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Issues and Directions on Integrated Public Transport in Metropolitan Manila

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Issues and Directions on Integrated Public Transport in Metropolitan Manila Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 ISSUES AND DIRECTIONS ON INTEGRATED PUBLIC TRANSPORT IN METROPOLITAN MANILA Noriel Christopher C. TIGLAO Ildefonso T. PATDU, Jr. Assistant Professor Director, Planning Service National College of Public Administration Department of Transportation and and Governance Communications University of the Philippines, Diliman Columbia Tower, Ortigas Avenue 1101 Quezon City, PHILIPPINES 1555 Mandaluyong City, PHILIPPINES Telefax: +63-2-928-3861 Telefax: +63-2-727-7960 Email: [email protected] Email:[email protected] Abstract: The urban population of Metro Manila continues to expand along with high rates of suburbanization at adjoining municipalities. This greater metropolitan region is now referred to as 'Mega Manila'. The resulting urban pattern is one where an increasing number of people live at the fringes of the metropolitan area but still need to travel to the city centers to work or study. In order to sustain economic growth and development and to protect the environment in the region, there is a need to increase mobility through the provision of an integrated public transport system. This paper reviews the various sustainable development and management issues and policies impinging on the public transport system of Metro Manila. The paper also reviews and evaluates existing policy directions in relation to the development of an integrated public transport system for the metropolis. Key Words: integrated public transport, sustainable development, mega-city 1. INTRODUCTION The urban population of Metro Manila continues to expand along with high rates of suburbanization at adjoining municipalities. This greater metropolitan region is now referred to as 'Mega Manila'. The resulting urban pattern is one where an increasing number of people live at the fringes of the metropolitan area but still need to travel to the city centers to work or study. This development trend puts tremendous pressure on the limited transport infrastructure and public transport system. In order to sustain economic growth and development and to protect the environment, there is a need to increase mobility through the provision of an integrated public transport system. The public transportation system of Mega Manila is complicated with the sheer number of players in the public transport industry. For road-based public transport, the system consists of more than 600 public utility bus (PUB) operators maintaining about 5,000 units plying some 70 routes and around 58,000 units of public utility jeepney (PUJ) plying some 600 routes. The rail-based public transport system consists of the network of LRT 1, LRT 2, MRT 3 and the PNR Commuter Line. However, the existing system is far from optimal and adequate. The need for additional capacity and higher-level public transport service is reflected by the high demand for emerging modes, particularly AUV Express of FX (AUV). Presently, there are about 90,000 such units plying Mega Manila. The last extensive study on public transport system for Metro Manila was done in 1981 through the Metro Manila Urban Transport Improvement Project (MMUTIP), which was Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 conducted by the then Ministry of Transportation and Communications (MOTC). The most recent comprehensive study, the Metro Manila Urban Transport Integration Study (MMUTIS), conducted in 1996 proposed several major improvements in road infrastructure and rail network system as part of its Master Plan for 2015. However, the situation regarding supply and demand of public transportation has changed dramatically in 10 years due to the rapid increase of population and the number of registered vehicles in Mega Manila. There is now a need to review existing public transport policies and management practices with the view of promoting better integration. This paper reviews the various sustainable development and management issues and policies impinging on the public transport system of Metro Manila. The paper also reviews and evaluates existing policy directions in relation to the development of an integrated public transport system for the metropolis. 2. PROFILE OF MEGA MANILA The Mega Manila Region (MMR) is a region which contains areas that are within 100 kms from the administrative center of the City of Manila. The region covers the administrative jurisdiction of the National Capital Region (NCR) which consists of 17 cities and municipalities, as well as, cities and municipalities in Region III and Region IV-A. This conceptual administrative area accounts for about 36% of the total national population and 21.9 % of total land area of the Philippines. Figure 1 shows the map of the Mega Manila Region. Figure 1 Map of Mega Manila Region Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 2.1 Geography 2.1.1 National Capital Region The National Capital Region (NCR) or Metropolitan Manila is composed of 17 cities and municipalities. It is the smallest administrative region in the country with a land area of about 636 sq. kms. but is the most densely populated. Because of the problems associated with a suddenly booming population and urban growth, the NCR was set up in 1976 through Presidential Decree 824, in order to have a unified planning. The region is bounded by several municipalities in the adjacent provinces of Region III (Central Luzon) and Region IV (Southern Tagalog). Adjacent to its west is a body of water (Manila Bay). 2.1.2 Region III Located at the north of Metro Manila, Region III or Central Luzon has a total area of 18,330 sq. kms. and consists of seven provinces and twelve cities. Region III also sits on the largest plain in the country and has a significantly large agricultural space. San Fernando City in Pampanga Province, is the regional capital. The region’s southernmost province, Bulacan shares a common boundary with 5 other cities in the northern part of Metro Manila: Navotas, Malabon, Caloocan, Quezon and Valenzuela. 2.1.3 Region IV-A Region IV-A, intuitively was once part of a larger administrative subdivision known as Region IV, located in the South of NCR. However in 2002, Region IV was separated into 2 independent sections: Regions IV-A and IV-B . The provinces that are situated in the Luzon mainland became part of IV-A or most commonly known as CALABARZON (an acronym for the provinces that comprise the region). Region IV-A covers 19,578 sq. kms. of land and consists of 5 provinces. Calamba City in Laguna Province is the regional capital. NCR is bounded by 3 provinces from this region: Cavite and Laguna in the south, and Rizal in the west. 2.2 Population The population of NCR and adjoining municipalities in Regions III and IV-A has been continuously increasing as presented in Tables 1 and 2. Table 1 Population of regions in Mega Manila Region 1980 1990 2000 Population % No. of HH's Population % No. of HH's Population % No. of HH's Share Share Share NCR 5,925,884 38.4 1,103,563 7,948,392 38.5 1,569,588 9,932,560 36.2 2,132,989 III 4,802,793 31.1 838,045 6,199,017 30.0 1,163,205 8,030,945 29.3 1,632,047 IV-A 4,710,580 30.5 850,214 6,489,065 31.4 1,244,688 9,494,426 34.6 1,953,103 Total 15,439,257 100.0 2,791,822 20,636,474 100.0 3,977,481 27,457,931 100.0 5,718,139 Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 Table 2. Population growth rates Region Average annual growth rate (%) 1980-1990 1990-2000 1980-2000 NCR 2.98 2.25 2.62 III 2.58 2.62 2.60 IV-A 3.25 3.91 3.58 Figure 2 shows the population trend for the Mega Manila Region. Sometime after 1990, NCR has breached the 8 million mark, making the metropolis a megalopolis. The growth rate however for NCR is lower compared to the previous decade. Relative to the other two regions, the population growth for Region IV-A is the highest, during the past two decades. 30,000 25,000 20,000 NCR Region 3 15,000 Region 4-A Total 10,000 Series4 Population (Thousands) Population 5,000 0 1939 1948 1960 1970 1975 1980 1990 19952000 Year Figure 2 Population trend in Mega Manila 2.3 Migration Table 3 shows the migration rates of the Mega Manila region. There have been very large movements of people from all other regions of the country to Metro Manila and this has resulted to large increases in the population. NCR along with the adjacent regions exhibit mutual migrant propensities. Region IV has the highest migration rate to Metro Manila and this effect is reciprocated, although in a lower rate. This condition of mutual exchange of migrants between regions, termed as “circular migration” is evident even in the early sixties and seventies. It is argued that because of circular migrants, the actual population of Metro Manila might have reached 8 million even during in the late 80’s. Table 4 shows the net migration flows in the Mega Manila Region. In a span of 20 years, official statistics suggest that NCR has received more than 300,000 migrants. Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 Table 3 Migration rates in Mega Manila by region (Thousands) Origin Destination and Period NCR Region III Region IV 1975-1980 1985-1990 1975-1980 1985-1990 1975-1980 1985-1990 NCR 0 0 8.5 8.2 14.5 18.1 Region I 2.5 2.3 4.0 3.5 0.7 0.8 Region II 1.0 0.9 2.0 3.2 0.4 0.5 Region III 8.5 8.2 0.0 0.0 2.6 5.7 Region IV 18.3 25.2 2.6 5.7 0.0 0.0 Region V 3.2 2.6 2.7 3.9 1.9 1.9 Region VI 2.2 2.8 1.1 1.2 0.6 0.8 Region VII 1.2 1.7 1.0 1.0 0.3 0.4 Region VIII 1.9 2.3 3.1 2.8 0.3 0.5 Region IX 0.2 0.2 0.4 0.5 0.1 0.1 Region X 0.8 0.8 0.6 0.6 0.2 0.2 Region XI 0.9 0.7 0.4 0.4 0.3 0.2 Region XII 0.4 0.3 0.3 0.5 0.1 0.1 Table 4 Net migration flows in Mega Manila by region Region Period 1975-1980 1985-1990 NCR 174,000 125,228 III 9,589 77,939 IV 68,412 87,120 Total 252,001 290,287 2.4 Employment and Education Table 5 shows the number of employed residents in Mega Manila.
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