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Tag Archives: DOTr
Railways construction progress in Luzon
I’m currently attending the Philippine Railway Conference. The presentations so far have been informative especially about the progress of rail projects in the country. Most if not all of these projects are in Luzon, which includes Metro Manila. Here are the progress of work as shown in the photos of the slides I took during the plenary sessions this morning.
Based on the presentations, these railways currently under construction will be ready or partially operational by 2027. What do you think about the progress of work?
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Cashless payment methods for public transportation
It took some time but finally there are even more options to pay for your transit fare, at least for MRT Line 3 for now. Here is the graphic from the announcement by the DOTr:
Hopefully, these methods will be available to all rail lines including the PNR. Hopefully, too, these options will be available in buses and perhaps at least on modern jitneys. This will make it easier to pay public transport fares for the regular transit users.
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On reckless driving and riding, road rage, and kamotes
A story went viral a couple of weeks ago about a motorcycle rider getting shot by a driver. Many discussions and videos have been shared with some sympathetic to the driver and others to the riders. One thing is definite from the videos shared when you filter the commentaries and biased opinions – both the driver and the riders are guilty of reckless driving or riding. With all due respect to the root crop often invoked and associated with these kinds of motorists, kamotes as they are called seem to have increased no thanks to many of these learning to operate motor vehicles without being properly trained, oriented, evaluated and tested if they deserve having licenses. The increase and documentation of incidents of road rage should be taken very seriously by the LTO and serve as reference for improving the licensing system.
Here’s an informative material on reckless driving from the National Center for Transportation Studies’ Road Safety Research Laboratory:
This Holy Week, there are many who are using the roads whether for long distance travel (e.g., spending the holidays in their hometowns away from the metro) or for the typical religious trips (e.g., pilgrimages, Visita Iglesia, etc.). Motorists should exercise caution as they drive or ride. We should be more mindful of the impacts of our behavior to other travelers whom we share the roads with.
Safe travels to all!
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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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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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To B(RT) or not to B(RT)?
I kind of expected questions or comments from my ‘students’ after my lecture last Wednesday about “Traffic Congestion.” Among my slides were those featuring solutions to transport and traffic problems. I presented both soft and hard approaches including travel demand management schemes and infrastructure that we should have built decades ago. The uniformed officers who were there had a very simple take on congestion – it’s basically because of a lack of discipline. While theirs may also be valid observations based on their experiences, ‘discipline’ is not the most critical problem that we have especially considering the ever increasing demand for travel. One government official present was very direct in his question about what I thought about the MMDA’s pronouncement that they plan to remove the EDSA Bus Carousel. I thought my reply and the following explanation was clear – it was a wrong move.
The EDSA Bus Carousel is simple. Bus lang sa bus lane (Only buses along the bus lane). Pag may private or pa-VIP, bawal at huli dapat (If there are private vehicles or those who regard themselves as VIPs using the lane, then they should be apprehended. An HOV (high occupancy vehicle) lane is more difficult to implement. Mas pahirapan ang pag monitor and enforce (It is very difficult to monitor and enforce). So this proposal to phase out the EDSA bus lanes don’t make sense from this perspective. In fact, I don’t agree with a couple of more senior transport experts who say that the MRT Line 3 is sufficient and that it hadn’t reached capacity yet. It has but in the time that the carousel has been operational, the carousel had absorbed much of the demand along the corridor. There is also the fact that it will take much time before Line 3 is upgraded. Are the new train sets here? Are the stations designed for these trains and more passengers? If the answers are no, then MRT3 will not have its capacity increased in such a short time. That also means the carousel is very much relevant not just to supplement MRT3 capacity but as a needed alternative mode for commuters.
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Article share: On improving the Philippines’ transport system
I share this article on the desire for a sustainable transportation system for the country. This was written by a former Assistant Secretary of the Department of Transportation (on secondment) who has returned to teach at the School of Urban and Regional Planning of the University of the Philippines Diliman. Here is the article published by the Philippine Daily Inquirer:
To quote from the article:
“The present condition of the Philippine public transport system is indispensable to the desired transition from more sustainable, in this case, electric forms of transportation—to a better public transportation system. A good public transportation system is defined by reliability, accessibility, safety, and security…
The imperative to consolidate is clear and crucial. It is not just a technical necessity, but a pathway to inclusive growth where all stakeholders benefit from the transition, and where we can truly create an inclusive and sustainable system for public transportation.
Improving public transportation, by making it cleaner, safer, and more accessible, will directly enhance the quality of lives of Filipinos.”
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Pedestrian-Friendly Cities: The Impact of Walkability Grants
Here is a quick share of an article on how to encourage cities to be more pedestrian-friendly:
Source: Pedestrian-Friendly Cities: The Impact of Walkability Grants
Many of our cities, particularly the highly urbanized ones, are not as walkable as we want them to be. Lacking are the most basic facilities such as sidewalks and safe crossings. Walkability Grants such as those in the US can encourage cities to build and/or enhance pedestrian infrastructure. Many designs such as those footbridges along EDSA and Commonwealth Avenue, for example, are anti-walking. Grants may be used to come up with better designs for walkways and footbridges.
To quote from the article:
“Walkability grants are awards for programs and projects creating innovative pedestrian infrastructure, such as new sidewalks, crosswalks, plazas, street lights and green spaces. For example, in February 2023, the Biden-Harris Administration announced the Safe Streets and Roads for All Grant Program, delivering $800 million in monetary awards for 511 projects addressing public safety and road improvements…
Reshaping the built environment into a walkable haven helps boost the local economy and sustainability. By changing the urban landscape, citizens are more inclined to walk instead of drive, allowing cities to reduce emissions, improve air quality and create healthier neighborhoods. This is critical, considering air pollution is responsible for 7 million early deaths yearly.”
Perhaps we can have similar grants coming from national government via the Department of Interior and Local Government (DILG) in cooperation with the Department of Transportation (DOTr) and the Department of Public Works and Highways (DPWH)? There was some funding for bikeways during the pandemic but this new one should put more emphasis on walkability.
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On the ‘modern jeepney’, consolidation and the modernization program
Last April 30, 2024, the deadline for consolidation of jeepney operators and drivers expired. That basically and generally meant the phaseout of individuality in so far as operators were concerned. It also meant, for many, the phaseout of the conventional jeepney in favor of the so-called ‘modern jeepney’, which are actually mini-buses by specs and design. There are many ‘modern jeepney’ models (I recently posted photos on these.). Some are better than others in terms of their features including the engine, seats, air-conditioning and suspension. Thus, there are models that are superior to the conventional jeepneys that are all practically custom built and utilizing surplus engines. Others may be of questionable quality as evidenced from reports that many are more prone to breakdowns than others. There is, of course, the issue of cost. These new vehicles are more expensive than conventional jeepneys and many individual operators cannot afford to purchase new units even with the current incentives government has provided. This is probably the bigger issue rather than the vehicles themselves despite claims pertaining to culture and aesthetics.
Operators and drivers were required to consolidate or organize themselves into cooperatives. Banks or other financial institutions were supposed to engage these cooperatives for financing the acquisition of new vehicles. While the DOTr has pushed for this, there seems to be a lot still lacking from their modernization program considering the feedback/ backlash it has received from stakeholders. The department has pursued modernization and rationalization at least more than 2 decades ago. These have not materialized for various reasons including shortcomings on the government side and the persistent resistance of the transport operators and drivers. The latter and their supporters though are not without fault as they have not provided viable alternatives aside from status quo.
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Incorporating bike lanes along local roads – an example in Taguig City
I have not used an old route that we usually take to go to BGC from our place in Antipolo. This is via the Manila East Road, Highway 2000, Barkadahan Bridge and C6. From C6, we usually take Ruhale instead of Seagull Avenue as the former provided a shorter route towards Levi Mariano Avenue and C5. So it was only last weekend that I was able to see the improvements along Ruhale Street and how bike lanes were incorporated along this road. I am sharing the following photos showing a two lane road and Class 2 bike lanes.
The green pavement markings indicate an intersection or driveway.
Noticeable are the electric posts that remain along the bike lanes. These need to be transferred so they will not pose danger to all road users.
More electric posts along the bike lanes
Bike lanes in front of an industrial establishment
Close-up of a post in the middle of the bike lane.
Bike lane across another industrial establishment. Again, note the green pavement marking across the driveway of the establishment.
Bike lanes along a predominantly residential area along Ruhale.I would consider this as a good practice example that can be replicated elsewhere. Of course, it is not perfect and as shown in the photos, there is much room for improvement including the transfer of electric posts that pose as hazards to all road users. The bike lanes are wide enough that installing bollards for the perception of physical protection vs. motor vehicles can be considered. Ruhale is generally a low speed, low volume road so perhaps the current state with no barriers would be enough for now. Also, we need to appreciate that these are already gains or wins in as far as active transport is concerned. A few years ago, this would not have been implemented by national or local governments.
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Caught (up) in traffic 