Polytechnic University of the Philippines

College of Engineering
Department of Civil Engineering

A Study about Bus Rapid Transit as a solution to

Traffic Congestion in Metro Manila

Presented to the Faculty of Civil Engineering Department

Polytechnic University of the Philippines
Sta. Mesa, Manila

In Partial Fulfillment of the Requirements for the

Subject in Methods of Engineering Research

Lapez, Joan B.
San Jose, Kriztan Carlo P.
Sergio, Erika Lady S.
Yago, Windy B.
BSREM IV 1

October 2016

CHAPTER I
INTRODUCTION AND BACKGROUND OF THE STUDY

I.1. INTRODUCTION
In a time where traffic congestions is rapidly increasing, government is continuously
searching for ways to improve the transportation infrastructure and mobility in this nation, BRT
presumes to be a viable solution as we move forward with innovative methods of transportation
planning.
Transport is a key sector in the Philippine economy, linking population and economic
centers across the islands. The transport system of the Philippines consists of road, water, air, and
rail transport. Water transport plays an important role due to the archipelagic nature of the
country, but road transport is by far the dominant subsector accounting for 98% of passenger
traffic and 58% of cargo traffic. While the transport infrastructure has been developed and spread
across the country (about 215,000 kilometers of roads, 1,300 public and private ports, and 215
public and private airports), the level of service has not been sufficient due to the lack of
sustainable financing. Improving transport infrastructure is critical for strengthening the
investment climate and enhancing economic growth. The Philippines has seen modest
improvement in the quality of its transport services, but a large part of the road network remains
in poor condition and intermodal integration is generally weak. Poor sector governance also
impedes efficient operation of the sector.
The Metropolitan Manila Area or the so-called National Capital Region (NCR) consists
of 17 cities and municipalities, namely Manila, Pasay, Quezon, Makati, Mandaluyong, Caloocan,
Marikina, Paranaque, Pasig, San Juan, Valenzuela, Malabon, Navotas, Pateros, Muntinlupa, Las

Pinas, and Taguig. Metro Manila, with an area of about 636 square kilometers, has been
constantly growing rapidly. Its population of less than 2 million in 1950 has increased to 5.9
million in 1980 and 9.5 million in 1995. The effect of the rapid urbanization of the metropolis
spilled over to the adjoining municipalities - with areas of about 3,670 square kilometers. The
actual urban area today has reached about 800 square kilometers, far exceeding the
administrative area of Metro Manila and the total population of the metropolitan area is
considered to be 14.4 million as of 1995, inclusive of the 4.9 million population in adjoining
areas.
Traffic congestion has cost the economy quite heavily in terms of the slowdown in the
movement of goods and delivery of services, increased vehicle operating costs, and otherwise
productive man-hours consumed as travel time, which may be quantified. The daily strain on the
quality of life of the urban populace, including the labor force, students, and other regular
commuters, may be difficult to quantify but they cannot be ignored. Moreover, the negative
impact of traffic congestion on public health and the environment is expected to translate to
economic costs in the long run. There is an imperative therefore to establish the economic
impacts of traffic congestion in Metro Manila. More specifically, to quantify these impacts in
monetary terms.
A significant characteristic of BRT is its symbiotic relationship with the surrounding land
use. In order for BRT to truly be efficient, it should be integrated with land use. This will assure
that BRT is utilized to its full capacity, thus creating a hub for economic development
along the transportation corridor. Like any large scale transit project, BRT will need one
or more sources of funding for implementation, and a large portion of that funding will
come from governmental grant programs.

Although travel has been part of a human experience for many centuries, the 20th century
seems to have depicted a quite distinct experience (OECD, 2000). The century happens to be
characterized by remarkable rates of growth in population, mobility and urbanization such that,
globally, motorized transport increased by more than one hundred fold while population
increased by fourfold (AAMA, 1998 in OECD, 2000). Along with these changes, urban land has
been rapidly expanding due to the modern patterns of city growth that are land-intensive as
well as the improvements in transportation services that made commuting easier (UNFPA,
2007). The sum total of these phenomena has thus been a continuing movement of
people resulting in tremendous growth of urban areas (UNFPA, 2004). Accordingly, at
present, for the first time in history, more than half of the worlds population dwells in
cities and it is estimated that all regions of the world will have urban majorities by 2030
(Ibid). This gives urban areas, and the issues related to them, an increasing importance in
contemporary socio-economic and environmental discussions.
One of the primary reasons behind the establishment of BRT is not just to construct an
innovative public bus system; rather it should be used to improve mobility and to promote smart
growth (TCRP, 2010).

I.2 THE PROBLEM AND ITS BACKGROUND

Throughout the Philippines, urban public transport is dominated by road based modes
such as jeepneys, Asian utility vehicles, taxis, tricycles, and pedicabs, some of which provide
door-to-door service. Many urban road networks are inadequate and poorly maintained. Urban
transport planning and traffic management are insufficient and ineffective, and traffic control
devices, such as traffic signs, signals, and road markings, often do not conform to official

standards or meet needs. Buses form a major element of the urban transport system in Metro
Manila but not in other urban centers, while LRT is confined to Metro Manila and is heavily
subsidized. Franchising procedures for road-based urban transport are often ineffective and
enforcement of regulations is lax. All of these factors contribute to increasing levels of traffic
congestion in urban areas, particularly around transit terminals and public markets. This in turn
results in longer travel times, loss of economic opportunities and productivity, and increasing air
pollution which has become a serious problem in many large urban areas
With rapid urbanization expected to continue in the Philippines, urban transport
infrastructure will be put under increasing pressure, thereby posing a major risk of further
deterioration in the mobility of urban populations. The planning and development of new public
transport terminals that integrate different modes of public transport would help to mitigate many
of the problems currently associated with urban transport, thereby reducing the costs of urban
mobility and improving the economic productivity and competitiveness of urban areas.
Congestion is one of the most prevalent transport problems in large urban
agglomerations, usually above a threshold of about 1 million inhabitants. Itis particularly linked
with motorization and the diffusion of the automobile, which has increased the demand for
transport infrastructures. However, the supply of infrastructures has often not been able to keep
up with the growth of mobility.
Over recent years, an increasing number of communities have initiated the search
for alternative forms of public transportation to address issues of excessive population
growth and lack of transit mobility/flexibility within the present street network (Newman
and Kenworth, 2003).

Yet, there is currently unknown process for determining whether or

not BRT can be applied effectively to all municipalities that seek to use it.

Traffic and related environmental problems have reached serious proportions in Metro
Manila, affecting its more than 10 million residents, with vehicles traveling on the average no
faster than 15 kph on a weekday along Epifanio de los Santos Avenue. Metro Manila who often
walk, use buses, jeepneys, and tricycles, are the worst affected. The project is expected to
improve traffic management, thereby saving travel time for many pedestrians and commuters
from the lower income groups, who account for 75 percent of all trips in Metro Manila. A major
benefit, too, will be an improvement in the environment and safety of the city. The project will
provide good pedestrian interchange facilities, public transport lanes, and will also focus on
landscaping and improving the overall urban street environment. The project will also build on
the advances the government has made recently in urban transport, for example phasing out
leaded gasoline.
Nevertheless, there remains a misconception by many planners and transportation
planning experts alike, that if you build it, they will come. This type of flawed thinking,
will only lead to investments in projects that are economically unsound and likely to fail.
BRT will not be appropriate for all communities; each project requires inspection before any
investment of funds and resources is made. As this study will show, certain conditions should
be in place for implementation to be carried out successfully.
While it is almost four decades since the first BRT system was implemented in
Curitiba, Brazil in 1974, the definition of BRT has remained blurred. Even the World
Resource Institute (WRI) Center for Sustainable Transport EMBARQ, a non-profit global
organization that has worked extensively with local governments and transit agencies in
many developing countries from Mexico to Turkey on BRT projects, does not provide a
definition of BRT on its website (2013). The National BRT Institute (NBRTI), which is

the major research institute dedicated to facilitating the implementation of BRT systems
within the United States, defines BRT as an innovative, high capacity, lower cost public
transit solution that can significantly improve urban mobility, and a permanent,
integrated system using buses or specialized vehicles on roadways or dedicated lanes to
quickly and efficiently transport passengers to their destinations, while offering the
flexibility to meet transit demand (2013). According to the definition by NBRTI, it is
difficult to tell what the difference is between regular bus service and BRT, and even
what the difference is between BRT and streetcar or trolley.

I.3 OBJECTIVES OF THE STUDY

The main objective of this study is to introduce the BRT system as the solution to the
traffic congestion in Metro Manila. Specifically, this study aims to:
1. Determine the possible effects in travel time of road users
2. Reduce the number of vehicles travelling throughout Metro Manila
3. Assess the possible modal shift to the proposed BRT system based on the willingness of
people to shift as per a set of predefined mode choice variables.
4. Assess attitudes of public agencies, real estate developers, and property owners regarding
the potential of BRT to attract development.
5. Improve mobility at relatively low cost through incremental investment in a combination
of bus infrastructure, equipment, operational improvements, and technology.
I.5 CONCEPTUAL FRAMEWORK
Qualitative analysis investigates the supply side of the transport sector in Manila.
Analyzing the transport sector identifies challenges and opportunities Manila may face while
implementing and then operating BRT. This research necessitates an extensive review on current
BRT systems in model cities. Different aspects of the transport sector in Manila are compared

with lessons learnt from model cities BRT experiences such as Bogota, Curitiba, Guangzhou.
This comparison gives an indication of the challenges and opportunities that may be faced while
implementing BRT in Manila.

Review Model
Cities BRT's
Case Studies

Analysis of Data
gathered from
study area

Metro Manila's position considering:

- Lessons from model city

I.6 SIGNIFICANCE OF THE STUDY

This study will facilitate towards in giving information about the importance and benefits
of Bus Rapid Transit (BRT). This study will prioritize researches that are significant to the public
and transportation sector and its development. This study would be significant to the following:

Commuters / Riding Public - they would have an additional choice on where to ride to

when commuting.
Government Agencies - if ever the BRT system was run over by government agencies, it
would greatly affect them.

Transport Operators / Jeepney Operators / Drivers - passengers that commonly rides other
transport modes might switch over to BRT since it is more comfortable to ride with in
their own point of perspective.

I.7 SCOPE
The study focuses on how the introduction of Bus Rapid Transit is beneficial for the
significant individuals who will benefit from this form of transportation. This focuses on the
improvement and ease in traffic congestion and resolving transportation gap.

I.8 LIMITATION
This research will limit the study to the possible outcome of the BRT to the traffic
congestion in Metro Manila and the impacts of this transportation system to the commuters.

1.9 DEFINITION OF TERMS

BRT Bus Rapid Trans
TOD Transit Oriented Development
TCRP - Transit Cooperative Research Program
UNFPA - United Nations Population Fund
NBRTI - National Bus Rapid Transit Institute
AAMA - American Architectural Manufacturers Association
OECD - Organization for Economic Co-operation and Development

CHAPTER II
REVIEW OF RELATED LITERATURE

II.1 Foreign Literature

(TCRP Report 90: Bus Rapid Transit, Volume 1: Case Studies in Bus Rapid Transit and
Volume 2: Implementation Guidelines)
Before carefully examining and analyzing model implementation criteria, a review of
relevant literature on the intricacies of BRT practices, funding, and appropriate conditions for the
system is necessary. Chapter 2 begins with the differentiation of BRT and other modes of mass
transportation. In addition, the term transit-oriented development (TOD) is defined to help the
reader understand the significance of its usage in relation to BRT.
The term BRT is defined as an innovative, high capacity, lower cost public transit
solution that can significantly improve urban mobility (Neman and Kenworth, 1999). It is
flexible, well integrated systems that uses busses on roadways or dedicated lanes too quickly and
efficiently transport passengers, while offering the flexibility to meet the transit demand
(National BRT Institute, 2010).
Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers fast,
comfortable, and cost-effective services at metro-level capacities. It does this through the
provision of dedicated lanes, with busways and iconic stations typically aligned to the center of
the road, off-board fare collection, and fast and frequent operations.
Because BRT contains features similar to a light rail or metro system, it is much more
reliable, convenient and faster than regular bus services. With the right features, BRT is able to

avoid the causes of delay that typically slow regular bus services, like being stuck in traffic and
queuing to pay on board (Institute for Transportation & Development Policy, 2016).
BRT works to maximum efficiency only when all contributing factors are in ideal
synchronization. BRT is a system best utilized when linked with economic and community
development (Levinson, H., Zimmerman, S. and S. Danaher, 2004). As previously stated, BRT is
not only seen as a pioneering transportation system, but as a tool used to strengthen economic
development. Transit benefits from sustaining and extending the pre-automobile design of
American cities; that is, a mixture of land uses within dense corridors simply served by transit
lines.
BRT systems represent relatively advantageous transportation interventions in urban
spaces: they can be relatively quickly and affordably implemented and, if done well, offer levels
of service comparable to more time- and money-intensive projects (like Metros). Nonetheless,
these advantages come with challenges: typically occupying pre-existing roadways, BRT systems
can be polemic from a transport and urban design perspective; using large buses at high
frequencies, they pose challenges like noise pollution and traffic safety that may require
particular urban design innovations to enable transit-oriented development (TOD) and equitable
urban revitalization more generally. Our working hypothesis is that BRT systems can be a
successful driver of urban revitalization, however, subject to the proper, integrated design of the
routes, public spaces, real estate projects, and the related policy packages necessary to induce
good physical, social and environmental outcomes.
Increasing levels of urban congestion create the need for new transportation solutions. A
creative, emerging public transit solution is BRT. While a precise denition of BRT is elusive, it
is generally understood to include bus services that are, at a minimum, faster than traditional

local bus service and that, at a maximum, include grade separated bus operations. The essential
features of BRT systems are some form of bus priority, faster passenger boarding, faster fare
collection, and a system image that is uniquely identiable. BRT represents a way to improve
mobility at relatively low cost through incremental investment in a combination of bus
infrastructure, equipment, operational improvements, and technology. Despite the potential cost
and mobility benets, however, the transportation profession lacks a consolidated and generally
accepted set of principles for planning, designing, and operating BRT vehicles and facilities.
Transit agencies need guidance on how to successfully implement BRT in the political,
institutional, and operational context of the United States. Volume 1: Case Studies in Bus Rapid
Transit provides information on the potential range of BRT applications, planning and
implementation background, and system description, including the operations and performance
elements. Volume 2: Implementation Guidelines discusses the main components of BRT and
describes BRT concepts, planning considerations, key issues, the system development process,
desirable conditions for BRT, and general planning principles. It also provides an overview of
system types. This report was prepared by Herbert Levinson of New Haven, Connecticut, and
DMJM+HARRIS of Fairfax, Virginia, in association with Scott Rutherford of Seattle,
Washington; Rodney L. Smith of Carter & Burgess, Inc., Houston, Texas; John Cracknell of
Maidenhead, United Kingdom; and Richard Soberman of Toronto, Canada. Volume 1 examines
BRT systems and services in 26 cities located in North America, Australia, Europe, and South
America; the 26 case studies are on the accompanying CD-ROM (CRP-CD-31). The report
covers a geographically diverse group of communities and a broad range of applications. For
each citys BRT system, information is provided on design features, operating practices,
institutional arrangements, costs, benets, and relevance.

2.2 LOCAL LITERATURE

(Marcus Kyle Baron, Caroline Escover, Mayumi Tsukamoto (2012); Applicability of the Bus
Rapid Transit System Along Epifanio Delos Santos Avenue, Department of Civil Engineering,
College of Engineering, De La Salle University Manila)
The study of Fukuda, Fillone, Ishizaka and Ikeshita (2010) presented the positive impacts
of BRT that can help in promoting the BRT system in Metro Manila. The BRT can produce high
level of service at low cost, less boarding time, equal opportunity to access, reduction of traffic
accidents, reduction in some pollutants, efficiency and customer satisfaction. The two pilot
project routes are C5 (SLEX-Commonwealth Ave) and EDSA-Binangonan routes. Although the
study focuses on the C5 route, it can help the study of BRT in EDSA since the methodology is
adapted. The study presented the demand forecasting model based on MMUTIS and micro
simulation model which was developed to estimate the impact of BRT introduction on
Circumferential Road 5 (C-5) ring road in Metro Manila. Based on estimated demand, benefit
from reduction of CO2, NOx, CO, PM were estimated as well as benefit from reduction of total
travel time, total operating cost and damage cost by traffic accident. It presented the estimate
total cost of P55 Billion. Overall, it demonstrated the applicability of the IGES Co-benefit
guideline for a proposed transportation project in Manila.

CHAPTER III
METHODOLOGY

3.1 RESEARCH DESIGN

This research will use the case study research design method, which can be applied for
the evaluation purposes. It can be applied as an in-depth research, which allows a performance of
a separate study on a specific subject within its context. There are four main steps in case study
evaluation, these are design of the case study, data collection, analysis of the collected data, and
report on findings. These four steps of case study evaluation provide a suitable framework for
BRT system.

Definition and Development

3.2 FLOW CHART

Behavioral Theories
for transport system
analysis

Case Study Area

-common issues regarding traffic
congestion
-general insight in its transport
system

General insight in the transportation

system in the selected study area

Comparative Analysis

Conclusion and Recommendation

Result for BRT

implementation

3.3 PROCEDURE

A. Definition and Development

The researcher will use as a base the BRT case studies of the two elements, the
behavioral theories, and the issues and general insight of the transport system of the target
study city or area.
1. Behavioral Theories for the Transport System Analysis
The behavioral theories for transport system analysis will describe and analyze
the theories and explain the behavior like why people travel and how they choose their
way or mode of transportation under different circumstances. These theories will be
applied to the results analysis for the explanation of the BRT system.
2. Case Study Area
This will discuss the common issues regarding the traffic congestion and the
characteristics of the transport system that the case study implies.
B. General insight in the Selected Study Area
The general insight in the transportation system of the selected study area will be
discussed to show the problems that will be solved after the BRT system is implemented
C.1 Reasons for BRT Implementation
The researcher will provide all the reasons why the selected study area need the
BRT system as a solution to the traffic congestion.
D. Comparative Analysis
The comparative analysis on the data gathered from the case studies and from the
selected study area will be analyze and discuss to determine if the objectives given by the
researcher will be answered.

E. Conclusion and Recommendation

The conclusion and recommendation will be given after all the analysis are done.