Fix the train wrecks!

The MRT and Department of Transportation and Communications (again!) are at the receiving end of activist rage over the MRT fare increase imposed during the holiday break. Even the politicians have joined the fray, with an eye for populist votes this coming election.

Of course the Supreme Court once again reigns as the supreme referee as various groups seek a TRO to block the almost-double price hike. 

At a recent interview, Secretary Abaya claimed that DOTC made public consultations and the move was acceptable to majority of the passengers since the increase will fund the much needed railway renovations. He is also confident that the Supreme Court will uphold the new ticket price since this has been deferred for many years already. He even said that what was needed was political will.

There is no doubt that the fare hike is absolutely necessary. The fact is, even at P30 minimum charge it’s still cheaper than other railway tickets in Asia and the world. But the question is a chicken-and-egg issue. Shouldn’t there be tangible improvements first to justify the increase, and not the other way around?

I asked a bonafide railway authority to give an opinion about our current  situation. This resource person has been involved in the construction, maintenance and operations of  railways in US, Canada, UAE, Saudi Arabia, China, India, Taiwan, Indonesia, Vietnam and Philippines. 

The following are the expert’s prescription:

The best reference material is the recently concluded “Roadmap for Transport Infrastructure Development for Metro Manila and surrounding areas, Region 3 and Region 4A” funded by JICA (Japanese International Cooperation Agency). 

The perennial traffic problem that we are facing today is a result of poor transport planning, policy framework and weak capacity to execute the projects.

There is a huge backlog in the implementation of rail projects. This includes new lines, extension, rehabilitation and modernization. Our population is growing at a rapid pace and for the last 15 years, only one LRT line ( Line 2- 17 km) and Line 1 North extension ( 5km)for a total of 22 km was completed.

To improve, I believe this administration must implement the following in the remaining months.

1) The transport masterplan/roadmap must be institutionalized and approved by the Executive and Legislative  branches for mandatory implementation. Transport planning must withstand political pressures and be adhered to by succeeding administrations. This can be done during the term of President Aquino. 

2) Government is primarily responsible for a safe, efficient , reliable and affordable transport system. While the PPP policy of this administration has good intentions, the interest of the government and the commuters is secondary. Government must consider railway as a long-term social and economic investment.

There must be a proper balance between government and private sector participation. For projects that were already awarded through the PPP scheme, government must engage an independent engineer with the highest level of competence and integrity to oversee the implementation of the project and certify that it is in accordance with the concession agreements.

For railway projects that are still in the PPP development stage, implementing agencies must ensure that their rights and the interest of the commuters are protected. A joint venture model where the government continues to be part of the decision making process is more ideal than a totally privatized business model. The exit mechanism of government in the event of default by the private sector must be very clear in the concession agreement. 

3)  There is an immediate need to appoint a professional railway undersecretary who has competence in “Rail Program Management and Planning.” 

A holistic railway development strategy and policy is basic. The undersecretary must spearhead, accomplish and institutionalize the following mission before the end of this administration:

•    Railway Masterplan (Urban and Regional Railways)
•    Railway Development and Investment Policy Framework 
•    Railway Safety , Program Management , Quality Management   System
•    Establishment of a Railway Regulatory Agency over and above all line agencies (DOTC currently acts as the operator and regulator for all lines)
•    Expedite implementation of all railway projects including PPP projects, modernization and rehabilitation backlog

4)   For MRT 3, government must seriously consider the interest of the commuters first. Immediate rehabilitation is necessary. Government must accept the fact that the fastest way to rehabilitate the dying system is to resolve the pending legal dispute and agree to negotiate a just amendment to the current Build Lease and Transfer agreement with the private sector instead of an Equity Value Buy-out.

We can accept that there are no quick, “band aid” fixes for the train wrecks that commuters have to live with every single day. We can accept that the transportation leaders are doing the very best they can. 

But at some point, the hard questions have to be asked:  Do they know what they’re doing? After all, this is not just a tough job. It’s also a technical job. It’s not just about political will. It’s also about competence. With the exception of PNR, the recent head honchos of our tracks were lawyers, singers and people with other professions – appointees without a “track” record.  

If their best is not good enough, is there someone out there who can do the job better? – Rappler.com