Traffic woes cost: P3 billion a day and counting
In 2012, Japan's International Cooperation Agency’s study revealed that “the time lost by people within the traffic jams plus the cost of operating vehicles in Metro Manila and neighboring towns add up to around P2.4 billion per day”. Remember, that was three years ago. Today, it could run to P3 billion a day.
Then, the first thing Mayor Erap Estrada did for the City of Manila was a truck ban. He implemented it towards the end of 2013 until the first quarter of 2014. Sadly, it took him seven months to realize that the scheme was not working. Yes, to some extent, it had eased vehicular traffic jams a bit. However, it had resulted to a host of many other problems and inconveniences. Worse, mostly, had economic and financial implications.
For one, the port area was congested with unwithdrawn containers. Moreover, with their containers stuck at the port area, the manufacturing activities of importers and exporters alike had slowed down. Nastily, these importers/exporters, as well as, the banks that were operating in the port area had to shell out more money for overtime pays and night premiums as some warehouse personnel/bank tellers had to work beyond regular hours. Well thought off or not, such measure pleased some but had been financially cumbersome to manufacturers (importers and exporters) as well as retailers all over the country as most cargoes go through the Manila ports. The fact was, the day before it was lifted, the port was brimming with heaps of containers.
Today, the Cebuanos are facing the same predicament. Yes, truck ban is also in place in some thoroughfares. Aggravated by the Bureau of Customs meticulous inspections, releases of containers have slowed down substantially. Consequently, the already very inadequate stock yards are overflowing with container vans. As a result, the movement of goods (both raw materials and finished goods) are curtailed.
Thus, production activities are disrupted and delivery of finished products have come to a screeching halt at some point in time. Manufacturing firms that operate 24/7 suffered the most. Obviously, therefore, the country’s already known low productivity shall go further down. So that, as productivity slows down, the economy shall simply go in the same direction. Thus, if you add it up to the cost suffered in Metro Manila, nationally, it could be several hundreds of millions more a day.
One of the principal reasons is obvious. Day by day, registrations of new vehicles (whether SUVs, cars, trucks, trailers, motorcycles, etc.) are piling up. Actually, in several hundreds of thousands annually. Yet, our roads’ widths or spans and lengths have remained the same. Added to that is the hardheadedness of our drivers. Moreover, our traffic enforcers’ tendencies to go more on apprehension (obviously, for possible personal money-making ventures) rather than enforcement or management have made the situation worst.
Having these scenarios, we heard several proposals from stakeholders. Some sectors even suggested to instead ban private cars, not cargo trucks, on the streets at peak hours. Others are begging for a mass transport system. Yes, as we speak, Cebu City is in deep preparation for the Bus Rapid Transit (BRT). With the comfort fully air-conditioned stations and buses the BRT supposedly provides, car owners may just leave their units in their garages than use them. Thus, decongesting our streets. However, it only covers Cebu City. With the cities of Lapulapu and Mandaue very much in the loop, it may not contribute much at all in solving our traffic woes.
Still, some are proposing for the transfer of our international port outside of the major cities of Cebu. Though costly, this is the most tenable and has long term benefits. First, it decongests the cities. Secondly, it might look logical for manufacturers to transfer their factories where the port is. Therefore, aside from easing traffic, it will also help propel growth and employment in the areas outside of the metropolis.
Furthermore, separated bicycle lanes should be considered as well. Truth to tell, other countries that have implemented it have already reaped their desired benefits. For one, in Vancouver, Canada, “from 2008 to 2011 alone, trips by bike increased by a full 40%”. They’ve practically made cycling (bicycle) “a much safer and more attractive option”. Their separated bicycle lanes are “dedicated bike lanes with concrete medians and planters, bicycle parking corrals, or vehicle parking lanes that divide them from vehicle traffic”.
Moreover, there is a need too to widen our streets’ sidewalks. With trees providing the shade, commuters might find some great feeling of comfort and the benefit of walking for health reasons. Knowing fully well that bike riders won’t be using the sidewalks, pedestrians will find these walkways very safe as well. So that those who are just a kilometer away from their desired destinations may just have to take a stroll than take public utility jeepneys or buses.
Admittedly, Cebu’s traffic congestions are long and flatly permanent and shall need permanent antidotes. The antidotes are plenty and truck ban isn’t one of them. These are readily available. We just need a very strong political will to see them through.
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