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Here are a couple of photos of Line 2’s Emerald Station, which is under construction. There’s significant progress in the construction but this will definitely take months to complete along with the Masinag Station, which is in a similar state of progress in construction.
Here is what the Emerald Station, which is just across from Robinsons Metro East and Sta. Lucia Mall, looks like. It’s still far from being completed but you can already see what seems to be an area underneath the tracks where people can cross from one side to the other. Stairs have been constructed to connect what could be a station concourse to the street level. The building under construction to the right in the photo is Sta. Lucia’s. From the looks of it, this will be an office building, likely to host a BPO office. We hope that the station will have direct connections with the two malls as well as this office.
Right after the station is the intersection of Marcos Highway with Felix Avenue and Gil Fernando Avenue where there is still pedestrian overpass that allows people to cross the wide roads safely. There are only rare instances when people attempt to cross at street level here but there were some security concerns as there was a spate of snatching incidents on the overpass. Cainta authorities seem to have addressed this despite some border issues with Marikina and the former has posted policemen to deter crime on the overpass.
The last image connects to the first one in the sense that there should be a connectivity for the existing pedestrian infrastructure (i.e., overpass and sidewalks) with the future Emerald Station. This connectivity would be in the form of suitably designed walkways that can and should include provisions for cyclists, too. Perhaps the two malls can pitch in to make these designs a reality and not just be content with token steel structures like what are usually constructed elsewhere and at the junction near the station. There is a good opportunity here to come up with good design that can become a good example for replication.
There’s a recent decision by the Metro Manila Council (MMC) comprised of the mayors of the cities and municipality of Metro Manila and chaired by the Metro Manila Development Authority (MMDA) Chair that vehicles bearing only one passenger (the driver) will be banned from travelling along EDSA. The problem with this is that by banning cars with one passenger from EDSA, you only succeed in making other roads like C5 more congested. It’s a simple case of transferring traffic and worsening it elsewhere since you’re not doing anything to alleviate congestion along those roads. Did MMDA run this and other scenarios using analytical or simulation tools at their disposal? If so, can these be shown and used to explain the soundness of this policy approved by the MMC? I suspect they didn’t and likely depended more on gut feel based on the data they have including what is often reported as 70% of vehicles traveling along EDSA having only one passenger. Meanwhile, the state of mass transit along EDSA still sucks.
A very crowded Boni Avenue Station platform (photo courtesy of Mr. Raul Vibal)
Of course, the pronouncement from the MMDA launched quite a lot of memes on social media. Some people shared the typical quotes on planning (you know, like the ones about planning for people vs. planning for cars). Some offered their own ideas about how to “solve” traffic along EDSA. And so on…that only succeeded in showing how everyone had an opinion about transport and traffic. Everyone is an expert, so it seems.
Some thoughts and not in any order:
- The government can initially dedicate a lane each for express buses (a la Bus Rapid Transit or BRT). This idea has been circulating for quite some time now and has a good chance of succeeding. The DOTr is already deploying buses that they say are supplementing the MRT 3 trains (i.e., there aren’t enough trains running so passengers have the option of taking a bus instead). Running along the inner lanes of EDSA would mean, however, that they would have to find a way for passengers to cross the road and one idea would be for the stations to be retrofitted for this purpose.
- Those cars along EDSA are not necessarily for short trips so walking and cycling while needing space may have less impact in the immediate term for such a corridor. In the meantime, serious consideration should be made for bike lanes whether on the ground or elevated and improvements to walking spaces.
- But these efforts to improve passenger (and freight) flows should be a network-wide thing and not just along EDSA.
- It’s time to have serious discussions and perhaps simulations (even a dry run) of congestion pricing in Metro Manila. Congestion pricing for all major roads and not just one or two. Funds collected goes to mass transit, walkways and bikeways development. DOTr was supposed to have already discussed an Electronic Road Pricing (ERP) system like Singapore’s with the company and people behind the same in the city-state. That doesn’t seem to be moving along.
- Working and studying from home might work in terms of reducing vehicular traffic but then we generally have lousy internet services so that’s a barrier that needs to be broken down.
- How about legalizing, once and for all, motorcycle taxis? Many are opposed to this citing safety concerns but then we are running out of options outside the usual motherhood statements pertaining to building transport infrastructure. Think about it. Give it a chance. These motorcycles might just surprise us in a nice way; that is, helping alleviate congestion.
- Carpooling and lanes dedicated to High Occupancy Vehicles (HOV) would be good but the LTFRB made a pronouncement about these being illegal as they would be considered ‘colorum’. Such statements do not make the situation any easier and sends mixed signals as to the government’s being serious in considering all possible angles to improve transport and traffic particularly for commuting.
Do you have other ideas to share?
The last set of photos on PNR stations that I have and want to share to my readers is this set on the PNR Calamba Station.
Train loading passengers before proceeding – there are few trains and headways are long so it takes a while waiting for the train to go
DOST-MIRDC’s hybrid electric train – is it undergoing maintenance or has it reached the proverbial “end of the line”?
Head of the train
Interior of the commuter train
Sign verifying which station this is
PNR staff having a time-out between train operations
It’s Araw ng Kalayaan (Independence Day) in the Philippines so I thought it was appropriate to feature something related to Philippine history and heritage. Railways in the Philippines played a part in its history being a mode of transport that connected the provinces of major islands like Luzon and Panay. The other railways were more for freight (e.g., agricultural goods) rather than for passengers so the railways in Luzon and Panay, especially the former, had more impact on socio-political events including the wars of independence from Spain and later, the United States. One station that probably figured in the actions during those times more than a 120 years ago is the PNR Station in San Fernando, Pampanga, which was along the main line north that was used by Philippine revolutionaries to transport troops and logistics.
Following are photos of the station, which has been converted into a museum. The proposed revival of this northern rail line will mean that a new station will have to be constructed but it would be good to integrate the old one with the new. Those responsible should work towards heritage preservation in this and other cases of railway stations.
Another station where our staff conducted surveys at is the PNR EDSA Station. This is the one close to the Magallanes interchange where you can get off if you’re transferring to a bus or jeepney using EDSA, South Super Highway or Chino Roces. Here are some photos taken a few weeks ago.
Station platform with a commuter train in the background. Note the lack of signs and the condition of the railway tracks.
PNR commuter train – it is noticeable that the train is much shorter compared to the platform. The same platforms served the longer trains serving provincial routes back in the day.
Arriving train beneath the overpass that’s part of the Magallanes interchange (intersection of EDSA and SLEX)
Another photo of the station with a train stopped to unload and load passengers – the service frequency, I’ve been told, is still quite low. The PNR services have a lot of room for improvement but they will have to acquire more rolling stock and rehabilitate their tracks. Perhaps they should also improve their fare collection system (Beep card?)?
My colleagues conducted a survey at several Philippine National Railway (PNR) stations in relation to studies being made for proposed new railway lines including those for rehabilitation. One was already posting photos on her social media account so I asked if I can use some of her photos here on this blog. She generously obliged so here are photos taken just a few weeks ago at the PNR Alabang Station.
PNR commuter train at the Alabang Station – note the conditions of the railway tracks and how open the station is.
People (not necessarily passengers) walk along the railway tracks
Passengers queued to get tickets for their journey
Another photo of the platform and train
Passengers queued for tickets and entering the platform (yes, no turnstiles here) while a surveyor works
Here’s a train that’s about to close its doors after loading passengers
More photos soon!
Our staff were implementing surveys in relation to the proposed railway projects supported by the Government of Japan. They came across this scene showing the DOST’s (through its MIRDC) hybrid electric train.
The hybrid electric train at the PNR Calamba Station. It looks like its being maintained or checked although I’m not sure the crude set-up is appropriate for such undertaking.
The DOST had a much hyped program during the last administration about the development of Philippine-made transport. Among these were the two Automated Guideway Transport (AGT) train sets that were developed by the MIRDC – one with two 60-passenger (seated and standing) cars and a test track in UP Diliman, and another with two 120-passenger cars with test track at the MIRD compound in Bicutan. While both had what were claimed as extensive tests, these were mainly done by DOST/MIRDC personnel with no independent inspections or validations. At one time, I recall that we at UP had discussions with representatives of Mitsubishi Heavy Industries who offered to explore arranging for a technical cooperation project to have a full-scale testing of the AGT’s using their facilities in Japan. We referred them to MIRDC and that didn’t turn out well as the agency (or perhaps under the the instructions of a higher official?) was supposed to have rejected the offer preferring it to be tested locally. That was a major problem because there were no suitable testing facilities or qualified persons or institutions to grant certification for the AGT to be used as public transport.
The last time I checked with folks at DOST and UP, the AGT prototype set-up in Diliman was already being scheduled for dismantling. This probably comes as a welcome development for those who opposed the project from the start. However, there is potential here for continuing research if only funding could be secured and proponents kept open minds and objectivity in the way researches could be done. There was the perception before that the people behind the AGT projects were so engrossed with what they thought were their babies that they blocked critical but objective comments and recommendations about the prototypes and their applications.
As for the hybrid electric train, there is now supposed to be a cooperative project between the MIRDC and PNR. I recall a few months ago that they even had some test runs to show the hybrid train to be running on PNR tracks; even hyping that this could be part of the future of a rehabilitated PNR. Is this true or just PR? Hopefully, the DOST could get the context right, and the DOTr and PNR can support such initiatives for Philippine-made transport. This is especially as the current administration continues to pursue its Build, Build, Build program that has as major features several railway projects.
One of the most aesthetically pleasing modern railway stations I’ve seen is the Den Haag (The Hague) Central Station. The columns and roof structure alone provide travellers with a feeling of space while also having the functionality required for a central station. Contrast this to the old station feel of Amsterdam Central Station (plus the crowds) and somehow I would rather have the conditions at Den Haag. Of course, I have been to much crowded stations than Amsterdam as I lived in Tokyo and Yokohama for 3 years.
Arriving on the platform at Den Haag Central Station
Looking back towards the end of the platform
To the turnstiles!
Tram stop just outside the station
You can easily get on a tram upon exiting the station. Above is another train line, which crosses the station and its platforms.
Two years ago, I wrote about Antipolo being ripe for high capacity public transportation. So far, work is progressing along the Line 2 Extension to Masinag but there’s no word about it being extended further (Cogeo? Marikina?). I have always maintained that the demand in Cogeo, Antipolo is already established and a mass transit line terminating there will certainly be a game changer in terms of commuting. In fact, it may contribute to rapidly developing that area and hasten the development of Antipolo’s government centre, which is a few kilometres further along Marcos Highway.
Schedule and fares for the P2P bus service between Robinsons Place Antipolo and Robinsons Galleria in Ortigas Center.
There is now a P2P bus service between Robinsons Place Antipolo and Robinsons Galleria via Ortigas Avenue. And then there is the newest P2P service between SM Masinag and the Makati CBD. The first has very limited capacity at present and have few patrons (regular passengers) based on what I’ve observed and the rough survey my students did for a class project. I still have to see the second one from SM Masinag but I assume it has a higher demand considering a lot of people already commute from that area to Makati. I say so because there’s a nearby UV Express terminal that’s always crowded with people every time I pass by in the morning. This should also translate into demand for the afternoon/evening period. However, I am not so optimistic about the off-peak periods (I hope I’m wrong!) as most P2P services my students have surveyed so far indicate really low occupancies during the off-peak periods.
Is P2P the way to go for Antipolo (and its neighbouring towns like Cainta, Taytay and Marikina)? I think this is still basically a stop-gap measure and a mass transit line as well as complementing conventional buses would still be the most suitable for these rapidly and steadily growing areas. Ortigas Avenue is ripe for a high capacity system that should perhaps be grade separated. The demand was there more than two decades ago. I seriously believe that the Province of Rizal, the City of Antipolo and the high-earning Municipalities of Cainta and Taytay should exert more effort and lobby for a mass transit line serving the Ortigas corridor.
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.