The Philippines’ transport sector is under growing pressure to deliver on climate, health, and equity outcomes. In 2021, the government pledged to reduce greenhouse gas emissions by 75% by 2030—a commitment that places road transport, which accounts for nearly 80% of energy-related emissions, at the centre of national decarbonisation efforts. The shift to electric vehicles (EVs), particularly in public transport, is no longer aspirational. It is a structural requirement with time-bound implications.
The Electric Vehicle Industry Development Act (EVIDA), passed in 2022, formalised this urgency. It set a national target: 50% of all vehicles electric by 2040, with public transport expected to lead the transition. Yet implementation remains fragmented. While cities like Quezon City and Pasig have introduced electric bus and tricycle programmes, most local governments face persistent barriers—limited financing, institutional gaps, and infrastructure shortfalls—that prevent meaningful scale.
If these goals are not met, the repercussions will be felt across sectors. Emissions will continue to rise, urban air quality will deteriorate, and transport inequities will deepen—particularly for low-income communities reliant on public mobility.
This feature examines the current state of electric public transport adoption in the Philippines, tracing the gap between national ambition and local capacity, and assessing what is at stake in a transition that must accelerate, or risk falling short.
National Policy Landscape: Incentives Without Infrastructure
The passage of EVIDA marked a watershed moment for the Philippines’ EV sector. The law mandates a 5% EV share in government and corporate fleets by 2034, rising to 10% by 2040. It also requires the designation of “green routes” for electric public utility vehicles (PUVs), and obliges establishments such as malls and petrol stations to install charging stations.
Complementing EVIDA is Executive Order No. 12, which removes import tariffs on EVs and their components, including charging equipment and batteries. These fiscal incentives aim to reduce upfront costs and stimulate market demand. Additionally, EVs are exempt from registration fees and receive priority in registration and renewal processes.
However, policy coherence remains elusive. While the Department of Energy (DOE) and Department of Transportation (DOTr) have jointly developed the Comprehensive Roadmap for the Electric Vehicle Industry (CREVI), implementation is hampered by limited inter-agency coordination and unclear compliance metrics. The roadmap outlines targets for EV penetration, infrastructure development, and workforce training—but lacks binding timelines and enforcement mechanisms.
Moreover, the national government’s focus on private vehicle electrification risks sidelining public transport, where the bulk of emissions and equity concerns reside. Without targeted subsidies for electric buses, jeepneys, and tricycles, the transition may reinforce existing mobility hierarchies.
Local Government Innovation: Islands of Progress
Despite national gaps, several local governments have taken bold steps to electrify their transport systems—often through donor support, pilot programmes, or executive fiat.
Quezon City: A Metro Pioneer
Quezon City has emerged as a leader in green mobility. Under its Libreng Sakay programme, the city deployed electric buses to serve commuters along key routes, including Commonwealth Avenue and Katipunan. These buses are equipped with CCTV, GPS, and air filtration systems, and are operated in partnership with private firms.
The city also distributed 292 electric tricycles to drivers, supported by solar-powered charging stations. According to Mayor Joy Belmonte, the initiative aims to reduce carbon emissions, improve air quality, and provide livelihood opportunities for displaced drivers.
Yet scalability remains a challenge. The electric buses operate on limited routes and rely on external funding. The e-trike programme, while promising, faces maintenance and battery replacement issues that threaten long-term viability.
Pasig: Health Services on Wheels
Pasig City has adopted a more targeted approach, deploying electric quadricycles for health service delivery. These vehicles are used by barangay health workers to reach vulnerable populations, especially during vaccination drives and medical missions.
The city also launched a shared booking system for electric vehicles and installed public charging stations in strategic locations. Pasig’s model emphasises integration—linking transport, health, and digital infrastructure.
However, like Quezon City, Pasig’s initiatives are largely donor-driven and non-revenue generating. Without sustainable financing models, their replicability across other cities remains limited.
Manila: Livelihood and Leasing
In Manila, the local government introduced a rent-to-own programme for electric tricycles, allowing drivers to pay in instalments over five years. The initiative aims to modernise the ageing tricycle fleet while providing income security for drivers.
Yet uptake has been slow. Many drivers struggle with monthly repayments, and the lack of repair infrastructure has led to vehicle downtime. The programme also lacks integration with broader transport planning, limiting its impact on congestion and emissions.
Structural Barriers: Cost, Capacity, and Coordination
Despite pockets of innovation, systemic barriers continue to impede the widespread adoption of electric public transport.
High Upfront Costs and Financing Gaps
Electric buses and jeepneys cost significantly more than their diesel counterparts. A standard electric jeepney can cost up to PHP2.4 million, compared to PHP1.2 million for a modern diesel unit. For local governments and cooperatives, access to financing remains a major hurdle.
While the Land Bank of the Philippines and Development Bank of the Philippines offer loan programmes for EV acquisition, many applicants face stringent requirements and long approval processes. Informal transport operators, who dominate the sector, are often excluded from formal credit channels.
Maintenance and Battery Replacement
EVs require specialised maintenance and periodic battery replacement—costs that are rarely factored into pilot programme budgets. In Quezon City, several e-trikes have been sidelined due to battery degradation and a lack of spare parts.
Moreover, technical capacity among LGUs is limited. Few cities have dedicated transport planning offices or trained personnel to manage EV fleets. This leads to poor utilisation, data gaps, and operational inefficiencies.
Charging Infrastructure Deficit
As of 2023, the Philippines had only 592 charging stations nationwide—most of them located in Metro Manila and catering to private vehicles. Public transport operators often lack access to reliable charging infrastructure, especially in provincial areas.
The absence of standardised charging protocols and grid integration further complicates deployment. Without coordinated planning between LGUs, utilities, and private providers, charging remains a logistical bottleneck.
Regulatory Incoherence
Light electric vehicles (LEVs), such as e-trikes and quadricycles, fall into regulatory grey zones. Registration processes vary by city, and enforcement is inconsistent. This undermines safety, data collection, and policy evaluation.
Moreover, the designation of “green routes” under EVIDA is left to LGUs, many of which lack the technical capacity to conduct route rationalisation. As a result, EV deployment often occurs on politically expedient rather than strategically planned routes.
Public Transport Modernisation and Equity
The electrification of public transport is not just a technological shift—it is a question of access, inclusion, and justice.
Most EV pilots in the Philippines are donor-funded and non-revenue generating. While they serve important functions—such as health delivery and school transport—they do not address the daily mobility needs of low-income commuters. Moreover, financing models like rent-to-own often fail to account for income volatility among drivers, leading to defaults and repossession.
Gender and disability considerations are also lacking. Few EVs are designed with universal access features, and route planning rarely involves community consultation. In rural areas, where transport poverty is acute, EV deployment is virtually absent.
To ensure equity, electrification must be embedded within broader transport modernisation efforts. This includes route rationalisation, fleet consolidation, and inclusive planning processes that reflect the needs of marginalised groups.
Opportunities and Recommendations
Despite these challenges, the Philippines has a window of opportunity to scale green public transport—if it can align policy, financing, and capacity.
Expand Financing Mechanisms
Blended finance models, combining public, private, and donor funds, can reduce risk and improve access. International partnerships, such as those with the Asian Development Bank and UNDP, should be leveraged to support LGU creditworthiness and cooperative financing.
Strengthen Institutional Capacity
LGUs need dedicated transport planning offices, technical training programmes, and fleet management systems. Capacity-building should be embedded in EV deployment plans, not treated as an afterthought.
Clarify Compliance Metrics
The DOE and DOTr must establish clear, enforceable metrics for EV adoption—particularly for public fleets. This includes timelines, reporting requirements, and penalties for non-compliance.
Launch Public Education Campaigns
Awareness of EV benefits remains low, especially outside Metro Manila. Campaigns should focus on lifecycle costs, environmental impact, and safety—using local languages and community media.
Standardise LEV Regulation
The national government should issue guidelines for LEV registration, safety standards, and operational protocols. This will improve data collection, enforcement, and policy evaluation.
A Greener Future for the Philippines, If Made Equitable
The Philippines is making strides toward electric public transport, backed by national legislation like the Electric Vehicle Industry Development Act (EVIDA) and fiscal incentives under Executive Order No. 12. Yet implementation remains fragmented. Local governments have launched promising pilots—from electric buses in Quezon City to health-service quadricycles in Pasig—but face systemic barriers including high upfront costs, limited charging infrastructure, and weak institutional capacity.
Without structural reform, electrification risks reinforcing existing transport inequities. Most EV programmes are donor-driven, non-revenue generating, and inaccessible to low-income drivers and commuters. Financing models often exclude informal operators, and route planning rarely reflects the needs of marginalised communities.
To unlock the full potential of green mobility, national policy must align with local capacity, financing must reflect lived realities, and infrastructure planning must centre equity. The transition to electric public transport is not just about meeting a climate need—it’s a chance for the Philippines to reimagine mobility as a public good. If done right, it can deliver cleaner air, expanded access, and a more just transport future.
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