Better mobility with the right parking policies

The conventional wisdom is that parking is a public good and that more vehicle parking benefits everyone. Not true. In this column, we explain why parking policy needs to be part of the toolkit of national and local officials. Free or low-cost car parking in urban areas is a magnet for motor vehicle use in already congested city streets — increasing traffic, worsening air and noise pollution, adding to carbon emissions and raising local temperatures. For the benefit of future generations of Filipinos, we should put in place four key measures related to motor vehicle parking.

Proof of private parking space

Today, tempering the demand for motor vehicle ownership is one of the ways we can address increasing road congestion. One way to reduce the demand for motor vehicle ownership is to require each motor vehicle owner to submit proof of a private parking space. While this will limit vehicle ownership to those with the means to have a private parking space, it is also one way to control illegal parking in urban areas.

In countries like Japan and Korea, the requirement for a private parking space is implemented by local governments that prepare and maintain a detailed inventory of all private parking spaces in a locality, recording each on a map with a specific identification code assigned to each space. Each motor vehicle is associated with a specific private parking space on the map, which may be assigned to only one vehicle.

Removal of parking minimums

Except for mandatory motor vehicle parking spaces for persons with disability, property developers and builders should have the discretion to determine the appropriate number of motor vehicle parking spaces appropriate for their locality and type of building.

However, this is not the case today. The implementing rules and regulations (IRR) of the National Building Code (Presidential Decree 1096 enacted in 1977) require, for example, that:

– Shopping centers should provide one parking slot per 100 sqm of shopping area.

– Restaurants, bars and fast-food outlets should provide one parking slot per 20 sqm of customer area.

– Places of worship and funeral parlors should provide one parking slot per 50 sqm of floor area.

These parking space requirements in the IRR of the National Building Code are called “parking minimums.”

Unfortunately, minimum parking requirements lead to many undesirable and harmful impacts that outweigh intended benefits, especially in a country where only six percent of households are car owners. A major negative impact is that parking minimums increase the cost of goods and services for everyone, especially the cost of housing.

Because developers need to reserve space to satisfy parking requirements, building costs naturally increase making housing less affordable. Parking spaces consume valuable floor area and can add 20 percent or more to the cost of a building. This additional cost could be shaved from housing prices; floor area currently devoted to parking could be converted into new residential or commercial space.

In commercial establishments, markets and shopping malls, the extra cost of the required parking spaces are compensated by charging higher rents; higher rents are, in turn, recovered through higher prices of goods and services. While the availability of parking benefits the small minority of Filipinos with motor vehicles, the general public ends up paying the tab for such facilities, whether or not they use cars. This is akin to a subsidy provided to the most affluent six percent of Filipinos financed by a “tax” on the entire population (the 94 percent who are not car owners).

‘Just right’ on-street parking rates

The late Donald Shoup, the author of “The High Cost of Free Parking,” said on-street parking should not be free or priced too cheaply. When parking is perceived to be free or almost free, drivers spend an inordinate amount of time cruising around to find a parking space. Shoup said on-street parking should be priced high enough and on an hourly basis — at a level that results in an enough turnover to leave an average of one or two spaces empty per street block during business hours. This “Goldilocks” approach thereby brings more customers to local businesses. Shoup also suggested that part of the revenues collected should directly benefit the streets and neighborhoods where the parking fees are collected; they can be spent on things like sidewalk improvement, shade trees, street lighting, better signage and CCTV cameras.

A parking levy for public transport

A parking levy on non-residential parking spaces in urban areas collected in the same way as the real property tax can provide a sustainable stream of revenue that is progressive and provides the right incentives. Moreover, a parking levy is one way for society to be compensated for the negative impacts associated with the availability of private non-residential parking spaces. Revenues generated from the parking levy can be earmarked to finance improved public transportation and better infrastructure for walking and cycling, making our cities more livable and sustainable.

The proposed revenue collection method is also straightforward. In every LGU, property owners would be required to declare the number of non-residential parking spaces that each person or entity maintains. The parking levy could then be collected by the LGU in the same way it collects real property taxes. There is also the option for revenues to be shared between the national government and the concerned local government unit. The additional revenues, if earmarked for public transport and active transport, will give local governments the confidence to assume greater responsibility for transportation and mobility outcomes in their localities.

The potential revenue from a parking levy can be substantial. Think of the number of non-residential car parking spaces you find in office buildings, shopping malls, commercial parking lots plus those in front of shops, restaurants and banks. My rough estimate is that there are at least two million private non-residential parking spaces in just the Greater Manila Area (Metro Manila plus surrounding provinces); if a parking levy of P100 were charged for each per day (whether the space is used or not), the revenue collected just for Greater Manila would amount to about P73 billion per year. This could help finance a continuing subsidy for urban public transport and mass transit.

The above parking policy reforms will deliver substantial improvements in our mobility environment without significant cost. They could be important legacies of the Marcos administration. The most important ingredient though is political will.

Source: Manila Times

Moving Forward: How the Philippines Can Unlock Health, Mobility & Climate Wins by Walking and Cycling

In many Philippine cities and towns, we see clogged roads, increasing vehicle ownership, traffic congestion, air pollution, and rising chronic health problems such as obesity and cardiovascular disease. At the same time, the country is highly vulnerable to climate change: sea‑level rise, typhoons, and the need to reduce greenhouse gas (GHG) emissions are real concerns. So there is a strong case for tackling mobility, health, and climate together. A recent global study (published in PNAS) shows that investing in walking and cycling infrastructure is one of those rare “triple‑win” strategies.

source: Scientific American Dec 2025

What the study found and why it matters for the Philippines

The global research shows that when cities are designed so that people can walk or cycle safely and conveniently, the benefits are huge.

Key findings:

• Higher population density → shorter trips → more walking/cycling.

• More extensive and better bicycle lane networks → meaningful uptick in cycling rates.

• Even climates with hot summers or cold winters are no barrier — what matters is the infrastructure and design.

• If all cities matched Copenhagen’s cycling network extent, global emissions from private vehicles could drop ~6%, and the health benefits would be in the hundreds of billions of dollars annually.

For the Philippines:

• Many urban areas (e.g., metro Manila, Cebu, Davao, etc.) already have high densities and many short trips. This is an advantage.

• If we bolster walking/cycling infrastructure (bike lanes, pedestrian‑friendly streets, mixed‐use neighborhoods) we can tap into latent potential for active mobility.

• Reducing vehicle dependency helps reduce congestion, air pollution (which affects health), and transport emissions (which matter for climate commitments).

• Health gains from active travel (more walking/cycling) include reduced risk of chronic disease, improved wellbeing and reduced health system burdens.

Specific Opportunities & Considerations for the Philippines

1. Urban planning & mixed‐use development In many Philippine cities, residential areas and workplaces/shopping/amenities may be separated, so short trips get done by vehicle or motorcycle. Encouraging mixed‐use development (homes, shops, offices closer together) helps make walking/cycling feasible.

2. Safe, continuous infrastructure for active travel Simply having a painted bike lane is not enough. The global study emphasized street‐design: separation from vehicle traffic, safe crossings, comfort for walkers/cyclists. In the Philippines, many sidewalks are discontinuous, obstructed, or absent; many bike lanes are fragmented or share space with vehicles. Upgrading these can raise walking/cycling rates.

3. Contextual fit & local culture The study shows: you don’t have to replicate Copenhagen exactly to succeed. What matters is tailoring to local conditions — topography, climate, culture, travel habits. For the Philippines, for example, around‑the‑year warm/humid climate is the norm, so shade, green corridors, rain protection might matter more. Hilly terrain or informal settlement patterns may present challenges.

4. Equity and inclusion Many Filipinos rely on walking and cycling out of necessity (not choice). Infrastructure upgrades must consider low‑income neighborhoods, safe access for women, children, elderly. Also linking active travel with public transit is key (so you can walk/cycle to the bus/train station).

5. Health and climate co‑benefits

   • Health: more walking/cycling → more physical activity → fewer chronic diseases, lower health system costs, improved quality of life.

   • Climate & emissions: lower reliance on private motor vehicles → fewer GHG emissions. This helps the Philippines meet its climate goals and reduces vulnerability from transport‑related air pollution.

   • Resilience & efficiency: A diversified mobility system that includes walking/cycling is more resilient (less dependent on fuel, less vulnerable to traffic jams) and more space‐efficient (less land used for parking, roads).

A Few Action Steps for Local Government & Communities

• Conduct a mobility audit: identify neighborhoods with high short‑trip potential (schools, workplaces, shops within 1‑3 km) and lacking safe walking/cycling infrastructure.

• Prioritize pedestrian first: wide continuous sidewalks, safe crossings, shade trees, lighting.

• Expand and connect bike lane networks: ensure continuity, safe intersections, visibility, and links to transit hubs and workplaces.

• Promote mixed‐use zoning and local amenities so shorter trips become practical.

• Launch behavioral campaigns: encourage walking/cycling by showing benefits, safety tips, community‑rides, walking groups.

• Measure and monitor progress: track mode‑share of walking/cycling, infrastructure length, safety outcomes, health metrics.

• Secure funding: active‑travel infrastructure tends to deliver strong cost‑benefit (health + environment) so build the business case for local budgeting or donor funding.

Why This Matters Now

The Philippines is at a critical juncture: urbanization is increasing, vehicle fleets are growing, climate change risks are mounting, and public health burdens are rising. Investing in walking and cycling isn’t just an “add‐on” — it’s a strategic investment in sustainable mobility, healthier citizens, and lower emissions. The global study gives strong evidence: the infrastructure choices we make today will shape health and climate outcomes for decades.

Conclusion

If the Philippines can shift more mobility toward walking and cycling — by density‐friendly development, robust infrastructure, and inclusive design — we stand to gain on multiple fronts: better health, less traffic stress, cleaner air, fewer emissions, more livable cities. The roadmap is there; what we need now is the will, the planning, and the action.

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Source: Ziggurat Real Estate

Uncertainty looms over Philippines’ modernized transport goal

The Philippines’ ambition to reshape and modernize the long-neglected mass transportation system is still in limbo but analysts say it may still be achievable if the government recalibrates its approach.

“It is not easy to commute in the country, it’s a struggle, it is not safe,” former Transportation Secretary Vivencio “Vince” B. Dizon said, echoing the sentiment of millions of Filipinos who endure long lines at rail stations and hours of traffic in congested streets.

Mr. Dizon, who took the helm of the Department of Transportation (DoTr) in February 2025, said they’re now focusing on fast-tracking its projects and implementing improvements.

“We are continuing our efforts to complete projects that will better the commuting experience of the public,” he added.

The government is refining the feasibility studies of its stalled and long-delayed projects to ensure the completion of the DoTr’s priority projects by 2028.

For instance, the agency is working on a new study for the Mindanao Railway project — one of the country’s most awaited rail projects — to assess the feasibility of the use of more modern and environment-friendly trains.

The original plan for the Mindanao Railway involved diesel-powered trains but projects involving non-electrified railways are having difficulty attracting investors over global warming concerns.

“Almost the entire Mindanao will benefit when (the Mindanao railway project) is fully completed. Rail is good for such a big island like Mindanao, with huge passenger and cargo demand in many provinces,” Nigel Paul C. Villarete, senior adviser on PPP (public-private partnership) at the technical advisory group Libra Konsult, Inc. said.

The Mindanao railway system is considered a good project for Mindanao as the rail line will cover a sizable demand.

The DoTr has said earlier that it is considering enlisting the private sector for the Mindanao railway project as the government scrambles to put together funding after China bowed out of the project.

The Public-Private Partnership Center said it expects the completion of the feasibility study for the third phase of the Mindanao Railway project within this year.

Only phase three of the Mindanao Railway project is being considered for PPP, the agency said, noting that phases one and two will still be funded through official development assistance.

“As for the Mindanao railway, I can’t understand what’s taking so long to decide. It’s an easy project, simple and easy to plan and to determine feasibility. I suspect the difficulty is getting consensus and support. It covers the entire Mindanao, with so many provinces, and more governors and mayors,” Mr. Villarete said.

The first phase of the Mindanao Railway project, valued at P83 billion, will run from Tagum, Davao del Norte to Digos City, Davao del Sur. It is expected to carry 122,000 passengers per day and cut travel time between Tagum and Digos to one hour from three hours currently.

Mr. Villarete said it may be difficult to get a consensus on the Mindanao railway project, adding that a comprehensive study should be done by independent parties and experts.

“The DoTr is wriggling its hands. It’s not a question of what kind of railway to build (or what fuel). They’re hesitating because they’re not sure if this is the right decision,” Mr. Villarete said.

Rene S. Santiago, former president of the Transportation Science Society of the Philippines, said that the government should focus on completing projects that are feasible, especially for Mindanao which has yet to see its first rail line.

“Mindanao needs real improvement on its overall transport network, not more paper dreams. With less than three years to go, the administration should focus its energies on completing projects already on-stream,” he said.

RAILWAY RENAISSANCE

The current administration had promised a railway renaissance by highlighting projects like the Mindanao Railway, Metro Manila Subway project, the Metro Rail Transit Line (MRT-7), MRT-4, and the North-South Commuter Railway (NSCR).

However, none of these projects are expected to be completed soon, as the DoTr’s rail projects are hounded by many challenges including lack of funding, right-of-way (RoW) issues, and unfinished feasibility studies.

Approved in 2019, MRT-4 has yet to break ground as the agency is still working to secure loans for the project which was then estimated at more than P50 billion. The rail line covers 12.7 kilometers from the Epifanio de los Santos Avenue (EDSA)-Ortigas Ave. junction to Taytay, Rizal, will have 10 stations and is expected to serve more than 400,000 daily ridership.

The NSCR will likely be delayed by four years, Mr. Dizon said previously, after the project reached a 50% completion rate to date for the Manila-Clark segment. This project may now see partial operations by the end of 2026 or early 2027.

The 147-kilometer NSCR will connect Malolos, Bulacan with Clark International Airport, and Tutuban, Manila with Calamba, Laguna. The P873-billion project is co-financed by the Japan International Cooperation Agency (JICA) and the Asian Development Bank. It will have 35 stations and three depots.

For now, the DoTr said it is hoping to fulfill this administration’s promise of a modernized transportation system by expanding its focus outside Metro Manila particularly in Cebu and Davao.

BUS RAPID TRANSIT SYSTEM

Bus rapid transit (BRT) systems like the EDSA Busway are touted as one of the most important modes of transportation in the country as these are a more reliable and faster means of public transport.

Data provided by the Transportation department showed that the EDSA Busway served more than 63 million passengers alone in 2024, or about 177,000 commuters daily.

The EDSA Busway, a dedicated bus lane along Metro Manila’s busiest thoroughfare, is seen as a crucial step towards a progressive public transportation system with 23 stations operating round-the-clock.

The DoTr is planning to privatize the operations and maintenance of the EDSA Busway, although the plan is currently on hold for now as the agency plans to focus on rehabilitating the busways’ stations first.

The EDSA Busway Project initially involved the financing, design, construction, procurement of low-carbon buses, route planning, and operations and maintenance of the busway, PPP Center said.

For big cities with many commuters, the EDSA BRT project will directly affect commuters and business by 2028, transportation analysts said.

“Hopefully the Quezon Avenue BRT and its continuation and connection directly to Manila. For Metro Cebu, it’s the Cebu BRT, of course,” Mr. Villarete said.

DoTr’s Mr. Dizon said that the agency is targeting to start the rehabilitation of EDSA Busway stations within this year, spending as much as P253 million for the upgrade of up to four stations.

“I sincerely believe the BRT projects in Metro Manila and Cebu will make the most difference and benefit the most number of passengers,” Libra Konsult’s Mr. Villarete said.

Mr. Villarete said the government’s BRT projects will bring real economic viability while also improving passenger experience.

“People will accept with real certainty that the BRT both the EDSA and Cebu exhibited the highest ratings when evaluated and approved by the Department of Economy, Planning, and Development (DEPDev) board,” he said.

Mr. Villarete said that despite the existing railway lines passing through EDSA, the passenger share of the regular buses remains very high.

Aside from upgrading EDSA Busway stations, the DoTr is also eyeing its expansion by adding more bus stops in the southern portion of the Metro, according to Mr. Dizon. He said the agency will add two more stations by 2026.

MORE BUSWAYS

The Transportation department is also considering the construction of a busway along España Boulevard in Manila and Quezon Avenue in Quezon City. Mr. Dizon said the feasibility study for the project is expected to be completed as early as next year, noting that the Asian Development Bank is helping the DoTr to assess the viability of this plan.

In 2022, the DoTr shelved its planned Metro Manila BRT project due to lack of progress during the pandemic, and after the loan for the project expired that year.

The government had planned to construct a 12.3-kilometer segregated bus lane from Manila City Hall to Philcoa in Quezon City, which can serve up to 290,000 commuters daily.

For urban transport and mobility group AltMobility PH, all projects — commuter rail, subway, public utility vehicle modernization program, bus rapid transits, bike lanes, sidewalks — should be integrated as a whole, with the clear objective of prioritizing the public.

“No single project can solve our transport woes on its own, so it’s always important to consider a network-wide impact,” AltMobility PH Director Patricia Mariano said in an interview.

Maria Golda Mier Hilario, said director for Urban Development for Institute of Climate and Sustainable Cities (ICSC), the completion of MRT Line 7, the Metro Manila Subway and the Cebu BRT would really advance the country’s transportation network.

“The impact will be very tangible — more people are moved, traveling time will be greatly reduced, less road congestion since it will be faster and more convenient to take public transport than be stuck in traffic and to look for available car parking. This will reduce stress on the road and decongest our streets,” Ms. Hilario said.

However, big-ticket infrastructure projects are only one side of the equation, Ms. Hilario said, adding that public transport terminals and connectivity are the missing puzzle pieces, but the government has yet to address the lack of first-mile, last-mile connectivity solutions.

“As early as now, if we also fix the system and not just wait for big-ticket transport projects to finish, by improving accessibility of transit stops and terminals, unified ticketing system, better way finding, and integrating feeder routes into these main public transport routes — the potential benefit of these big-ticket transport projects will be immense,” she said.

AltMobility PH’s Ms. Mariano said that there is also a need for a whole-of-government approach between agencies, noting that a lot of mobility projects are tied to where and how the Department of Public Works and Highways build roads, how the local government and the Metropolitan Manila Development Authority manage and prioritize traffic; and how the Department of Human Settlements and Urban Development approves of land use.

Modernizing the transport system is more than just building the infrastructure, ICSC said.

“Improvements of the busway through the PPP is a good start. The efforts of the DoTr to explore different payment systems like e-wallets are also commendable,” Ms. Hilario said.

“If we really want to improve and modernize the country’s transportation system, we also need to fully integrate the jeepneys, UV express as feeders to main public transport modes. Integration is key.”

Source: Business World