The constant refrain when it comes to solving the perennial traffic problem in the National Capital Region is the need for an efficient public transport system. This is true enough because then, people can leave their cars at home and instead, take public transport, thereby lessening the number of vehicles on the road.
As we all know, though, this is only part of what government should do to solve the traffic problem. Currently, the bulk of public transport in the NCR is road-based. Buses, jeepneys and the ubiquitous tricycles carry a major portion of the riding public to where they are going. Rail, however, if only it can be developed to its full potential, could carry a lot more people.
Sadly, nothing has happened in this area over the last five years. The jeepney, to be fair, is perhaps the best there is when it comes to door-to-door transport. Its greatest weakness, however, is that it occupies a lot of road space and does not carry a lot of passengers like the bus or the light rail.
For the last 35 or so years, plans for rail transport have occupied the minds of national transport planners. During martial law under former President Marcos, the LRT1 was constructed under the stewardship of the late Minister Jose Dans. Since that time in the early 1980s, MRT3 and LRT2 followed suit. MRT3 along EDSA was started by former President Ramos and inaugurated by former President Estrada. LRT2 from Recto passing through Quezon Boulevard going to part of Marikina was also started by President Ramos. No new rail project was undertaken by former President Estrada because he did not stay in office long. The administration of former President Arroyo completed the rail tracks of MRT3 from North Edsa to Caloocan City but only this time, the original plan for the MRT3 was completely changed.
This change, as it happened, greatly contributed to the current traffic congestion along Edsa and showed the caliber of our transport officials when it comes to strategic transport planning. What happened? The original plan for the MRT3 was from Taft Avenue along Edsa eventually ending in Monumento in Caloocan then to Sangandaan where the Philippine National Railway station is located. The intention being that if one takes the MRT anywhere along Edsa, one can be connected to LRT1 in monument or in Taft Avenue. It was a very simple and practical plan. Somewhere along the way, however, an Administrator of the LRT in the previous administration came up with the weird plan that instead of the MRT3 proceeding all the way to Caloocan, it will be the LRT1 that will turn to Edsa and end in Roosevelt where it is now. We can only speculate why this was allowed to happen. Suffice it to say that this administrator was able to effect the change by convincing the whole Cabinet to approve this major change which was against the Urban Railway Network plan and contrary to the wishes of the Department of Transportation and Communications. This necessitated additional trips for the commuting public. Instead of one continuous trip from Monumento to Taft Avenue or vice versa, one must stop at either Roosevelt or North Edsa and take another jeepney trip in order to continue to Taft Avenue or Monumento.
The trip has also become more expensive. The original plan to put it simply was bastardized and unfortunately, the current administration with all its so-called brilliant technocrats is unable or unwilling to correct the mistake not to mention what happened to the MRT4 plan. Going back to the original plan will undoubtedly cost the government. Overall, it is better to revert to the original plan than keep the two systems unconnected as they are now. Keeping the two apart will only reinforce the notion that transport officials are really incompetent.
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One news item that was published since the Philippine National Police Highway Patrol Group took charge of traffic enforcement along Edsa was that travel time along the stretch of road has been reduced by one hour. I do not know how this was computed or what time of day the trip was taken but one hour reduction in travel time along Edsa is perhaps too much. If, however, traffic is at least moving even during the so-called peak hours, this would be an improvement.
But more has to be done. One that is a must is the relocation of all the bus terminals along Edsa. Even if this undertaking takes 18 months to two years, it would still be faster than big-ticket engineering projects.
The benefit will be enormous. Since these bus stations generate about 225,000 trips a day, relocating them will drastically reduce congestion. Let us assume that there are around 14 provincial bus companies along Edsa. Let us also assume that these bus companies go to an average eight destinations and operate 24 hours a day. If the average passenger load is 40 people, these Edsa bus stations are generating roughly 107,520 outwards trips a day. If we factor in those who are arriving, then we double that figure. If the bus stations are transferred somewhere else, then traffic is distributed and could be better managed unlike what is happening now where Edsa is generating more trips than it can efficiently handle.
We can therefore eliminate about 225,000 trips a day along Edsa by relocating the bus stations. We obviously can no longer transfer the malls, but the bus stations are doable and manageable. With government help, the task will be easier.