A Comparative Study on the Different Modes of

Transportation in the University of the Philippines Diliman

A Final Paper Presented to the Institute of Civil Engineering

University of the Philippines Diliman

In Partial Fulfillment of the Requirements

in CE 22 THX

Professor
Rosabelle Louise Caram
Marjorie Turiano

Members

Charissa Chua

Rhona Liza Cruz

Blessy Marie del Rosario

Justine Anne Duka

Mary Elisha Tiqui

December 13, 2019

I. Executive Summary
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This study compared three different modes of motorized transportation available to the

University of the Philippines Diliman. Along with the currently available public utility jeepneys

more commonly known as the Ikot/Toki jeeps, the researchers also compared the electronic

trikes (E-trikes) that have ongoing testing in the campus, and the electronic jeepneys (E-jeeps)

that have been operational in Quezon City. The researchers conducted a Benefit-Cost ratio

analysis to determine the profitability of the three alternatives, and a multi-attribute decision

making to compare different factors that considers the other factors involving the operator and

consumers. According to the results of the BC ratio, all three alternatives were deemed

economically justifiable, the incremental BC ratio analysis yielded e-trikes as the best

alternative, while the multi-attribute decision led to the conclusion of the currently used

IKOT/TOKI jeepneys being the best alternative. The results may be used to provide insights to

the administration for the development of the environmentally friendly alternatives for mass

transportation in the campus.

II. Background of the Study

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The 493-hectares University of the Philippines Diliman is a home to over 20,000

students; excluding all the faculty, staff, and communities living inside the campus. For the

convenience of studying, living, and other demands, public mass transportation becomes a

necessity.

Inside the campus, there are six different types of jeepneys that serve the student, faculty

and staff. They have different routes and different color schemes assigned to their roofs. The six

routes are Ikot, Toki, Katipunan, SM North, Philcoa and MRT. Ikot and Toki jeepneys have

yellow roofs, Katipunan jeepneys have red roofs and SM North, Philcoa and MRT have green

roofs.

The study is derived from the re-routing of public utility jeepneys inside the campus and

the public utility vehicle modernization program by the government. Last August 1, 2018, the re-

routing of UP- Toki, Katipunan, SM North, Philcoa and MRT jeepneys was implemented to

lessen the concentration of vehicle emission inside the campus. Instead of going straight to

Quezon Hall from University Avenue, all PUJs will be turning right at E. Jacinto Street and then

left at Lakandula Street (Canon 2018). Last 2017, the Department of Transportation launched

Public Utility Vehicle Modernization Program (PUVMP) with the goal of making the country's

public transportation system efficient and environmentally friendly by 2020. The program calls

for replacing at least 15 year old vehicles with safer, more comfortable and more

environmentally-friendly alternatives (Talabong 2017).

A. Statement of the Problem

With the surfacing issues of jeepney phase out/modernization, rerouting, and the pressing

environmental crisis, UP Diliman’s traditional fuel-powered Ikot/Toki jeepneys in campus have

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increasingly become a target for development. In response to this, different alternatives have

already been presented by the administration.

B. Significance of the Study

The study is primarily targeted for the operators of each mode of transportation.

Furthermore, the study will also have a significantly large impact on the first hand consumers of

these services—mainly the students, faculty, staff, and other communities inside UP Diliman.

C. Scope and Limitations

The study was focused on conducting a comparative study on the efficiency, profitability,

and eco-friendliness of the different modes of transportation in UP Diliman by using incremental

analysis for benefit-cost ratio.

Transportation modes discussed in this study only include Ikot/Toki jeepneys, e-trikes,

and e-jeepneys. The e-trikes to be analyzed are modeled after the trikes donated by the Asian

Development Bank to the Department of Energy; all of the data concerning the e-trikes are from

their research and proposal conducted in 2012. The e-jeepneys are modeled after the City

Optimized Managed Electric Transport (COMET) by the Global Electric Transport that had

operations in Katipunan, North Edsa, and other locations in Quezon City.

The attributes considered in the multi-attribute decision making consisted of the

standards common to most transport vehicles. The metric for the CO2 emission was used to

determine the eco-friendliness of each vehicle. The measure of comfort was decided upon by the

researchers due to lack of information from the commuters.

The study was conducted at the University of the Philippines Diliman Campus in

September-December 2019.
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III. Description of Proposed Solutions/Alternatives

A. Alternative 0: Ikot/Toki jeepneys

Ikot and Toki jeepneys are two types of traditional UP jeepneys that are privately owned

by operators. With an average capacity of 20 seaters, these two became the the main public mode

of transportation inside the campus. Although jeepneys can run on both gasoline and diesel,

according to a study by the Manila Observatory on 2016, diesel-fed jeepneys comprise 15

percent of the particulate matter emissions in Metro Manila (Westerman, 2018). And to

minimize the concentration of vehicle emission inside the campus, in 2018, Chancellor Michael

Tan approved the recommendation to implement the re-routing of PUJs, which highly affected

not only the students but also the revenue of the drivers. In line with this, these type of jeepneys

might be affected by the current puv modernization/ jeepney phaseout.

B. Alternative 1: E-Trikes

In an effort to decrease the country’s pollution levels from carbon emissions mainly

produced by motorized vehicles, the Asian Development Bank (ADB) and the Clean Technology

Fund (CTF), in coordination with the Department of Energy proposed a project of a Market

Transformation through Introduction of Energy Efficient Electric Tricycles Project. The project

was initially developed in 2012 and has been continued until today. The goal was to reduce the

transport sector’s annual petroleum consumption by 2.8% (based on 20 million barrels annual

consumption in 2010) (Department of Energy). Through this project, the Department of Science

and Technology (DOST) launched the 10 e-tricycles in the University of the Philippines Diliman

to undergo a yearlong test run. Currently, the e-trikes are serving the faculty members of the
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College of Engineering as transfer from the different buildings of the campus (Department of

Energy, 2019). The evaluation of the e-trikes were based on different factors, namely, economic,

financial, efficiency, and eco-friendliness. The researchers gathered the data from the research

and project proposal done by Asian Development Bank in 2012.

C. Alternative 2: E-Jeepneys

As part of the modernization programs, jeepneys should either be powered by Euro 4

engines or electrically powered engines with solar panels for roofs instead of being powered by

Euro 2 engines. Other proposed specifications include closed-circuit television (CCTV) cameras,

a GPS navigation system, an Automatic Fare Collection System (AFCS), speed limiters,

dashboard cameras, and Wi-Fi (Talabong 2017). The modernization is the proposed gradual

solution to the traffic conditions of the country, will provide comfort and safety to the commuters

and will decrease CO2 emission in the Philippines. However, despite the benefits to the economy

and to the commuters, jeepney owners and operators are against the modernization due to the

high cost of e-jeepney.

There is one UP-SM North e-jeepney running in the campus however due to lack of

information the researchers chose to use the Comet brand that are running along Katipunan.

COMET is powered by an electric battery specifically Lithium Iron Phosphate with 5 hours

charging time. It has 20 seat capacity, 80 to 100 km running distance and 60 kph maximum

speed. It also has Tap Card Payment System, GPS, Wifi and CCTV.

IV. Evaluation of Alternatives

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The researchers used incremental analysis for conventional benefit-cost ratio in

evaluating the alternatives.

A. Cash flow development

Figure 1. Cash flow for Ikot/Toki Jeepneys

Figure 2. Cash flow for E-trikes

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Figure 3. Cash flow for E-jeeps

B. Economic Analysis

The researchers used the Benefit-Cost Ratio analysis to determine if the alternatives are

economically justifiable, using the values from their initial cost for acquiring the vehicle, to the

annual operations and maintenance, annual revenue, with consideration for their respective

disbenefits.

Benefit-Cost Ratio
Benefit Disbenefit Investment B/C Ratio
Salvage O&M
(Annual) (Annual) (Annual) Formula
Jeep 1058233.8 31122 0.0000 998.8220 391157 2.632552277
E-Trike 208000 3319.68 56097.3797 4,164.5472 18777.063 2.894648885
E-Jeep 598197.6 4149.6 46264.0793 1,783.0099 207825.8 2.354466216
Table 1. BC Ratio of each alternative

The BC ratio analysis shows that all the alternative have a ratio more than 1. This means

that all of the alternatives are economically justifiable.

Incremental Analysis for BC Ratio

Alternative Benefit Disbenefit Investment Salvage O&M B/C Ratio

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A-B (Annual) (Annual) (Annual) Formula

Alternative 2-
0 -460036.2 -26972.4 46264.0793 784.1879 -183331.2 3.141528393
Alternative 1-
2 -390197.6 -829.92 9833.3004 2,381.5373 -189048.737 2.144130883
Table 2. Incremental Analysis for BC Ratio

To further develop the analysis, an incremental analysis for the BC ratio was also done.

Table 2 shows that the e-trike is the best alternative for profitability.

The considerations for disbenefit came in for the emissions the type of vehicle produces.

Canada has implemented a carbon pricing program that starts $15 per ton of carbon dioxide this

year (Plumer, 2019). In this study the equivalent of this carbon pricing in Philippine Peso, which

is around P760 per ton peso, was used by the researcher to measure the disbenefits of each

alternative. For the total distance travelled by the vehicle, the researchers utilized the speed limit

in the university which is 30 kph and the working time of the vehicle which is from 6:00 am to

9:00 pm. The seat capacity of the vehicle is also considered. The distance travelled of 5 seat

capacity e-trike is 4 times the distance travelled of 20 seat jeepney.

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Figure 4. CO2 Emission Factor in g/km

Figure 4 shows the CO2 Emission factors of different transportation modes.

Approximately 0.350 kg/km is emitted by diesel-fed jeepneys, while the e-jeepneys emit around

0.050 kg/km. On the other hand, electric 3-wheeled vehicle like e-trikes, are considered to emit

approximately 0.010 kg/km. Translating these using the conversion of 420 km/day for the

jeepney and e-jeepney and 1680 km/day for e-trike and P0.760 per kg of CO2, the

corresponding amount of the carbon pricing per year for each vehicle is computed, as shown in

Table 3.

Disbenefit
CO2 emission
(kg/km) km/day peso/1000 kg peso per year
Jeep 0.375 420 0.76 31122
E-Trike 0.01 1680 0.76 3319.68
E-Jeep 0.05 420 0.76 4149.6
Table 3. Annual Disbenefit

C. Multi-Attributed Comparison
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The researchers used the attributes of investment cost, passenger capacity, CO2 emission,

comfort, range, and revenue to be considered in the multi-attribute decision making. Quantitative

values were given based on their specific models. The attribute comfort was given the ranking

system.

Multi-Attributed Decision
Attribute Jeep E-Trike E-Jeep
Investment 0 455,000 800,000
Passengers 20 5 20
CO2 Emission
(kg/km) 0.375 0.01 0.05
Comfort Fair Very Good Good
Range (km) 130 40 100
Net Income (PHP) 667076.8 189222.937 390371.8
Table 4. Multi-attribute Decision Making

Since the researchers used the compensatory model for the multi-attributed comparison,

the non-dimensional scaling was used to standardize the attribute values by converting them to a

non-dimensional form.

NONDIMENSIONAL SCALING
Multi-Attributed Decision
Attribute Value Dimensionless Value
Investment (800,000-cost)/(800,000-0)
Jeep 0 1
Etrike 455,000 0.43125
Ejeep 800,000 0
Passengers (No. of Passengers-5)/(20-5)
Jeep 20 1
Etrike 5 0
Ejeep 20 1
CO2 Emission
(0.375-Emission)/(0.375-0.01)
(kg/km)
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Jeep 0.375 0
Etrike 0.01 1
Ejeep 0.05 0.8904109589
Comfort (Rank-1)/(3-1)
Jeep 1 0
Etrike 3 1
Ejeep 2 0.5
Range (km) (Range-40)/(130-40)
Jeep 130 1
Etrike 40 0
Ejeep 100 0.6666666667
Net Income (Income-189222.937)/(667076.8-189222.937)
Jeep 667076.8 1
Etrike 189222.937 0
Ejeep 390371.8 0.4209422139
Table 5. Non-dimensional Scaling
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Multi-Attributed Decision (Dimensionless Values)

Attribute Jeep Etrike Ejeep
Investment 1 0.43125 0
Passengers 1 0 1
CO2 Emission
0 1 0.8904109589
(kg/km)
Comfort 0 1 0.5
Range 1 0 0.6666666667
Net Income 1 0 0.4209422139
Table 6. Dimensionless Values for Multi-attributed Decision

Paired
Comparison
Net Income > Net Income > Passengers >
Range > CO2 CO2 > Comfort
Investment Passengers Range
Net Income > Investment > Passengers >
Range > Comfort
Passengers CO2 Emission CO2
Net Income > Investment > Passengers >
Range Comfort Comfort
Net Income > Investment >
CO2 Range
Net Income >
Comfort
Figure 5. Paired Comparison

Another technique for the compensatory model, which was the Additive Weight

Technique, was used to compare the attributes of each alternative. In figure 5, the ranking of the

attributes were determined. Table 7 shows the weight assigned by the researchers to each

attribute.

The researchers deemed the attribute net income to have the most weight, considering

that the used point of view of this research are operators for each mode of transportation.

Normalized
Attribute Ranking Jeep E-trike E-jeep
Weight
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Net Income 6 0.2857142857 0.2857142857 0 0.120269204

Investment 5 0.2380952381 0.2380952381 0.1026785714 0
Passengers 4 0.1904761905 0.1904761905 0 0.1904761905
Range 3 0.1428571429 0.1428571429 0 0.09523809524
CO2 2 0.09523809524 0 0.09523809524 0.08480104371
Comfort 1 0.04761904762 0 0.04761904762 0.02380952381
21 1 0.8571428571 0.2455357143 0.5145940572
Table 7. Additive Weight Technique for Compensatory Model

In net income as priority shown in table 7, traditional jeepney yielded the highest score of

0.8571428571 compared to that of e-jeepney and e-trike with score of 0.5145940572,

0.2455357143, respectively.

Paired
Comparison
CO2 > Net Net Income > Investment > Passengers >
Range > Comfort
Income Investment Passengers Range
CO2 > Net Income > Investment > Passengers >
Investment Passengers Range Comfort
CO2 > Net Income > Investment >
Passengers Range Comfort
Net Income >
CO2 > Range
Comfort
CO2 > Comfort
Figure 6. Paired Comparison for each attribute for the Additive Weight

Normalized
Attribute Ranking Jeep E-trike E-jeep
Weight
Net Income 5 0.2380952381 0.2380952381 0 0.1002243366
Investment 4 0.1904761905 0.1904761905 0.08214285714 0
Passengers 3 0.1428571429 0.1428571429 0 0.1428571429
Range 2 0.09523809524 0.09523809524 0 0.06349206349
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CO2 6 0.2857142857 0 0.2857142857 0.2544031311

Comfort 1 0.04761904762 0 0.04761904762 0.02380952381
21 0.6666666667 0.4154761905 0.5847861979
Table 8. Results of Multi-attributed comparison

The ranking of the attributes with the least CO2 emission as the priority, that were used

in table 8, were derived from the paired comparison in figure 6.

In least CO2 emission as priority shown in table 8, traditional jeepney also yielded the

highest score of 0.6666666667 compared to that of e-jeepney and e-trike with score of

0.5847861979, 0.4154761905, respectively.

From the results in tables 7 and 8, the best alternative using Multi-attribute Decision with

additive weighting technique was the currently used IKOT/TOKI jeepneys.

V. Conclusion / Recommendations

The researchers found that, after an economic analysis using the BC ratio, the e-trikes

that are now being tested inside the campus have a higher profitability value compared to the

other alternatives. However, after the multi-attributed analysis, the study produced the results of

the currently available jeepneys in the campus are still more preferable considering the different

attributes that were considered to be the most important. To conclude, mass transportation in the

university has a lot of opportunities for further development. As the community is moving

towards being more environmentally friendly, more research should be done to develop the

electric vehicles better to fit the demands of the consumers, or students in the case of the

population, as the current alternative remains to be the best choice out of the multi-attributed

comparisons.
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The researchers recommend that more ways of data gathering should be introduced in the

study to collect more contextual data. Data collecting should be done to know the current

demands, the important attributes of the transportation mode to be considered, and even the

preference to any mode of transportation in the campus.

More economic analysis techniques can also be introduced in the study to further develop

the topic.

VI. Sources / References

Asian Development Bank. (2012). Market Transformation Through Introduction of

Energy-Efficient Electric Vehicles: Report and Recommendation of the President. Unpublished

raw data.

Subingsubing, K. (2019, July 4). UP Diliman testing ground for 10 e-tricycles. Retrieved

from https://newsinfo.inquirer.net/1137553/up-diliman-testing-ground-for-10-e-tricycles.

Canon, F. (2018, July 29). Re-routing of Public Utility Jeepneys (PUJs) Inside the

Campus. Retrived from http://upcm.ph/news/re-routing-of-public-utility-jeepneys-pujs-inside-

the-campus-

up-pantranco-sm-north-edsa-katipunan-and-toki/

Talabong, R. (2017, July 19). DOTr launches modernization program for jeepneys,

buses. Retrived from https://www.rappler.com/nation/173390-dotr-launches-public-utility-

vehicle-modernization

-program