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My recent trip to Europe had me traveling from my entry point at Amsterdam’s Schipol Airport to Enschede in Twente. I took the Intercity train to my destination city but not before taking photos around Schipol Airport and its underground train station.
This was my first look at the train station at Amsterdam Schipol Airport
Directional signs for arriving passengers
Ticket counters for various destinations from Schipol – one can purchase tickets for domestic or international destinations at the airport, which is a major gateway for Europe.
Cafes and shops at Schipol
Passengers checking their documents or verifying directions
Information booth at the airport
Travelers at Schipol airport
At the platform
Passengers boarding or waiting at the platform of Schipol station
Double decker car of an Intercity train headed for Venlo
My Intercity train ticket to Enschede
Back of the ticket
I like these clocks at railway stations and airports. They give me an opportunity to synchronise my watch with the clocks and the time at the country and city where I am at.
Going around The Hague was no hassle. There were a lot less people there compared to Amsterdam last Easter Sunday. I felt more relaxed moving around. I also like it that I had transit options in the form of trams and buses to get from one place to somewhere walking seemed to be the less efficient mode to take. Not so many people were on bicycles but that’s probably because it was a Sunday and most bike traffic were for work or school trips? Here are some photos of trams at The Hague (Den Haag).
Saw this tram as we went around some of the attractions in the city.
We rode this one going to the beach.
I rode this tram going back to Den Haag Central Station
Transit network map at Frankenslag stop
Tram schedule posted at the stop
Our friends’ neighbourhood was a really nice one and I liked it that it is accessible to both tram and bus. The walks are short but you can easily get some exercise by getting off at an earlier stop or perhaps walking to a further one. The clear walking paths are definitely a plus and the environment is one conducive for such activities as well as for saying ‘hello’ to other people.
I recently posted some photos showing the progress of work on the Line 2 Extension. This time, I wanted to show photos on the progress of the Line 7 construction along Commonwealth Avenue. Following are some photos my companion took this morning as we headed for Novaliches. Work continues along this major corridor even on Sundays. While it has caused much congestions and therefore inconvenience, the continuous work offers hope to those who will benefit from this mass transit line once it becomes operational.
Columns rise along Commonwealth Avenue just across from the Ever mall and St. Peter’s church.
Here’s a traveler’s view of the ongoing construction along Commonwealth Avenue.
Concreting even on Sundays – it was quite congested today near the Fairview Market due to lanes occupied by heavy equipment including several concrete mixers lined up along one lane to supply the mix.
I have several former students who are now working on the Line 7 construction in various capacities. I usually get my updates from them. I am happy for them to be involved in such a major infrastructure undertaking. Hopefully, their experiences will be useful for other future railway lines in the country.
I just wanted to post a couple of photos showing the progress of the Line 2 Extension construction work. There are two stations along the extension including the future end station before the Masinag Junction (intersection of Marcos Highway and Sumulong Highway).
Ongoing construction of the Line 2 Masinag Station just across from SM City Masinag in Antipolo City, Rizal – there are actually 3 usable lanes with only the middle being a full lane, the other two have concrete barriers encroaching along the site as shown in the photo.
Ongoing construction of the Emerald Station across from both the Sta. Lucia and Robinsons Metro East malls at the boundaries of Pasig City, Marikina City and Cainta – the construction site here is longer than the one for Masinag but has wider spaces for traffic. Volumes, however, are significantly heavier than at Masinag so this area can easily become congested with traffic often stretching past the PLDT office along the westbound side and Ligaya along the eastbound side.
I will post more about the progress of construction for these stations in the future especially as it would be interesting to see the actual forms of the stations.
I accompanied a visiting professor from Tokyo last November as he went around to conduct interviews with local government officials and representativea of private firms. The interviews were part of the study we are doing together relating to the JICA Dream Plan, which now seems to be part of the basis for many of the projects included in the current administration’s Build, Build, Build program.
After our appointment at Meycauayan City Hall (Bulacan), we proceeded to the old PNR station near MacArthur Highway at the old center of the town. Following are some photos I took around the station including those of the former station building.
There’s a dirt road leading to the station building along the alignment of the railway tracks. The area is clear of any structures and this clearing began under the administration of Gloria Macapagal-Arroyo with then Vice President Noli De Castro in-charge of clearing the PNR ROW.
It’s quite obvious that the station building is in a very bad state. At some time there probably were informal settlers residing in the building. Such is common for many of the old, abandoned station buildings along both the PNR’s north and south lines and their branches.
The first level is of red brick while the second level, which looks like it was added much later than the red brick structure, is of wood with Capiz windows.
There is a sign informing the public about the JICA-supported project to rehabilitate the north line between Manila and Clark. The politician pictured in the tarp is the Mayor of Meycauayan City.
A closer look at the building shows some items here and there indicating people are still using it for shelter if not still residing there. I assume the guards use the building for shelter.
Another close look at the building’s red brick facade and the dilapidated 2nd floor and roof.
We learned from Meycauayan that there are plans for the station to become a museum. I agree with such plans as a modern station can be constructed for the revitalised line, and the building can be transformed into a museum not just for railways but for Meycauayan as well, which has a major part in Philippine history especially during the revolution for independence from Spain in the later 1800s. We look forward to the rehabilitation of the railway system to the north of Metro Manila and connecting not just to Clark but perhaps extending again all the way to Dagupan in Pangasinan if not until San Fernando, La Union when it was at the height of operations.
There is something about the counterfactual that is attractive to me. While I do not have formal training as an historian, I like to dabble in history and particularly about the what-could-have-been. It started with a book I read about counterfactual military history with various articles written by prominent historians who put forward scenarios including that on Thermopylae, Pearl Harbor, and the Vietnam War. I have found it a good exercise in analysis that is along the lines of chess analytics where one move may lead to another in response. Applying this to transport was quite a natural thing and we take a look at some information from the Feasibility Study for what was proposed in 1973 as the first subway line for Metropolitan Manila.
Proposed schedule for the 3-stage construction of RTR Line 1, most of which would have been a subway connecting Diliman, Quezon City with the University Belt in Manila and ultimately the airport in Paranaque.
Stage 1 between UP and FEU could have been operational as early as 1983 but typical delays could also have led to service starting in 1984 or even later. According to some critics of the LRT Line 1 that was built instead of the RTR Line 1, Marcos decided against the subway after being convinced by his advisers that the line could not be completed before Singapore finishes its own first line. A story is told that Marcos didn’t want Lee Kuan Yew to have the satisfaction of having Southeast Asia’s first mass transit line so the former opted for the elevated LRT instead. What really happened though was Singapore started operating its SMRT North-South Line in 1987, after what was also a long period of planning, decision-making and construction. It can be argued that the Philippines could still have completed at least 10 kilometers of the RTR Line 1 and at most 15 kilometers by 1987. Even a revolution in 1986 could not have doomed this project given its benefits that we could have reaped over the long-term.
Proposed stages of construction for the RTR Line No. 1 – whichever alternative could have led to the completion and inauguration of a substantial segment by 1983/84, well ahead of Singapore’s first line.
Artist’s conception of what an RTR Line 1 platform could have looked like. The trains look like a typical Tokyo Metro train. There’s some humor here as you can see the route map at right and the direction sign at top left referring to the Manira (Manila) Air Port.
As you can see in this rather simple (note: not included are discussions on the financial & economic aspects of this project) exercise, Metro Manila could have constructed the RTR Line 1 more than 3 decades ago. Even with the political upheavals in the Philippines during this period, it can be argued that Marcos and his version of the “best and the brightest” could have pulled it off and come up with the country and Southeast Asia’s first subway line. Most of the decision-making, planning and construction would have been during Martial Law when the Marcos had quite a firm grip on power. So he and his apologists have no excuse for this failure to potentially revolutionize transport and take Metro Manila to the next level in terms of commuting. That failure ultimately led to the current transportation situation we have in what has grown to become Mega Manila.
The proposed Metro Manila subway seems to be well underway after months of studies particularly to determine the best alignment given so many constraints and preferences such as it being directly connected to the Ninoy Aquino International Airport (NAIA). A prominent opinion writer is obviously quite excited about the prospect of I also assume that most transportation planners and engineers in Metro Manila if not the whole country are also excited about this project. Commuters are definitely hopeful and many who have experienced riding metros abroad (e.g., Singapore, Hong Kong, Tokyo, etc.) should be among those who look forward to using Metro Manila’s first in perhaps 5 years time.
The idea is not a new one as it is something that was actually thought of way back in the 1970s (perhaps further back?) when the precursor of JICA came up with the Urban Transport Study in Manila Metropolitan Area (UTSMMA) in 1973. The study was closely followed by a feasibility study for what was proposed as the Rapid Transit Railway (RTR) Line 1.
Cover page for the MRTR Line No. 1 Feasibility Study (NCTS Library)
It was unfortunate, however, that the project was derailed (pun intended) after the World Bank came up with their evaluation of transport situation and transportation planning in the Philippines in 1976, which led to a counter-recommendation to have light rail transit instead of the heavy rail system proposed by UTSMMA. The latter report was followed closely by the WB-funded Metro Manila Transport, Land Use and Development Planning Project (MMETROPLAN) completed in 1977. What really happened such that the “best and the brightest” in those days (Martial Law Philippines under Marcos) abandoned the subway for light rail?
While MMETROPLAN is often lauded as a comprehensive study of metropolitan Manila, many of its assumptions and recommendations should now be subject to scrutiny. These include the assumptions on land use (e.g., for the Marikina Valley and environs not to be developed, etc.) and recommendations for a light rail transit (LRT) network. Time and history provides us with new lenses and filters by which we could try to understand what was going on in the minds of those who did MMETROPLAN. Many of those involved including one prominent (some will say self-promoting) architect and a rather controversial transport planner who were young at the time still refer to MMETROPLAN as The Masterplan that should have been implemented. It obviously wasn’t and we now bear the brunt of opportunities lost because of the decisions made in the 1970s.
I don’t buy the argument of one prominent local transport planner who downplayed the UTSMMA plan as a juxtaposition of the Tokyo metro system to Metro Manila. A more reliable and grounded assessment was recently put forward by another transport planner who is also a geographer and an economist. He was recently in London where they have a comprehensive underground railway network (the London Underground as many fondly call it) and came to the conclusion that the Japanese were inspired by this network and went on to replicate this in Tokyo. This is not without historical basis since the Japanese sent a lot of their future engineers and planners to Europe especially England and Germany during the Meiji Restoration. And so it is not a stretch to think that the principles employed by the Japanese in recommending a heavy rail system back in 1973 is not necessarily just a copy of Tokyo’s but draws inspiration from European models as well. That could have been a game-changer 40 years ago when RTR Line 1 could have started operations and commuting in Metro Manila may not have become as hellish as it is today.