Inclusive mobility action plan for metro manila

INCLUSIVE MOBILITY NETWORK
Action Plan

Ateneo School of Government
JANUARY 2014

with generous support
from

Table of Contents
List of Acronyms......................................................................................................................................................................... 3
I.

Introduction ....................................................................................................................................................................... 5
Background: Why are we writing up an Inclusive Mobility Action Plan? ............................................... 5
Rationale ................................................................................................................................................................................... 5

II.

Strategic Framework of the Action Plan .............................................................................................................. 7
Envisioned Impact: Where do we want to go? ...................................................................................................... 7
Inclusive Mobility Outcomes: Where do we want to go? ................................................................................. 8
Mobility ................................................................................................................................................................................. 8
Safety...................................................................................................................................................................................... 8
Productivity ........................................................................................................................................................................ 9
Civility.................................................................................................................................................................................... 9

III. Inclusive Mobility Action Strategies, Programs and Initiatives ........................................................... 10
The Action Planning Process ....................................................................................................................................... 10
Identification and Diagnosis of Problems, Issues, and Concerns......................................................... 10
Design of Strategies, Programs, and Initiatives ............................................................................................ 10
Delivery Arrangement for Action Plan .............................................................................................................. 11
Identification and Diagnosis of Problems, Issues, and Concerns in Inclusive Mobility in
Metro Manila ................................................................................................................................................................... 11
Strategies Programs and Initiatives ......................................................................................................................... 18
Key Initiatives for the Short-Term....................................................................................................................... 23
Government, Private, and Civil Society Sector Roles and Tasks .......................................................... 24
IV.

References ................................................................................................................................................................... 30

2

List of Acronyms
AUV

Asian Utility Vehicle

BRT

Bus Rapid Transit

CAI Asia

Clean Air Initiative for Asian Cities

CCTV

Closed-circuit television

DepEd

Department of Education

DOTC

Department of Transportation and Communications

DPWH

Department of Public Works and Highways

GDP

Gross Domestic Product

GTZ

Deutsche Gesellschaft für Technische Zusammenarbeit

iBoP Asia

Innovations at the Base of the Pyramid in Southeast Asia

IM

Inclusive Mobility

IT

Information Technology

JICA

Japan International Cooperation Agency

LRT

Light Rail Transit

LTFRB

Land Transportation and Franchising Regulatory Board

LTO

Land Transportation Office

MMARAS

Metro Manila Accident Reporting and Analysis System

MMDA

Metropolitan Manila Development Authority

MRT

Metro Rail Transit

MVIS

Motorized Vehicle Inspection System

NCR

National Capital Region

NEDA

National Economic Development Authority

NMT

Non-motorized Transport

OECD

Organization for Economic Co-operation and Development

ONEISS

Online National Electronic Surveillance System

PPP

Public-Private Partnership

3

PUJ

Public Utility Jeepney

PUV

Public Utility Vehicle

PWD

Persons with Disability

TESDA

Technical Education and Skills Development Authority

UP-NCTS

University of the Philippines National Center for Transportation Studies

WHO

World Health Organization

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I. Introduction
Background: Why are we writing up an Inclusive Mobility Action Plan?
Metro Manila is home to 15% of the Philippine population, contributes 35% of the country’s
gross domestic product, and is ranked 28th wealthiest urban conglomeration in the world and
2nd in Southeast Asia.1 Given this rapid urbanization, Metro Manila needs to develop an efficient
transport system to support and maintain its economic growth relative to its increasing
population. Even more so given that according to the Department of Transportation and
Communication (DOTC, 2011), 8 out of 10 people in Metro Manila take public transport. Yet the
transportation system continues to pose great risks to both pedestrians and motorists.
In this regard, the Ateneo School of Government (ASoG) with funding from the Rockefeller
Foundation (RF) established the Inclusive Mobility Project in 2011. It has since developed a new
platform that helps integrate and raise awareness on critical yet unheralded urban innovations
in Metro Manila. It has also established a dynamic digital resource center
(http://inclusivemobility.net/). These efforts have contributed to a mind shift from the narrow
view of the problem as “traffic” to “mobility”, particularly for the poor and vulnerable.
Recently, the project conducted two workshops: the Metro Manila Transport Challenge Mapping
Workshop (12 September 2013) and the Inclusive Mobility Initiatives Mapping Workshop (17
October 2013). Both workshops were participated in by Metro Manila transport stakeholders –
supply (e.g. PUV operators) and demand (e.g. commuters) sectors. The workshops were
designed to determine issues, challenges, initiatives (that may not even require new policies),
and opportunities facing the transport sector in Metro Manila. It was a solution-seeking process
envisaged to contribute towards determining the elements for visioning the future of
transportation and mobility in Metro Manila. It was also designed to find champions or
advocates for better transportation system—one that prioritizes the welfare of the people and
ensures the efficient delivery of goods and services.

Rationale
Recognizing that there is no single solution to Metro Manila's complex transportation issue, it is
but logical to approach the challenges in a systemic multi-disciplinary manner. Initiatives for
inclusive mobility should be synchronized and managed for collective impact. Collective impact
refers to the formulation of programmatic and deliberate efforts to ensure that on-going
initiatives and projects undertaken by partners and stakeholders in inclusive mobility are
continued until they achieve their objectives.
The objectives of this action plan are:
1. To broaden and make more inclusive the processes of diagnosing and designing
solutions for Metro Manila's mobility problem;
2. To increase the overall quality of the mobility system in Metro Manila by ensuring that it
adequately serves even the poor, the vulnerable, the disadvantaged, the marginalized,
and the voiceless Metro Manilans;

1

http://www.philippinechamber.com/index.php/speeches/664-21st-mmbc

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3. To encourage multi-sector partnership in attaining collective impact in solving the
Metro Manila mobility problem; and
4. To create an inclusive Metro Manila mobility system that will serve as a key foundation
for enhancing livability and sustainability of Metro Manila as one of the world's
premiere metropolitan centers.

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II.

Strategic Framework of the Action Plan

Figure 1 indicates the objective is to develop an inclusive transportation system that utilizes the
different innovations in the infrastructure and related services to respond to the mobility needs
of the stakeholders (government, private sector, and community). The course of action is to
spell out a comprehensive action plan that includes desired outputs in the institutional, physical,
economic, environmental, and social dimensions. This plan will lead to an inclusive
transportation system in the areas of enhanced mobility, safety, productivity, and civility as
outcomes.

Figure 1. Strategic framework of the action plan.

Envisioned Impact: Where do we want to go?
The envisioned impact of inclusive mobility is based on the vision of the transportation system
in Metro Manila agreed upon by the participants of the IM Action Plan Meeting held last 19
November 2013.
A safe, seamless, well-connected, accessible, and user-friendly Metro Manila
sustainable urban transport system that works for all Metro Manilans,
especially the poor, the vulnerable, the disadvantaged, and the
marginalized.

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Inclusive Mobility Outcomes: Where do we want to go?
This action plan is grounded on a multi-sectoral network of Metro Manilans actively partnering
with the government, private sector, and civil society organizations. Through the network,
citizens strategically, sustainably, and innovatively promote the mobility of all citizens,
especially the poor and the vulnerable, that will contribute to the coherent long-term
development of the whole metropolis and enhance the overall well-being of all its constituents.
Mobility
Enhanced Mobility is defined as achieving travel purposes at the least cost, and travel time. The
indicators are (1) reduced travel time, (2) reduced passenger-waiting time, (3) reduced volume
count, and (4) enhanced quality of travel experience.
In Metro Manila, the presence of public, formal and informal, transportation hubs and terminals
are strategically located in areas readily accessible to commuters such as malls, marketplaces,
schools, etc. However, the non-motorized transport (NMT) users such as bikers and pedestrians
are still struggling to claim their own share in road space. Bike lanes, sidewalks, and other NMT
facilities are usually occupied by sidewalk vendors and used as private parking spaces.
Hence, the desired outcomes to enhanced mobility are


Improving physical connectivity and ticket fare integration among urban rail lines, buses,
and feeder modes such PUJs and tricycles including the last mile connection. These
include pedestrian spaces both at grade and footbridges (overpasses) as well as bicycle
user system including but not limited to bike lanes, bike racks, repair shops, and
building’s shower rooms and PWD friendly infrastructure.



Improving communications especially in mapping the public transport hubs, terminals,
and loading and unloading bay with schedules.



Crafting and utilizing NMT and public transport users’ audit. Also providing incentives for
building owners to install wide pedestrian spaces and for companies to manage their
own travel demand management measures (e.g. Car pooling, cycling to work).

Safety
Enhanced Safety is defined as travelling with least risk of loss of life, limb, and property. The
indicators are (1) reduced deaths and injuries on the road, (2) reduced number of vehicular
accidents, (3) faster response time to aid road accident victims, and (4) faster response time in
clearing roads.
There are high incidents of accidents that led to both fatal and non-fatal injuries as shown in
data from WHO (2008), DOTC (2012-2013), MMARAS (2008-2011).
The desired outcomes to enhanced safety are


Developing better information, education, and communication campaign particularly on
pedestrian safety, road safety, and road-sharing concepts (e.g. role of carless streets,
road courtesy, disaster preparation management, and air quality measurement) thru the
use of traditional and social media.
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

Enforcing strictly traffic, transportation and other related ordinances (e.g. role of
insurances).



Improving road-sharing infrastructure (pedestrian and road improvements), and PWD
street guides infrastructure.

Productivity
Enhanced Productivity is defined as generating higher production of goods and services as a
result of less travel cost, effort, and time. The indicators are (1) higher occupancy of vehicles, (2)
higher ratio of trips using public transport compared to private vehicles, (3) faster delivery of
government and private sector services, and (4) lower cost of operating and maintaining
transport vehicles and facilities.
According to Dr. Jose Regin Regidor of UPNCTS, over the last decade motorists and commuters
have lost some P1.513 trillion representing fuel costs and man-hour lost due to the worsening
traffic in Metro Manila.
As such the desired outcomes are


Implementing existing urban design/plan and transport plans in improving the public
transport infrastructure and services.



Promoting way-finding apps that cater to all sectors especially the PWDs for better
mobility management.



Implementing transport demand management measures (e.g. companies with
carpooling and/or bike to work incentives, work from home arrangements etc.)

Civility
Enhanced Civility is defined as having enhanced courtesy, discipline, and contribution to an
engaging and encouraging travel and mobility environment. The indicators are (1) reduced
incidence of road rage and other forms of violence and conflict, (2) reduced incidence of illegal
parking as well as reckless and discourteous driving behavior, (3) reduced unnecessary use of
horns and wangwang, and (4) reduced negative road behavior such as spitting, jaywalking,
littering, smoking, and wearing improper/indecent attire.
A retired American law enforcement officer, Michael Brown, said that an average driver in
Metro Manila “does not feel bound by the rules of the road”. Also, according to him, law
enforcers on the road find much difficulty in managing the general flow of traffic.
The desired outcomes are:


Increasing sensitivity to the mobility needs of the urban poor, the women, the children,
the elderly, and PWDs



Mobilizing and actively educating stakeholders in partnership with representatives from
government, non-government organizations, international organizations, academe, and
business sector on pedestrian and motorist safety as well as road-sharing
implementation modes.
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III. Inclusive Mobility Action Strategies, Programs and Initiatives
The Action Planning Process
The Inclusive Mobility project facilitated two workshops that engaged the stakeholders to
determine solutions to the issues, challenges, and initiatives facing the transport sector in Metro
Manila. It is visualized to contribute towards shaping the elements for visioning the future of
transportation and mobility in Metro Manila. It is also designed to find champions for a
transportation system that prioritizes people’s improved mobility, safety, productivity, and
civility.
The outputs of these workshops will contribute substantially to the ‘Transport, Traffic, and
Mobility Summit’ being planned by Metropolitan Manila Development Authority (MMDA) in
conjunction with related government agencies like Department of Transportation and
Communication (DOTC) and Department of Public Works and Highways (DPWH).
Identification and Diagnosis of Problems, Issues, and Concerns
The Metro Manila Transport Challenge Mapping Workshop held 12 September 2013 gathered a
wide range of stakeholders (total of 59 participants) from commuters, cyclists, pedestrians,
transport advocates, and transport IT innovators. The workshop utilized participatory
consultative techniques using maps, metacards and sticker dots that effectively mustered
insights from the participants. The workshop process includes (1) articulating the views and
insights of the participants about the state of transportation, traffic, and mobility in Metro
Manila, (2) identifying the primary hindrances that affect the changes in mobility and
transportation in Metro Manila, and (3) determining the features and benefits of the different
modes of transportation in Metro Manila relative to mobility, safety, productivity, and civility.
Design of Strategies, Programs, and Initiatives
The Metro Manila Inclusive Mobility Initiatives Mapping Workshop verified the effects of the
various initiatives in traffic, mobility and transportation and determined ways to address the
negative effects. It was attended by a total of 45 participants representing cyclists, PWDs,
private entities, academe, urban planners, and representatives from informal settlement
communities.
The workshops using maps, metacards, and sticker dots enabled the participants to carry out
the following objectives:
1. Identifying opportunities and challenges in mobility, safety, productivity, and civility of the
roads of Metro Manila (Enablers or Barriers)
2. Ascertaining policies and actions being done by the government, the business and private
sector, and the citizens
3. Setting Priorities – Immediate (selected initiatives for implementation within one year),
Short-term (selected initiatives for implementation within 3 years), and Long-term Plans
(all other initiatives for implementation in 10 years) for the government, the private sector,
and the citizens.
A steering committee was convened to further flesh out the details, validate, and prioritize the
actions to be taken. The Secretariat, the IM Project team, will draft the action plan for the
proposed Network. The action plan will be presented for review and approval by general
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assembly of prospective members of the Inclusive Mobility Network by February 2014. The
finalized Inclusive Mobility Action Plan for presentation at the larger Traffic, Transport, and
Mobility Summit will hopefully be adopted for implementation by the MMDA and other
implementing agencies by early 2014
Delivery Arrangement for Action Plan
The formation, operation, and development of the Inclusive Mobility Network will be
undertaken through a participatory multi-stakeholder process that engages the government,
private sector, and civil society organizations in critical partnerships. Critical partnerships refer
to the process of actively working with government, private, and civil society sectors but
maintaining the independence to evaluate and critique the government as a way of
strengthening the total effort towards inclusive mobility.
Identification and Diagnosis of Problems, Issues, and Concerns in Inclusive Mobility in
Metro Manila
In 2011, the MMDA, DOTC, and DPWH organized the Metro Manila Traffic and Transport
Stakeholder Consultative Workshop. The workshop (1) identified various stakeholders in Metro
Manila traffic and transport, (2) advanced inter-stakeholder awareness and stakeholder
community building, (3) obtained various feedback on the initiatives of MMDA, DOTC and
DPWH, and 4) gathered suggestions and recommendations on how to address the worsening
traffic and mobility problems in Metro Manila.
Although several initiatives and projects have been implemented by MMDA, DOTC, and DPWH,
these projects have been implemented in a fragmented and uncoordinated manner. While there
are bold efforts to solve the transport and traffic problems in the Metro, vehicle volume
continues to increase clogging both major and minor thoroughfares in Metro Manila. In 2012,
MMDA accounted 53,140 cars, 55,218 utility vehicles, 3,713 sport utility vehicles and 1,333
buses newly registered in Metro Manila.
Outcome Perspective
Mobility


Issues among motorists and non-motorized transport road users
Commuters in Metro Manila travel using different modes of transport like buses, light
rail trains, jeepneys, tricycles, and taxis. These public transportations are regulated
differently though. Buses, jeepneys, and taxis have boundary system2 that most likely
causes drivers to disregard traffic rules and driving ethics as they compete for
commuters. This behavior however leads to irregular and heavy traffic flow.
The growing number of private vehicles has congested main roads and highways.
Although, the MMDA implemented the number coding scheme3 to mitigate the
congestion, transport policy planning is still car-centered. For policy planning to be
inclusive, it should consider regulating car ownership (e.g. Singapore model) and finetuning the system for high seating capacity vehicles like jeepneys and buses.

2

A fixed amount paid to the operators of Jeepneys, buses, taxis, etc. for driving commuters for a certain
number of hours per day. This “boundary” along with the fuel and maintenance expenses will be deducted
from the amount the drivers earned from their hours of travel. The difference is the driver’s income.
3
The Unified Vehicular Volume Reduction Program or the number coding scheme is MMDA’s way to reduce
the volume of vehicles plying the major routes of Metro Manila.

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Meanwhile, the cyclists’ major problem is the lack of bicycle lanes on roads and
highways. Cyclists compete for road space with motorized vehicles. In Metro Manila,
only the Cities of Marikina, Makati, Pasig, Manila and Quezon have designated bicycle
lanes. Among these cities, Marikina has the most extensive network of bike lanes, And
while there is an advocacy to encourage people to cycle to work, workplaces generally
have no available shower room facility.


Challenge to Commuters, Pedestrians, and PWDs
Poor road facilities and infrastructures hinder pedestrians to achieve seamless mobility.
For instance, footbridges are difficult to climb and poor lighting makes them prone to
accidents and crimes. The MRT and LRT escalators and elevators meant for PWDs,
elderly, and pregnant women are usually under maintenance while stairs are too high
and/or too steep.
Sidewalks are often used as parking space or occupied by vendors making it hard for
pedestrians to walk and jog. It is also used as waiting area of commuters, terminals of
tricycles, and loading and unloading zones of public transport modes.
These situations and the lack of access ramps also add to the difficulty for PWDs to
travel especially those who are on their wheelchairs. Drivers and riders seem to lack
knowledge when it comes to the rights of PWDs on roads. Parking spaces dedicated for
PWDs are often disregarded. Loading and unloading zones are not designed to
accommodate the PWDs.



Issues among lawmakers and law enforcers
Having too many agencies responsible for easing the traffic flow, vehicle congestion, and
other transport matters is seen as a problem. The DPWH for instance is the one
responsible for the construction, maintenance, and improvement of roads and road
facilities. On the other hand, the Land Transportation Office (LTO) and the Land
Transportation Franchising and Regulatory Board (LTFRB) under the DOTC are
mandated to regulate registration of motor vehicles, licensing of drivers and conductors,
franchising of public utility vehicles, and adjudicating apprehensions. Meanwhile, the
MMDA is responsible for metro wide development, transport and vehicular traffic
management, and monitoring and regulating traffic flow of city buses in major
thoroughfares in Metro Manila such as EDSA. The local government in each city has their
own set of enforcers, and traffic and transport code enacted through the passing of city
ordinances.
A clear example of this overlap of functions and authority is the decision of the City of
Manila last July 2013 to ban the buses that do not have terminals inside the city. This
move has affected residents as well as commuters entering the city. It also further
congested traffic in neighboring cities. The lack of coordination and information
dissemination also added confusion among the bus drivers and local government
officials of the neighboring cities.
Another concern is the lack of drive of government officials to improve and promote the
use of public transport modes that can transport more people. In other countries like
Singapore, the government recognized their country’s land constraints and the need to
avoid traffic gridlocks. In order restrain and stabilize vehicle ownership, the government
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introduced innovation in policies like vehicle quota system that complements the range
of ownership taxes (e.g. usage charges). Parallel to this is their effort to continuously
upgrade the whole transport system (through transit-oriented planning) that
encourages more people to take public transport.
Safety


Issues among motorists and non-motorized vehicle users
Public transport drivers competing for the passengers oftentimes drive recklessly and
overload their vehicles thereby endangering commuters and motorists. Tricycles
meanwhile ply along major roads and highways despite the law that prohibits them
from using these roads.
Poor quality and deteriorating road infrastructures like open manholes, poorly painted
concrete barriers, poor lighting, and lack of warning signs cause accidents. Open
parking spaces and lack of bicycle racks expose the vehicles to theft. Driving intoxicated,
high on drugs, or while using the mobile phone are major causes of injuries and deaths
on the road as well.



Challenge to Commuters, Pedestrians, and PWDs
Just before 2013 ended, a bus fell from the skyway in Taguig City killing 22 and injuring
20 passengers. This is just the most recent of the many road accidents caused by
reckless driving.
Pedestrians meanwhile are forced to walk on roads because the sidewalks are often
littered with vendors or used as parking spaces. Footbridges meant to keep pedestrians
safe from crossing highways have steep and narrow stairs discouraging its use.
Meanwhile, the MRT and LRT still lack the safety doors to prevent falling down the rails.
Dim lampposts and scarce police visibility have increased the crime incidence in Metro
Manila roads.
Additionally, PWDs criticize the lack of public knowledge on and sometimes disregard of
their rights. Particularly galling is the lack of public transport to accommodate the
PWDs.



Challenge to lawmakers and enforcers
The DPWH recorded a total of 889 accidents in the National Capital Region (NCR) in
2012. Eight hundred forty nine (849) or 96% of these cases were caused by human
error while 28 or 3% were caused by vehicular defect. The remaining 12 or 1% were
caused by road defect.
Also, the lax rules on obtaining a driver’s license diminish the quality of driving in the
country that in turn has made Philippine roads some of the most dangerous roads in the
world. The Discovery Channel’s documentary called “Don’t drive here in Metro Manila”
aired last year showed how poor the driver’s licensing process in the Philippines is. For
instance, answers to the LTO driving examination are posted inside the examination
room that apparently does not concern LTO examiners.

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Productivity


Challenge among motorists and non-motorized vehicle users
According to National Economic Development Authority (NEDA) Secretary Arsenio
Balisacan, a study by the Japan International Cooperation Agency (JICA) said that the
Philippines is losing PhP2.4 billion in potential income because of the amount of time
spent in heavy traffic instead of spending it in work. Heavy traffic is usually caused by
poor road infrastructures, lack of discipline on the road, corrupt traffic enforcers, and
lack of coordination among the transportation authorities.
Rough roads, poor lighting, and lack of signage are just some of the examples of poor
road infrastructures. Apparently, the Philippines spend less in public infrastructure than
other countries in Southeast Asia. According to NEDA, the Philippines spend only 2.5
percent of its GDP, which is small, compared to its neighboring countries (inquirer.net).



Challenge to Commuters , Pedestrians, and PWDs
Poor people find transport fare costly. In a study conducted by the Inclusive Mobility
Project, families living in three informal settlements in Quezon City spent at least 15% of
their income for transport. For a minimum wage earner, this amount can already buy
one kilo of rice or three cans of sardines—enough for a full day’s meal.
Likewise, poor signage and often dilapidated directional signboards delay the travel
time which result to loss of productivity.



Challenge to law makers and enforcers
Corrupt law enforcers are not helping in solving the issues in productivity. Instead of
lessening the number of traffic law violators that cause traffic, they even tolerate them
as long as they receive bribes.

Civility


Challenge to motorists and non-motorized vehicle users
Most public transport drivers drive recklessly, overtake indiscriminately, and compete
with other vehicles in road space and getting passengers. Meanwhile, some drivers lack
proper hygiene as they spit, pee, and throw garbage anywhere. There are also motorists
who do not respect commuters and pedestrians.



Challenge to Commuters , Pedestrians, and PWDs
In jeepneys, there are passengers who don’t reach out for other passenger’s fare. Some
people throw their empty food wrappers into the road. There are also commuters who
play loud music on their MP3 players or talk loudly over their phones, which can disturb
other passengers.



Challenge to law makers and enforcers
Tokenism still persists among some government officials. At the start of their term,
these officials construct road facilities and even PWD access ramps. However, some
simply abandon these projects or construct substandard facilities.
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Multi-Dimensional Perspective
In order to develop a comprehensive perspective on the opportunities and challenges in
Mobility, Safety, Productivity, and Civility, the dimensions were fleshed out-- Physical,
Economic, Social, Environmental, Institutional, and Technology (as cross-cutting).
Physical
Dilapidated roads and substandard infrastructures hinder the mobility, productivity, safety and
civility of road users. The roads and some sidewalks are congested with vehicles and illegal
vendors. Lack of light posts encourages pickpockets and hold-uppers. Footbridges are
oftentimes too steep for vulnerable commuters (pregnant, elderly, children, and PWDs) to use
for crossing the streets. Roads are flood prone because of poor drainage system.
PWD accessibility is lacking on both roads and buildings. Bike lanes are inadequate and only
Marikina City constructed a fairly comprehensive network where bikers can ride seamlessly.
Also, there are only limited bike racks in Metro Manila where bikes can be safely parked.
There are still a number of road signs that are faded or dilapidated to be useful to pedestrians
and motorists. Even as Metro Manila lacks quality public open spaces, vendors and cars often
occupy these spaces. Moreover, several private establishments do not have enough parking
spaces leaving their customers with no choice but to park on sidewalks or even on the streets.
Economic
There transport cost in Metro Manila vis-à-vis the minimum wage can be disparate. Poor
families spend as much as 15% of their income for transportation which adversely affect their
budget for food and nutrition. Students are normally denied their fare discounts by jeepney
drivers. Taxi fare is expensive and drivers sometimes ask for additional payment during rush
hours or on holiday seasons.
The economic costs of heavy traffic and substandard transportation infrastructures are
significant to both individual commuters and national economy.
Social
There is conflict of interest among stakeholders in transportation relative to the general
welfare. Car owners only think about their right for road space and have a hard time dealing
with public transport drivers. Meanwhile, public transport drivers only care about getting as
much passengers as they could due to the prevailing boundary system.
The lack of discipline and respect among drivers, commuters, pedestrians, and law enforcers are
also social issues. Drivers tend to drive recklessly and sometimes disregard traffic laws and
signage. Jaywalking, spitting, and bribery continue to be major concerns.
Private car owners are not receptive to the idea of using public transportation to resolve vehicle
congestion. In fact, government officials are averse to taking public transportation.

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Environmental
Motorized transport, particularly the poorly maintained vehicles, is a major source of pollution
in Metro Manila. According to CAI-Asia, the Motorized Vehicle Inspection System (MVIS)
designed to foster efficient and road-worthy public transport system has been poorly
implemented. Therefore the general public is exposed to safety and health hazards.
Highways and secondary roads need more trees while walkways are dirty and hardly walkable.
Garbage bins are insufficient and waste segregation is not firmly effected. Also, noise pollution is
a prevalent concern in Metro Manila where jeepneys blare loud music and buses use loud horns
to get passengers’ attention.
Institutional
The transport sector is still not cohesive as multi-stakeholder consultations are rare. That is
why there are transportation projects that do not address the needs of the road users. Road
signs and traffic rules have yet to be standardized as well..
Planning is difficult because there are also too many agencies with overlapping functions
involved in traffic management and enforcement in Metro Manila. In addition, decisions made
by agencies are not always based on scientific and relevant information. There is no central
repository of information and database available to the public and even the decision makers.
Drivers should get more rigorous training on traffic rules, road ethics and road safety measures.
In fact, the Technical Education and Skills Development Authority (TESDA) should certify
drivers of big vehicles like ten wheeler trucks and heavy duty vehicles.
Technological
Public transportation is not operated on a centralized time schedule. The LRTs and MRTs have
not mounted gates to protect riders from falling off the rails. They have not sufficiently installed
CCTV cameras are to efficiently monitor traffic and to better secure pedestrians and motorists.
Modal Perspective
This section describes the identified challenges (negative conditions/ features) per
transportation mode (train, bus, jeepney, AUs, private vehicle, tricycle, and bicycle) with regards
to mobility, safety, productivity, and civility. The information was generated during the Metro
Manila Transport Challenge Mapping Workshop held last 12 September 2013.
Train (PNR, MRT, LRT)
In terms of mobility, it seems like commuters are satisfied with the way trains transport
passengers. However, safety issues were raised based on their personal experiences. People in
jampacked trains are vulnerable to pickpockets. Then the poor lighting in the walkways of the
train stations add to the security threat. There are no safety hand rails or barriers to keep the
passengers at a safe distace from the tracks—making it a potential spot for suicide attempts.
The gap between the platform and train endanger the PWDs. Meanwhile, inoperative ticket
vending machines create long queues for tickets that delay people going to work. Although the
elderly, pregnant women, and PWDs are prioritized, some abuse this privilege which becomea a
a problem in civility. The lack of sanitary toilet facilities also needs to be addressed.

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Bus
Unlike other vehicles, buses are restricted to national roads because of their big size. While its
seating capacity ranges from 40 to 60 passengers, buses continue to cause traffic jams. Buses
don’t have designated bus stops except on EDSA even though there is bus segregation scheme
being implemented by the MMDA. And since buses travel in national roads along with other
vehicles, they register longer travel time compared to the MRT and LRT. Bus drivers are
reputedly reckless. And buses have not been redesigned to accommodate the PWDs, elderly, and
pregnant women.
Jeepney
The “Sasakyan ng Masa”, jeepneys offer the cheapest minimum transportation fare among all
the public transport modes in Metro Manila. With a seating capacity ranging from 18-23
passengers and with routes passing through arterial roads and highways, the jeepneys are a
convenient and cost-efficient choice among commuters. While tehere is no mobility issue safety
concerns were raised – from theft to reckless driving.
AUV
AUV is a a semi-taxi and semi-jeepney transporet mode. With at least 10-person seating
capacity, AUVs transport passengers who can afford the higher fare due to the air condition.
According to commuters, supply of AUVs does not meet the demand of the commuters. This
causes long queues of passengers in terminals—an issue in productivity as this could mean loss
of time and money for students and workers. Public terminals are also not enough for this type
of public transport vehicle. They see this as an issue in mobility. Old models of AUVs cause
discomfort to passengers too.
Private Vehicles
Eight out of ten people in Metro Manila take public transport in going to their destinations. Yet,
most of the road space is used by private vehicles. The MMDA has already expressed their plans
to amend the number-coding scheme to solve the congestion of private vehicles. However,
workshop participants believe that the number coding itself will not suffice to slow down the
increasing number of private vehicles.
Tricycles
Tricycle is a motorcycle with side cab that can carry 2 to 4 passengers and is designed for shortdistance trips. It transports people door-to-door just like taxicabs but cheaper. However, like
cabs, tricycles do not have discounts for students and senior citizens. Its minimum fare applies
to all passengers and varies from distance. While it is considered a “mini-version of cabs”
tricycles are prohibited to ply along highways and main roads. However, this policy is not
strictly enforced. Also, tricycles are not covered by insurance.
Bicycles
Despite its health and environmental benefits, bicycles have the least share in road space in
Metro Manila. The lack of bike lanes, bike racks, and other bicycle facilities make bike riders
suscpetible to accidents. Although it occupies little road space, it can only safely transport one
person. And since riding a bicycle requires balancing and pedalling, bikers are drenched in
sweat when they reach their destinations. Thus, offices should be enjoined to install shower
facilities to also encourage their employees to bike to work.
17

Strategies Programs and Initiatives
The Action Plan will be pursued by the Inclusive Mobility Network using a ten-point strategy, as
follows:
1. Making the transport system work for the poor and vulnerable.
This strategy aims to lower transport fares and find ways to improve the day-to-day
experience of public transport users. It includes but is not limited to initiatives such as (1)
mapping designated vehicles stops, (2) creating more accessible transportation modes, (3)
creating and maintaining pedestrian spaces, and (4) standardizing the infrastructure
designs to meet the needs of both NMT and the PWD.
The test for inclusive mobility is not that the average person is mobile but that even the
poor and vulnerable are. If we aim only for the average person, we exclude half of the
population!
Situation Now
Most Metro Manilans use public transport (8 out of 10), but the public transport system is
expensive (up to 15 percent of income is spent to transport fares), inconvenient, and unsafe
specially for the poor and vulnerable
Key Initiatives








Expand and enhance the public transport system
Map and label the entire transport system -- transport hubs, vehicle stops, pedestrian
facilities, street signs
Increase and maintain pedestrian and PWD spaces, facilities, and policies
Design public transport vehicles for PWDs
Standardize pedestrian and PWD facilities
Increase physical connectivity in the entire transport system
Enhance road-sharing infrastructure and policy

2. Designing the city to be walkable, bike-able, and accessible.
This strategy aims to create a healthier community with more walkable and pedestrian
friendly spaces. It wants to increase in walking and bike routes. Initiatives may include
converting riverbanks to bike lanes and parks as well as, developing walkways outside train
terminals.
To move the city, every person should be able to carry himself/herself, if not all the way,
then part of the way. Every person should try to walk, bike, and/or commutes to their
various destinations. Taking their cars should be the last resort.
Situation Now
Practically all Metro Manilans can walk and a great number are probably predisposed to
bike but they are discouraged by the absence of proper infrastructure, facilities, and safety
arrangements. Metro Manilans, therefore, are being prevented by the system.

18

Key Initiatives






Provide infrastructure and policy support for NMT
Provide parking space for bikes and shower facilities for bikers in transport terminals
Construct bike lanes and parks along riverbanks
Enforce policies on common areas, setbacks, and public spaces against encroachment
and privatization
Promote bike plan programs for government and private sector employees

3. Moving people, not vehicles.
Urban transport is about moving the majority of city’s population. This entails building more
efficient transport system that connects people with their jobs, health care, education, and
other basic needs.
Those who have less in wheels must have more in roads. Efficient and effective public
transport must be the backbone of the transport system.
Situation Now
Traffic and transport policy, management, and enforcement in Metro Manila move vehicles,
especially cars, and not people. This matches the car ownership-fixation of the public and
makes transformation difficult.
Key Initiatives






Encourage the use of public transport
Fast-track the evaluation, design, and implementation of innovative systems such as the
Bus Rapid Transit (BRT) system
Use infrastructure and policy to encourage high occupancy vehicles
Increase preferential treatment to non-motorized transport in road-sharing schemes.
Use congestion pricing to prevent traffic jams and gridlocks.

4. Ensuring mobility with safety and civility.
The strategy pertains to strict implementation of laws (e.g. on traffic and road safety) while
safeguarding and promoting the welfare of the general public who uses the public transport
system. On the other hand, the general public (users) has an important role in performing its
duties as a good citizen.
Mobility in a highly urbanized and complex city must not sacrifice safety and civility. The
dignity and security of human life must be upheld.
Situation Now
Metro Manila experiences high rates of road accidents and road deaths and injuries. The
high volume of vehicles without dedicated lanes or tracks competing for limited road space
increase the risks of collisions.
Key Initiatives


Improve the road emergency response capacity of local governments and hospitals.
19



Make road behavior a focus of civics education and information campaigns.

5. Promoting clean air, clean streets, clean vehicles, and clean facilities.
Clean streets and clean facilities are probably one of the most visible government services
regularly done to enhance public health and reducing environmental degradation caused by
pollution from the transport sector. This also includes the promotion for the use of new
technologies (e.g. e-vehicles) as alternative to fossil fuel based transport modes.
The sustainability of the transport system must be assured, and this must be evident on the
ground, not only in statistics.
Situation Now
Metro Manila is highly polluted. It is also characterized by dirty even unsanitary public
spaces and facilities.
Key Initiatives



Strictly and consistently enforce the environment-oriented national policies and local
ordinances.
Provide tangible incentives to fast-track the adoption and use of environmentallyfriendly and fuel efficient vehicles.

6. Planning and communicating better and traveling less.
This strategy aims to advance an effective planning process that competently allocates
resources. Moreover, it helps decision makers and transport users prioritize transport
activities that reduce the need for personal travel and provide alternative transportation
options.
Mobility is accomplishing travel purposes at least travel, cost, and time. Habitual planning
and communicating, individually and collectively, help reduce travel.
Situation Now
The framework, predisposition, and capacity for synchronized planning at the regional, city,
village, household, and personal levels practically do not exist, thus preventing stakeholders
to contribute to a well-functioning transport system.
Key Initiatives





Enhance the integrated, sustainable, and inclusive urban planning capacities of local
governments and the MMDA
Increase the integration, consistency, and interoperability of national and local
government agency plans, programs, and operations in Metro Manila
Generate deeper and wider understanding of transport and mobility issues by
undertaking inclusive mobility audits and studies
Increase the capacity of local authorities for inclusive mobility planning and
management by designing and conducting training courses for inclusive mobility
professionals
20



Hold regular tripartite meetings among government, the private sector, and civil society
to communicate, plan, and cooperate habitually on inclusive mobility issues

7. Sharing information to increase connectivity and accessibility.
Leveraging on the use of technology, this strategy targets to transform the transportation
sector. Public sharing of information enables alternative and out-of-the-box options and
solutions. This can also trigger innovation among key local players and markets to improve
their services. Some examples are android apps and Internet portals.
Situation Now
Modern information and communication technology is available to Metro Manilans but the
applications and content needed to enable intelligent and timely travel routes are still
inadequate.
Key Initiatives







Encourage new ways of harnessing social and traditional media for enhancing mobility.
Develop new route options apps
Make information on traffic and transport matters understandable to the public through
the use of local language and the use of popular media.
Increase the use of infographics for making transport and mobility issues widely
understandable to ordinary Metro Manilans
Establish an IM Portal that will widely generate, store, and share information promoting
inclusive mobility
Engage the media in producing and disseminating content on inclusive mobility.

8. Making our neighborhoods more accessible to the rest of the city.
This strategy is associated on how neighborhoods are planned, its land use, and travel
behavior of residents. It also considers the level of access to common destinations such as
offices, malls, market etc. The strategy also looks at how neighborhoods are designed whether it encourages walking and biking, among others and its incentives – with the aim
on how to increase or create higher levels of neighborhood connectivity.
We cannot expect the whole city to be hospitable to our travel intentions, if we close our
villages to the rest of the city.
Situation Now
As roads become more congested many villages control and limit access to their subdivision
roads. This reduces the flow of vehicles in the metropolis and increases travel time.
Key Initiatives



Fast-track and expand the government takeover of the maintenance and regulation of
subdivision roads to make them available to the public
Identify private villages and neighborhoods as well as closed streets for specific
purposive action to encourage openness to public transport.

21

9. Changing mindsets and behaviors—the authorities’ as well as ours.
The strategy pushes a paradigm shift to a more comprehensive transportation system that
veers away from the car-centric paradigm to a more person-based and environmental
friendly system. It deviates from “traffic as the problem” to finding mobility solutions.
Inclusive mobility is a set of conditions shaped by human intentions and behaviors – more of
ours and less of the authorities.
Situation Now
Filipinos continue to have a fixation on car-ownership. City governments continue to resist
greater levels of unified metropolitan governance. While a paradigm shift is needed, there
are still just a handful of influential champions of inclusive mobility in government and the
private sector.
Key Initiatives




Encourage transport user contribution to overall mobility
Introduce courses or sessions on inclusive mobility in schools
Ensure that appointments of government officials and appropriation of government
funds promote rather than hinder inclusive mobility.

10. Attaining the mobility of all by engaging all especially the poor.
The poor and the vulnerable sector of the society are the most affected whenever there are
changes/projects in the transport sector. Thus, the IM Network offers an online platform to
give them voice and to facilitate suggestions and recommendations.
We cannot inflict inclusive mobility on the poor and the vulnerable. They must actively and
meaningfully participate and own their share of inclusive mobility schemes and initiatives,
commensurate to their collective footprint on the streets.
Situation Now
The poor, the vulnerable, and the marginalized comprise the majority of Metro Manila
population. They are least capable (cost-wise and physically) to travel in Metro Manila. Yet,
they have no power, influence, or participation in the formulation of transport policies and
in the design and construction of facilities.
Key Initiatives





Ensure that the poor, the vulnerable, the disadvantaged, and the marginalized are given
specific and adequate representation in all national and local consultations relating to
the design, implementation, and evaluation of transport policies and initiatives.
Use the traditional and social media to increase the overall interest and knowledge of
citizens regarding the transport system in Metro Manila.
Demonstrate using a real inclusive mobility challenge in a selected community in Metro
Manila how active citizen participation can be used to add value to national and local
government efforts to enhance mobility
Establish an Inclusive Mobility Network that will harness and engender the active
participation of all stakeholders in inclusive mobility in Metro Manila.
22



Promote the use of citizen petitions, whether online or otherwise, as an avenue for
meaningful citizen participation in inclusive mobility decision-making.

Key Initiatives for the Short-Term
The following are the key initiatives that can be implemented by the Inclusive Mobility Network
in the short-term or a period of one (1) year 4:
1. IM Network Action Plan
The IM Network Action Plan is the key tool for mobilizing stakeholders to achieve collective
impact.
2. IM Portal
The IM Portal is the primary tool for creating, consolidating, and sharing IM-relevant
information among the stakeholders, the general public, and the targets of IM advocacy.
 website and social media;
 with maps that can crowd-source problems, best practices, black spots;
 bloggers
3. Infographics
Infographics are the knowledge products of choice for educating the general public about
the transport and mobility system in Metro Manila and presenting and advocating positions
on IM issues.
4. IM Audit Studies
IM social audits are the preferred mode by which the IM Network will measure policy,
implementation, and evaluation gaps that need to be addressed by decision-makers and
stakeholders in order to enhance inclusive mobility.
5. Community Level IM Pilot Projects
Community-level IM pilot projects are well-chosen real-life experiments for learning and
demonstrating how to combine efforts and resources of various stakeholders, for attaining
IM objectives set for specific communities.
6. IM Professionals Course
The IM Professionals Course is a systematic approach to building the competency of IM duty
bearers in national and local governments, the private sector, and civil society. It seeks to
hasten the design and completion of innovative IM initiatives in Metro Manila.
7. IM Network Expansion
The formalization of the Inclusive Mobility Network enables the active participation of the
poor, the vulnerable, the disadvantaged, and the marginalized in promoting their mobility
together with the rest of the metropolis.
4

These key actions/initiatives were identified by the select set of representatives from the larger assembly of
the past 2 IM workshops.

23

8. On-line Petitions
On-line petitions empower IM advocates to communicate their policy preferences to their
leaders and decision-makers in government as well as to the private and civil society
sectors.
9. Media Engagement
Media engagement is crucial in enlarging the reach of IM awareness raising and policy
advocacy and will be actively pursued by the Network and its members.
10. Regular Tripartite Policy Meetings
The IM Network will promote regular and frequent dialogues with decision-makers in
government, private sector, and civil society to promote critical collaboration to attain the
greater and long-term goal of inclusive mobility in the metropolis.
Government, Private, and Civil Society Sector Roles and Tasks
In the Philippines, the partnership between the government, private sector and civil society has
been recognized as an effective means to bring about efficient delivery of services. Each has a
critical role to foster collective impact, broadening social action, greater civil participation, and
sound decision making that responds to the community needs.
It is important to note however, that actions and initiatives to address these complex social
problems should not start from scratch or creating entirely new solution. That any initiatives
should build on existing collaborative efforts already addressing specific issues.
The Role and Tasks of the Government
The public sector, both national and local governments, plays a crucial role in addressing the
challenges facing the transport sector. The government enacts the policies that can shape and
transform the system. Learning from the experience of Living Cities5, the effort of government to
collaborate with the private sector, non-profit, and philanthropic sectors collectively created a
new civic infrastructure that harnessed and aligned their financial resources to support their
intended beneficiaries. OECD (2013) 6 emphasized that governments play a pivotal role in
influencing private sector investment. As such they can improve the business climate to
encourage investments in sustainable transport infrastructures.
The Role and Tasks of the Private Sector
In rapidly growing cities, transportation infrastructure development usually cannot keep up
with the demand and the externalities brought about by urban transportation (e.g. congestion,
air pollution). This scenario according to GTZ (2004) is when private sector participation plays
an important role especially in finding adequate resources to help cities finance infrastructure
and deliver adequate services 7. Aside from financing, private sector can also lessen the burden
5

Living Cities is an innovative philanthropic collaborative of 22 of the world’s largest foundations and financial
institutions that collectively share knowledge and experience to improve the lives of low-income people and
the cities where they live. http://www.livingcities.org
6
OECD Environment Working Papers No. 56. Mobilising Private Investment in Sustainable Transport: The
Case of Land-based Passenger Transport Infrastructure. http://bit.ly/1dvsgxZ
7
GTZ. 2004. Private Sector Participation in Urban Transport Provision. http://bit.ly/1dft1Ar

24

from government in development projects utilizing the mechanisms such as the Public-Private
Partnership (PPP). The private sector can also get involve in construction, operation and
maintenance of existing and new systems (Worldbank, 1996) 8. According to OECD, PPPs have
been successfully implemented for BRT sytems, rails, and shared-used bicycle and car systems.
Investments in the transportation sector can bring about increase in economic activities.
The Role and Tasks of Civil Society
Sustainable cities will not be made possible without citizen movements and advocacy in favor of
sustainable transport and taking into consideration the key elements of inclusive mobility,
safety, productivity, and civility. Civil society often takes the lead in initiatives that changes
mindsets and behaviors of transport users, private sector, and decision-makers. This sector also
generates specific actions and can continue even beyond turnover in governments.
Civil society groups can also function on the following: participate in independent monitoring
and evaluation of programs and projects that other people value; can participate in data
gathering (and may even provide up-to-date data) for sound decision-making; and may even
accumulate and share knowledge, capacity, skills and networks.
Inclusive Mobility Action Program9
Overview of the Program Thrusts
This program for inclusive mobility relies on the optimal utilization of all technological,
planning, organizational resources, and the development of culture of transport users. Thus
each individual will have contribution to enhanced mobility and can be made possible through
the following: 1) Improving physical connectivity; 2) Improving communications; and 3)
Encouraging transport user contribution to overall mobility.
Government Initiatives
The following are the suggested key actions to be undertaken by the government:
1. Map and survey to gather up-to-date information that can enhance the transportation
system in Metro Manila. Ensure that knowledge product be made public knowledge.
2. Promote alternative designs of public transport vehicles that are friendly to vulnerable
groups like PWDs, women and elderly.
3. Implement policies (e.g. National Building Code) to protect the use of setbacks, easements,
and pedestrian lanes (to minimize government cost of reacquiring right-of-way).
4. Review the design standards and specifications of sidewalks.
5. Create more walkable public spaces.
6. Allocate budget for LGUs for development and maintenance of sidewalks and bikeways.

8

Jorge M. Rebelo. 1996. Essentials for Sustainable Urban Transport in Brazil Large Metropolitan Area. World
Bank Policy Research Working Paper. http://bit.ly/JHmdyU
9
Key actions/ initiatives of the government, private sector, and civil groups are based from the Inclusive
Mobility Initiatives Mapping Workshop.

25

7. Provide incentives to encourage employees to practice bike to work.
Private Sector Initiatives
The following are the suggested key actions to be undertaken by the private sector:
1. Synchronize with government the initiatives (infrastructure projects) spearheaded by the
private sector (e.g. sidewalks, bikeways).
2. Improve accessibility within private subdivisions, malls, etc.
3. Invest in biking, pedestrian, and PWD friendly facilities based on standards.
4. Promote car-pooling policy within the company and provide incentives to those who will
participate. Or provision of service vehicles/ shuttle services for employees.
Civil Society Initiatives
The following are the suggested key actions to be undertaken by the civil society sector:
1. Report violations, complaints and suggestions using available traditional and on-line
platforms (e.g. social media)
2. Promote walking and cycling.
3. Mainstream innovative/ alternative transport vehicles for consideration in long term
plans of especially if it will affect LGU infra/ public works.
Inclusive Safety Action Program
The program’s thrust is to enhance the safety in roads of both the motorized and non-motorized
road users. Enhanced safety can also be made possible through the following: 1) Advocating and
having better information, education and communication campaign; 2) Use of traditional and
social media in disseminating public information that will aide in public transportation and road
safety; and 3) Strict enforcement of traffic and transportation ordinances.
The following are the recommended key actions to be undertaken by the government:
1. Promote polices that aimed to promote walking and cycling and improve the conditions
for pedestrians and cyclist.
2. Promote policies that will support the provision of PWD-friendly transport facilities that
follow international standards.
3. Provide of safe loading and unloading areas/facilities.
4. Enforce strictly traffic laws and standards in road safety.
26

5. Provide insurance policy programs for drivers and highway enforcers.
6. Create programs in collaboration with local schools to include road safety education in
school curriculums.
1. Support and implement infrastructure facilities that are PWD-friendly.
2. Light up the business establishments and waiting sheds.
3. Invest in sustainable transport and promote the use of NMT in the development projects
to lessen the risks of accidents.
4. Maintain regularly the vehicles, public and private.
5. Support the institutionalization of road safety schools.
6. Change company policy (e.g. from boundary system to regular wage earners) that will
have an effect to the driving habit of drivers.
7. Prevent if not cease the selling of motorcycles to unlicensed drivers
8. Install more CCTVs for monitoring violations
1. Abide and observe traffic safety practices
2. Participate in the inventory of major transport facilities (e.g. pedestrian crossings,
footbridges etc.) that will have an effect to the safety of commuters and pedestrians.
3. Lead in the advocacy for road safety to different sectors and even to children.
Inclusive Productivity Action Program
This program aims to respond to the challenges and requirements of desired economic growth
especially to the increasing service-oriented economy of Metro Manila. That improvement in
this aspect should be able to support the growing population and diverse expectation in urban
activities. Thus, key actions towards inclusive productivity should lead to improving efficiency,
service offerings, and manageability of public transportation. This can also be made possible
through the following: 1) Improvement in road-sharing infrastructure; 2) Utilizing existing
urban design/ plan; and 3) Promoting way-finding apps.

27

1. Provide parking spaces and washrooms for cyclists in major transport stations such as
MRT and LRT
2. Support alternative technology such as E-vehicles
3. Discover technique to effectively regulate public transport modes that include the formal
and informal
4. Rationalize PUV franchising.
5. Promote policies that will encourage flexible work hours/home-based jobs.
6. Explore possibilities to create policies that will give 'tax incentives' for citizens who bike
and walk to work
7. Promote programs for employees (e.g. 'bike plans/ loan program 10)
8. Create programs that will provide jobs for PWDs near the place where they live.
The following are the suggested key actions/initiatives to be undertaken by the private sector:
1. Provide service vehicles/ shuttle services for employees.
2. Explore company policy for the possibility of flexible work hours/ home-based jobs.
1. Dismiss any form of bribery.
2. Endorse non-motorized transport.
3. Partake in activities that will generate and share data to make our transport system
contribute to productivity.

10

Citing the example of Pasig City LGU for their Bike to Work Loan Program.

28

Inclusive Civility Action Program
Inclusive civility action program is geared to making people contribute to the creation of a
livable city with comfortable and safe streets, sidewalks, public transportation, and public
spaces. Key actions to help achieve this is through the following: 1) Mobility sensitiveness; 2)
Improving communications; and 3) Mobilizing and educating stakeholders.
1. Create and implement a master plan for a safe, appropriate, environmental-friendly
metro-wide public transport.
2. Promote and support projects that will convert riverbanks to bikelanes and parks
3. Review existing transport policies (e.g. bike/ motorcycle lanes) and obtain feedback/
information from actual practitioners.
4. Expand information campaigns on traffic/ transport protocols/rules
5. Enforce policies to stop any form of corruption.
6. Collaborate with the Department of Education (DepEd) to develop and teach a module on
traffic rules, regulations, and road safety to elementary and high school students
1. Establish a course on public responsibility in the public transport infrastructures
2. Stop business establishments from using public spaces as their own.
1. Become responsible citizen – aware, courteous, and respectful to others
2. Demand the citizen’s right to a better public transport and livable city.
3. Desist from any form of bribery

29

IV.

References

The Inclusive Mobility Network Steering Committee
The Inclusive Mobility Project Team
Table 1 -- Areas for Improvement in the Different Transport Modes in Metro Manila by Outcome
Area (Mobility, Safety, Productivity, Civility)
Table 2 -- List of Enablers of and Barriers to Inclusive Mobility by Outcome Area (Mobility,
Safety, Productivity, Civility)
Table 3 -- List of Government, the Private Sector, and the Civil Society Initiatives for Inclusive
Mobility by Outcome Area (Mobility, Safety, Productivity, Civility)
Sources Consulted and Cited

30

Inclusive Mobility Network Steering Committee

Mr. Rally De Leon
Manager
Lyon Couriers

Ms. Trina Tolentino
Executive Director
Operation Katipunan

Mr. Alberto Suansing
Executive Director
Global Road Safety Partnership

Mr. Karlo Robosa
App Developer
Trip Barker

Mr. Erwin Paala
Secretary General
Families of Road Victims and
Survivors

Mr. Chad Osorio
Contracts Management Specialist
Affiliated Network for Social
Accountability (ANSA) in East Asia
and Pacific

Mr. Cyrus Ballega
Abot-Kamay ng mga may
Kapasansanang Pasigueno ang
Pag-unlad (AKKAPP) Federation

Ms. Lalaine Guanzon
Public Relations Advisor
Wheelmobile

Mr. Quin Cruz
Community Representative
Pasig City

Mr. Ronald Rodriguez
Project Assistant
Pathways to Higher Education

Mr. Ryan Sumo
Freelance Illustrator/ Game
developer/ mass transit advocate

Ms. Louie Golla
Director
Motorcycle Philippines Federation
and Ryders with Disabilities

Mr. James Velasco
Founder
Ryders with Disabilities

Inclusive Mobility Project Team

Dr. Segundo Joaquin E. Romero Jr.
Program Director
iBoP-Asia Program
doyromero@yahoo.com

Mr. Lorenzo Cordova Jr., EnP
Research Associate
Inclusive Mobility Project
lorenzojr.cordova@gmail.com

Dr. Marie Danielle V. Guillen
Senior Research Associate
danielle.guillen@gmail.com

Althea Muriel L. Pineda
Project Associate
altheamurielpineda@gmail.com

Table 1: Areas of Improvement in Different Transport Modes in Metro Manila by Outcome
Area (Mobility, Safety, Productivity, Civility)

MODE OF
TRANSPORTATION

MOBILITY
SAFETY
PRODUCTIVITY
In terms of negative conditions/features

TRAIN (PNR, MRT,LRT)

BUS

coaches are too
few and unsafe

no defined bus
stops

lack of signages and
maps

lack of security prone to
pickpockets
unsafe stations - lack barriers
for safety of
passengers
uneven gap
between train
and platform is
not safe
poor lighting
facilities at the
walkways
unsafe because
of reckless
drivers

defective ticket
vending machines

mainly limited to
national roads
Non-aircon buses
are uncomfortable
JEEPNEY

longer travel time

CIVILITY
priority train is
abused (even
able-bodied use)
not enough toilet
facilities at the
train stations

Not very
sensitive to the
needs of, PWDs,
senior citizens
and women

Absence of real city
buses

unsafe -- more
incidents of
hold-up and
pickpockets

there are also
more
undisciplined
drivers who
don’t use the
designated
loading and

There are still
many
undisciplined
commuters who
do not fall in line
(marami pa ring
line, commuters
ang walang
disiplina at di
pumipila)
no mechanism
for abusive and
undisciplined
drivers

MODE OF
TRANSPORTATION

MOBILITY
SAFETY
PRODUCTIVITY
In terms of negative conditions/features

CIVILITY

unloading
points; do not
care about the
safety of their
passengers

AUV/FX

lacks terminal

PRIVATE VEHICLES

TRICYCLE

BICYCLE

irregular supply

old model FX
small space -very
uncomfortable
feels unsafe

number coding is
not a deterrent in
reducing number
of vehicles

more traffic
violations
because of
reckless driving

No convenient
terminal (walang
maayos na
terminal)

Lack of cycling
lanes,
infrastructure like
bike racks and
office shower
rooms

can cause air
pollution
no privacy

no insurance –
presence of
colorum
plenty of road
hazards like
poorly designed
drainage system
and poor road
conditions

waiting is longer
uncomfortable because of long ques not enough space
fare is more
expensive
No fare discounts
for students and
senior citizens
Motorist spend
more time on the
road rather than
spending it with
more productive
work

more private
vehicle owners
give bribe to
traffic enforcers

no fare discount for
students and senior
citizens in some

Some drivers
don’t follow rules
eg. Driving in
areas not allowed

limited carrying
capacity

some bikers do
not have
discipline spitting

Sweaty when
reaching your
destination - shower
facilities;

some bikers are
not familiar with
traffic rules -counterflow;
biking on
sidewalks

Snacks become more
expensive than
transport fare

Table 2: List of Enablers of and Barriers to Inclusive Mobility by Outcome Area (Mobility, Safety,
Productivity, Civility)
DIMENSIONS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

Enablers
public
transport
hierarchy

Barriers
over-crowding

Enablers
accessibility of
PWDs and the
elderly
(provision of
elevators

Barriers
crowded road

Enablers
mixed-use
urban areas
and
communities

Barriers
people throw
garbage on the
road

footbridges are difficult
to climb; too high and
steep)

PHYSICAL

Barriers
urban sprawl (what is
the shape of the
community?)

should have
parking space
for bikers

overloaded jeepneys
and buses

buses are safer
in case of
accidents

minimum size of road
signs bigger fonts,
shorter names -- for
commuters and
drivers to see from
afar

time and
motion study
traversing
Metro Manila
for all modes
of transport

vehicle density

limited road space/ small
passage way

bikes occupy
less road space

structure and design
of jeepneys and
tricycles are not safe

presence of
footbridges

heavy traffic situation

encounters
less traffic
saves time

size of vehicle as
factor

For PWDs: no safe
sidewalks; no allotment
for parking space substandard PWD access
ramps; no loading and
unloading zones

there are
designated bus
stops

concrete barriers do
not improve
motorist safety

presence of
pedestrian
crosswalks/lights
/ signals

absence of designated
bike parking and
shower facilities

bus drivers are
more aggressive
(offensive drivers)

Enablers
road
infrastructure

DIMENSIONS

MOBILITY

SAFETY

PRODUCTIVITY

Barriers
too wide center island
boxes

Enablers
mixeduse/transitoriented
development,
e.g., Araneta
Center

Barriers
dangerous open
manholes

Enablers

Barriers
poor infrastructure maintenance instead of
improvement

absence of
walkablesidewalks

presence of
FX/AUV share
a ride

safety and security of
open car parks from
thefts and robbers

overloading public
utility vehicles

For bike riders: barriers
to cycling (u-turn
schemes, high overpass;
no bike lanes)

use of
minimum
width and
quality of
sidewalks as a
basic right

no bike
parkings/lacks
secured bike parking

no parking space for
PWDs

poor signage/way of
finding transport for
commuters; no system
for knowing route name
or route of PUB/PUJ
(visible from afar makes commuters go to
center of road)

should have
overpasses
with
escalators/walk
ways/walkaton

absence of
emergency exits in
buses

elevators and
escalators are often
out of order

overcrowded public
utility vehicles

LRTs/MRTs
have
segregation/
special section
for women,
elderly, and
PWDs

road signs are not
visible

double parking and no
parking signs

CIVILITY

Enablers

Barriers
inconsiderate
people lackconcern to
others

Enablers

DIMENSIONS

MOBILITY

SAFETY

Barriers
difficult to climb MRT
and LRT stations;
elevators and esclators
for PWDs and elderly
most of the time out of
order

Enablers
there should
be tax
incentives for a
3 meters
setback of
building (1st
floor) for
pedestrians

Barriers
unsafe footbridges
(too steep, no
proper lighting, too
narrow, no ramps)

dilapidated road
conditions

safe sidewalks
for pedestrians

LRTs/MRTs always
operate beyond full
capacity

no efficient drainage
system

more effective
traffic lights

many streets without
street lights

sidewalk used as waiting
area (loading and
unloading zones)

how to make
mobility
convernient to
commuters

lack of affordable
housing for the poor

poor streetlighting

PRODUCTIVITY

Enablers

Barriers
lack of quality public
open spaces

wrong infrastructure
for PWDs in building,
roads, public areas,
etc.

CIVILITY

Enablers

Barriers

Enablers

DIMENSIONS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

Enablers
transportation
is a major
employer

Barriers
lack of discipline
among commuters,
pedestrians and
motorists (rude
drivers/some drivers
drive recklessly while
intoxicated/some
drivers are implicated
in crimes, “patok”
jeepneys make loud
music)

Enablers
the presence
and practice of
"bayanihan
principle"

Barriers
long que for FX/AUV

Enablers
bicycle riding
promotes
mental and
physical
health among
the
workforce

Barriers
lack and no
discipline among
drivers and other
motorist; some
drivers do not
follow traffic
signals; some
drivers do not
have road
courtesy reckless driving
and indiscriminate
overtaking

Enablers
Filipinos are
normally polite
and have a sense
of shame "hiya"
(considerate to
others - give
seats to the
elderly, pregnant
women, and
PWDs)

lack of discipline among
drivers, commuters and
pedestrians

police/supervis
or to manage
people riding
MRTs/LRTs

commuters/pedestria
ns and motorists do
not care about other
commuters/pedestria
ns/ operators and
drivers do not obey
traffic and transport
laws

bike groups
promote biking
practices

Choosy drivers
whether taxi drivers,
jeepney, tricycle, etc.

bicycle riding
is healthier,
hence, more
productive

some drivers do
not respect
ambulance and
other emergency
vehicles; some
drivers do not
respect traffic
markings
(loading/unloading
zones, no parking,
etc.)

some drivers
observe road
courtesy

discrimination of drivers
with bikers

tourist
police/guards
are being used
as city
ambassadors

abled persons lack
awareness on the
laws regarding PWDs

Filipino time as an
attitude

personal
hygiene and
good
grooming of
some drivers

some drivers do
not have respect
and consideration
to their
passengers

there should be
educational,
cultural ads, and
signage in train
stations and on
the roads to
educate people
on their roles
and
responsibilities
regarding traffic
and transport
systems

SOCIAL

Barriers
sectors have their own
vested interests and
usually hard for them to
understand general
welfare

DIMENSIONS

MOBILITY

SAFETY

Barriers
crowded transport
system

Enablers
more drivers
seem to be
aware of
cycling

disregarding traffic
officers "stop" hand
signal results in no
apprehension (sending
bad signals)

presence of
TODA,
jeepney
associations,
bus drivers,
associations
workshops
new friends
through social
activities

indiscriminate parking at
national and secondary
roads

lack of awareness of
drivers about PWDs
rights in transportation
and pedestrians; drivers
should have seminars
about rights of PWDs

Barriers
presence of bike
theft

PRODUCTIVITY

Enablers

Barriers
difficulty in taking
public utility vehicles
especially every
Monday

Barriers
there are
underage and
drivers driving
without license

Enablers
we should all
exercise
discipline for a
better society

conflict between
drivers and
commuters

lack and no
discipline among
commuters and
pedestrians

bikes and
walking prove to
have a calming
effect

lack of discipline
among drivers and
commuters

some commuters
do not have
respect and
consideration to
other commuters
(younger
generations do
not offer seats to
the elderly and
PWDs; to each its
own attitude; talk
loudly on the
phone)

group riders
promote good
camaraderie

"everybody doing it"
attitude

some commuters
do not have
respect and
consideration to
drivers (e.g., heavy
weight passenger
do not offer to
pay equivalent of
two persons)

road courtesy

poor conditions of
vehicles
illegal parking of
vehicles

Enablers
cleanliness of
public utility
vehicles

CIVILITY

DIMENSIONS

MOBILITY

SAFETY

Enablers
vehicle
upgrading

implementing rules on
noise pollution
(mufflers) how loud is
loud?

disaster
preparedness
and
management

unregulated land use and
development

LGUs have no capacity
to measure air pollution

ENVIRONMENTAL

Barriers
lack of trees

Barriers
presence of smoke
belching vehicles

Enablers
bikes and
walking are nonpollutants

PRODUCTIVITY

CIVILITY

Barriers
air and noise pollution

Enablers
green roofs

Barriers
no discipline in
waste disposal don't follow waste
segregation
program

Enablers
provision of
segregated
recycling bins in
every
community

Littering

pocket
parks/adding
plants/trees
to urban
landscape

air (foul smell of
surrounding) and
noise (loud and
noisy jeepneys)
pollution

greening of
landscape by
providing plants
(flowering and
ornamental) and
trees

ride a bike

Storm-water
management
(sewers, biowastes)

presence of guiltfree litter bugs
(throwing of
plastic bags,
cigarette butts and
other garbage
anywhere)

no plastic bag
policy helps
reduce
flooding

community
gardens

calamities;
environmental damages

ECONOMIC

smoke belching vehicles
hazardous to health
traffic situation in Metro
Manila has a big impact
in our economy

increased
productivity
with improved
transport
system

presence of beggars
around public
transportation
terminals

high cost of transport
fares

more time to
work in
transit

urban
development is
too focused in
Metro Manila

Metro Manila is
the main
employment
center

DIMENSIONS

MOBILITY

SAFETY

Barriers
students and senior
citizen fare discounts
should be strictly
implemented

Enablers
cheap fares

sidewalk is being used as
vending areas

availability of
cheap
umbrellas for
sale
everywhere
cheaper reusable bag for
unplanned
shopping

taxi fare is expensive;
some taxi drivers
choose passengers

Barriers

PRODUCTIVITY

Enablers

Barriers
maintenance of vehicle
that cause hindrance
to commuters

Enablers
work from
home/flexitime

lost productive time
due to traffic

CIVILITY

presence of
one-stop
shops / bayad
centers,
malls, etc.
use taxi as
miniconvenience
store

snacks more
expensive than bus
fare (for bikers/cyclist)

an individual has to take
leave of absence to be
able to file a complaint
against abusive drivers

bicycle riding
saves money
no fare
needed

lost man hours in traffic

Barriers

use of public
vehicles as
avenues for
business and
networking

INSTITUTIONA
L

boundary system (forces
PUV drivers to wait for
passengers)
Lack of -standard hand
signals (uncoordinated)
for traffic directors; for
pedestrians and cars

many policies
exist

hopeless traffic
enforcers

existence and
good
enforcement of
transportation
policies

unregulated tricycle
regulatory board high cost of fares even
for short trips

more
information
campaigns
from
barangays

TRAFFIC AND
TRANSPORT:
no effective
planning for
transport and
traffic system

Enablers
presence of
mixed income
communities

DIMENSIONS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

Barriers
need for emphasis in
transportation in landuse decision/planning

Enablers
presence of
professional
drivers

Barriers
tricycles operate in
major roads

Enablers
use of
motorcycle
helmets is
enforced

Barriers
location of public
services/ agencies in
hard to
reach/inaccessible
places

Enablers
efficient
urban
planning in
consultation
with all
stakeholders

Barriers
no proper
coordination
among different
agencies

lack of long-term
planning

strict
implementatio
n of traffic and
transport laws

too much corruption

presence of
more MMDA,
paid and
volunteer traffic
enforcers on the
road

poor training on traffic
and road rules for
drivers,
commuters/pedestrian

start
development
s outisde
Metro Manila
to decongest
the
Metropolis

“tokenism” in
construction of
PWD facilities

13-inch tire-to-gutter
for unloading vehicles (is
there a rule in traffic
code?)

government to
listen to the
concern of the
people

no metro-wide bike
policy/plan

should enforce
"car less day"
policy

folding bikes are not
allowed inside
establishments and
offices

no coordination
between gov't agencies
in projects in the same
area - no stakeholder
consultations and advice
too many agencies
involved in traffic
management and
enforcement (MMDA,
LGU, Barangay)

inter-gov't
agency
dialogue

no lane designation

implement
one-stop shop
information
port for the
public to see -citing all
available
modes of
transport

enforcers not
wearing reflectorized
clothes and traffic
sign paddles

no laws on proper
hygiene and
sanitation for
commuters/
pedestrians and
drivers

de-politicize
planning

no road sign
standardization

HOUSING: lack
of provision of
affordable housing
for the poor

implement the
accessibility on
transportation

LTFRB has no
clear policy and
complaint
procedures for
drivers and other
motorists
no limitation in
the number of car
ownership

Enablers

DIMENSIONS

MOBILITY

SAFETY

Barriers
give importance to
awareness raising on the
rights of PWDs

Enablers
integrated
transport
systems

Barriers
overloaded buses,
jeepneys, tricycles

no shower facilities for
bike to work citizens

presence of rail
system

PRODUCTIVITY

CIVILITY

should have "wiper
on" and "headlight
on" policy for cars,
jeepneys and
motorcycles
DPWH road
extension projects
must indicate "road
width" not just
"number of lanes
standard width"

passing the bucks -among government
agencies

lack of awareness of
drivers on the
implementation of fare
discounts for PWDS -discount IDs not
accepted by some public
utility drivers

Enablers

Barriers

Enablers

Barriers
poor resettlement
strategies for
informal settlers

Enablers

use of cellular
phones GPS
APPS aid in
navigation

Lack oftransportation
modes service
schedule

centralization
of gov't
offices for
the purpose
of document
processing

high cost of
electricity

use of solar
powered or
LED lights

DPWH should
regularly monitor
their road projects

professional drivers
should be TESDA
certified or should
have technical driving
certificates

TECHNOL
OGY

there should be strict
implementation of
the seat belt law
competing transport
systems

applications for
information of
commuters

absence of gated
MRTs and LRTs for
safety

DIMENSIONS

MOBILITY

SAFETY

PRODUCTIVITY

Barriers
unreliable transport
schedule

Enablers
affordable data
plans for
cellular phones

Barriers
lack (sometimes
absence) of CCTV
cameras in MRT and
LRT stations

Enablers
use of cellular
phones for
information
alerts in times of
crisis and
calamities

no shcedule for Metro
Manila transport

provide
information for
each
barangay/city
the available
transit
networks
online

drivers attentionon
their electronic
gadgets like
cellphones, when
driving

availability of
inexpensive
bicycle spare
parts especially
lighting

no proper vehicles
design for PWDs

Barriers

Enablers
E-Commerce
and ability to
do
transactions
on-line
gov't should
implement EPayment for
gov't
transactions

use of GPS
technology
free wi-fi in
the city

CIVILITY

Barriers

Enablers
use of social
media for
information and
outlet

use of existing
waiting
time/countdown
clocks in traffic
lights

Eight (8) out of 10 people in
Metro Manila take public
transport. Based on the
study conducted by Ateneo
School of Government's
Inclusive Mobility Project, at
least 15% of income was
spent for transport fares.
That working members of a
family (mostly minimum
wage earners) would
sacrifice their budget on food

Government

1

A transport system
that works for the
poor and the
vulnerable

Private Sector

PILLARS

RESOURCES and KEY
RESPONSIBILITIES

Table 3: List of Government, the Private Sector, and the Civil Society Initiatives for Inclusive Mobility by
Outcome Area (Mobility, Safety, Productivity, Civility)
PROGRAMS/
MOBILITY
SAFETY
PRODUCTIVITY
CIVILITY
FOCAL AREAS
1. Improving physical
connectivity

1. Advocating and having better
information, education and
communication campaign
2. Use of traditional and social media

1. Improvement roadsharing infrastructure

1. Mobility sensitiveness

2. Utilizing existing urban
design/plan

2. Improving
communications

3. Encouraging Transport User
Contribution to Overall Mobility
Map out all of bus stops/waiting
sheds for creation of 'PWD,
Pregnant Women-friendly'
waiting shed designs

3. Strict enforcement of traffic and
transportation ordinances
More convenient and up-to-standards
PWD facilities

3. Mobilizing and
educating stakeholders

Re-design public transport/
vehicles for PWDs

Create designated pedestrian lanes
only for PWDs

3. Promoting way-finding
apps
Private school buses by
making prohibitibly
expensive for students to
bring cars (except for
PWD)
Provide parking space and
washrooms for bikes in
terminals like MRT etc

2. Improving communications

Support infrastructure projects for
PWDs

Strict implementation of 'magna carta
for PWDs'

Standardized the design for
PWD walkway in MM and
also bike lanes

PILLARS

RESOURCES and KEY
RESPONSIBILITIES

PROGRAMS/
FOCAL AREAS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications



apps

3. Mobilizing and

Estimate cost/ source of funding
for sidewalks and bikeways

Provide 'walkable' walkways outside
train terminals

provision of 'bike plans'

Convert riverbanks to
bikelanes and parks

A walkable, bikeable,
accessible city.
More than the issue of traffic,
urban transport and mobility
is a growing concern to
Metro Manilans.
Infrastructures like
pedestrian overpasses are
also widely seen around
Metro Manila. These are
constructed by either the
MMDA or DPWH.
Cycling also plays a major
role in transporting people
especially for those whose
main mode of transport and

Private Sector

2

Government

Citizens

and health just to travel for
work.

Government to protect the use
of setbacks/ pedestrian lanes (to
minimize government cost of
reacquiring ROW)

In Metro Manila, traffic
congestion resulted to an
estimated PhP140 billion
losses (or 4.6% of the
country’s GDP) or the
economic cost that is
attributed to lost man-hours,

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications



apps

3. Mobilizing and

Proper implementation of designated
'loading and unloading areas'

Moving people, not
vehicles

Government

3

source of livelihood is
bicycle. It is also strongly
promoted by various groups
and government agencies as
a transportation mode for
last mile connectivity with
transport service designed to
bring about cleaner air and
safer streets.

RESOURCES and KEY
RESPONSIBILITIES

PILLARS

MOBILITY

rationalization of 'public
utility vehicles (PUV)'
franchising

Designated “loading and unloading”
simplified signs, instructions/ icons,
lines, boxes, colors, iconic sign boards,
rulers, maps (visuals)

Construction of public
infrastructure for
commuters

Citizens

PROGRAMS/
FOCAL AREAS

PILLARS

RESOURCES and KEY
RESPONSIBILITIES

PROGRAMS/
FOCAL AREAS

As of September 2010, the
Land Transportation
Franchising Regulatory
Board (LTFRB) Provincial
accounted for 5,321 city
buses and 7,368 provincial
buses in Metro Manila. The
provincial buses were
identified as one of the
contributor of traffic in EDSA.
Metro Manila is also being

Private Sector

additional fuel consumption,
health costs and lost
investment opportunities.

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications


provision of service vehicles/ shuttle
services for employees

apps
provision of service
vehicles/ shuttle services
for employees

3. Mobilizing and

serviced by LRT and MRT
Lines (LRT 1, LRT 2, MRT3,
MRT 7, and PNR) with a
total length of 101 kilometers
covering 78 stations. In
2011, Stefan Trinder, a
volunteer consultant of
MMDA also computed the
public transport ridership for
PUJ and AUV/FX. He
computed that around 19
million passengers and 100
million kilometers travelled
per day using public utility
jeepney (PUJ) and AUV/FX.

According to the the
Department of Health's
Online National Electronic
Injury Surveillance System
(ONEISS) Report (2011),
Metro Manila also registered
the highest incidence of
injury (18%) due to

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications


Use designated 'loading and unloading
areas'

apps

3. Mobilizing and

Incentives for private sector to
provide setback/easement for
pedestrians

Mobility with safety
and civility
Government

4

RESOURCES and KEY
RESPONSIBILITIES

PILLARS

MOBILITY

Strictly enforce traffic laws—assign
more traffic enforcers to delinquent
places

Apprehension of ‘real
traffic violators’

Engineering department should
start building code
implementation for setbacks/
eastment

Strict implementation of ‘standard road
safety’

Citizens

PROGRAMS/
FOCAL AREAS

Creation of insurance policy programs
for drivers and highway enforcers

transportation and related
accident. Out of 4,021
reported transport/ vehicular
crash related injury, NCR
shares the 14.1% with
Region 1. Of the 2,077
reported mauling/ assault
related injuries, 15.8% were
accounted in Metro Manila.
ONEISS also reported 4,099
cases of injuries among 0-19
years old. NCR accounted
18.9% of the report cases.
What is alarming is that
40.2% of the total case
happened on the road.

RESOURCES and KEY
RESPONSIBILITIES

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications


Implementation of a master plan for a
safe, appropriate, environmentalfriendly metro-wide public transport

apps

3. Mobilizing and

Installing street lights and waiting sheds
in dark places

Stop selling of motorcycles
to unlicensed drivers

be vigilant-- report dilapidated roads
that may not be safe for motorists and
pedestrians

business establishments
should stop using public
spaces as their own

Private Sector

PILLARS

More CCTVs for
monitoring violations
report violations

observe traffic safety practices

Be vigilant

be aware and concerned-know your neighbors
understand/ care/ respect
PWDs; be concerned

Citizens

PROGRAMS/
FOCAL AREAS

Be specific:
-How wide is safe?
- pedestrian lane?
- bike lane?
-bus lane?
-commuter waiting area?
Metrics inventory of foot bridges on
every major roads and pedestrian
crossing on some places, there are too
many, some too few, others zero at all

observe courtesy at all
times

It has been widely
acknowledge that transport
consumes more energy than
any other sector. In fact,
80% of Metro Manila’s
pollution is reported to be
contributed by this sector.

RESOURCES and KEY
RESPONSIBILITIES
Government

5

Clean air, clean
streets, clean
vehicles, and clean
facilities

Private Sector

PILLARS

Citizens

PROGRAMS/
FOCAL AREAS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications

Create more spaces in public
elementary schools for waiting
parents

creation of regular maintenance policy
for vehicles (check-up)

apps
support E-vehicles

3. Mobilizing and
Implementation of a
master plan for a safe,
appropriate, environmentfriendly metro-wide public
transport
All transport sectors
should shift to 'clean and
efficient vehicles' (electric
vehicles, solar, use of other
alternative fuels)

Implementation of a master plan for a
safe, appropriate, environment-friendly
metro-wide public transport
More plants on hi-way walls
Invest in sustainable/ environmentfriendly transport system

help reduce pollution through tree
planting and tree nurturing
stop littering

observe proper hygiene
and cleanliness especially in
public spaces

6

Planning and
communicating
better and traveling
less
On the average, a person in
Metro Manila spends at least
120 minutes on the road
travelling. Due to traffic
congestion, the UP NCTS in
2011 placed the average
annual losses of PhP137
billion in Metro Manila. It
has reached to more than

RESOURCES and KEY
RESPONSIBILITIES
Government

PILLARS

Private Sector

PROGRAMS/
FOCAL AREAS

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications

Review design standards and
specifications of sidewalks

Create a ‘comprehensive disaster
response management plan’

apps

3. Mobilizing and
review existing transport
policies (e.g. bike/
motorcycle lanes; obtain
feedback/ information from
actual practitioners)

be in-sync with gov't-- no vague
tag lines "kailanga, disiplina,
kailangan ng side-walk/ bikeways";
present own proposals, solution,
e.g. 'how and how much? Even
answers to legal impediments

Create a 'comprehensive disaster
response management plan'

creation of flexible work
hours/ home-based jobs

business should establish a
sense of public
responsibility by funding
maintenance of public
transport infrastructures

PhP1.5 trillion of productivity
losses since 2001. It was
estimated that at least
PhP40 billion went to direct
losses, such as wasted
gasoline, lost labor hours,
employment of traffic aides,
and wasted electricity. The
remaining went to indirect
losses, like missed business
opportunities and reduced
capital inflow from potential
investors. People's
productivity losses in traffic
are estimated to worth to 2
months of remittances.

7

Sharing information
to increase
connectivity and
accessibility
There have been several

RESOURCES and KEY
RESPONSIBILITIES

MOBILITY

SAFETY

PRODUCTIVITY

CIVILITY

connectivity






design/plan

2. Improving
communications

post in Facebook and other social
media accounts any complaints
and suggestions

Create a 'comprehensive disaster
response management plan'

apps
Plan for trips

3. Mobilizing and

map out all bus stops/waiting
sheds for creation of 'PWD,
Pregrant Women-friendly' waiting
shed designs

Sharing info:
- Users guide to transport laws and
ordinances for greater IM
IM portal/ platform for info sharing,
mobilizing stakeholders

conduct inventory of all
modes of transportation
(e.g., access data of
regulators

immediate information
campaigns on traffic/
transport protocols/rules
and immediate
enforcement and
implementation of said
rules
-

Citizens

PILLARS

Government

PROGRAMS/
FOCAL AREAS

Inclusive mobility action plan for metro manila

Inclusive mobility action plan for metro manila

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