First things first

Sometime in 2024, a frustrated motorist posted on X, calling the South Luzon Expressway (SLEX) a “toll road that taxes your patience as much as your wallet.”

The motorist’s frustration is a common sentiment among users of the road system, which was originally intended to transform the former South Superhighway into a modern expressway.

San Miguel Corp. took over SLEX operations in 2006 through a joint venture with the state-run Philippine National Construction Corp. (PNCC) under a 30-year concession agreement expiring in 2036.

The initial acquisition involved a partnership with Malaysia’s MTD Capital Berhad, forming the South Luzon Tollway Corp. (SLTC), with SMC later consolidating control.

SMC invested around P11 billion to widen the lanes, upgrade the toll system, and integrate the expressway with the Skyway. This figure excluded subsequent projects like the SLEX Toll Road 4 (TR4).

SLEX, nonetheless, has failed to keep up with the increased volume of motorists passing through the vital artery.

Its capacity, typically four to six lanes in key segments, has not kept pace with the exponential growth in vehicle ownership and economic activity in the CALABARZON (Cavite, Laguna, Batangas, Rizal, Quezon) region.

Road experts consider the SLEX among Metro Manila’s most congested tollways.

Travel time from Makati to Calamba, about 50 kilometers, can stretch from 45 minutes to over two hours during rush periods.

Problems such as insufficient lane expansion and poor integration with feeder roads, highlighted in the smaller exits at Susana Heights and Carmona, suggest a design flaw to address the demands of modern traffic.

SLEX is expanding through the P13.1-billion TR4 but a road expert said the project is reactive rather than preventive in addressing symptoms of the road system and does not address the fundamental problems of design flaws and urban planning oversights.

Motorists derisively refer to “gold divots” — safety hazards found in some parts of the roadway. Rough patches near the Susana Heights exit are common, likely due to heavy truck traffic and inadequate sealing.

The poor condition of the pavement increases vehicle wear, poses safety risks such as hydroplaning on worn surfaces during rain, and detracts from the premium experience the operator of the tollway tries to project.

Flooding is another frequent problem.

The SLEX traverses flood-prone areas like the Laguna de Bay basin. During typhoon “Carina” in July 2024, SLEX sections near Santo Tomas and Calamba were submerged in knee-deep water, forcing temporary closures.

Similar incidents occurred during typhoons “Ondoy” in 2009 and “Ulysses” in 2020.

The original elevation and the drainage system have become insufficient and, even after upgrades, water accumulates in the low-lying interchanges like Bicutan and Sucat.

The SLEX operator has installed additional drainage pumps and elevated certain segments such as parts of TR4, piecemeal fixes that do not provide a comprehensive resolution to the problems of the expressway.

The thoroughfare has long been criticized for its inability to handle peak traffic volumes, particularly in urbanized sections like Alabang and Sucat.

The shift from the South Superhighway’s old infrastructure to modernized sections such as the Skyway, which is operated by the same group, indicates maintenance challenges that require upgrades.

Add to that the significant inconvenience that motorists encounter from RFID detection failures, causing delays and even leading to fines if barriers are accidentally hit.

Before the operator can talk of the need for a cashless payment system, it should address the antiquated problems of the roadway that make travelers worry for their safety whenever they travel to South Luzon.