Motorcycles offer little protection to its riders. They are capable of great speed but unlike 4-wheeled motor vehicles, there is no outer shell, airbag, seat cushion, or seatbelt protecting its driver and passenger from crashes.
Motorcycles are also difficult to maneuver. Like any two-wheeled vehicle, the stability of a motorcycle is relative to its speed. To remain balanced, a motorcycle must run at a certain speed. When it moves slowly, its balance depends on the physical strength of the driver, the ability of the passenger to balance, and the collective weight of the driver and passenger.
A driver can also easily lose control of the motorcycle because of potholes, speedbumps, or wet surfaces. Indeed, in Cajano’s case, environmental factors appeared to have played a role in the crash based on the dash camera footage of the incident.
Given the design and environmental risks, the promise of strict background checks and skills training are not enough to protect passengers from road crashes.
In fact, in an assessment of the effectiveness of interventions for motorcycle safety, the United States National Highway Traffic and Safety Administration ranked motorcycle licensing and motorcycle rider training low in terms of effect. It noted that there is limited data to conclude that these interventions are effective.
The promise of a fast and convenient ride is also a cause for caution. The data on speed is indisputable – the greater the speed, the greater the risk of a crash and the greater the severity of the resulting injury. This means that delivering on this promise of a fast and convenient ride is likely a compromise on its safety.
Economic cost of road deaths
Angkas’ promise of insurance coverage amounting to P200,000 also does not make up for the economic cost of a road death. As we have seen in Cajano’s case, head injuries can push medical costs to more than a million pesos.
Dr Hilton Lam, who conducted a study estimating the socio-economic cost of road traffic injury, said medical expenses range from P60 to P336,561.
Lam also estimated that about P112,000 per person in annual wages is lost due to death. In Cajano’s case, assuming he would work until the age of retirement, this means P4.704 million in income was lost.
Cajano’s family was also compelled to file a case to assert Angkas’ liability, adding to their mounting financial losses, because Angkas disowned liability over the driver’s action.
Though Angkas claimed to have covered the hospital expenses of Cajano in full, Cajano’s father claims otherwise.
The way forward
Given these considerations, should the Department of Transportation (DOTr) and the LTFRB allow and regulate habal-habals?
We have to remember that laws are norm-creating. Allowing habal-habals, even while regulating it, would likely encourage its use.
It is also hard to imagine the policy interventions the government would have to introduce to make habal-habals safe, given that motorcycles, by design, are highly susceptible to environmental risks.
Of course, regulation is not the only option. In rural areas, the habal-habal is seen as a necessary evil because it can navigate unpaved roads and access areas not serviced by public transportation.
Because accessibility is the primary concern in rural areas, the government can, instead of regulating habal-habals, build better roads and provide safer transportation options.
Meanwhile, in Metro Manila and Cebu where most roads are paved and various public transportation options are available, accessibility is not the primary issue. Rather, the discussion revolves around convenience and cost. With the worsening traffic situation, commuters demand cheap point-to-point transportation.
Must the government yield to this demand?
The story of Cajano is a cautionary tale. It is tempting to dismiss it as an isolated incident but data on fatal crashes involving motorcycles tells us it is not.
It tells us that the price of the cheap and convenient habal-habal is safety. Sometimes, you pay dearly with your life.
