not yet expired. If it is found that the infringing tricycle does not have a current or

unexpired franchise and a modified Motorized Tricycle Operators Permit (MTOP), a

citation ticket may be issued for any infringement of existing regulations. In addition,

impounded tricycles are claimed by the owner only after the payment of the

corresponding fines and other fees ( Sologastoa, 2017).

Likewise, the Ordinance Number 156 of Ormoc City, rationalized the operation

of motorized tricycles by adopting zones and color coding schemes. On the basis of

ordinance, the city of Ormoc is divided into four major zones with designated colors.

For those who breach the provisions of the ordinance, a fine of Php 500 is levied for

the first offense, Php 1,000 for the second offense, Php 2,000 for the third offense and

Php 3,000 for subsequent offenses. All violators, upon apprehension, are issued with a

violator’s citation ticket and must be redeemed at the City Treasurer’s office within 72

hours. If the violators fail to redeem their citation ticket within specified time, their
 36

violation are referred by the City Treasurer’s Office to the City Prosecutor’s for the

filing of appropriate charges within five days. Upon conviction, a fine not exceeding

Php 5,000 or imprisonment of one yearcan be levied by the proper court.

Also in Lucena City, the City Ordinance No. 2631 is an ordinance introducing

an odd-even scheme for tricycle volume reduction scheme by color coding. This

ordinance extends to all tricycle vehicles bearing a valid franchise as approved by the

Tricycle Franchising and Regulatory Committee. In the meantime, private tricycles are

clearly labeled “ Private” with appropriate sidecar doors to distinguish them from

common carrier tricycles. In order to minimize the volume of the tricycle, the rationing

time schedule of the color coded tricycle shall be followed. Penalties are provided to

any tricycle driver, operator or agent in violation of this ordinance. Reprimand for the

first offense. For the the second offense they are fined in the amount of Php 500. The

third offense, tricycle drivers are fined in the amount of Php 1,000 and one week

suspension of tricycle franchise and for the final offense, they will be fined in the

amount of Php 2,000 and revocation of tricycle franchise.

With all the penalties imposed by various cities in the Philippines in connection

with the implementation of the color coding scheme, there is a need for tricycle drivers

to comply with traffic laws in order to provide a proper transport management system.

According to Bolido ( 2014), the local government should not only keep the

tricycles on major roads, but most of all, mandate them to strictly follow traffic laws.
 37

Franchises not only grant them privileges but also, equally important, responsibilities.

They should be revoked for breach of traffic rules.

In the case of Naval in the province of Biliran, following the implemention of

the color coding scheme for tricycles, which is the most popular means of transport in

the provincial capital, the Naval Mayor claims that the tricycle drivers have become

disciplined and provide efficient and better services to commuters due to fines or

penalties for breaches of traffic rules ( Espina, 2017).

Apart from the aforementioned statements about the implementation of color

coding scheme, there are other aspects of tricycle driver’s life that have changed.

In Puerto Princesa, when the color coding was implemented, the City Mayor

mentioned that the driver had at least one day or two days a week with his family and

take care of their children. They also had the opportunity to rest ( Festin 2006).

Similarly in Calbayog City, a first class city in the province of Samar, the color

coding scheme also envisions to allow more time for drivers to spend with respective

families and opportunity for maintenance work on their vehicles for hire ( Sarmiento,

2016).

Meanwhile in Dumaguete City, after the implementation of color coding

scheme , one type of color from seven different tricycle colors has one day off every

week so that the tricycles drivers can have enough rest ( Pal, 2011).
 38

Supported by Csontos (2019), having the right amount of rest is essential for a

long-term health and mental performance and if there is no rest, the driver’s over-all

alertness and concentration is badly affected. It also helps to reduce the lack of sleep

that causes an accident. As a result, all drivers have a personal responsibility to be

well-rested on their job.

In addition, under color coding scheme, there have also been economic changes

in tricycle driver’s life.

However, in Calbayog City, where the proposed color coding scheme is for

pedicab operation, the City Mayor claimed that this form of transport policy is not just

for traffic problem but also to augment the regular income from passenger fares during

the days when other drivers are at rest ( Sarmiento, 2016).

Moreover, this color coding scheme has been implemented in Puerto Princesa

City since 2004 and this ordinance was an alternate traffic scheme in which on

alternating days, tricycles ply the street. It has succeeded to increase the income of

tricycle drivers especially if they own the tricycle and also incurred less expenses on

fuel and spare parts aside from decongesting traffic ( Gallarde, 2011).

Nevertheless, there are also cities in the country that have implemented color

coding schemes but have adversely affected the income of tricycle driver.

In Manila, after implementing color coding scheme of tricycles in 2014, for

easy tracking their routes, drivers who are caught plying outside their designated routes
 39

are at risk of getting their tricycle impounded. In particular, tricycle drivers especially

those who pay daily boundaries have affected their daily income. Some tricycle drivers

have mentioned that their previous income was almost Php 1500 a day compared to the

income of just Php 500 today ( Fernandez , 2014).

Furthermore in Dumaguete City during the public hearing in 2012 on the

proposed Alternate Day Traffic Scheme through color coding of tricycles, the

ordinance met with objection from the Dumaguete tricycle drivers and operators. They

pointed out that reducing the number of tricycles is not a guarantee of doubling their

income and that would only be true if all the passengers went in the same direction.

The income of tricycle drivers paying daily boundaries is also affected ( Bemida et al.,

2012).

Such tricycle driver situations caused by color coding in their income, indicate

that some of them have low income.

As stated in the House Bill No 4905 “ An Act Imposing a Motor Vehicle User’s

Charge on Owners of All Types of Motor Vehicles”, most tricycle drivers are low

wage earners who earn daily net income from Php 150 to Php 200, barely enough to

buy basic necessities. Considering their meager income, the rising cost of basic

provisions and the increasingly outlays for maintenance and repair, spare parts and

gasoline, the income of tricycle operators and drivers needs to be augmented and their

tax burden reduced.

 40

Moreover, most of the tricycle drivers do not have their own vehicles and have

to pay a daily boundary to tricycle operators. In Loag City, it is around 250 a day, and

that does not include expenses for gasoline. Only after they produce boundary and

gasoline do they start earning for themselves ( Yumul, 2018).

Likewise, Alunan (2018), mentioned that tricycle drivers are the poorest and

most marginalized transport associations. They pay higher for gasoline at Php 54 per

liter and are poorer with operators earning only Php150 to Php 250 and drivers a few

hundred pesos a day.

According to Vidal ( 2016), being a tricycle driver is not easy. Starting early in

the morning, he picks up some passengers and bring them to their destinations just to

earn more income. Transporting passengers from their homes to markets, schools,

church and offices is the principal source of income for tricycle drivers and their

families. A high proportion of this amount, however, had to go pay for the rent of the

tricycle.

With low income of tricycle drivers, some of them still need to have other

sources of income. Like in the case of Lagos, Nigeria, if the okada or their tricycle is

banned, it is obvious that the income of tricycle drivers would be affected since it is the

only source of living. Thus, in order not to be idle, or get depressed, they still need to

look for other source of income so they can still have something to do apart from

driving. Some of the alternative source of income such as electrician, car washer,

phone accessories business, bricklayer, retail business and the likes ( Anonu, 2020).
 41

Supported by Guina (2019), other source of income is important for financial

crisis. It is an essential part of a healthy financial situations. Having additional source

of income can help people to deal with a job loss and survive a sudden decreases in

income.

In response to the low income of most tricycle drivers due to transportation

policies affecting their work, there are some places in the country that have had

livelihood aid as driver’s alternative source of income.

In line with this, is the amount of P 823, 650 worth of livelihood aid from the

Department of Labor and Employment in Central Visayas to at least 157 tricycle

drivers from Danao City, Northern Cebu. Cash assistance, which is part of DOLE

Integrated Livelihood and Emergency Employment Program (DILEEP) is expended on

motorcycle repair and body building shop operations and fast moving trading of basic

spare parts as the alternate source of income for the driver. The earnings from the

repair shop are on top of their daily income from ferry passengers ( Palaubsanon,

2018).

Likewise, Buhisan, a barangay in Cebu City, also received livelihood assitance

from Department of Labor and Employment of Central Visayas. In the past, providing

transport to commuters may have been the sole source of livelihood for a group of

tricycle drivers in Buhisan, but later they set up their own business. The Baragay

Buhisan United Tricycle Drivers Association, Inc. received tools and equipment worth

almost P500,000 under the DOLE Integrated Livelihood and Emergency Employment
 42

Program (DILEEP). They used it for their Piso Net and motorcycle parts and lubricants

business. This project aims to improve the current livelihood of tricycle drivers,

enabling their livelihoods to develop into a viable and sustainable sector. The

enhancement would help provide beneficiaries with income at least at par to those

earning a minimum wage (Cruz, 2019).

All the above mentioned statements on the experiences of tricycle drivers on

color coding scheme and how it challenge and affect their lives were given attention by

the researcher to give life to the present study.

Related Studies

The following are different studies cited by the researcher as guide and bases

for the analysis of the findings of the study. Relevant findings, conclusions and

recommendations from the studies were lifted.

A research study by Declan (2012), entitled “ An Empirical Study of the Use

of Tricycle As a Public Transport Mode in Nigerian Cities” stated that the tricycle has

made a significant contribution to public transportation in Nigerian Cities. This paper

analyzed the role played by the tricycle and the degree of acceptance by city

commuters among other public transport modes in Nigeria. The study suggested that

tricycle operators should be subjected to an appropriate training while their operations

should be regulated in order to optimize the benefits.

 43

In line with this, is the study of Adentunji ( 2017), on the “ Assessment of the

Sustainability of Tricycle Operations for Public Transportation in Lokoja Capital City,

Kogi State, Nigeria”. The study assessed the suitability of tricycle operation for public

transportation in Lokoja city, in Nigeria. The finding revealed that more than 80

percent of the tricycle operators joined the business because they could not get

employment opportunities in other sectors.

Likewise the study of Jing et al. ( 2019), entitled “ The Impact of Tricycles on

Transportation and Economic activities in Ghana” revealed that the significant impact

of tricycle use is the enhancement of transportation and economic activities and

creation of jobs. Thus, the introduction of tricycle in the country has a positive impact

on the socio- economic development and well being of the residents.

Moreover, the study of Sarsalejo & Preciados (2018), on the “ Comparative

Profitability Analysis of Electric, Pedicab and Gasoline- Fueled Tricycles” revealed

that these three enterprises are widely used as transportation facilities and serve as

means of livelihood for low-income drivers of municipality of Isabel, Leyte. The

results may also provide insights for local government initiatives to improve the

livelihood opportunities for the communities.

The above mentioned studies are related to the present study since it

emphasizes the important role of tricycle as public transportation and as a source of

income. There are statements in the present study mentioned that among the motorized
 44

land-based transportation mode, the tricycle is widely used for city local travel and a

source of livelihood for the city residents.

Meanwhile in the study of Balaria (2016), on the “ Cabanatuan City: Tricycle

Capital of the Philippines”, finding revealed that the Cabanatuan City’s tricycle driver

and operators have other source of income such as farming, vending, construction

works and welding which comprised 26. 2 percent of all the respondents, 54.13 percent

disclosed they had no other means but tricycle driving only while 19. 66 percent were

reluctant to answer the question. It denote that majority of them had no other means of

livelihood except tricycle driving , while a small portion sought extra or part-time job

elsewhere to augment their income.

This study of Balaria is related to the present study since both studies deal with

the life or experiences of tricycle drivers and income earned from tricycle driving.

Most of the tricycle drivers are still looking for an alternative source of income aside

from driving since most of them were considered as low income earners.

In the study of Malixi (2012), about “ The Hearts-and-Minds Approach:

Ensuring the Effectiveness and Achieving Results in Environmental and Social

Management for the Private Sector” highlighted how leading with the heart in the

public-private partnership experience of the municipality of Puerto Princesa, Palawan

Philippines resulted in improving the air quality and flow of traffic in the city. Based

on the data gathered by traffic analysts, the local government unit initiated a trial color

coding of its many tricycles, which were causing heavy traffic congestion and
 45

unacceptable air and noise pollution. Drivers of each group of color-coded tricycles

were allowed to operate only on alternate days, effectively reducing half the number of

tricycles operating on any given day. The trial conclusively demonstrated that

following the color coding scheme resulted in less traffic and higher fuel efficiency.

Furthermore, the study of Salvanera et al, (2016) entitled “ Impact of the

Unified Vehicular Volume Reduction Program in reducing Air Pollution” discussed the

implementation of UVVRP commonly known as “ Color Coding Scheme” as a type of

Traffic Demand Management that addresses the issue of the traffic congestion

These previous studies and the present study are related because they all

focused on the color coding scheme as aid for traffic congestion and for the

development of transport policy.

Meanwhile, in the study of Nafila ( 2018) about “ Road Space Rationing to

Reduce Traffic Congestion: An Evaluation of the Odd- Even Scheme in Jakarta,

Indonesia” mentioned that Jakarta , as one of capital cities in the developing countries

has implemented several types of TDM (Traffic Demand Management) measure range

from 3 in 1 policies to odd-even scheme. Local government found that the odd-even

scheme implementation, reduced the traffic volume effectively and increased the travel

speed in the restricted roads.

This study of Nafila is related to the present study since it dealt also with the

transport policy such as evaluation of the Odd- Even Scheme to reduce traffic
 46

congestion . However, it is different in such a way that the researcher mainly focused

on the lived experiences of the tricycle driver on the implementation of Color Coding

scheme and also how this scheme challenge and affects their social and economic life.

Therefore, there can be more experiences, challenges and effects caused by the

transport management such as color coding scheme or odd-even scheme apart from

reducing traffic congestion.

Moreover the study of Zamora et al. ( 2018) entitled “ Assessment of Traffic

Management Ordinances in Relation to Tourism Industry “ concluded that despite the

implementation of traffic management ordinances that govern the flow of traffic, most

of the drivers and road users in the City of Calapan, Oriental Mindoro are moderately

aware only of the traffic management policies being implemented in the city. The

drivers commonly violate such ordinances even those which are very common like

simple traffic, signages and traffic lights. There are solutions being recommended such

as additional hiring of competent traffic law enforcer be done to ensure implementation

of traffic ordinance and training program crafted to enhance the implementation of

traffic management ordinances.

This study is somewhat similar to the present study in a way of assessing the

transportation management ordinances as a solution to traffic problem. However, it is

different in such a way the researcher of the present study discussed the effects of color

coding scheme as transportation management to solve the traffic in the locale of the
 47

study while the previous study discussed the assessment of traffic management

ordinances as a solution to traffic problem but in relation to tourism industry.

In line with the above mentioned previous studies, the study of Goldenbeld

(2017), on the “ Increasing Traffic Fines”, mentioned that penalties for traffic

violations such as paying fines are part of the traffic law enforcement chain. Traffic

offender can be penalized in various ways such as fines, driving license suspensions,

confiscation of their vehicles, prison sentences or community service. Findings

revealed that penalties are intended to promote safe and rapid flow of traffic.

Furthermore the study of Agustin et al. ( 2018) on the “ Functionality of

Tricycle Regulation Unit of Tuguegarao City” , mentioned that the tricycle drivers and

operators should represent and exude a good impression to the Tuguegaraenos and

visitors.. The very objectives of the Tricycle Regulation Unit (TRU) is to pursue and

meet the highest standards of transport safety for the satisfaction and comfort of public

tricycle users. A department or unit’s rules and regulations play an essential role in a

community because if conflict arises, it serve as basis. Thus, in this study revealed the

rules and regulations of the Tricycle Regulation Unit of Tuguegarao City. Some of

these are as follows: Tricycle drivers shall at all times be courteous, respectful and law

abiding and observant of existing traffic rules and regulations; All tricycle units whose

plate numbers end in 1 and 2 are not permitted to operate on Monday, 3 and 4 on

Tuesdays, 5 and 6 on Wednesday, 7 and 8 on Thursday and 9 and 0 on Friday from

7:00 am to 6:00 pm; No tricycle unit shall be allowed to travel without the proper
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coding. All tricycle unit shall comply with the color coding scheme corresponding to

the last digits of their plate number , etc.

These previous studies are related to the present study because under the color

coding scheme, there is a need to strictly obey the traffic laws due to the penalties. Any

violations of the policy is subject to compensation or fines.

Apart from the previous studies mentioned above, is the study of Guillen

(2009), on the “ Formal and Informal Public Transport Service Providers as an

Occupation: A Social Investigation in Davao City”, which discussed the management

operation of these public transportation is informally done through associations. One of

the public transport service providers mentioned is tricycle. Finding revealed, the

following reasons for forming their own transport associations called TODA ( Tricycle

Operators and Drivers Associations) such as to provide assistance to other driver

members in times of need and to be able to respond to the transport needs of the

residential areas. The main objectives of this kind of public transport associations were

to ensure livelihood income by providing equal opportunities for drivers to get

passengers and to improve the waiting area or to improvised terminals near the

entrance of the community. They have some regulations and policies for the members

and this includes paying association’s registration fees and dues which they use in

times of emergency, for maintaining their terminals or waiting shed and in their

organizational meetings where they discuss some issues as well as need for regular get-

together. Most of them are strict in requiring members to obey transport laws and
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regulations like for tricycles to limit the operations in tertiary roads within their

respective boundary.

In addition to this study, it also mentioned that the problem encountered by the

associations is that there is some competition in getting passengers from those drivers

who are not members of the associations. Drivers who are not members of associations

are called “colorum” or usually tricycles that are not registered.

The aforementioned statement of the author is connected to the present study

since it determines the importance of TODA ( Tricycle Operators and Drivers

Associations) and terminals. It also mentioned the colorum tricycles as the TODA’s

encountered problem. However, the present study, highlights more the life of the

tricycle driver after the implementation of color coding scheme. Since tricycles are

seen in almost all barangays and cities, every Barangay has its own TODA ( Tricycle

Operators and Drivers Associations) and terminals, all of the tricycle drivers are

registered and members of this associations.

The views of different experts and sources about tricycle color coding scheme

are all considered vital to support the present study. The cited literatures and studies

highlight variables that may explain the experiences with respect to the social and

economic life of tricycle drivers on the implementation of the color coding scheme.
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CHAPTER III

RESEARCH METHODOLOGY

This chapter presents the procedures that the researcher used in conducting this

study. The research process includes research design, research locale, research

population and sample, research instrument, data gathering procedure, data analysis

and ethical considerations.

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Research Design

In as much as the present study focuses on the lived experiences of the

tricycle drivers on the implementation of Color Coding Scheme in Lucena City and

their encountered challenges and effects of this scheme on their social and economic

life, it used the phenomenological method of research study.

The study utilized phenomenological method since it is an approach to

qualitative research that explicate the meaning, structure and essence of the lived

experiences of a person or a group of people around specific phenomenon

(Christensen, et al. 2010). The goal of phenomenology is to describe the meaning of

this experience both in terms of what was experienced and how it was experienced

( Creswell 2013). Therefore, the phenomenon of interest in the study was to understand

the lived experiences, effects and challenges to the social and economic life of tricycle

drivers on the implementation of color coding scheme.

The phenomenological method is appropriate for this study because it enables

the researcher to understand the meaning that participants attribute to their thoughts,

feelings and values as they experience the phenomenon.

Research Locale
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This study was conducted in the major roads of Lucena City used by the

tricycle drivers.

Lucena City is a coastal highly urbanized city in the province of Quezon. The

city has a land area of 80.21 square kilometers or 30.97 square miles. Being highly

urbanized city, Lucena has a wide network not only for jeepney routes but also for

tricycle route which all emanating from the city’s streets and reaching out to all

barangays of the city ( PhilAtlas, 2019).

As of 2018 reported by the Land Transportation Office (LTO), there were over

7, 379 for hire tricycles operating in Lucena City. According to the secretary of

Tricycle Franchising and Regulatory Office (TFRO) in Lucena City, tricycles are

commonly roaming around the city’s streets and three of the major highways used by

the tricycles such as Market Avenue, Enriquez St and Claro M. Recto suffer from

traffic congestion caused by the increased number of this vehicle. In that case, the city

government implemented color coding scheme to ease traffic problem and

concurrently, it caused changes in the lives of tricycle drivers since they are the ones

primarily affected by the color coding scheme. As a result, it pushed the researcher to

conduct the study to identify what are the lived experiences of tricycle drivers on the

implementation of color coding scheme and their challenges encountered and the

effects of this scheme on their social and economic life.

.
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Research Population and Sample

The respondents of the study were fifteen (15) tricycle drivers of Lucena City

who satisfactorily met the following criteria for the selection of research participants:

(1) they are registered tricycle drivers of Lucena City, (2) they have 5 years and above

tricycle driving experience (3) comply with the policy of color coding (4) they are

willing to participate and cooperate in One-on One interview and share their

experiences on the implementation of color coding scheme in Lucena City.

Research Instrument

In conducting this study, the researcher utilized interview guide for the tricycle

drivers as a research instrument that helped in data-gathering procedure. This

instrument has open-ended questions to encourage meaningful answers and full

participation from the participants. The draft of the instrument was presented to the

research adviser for checking the structures of the guide questions. Then the research

instrument was approved by the chairperson and other members of the oral

examination committee for administration.

Data Gathering Procedures

After the validation and approval by the oral examination committee members

to administer the research instrument, the following steps were undertaken by the
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researcher in gathering data relevant for the study.

For data gathering from the tricycle drivers, the researcher personally

approached them to ask permission for the interview. The researcher also showed and

explained the content of the letter and the waiver to be signed by the respondents

indicating the consent and participation in the study. Those who show willingness and

have satisfied from the set criteria were considered as the participants of this study.

Each participant was interviewed one by one by the researcher using the interview

guide. The answer of the participants was given orally.

In analyzing information, this research design employed several steps. These

steps include the following: first , the participants’ responses on the experiences

encountered in the implementation of the color coding scheme in terms of social and

economic life were recorded and transcribed by the researcher. Then the respondents’

answered on the challenges encountered on the implementation of the color coding

scheme and the effects of this scheme on their social and economic life also done with

the same procedure. Second, the transcript was reviewed several times for deeper

understanding of the content. Afterwards, these coded transcript of interviews was then

analyzed and interpreted and common themes were extracted. Lastly, significant

statements and themes were organized and integrated into a thorough description of the

participants’ experiences. The coded and analyzed transcript of interviews was

validated by the specialist informants. The copy of transcriptions on one-on-one

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interview was returned to each participant personally to give them an opportunity to

verify the accuracy of the information and to add and clarify points as necessary.

After obtaining the needed data information, the researcher analyzed,

consolidated, organized and presented the overall results in accordance with the

statement of the problem cited in the study.

Data Analysis

The data obtained from the interview guide was then processed to provide

answers to the questions posed in the research study. Thus, the statement were the

following: (1) The experiences of the tricycle drivers on the implementation of Color

Coding scheme in terms of social and economic life, (2) The effects of color coding

scheme in the social and economic life of the tricycle drivers, (3) The challenges

encountered by the tricycle drivers on the implementation of color coding scheme in

terms of social and economic life.

After the one-on-one interview, the researcher transcribed the responses of the

participants from the recording device. The transcript was reviewed several times for

deeper understanding of the content. Afterwards, these coded transcript of interviews

was then analyzed and interpreted and common themes were extracted. Then,

significant statements and themes were organized and integrated into a thorough
 56

description of the participants’ experiences. Afterwards, discussion, analysis and

interpretation of results were done by the researcher.

The participants’ answers served as the researcher’s guide in making the

proposed City Ordinance to address the problem in the study.

Specialist Informants

This study sought the help of specialist informants to check the interpretation

of data and validate the results and findings of the study. Three specialist informants

ratified the results and findings of the study. Two of them are master’s degree holders

in Social Science and both are Master Teacher II in DepEd Quezon. The other one is a

doctorate degree holder and currently Higher Education Part-time faculty in private

institution.

Their experiences were qualified to ratify the results of the study and the

researcher considered them as expert in the field for they had conducted similar studies.

Ethical Considerations

The present study could evoke various issues regarding the challenges and

effects encountered by the tricycle drivers in the implementation of color coding

scheme on their social and economic life

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Along this concern, the researcher assured the respondents of their anonymity

particularly about the information they provide during the One-on-One interview. In

the conduct of interviews, the researcher has sought permission from the participants to

record the entire interview using an audio recording device. In the presentation of the

data, the researcher uses code P1 to P15 for the tricycle drivers participants. They were

assured that all the information they shared share was treated with utmost

confidentiality by not citing their names in any part of the study and that their

responses were used solely for the purpose of the study.