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Another thing we miss about Singapore is the public transportation. It was easy to go around Singapore especially with its comprehensive, extensive rail transport network. This is complemented by even more extensive bus transit services. All these are offer convenient, comfortable and reliable public transportation. As such, there is practically no need to use your own private vehicle for transportation unless there really is a need arising for their use (e.g., emergencies).
Passengers wait for the train to arrive at an SMRT platform
Passengers line up before the platform gates at an underground station
The transport system in Singapore actually reminded me of how efficient and reliable it was to commute in Japan where I’ve lived in three area – Tokyo, Yokohama and Saitama – for various lengths of time. These transport systems are what Metro Manila and other rapidly urbanizing cities in the Philippines need in order to sustain growth while providing for the transport needs of its citizens.
My commute between my home and office usually takes me to Masinag where I make the choice between traveling via the typical Marcos Highway route or via the alternative Marikina/Tumana route. Here is a scene that I usually see whenever I pass by the informal UV Express terminal just past the Masinag junction along the westbound side of Marcos Highway and just before the Decathlon sports facility currently under construction.
Passengers waiting for UV Express vans or AUVs to return around 8 AM. The latter serve the Cogeo – Makati (Greenbelt) route, which could take 2 or 3 rides using other modes of public transport (e.g., one ride to Cubao and another from Cubao to Makati)
Note how many people cannot get a ride around 8 AM. If only there were more efficient options then these people would likely take them but for now the obvious and practical choice for them is the UV Express. Others, of course, can just walk further to SM Masinag where there is a P2P bus service also heading to Makati. Recently, a new “experimental” route was opened between Cogeo and SM Aura in Taguig using modern jitneys.
Once completed, Line 2 should be able to provide an alternative for these commuters but there is still the issue of a seamless transfer in Cubao. There is no direct connection between the Line 2 and Line 3 stations with the former connected to the Gateway Mall while the latter is connected to Farmers. That is a significant walk between the two stations.
But where do the commuters in the photo come from (origin?)? Most likely don’t reside around Masinag Junction though there are many residential area around this location. Many are ferried here by tricycles, jeepneys or private vehicles. Many likely have their own cars but opt not to drive to/from Makati. That is actually a good thing and something that needs to be sustained rather than give a reason for these people to use cars for their commutes. And so there is a need to extend Line 2 perhaps to Cogeo, and a branch to Marikina. The Marikina branch, as I’ve mentioned before, could terminate at the Marikina Sports Center. Meanwhile the extension to Cogeo should not stop there but continue further towards Antipolo’s new government centre. This corridor’s population is steadily increasing and the transport demand must be addressed not by low capacity modes but by a mass transit system. The low to medium capacity modes should be in support or at most supplementary to the high capacity system with the Line 2 as backbone.
Before I post on more recent photos I took from our road trip to and from Baler, Aurora, I just wanted to share photos I took of the PNR railway tracks from an earlier trip to Naga City.
Railway crossing somewhere in Quezon – there are many crossings such as these in many towns in Laguna and Quezon
Notice that this is a single track set-up, which means only one train at a time along either direction may use the railway tracks.
Another railway crossing with an informal tricycle and sled terminal. Yes, that’s another paratransit on the right that runs along the seldom if ever uses railway tracks.
There seems to be no trace of railway ties or sleepers here.
The tracks here look like they are not longer in use even by sleds.
Old railway barrier that looks like its no longer functioning
Idle tracks as evidenced by the grass and the parked vehicles. A narrow road runs parallel to the tracks; giving access to homes along the riles.
There are railway ties/sleepers along these tracks that seem to be still in use judging from the limited growth of grass and the space being clear of obstructions.
More idle tracks including rails buried in the ground
Another railway crossing along the national highway
Traveling along Commonwealth Avenue and Marcos Highway the past week, I both hopeful and worried about what happens after the Line 7 and Line 2 Extension finally becomes operational. Much has been said or reported about the potential of these two lines to change the way people commute; at least from the areas served by these two mass transit lines. However, how big an impact these would have in terms of actual reduction of private car use remains to be seen.
Will there be significant decreases in the volume of motor vehicles along Commonwealth Avenue, Marcos Highway and Aurora Boulevard? Or will there be just the same traffic along these roads? The worry is based on the likelihood that those who would be taking Lines 2 and 7 would be people who are already taking public transportation and not those who have chosen to leave their cars (or motorcycles) at home.
Our students have been studying ridesharing and P2P bus operations the past few years and the conclusion has so far been a shift from one mode of public transport to what’s perceived as a better one. It’s somewhat a difficult thing to accept for advocates of public transport especially those behind TNVS, P2P buses and railways but it is what it is, and its important to accept such findings in order for us to understand what’s going on and come up with better ways to promote public transport and convince car users to use PT.
Traffic flows at the Masinag junction with the Line 2 Masinag Station and elevated tracks in the background
What is more intriguing is the proposed subway line for Metro Manila. The alignment is different from the ones identified in previous studies for the metropolis and from what I’ve gathered should have stations that serve a North-South corridor that should make for a more straightforward commute (i.e., less transfers) for those taking the subway.
Probable MM Subway alignment (from the internet)
It is another line that has a big potential as a game-changer for commuters but we won’t be able to know for sure until perhaps 5 or 6 years from now. What we know really is that there was a lost opportunity back in the 1970s when government should have pushed for its first subway line instead of opting for the LRT Line 1.
There’s this “old” article that came out last year that is very much relevant as it is timeless for its topic. The title is intriguing as the many if not most US cities are known to be car-dependent. Few have good public transportation in terms of the efficiencies or qualities we see in Singapore, Hong Kong, Seoul or Tokyo (just to mention Asian examples). Clearly, quality of service is the main reason why people are apprehensive about using public transportation. In fact, the attraction of ride shares, for example, are precisely because people want to have what they perceive as safe, comfortable and convenient modes of transport for their regular commutes. Only, for many people, their choice is also limited by the affordability of such modes of transport. Perhaps the same is applicable if you extend the discussion to include active transport. Cities and municipalities would need to provide the right infrastructure and environment for people to opt out of cars, take public transport, walk or cycle.
English, J. (2018) Why did America give up on mass transit? , http://www.medium.com/citylab, https://medium.com/citylab/why-did-america-give-up-on-mass-transit-dont-blame-cars-d637536e9a95 [Last accessed: 08 March 2019]
This is a continuation of the series of posts about my recent trip to Bicol where I was able to take some photos for items I generally label. These stock of photos are posted here for several reasons including convenience of access in case I need them for lectures or other presentations. Previously, I had posted on vertical curves along the Andaya Highway. This time around are some photos I took of railway bridges along the PNR’s Main Line South and particularly in Camarines Sur. It was quite challenging to look for or anticipate seeing these structures; many of which are quite old and in a state needing urgent maintenance. Most if not all are steel truss bridges and the ones in better conditions are shown in the following photos. All were taken within the Naga City boundaries.
The Automated Guideway Transit (AGT) vehicles that were used in the research and proof of concept at the previous test site in UP Diliman are scheduled to be transported back to DOST’s MIRDC soon. The vehicles are still in UP Diliman and are usable for R&D if someone decides to come up with a viable proposal for these. Unlike the hybrid electric train that is the AGT’s contemporary in terms of them being parallel projects, the future is unclear for both AGT models (i.e., there is another, higher capacity AGT already at MIRDC and tested using the test tracks there).
The two AGT vehicles are wrapped to protect them from the elements. These are functional and should still have value in case someone proposed to continue in their testing and refinement. It doesn’t need to be an elevated guideway for development to continue.
Here’s a closer look a colleague managed to take before we turned at the intersection.
What’s next for the AGT? Is there a future for these vehicles? Will the DOST initiate something with the DOTr or maybe with an LGU (Taguig?) to come up with a project that will employ these vehicles in what can be a full system instead of one on test tracks? Let’s hope these assets can still be utilised and not be wasted.