ENDEAVOR
The recent statement by MMDA Chairman Romando Artes that the EDSA Busway dedicated lane will be phased out once the MRT-3 expands its capacity is deeply concerning. It runs counter to the position of Transportation Secretary Jaime Bautista, who has supported the privatization of the Busway project through competitive bidding by private operators. The conflicting positions within government only add to the confusion surrounding the future of what has been one of the most successful public transportation initiatives in Metro Manila in recent years.
Instead of dismantling the EDSA Busway, the government should move forward with its privatization to ensure its continued efficiency and sustainability. Around the world, modern mass transit systems thrive under well-managed public-private partnerships (PPPs), and the EDSA Busway should be no exception.
The EDSA Busway project (also called the EDSA Carousel Line), launched during the pandemic, has significantly improved commuter travel time, safety, and convenience by providing a dedicated lane for buses along Metro Manila’s busiest thoroughfare. The system, modeled after Bus Rapid Transit (BRT) systems in other countries, allows for faster travel by preventing buses from mixing with general traffic.
Unlike the previous chaotic system where buses competed for passengers along EDSA, leading to congestion and accidents, the dedicated busway has demonstrated the efficiency of organized public transport. Passengers now have a more predictable and reliable commute, while operators benefit from streamlined routes and increased ridership.
Phasing out the busway’s dedicated lane in favor of MRT-3 expansion is a false choice; one does not replace the other. Modern urban transport systems rely on multiple interconnected modes, including rail, buses, and active transport options. A properly managed bus system complements the MRT by offering flexibility and wider reach beyond train stations, serving areas that are not covered by rail lines.
Cities around the world have embraced bus rapid transit (BRT) systems as a cost-effective, high-impact solution for urban mobility.
One of the most successful BRT systems in the world is Bogota, Colombia’s TransMilenio. It has transformed public transport, reducing travel time by 32 percent and increasing ridership to millions of passengers per day. The system was made possible through private sector participation, with bus operators bidding for contracts under government regulation.
Southeast Asia’s largest BRT network, Indonesia’s TransJakarta, carries over a million passengers daily across the city’s dedicated bus lanes. The system is continuously expanding, showing that a well-managed bus network is a sustainable solution for congested megacities.
Running along a dedicated lane, Turkey’s Istanbul Metrobus system moves more than 800,000 passengers per day at a fraction of the cost of new rail infrastructure. The service is integrated with the metro and tram networks, proving that busways and rail systems can coexist.
These examples show that well-planned and professionally managed bus systems are not temporary solutions; they are integral to modern urban transport. Metro Manila, with its chronic congestion and inadequate transport options, cannot afford to take a step backward by eliminating the EDSA Busway.
For decades, Metro Manila’s transportation policies favoring private cars at the expense of efficient public transport have resulted in worsening congestion, longer commute times, and poor air quality. The continued expansion of road networks for private vehicles has not solved traffic problems; it has made them worse. Studies show that building more roads induces demand, leading to more cars on the road and, ultimately, more congestion.
The numbers are self-explanatory. Only 12 percent of Filipinos own cars, yet road space is overwhelmingly allocated to private vehicles. According to a JICA study, mass transport users spend an average of 1.5 to three hours per day in traffic, with economic losses estimated at $3.5 billion daily due to lost productivity.
Instead of prioritizing private cars, Metro Manila must shift to policies that benefit the majority of commuters. A robust public transport system, including a privatized, well-managed EDSA Busway, can move far more people per lane than private vehicles.
Turning over the EDSA Busway to private operators through competitive bidding will help ensure efficiency and reliability, promote financial sustainability, facilitate integration with other transport modes, enable fleet modernization and environment-friendly programs.
Private operators, when properly regulated, can run the system with higher service standards and modernize fleets faster than government-managed models. The success of expressways operated under PPP models — such as the NLEX, SLEX, and Skyway 3 — proves that private-sector efficiency can improve public infrastructure.
Instead of relying on government subsidies, a privatized Busway can sustain itself through fare revenues, advertising, and corporate investments. Public funds can then be redirected to other transport infrastructure projects, including expanding rail networks.
A private sector-led busway can be linked more efficiently with MRT, LRT, PNR, and future transport projects. Modern ticketing and smart fare collection systems can be implemented to create a seamless commuting experience. Private operators are more likely to invest in electric or low-emission buses, reducing the carbon footprint of urban transport. A sustainable bus system will contribute to cleaner air, lower emissions, and improved public health.
As pointed out by the Management Association of the Philippines (MAP), the privatization of the EDSA Carousel Line (or busway) is in the last stage of the preparation for its public bidding per funding of the PPP Center and the World Bank. Bidding is expected in the second quarter of this year.
The privatization of the EDSA Busway is not just an economic decision. It is a commitment to a sustainable and commuter-first transport future. Dismantling the Busway in favor of car-centric policies would be a tragic step backward, erasing the gains made in improving mass transit efficiency. Rather than debating whether to keep the busway or expand the MRT, we should focus on how to make both systems work better together. Metro Manila needs a fully integrated transport system: one where buses, trains, and other forms of public transit serve the people efficiently and reliably.
The government must stand firm in pushing for the busway’s privatization and expansion. The commuting public deserves nothing less than a world-class transport system that prioritizes people over cars. The future of Metro Manila’s mobility depends on sustained investments in mass transit, not outdated policies that have long failed us.
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