Taking charge of President Ferdinand Marcos Jr.’s signature projects is among the pivotal moves of Transportation Secretary Vince Dizon to ensure these infrastructures are completed sooner rather than later.

President Marcos directed the acceleration of key projects to address the country’s longstanding public transport crisis. These include the Metro Manila Subway Project, the North-South Commuter Railway Project, the EDSA Busway Project, the EDSA Greenways Project, the Cebu Bus Rapid Transit (BRT), and the Davao Public Transport Modernization Project — core components of the Build Better More program aimed at improving connectivity, reducing travel times and fostering economic growth.

These initiatives have faced significant delays, funding problems and technical capacity shortfalls.

In response, the dynamic Dizon established the Flagship Project Management Office (FPMO) on 26 February to expedite implementation.

The projects are being stalled by institutional problems, including the relegation of funding for existing contracts to unprogrammed allocations in the recent questionable juggling of funds in the 2025 national budget.

Former lawmakers and budget watchdogs have pointed out that instead of prioritizing flagship projects, members of the current Congress have inserted their pet projects — sources of pork barrel funds — into the budget, thereby disrupting the infrastructure development timeline.

The Metro Manila Subway’s initial targeted partial operations in 2021 have been pushed to 2028 due to delays exacerbated by the Covid-19 pandemic and right-of-way (RoW) acquisition challenges. The revolutionary project is expected to provide relief to 520,000 commuters daily.

Despite being in advanced stages, the North-South Commuter Railway Project’s progress varies, with the Tutuban-to-Malolos portion more than halfway complete. RoW disputes and logistical hurdles remain key challenges.

The Cebu Bus Rapid Transit, originally slated for partial operability in 2021, remains incomplete due to procurement delays and slow construction work, despite a “24/7 work schedule” mandate.

Similar RoW and financing problems hound the Davao Public Transport Modernization Project, which has a P73.4 billion budget financed by the Asian Development Bank, and the EDSA Busway Project.

A full-time DoTr body can address labyrinthine problems such as the lack of technical expertise within the agency and its bureaus, which rely heavily on external consultants whose effectiveness is not even subjected to audits.

The FPMO’s establishment is timely, signaling a proactive shift.

Coordination efforts initiated by Dizon’s team promise to bolster technical capacity, but building internal expertise will take time — potentially clashing with strict and rapid timelines.

Another critical problem Dizon must immediately address is fiscal sustainability by working with Congress to maintain priority in budget allocations.

The lead projects in the Build Better More program are pivotal to modernizing transportation, and their success will depend on Dizon’s ability to confront issues of delays, costs, capacity, and social consequences.

The FPMO, under Dizon’s leadership, offers a structured approach to accelerating projects by enforcing strict deadlines, enhancing coordination, and mobilizing resources.

Sustained political will and adaptive strategies will ensure that under Dizon’s leadership, transformation will be immediately felt in the Philippines’ transport landscape.

The ultimate goal of faster project delivery is reducing commuter woes — rather than satisfying the greed for pork of the crocodiles in the august chamber.

Quick developments in the DoTr now contrast with the tentative decisions of the past that exacerbated delays in infrastructure buildup.