The Philippines, particularly in Metro Manila, had been ranked as the country with the worst vehicular traffic in the world in 2023, according to an article published in the Gulf News in January 2024; it further claimed that Manila residents and visitors spent 240 hours on the road in the past year. Moreover, the Japan International Cooperation Agency (JICA), in 2017, reported that transport costs in Metro Manila alone were estimated to be PHP3.5 billion per day due to vehicular traffic. This is clearly alarming, considering that such a problem takes a substantial part of the Filipinos’ precious time and financial resources.
Currently, Metro Manila is deemed to be the most densely populated region in the Philippines, as the Philippine Statistics Authority (PSA) reports that the population of Metro Manila was 13,484,462 in 2020. Furthermore, allproperties.com claimed that our condominium market has experienced a boom over the past two decades, with more than 158,000 units in Metro Manila alone as of 2022.”. A higher population density necessarily entails an increased demand for both residential and commercial spaces, as well as the need for mobility.
During the 70s, I observed that people usually walked to their destination, and some people would utilize public transport, but when modernization was introduced to the Metro from the 90s onward, so did the influx of private vehicles. The Metro Manila Development Authority claims that, in 2021, 3.2 million to 3.6 million vehicles daily travel around the whole Metro for twenty-four (24) hours. MMDA Chairperson Artes also stated that sales of vehicles registered a 21.9% growth, amounting to 429,807 purchases. Aside from the already existing vehicles and the new ones being acquired daily, the entry of vehicles from nearby provinces also significantly contributes to the vehicular congestion. Considering these, one might ask: Was there a vehicular traffic or mobility plan for the people in the Metro?
Like the Philippines, Singapore is also an urban area with a high population density and a limited road capacity, yet it is one of the countries with the best strategies in decongesting their roads. Their government has been actively monitoring and regulating their citizens’ acquisition of vehicles by implementing strict procedures. In Singapore, it is necessary to bid and acquire a Certificate of Entitlement (COE) prior to owning and using a vehicle, and such a COE is only valid for a period of ten (10) years. Singapore has also implemented a Vehicle Quota System (VQS), which limits the number of new vehicles that can be registered. These efforts have effectively managed the vehicle population in Singapore, and such policies would not have been accepted if a mass mobility plan was not in place to address the mobility needs of the Singaporeans.
The Philippines has also been implementing several measures to address traffic congestion, such as the construction of railways, among others. Studies have shown that the development of the railways significantly lessens traffic congestion, especially in densely populated areas with a limited road capacity. In Japan, it has been reported by the Tokyo Metro in 2023 that 6.52 million passengers benefit from their railway system per day, on average. Trains help relieve vehicular congestion on roads and city streets by providing a feasible alternative to driving, especially in densely populated places like Tokyo. With the widespread usage of trains, fewer people would rely on personal vehicles, resulting in fewer traffic jams, less stress, and shorter commuting times.
To properly address Manila’s mobility madness, it is important to understand the impact of urban migration and transport/mobility planning. The population increase in urban areas without a local mass mobility plan, such as a proper railway and bus system, will urge individuals to purchase private vehicles. Further, government must also create strong policies, such as the regulation of migration to urban areas, and impose limitations on the construction of condominiums, execute regulations to control the population density per city, implement systems to regulate private vehicle ownership, and promote, aside from public transport, walking and cycling and provide support thereto.
The process for delivering sustainable urban mobility may appear to be challenging, but it is not impossible to address Manila’s mobility madness.
Paul Chua, PhD MNSA, is an advocate of continuous learning both local and foreign. He completed “Transforming Urban Mobility: Introduction/Components To/Of Transport Planning for Sustainable Cities – University College of London (UCL); Modeling Smart Transportation systems – TU Berlin Summer School; Transport: Planning, Development and Management – Galilee International Management Institute; and”Strategic Management of Regulatory and Enforcement Agencies” at the Harvard Kennedy School
Originally published by The Manila Times on December 19, 2024.
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