Can Metro Manila still free its commuters and motorists from the daily travel torture?
Yes it can, according to the study by former Information and Communications Technology undersecretary Anna Mae Yu Lamentillo that was published in the prestigious London School of Economics International Development Review.
In her paper titled "Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future”, Lamentillo emphasized the critical role of integrated planning and public policy in Metro Manila's journey towards a more sustainable and efficient transportation system.
Some may raise their eyebrows for such a declaration of optimism, especially amid the recent reports that Metro Manila topped the metro areas in the world with worst traffic based on the 2023 TomTom Traffic Index which stated that it takes an average 25 minutes and 30 seconds to drive for 10 kilometers in the National Capital Region.
The study even revealed the worsening traffic condition since the travel time is 50 seconds slower than its previous record.
But this is not a misplaced optimism since Lamentillo has the credibility to say so as she was deeply involved in the aggressive infrastructure projects in the past administration which include institutionalization of pedestrian and cycling facilities at the planning stages of all government-initiated road and bridge projects.
The construction of bike lanes is actually an integral part of the current administration’s road projects and several projects being initiated in Metro Manila, especially in some parts of EDSA also focus on the walkable pathways for pedestrians.
This was discussed in Lamentillo’s paper which highlighted the significant impact of the Covid-19 pandemic on transportation that led to an increased emphasis on biking and the implementation of dedicated bicycle lanes, marking a cultural shift in the country's mobility preferences.
In her study, Lamentillo delves into the historical context of Manila's railway and pedestrian infrastructure, tracing back to the completion of the Manila and Dagupan Railroad in 1875 and its expansion by the Insular Government of the Philippines.
Despite the country's previous focus on private vehicle ownership, which led to traffic congestion and pollution, she said recent developments signal a positive shift towards reinstating rail and pedestrian pathways as vital components of the city’s transportation network.
The study also outlined the "Avoid-Shift-Improve" Mobility Approach and examined the Philippine government's strategies under the "Build, Build, Build" and "Build Better More" programs to enhance infrastructure spending and prioritize intermodal transportation systems.
Lamentillo's research emphasized the importance of integrating roads, bridges, rail systems, seaports, airports, bicycle lanes, and pedestrian infrastructure to create a more efficient, sustainable, and inclusive mobility landscape.
In the paper, Lamentillo concluded by advocating for the continued push towards an intermodal transportation network, emphasizing the need for comprehensive public awareness campaigns, incentives for sustainable transportation, and investments in infrastructure that cater to all modes of travel.
“By embracing alternative modes of transportation and initiating the necessary behavioral changes, Metro Manila can overcome its transportation challenges, reduce congestion, and foster a more sustainable and livable urban environment,” she said.
This pioneering study by Lamentillo not only shed light on Metro Manila's journey towards a more sustainable and efficient transportation system but also serves as a visionary blueprint for other cities facing similar challenges.
It also underscored the critical role of integrated planning and public policy in transforming urban mobility for the betterment of communities worldwide.