Bored and trapped in that rush hour traffic along EDSA yesterday, I just thought EDSA’s system of flyovers and underground tunnels are already obsolete and should be decommissioned, demolished and redesigned already. EDSA should have a more extensive North South connection because obviously, at grade roads are already obsolete. While retaining the MRT3, EDSA should have an Elevated Expressway on top of the MRT3. While too expensive to tell, this is one of the ways to finally bring order to the busiest and the most problematic highway in the Philippines. The roads at grade could be reserved for the Buses for a BRT Line and some motorists who do not want to drive in the Expressway above.

Traffic Flows of the design

Alignment: Along EDSA (Circumferential 4) from NLEx to SLEx and Metro Manila Skyway above the Tracks of MRT3

Length: 18 kilometers

Est. Travel Time: 20-30 minutes (based on 80kph maximum speed, current EDSA speed is 20-30kph)

Entry/Exit Ramps at: NLEx (Radial Road 8), Quezon Avenue (Radial Road 7), Aurora Boulevard (Radial Road 6), Shaw Boulevard (Radial Road 5), J.P Rizal Avenue (Radial Road 4) and SLEx & Skyway (Radial Road 3). Optional Ramps at Ayala Ave.

Metro BRT Concept

Posted: October 19, 2012 in Uncategorized

 

Click on the photo for larger view.

Famous BRT Systems around the world.

Curitiba BRT (the pioneer)

Transmilenio (Bogota, Columbia)

And Cebu City will already have an operational BRT by 2015.

Right Side View Showing the Concourse Area

Front View Showing the Street, Concourse Level, Platform and the Flood Control Systems

 

Concourse Area with the Ticket Vending Machines and the Ticket Validation Machines on View

Platform Area

Originally Seen at The Urban Historian Blog

Yesterday I had the chance and the time to actually read the Marcos Era MMETROPLAN, the Urban Planning and development guide for Metro Manila during the 70’s to the 80’s. The 70’s Plan actually just called for 4 lines of LRT. The Line 1 A and B (Rizal Ave – Taft Avenue), Line 2 (Espana – Quezon Ave), Line 3 (Legarda – Aurora Boulevard). The Belgian consortium that built the LRT line 1 was tasked to proposed more lines aside from the original for future expansion. After decades, this is what happened:

Apparently, we have a difficulty setting up new lines but next year, LRT line 1, LRT 2 Masinag Extension and MRT 7 might be already up for construction. We also have difficulties setting up the system into one continuous system owing to the fact that different rail lines run differently. But if we continue to do the different line, different systems approach in the future lines, our mass transit system might be a mess, like this.

But inevitably, the demolition and rebuilding of LRT 1 to fully align it to the transit is inevitable, also it is already 30 years old. This is my own concept for an integrated transit system for Metro Manila.

And this is how it looks like in the map. And the streetcar system (if still applicable) might be returned in the old downtown Manila.

What’s new in this concept?

  1. Depot at the North Harbor. A part of the North Harbor might be reused as a unified train depot for LRT and PNR lines, aside from the depots at the other ends.
  2. Tutuban and North EDSA Grand Terminal Stations. Actually, the Tutuban Center is actually the original Terminal station for the Train lines of PNR, also for the LRT 2 West extension, it has a Tutuban Station Nearby so I think LRT should have its Tutuban station in the building itself already.
  3. Inner Railway loop at Manila. The point where the proposed MRT 9 Project ends at Rizal Park could be extended to the Anda Circle where it meets the LRT 2 and the proposed North Harbor Depot. It could end again at Manila. The Alignment of this loop is along the Bonifacio Drive and Manila’s Circumferential Road 1 (Red loop on the Map).
  4. Retention of PNR to the ground. PNR’s tracks are made with Cape Gauge sizes so it won’t be compatible with the MRT/LRT system so it will be all at the ground. Aside from that, PNR runs until Bicol so it will be impossible to integrate it with the Metro System.
  5. Circumferential Road 4 Loop separation. I actually separated the EDSA line so it will be better for the integration processes to proceed.
  6. Phasing out of the Central and Carriedo Station. I already removed this two lines and then divided the LRT line 1 into the Taft and Avenida Lines.
  7. Espana Line actually starts at Morayta. Putting the MRT line 9 at the Quezon Boulevard – Recto Intersection will be perilous. MRT line 9 should start at the Morayta Intersection going to Espana so It could connect to the Loop easily
  8. This is how the train should transfer lines outside the loop.

If only one train standards and capacities will be standardized, this won’t be impossible. We have to use only one train model for all lines so it will be better for integration. of all lines.

Since the Bicol Express in now fully rehabilitated from a 6 year hiatus from typhoon damage caused by Reming and Milenyo, the Philippine National Railways has been experiencing a revival. Signs of these are the congestion in the Commuter Express and the daily operations of the Bicol Express Train (which has recently reached Legazpi, Albay again), and the Southrail might even reach the south end of Luzon at Sorsogon already. The traffic jams at road have somehow, returned the people to using the trains. With the trains regaining popularity, PNR might reach the old ends it reached at its peak during the prewar times. Until today, only the South Mail Line to Bicol is operational, but during the peak of PNR, the railways already reached a lot of places. The construction of the Pan Philippine Highway and the Expressways contributed to the decline of the trains. When transport shifted to the road, the trains declined. There are 7 lost lines of the Luzon PNR and they are the:

  1. North Main Line. This is the very first line of the PNR, built as Ferrocaril de Manila Dagupan in the final decades of Spanish Rule. It was extended all the way to San Fernando, La Union. It was abandoned in the 1990s when Mt. Pinatubo covered the tracks. It was planned to be rehabilitated into the NorthRail until Angeles in Pampanga as a Link to the Clark Airport, but nothing has been finalized.
  2. Batangas Line. This branches out in Manila and goes until the Batangas City.
  3. Cavite Line. This branches out in Manila and goes all the way through the Bayside towns of Cavite until Naic. Cavite will not be serviced by train until the Cavite Line of LRT South Extension finishes.
  4. Nueva Ecija Line. This branch out in Tarlac and goes westward until San Jose, Nueva Ecija.
  5. Laguna Line. This Branches out in Calamba and goes in the lakeside towns in Laguna.
  6. Baguio Line. This branch was initially built along Kennon Road from 1910-1914 but the usual washing of the tracks during rains, the construction was stopped, and the trains never actually travelled here.
  7. Antipolo Line. This branch goes to Antipolo all the way to Taytay, Rizal. Trains will not cross Antipolo for more than 7 decades, until the Masinag extension of LRT 2 is finalized.