Content uploaded by Hya Bendaña
Author content
All content in this area was uploaded by Hya Bendaña on Feb 09, 2021
Content may be subject to copyright.
2021 Budget Briefer as of 14 September 2020
Executive Summary: Investing in public transport will save lives and restart the economy 2
Q&A: To recover from COVID-19, why do we need to increase DOTr’s 2021 budget
for pandemic response programs for road-based transport from almost zero to P62 B? 3
Q1. How can we create a budget for 2021 that can help us recover from COVID-19? 3
Q2. What programs should we fund to help us respond to and recover from the pandemic? 3
Q3. How can the DOTr budget help us recover from COVID-19? 4
Q4. Why are active transport and road-based public transport investments so crucial to COVID-19 response and recovery?5
Analysis of the P128.8 billion DOTr Budget in the 2021 National Expenditure Program 6
Road-based public transport gets P2.5 billion, just 2 percent of the total DOTr budget. 6
Of the P2.5 billion road sector budget, almost all are for day-to-day operations. 6
Of the P107 billion rail budget, 90% is for long-term mobility (reported to be finished 2023-25) 6
Briefer 1. Historical Background of the Department of Transportation Budget (2016 - 2021) 7
From 2016 to 2021, road-based public transport has gotten just P25.6 B, just 0.02 percent of GDP in investment and just 6
percent of the total DOTr budget. 7
From 2016 - 2019, road-based public transport budget after realignments was just at P11.6 B, just 5% of the DOTr budget.
The obligation rate was at 75% and the disbursement rate was at 20%. 7
Briefer 2. People- and Environment-Centric Metrics for Reforms in the Transportation System 8
Principle 1. Accessibility 8
Principle 2. Efficiency and Reliability 8
Principle 3. Comfort 8
Principle 4. Safety 8
Principle 5. Sustainability 8
Briefer 3. Pandemic Response and Recovery Programs 9
Response and Recovery Program 1. Active Transportation 9
Q1: What is active transport (AT)? 9
Q2: What are the programs under it? Why is this a crucial investment? 9
Q3: How much 2021 budget do we need for active transportation? 9
Q4: How much are other countries investing in their active transport infrastructure? 9
Response and Recovery Program 2. Service Contracting 10
Q1: What is service contracting? 10
Q2: How does this work? Why is this a crucial investment? 10
Q3: How much 2021 budget do we need for it? 10
Q4: How much are other countries investing in service contracts? 10
Response and Recovery Program 3. Efficiency-Increasing Road-Based Public Transport Infrastructure and Services 11
Q1: What kind of road infrastructure increases the efficiency of public transport? 11
Q2: How does it work? Why is this a crucial investment? 11
Q3: How much 2021 budget do we need for it? 11
Q4: How much are other countries investing in high-quality bus systems and BRT? 11
Total Investment for All Response and Recovery Programs. 12
Q1: How much in total do we need to invest in these three pandemic responses and recovery programs? (2020, 2021,
2022) 12
Q2: What is the economic cost of being stuck in traffic? 12
Q4: What is the economic cost of road crashes? 13
Q5: Why is improving mobility a crucial element to poverty reduction? 13
MOVE AS ONE COALITION PROFILE 14
CORE COALITION STATEMENT (May 10 Statement) 15
Move As One Budget Briefer as of 10 September 2020
1 of 15
Executive Summary: Investing in public transport will save lives and restart the economy
1. On September 7, the IATF issued Resolution 69, which recommends six policy interventions to
create “safe, safe, responsive, and inclusive public transportation services” to reduce
crowding and prevent the risk of COVID-19 transmission:
a. Adopting the latest health standards (regular ventilation, protective equipment,
physical distancing) inside public utility vehicles (PUVs);
b. Requiring government agencies, large corporations, and firms registered in economic
zones to provide regular shuttle services for their employees;
c. Implementing the service contracting of PUVs;
d. Establishing an interoperable automatic fare collection system for all PUVs;
e. Setting up dedicated lanes for PUVs in major routes, along with building more PUV
stops and stations; and
f. Putting up protected bicycle lanes and racks, at-grade crosswalks, wider walkways, and
other forms of active transport infrastructure that will make walking and cycling safe,
healthy, and comfortable for the public.
2. These IATF programs receive near-zero funding under the 2021 NEP. We estimate that we will
need P62 billion to fund these IATF-priority programs under the DOTr’s 2021 budget. The total
investment is around P185 billion from 2020 to 2022.
*Total DOTr budget in Bayanihan 2 was 9.5 B, with P2.6 B subsidies to “critically impacted businesses”
3. It’s important to increase the DOTr road-based budget because this corrects the low budgets
for road transport from 2016 to 2019: after realignments, road transport just got P11.6 B, 5% of
the DOTr budget and less than 0.02 percent of GDP. Investing in resilient road-based public
transportation is the only way to create transport supply this year.
4. One peso invested in road-based public transport investment is associated with AT LEAST
P2.77 in economic returns (PSA 2012 IO tables),higher economic returns than construction
projects (P2.27) like Build-Build-Build. We need to invest in public transport to save lives, save
time, and restart the economy: to reduce cost of being stuck in traffic (~7% of GDP), to reduce
road crashes (2.6% of GDP), and to improve air quality and biodiversity
5. The DOTr obligation rate for road transport was at 75% and the disbursement rate was at 20%
from 2016 to 2019. We should help DOTr improve these rates by investing in its staff
complement and organization.
Move As One Budget Briefer as of 10 September 2020
2 of 15
Pandemic response
programs for transport
Bayanihan 2
2020
NEP-DOTr
2021
Proposed
2021
Proposed
2022
Proposed
2020-2022
Service contracting
of public utility vehicles
5.6 B
0 B
43.73 B
44.48 B
72.24 B
Active transport
(Protected bike lanes,
at-grade crosswalks,
wider walk ways)
1.32 B
0 B
5.25 B
6.2 B
12.77 B
Road-based
infrastructure and
services
(PUV-only infrastructure,
bus stops, terminals)
0 B
0.1 B
12.62 B
66.52 B
59.89 B
Total
6.916 B*
0.1 B
61.60 B
117.20 B
185.72 B
Q&A: To recover from COVID-19, why do we need to increase DOTr’s 2021 budget
for pandemic response programs for road-based transport from almost zero to P62 B?
Q1. How can we create a budget for 2021 that can help us recover from COVID-19?
1. Our 2021 national budget should be treated as a COVID-19 economic response and
recovery budget. Rebuilding the economy post-COVID (or while dealing with COVID),
requires allocating resources to ensure safe and sufficient mobility as well as urban
transportation, which are critical gears of the economy.
2. Transport spending in 2021 must make public transport supply SAFE, SUFFICIENT, and
STABLE. It should fill the massive shortage in public transport capacity, which currently
induces crowding, unsafe behavior, and virus transmission.
1
3. Improving public and active transport (walking and cycling) is one of the seven key
recommendations of our medical frontliners when they called for a time-out.
Q2. What programs should we fund to help us respond to and recover from the pandemic?
1. Three critical pandemic response programs need P185 B in funding from 2020 to 2022:
2
a. Implementing service contracting for PUVs,
b. Building proper active transportation infrastructure and networks,
c. Improving road-based public transport infrastructure and services
2. While Bayanihan 2 invests around P6.92 B in these programs in 2020, the budget proposal
for 2021 provides NO funds for these programs. We should continue and expand the
currently funded programs under Bayanihan 2.
*Total DOTr budget in Bayanihan 2 was 9.5 B, with P2.6 B subsidies to “critically impacted businesses”
3. Service contracting for PUVs: Economic recovery will require safe, stable, and sufficient
public transport Without service contracting, public transport will be inadequate as
operators shut down due to unprofitable operations. Those operating might result in
1Inter-agency Task Force for the Management of Emerging Infectious Diseases. (7 September 2020).
Resolution No.
69 Series of 2020.
https://pcoo.gov.ph/news_releases/inter-agency-task-force-for-the-management-of-emerging-
infectious-diseases-resolution-no-69-dated-07-september-2020/.
2 We are adjusting these estimates as Bayanihan 2 is implemented and we get more updated figures.
Move As One Budget Briefer as of 10 September 2020
3 of 15
Pandemic response
program for transport
Bayanihan 2
2020
NEP-DOTr
2021
Proposed
2021
Proposed
2022
Proposed
2020-2022
Service contracting
5.6 B
0 B
43.73 B
44.48 B
72.24 B
Active transport
1.32 B
0 B
5.25 B
6.2 B
12.77 B
Road-based Public
transport
infrastructure and
services
0 B
0.1 B
12.62 B
66.52 B
59.89 B
Total
6.916 B*
0.1 B
61.60 B
117.20 B
185.72 B
dangerous on-street competition, crowding, and noncompliance with reduced loads due to
the boundary system.
Thus, the wages of our drivers should be stable and independent of the number of
passengers. A guaranteed income will make streets safer as PUVs are more supported in
implementing health regulations and dangerous on-street competition is avoided.
Bayanihan 2 included P5.6 billion for service contracts, but this will last only for a few
months. Our road-based public transport system in Metro Manila and Metro Cebu needs to
be sustained by spending P44 billion annually over the next 2 years to engage thousands of
PUVs. This funding will cover the gap between fare revenues and operating costs and will
ensure that essential transport services are available in our major urban centers.
4. Building out active transportation infrastructure and networks: We must create better
and safer conditions for all by investing more than P5.25 billion in 2021 in active transport
infrastructure such as wider sidewalks, protected bike lane networks, urban shade trees,
green space, and safe, walkable streets. Our streets should be safe and accessible for users
of all ages - from our children to our grandparents. The P1.316 billion active transport
allocation in Bayanihan 2 will establish a “pop-up” network to give pedestrians and cyclists
immediate protection, but further funding in 2021 and 2022 will be required to create a safe,
attractive, and durable network of active transport infrastructure.
5. Improving public transport infrastructure and services. In the next 3 years, we must
improve the infrastructure and services for road-based public transportation by investing
P59.89 billion in building quality and accessibility. bus stops, bus-only lanes, depots, and
terminals nationwide, plus subsidies for fleet modernization (P12.62 billion in 2021 and
P66.52 billion in 2022). These investments will enable our public transport fleet to operate
with greater efficiency and reliability, compensating for the loss in public transport
capacity due to physical distancing. Bayanihan 2 did not provide funding for these
efficiency-enhancing investments, but the national budgets in 2021 and 2022 can remedy
this gap.
6. The DOTr performance outcomes and indicators should be revised to reflect the agency’s
shift to these pandemic response programs. Metrics for success should be people-centered,
not vehicle-centered. Data collection and analysis need to measure output and outcome
indicators. They should also ensure that performance measures are linked to the
experiences of commuters.
Q3. How can the DOTr budget help us recover from COVID-19?
1. A larger budget is needed for active transport and road-based public transport since these
travel modes can deliver safe travel options for commuters in the next 2 years.
2. Of the P128.8 billion DOTr budget proposal under the 2021 NEP, only P2.5 billion goes to
road-based public transport (none to the pandemic response programs). Of this already
Move As One Budget Briefer as of 10 September 2020
4 of 15
meager amount, 96% goes to day-to-day operations of the LTFRB and the Land
Transportation Office (LTO). Here’s the breakdown:
Rail-based P107.3 billion (83%)
Road-based P2.5 billion (2%)
Aviation sector P0.0 billion (0%)
Maritime sector P0.2 billion (~0.1%)
General admin P2.1 billion (2%)
Support for operations P16.8 billion (13%)
Total DOTr P128.8 billion (100%) (may not add up due to rounding)
3. Most of the DOTr budget goes to rail. While rail investments are important for long-term
mobility (some projects to be completed by 2023), road-based public transport and active
transport investments are crucial for more immediate impact.
Q4. Why are active transport and road-based public transport investments so crucial to COVID-19
response and recovery?
1. Seventy-seven percent (77%) of Filipino workers are in manufacturing and service
industries. They CANNOT work from home. They need transportation to go to work.
Employers, already suffering from the recession, cannot absorb the costs or manage the
mobility logistics of their workforce. This is highly important for frontliners and
healthcare workers who need safe and sufficient mobility to help the country combat
COVID-19.
3
2. Expanding public transport supply and providing active transport infrastructure mean
less crowding and lower risk of virus transmission. 9 in 10 Filipino households do not own
a car and take public transportation, walk, or cycle to work. We need to make essential trips
safe for transport modes that are most accessible to the majority of Filipinos.
3. We already had a massive public transport shortage before the pandemic. COVID-19 made
this shortage worse. Physical distancing has significantly reduced the capacity of our
public transport services. Even if all public transport vehicles operate, the supply would be
insufficient, with a deficit of about 5 million daily passenger trips who have no option
except walking or cycling. Thus, we need to make walking and cycling safe and attractive.
4
As more people shift to biking or walking, the less crowding there will be on our strained
public transport services. At the same time, we need to exhaust all means to make our
public transport fleet operate more efficiently, so they can achieve more round trips in a
day and carry a larger number of passengers.
3Philippine Statistics Authority. (12 May 2020).
Employment Situation in October 2019.
https://psa.gov.ph/content/employment-situation-october-2019.
4Rey, Aika. (29 May 2020).
On their own: Commuters and the looming transportation crisis in Metro Manila.
https://rappler.com/newsbreak/in-depth/looming-transportation-crisis-metro-manila-part-2.
Move As One Budget Briefer as of 10 September 2020
5 of 15
Analysis of the P128.8 billion DOTr Budget in the 2021 National Expenditure Program
5
Road-based public transport gets P2.5 billion, just 2 percent of the total DOTr budget.
Of the P2.5 billion road sector budget, almost all are for day-to-day operations.
Of the P107 billion rail budget, 90% is for long-term mobility (reported to be finished 2023-25)
5Department of Budget and Management, Republic of the Philippines. (8 October 2019).
National Expenditure
Program Volume III FY 2020.
https://www.dbm.gov.ph/index.php/budget-documents/2020/national-expenditure-
program-fy-2020/248-budget-documents/2020/1537-national-expenditure-program-volume-iii-fy-2020.
Move As One Budget Briefer as of 10 September 2020
6 of 15
Sector
Proposed Budget (PHP in Billions)
% Share
General administration
2.1
1.60%
Support to operations
16.8
13.00%
Rail
107.3
83.30%
Road
2.5
2.00%
Aviation
0
0.00%
Maritime
0.2
0.10%
TOTAL
128.8
100%
Rail Sector Programs/Projects
Proposed Budget (PHP in Billions)
% Share
MRT operations
11
10.30%
Construction, rehabilitation,
improvement
0
0.00%
Metro Manila Subway Project Phase 1
34.6
32.30%
North-South Commuter Railway
58.6
54.70%
PNR South Long Haul
3
2.80%
RAIL SUBTOTAL
107.3
100%
Road Sector Programs/Projects
Proposed Budget (PHP in Billions)
% Share
Motor vehicle registration
1.3
51.20%
Law enforcement and adjudication
0.2
7.30%
Issuance of driver's license and permits
0.5
21.30%
Certificate of public convenience and
route establishment
0.4
16.20%
Integrated transport system project
0.1
4.00%
Construction, rehabilitation,
improvements
0
0.00%
ROAD SUBTOTAL
2.5
100.00%
Briefer 1. Historical Background of the Department of Transportation Budget (2016 - 2021)
From 2016 to 2020, DOTr allocated only a total of P25 billion for land public transportation projects.
The annual allocation constitutes around 6 percent of the total agency budget, on average, with the
exception in 2018 when it received an 18% budget share. DOTr’s National Expenditure Program for
2021 allocated only 2% for land transport projects.
Flagship projects under the sector, since 2016, are the PUV Modernization Program (PUVMP),
Integrated Transport System (ITS) Project, Metro Manila BRT Line 2 (EDSA BRT), MM BRT Line 1
(Quezon Avenue), and Cebu BRT. To date, these projects have made slow progress. Budget
utilization on land transport projects were 0 in 2016, 18% in 2017, 41% in 2018, 4% in 2019.
From 2016 to 2021, road-based public transport has gotten just P25.6 B, just 0.02 percent of GDP in
investment and just 6 percent of the total DOTr budget.
From 2016 - 2019, road-based public transport budget after realignments was just at P11.6 B, just
5% of the DOTr budget. The obligation rate was at 75% and the disbursement rate was at 20%.
* Budget after realignments. Source: Final Accomplishment Reports 2016 - 2019
Move As One Budget Briefer as of 10 September 2020
7 of 15
GAA Fiscal Year
(FY)
Total DOTr
Budget*
(PHP billion)
Road-based public
transport budget
(PHP billion)
Road-based public
transport budge
(% of total DOTr)
Nominal GDP
(PHP billion)
Road-based public
transport budget
(% of GDP)
a
b
c = a / b
d
e = b / d
GAA FY 2016
35
1.39
4%
15,132.4
0.01%
GAA FY 2017
46.16
2.52
5%
16,556.7
0.02%
GAA FY 2018
51.47
9.02
18%
18,256.2
0.05%
GAA FY 2019
54.24
4.46
8%
19,516.4
0.02%
GAA FY 2020
83.06
5.67
7%
18,647.6
0.03%
NEP FY 2021
128.8
2.5
2%
20,376.0
0.01%
Total 2016 - 2021
398.7
25.6
6%
108,494.3
0.02%
Final
Accomplishme
nt Report (FY)
DOTr budget
after
realignments
(PHP billion)
Road budget*
after
realignments
(PHP billion)
Road-based
Budget
(% of total
DOTr budget)
Road-based
obligations
(PHP billion)
Road-based
obligation rate
Road-based
disbursement
(PHP billion)
Road-based
Disbursement
Rate
a
b
c = b / a
d
e = d / b
f
g = f / b
FY 2016
43.4
3.26
8%
2.95
90%
0
0%
FY 2017
71.0
0.40
1%
0.05
13%
0.009
2%
FY 2018
57.1
5.47
10%
5.074
93%
2.245
41%
FY 2019
49.9
2.51
5%
0.622
25%
0.109
4%
Total
2016 - 2019
221.35
11.63
5%
8.696
75%
2.363
20%
Briefer 2. People- and Environment-Centric Metrics for Reforms in the Transportation System
Principle 1. Accessibility
a. Public transport services and stops are reachable by walking.
b. Public transport services (vehicles and stops/ stations/ terminals) are easily accessible to all
persons regardless of age, sex, gender, and ability. PUVs and their routes are easily
identifiable (number and/or color codes), have ramps, low floor entry, wheelchair space,
priority seating, audio announcement systems, at-grade crosswalks, and tactile pavings.
c. Wide, well-designed, unobstructed, and interconnected walking and cycling paths are
accessible from any PUV stop, station, or terminal, and adequately provided with bike racks
and repair stations (with tools).
d. Public transport services are available 24 hours every day.
Principle 2. Efficiency and Reliability
a. PUV services arrive according to schedule and travel at an average speed of at least 15 kph.
Commuters do not wait for more than 10 minutes in stops/stations before boarding.
b. Public transport systems are interconnected. Commuters do not make more than 2
transfers and don’t have to walk for more than 5 minutes to reach a PUV stop or station.
c. Public transport services do not break down. In cases of breakdowns, rescue services and
emergency response arrive within 15 minutes of the incident.
d. Commuter complaints and feedback are responded to within 3 days. In cases of critical
issues such as street hazard and related obstacles, repairs of bike lanes and walkways are
attended to within 24 hours of the incident report.
Principle 3. Comfort
a. Public transport vehicles are clean and well-maintained, have enough space for seating,
wheelchairs, and luggage, and have additional provisions for passenger comfort (e.g. wifi
and internet connection, cooling and ventilation systems).
b. PUV stops have adequate cover, lighting, seats, and are well maintained and clean.
c. PUV stations have complete, clean, and well-maintained facilities, such as toilets, food
stations, waiting areas with adequate seats, convenience stores, and other provisions for
passenger comfort (e.g. wifi and internet connection, cooling and ventilation systems).
d. Bike lanes and walkways have adequate cover, lighting, resting areas, shower rooms, and
similar provisions for non-motorized personal mobility devices.
Principle 4. Safety
a. Public transport service is compliant with minimum public health and safety standards.
b. Public transport vehicles and infrastructure are regularly checked and maintained.
c. Public transport stations have security provisions such as roving security officers,
emergency lines and kits, fire extinguishers, and safety signages, among others.
d. Bike lanes and walkways are protected, well lit, well-paved, and without obstructions.
e. Adoption of speed limits on all roads and bike lanes
f. PUVs and public transport terminals, stations, and stops are safe spaces with adequate
gender safety design and adequate gender and commuter welfare desks.
Principle 5. Sustainability
a. Public transport adopts “green” and shifts to sustainable technologies such as rain
catchment systems, solar power, and sunroof lighting, among others.
b. More people choose or shift to active mobility options such as walking and cycling.
Move As One Budget Briefer as of 10 September 2020
8 of 15
Briefer 3. Pandemic Response and Recovery Programs
Response and Recovery Program 1. Active Transportation
Q1: What is active transport (AT)?
It refers to human propelled modes such as our feet (walking), bicycles, electric kick scooters (EKS),
skateboards, and other light personal mobility devices.
6
Q2: What are the programs under it? Why is this a crucial investment?
Programs include the provision of better and safer conditions such as wider sidewalks, dedicated
and protected bike lane networks, urban shade trees, green space, and safe, walkable streets.
Walking and cycling are the most accessible and inclusive transport modes. There has been a
dramatic increase in the number of pedestrians and cyclists, many of them are our frontliners.
Active transport is a resilient mobility option to survive the pandemic and to restart our economy.
Q3: How much 2021 budget do we need for active transportation?
The coalition proposes P12.8 billion in active transport infrastructure over 2021 (P5.25 B) and 2022
(P6.2 B). This is a cost-effective way to provide sustainable, inclusive, resilient, and safer mobility
for all. Investing in it protects the growing number of cyclists and pedestrians, especially our health
care workers and frontliners who save our lives. Attracting more people to walking or cycling also
helps decongest public transport systems that have suffered severe capacity reductions.
Q4: How much are other countries investing in their active transport infrastructure?
78
6Light PMDs refer to electronic or non-motorized vehicles weighing not more than 100kg. Information from
Official Gazette of the Republic of the Philippines. (19 August 2020).
Joint Administrative Order No. 2020-0001
Guidelines on the Proper Use and Promotion of Active Transport During and After the COVID-19 Pandemic.
https://www.doh.gov.ph/sites/default/files/health-update/DOH-DOT-DILG-DPWH-jao2020-0001.pdf.
7 These are closed to motorized vehicles and only accessible for active transport modes
8Table of other global governments' response to the pandemic can be accessed here: Bicycle Network. (24 May
2020).
Pedalling to a Better Normal.
https://www.aph.gov.au/DocumentStore.ashx?id=7f0a272e-bb4e-4d6d-
bab3-07bef8213bdd&subId=684920
Move As One Budget Briefer as of 10 September 2020
9 of 15
Location
Active Transport Investment as COVID Response
London
£2 billion in active mobility programs
Paris
650 km of emergency bike lane and pedestrian lanes
Bogota
76 km expansion of the bike lane network
Barcelona
21 km of new bike lanes
Berlin
22 km pilot of pop-up bike lanes
Vancouver and Oakland
160 km conversion of car-streets to slow and /or people-only streets
Response and Recovery Program 2. Service Contracting
Q1: What is service contracting?
In this system, the government pays public utility vehicles (PUVs) a fixed fee per day or kilometer.
In return, the government receives all revenues collected from commuters. PUV operators receive
a stable income while commuters receive a stable service.
Q2: How does this work? Why is this a crucial investment?
Physical distancing decreased the passenger capacity of PUVs by at least half. The financial losses
are suffered by our transport workers, many of which will lose their jobs due to unprofitable
operations. Unless urgent action is taken, the rise in transport demand as the economy recovers,
and the worsening PUV supply will lead to overcrowding and greater risk of virus transmission.
Service contracting ensures that transport workers are adequately supported, as they help
implement minimum health protocols, including vehicle disinfection which is observed in all public
transport services.
Q3: How much 2021 budget do we need for it?
The coalition proposes P93.80 B to contract at least 4,600 buses and 53,000 jeepneys in COVID
priority areas namely Metro Manila and Metro Cebu over 2021 (P43.72 B) and 2020 (P44.48 B).
Additionally, funding will be required for the procurement and distribution of stored-value fare
cards so that public transport services can move as quickly as possible to cashless payment systems.
Bayanihan 2 already allocated P5.6 B for the program.
Q4: How much are other countries investing in service contracts?
For 2019 - 2020, Transport for London had a budget of £10.3 billion, almost half of which is income
from passenger fares the previous year. The country allocated 22.8% of the total budget to service
9
contracting through £2.2B for bus contracts expenditure and £344.4 million for other road
contracted services. Singapore is another example. The country’s Ministry of Transport projects a
10
total operating expenditure of $1.90 billion, of which $229.73 million or 12% is allocated for
contracting buses in the country.
11
9 Transport for London. (2020).
Budget 2019/20.
http://content.tfl.gov.uk/tfl-budget-2019- 20.pdf.
10 Greater London Authority. (March 2019).
Consolidated Budget and Component Budgets for 2019-20.
https://www.london.gov.uk/sites/default/files/mayors-final-budget-2019-20.pdf.
11 Singapore Ministry of Transport. (2020).
FY 2020 Expenditure Estimates.
https://www.singaporebudget.gov.sg/
docs/default-source/budget_2020/download/pdf/51-mot-2020.pdf.
Move As One Budget Briefer as of 10 September 2020
10 of 15
Response and Recovery Program 3. Efficiency-Increasing Road-Based Public Transport
Infrastructure and Services
Q1: What kind of road infrastructure increases the efficiency of public transport?
Efficiency in public transport is measured by the number of people that pass through the system in
a specific period. In road transport, the investment that promotes this includes new vehicles,
well-designed and accessible bus stops and terminals, and dedicated lanes for PUVs.
Q2: How does it work? Why is this a crucial investment?
The capacity of bus services can increase when vehicles can travel faster and achieve more round
trips in a day. In the immediate term, improved bus stops and PUV-only lanes allow public
transport to have shorter and more predictable travel times. In the medium term, investments in
Bus Rapid Transit (BRT) and PUV-only lanes can deliver a high-quality public transport experience,
with results within 2-3 years, much faster than many other mass transit modes.
The EDSA busway is an example of what can be done to increase the number of round trips per bus
using a dedicated bus lane. For example, in the past, a bus on EDSA could only make 3-4 round trips
in a day because buses were stalled in traffic even; the new EDSA busway, with buses completely
separated from cars, enables a bus to make two to three times more round trips in a day. One
dedicated bus lane can move more people than over 10 lanes filled with cars.
The positive experience on the EDSA busway can be replicated on other bus and jeepney routes in
Metro Manila and other cities. This will require investments in Bus Rapid Transit systems which
typically require 2-3 years to implement, beginning with the preparation of a feasibility study.
Q3: How much 2021 budget do we need for it?
The coalition proposes a total of P79.14 B for 600 public transport stops, 100 km of PUV-only lanes,
subsidies for fleet replacement, and the implementation of new BRT projects, over 2021 (P12.62 B)
and 2022 (P66.52 B).
Q4: How much are other countries investing in high-quality bus systems and BRT?
In this millennium, BRT has been the fastest-growing form of mass transit. As of 2020, there were
174 cities with BRT systems covering 5,252 km and moving over 34 million passengers daily. Jakarta
has the largest BRT network of any city covering 251 km and moving over a million passengers a
day. The countries with the largest daily BRT ridership are Brazil (10.9 million), China (4.4 million),
Colombia (3.07 million), Mexico (2.7 million), and Iran (2.1 million). Every month, more cities are
adding BRT systems to make their public transport systems more efficient and reliable. Countries
in Asia have also been introducing BRT systems including India, Pakistan, Thailand, and Laos.
12
12 BRT Center for Excellence. (2020).
Global BRT Data.
http://brtdata.org/.
Move As One Budget Briefer as of 10 September 2020
11 of 15
Total Investment for All Response and Recovery Programs.
Q1: How much in total do we need to invest in these three pandemic responses and recovery
programs? (2020, 2021, 2022)
We need to invest P185B: P12.8B for active transportation, P93.8 B for service contracting, and
P79.1B for efficiency-increasing road infrastructure. Otherwise, we will lose P520B annually in
Metro Manila alone from the following:
●P224.16 B from more difficult commutes if public transportation capacity continues to be
severely reduced due to physical distancing and diminished viability
●P157.36 B from job losses due to due diminished mobility as workers continue to lose their
jobs permanently due to inability to travel to their places of work
●P48.93 B from shutting down of public transport operators as operations continue to close
down due to financial difficulties
●P39.95 B from carbon emissions as traffic continue to result to longer hours in the road
●P52.81 B from road crashes as our unsafe roads continue to take lives of our people*
Our P185B COVID-19 response proposal is a crucial investment to improve the resiliency of our
public transportation system and accelerate our economic recovery. For every peso in this
investment, we get at least P2.77 in returns. This is less than 1% of GDP but will prevent further
13
economic decline and deliver a more efficient and commuter-friendly public transport system.
Q2: What is the economic cost of being stuck in traffic?
We need to invest in all these programs to reduce productive hours lost while stuck in traffic.
The daily cost of traffic is around P2.4 billion per day, P864 billion per year, or around 7 percent
of GDP. (JICA DREAM Plan, 2011)
*Note that these are economic costs due to unproductive hours, not fiscal costs.
13 NEDA staff estimates using Input-Output tables in 2012
Move As One Budget Briefer as of 10 September 2020
12 of 15
Year
Daily economic cost*
of traffic
Annual economic cost*
of traffic
(360 days)
Annual number
compared to
2011
P2.4 billion / day
P864 billion / year
7% of GDP
2030
(if nothing is done)
P6.0 billion / day
P2.2 trillion / year
2015 gov't spending
Q3: How has average commuting time changed in Metro Manila from 1980 to 2014?
Over 30 years, average travel time by mode of transport has been longer in Metro Manila.
(64% longer for buses, 53% longer for jeeps, 46% longer for cars). The social cost of traffic: The
less time we have for our families and other pursuits.
Q4: What is the economic cost of road crashes ?
14
Road crashes alone drain a whopping P475.8 billion of our country’s GDP. This is based on Dr.
Ricardo Sigua's estimate that 2.6% of our GDP (US$376.8 billion, or P18.3 trillion, in 2019,
according to the World Bank) is lost due to road crashes.
Q5: Why is improving mobility a crucial element to poverty reduction?
We need to lower transport costs for a truly inclusive transport system. A low-income
household has to spend at least 20% of monthly household income on transport (JICA, 2014). We
should improve mobility for 9 in 10 Filipino households who do not have a car.
14 “Vulnerable road users in the Philippines” Presentation by Dr. Ricardo G. Sigua, Professor, Institute of Civil
Engineering College of Engineering University of the Philippines – Diliman Research Fellow, UP National Center
for Transportation Studies. https://www.unece.org/fileadmin/DAM/trans/doc/2018/wp1/ECE-TRANS-WP1-Present
-2018-12e.pdf
Move As One Budget Briefer as of 10 September 2020
13 of 15
Year of survey
1980
1996
2014
2014 vs 1980
2014 vs 1986
Source
JUMSAT
MMUTIS
MUCEP
% growth
% growth
Bus
56.3
78.1
92.2
64%
18%
Jeep
34.7
43.4
53.2
53%
23%
Car
42.8
53.8
62.7
46%
17%
Taxi
34.4
55.7
62.6
82%
12%
Tricycle
13.6
17.7
34.2
151%
93%
Truck
38.3
59.8
95.1
148%
59%
Others
34.9
43.7
57.9
66%
32%
MOVE AS ONE COALITION PROFILE
15
Who are we?
Move As One is a broad civil society coalition of 140+ organizations and 77,000 individuals
advocating for the mobility solutions package for safe, sufficient, and stable transportation. Earlier,
we lobbied for a P145 B Biyahenihan Package as a pandemic response.
What are the components of the Biyahenihan Package?
It has 3 components designed to be spent over 3 years.
●First Phase.In the next 6 months, we must sustain a safe public transport system by
investing in engaging thousands of PUVs nationwide. The pay of our drivers should be
stable and independent of the number of passengers they carry.
●Second Phase. In the next year, we must create better and safer conditions for all by
investing in active transport infrastructure such as wider sidewalks, dedicated bike lanes,
urban shade trees, and safe, walkable streets. Our people have a right to nothing less than
streets which are safe for users of all ages - from our children to our grandparents.
●Third Phase. In the next 3 years, we must improve our land infrastructure for road-based
public transportation by investing in building bus stops, bus-only lanes, depots, and
terminals nationwide, and ensuring these follow health regulations. We must incentivize
people to choose active and public transport instead of private vehicles.
You can view our detailed briefing materials and forecast spreadsheets here: bit.ly/MoveAsOne.
What are our key organizing principles?
●First Principle.Prioritize public health. Expand active and public transport supply to
prevent transmission of COVID-19 due to crowding.
●Second Principle.Push for people mobility over vehicle mobility. Fight for active transport
such as biking and walking. Discourage private car use, which takes up road space.
●Third Principle. Road transport standards must be inclusive. This includes permanent
protected bike lanes, wider walkways, and ground-level crossings. There should be no more
elevated crossways to make it more accessible for our PWDs, senior citizens, children, and
pregnant women.
●Fourth Principle. Remove the boundary system. The pay of drivers and transport workers
should be stable and independent of the number of passengers that they carry.
●Fifth Principle. Consolidate PUVs for predictable, coordinated, and timely routes.
Discourage competition on the road. But there should be a “just transition” and “just
reform” for both transport workers and commuters.
15 For any questions, you may contact us at moveasonecoalition@gmail.com or 0906 354 0298. We are happy to set
a briefing meeting with you and your office at your earliest convenience.
Move As One Budget Briefer as of 10 September 2020
14 of 15
CORE COALITION STATEMENT (May 10 Statement)
Our country’s post-COVID public transportation system is a ticking time-bomb.
In danger are the safety and mobility of 88 percent of households who are not rich enough to own cars. In danger are 20
million students who need to walk, bike, or take public transport to go to school. In danger are half a million health
workers, social workers, and barangay workers who are forced to walk kilometers because of inadequate public
transport. In danger are at least 1.5 million persons with disabilities, at least 1 million pregnant mothers and their
newborns, and 7.5 million senior citizens who need to take trips to offices, stores, or hospitals.
In danger is the economy: if we do nothing, in Metro Manila alone we will lose P520 billion every year - from longer and
harder commutes, job losses, the shutdown of public transport operators, road accidents, and carbon emissions. This is
enough to push us deeper into a recession that will take us years to undo.
In danger are the jobs of at least 2.7 million land transport workers. More than half of whom are our drivers, conductors,
and freight handlers. Already on their routes as early as dawn and as late as midnight, they are among our most
hardworking laborers.
As health safety measures and physical distancing reduce PUVs’ seating capacity by half, many of them will suffer losses
even after hours of hard labor. Even worse, more than half of them may lose jobs as public transport operators shut
down due to unprofitable operations. To protect these workers, we should overhaul the way we operate our public
transport system.
Even before this pandemic, we commuters have already had to suffer from an inhumane public transportation system.
Some of us wake up at 3 am just to get to work at 8 am. After work, some of us endure another 3 to 5 hours of travel,
arriving home as late as 11 pm. Many of us do not have a choice: our overburdened public transportation system is all we
can afford. Decades of car-centered policies have oppressed us. And this will only get worse if we do nothing:
We’re talking about a massive 75% reduction in our public transport mobility as physical distancing is implemented and
operators shut down. We’re talking about our daily wage workers, at risk of infection as they are crammed in jeeps and
trains and lines, fighting for what’s left of our public transport system. We’re talking about many of our workers who
will lose their jobs or get fired as they’re unable to physically get to work. We’re talking about heavier traffic congestion
as some people who are better off switch to private vehicles to go to work.
But we can prevent all these from happening. We propose a P110 billion urban mobility support package implemented
in three stages and spent over three years:
1. In the next 6 months, we must sustain a safe public transport system by investing P30 billion to engage
thousands of PUVs nationwide. The pay of our drivers should be stable and independent of the number of
passengers they carry.
2. In the next year, we must create better and safer conditions for all by investing P10 billion in active transport
infrastructure such as wider sidewalks, dedicated bike lanes, urban shade trees, and safe, walkable streets. Our
people have a right to nothing less than streets which are safe for users of all ages - from our children to our
grandparents.
3. In the next 3 years, we must improve our land infrastructure for road-based public transportation by investing
P70 billion in building bus stops, bus-only lanes, depots, and terminals nationwide, and ensuring these follow
health regulations. We must incentivize people to choose active and public transport instead of private
vehicles.
If we let this bomb explode, we risk massive loss of human life from a second, more severe wave of COVID-19
transmission caused by crowding in our transport system. We risk our people’s lives and livelihood. We risk
destroying our economy.
We can defuse this bomb. But we should move as one, NOW.
You can read our detailed P110 billion Urban Mobility Package here: bit.ly/MoveAsOne.
Move As One Budget Briefer as of 10 September 2020
15 of 15