As we celebrate the 17th anniversary of the Clean Air Act on June 23, air pollution from vehicle emissions has worsened with 400,000 new four-wheeled vehicles sold every year, amid no massive technological intervention, while the rampant P2.5-billion “nonappearance” emission-testing practices remain unchecked by the Department of Transportation (DOTr).
Nonappearance magic clears emissions? Upon registration, a motor vehicle is required to undergo emission testing, but to avoid all the trouble of actual testing at Private Emission Testing Centers (PETCs), one can pay a fee without appearing and get an official “Emission Clearance Certificate”, popularly called a nonappearance, indicating your vehicle passed emission standards.
Worst, it has a validity of a few months, which may be likened to a doctor giving you a medical certificate, assuring you of no colds for say, three months. In fact, you can catch a cold the next day, depending on immunity levels and exposure to pollutive elements.
For a motorist, why seek solutions to emissions, if a nonappearance piece of paper makes one pass emission standards and, thus, avoid getting caught for smoke-belching. So which must be respected, the “official” nonappearance paper or the visible reality? This appears like magic as emissions vanish on paper on record, while some law enforcers vanish too as they turn around and see nothing.
Accredits suppliers, but ignores standards? It is unusually strange that while the Department of Energy implements fuel standards and the Department of Environment and Natural Resources implements emission standards, the DOTr allegedly accredits suppliers.
And yet, Section 21-D of the Clean Air Act mandates the DOTr to implement an “Inspection” and “Maintenance” program to reduce emissions. There is nothing in the law requiring accreditation of suppliers. Land Transportation runs a Motor Vehicle Inspection Service, but there is “Vehicle Maintenance” program, which is more important because when you maintain, it follows that you inspect, plus remedy problems.
An example is the Metro Rail Transit, which was not maintained for two years, and now conks our every week. Similarly, a person without maintenance of balanced diet, exercise, sunshine and sleep will later experience multiple ailments and periodic hospital visits.
Education more vital than penalties. Instead of accrediting suppliers, DOTr must focus on implementing emission standards.
And implementation must not be limited to road apprehension and slapping of penalties, which is only what government is doing for transport. Unfortunately, no amount of penalties or frequency of arrests will reduce emissions, but education will help.
In fact, Section 46 of the Clean Air Act on Penalties on Vehicle Violators requires that apart from penalties, violators, including operators and drivers, must undergo seminars on emissions control.
Likewise, Section 11 on “Air Quality Control Techniques” mandates the government to make available all information on maintenance techniques, best practices and technologies on pollution control.
Team building, not turf building. As no entity or individual has a monopoly of ideas, Section 35 on Linkage Mechanisms institutionalizes the coordination among agencies, and mandates to “consult, participate, cooperate and enter into agreement with other government agencies, or with affected nongovernmental organizations or people’s organizations or private enterprises”.
It is lamentable that a recent technical seminar, a product of initiatives of concerned multistakeholders in the Metro Manila Airshed Governing Board and supported by Environmental Management Bureau-National Capital Region under Director Minda Osorio, was boycotted by Arnel Manresa of the DOTr, claiming it was the DOTr that had the authority to speak on some topics, and not other people.
In a democracy, every one is entitled to an opinion, more so from people behind this seminar initiative. In the interest of the common good, the DOTr must cooperate and reach out to other agencies and groups, which is the essence of public consultation, and not bother about turf issues.
Flawed policies show lack of consultations. On June 19 the DOTr is scheduled to formally sign its “Omnibus Franchising Guidelines”, which earlier met strong resistance from the transport sector.
Apparently, the DOTr has consulted the academe from the ivory tower, who may be sophisticated in language and methodologies, but lack the common sense of ordinary drivers. Imagine, this DOTr document initially pushed for the installation of Global Positioning System (GPS), Wi-fi and other gadgetry, which are unnecessary and ridiculous. Why do you need a GPS when jeepneys have defined short routes?
Ramil Padrigo, president of the Cubao Rosario Operators and Drivers Association, also asks “why change an entire vehicle like the P1.6- million electric jeepney, when there are cheaper alternatives to wipe out emissions by over 99 percent”?
Engr. Dave Garcia of Atin ’to Development Services, said the P1-billion credit facility of LandBank to fund electric jeepneys can only fund the conversion 650 units, but something must also be done urgently to reduce emissions for all the other 220,000 jeepneys. After all, the law calls for emission reduction, and does not say vehicle replacement.
Ronald Baroidan, president of the National Jeepney Federation for Environmental Sustainable Transport, said “why is the phaseout based on 15 years of age, when what should only be replaced are moving parts, like pistons, that undergo wear and tear? Sturdy parts like the chassis and engine block can last maybe 100 years, so why change all”?
Just like any consumer, jeepneys must be respected of their right to choices, provided they all reduce emissions, and not be forced to purchase new vehicles that will bring them deeper in debt. On the DOTr’s program on fleet management, the alternative to the highlycapitalized big business organization are cooperatives, but the government must simplify the procedures of Coop registration.
E-mail: mikealunan@yahoo.com