Christmas is just around the corner—and with it comes predictable gridlock on Metro Manila roads. If we are serious about easing the crush during the holiday rush, clearing the roads now is essential. The Metro Manila Council’s recent approval of a street parking ban on national primary roads, and time based restrictions on secondary roads, is a welcome—but difficult—step in that direction.

On Sept. 17, during the Metro Manila Council meeting, Metro Manila mayors passed the MMDA Regulation No. 25-001 entitled “Harmonizing Public Street Parking in Metro Manila and for Other Purposes.” The regula-tion prohibits street parking on major thoroughfares (such as EDSA, Roxas Boulevard, C5, Katipunan, Ortigas, Quezon Avenue, and others) and limits parking on certain secondary roads between 7 a.m.–10 a.m. and 5 p.m.–8 p.m. (the peak periods).

The logic behind the ban is strong. Illegal street parking is a chronic culprit in traffic congestion—it shrinks lane space, forces vehicles to maneuver around obstructions, blocks ambulances and fire trucks, and impedes both private and public transport. MMDA has already intensified road clearing operations, targeting obstruc-tions, illegal parking, and sidewalk encroachments in cities such as Manila, San Juan, Caloocan, and Manda-luyong.

Still, passing a regulation is easier than implementing it well. That will rely on enforcement, coordination, and complementary measures.

A street parking ban—especially one timed ahead of Christmas—can only work if the deployment is firm, consistent, and visible. Tolerance for violations at the start would encourage persistent breaking of the rules. The MMDA has proposed a Swift Traffic Action Group equipped with body worn cameras to monitor enforce-ment. That’s a good start; public transparency and accountability must accompany enforcement lest it devolve into harassment or selective implementation.

Importantly, local government units (LGUs) must align their ordinances and local rules with the new regula-tion, because many roads fall under city jurisdiction. The regulation gives LGUs flexibility—some roads may allow limited, one side, or off peak parking—but these must be harmonized carefully so as not to create loop-holes.

Some mayors have warned against a total ban, arguing that certain roads are lightly traveled and could ac-commodate parking without major obstruction. San Juan Mayor Francis Zamora, who leads the Metro Manila Council, reiterated that not every street should be no parking, but that LGUs should identify roads where local-ized parking is feasible.

A one size fits all approach would be unwise. A mall frontage might demand strict no-parking, but a quiet inner street in a residential area might still function with controlled parking. The challenge is drawing that line—with data, not guesswork.

This is difficult to do. Parking alternatives are usually non-existent, especially in residential areas whose streets are used by motorists to avoid main thoroughfare traffic.

If all the streets are off limits, where will people park? Many inner city neighborhoods already lack ade-quate off street parking. Condominiums are often built with insufficient parking slots; residences and small businesses spill onto the road.

Without parallel investment in public lots, satellite parking, or incentives for private parking, enforcement could become an ordeal of displacement rather than relief.

Also, the success of the ban depends on LGUs, barangays, traffic enforcers, MMDA, and local police all work-ing seamlessly. If one city fails to enforce, violators may just relocate to roads in another. The technical working group (TWG) formed earlier to map roads and integrate feedback must move fast—and must not remain a paper exercise.

It is obvious, many motorists now treat streets as de facto parking lots. Convincing them to change habits will require communication, grace during early enforcement, and incentives.

Not all motorists are equal. For residents living in dense, car dependent suburbs, or workers who arrive late or leave early, parking constraints weigh heavier.

So, what must be done before the Christmas rush comes? Here are a few thoughts:

Every city in Metro Manila must pass or amend ordinances to conform, and must publicize new no-parking zones, signage, and maps.

A visible enforcement campaign should be conducted. Grace periods with warnings may help public adjust-ment, but the transition must lead quickly to firm penalties—ticketing, towing, impounding. Visible opera-tions will deter casual violations.

There should also be an information campaign on alternative parking areas. Motorists need clear sign-age, maps (digital and printed), and media campaigns. People must know where they can park, not only where they cannot. Citizen hotlines or apps to report obstructions or violations will help. (Email: [email protected])