The Philippine Department of Public Works and Highways (DPWH) and Department of Transportation (DOTr) have once again extended for another six months the moratorium on the enforcement of the anti-overloading policy for trucks categorized under codes 12-2 and 12-3.
Public Works Secretary Mark Villar and Transportation Secretary Arthur Tugade have signed the public advisory extending the moratorium to June 30, 2018 “to give haulers/truckers more time to acquire additional transport equipment to conform with the latest GVW (gross vehicle weight).”
Despite the delay in the release of the official advisory, DPWH has been observing the moratorium since January 1, 2018.
Set to expire December 31, 2017, the moratorium relating to trucks coded 12-2 and 12-3 has been continuously extended since 2013 on repeated requests from truckers. Code 12-2 trucks are semi-trailers with three axles on the towing trucks and two axles on the trailers; code 12-3 trucks are semi-trailers with three axles on the towing trucks and three axles on the trailer. These truck types are commonly used to deliver container cargoes.
Other truck/trailer codes must follow the current maximum allowable gross vehicle weight (MAGVW) under Republic Act (R.A.) No. 8794 (An Act Imposing a Motor Vehicle User’s Charge on Owners of all Types of Motor Vehicles and for Other Purposes), or Anti-Overloading Act.
The Confederation of Truckers Association of the Philippines (CTAP) earlier suggested a higher MAGVW for trucks with codes 12-2 and 12-3 so that truckers can finally comply with R.A. 8794 and the government will no longer have to repeatedly extend the moratorium.
CTAP, in a position paper, has asked DPWH to consider amending the MAGVW for code 12-2 from 41,500 kilograms to 53,500 kg, and for code 12-3 from 42,000 kg to 54,000 kg.
The group noted that the proposed increases would be the same weight if the basis of apprehension would still be the 13.5 tons per axle on codes 12-2 and 12-3.
The group pointed out that the current MAGVW for both codes under the revised implementing rules and regulations “failed to consider that the average weight of containers arriving in the Philippines is around 30,000 to 36,000 kg.”
If the minimum weight is added to the tare weight of the tractor head and trailer, which averages 15,000 kg, the total weight would be 43,500 kg, which is an automatic violation of the law, CTAP explained.
The confederation also noted that to comply with the MAGVW, “we would need a truck and trailer with a tare weight of around 10,000 kg to 11,500 kg, which would be impossible since the average tare weight of such is 15,000 kg for code 12-2 and 16,000 kg for code 12-3.”
It added that even if truckers acquired equipment to comply with the law but the MAGVW for codes 12-2 and 12-3 remains the same, “the problem of overloading will still persist.”
CTAP chairman Ruperto Bayocot said, however, that DPWH might deny the truckers’ request to increase the MAGVW for codes 12-2 and 12-3 because the country’s bridges cannot handle the requested bigger weight limit. CTAP called for a meeting with DPWH late last year, which resulted in the extension of the moratorium.
Mandatory cargo weighing
Aside from a higher MAGVW, the group is also proposing the mandatory weighing of cargoes inside port premises, and the honoring or recognizing of the results “in order that overloaded container cargo that exceeds the maximum weight shall not be permitted to exit the port premises.”
CTAP noted that to date, no mandatory weighing of container cargoes is conducted within the ports before the cargoes leave.
The group said that if the MAGVW for codes 12-2 and 12-3 is implemented, 80% of containers coming from the Manila port “could no longer be transported which would put to naught the effort of the government to facilitate a seamless and sustainable mobility of container cargoes at the Port of Manila.”
CTAP said that while truckers want to comply with R.A. 8794 and do recognize its noble intentions, majority are “not financially ready to purchase new trailer units” due to the economic slowdown and spiralling cost of trucking operations. – Roumina Pablo
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