BSCE 3-2: (GROUP 3) rate of 2 7 .

6% annually while all other cities

recorded an average of 13.8%, and the overall
John Carlo S. Alfaro growth rate is 20.3% annually.
Renz R. Biglang-Awa
Camille C. Lazaro Public Transport Supply
Patricia G. Yumol
- The current market situation of the public transport
market is characterized by a large number of on-
URBAN TRANSPORTATION PLANNING CONCEPTS street competing operators for jeepneys, buses,
(BASIC ELEMENTS OF TRANSPORTATION Asian Utility Vehicles (AUVs) or tricycles. In Metro
PLANNING) Manila alone, over 43,000 jeepney franchises, more
than 21,000 taxi franchises and over 4,600 city bus
URBAN TRANSPORT CHALLENGES franchises have been issued for more than 900
routes, making the public transport market practically
Rapid Urbanization impossible to regulate for the government. This has
led to an inefficient supply of low quality public
- The speed at which the population shifts from rural transport service and dangerous and congested
to urban residency and how society adapts to this traffic situations.
change. Historically, urbanization has been
associated with significant economic and social Road Development
transformations. However, urbanization also has
disadvantages caused by rapid and unplanned - the process of road development generally has four
urban growth resulting in poor infrastructures such stages: (1) planning and programming, (2) project
as inadequate housing, water and sanitation, development, (3) construction, and (4)
transport and health care services. Urbanization in maintenance. The three most damaging effects of
the developing world occurs for two main reasons: road construction and management are noise, dust
the natural increase of population and rural to urban and vibrations.  
migration.
Traffic Accidents
- Explosive population growth rate occurred during the
period from 1960 to 1970 with a rate of 3.08%. - An event that leads to personal injury or damage to
During the same period, Metro Manila experienced
property that has taken place in an area intended for
unprecedented growth rate at 4.89%. The
public transport or generally used for transport and
urbanization rate of the Philippines was around 60%
in which at least one of the involved parties has
in 2000. This is expected to reach around 77% in
2030 higher than that of Japan, Indonesia, and Air pollution
Thailand.
- is contamination of the indoor or outdoor
Urban Density environment by any chemical, physical or biological
agent that modifies the natural characteristics of the
- Urban density is usually defined as the ratio of the total
atmosphere.
population of a city and its total area. The density of
cities is relevant to a broad range of issues related to
AMBIENT AIR QUALITY STATISTICS (1998-2006)
the quality of urban life including environmental
quality, transportation systems, physical According to Environmental Management Bureau:
infrastructure and urban form, social factors, and
economic factors. METRO MANILA
Motorization - General decrease in TSP concentration
-  It is the process of adopting and using motor - However, the TSP readings in 2006 are still above the
vehicles as a core part of economic and daily life guideline value of 90 ug/ Ncm for one-year average
and is closely linked with other dimensions of
exposure.
development such as urbanization and
industrialization. Motor vehicles can undermine the CITIES OUTSIDE METRO MANILA
livability of cities by cluttering up roads and open
spaces. - The historical ambient air quality data for cities outside
- Vehicle registration in Metro Manila continues to the Metro Manila generally point to decreasing trend in
grow at 3.86% annually. The number of motorcycle TSP concentration.
registration in Metro Manila increased at an alarming
MANDAUE, ILOILO, GENERAL SANTOS, AND  Scientists have high confidence that global
BUTUAN temperatures will continue to rise for many
decades, mainly due to greenhouse gases
- Exhibit TSP levels below the guidelines value of 90 produced by human activities.
micrograms per normal cubic meter.
Traffic Congestion
Air pollution in the Philippines is also caused by
vehicular emissions, particularly in areas like Metro -is a condition on road networks that occurs as
Manila. In 2022, other recorded surges in air pollution use increases, and is characterized by slower speeds,
outside Metro Manila includes the following: longer trip times, and increased vehicular queuing.
When traffic demand is large enough for the interaction
SAN FERNANDO CITY STATION - San Fernando, between vehicles to slow the speed of the traffic,
Pampanga congestion begins to occur.
BIÑAN CITY STATION - Binan, Laguna 1) City Development Strategy
PUERTO PRINCESA CITY STATION - Puerto Princesa,  Is an action plan for equitable growth in cities,
Palawan developed and sustained through participation,
to improve the quality of life for all citizens.
DAVAO CITY STATION - Davao City

Energy consumption  Its goal is to have a collective city vision and

action plan aimed at improving urban
- refers to all the energy used to perform an governance and management, increasing
action, manufacture something or simply inhabit a investment to expand employment and services,
building. and systematic/ sustained reductions in urban
poverty.
IN A FACTORY – it is the total energy consumption can
be measured by looking at how much energy a  1998 - World Bank and several city Mayors
production process consumes, for example, by making from the Philippines launched the first phase of
car parts. CDS Programs.

IN A HOUSEHOLD – the energy consumption includes  2006 - Three CDS phases have been
electricity, gas, water, and any other energy used to live implemented and a preparation grant from the
comfortably. Japanese Government supported several cities
in project feasibility studies.
IN TERMS OF TRANSPORTATION - the energy
consumption of transportation includes how much diesel  In all, more than 60 cities have participated in
or gasoline vehicles consume to run. the CDS activities. Cities have granted more
than 500 priority programs and projects funded
Climate Change through cities’ own funds, government
intermediates, assistance, and private sectors.
- refers to long-term shifts in temperatures and
weather patterns. 2) National Land Transport policy framework
 According to the Intergovernmental Panel on  Executive Order No. 712, issued on March 11,
Climate Change (IPCC) — the United Nations 2008.
body established to assess the science related
to climate change — modern humans have  Viewed from the recognition that traditional
never before seen the observed changes in our transport system management concentrated on
global climate, and some of these changes are individual transport modes and physical
irreversible over the next hundreds to thousands infrastructure results to disconnected efforts.
of years.
3) National Transportation Policy and Planning
 Between 2030 and 2050, climate change is
expected to cause approximately 250 000  A five-year program aimed at supporting the
additional deaths per year from malnutrition, government in the formulation and
malaria, diarrhea and heat stress alone. implementation of reforms of various areas of
 economic governance including reforms in the the implementation of the MCLUTS recommendations.
transport sector. Prior to its creation, the Metro Cebu Transportation and
Traffic Engineering Office was setup to develop the
 An AusAID- funded initiative under the medium to long-term transport proposals of MCLUTS
Philippine- Australia Partnership for Economic and implement its short-term recommendations
Governance Reforms.
Transportation and Traffic Management Plan for
 Expected to provide the foundation and Davao City
framework for a National Transport Plan and a
Medium- Term Public Investment Plan (MTPIP). The study was primarily undertaken to come up with
a transportation and traffic management meet the travel
needs of the rapid urban expansion of the city of Davao.
In particular, the study intended to:
Metro Manila Transportation Integration Study
1) assess the existing traffic condition in Davao City
The Metro Manila Transportation Integration through compilation of primary and secondary data;
Study (MMUTIS) followed the conventional transport
planning process, but also incorporated participatory 2) design an efficient traffic circulation plan to ensure
planning through its planning workshops and smooth vehicular and pedestrian flow;
consultative activities. MMUTIS formulated and
evaluated four scenarios on future urban development 3) identify traffic management measures and alternatives
patterns. appropriate for the city to alleviate congestion;

The study selected Scenario I II that assumed 4) develop a framework plan for long-term period; and,
that a transport network would be developed more
strategically to encourage the current land use trend to 5) recommend policy directions to sustain programs for
continue, but with more effective land use control and short, medium, and long-term plans.
growth management of the urban areas. A transport
The Davao City Comprehensive Development Plan
master plan was developed by MMUTIS based on the
(CDP) and the Davao Integrated Development Program
chosen scenario. The plan was a product of two rounds
(DIOP) 22 have provided the medium-term and long-
of plan testing and evaluation.
term plans towards the realization of the city's
Metro Cebu Land Use and Transport Study development vision. The DIOP has looked at the
metropolitanization of Davao City and its impacts on the
Davao Gulf area. On the other hand, the CDP has
The Metro Cebu Land Use and Transport Study focused on the city's urbanization and economic growth
(MCLUTS) prepared a structure plan to guide the
development of Metro Cebu from 1981 to 2000. A
phased program of transportation infrastructure Road Network Improvement of Regional Growth
investments had been prepared in the context of the Centers
Structure Plan. Included in the short-term plan were
The study on Road Network Improvement for
transportation system management measures. The
Development of Regional Growth Centers was
strategic planning component of the MCLUTS
undertaken in 2004 covering Metro Iloilo, Metro Bacolod,
formulated, tested, and evaluated four basic urban
and Metro Cagayan de Oro. The objectives of the study
forms, namely:
were:
1) Concentrated without mainland reclamation;
1) formulate a Master Plan for the Urban Road Network
2) Concentrated with mainland reclamation; Development including short-, medium- and long-term
3) Linear-dispersed; and implementation programs;

4) Mactan Island expansion. 2) carry out a feasibility study for high priority road
projects; and
The study has recommended the creation of a
development authority, although this has not yet been 3) enhance the capability of the National Government as
implemented. However, a project office, the Metro Cebu well as the Local Government Units for urban road
Development Project, has been established to manage network planning and feasibility study.
 The study entailed the conduct of the following relative attractiveness of urban centers to firms and
activities: skilled labor by offering different bundles of local
1) Socio-economic profiling of the metropolitan areas. services (most especially infrastructure) vis-a-vis varying
2) Review of transport and traffic conditions. levels of local taxes and user charges.
3) Urban transport and land use modeling.
4) Development of urban road master plans. 3) Performance-Based Grants
5) Feasibility studies on priority road projects
The experience of DILG in managing the SLRF
LAND USE AND TRANSPORT PLANNING is notable as it demonstrates the catalytic impacts of
fund allocations that can be channeled to LGUs. Fund
There is a growing need to address urban transport allocations can be subject to appropriate levels of
issues in several other large and medium size cities, monitoring and evaluation with a mix of capacity-
especially since most of these cities often do not have building strategies. In the case of SLRF, DILG conducts
well-developed urban transport plans or transport field visits and dialogues with concerned LGUs. The
services. Except for Metro Manila24, Metro Cebu25, and DILG have also collected useful statistics relating to the
Davao City, very few comprehensive urban transport urban transport system of LGUs.
studies have been undertaken for cities, if at all. In terms
of local development planning, the Local Government
Code of 1991 clearly defines urban planning and
ENVIRONMENTALLY SUSTAINABLE TRANSPORT
management and as a primary responsibility of the local
government unit. The Philippines is committed to identify, promote,
and undertake Environmentally Sustainable Transport
FUNDING FOR URBAN TRANSPORT
(EST) strategies and initiatives, in support of national
1) Motor Vehicle User's Charge
progress and development. In fact, the country is a
Republic Act No. 8794 entitled, "An Act signatory to various conventions and declarations.
Imposing a Motor Vehicle User's Charge (MVUC) on
The Philippines has undertaken various programs
Owners of all types of Motor Vehicles and for other
and activities towards achieving sustainable
Purposes", otherwise known as the MVUC Law which
development and addressing climate change since its
was ratified in June 2000 stipulates that all monies
signing to the United Nations Framework Convention
collected under his law shall be earmarked and used
on Climate Change (UNFCCC) Agreement in Rio de
exclusively for road maintenance and improvements of
Janeiro in 1992.
road drainage, installation of adequate and efficient
traffic lights and road safety devices, and air pollution Republic Act No. 8749 or the "Philippine Clean
control, which shall be deposited to the National Air Act of 1999," - provides for environmentally
Treasury in the following ( 4) Special Trust Accounts, sustainable transport through harmonization of national
wherein a Road Board was created to manage the said emission standards with the international standards.
funds in a prudent and efficient manner:
(i) Special Road Support Fund. The Philippines is also a signatory to the Aichi
(ii) Special Local Road Fund. Statement of 2005 that recognizes, among others, the
(iii) Special Road Safety Fund; and need for both national and local level governments to
(iv) Special Vehicle Pollution Control Fund develop and adopt integrated policies, strategies, and
programs incorporating key elements of environmentally
sustainable transport.
2) Local Funds
The Aichi Statement defines these key elements of
One of the major reasons why urban transport- EST into twelve (12) thematic areas of importance:
related projects do not figure dominantly in the CDP is
the absence of transport data on the local level. Because (i) Public health.
of poor transport sector data, sectoral analysis is difficult (ii) Strengthening roadside air quality monitoring and
management.
and necessary transport projects cannot be identified.
(iii) Traffic noise management.
On the other hand, there is a need to work closely with (iv) Vehicle emission control, standards, and
LGUs in terms of distilling workable approaches in inspection and maintenance.
funding local transport projects. With decentralization, (v) Cleaner fuels.
LGUs are envisioned to play a major role in altering the (vi) Public transport planning and travel demand
management.
(vii) Non-motorized transport.
(viii) Environment and people friendly infrastructure 6. Transport Funding
development. The level of investment and the source
(ix) Social equity and gender perspectives. of financing urban transport investment are
(x) Road safety and maintenance. necessary in determining the capacity and
(xi) Knowledge base, awareness, and public efficiency of LGUs for financing urban transport
participation. (xii) Land use planning. programs and projects.
Majority of city transport investment data
are only available at the local budget or treasury
SIMPLIFIED URBAN TRANSPORT ANALYSIS office.
These data can be expected from
1. Road Network Data detailed Statement of Income and Expenditure
Road network data, which include accounts that often come in raw form. Data
information on surface type and surface integration is often done according to the
conditions, are available in different offices in minimum requirements and standard format of
charge of road administration. . the Bureau of Local Government Finance
The Department of Public Works and (BLGF).
Highways (DPWH) maintains a regular inventory
of national roads, while the DILG, in the office of
Special Local Road Fund, keeps an updated
inventory of provincial and city roads.

2. Traffic Data Count

Traffic counts data are available for
some national road’s sections at the DPWH
Planning Service Division. Traffic counts for city
roads, are commonly not performed except for
cities that have prepared local transport plans
and have conducted local traffic counts.

3. Motor Vehicle Registration Date

Motor vehicle registration data are
available at the Management and Information
Division of LTO. Data are commonly aggregated
according to district offices of LTO and, as such,
only give broad indications of the vehicle
registration characteristics of cities.
Motor vehicle registrations are classified
according to vehicle type, ownership type,
engine type, and age among others.

4. Public Transport Data

Public transport supply and operations
data are critical to the planning of public
transport system.
The number of passenger utility vehicle
units and buses that are for hire is available from
LTO and gives an indication of the supply, while
operational data like routes, fare, and operating
units are available from LTFRB.

5. Traffic Accident Data

Data on road accidents are important for
road safety planning.
Two of the main sources of traffic
accident data in the country are the Traffic
Accident Reporting and Analysis System
(TARAS) and Metropolitan Manila Accident
Reporting and Analysis System (MMARAS).
TARAS started in 2004 and is integrated by
DPWH. MMARAS started in 2002 and is
maintained by MMDA.