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Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in

Metro Manila's Intermodal Future

Article · March 2024

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 Lamentillo, A. M. Y. (2024). Retracing the
Routes: The Renaissance of Pedestrian and
LSE INTERNATIONAL Railway Systems in Metro Manila’s Intermodal
DEVELOPMENT REVIEW Future. LSE International Development
Review, 1, pp. 1-12.

Retracing the Routes: The Renaissance of

Pedestrian and Railway Systems in Metro Manila’s
Intermodal Future

Anna Mae Yu Lamentillo

London School of Economics and Political Science
Email: A.Lamentillo@lse.ac.uk

Manila (Wright, 1909) has a (Linn, 2019). The Insular Government

longstanding history of railway and of the Philippines, which was
pedestrian infrastructure that dates established in 1902, expanded the
back even before the turn of the 20th railway network to include two new
century (Williams, 1899). As early as railroad systems — the Luzon Island
1875 (Williams, 1899), Manila Lines, spanning 430 miles, and the
completed the construction of the 150- Visayan Island Line, spanning 300
mile Manila and Dagupan Railroad miles (Linn, 2019).

1
© Anna Mae Yu Lamentillo, 2024. This is an open access article under
the terms of the Creative Commons Attribution License, which permits use,
distribution and reproduction in any medium, provided the original work is
properly cited.
 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

In the 1930s—Manila Railroad As urbanization, population

Company owned 1,140 kilometers of growth (PSA, 2020), and modernization
track (Boquet & Boquet, 2017). In the accelerated (Murakami, et.al, 2005),
past century, Manila witnessed a Manila saw a growing emphasis on
significant shift from a railroad-focused private vehicle ownership and road
transportation system to a car-centric infrastructure (JICA, 1985).
approach, resulting in a drastic
reduction in the prominence of rail This shift was largely fueled by
networks(Boquet, 2013). the perception of cars as symbols of
progress and success (Nielsen, 2014).
According to the 2020 Census of In a survey conducted by Nielsen, the
Population and Housing, the total Philippines ranked among the top 10
population of the Philippines is countries worldwide in terms of the
109,035,343 (PSA, 2020). Metro intention to acquire a car within the next
Manila, an administrative region two years, noting that 76% of Filipino
composed of 16 highly urbanized cities consumers intend to buy within this
and one municipality, holds 13,484,462 timeframe (Nielsen, 2014).
people, or 12.36% of the total
population (PSA, 2020). In a five-year Consequently, investment in
term period, the Philippines recorded railway infrastructure and maintenance
an annual population growth rate of waned, leading to the decline and even
1.63 percent — registering an increase abandonment of many rail lines
of 8,053,906 since 2015 (PSA, 2020). (Daguio, 2016). For instance, in Manila,
only 77 kilometers remain operational
(Lamentillo, 2021), in the network which

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

at its peak spanned 1,140 kilometers deaths annually due to air pollution
(JICA, 2014). This transition to a car- (Farrow, Miller, and Myllvirta, 2020).
centric approach has had wide-
reaching implications, including According to the National Air
increased traffic congestion (JICA, Quality Status Report conducted in
2015), air pollution (Krupnick, et.al, 2015 by the Department of
2003), and noise pollution (Ramirez- Environment and Natural Resources, it
Villoria, 1998). The abandonment of an was found that 65% of air pollutants
intermodal transport facility in favor of a originated from mobile sources
car-centric approach resulted in traffic including automobiles, motorcycles,
jams in Metro Manila, which cost the trucks, and buses (DENR, 2015).
metropolitan 3.5 billion php a day (CNN,
2018) and about 27,000 premature

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

In recent years, Metro Manila Domestic Product (GDP) from 5.4

has experienced a resurgence in the percent in 2017 to seven percent by
development of railway and pedestrian 2022 (Lamentillo, 2018). This exceeded
infrastructure (JICA, 2019), signaling a the average of 2.4 percent set by the
positive shift towards a more previous six administrations over the
sustainable and efficient transportation past fifty years, making it the largest
system (JICA, 2014; Lamentillo, 2021). allocation of funds for infrastructure in
Philippine history (Lamentillo, 2018).
The research aims to investigate
the experience of Metro Manila, one of While there were significant
the most dense metropolis in Southeast investments in improving road
Asia, regarding their efforts to build an infrastructure as shown by the
intermodal transportation network and completion of 29,264 kilometers of
expand their respective railway roads and 5,950 bridges during 5 years
networks and pedestrian infrastructure. (Lamentillo, 2021), the commitment of
The primary objectives of this study are Build Build, Build, and its subsequent
to examine the Philippines’ pull out from evolution to Build Better More, to an
a car-centric orbit (Pritchard, 2022), the intermodal transportation network,
mainstreaming of pedestrian and which includes roads, bridges, rail
railway infrastructure, and the shift systems, seaports, airports, bicycle
towards an intermodal transportation lanes, and pedestrian infrastructure is
network in the Philippines’ Build Build evident (Lamentillo, 2021).
Build (Lamentillo, 2021) and
subsequently Build Better More(BSP, Construction of rail
2023) using the Avoid-Shift-Improve infrastructure, which includes
Mobility Approach (Transportation numerous stages, was postponed
Urban Mobility Initiative, 2019). By (Calica, 2010) indefinitely by several
studying Metro Manila as a case study administrations due to its complex and
this research seeks to provide valuable time-consuming process that often
insights and lessons learned that can extends beyond a single presidential
inform future urban planning and term. Unlike road projects or other
development strategies in other cities, smaller-scale initiatives like seaports,
particularly in Southeast Asia, facing airports, or ferry systems, which can be
similar transportation and mobility completed within a relatively shorter
challenges. timeframe of around three years, rail
projects require extensive planning,
Avoiding Road Dependency: Build, design, land acquisition, engineering,
Build, Build’s Vision for Intermodal and construction processes.
Integration
In recent years, the Philippines
The "Build, Build, Build" has witnessed a significant resurgence
program is the medium-term in the construction of alternative
infrastructure strategy used during the transportation options. For instance,
term of former President Rodrigo from 2016 to 2022, 214 airport projects
Duterte to boost infrastructure and 451 commercial and social/tourism
investment in the Philippines seaport projects have been completed
(Lamentillo, 2018). Its objective is to (Lamentillo, 2021). Moreover. the
raise infrastructure spending as a Department of Transportation has
percentage of the country's Gross taken the lead in spearheading various

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

railway projects (Bautista, 2023), “because the average distance traveled

including the LRT 1 Cavite Extension, per trip is low” (Lamentillo, 2020).
MRT Line 7, MRT 4, and the According to the Metro Manila Urban
construction of the country’s first Transport Integration Study (JICA,
subway system after a 40-year hiatus 1999), approximately 35% of locations
and six different administrations can be reached within a 15-minute walk
(Lamentillo, 2021). or bike ride (Lamentillo, 2020).
However, despite this proximity, the
In partnership with Japan majority would still prefer to use
International Cooperation Agency, it paratransit vehicles such as jeepneys
has also initiated the creation of a 30- or tricycles, as well as cars, due to the
year Master Rail Plan for the Greater absence of appropriate pedestrian
Capital Region, which aims to increase infrastructure (Lamentillo, 2020). Under
rail density and rail share of trips in the Build, Build, Build, a notable
GCR at par with major Asian Cities achievement was the completion of
Tokyo, Shanghai, and Seoul. (Bautista, Laguna Lake Highway in 2019, which
2023). not only provided a crucial link for
vehicular traffic but also marked a
Shift: Metro Manila’s Transition to milestone as the first expressway in the
Diverse Transportation Options country to incorporate dedicated
bicycle lanes (Lamentillo, 2022). The
Investing in infrastructure that project set a significant precedent and
embraces walkability is crucial for the sparked a cultural shift in
Philippines. The findings of the 2011 transportation, which became more
study by the Asian Development Bank, prominent during the COVID-19
which examined walkability and lockdown when public transportation
pedestrian facilities in Asian countries, operations were suspended and
like Manila, emphasize the potential for physical distancing measures were
foot and bicycle travel in the Philippines imposed on public vehicles (Lamentillo,
(Leather, et.al.,2011), primarily 2022

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

The successful implementation accessible pathways for pedestrians

highlighted the importance of ensuring and cyclists (Lamentillo, 2020). Now,
safe and convenient access for national and local governments have
pedestrians and led to the enactment of established more bicycle lanes
Department of Public Works Highways nationwide with the completion of
Department Order 88 (Villar, 2018). several bike lane networks, including
Bicycle Facilities are classified into the 29 km Metro Cebu Bike Lane and
three categories: Class I or Shared Use the 54.7 km Metro Davao Bike Lanes
Path or Bike Path, Class II or Separated (Lamentillo, 2022).
Bike Lane using Pavement Marks or
Physical Separation and Class III or The increased government
Shared Roadway (Villar, 2018). investment in pedestrian infrastructure
and the adoption of the succeeding
This landmark legislation, which government of the same policy
was signed in 2020 by former Secretary (Bonoan, 2022) has sparked a
Mark Villar, made it mandatory for the remarkable cultural shift in the
government to include bicycle facilities Philippines, leading to a significant rise
at the planning stages of all in the number of Filipino families
government-initiated road and bridge
projects, thus ensuring safer and more

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

embracing biking as a preferred mode (De Palma & Lindsey, 2011), Road
of transportation, even in the post- Pricing Schemes (Cavallaro, et. al.,
pandemic era. According to the Social 2018), Intelligent Transportation
Weather Stations survey, cycling still Systems (Qureshi and Abdullah, 2013),
emerged to be an essential mode of Active Transportation Promotion
transportation post-pandemic — “with (Saidla, 2019) that discourage private
at least one out of three families saying vehicle use during peak hours. The
they use bikes” (Philstar, 2023). government might also consider
expanding its current Bus Rapid Transit
Improve: Enhancing Mobility in (BRT) System and look at potential
Metro Manila BRT corridors in Metro Manila identified
in a 2014 Research Study, particularly
The Philippine Government has the routes of Quezon Avenue and
been actively investing in the expansion Commonwealth Avenue as well as
and development of public Alabang Zapote Road and Sucat Road
transportation infrastructure in Metro (Sigua, Ricardo, 2014).
Manila (PCO, 2023). However, it is
important that the government also Implementing an integrated fare
adopts medium-term strategies that will system that allows for seamless
immediately address the transportation transfers between different modes of
challenges, encourage behavior public transportation (Bianchi, 2012),
change, and promote sustainable and a communication campaign aimed
transportation practices. at educating the public on the benefits
of public transportation and the
The government can use importance of sustainable travel
Transport Demand Management choices will also be beneficial in the
Strategies, like Mobility-as-a-Service transition to an intermodal
(Farahmand, 2021), Carpooling and transportation network (Abroms and
Ridesharing Programs (Shaheen, Maibach, 2008).
2018), Parking Restrictions (Marsden,
2006), Congestion Pricing Schemes

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

Conclusion effort to address behavior change and

promote alternative modes of
The Philippine Government’s transportation (Abroms and Maibach,
push towards an intermodal 2008). This requires comprehensive
transportation network in Build, Build, public awareness campaigns,
Build and subsequently Build, Better incentives for using sustainable
More presents a promising solution for transportation (Chenikwi, & Cynthia,
Metro Manila's mobility and 2023), and investments in infrastructure
transportation challenges (Lamentillo, that prioritize pedestrians, cyclists, and
2022). By avoiding dependence on mass transit systems (Jansson, &
road-based infrastructure, the Pyddoke, 2010).
metropolis can alleviate traffic
congestion (Brnjac, Badanyak, and In summary, by embracing the
Babi, 2007), reduce pollution avoid-shift-improve framework and
(Ramalho, M & Santos, T., 2021), and initiating a shift from car-centric
enhance sustainability (Mihyeon and planning to an intermodal
Amekudzi, 2005). Moreover, the shift transportation network, Metro Manila
towards diverse transportation options, can overcome the limitations posed by
which utilize rail, water, air, and road-based infrastructure. Through the
pedestrian transportation systems will promotion of diverse transportation
greatly improve overall mobility and options and the necessary behavior
accessibility for residents (Oostendorp, change, the metropolis can enhance
et.al, 2019). mobility, reduce congestion, and create
a more efficient, sustainable, and
However, it is crucial to livable urban environment for its
acknowledge the current societal residents.
limitations that hinder this transition.
The deeply ingrained car-centric culture
(Nielsen, 2014), coupled with
resistance to change, poses significant
challenges. To successfully facilitate
the shift, there must be a concerted

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 Retracing the Routes: The Renaissance of Pedestrian and Railway Systems in Metro Manila’s Intermodal Future

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