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In a recent trip to a school located near Daang Bakal, I took the opportunity to ask my passenger to take photos of what used to be a railway corridor connecting Manila with Antipolo.
Section before the Victoria Valley gate (view away from the gate) along which is a community
One side of the road has been widened. The other has a lot of trees that would have to be cut or balled in order to build an additional lane.
Widened section towards the Parish of the Immaculate Heart of Mary
Section across the Parish of the Immaculate Heart of Mary
Power and light posts are yet to be relocated away and clear of the carriageway after the road was widened
Many electric posts need to be relocated as they pose dangers to road users
Section towards Hinulugang Taktak gate – the fence on the left is to secure the national park’s grounds from informal settlers
Section across Hinulugang Taktak gate
One can only imagine how these places looked like many years ago when the Manila Railroad Company operated the Antipolo Line.
A good friend asked me about where the two additional stations of the Line 2 Extension will be. Most articles state that there will be a station at Masinag and at Emerald but since work on the stations has not commenced then many are still speculating on the final locations and how the station will be laid out with respect to the elevated tracks. However, if you look closely, you will see something like a hint to where the stations and their platforms will be laid out. Following are two photos; each showing features of the elevated tracks that taper off at what looks like the start and end points for the stations.
Another observation and particularly at Masinag is how tall the structure seems to be. The platforms appear to be already at the 4th level if you compare the elevated tracks to the pedestrian overpass that represents the 2nd level. It seems that the Masinag Station will be quite a tall one and invites more questions from observers especially prospective and current users of Line 2. Perhaps it will be 4-storey building with commercial spaces for shops and restaurants? How massive will this structure be? Will there be a connection with SM other than via the existing pedestrian overpass? How will the inter-modal needs be addressed by the station design? Will there be more parking or maybe park-and-ride facilities? Hopefully, these questions can be answered soon.
The big news today is the agreement among the government and the big corporations involved in the issue of the common station at North Avenue-EDSA where three rail transit lines (Line 1, Line 3 and the future Line 7) will be converging. The key features of the agreement are reproduced here:
“KEY FEATURES OF AGREEMENT
- The Common Station has three components: (a) Area A, where the platform and concourse for LRT-1 and MRT-3 are located; (b) Area B, which consists of two Common Concourses connecting Area A and Area C; and (c) Area C, where the platform and concourse for MRT-7 is located.
- Area A will be financed and built by DOTr. Area B will be financed and built by Ayala and its partners (NTDCC) (this is Ayala’s contribution to the Common Station project). And Area C will be financed and built by San Miguel.
- The portion of Area A for LRT-1 will be operated, maintained, and developed by LRMC. The portion of Area A for MRT-3 will be operated, maintained, and developed by DOTr. Area B will be operated, maintained, and developed by Ayala. And Area C will be operated, maintained, and developed by San Miguel.
- The MOU contains the design parameters for the Common Station, which will be the basis of the Detailed Engineering Designs to be developed after signing of the MOU. The Detailed Engineering Designs will be completed within 240 calendar days from signing date.
- The designs shall ensure that a defined level of service is maintained at all times by all components of the Common Station.
- The designs shall ensure that all components of the Common Station are interconnected, and that SM City North EDSA and Trinoma are interconnected to the Common Station.
- The Common Station is targeted to be completed by 2 April 2019, subject to extension as may be justified under the MRT-7 Agreement with respect to Area C.
- SM’s TRO will be lifted soon after the Detailed Engineering Designs are completed.
- DPWH will build an underpass along EDSA at the area where the Common Station will be constructed. This will be financed and built by DPWH.”
That was a direct copy and paste from the DOTr’s Facebook page.
There is another piece of information that’s gained a popular following and that is the design for the common station that was shared to the public:
I think the design is basically okay in terms of location. The layout would need to be refined in order to address concerns pertaining to optimum and efficient transfer of passengers between lines. I assume from the drawings that all three lines will be at the same level but with a plaza separating Lines 1 &3 from Line 7. There are also issues pertaining to proposed road grade separation in the area but that seems to have been addressed already by item #9 in the preceding list. We can only hope that the current government and private sector partnership can expedite this project.
I open 2017 with a post on history and rails. A reader of one of my previous posts on Antipolo and its railway heritage was very generous to include some photos of what remains of the Antipolo Station of the old (shall I say ancient), defunct railway line that traversed what is now still called Daang Bakal. Those comments and links to photos may be found under the post on old railway lines here.
Here is a photo I found in the Kalye ng Antipolo Facebook page:
From what I see in the photo, this is a photo of the end station of the railway line that stretched from Manila to Antipolo via Pasig and Cainta through what is now Valley Golf and not via Ortigas Avenue as what some people are claiming. The last two stations were at Antipolo at Hinulugang Taktak, where the remains of the old station are well preserved and there is a historical marker, and at the area that is basically at the intersection of the Circumferential Road and San Jose Street, where the end station would have been closest to the shrine. I am also basing my assessment from the topographic features shown in the photo and the fact that there are three sets of railway tracks shown, indicating that this is also probably a depot for trains. Unfortunately, as mentioned by one of my readers, is in a state where it might soon be demolished due to the road widening project for the circumferential road. I hope the Antipolo government recognizes this important part of its history, its railway heritage, and perhaps help preserve what remains of the Antipolo Station and place a marker there for future generations to appreciate.
For readers who are interested in the old railway line to Antipolo, please look at the comments section of this old post from November 2012:
Someone (Thank You!) posted about the Antipolo Station, which is the last one along the line and the station closest to Antipolo Church. While the remnants of the old station at Hinulugang Taktak is well preserved and safe (for now) from any future developments, what remains of the old Antipolo Station is now in danger of being demolished. Antipolo and the DPWH are widening the circumferential road located in the area and based on the dimensions of the sections already completed at Siete Media beside the Robinsons mall, the remains of the old station structure may be lost as well.
In my opinion, the city should preserve this part of its history that is also a part of our railway heritage. While such road widening projects may be important, retaining this piece of history is equally relevant as it provides us with a perspective of the past (i.e., how people travelled, what were their destinations of interest, etc.) and learn some lessons about this (e.g., why we should not have wholly abandoned rail for road transport).
There are news reports stating that the Department of Transportation (DoTr) is considering replacing the LRT Line 2 with a BRT instead. I think this is not something worth considering at this point since the construction of the Line 2 extension from Santolan to Masinag is already underway. Also, there is the fact that Line 2 is the only heavy rail system among the three LRT/MRT lines in Metro Manila. It has the potential to have the highest capacity among the three as well as the potential to have the highest ridership especially after the extension is complete and the two additional stations are operational.
With lots of people requiring public transport beyond Masinag, the question is not whether to convert Line 2 into a BRT but instead what services can be provided for a more efficient system for Rizal and Marikina. I took the following photos along my commute from Antipolo to Quezon City. Note the number of people waiting for public transport along Marcos Highway.
These are people who would typically take jeepneys or UV Express for their commutes. It is obvious from my regular observations that jeepneys and UV Express cannot cover the demand for public transportation and my opinion is that it is high time to introduce a higher capacity and more efficient mode in order to encourage people to keep taking public transport and to encourage those taking private transport to shift to PT.
A BRT service can be connected to Line 2. Since the Line 2 extension to Masinag is scheduled to be completed next year and be operational by third quarter of 2017, a bus service can already be piloted between Santolan and several end points. Four for consideration would be Cogeo, Antipolo Simbahan, Marikina and Cainta.
- Cogeo should be a no-brainer given that there is already demand there and this is growing rapidly with all the subdivisions being developed in this area.
- For Antipolo Simbahan, perhaps the final stop need not be at the shrine but at Robinsons Antipolo.
- For Marikina, there can be three lines – one branching from Ligaya where there is a major Ayala development, a second at Gil Fernando and another at Masinag. These may terminate at the city center, perhaps in the vicinity of the Rodriguez Sports Complex, which is near the Marikina City Hall and public market.
- The last line could traverse Felix Avenue (Imelda Avenue) and may terminate at Cainta Junction where commuters can transfer to transport along Ortigas Avenue Extension.
Surely, pilot services can be provided where limited stops or express services can be experimented on to see what clicks in terms of ridership. It would be nice to get feedback about such services and hopefully there will be champions for these bus services. Note that such services terminating at Santolan means that there should be terminal facilities in that area. Former MMDA Chair and now Marikina Congressman Bayani Fernando has developed an area precisely for an eastern transport terminal and so bus services present a good opportunity for this terminal to be a busy one. Maybe BF can champion these bus services? And perhaps the Antipolo and Cainta (paging Mayors Ynares and Nieto!) can also push for these services as commuters from these would stand to benefit the most from a good transport system.