Take the case of the North Luzon Expressways, or NLEX for short. When it was still under the care of the Philippine Construction Corporation (PNCC), NLEX was a two-lane expressway slowly deteriorating into a pot-holed, traffic-snarled strip of asphalt overlay. Sure, the toll rates were low but so was the quality of service: if you were fortunate enough to avoid the build-up at the Valenzuela exit, you’ll likely encounter one at the next exit or at your exit. Along the way, a lot of road ruts and patchwork road repairs dotted the 84-kilometer stretch. People didn’t mind then because they had nothing to compare it with. The 40-odd-kilometer South Super Highway may have been improved with the addition of the new Skyway, but traffic generally slows during rush hours and even stands still during long weekends and eves of important holidays.
When the Manila North Tollways Corporation (MNTC) took over the reigns of NLEX, work started on the improvement of the expressway, not only in its construction but in its operation as well. The roads were widened and were constructed of concrete, asphalt and lahar sand aggregate for durability and reduced tire noise. The expressway traffic management was overhauled and was patterned after the French system. Toll plazas were designed for convenient and quick entry and exit to ease the traffic build-up in these areas. An innovative system of transferring the toll collection from each booth was devised to improve flow and security. Electronic sensors were imbedded in the newly paved roads and connected to a sophisticated computerized traffic control system along with real-time closed circuit television (CCTV) monitors to effectively manage the flow of traffic. Emergency roadside service, emergency medical services and accident management were likewise improved to minimize traffic congestion caused by rubber-necking drivers after a vehicular breakdown or a road accident. Traffic marshals ride on brand new fully-equipped pick-up trucks and BMW F650 motorcycles to patrol the expressway while front-line personnel were trained to be courteous to improve customer experience.
All told, MNTC spent around P18 billion to modernize NLEX, which serves as a vital artery between Metro Manila and Northern Luzon. The company also helped the economy of provinces affected by lahar spewed by Mount Pinatubo when they opted to construct the roads with the volcanic debris. Yet, when MNTC opened the new and improved toll ways to the public and charged a substantially higher toll rate, they were greeted by criticisms and complaints. Militant groups and cause-oriented groups decried the company for being "anti-poor and anti-masses" and held protest rallies. They hurled accusations of connivances between the Arroyo administration and the Lopez group-controlled MNTC and launched innuendos of graft and corruption.
Tsk, tsk. We really do not know the price of progress. It either that or we are in complete denial of our lack of discipline, our immaturity as a free nation and our generally misguided sense of fairness.
Protesters complain about the one-price toll fee (P42 for Class 1 vehicles) that the MNTC charges for the use of the stretch from Balintawak to Bocaue yet they do not see the reduced traffic build-ups in the Valenzuela/Malinta, Meycauayan and Bocaue exits because of this system. Neither do they complain that South Superhighway (SSH) charges more per kilometer (P55 for Class 1 vehicles) from Magallanes to Alabang (a shorter stretch) and that drivers are greeted by a long and slow queue at the SSH toll plazas.
They complain about the P203 toll fee for driving the whole 84-kilometer stretch yet they do not see that this amounts to just P2.42 per kilometer. When compared to the approximately P1.81 per kilometer that SSH charges from Magallanes to Canlubang, NLEX toll rates may appear more expensive, but if the lower cost of vehicle wear-and-tear (due to the smoothness of the road surface) and the reduced travel time are factored in, the toll rates begin to look equitable.
Likewise, if they record their car’s fuel and maintenance expenses like I do (P4.05 per kilometer for my 1993 Nissan Sentra, P1.30/km for my 2003 Yamaha Virago 535 cruiser and P0.70/km for my 2002 Kymco Vivio 150cc scooter) they can see that the toll rate per kilometer is not that far off. But of course, the amount of money I spent to acquire my vehicles is far, far less than the P18 billion that the MNTC invested in NLEX.
I also find it funny for some people to complain about the NLEX toll rates when they find it acceptable to pay P20-P40 to park their cars in malls where parking was supposed to be provided for patrons. Likewise, people who park their cars at street parking slots that charge P30 for three hours have to ask themselves why it is acceptable to be charged for a space that the local parking authority didn’t invest in except for those painted yellow separation marks and signs that tell you to move your car by rush hour or else it will be towed.
Before you chastise me for being "anti-poor and anti-masses" or "pro-MNTC", let me just tell you that I’ve been to countries (Malaysia, Tokyo, France) where the toll rates are more prohibitive yet the people there do not complain. They merely accept this as the price of progress. You might argue that the income of these people is far greater than the per capita income of common Filipinos and you may be right. However, the roads they build contribute to the improvement of their economy which ultimately improves their individual incomes. In the final tally, these people do not complain because their road networks, however expensive, work for them and improves their lot. Their well-built roadways offer a return-on-investment (ROI) on the amount they spend on toll fees.
The MNTC may have started a trend towards smart, customer-oriented and ROI-friendly road networks. They even have a franchise to connect C5 to NLEX, but they still have to hurdle a right-of-way problem before any construction can commence. South Superhighway may follow suit, if the right group takes over. We may even have a better, smarter EDSA in our future.
But the question is, are we ready to pay for the price of progress?
Last week’s backseat driver column by Manny De Los Reyes might have unleashed some repressed ill feelings among readers. Here are some of them.