RETHINKING THE EDSA REPAIR STRATEGY

RETHINKING THE EDSA REPAIR STRATEGY

Segmented reconstruction is a road repair method where highways or major roads are rehabilitated in phases, one section at a time. This approach is widely used in urban planning to balance infrastructure development with the need to maintain smooth traffic flow. Instead of shutting down an entire stretch of road, only specific segments are closed for repairs while the remaining lanes remain open to motorists. This technique minimizes congestion, reduces the economic cost of traffic disruptions, and ensures continuous mobility, especially in heavily utilized roads like EDSA in Metro Manila.

In the recent EDSA rehabilitation project, the Metropolitan Manila Development Authority (MMDA) had proposed to implement segmented reconstruction, beginning with the southbound lanes before progressing to the northbound side. This step-by-step strategy was expected to always keep at least part of the highway open, thereby allowing traffic to continue flowing—albeit with some delays. However, contrary to the logic behind segmented reconstruction, the MMDA also proposed implementing an “odd-even” vehicular scheme to reduce the volume of vehicles during the project period.

This proposed scheme raised many eyebrows. If the segmented reconstruction method inherently aims to prevent full road closures and maintain manageable traffic flow, why would there be a need to impose an additional vehicle restriction scheme? The odd-even system, which only allows vehicles with license plates ending in odd or even numbers to travel on certain days, has historically caused confusion and inconvenience for commuters. Its implementation would have added another layer of difficulty to an already congested road network.

Another glaring oversight was the lack of a robust nighttime repair plan. Conducting construction activities at night—a common practice in many developed cities—significantly reduces daytime disruptions. It allows for faster work with minimal impact on traffic. Cities like Tokyo and New York routinely use nighttime hours for infrastructure maintenance. The absence of such a strategy in the MMDA’s original plan suggested a lack of foresight and adaptability in urban traffic management.

Fortunately, President Ferdinand Marcos Jr. intervened and halted the plan, recognizing the potential chaos it could cause. His decision gave MMDA a chance to reassess and improve their strategy, giving segmented reconstruction a fair opportunity to work as intended. The President’s action reflects a more practical understanding of public inconvenience and urban efficiency. It also sends a clear message that infrastructure development must always consider the lived experiences of ordinary commuters.

Now, with a chance to implement segmented reconstruction properly, the MMDA must refine their approach. This includes better traffic engineering, consultation with urban planners, and clear communication with the public. Repair schedules should consider off-peak hours, and real-time updates should be made available to commuters. Moreover, inter-agency coordination—particularly with traffic enforcers and local governments—is critical to the method’s success.

In conclusion, segmented reconstruction is a progressive and practical road repair strategy. However, its benefits can only be realized if implemented with clear planning, common sense, and a deep understanding of traffic dynamics. The recent EDSA situation is a learning opportunity for Metro Manila’s policymakers—an opportunity to modernize roadworks while prioritizing public convenience.

Ramon Ike V. Seneres, www.facebook.com/ike.seneres
iseneres@yahoo.com, 09088877282, senseneres.blogspot.com

06-30-2025