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Is there really a shortage of public transportation in Metro Manila? – Part 1 – Introduction
I will be doing a series of articles here on public transportation. More specifically, I will try to answer the question in the main title of the series – Is there really a shortage of public transportation in Metro Manila?
The quick answer probably is “yes” but we need to examine this concern from different perspectives and reasons so we can be objective about the “why” part of the shortage. Shortage may mean a real lack in terms of the number of public utility vehicles (PUVs) with approved franchises or perhaps the number actually operating on any given day. These two are actually different because it is possible to have fewer PUVs operating compared to the approved number or to have more PUVs operating than the approved number. The latter means there are “colorum” or illegal operations (i.e., vehicles providing public transport services without franchises).
Among the reasons why there is a perceived shortage of public transportation are as follows:
- Fewer than the number of franchises approved are operating.
- PUVs are not able to make a reasonable turnaround (e.g., due to traffic congestion).
- PUV drivers and operators refusing to operate their vehicles.
- Other factors.
- Any combination of the above including “all of the above.”
I hope I can write about these in a manner that can be easily understood – in layman’s terms.
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Quick comments on the NCAP
The No Contact Apprehension Policy (NCAP) is finally being implemented in Metro Manila. The results so far has been dramatic in terms of the number of violations recorded and the images being shared so far about how motorists are behaving. Below is one of those photos being shared on social media to which I added some annotations. I will use this later to comment on the NCAP and how we can use the outcomes to assess the transportation situation and determine what interventions can be done. Some are already obvious from the photo – the lack of public transport options lead to people depending on private motor vehicles like cars and motorcycles for their commutes. MRT7 is yet to be operational and road public transport has not been rationalized.
More on this topic soon!
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Article share: on improving road safety in the midst of automobile dependency and sprawl
I am sharing another very informative article on road safety. While it is written for North American cities, most concepts and principles presented are applicable elsewhere and especially in cities and municipalities that tend to model their development after America. Increasing dependence on private vehicles (not just automobiles but including motorized two and three-wheelers) have resulted in increasing incidence of road crashes and though we have limited space, we tend to develop land as if we can afford sprawl and its consequences. Here is the article:
Litman, T. (April 25, 2025) “End Human Sacrifices to the Demanding Gods of Automobile Dependency and Sprawl,” Planetizen, https://www.planetizen.com/blogs/134838-end-human-sacrifices-demanding-gods-automobile-dependency-and-sprawl?utm_source=Planetizen+Updates&utm_campaign=d3fcb4d16b-newswire_05_05_25&utm_medium=email&utm_term=0_-6cce27a957-89144212&mc_cid=d3fcb4d16b&mc_eid=9ccfe464b1 [Last accessed: 16/05/2025]
To quote from the article:
“North American transportation agencies currently apply various older strategies, which should not be ignored, but to achieve additional crash reductions they need new strategies, such as those listed in the following table. The older strategies are targeted programs applied after most major transportation and land use planning decisions are made. New strategies include structural reforms involving more multimodal transportation planning, more compact development, transportation demand management incentives and parking policy reforms. This recognizes that all types of planning decisions affect transportation safety, and that many policies can increase safety in addition to other economic, social and environmental benefits.
The new paradigm expands traffic safety strategies to include structural reforms that increase transport system diversity and efficiency. They tend to provide many economic, social and environmental benefits in addition to safety.”
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Solutions to transport problems: the combination of congestion pricing and transit infrastructure development
Congestion pricing and transit infrastructure development (e.g., mass transit infrastructure) are often mentioned separately or independently. It is as if they are mutually exclusive alternatives or solutions to our transportation problems. They are not and should be considered together for greater impacts and also to complement each other. While the article below focuses on the experience in the United States, the experience is Singapore as applied to cities should provide a model that can be adopted if not outrightly replicated. Singapore’s version of congestion pricing in the form of its Electronic Road Pricing (ERP) scheme has been very effective in regulating congestion levels while helping fund public transportation in the city-state.
Descant, S. (May 8, 2025) “Congestion Pricing and Transit Are a Necessary Alliance,” Government Technology, https://www.govtech.com/transportation/congestion-pricing-and-transit-are-a-necessary-alliance %5BLast accessed: 11/05/2025]
Quoting from the article:
“In order to move a congestion pricing proposal forward, “you must have serious congestion, and you must have good transit,” said Sam Schwartz, a former New York City traffic commissioner, said during a March 21 panel on the New York City congestion pricing program. The event was organized by the Massachusetts Institute of Technology (MIT) Mobility Initiative. Schwartz is also the CEO of Sam Schwartz Pedestrian Traffic Management Services, a consulting firm.
A recent report by the Mineta Transportation Institute at San Jose State University in California concluded roadway tolling — a form of congestion pricing — can serve the dual purpose of reducing traffic congestion and supporting transit options, if the programs are structured properly.”
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Let’s act on road safety crisis!
May is Road Safety Month. It’s quite ironic that we started the month with some of the most gruesome crashes including one at SCTEX and another at NAIA. There is indeed a crisis on road safety but many are in denial or perhaps insensitive to the impacts of these crashes. We need to act and only together can we be most effective in reducing the risks for all road users.
So what can one do? How can one contribute to making roads safer? Sharing this poster from the Road Safety Research Laboratory (RSRL) of the National Center for Transportation Studies (NCTS) of the University of the Philippines:
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On safe school zones
We’ve been working for safer roads since I started practicing as a transportation engineer/planner. Most recently, we were working on a program supported by UNICEF on Child Road Traffic Injury Prevention (CRTIP). The work towards safer roads especially for those who are most vulnerable is always challenging but it is something that is definitely worthwhile. As we approach May, which is Road Safety Month in the Philippines, I will try to write more about road safety.
Here is an infographic shared by the Road Safety Research Laboratory of the National Center for Transportation Studies of the University of the Philippines:
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More garbage along our streets
Election Day approaches in the Philippines and despite certain rules that are supposed to be in place and followed by candidates and their supporters. Enforcement from the COMELEC is really bad (and that’s the truth everywhere around the country). Otherwise, we’d have a lot of disqualifications every election and perhaps many incumbent politicians won’t be able to run for office. Here are a few examples in my home city of Antipolo in Rizal where a dynasty “rules” and also has connections with another family in Cavite.
Antipolo’s city hood anniversary tarp features a Cavite politician who is closely related to the current leaders of the city and the Province of Rizal. Below the tarp are posters of a Pampanga politician who is also a movie actor like the other guy.
Antipolo roads are full of these campaign materials. Supporters have not spared private property of the garbage.
Perhaps those who will do the Alay Lakad to Antipolo this coming Maundy Thursday should each remove a poster, tarp or more as they journey to the Shrine of Our Lady of Peace and Good Voyage. This could be part of their penance and serve also as cleansing of minds in preparation for elections.
Try to explain again how these politicians are not overspending (and probably charging the costs to taxpayers). The math is pretty easy. You can check how much a politician’s monthly income is based on the salary grade of the position he/she is running for. Compare that to the amount spent for his/her campaign. You can’t recover the amount spent in one term. Are they billionaires willing to part with their money to get elected to positions that demand a lot in terms of the competence and dedication to good governance. Rather, the suspicion is that politicians will likely be corrupt and get his/her money back in a variety of ways to recover millions or even billions spent. It’s really a vicious cycle that doesn’t end well for the Filipino people in terms of the infrastructure and services we could have if only politicians moderated their greed.
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On strategies for urban mobility
Here is an interesting article on other strategies for urban mobility:
Menard, T. (March 24, 2025) “Beyond Congestion Pricing: Strategies for Revolutionizing Urban Mobility,” Planetizen, https://www.planetizen.com/features/134601-beyond-congestion-pricing-strategies-revolutionizing-urban-mobility [Last accessed: 4/6/2025]
To quote from the article:
“The common thread among successful urban transportation initiatives is the use of data to make mass transit more competitive. When cities invest in improving the transit experience through technology, service enhancements, and targeted incentives, the results are clear: increased ridership, reduced congestion, and lower emissions. These outcomes benefit not just individual commuters but the broader community as well, contributing to improved air quality, reduced traffic-related stress, and more livable urban environments.
In looking ahead, the lessons from New York’s congestion pricing experiment and the initiatives of other progressive cities offer a roadmap for transit agency leaders worldwide. By embracing data-driven strategies, investing in advanced technologies, and creating the right mix of incentives and disincentives, cities can transform their transportation systems to meet the challenges of the 21st century.
The key takeaway for transit agency leaders is clear: when mass transit is made more attractive, efficient, and competitive with private vehicle use, commuters will respond positively. The data from New York and other cities proves that well-designed transportation policies can yield significant benefits for urban communities. As more cities adopt these innovative approaches, we can look forward to a future of smarter, more sustainable urban mobility that enhances the quality of life for all residents.”
Perhaps the main statement to be emphasized here should be: “The common thread among successful urban transportation initiatives is the use of data to make mass transit more competitive.” How many of our cities are doing this now and in the context of the public transport rationalization and modernization? Does the LTFRB or the DOTr collect and use data towards improving public transportation? Are these efforts comprehensive rather than selective?
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A new bottleneck along Marcos Highway in Antipolo City?
I’ve been wondering why there seems to be much congestion along the westbound side of Marcos Highway in the morning just before we reach SM Cherry. It is usually flowing there but the past weeks when we used the route instead of Sumulong Highway, traffic was really bad. As I am quite observant about the traffic and always looking for reasons or causes, I found that this was due to the alternative route Antipolo ‘opened’ that many motorists now take when traveling between Marikina and the side of Antipolo heading in the general direction of Cogeo.
The alternate route connects Marcos Highway and Sumulong Highway via TOCS Avenue (which intersects Marcos Highway near SM Cherry) and Sampaguita Street (which intersects Sumulong Highway past Masinag Junction and near the Hillside Centre Plaza before Soliven Avenue). If you’re coming from Marikina and heading in the direction of Cogeo or even Antipolo Simbahan then this route may provide shorter travel time as you won’t have to go around Masinag Junction to make an effective left turn to Marcos Highway (direct left turns at Masinag are not allowed).
This is the view from the queue approaching the intersection of TOCS Avenue with Marcos Highway from the eastbound side of the highway. Note that traffic is not flowing from the junction along the eastbound (Metro Manila bound) side of the highway.
A closer look with vehicles turning left to Marcos Highway from TOCS Avenue. There are usually Antipolo traffic enforcers facilitation (read: favoring) traffic from and to TOCS Avenue. This results to build-up along Marcos Highway where most traffic is through traffic.
The resulting congestion affects many travelers including freight along the westbound (Metro Manila-bound) direction of Marcos Highway.
While the alternate route likely provides shorter travel times for those coming from Marikina to Antipolo/Cogeo and vice versa, this is at the expense of more people and goods who and that travel along Marcos Highway. Antipolo should realize this even with basic observations on the traffic build-up in the area. Traffic for that alternate route should not be prioritized to the detriment of travelers along Marcos Highway.
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On the pushback vs. bike lanes
I saw this short article at Planetizen that linked to another article that was the original one about cities dismantling or removing bike lanes. This is a very concerning trend in the US but something that’s also happening here. The Department of Public Works and Highways (DPWH) has always been lukewarm to bike lanes (parang napipilitan lang), the Metro Manila Development Authority (MMDA) seemed never to understand it (even during BF’s time as Chair), and many local government units that jumped on the bike lane bandwagon during the COVID-19 pandemic have reneged on their declared commitments. Currently, it seems that only cities like Quezon City and Iloilo City have sustained bike lanes development. Others have removed protected bike lanes or have not enforced vs. motor vehicles encroaching on the bike lanes.
Johnson, R. (February 18, 2025) “Cities Start to Backpedal on Bike Lanes: A Growing Crisis for Cyclists,” Momentum Mag, https://momentummag.com/cities-start-to-backpedal-on-bike-lanes-a-growing-crisis-for-cyclists/ [Last accessed: 3/2/2025]
To quote from the article:
“Bike lanes have become a culture war where those in favor are seen as “woke” or some other terrible conservative slur. But, most who use bike lanes are just regular people who want to save some money, and get the mental and health benefits to cycling to work.
Urban cyclists, bike commuters, and advocates for safer streets, have all noticed a troubling trend. What was once a symbol of progress toward sustainable transportation and safer roads for all is being reversed in multiple cities across North America.”
Will bike lanes and cyclists suffer similar setbacks here? Will the Department of Transportation (DOTr) continue to champion bike lanes? Will the agency be more aggressive and assertive of bike lanes development? Your guess is as good as mine!
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Caught (up) in traffic 