By. J.E. Masagca
What are Provincial buses? From the MMDA’s definition, they include buses from all provinces outside of Metro Manila but not buses from immediately adjacent provinces that are not within the geographical jurisdiction of Metro Manila.
Or are provincial buses banned only along EDSA but not on Circumferential Road No. 5 (C-5) or other Radial Roads like Quirino Avenue (R-2), Aurora Blvd./ Marcos Highway (R-6), or Shaw Blvd. (R-5)?
The Interim Terminal gives the impression that buses are banned on all major routes other than EDSA.
What do the planners in the MMDA have against inter-provincial buses that pale in volume compared to “City Bus” operators, that not only saturate the main thoroughfare’s optimum level of service but further aggravate it by unruly drivers that no longer “load and unload” passengers but rather park, in the definition under (l), Section 3, Article II, Chapter 1, Republic Act 4136.
One has but to observe the oblique “parking” of city buses in Arayat in Cubao and Boni in Mandaluyong, as well as buses parked along the stations nearing East Avenue- EDSA- Timog Avenue to conclude that these are to be addressed first.
Traffic volume, mostly private cars, has increased tremendously in the past years with EDSA shrinking because of the MRT Line 2 eating up at least two lanes.
Until the late 70s, travel time by bus from MCU in Monumento to Pasay- Taft via Ayala Avenue in Makati takes just an hour during rush hour.
The odd-even scheme as a method of vehicle reduction was a failure as the upper class merely purchased additional cars to be used alternately, which multiplied the motor vehicles on the streets, rather than reducing them.
Traffic congestion in Manila cannot be addressed by a “band aide” solution, but by an immediate action while awaiting the benefits of the “build Build Build” infra component of highway planning or management.
The major transport interim terminals were conceptualized in the past administration which should be thoroughly reviewed, like the City of Manila truck ban that chokes road networks as far down southern Luzon.
Up to the Bicol segment of Asian Highway 21 (AH-21) trucks are the main causes of travel time and delay. Secondary to the truck ban in Manila, these trucks exit the city all at the same time that faster vehicles cannot just overtake a queue of slow-moving trucks.
In the President’s SONA, if one can recall it, nowhere has the President called for the ban of provincial buses but to unclog or clean up the streets and major thoroughfares.
Discipline is the first option. Imposition of sanctions to violators of MMDA’s “nose in-nose out” policy on bus stations along EDSA. Apprehension of bus drivers that indiscriminately stop to pick up passengers, or stop too long to wait for passengers.
Has the MMDA made a survey on the ratio of provincial buses viz constant road users, as well as an assessment of the frequency and time the former arrive and leave Metro Manila? Or merely relied on the statistical records of buses granted Certificates of Public Convenience?
Southern inter-provincial buses enter Metro Manila on average from 4:00 o’clock in the morning and the volume of returning trips to Bicol, Visayas, and Mindanao peaks at 5:00 o’clock to 7:00 o’clock in the afternoon. So there is no significant effect on traffic volume given its ratio to regular road users.
Making a quick mental calculation, the ban on provincial buses will not solve traffic woes, but on the contrary, would increase traffic volume.
In the attendant modal split at the proposed drop-off point in Sta. Rosa, Laguna would be nothing but a transfer from a transportation mode with a higher Passenger Car Unit (PCU) or Passenger Car Equivalent (PCE) to several modes of transport with lower PCU/PCE.
“Passenger Car Equivalent (PCE) or Passenger Car Unit (PCU) is a metric used in Transportation Engineering, to assess traffic-flow rate on a highway. A Passenger Car Equivalent is essentially the impact that a mode of transport has on traffic variables (such as headway, speed, and density ) compared to a single car. (Wikipedia).” In road utilization viz passenger volume transported, vehicle type such as large passenger buses with assigned higher PCU/PCE of 3.5 has an advantage over passenger cars with lower given PCU / PCE of 1.
A long-haul bus with 30 passengers will displace several passenger cars with a maximum of 5 passengers resulting in a road’s improved level of service.
In reality, one busload of passengers will be transported from the Sta. Rosa drop off point terminal to Manila in several smaller types of vehicles.
The MMDA argues that the South passengers will be split already as far as Sta. Rosa to their respective destinations. Was there a survey conducted as to the majority destination of passengers?
It was not considered that at the start of the trip a model split has already commenced. Passengers from Legazpi, for example, bound for the southern part of Metro Manila take buses whose terminals are in Pasay or Turbina in Calamba. Those bound elsewhere take the buses with drop-off points in Cubao, particularly in Araneta Center which is private property and which the operation thereof has an insignificant effect on EDSA.
Traffic split or diversion routes could be a more practical solution than a modal split.
The policy is insensitive to the probinsyanos, economically and convenience-wise. After a 12 hours ride, it would be unreasonable for them to be required to take another mode of transport, incur additional expense, and even be exposed to unscrupulous persons.
The “window hour” for buses to unload passengers in Pasay and Cubao could at least be extended from 10 pm to 5 pm if the regulatory body is bent in pushing the plan sans legal obstacles. However, the issues here are not only legal but more on moral and social needs.
The more affluent could opt for a plane ride or take along their private car which would add up to the existing traffic volume.
In my thesis defense years ago, I was asked by a panel member (an Undersecretary): “people have places to go, why would you impose a ban on certain vehicles? Do you have a viable alternative?”
The same question we now ask the MMDA Chair.
No comments:
Post a Comment