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

Estate developments anchored on transport hubs

The pulse of cities beats strongest in their transport hubs, where the constant tide of movement defines the rhythm of urban life.

Once regarded solely as conduits for transit, these centers of activity are now shaping entire communities. They have evolved into the foundations of estate developments, driving progress and elevating how people live in connected environments.

The global city model

Around the world, transport-integrated estates reveal the profound influence of mobility on urban form.

In Hong Kong, the MTR has woven residential towers, offices, and shopping complexes directly into its stations, placing daily essentials within minutes of travel. Tokyo’s districts of Shinjuku and Shibuya thrive as dynamic hubs where rail networks converge with retail landmarks, entertainment, and cultural attractions.

London’s King’s Cross has been reimagined into a flourishing district combining education, business, and leisure, all rooted in its transport spine.

Once a declining rail yard, London’s King’s Cross has been reimagined into a flourishing district combining education, business, and leisure, all rooted in its transport spine. These developments show how the strategic joining of transit and real estate generates lasting urban vitality.

Philippine pioneering efforts

The Makati central business district had set the original benchmark for integration long before new estates—weaving together workplaces, commercial centers, and transport access in a cohesive urban fabric.

This global pattern finds resonance in the Philippines, where Ayala Land has spearheaded transport-oriented estates. Arca South in Taguig embodies forward-looking urban design, planned around the future Metro Manila Subway and the South Intermodal Transport System. Vertis North in Quezon City reflects the same vision, standing beside MRT-3 and directly linked to the North Triangle Common Station that will connect several railway lines.

Concentrating offices, residential towers, and retail establishments around transit allows cities to optimize land efficiency in dense districts. (DOTR)

From Makati’s early precedent to today’s emerging estates, Ayala Land illustrates how projects can anticipate infrastructure, establishing growth districts that evolve with the city’s expanding networks.

Urban growth advantages

The impact of these estates extends to the development of metropolitan areas. It influences how these urban regions grow and evolve.

Concentrating offices, residential towers, and retail establishments around transit allows cities to optimize land efficiency in dense districts.

These nodes attract global companies, educational institutions, and retail anchors eager to operate where accessibility drives performance. Reliance on private cars decreases as people embrace convenient public systems.

With national undertakings such as the Metro Manila Subway and the North-South Commuter Railway underway, Ayala Land’s estates complement these efforts, multiplying their economic and social impact.

Shinjuku in Tokyo thrives as dynamic hub where rail networks converge with retail landmarks, entertainment, and cultural attractions.

Through this interplay, transport and real estate reinforce each other, positioning these estates as catalysts for sustained urban vitality, shaping investment confidence, encouraging balanced land use, and setting a precedent for smarter metropolitan planning.

Lifestyle advantages for communities

The advantages extend beyond mobility for residents. Walkable, mixed-use neighborhoods allow work, leisure, and home life to unfold quickly.

Reducing commute times leads to several significant benefits. It gives individuals more time to engage in healthy routines, such as exercise or preparing nutritious meals. Shorter commutes also foster more quality time to spend with loved ones, helping reduce stress and fatigue.

Transport-integrated developments offer more than simple solutions to mobility challenges.

Streets and public spaces become animated with activity, while curated retail and cultural destinations nurture a sense of belonging and identity. In these settings, convenience and vitality combine to shape places where communities thrive.

This integration transforms estates from functional clusters into inspiring districts that people identify with and proudly call home.

Shaping future-ready cities

As Philippine cities continue to densify, the role of transport-anchored estates grows in importance.

Ayala Land’s pioneering efforts demonstrate how private developers can align with national mobility projects to create a lasting impact. These estates embody resilience, adaptability, and inclusivity, essential for future-ready urban centers.

Transport-integrated developments offer more than simple solutions to mobility challenges. They establish the framework for a thriving city life where economic opportunity and human experience converge in one connected vision.

Source: Inquirer

Remove illegal parking

The initiative of the Department of the Interior and Local Government to remove illegally parked cars on major roads is well-intentioned, but could be self-defeating if the outcome is only to give more road space to private motor vehicles. Because of the phenomenon of “induced demand,” any measure that makes driving easier by giving more space to cars only attracts further car (and motorcycle) use, eventually leaving our roads even more congested than before.

Because road space is limited, we need to use our roads so that they deliver the greatest good for the greatest number — this means prioritizing the most productive, inclusive and socially beneficial travel options on any road space. The desired outcome of the removal of illegal vehicle parking should be to enhance the safety, comfort and attractiveness of walking, cycling and public transport (instead of offering the added road space to private motor vehicles). Not only is this approach desirable from the standpoint of transportation science, it is what is required based on principles of equity and social justice.

Giving additional road space to private motor vehicles is, in effect, choosing the least efficient and most environmentally damaging application for a scarce resource; it would be a foolish and wasteful use of public assets. One road lane (3.5-meter width) used mainly by cars can move 600 to 2,000 persons per hour per direction. If the same space is converted into a pathway for pedestrians or cyclists, the same space can move five to 10 times more people. If the road space is dedicated to public transport (buses, jeepneys, etc.), the space can move from five to 20 times more people. Any investment in our roads should encourage a shift to these desirable, space-efficient and low-impact travel modes. It is a no-brainer.

Devoting any freed-up space for public transport, walking and cycling also make sense when one considers that car owners are only a small minority in the Philippines. Nationwide, only 6 percent of households own four-wheeled motor vehicles (11.5 percent of households for Greater Manila, defined as Metro Manila plus surrounding provinces). About one-third of Filipino households own motorcycles. This means that the majority of Metro Manila’s population depends on walking, bicycles or public transportation to get around their neighborhoods and cities. This segment is also the most vulnerable and disadvantaged — they should be the focus of measures to improve mobility using freed-up road space.

Pedestrians are endangered when they have to mix in the same road space with fast-moving motor vehicles. For this reason, safe pathways for pedestrians should be a part of any urban road. Sidewalks are essential because they save lives. Unfortunately, all over Philippine cities, many sidewalks have been illegally converted into parking spaces or have become part of the roadway for motor vehicles. In the absence of safe sidewalks, many avoid walking and shift to using a motor vehicle. If we want fewer motor vehicles on our congested roads, we need to rectify this anomaly and make our streets walkable.

With a wider sidewalk, shade trees and greenery can be planted. A tree-shaded street delivers many benefits for a neighborhood, foremost of which is the lowering of ambient temperatures by 5 to 10 degrees centigrade. Because a very large number of trips daily are for journeys of 3 kilometers or less (therefore, very walkable), many of these trips could be completed via walking as long as there are pathways that are safe, shaded and accessible by persons with disability.

The same arguments justify the creation of protected bike lanes out of the road space occupied by illegally parked cars. The owners of bicycles today outnumber the owners of cars by a factor of 4:1. Many more Filipinos would use bicycles to move around our cities if there were safe and continuous bike paths connecting residential neighborhoods to destinations with jobs, social services and markets. Millions of Filipinos are already using bicycles daily to travel — achieving shorter, more predictable journey times; adopting healthier, more active lifestyles; and generating savings in travel costs that can be used for food, health care, personal development or investment.

Freed-up road space should also be used to create dedicated lanes for public transport (which could include school transport and emergency vehicles), enabling them to have faster and more predictable travel times. National and local government planners should meet with public transport operators to discuss how buses and jeepneys can escape traffic bottlenecks and achieve more round trips if offered exclusive road space.

A recent concern is the fact that many jeepneys and buses are parked on public roads when not in use, mainly because they have no access to depots or garages. Instead of penalizing owners of these vehicles, local governments should help to organize common depot space for such units in every locality, so that transport services can also be better managed and coordinated. This is one way that a local government unit can help deliver better services to constituents by enabling public transport operators to be more efficient and financially viable.

Forget about removing illegally parked cars in order to offer more lanes to private motor vehicles. The focus should be on making walking, cycling and public transport safe, convenient and attractive, thereby facilitating a shift away from private motor vehicle use.

Source: Manila Times