Most people get around the metropolis using their cars, riding a jeep or the bus. In recent years though, the public has been able to enjoy air-conditioned, traffic-free trains. However, despite the advent of light rail transits, the number of cars and buses roaming our streets continue to multiply fast. With the government having no high-impact program to restrain the increasing rate of vehicle ownership, roads are on the brink of congestion.

Traffic patterns are predictable nowadays. Its rising level, however, has pushed infrastructure planners to be more innovative in designing better plans to address the problem. In fixing road traffic, engineers and policy makers have to look into the country’s rail network to ease the burden of commuters.

Steel Road Switch
There are a few obstacles in implementing an integrated policy on mass rail transit. First is the problem of financing infrastructure or rehabilitating stations, rolling stocks, and improving ticketing systems. Another is the issue of informal settlers along the rail tracks who refuse to leave the area. Quite often, problems of right-of-way and delays in expropriation proceedings also arise.

The government has to find solutions. It has to source foreign capital to fund public works. Congress has passed the Build-Operate-Transfer Law to ease restrictions on foreign investment. Government also adopted other modes of financing like joint-venture agreements, official development assistance loans, and counter-trade arrangements.

Looking back, the Manila Electric Railroad and Light Company (now Meralco) operated the first electric street tramway in the country in 1905. In the early 1970’s, Japan International Cooperation Agency (JICA) undertook a transport study which later proposed an inner-city rapid transit system and a commuter railway service.

Another study in 1977 funded by the World Bank suggested a street-level light railway. Then president Ferdinand Marcos created the Light Rail Transit Authority (LRTA) in July 1980 to construct and operate light rail transit systems. An LRT system began to operate in Metro Manila by 1984. The LRT 1 runs along Taft Avenue from Baclaran in Manila (South) to Monumento in Caloocan City (North). The LRT project was built through a 30-year interest-free loan granted by the Belgian government, followed by a P700 million additional loan from a Belgian consortium. Metro, Inc., upon signing a contract with LRTA, has since then managed the system.

In August 2000, however, Metro, Inc. employees staged a strike and destroyed some of LRTA’s properties, which paralyzed the entire LRT 1 operation. LRTA did not renew the 16-year operating agreement with Metro, Inc. which expired in July 2000.

In 1999, MRT 3 (Metrostar) started its operations. This 13-station track is on a 16.9 kilometer line along EDSA from Taft in Manila to North Avenue in Quezon City. During its initial operation, ridership was below expectations due to high fares. To accommodate the riding public, fares were adjusted to distance-based amounts ranging from P9.50 to P15 pesos, using single-use and multi-use prepaid fare cards.

LRT 1 tickets are also relatively cheap, P12 each, similar to LRT 2 or the newly opened Megatren, which in August this year serviced over 300,000 passengers. LRT 2 is currently a 4.3 km line with four stations from Santolan to Cubao in Quezon City. It was built at a cost of P31 billion in soft loans from Japan Bank for International Cooperation. More advanced than LRT 1, it uses automatic vending machines which enable passengers to buy their tickets without queuing at ticket booths.

Rehab and Expand
Over the years, heavy use of the railroads of LRT 1 and especially the Philippine National Railways led to its deterioration. Major refurbishment has been done on the car bodies in LRT 1 including the installation of air-conditioning units. Also, an Automated Fare Collection System replaced the old token system in September 2001. Unlike LRT 1, however, PNR is still waiting for a loan to finance its rehabilitation.

Aside from repairs, the DOTC programmed the expansion of these rail systems. In 2001, President Arroyo (via Memorandum Order (MO) 46) directed the Housing and Urban Development Coordinating Council to provide alternative housing sites for the informal dwellers within the PNR right-of-way in all areas affected by the modernization. Asian Development Bank estimates at least 3.4 million squatters living along rivers and railways.

The President also ordered (via MO 38) the DOTC to oversee the implementation of restoring and rehabilitating the existing lines of the PNR. Accordingly, the DOTC under Department Order 2001-91 adopted the Metro Manila Urban Transportation Integration Study (MMUTIS) proposed railway plan. Part of the plan is to pursue the extension of the already existing lines.
LRT 1 will be extended to the south from Baclaran to Bacoor, Cavite by 2004. The first phase stations from Baclaran would be Redemptorist, Manila International Airport, Asia World, Ninoy Aquino, Dr. Santos, Manuyo Uno, Las Piñas, Zapote, Talaba, and Niyog. A second extension to Dasmariñas, Cavite is scheduled to operate in five years. LRT 1 will also field additional trains by 2004.

EDSA’s MRT 3 (Phase 2) will also be extended from its North Avenue station to the Monumento station of LRT 1 by 2004.

Megatren (LRT 2), a 13.8 km west-east line from Santolan to Cubao will be extended to Doroteo Jose station of LRT 1 and later extended further east to Masinag Junction in Antipolo, Rizal.

MRT 4, an estimated $960-million project proposed by a French-Filipino consortium that got initial approval from the National Economic Development Authority (NEDA) in 1998, will be a 20-station elevated line running northeast from Doroteo Jose (Recto) in Manila to Quirino Highway in Novaliches, Quezon City. It would pass through España, Quezon Avenue, Commonwealth Avenue, and Regalado Avenue, then connect with MRT-3’s North Avenue station. But the change in leadership after the 1998 elections has affected this plan – like most of the projects every time there is an administration change. Some city officials of Manila, meanwhile, have suggested building subways instead.

Proposals from private entities to build MRT lines 4, 7, and 8 are still pending with NEDA.

If approved, MRT 7 will be on Commonwealth Avenue in Quezon City up to Tala in Caloocan City, and the adjoining municipality of San Jose del Monte in Bulacan. However, plans have been revised after the review of this project found an overlap with MRT 4. MRT 8 could cross several tunnel sections to Santa Cruz, Laguna. Phase 1 could run from Santa Mesa, Manila to Taytay, Rizal; then from Taytay to Angono, Rizal.

Another railway system could connect Metro Manila to Laguna. The Southrail could run from Caloocan City then cross Alabang to Calamba, Laguna. The 95-km double track North Luzon Railway project would, upon completion, connect Pampanga, including Clark, to Metro Manila. The Northrail could traverse from Caloocan City to Malolos, Bulacan.

Proposed expansion of the PNR includes the rehabilitation of the Main Line North and its extension from San Fernando, La Union to Laoag, Ilocos Norte; rehabilitation of the Batangas Line and its extension to Batangas International Port; and the construction of the Sorsogon Railroad Extension from Comun, Daraga, Albay to Matnog, Sorsogon via Bulan, Sorsogon.

Inter-City Rail
Congressmen approved the National Railways Act (HB 5051) in October 2002 to create the National Railway Authority (NRA). Still pending in the Senate, this bill seeks to abolish the PNR and LRTA in lieu of the NRA. The Authority’s task is to implement railway policies to develop, construct, and maintain railway facilities including stations and terminals for freight, goods, and cargoes.

Policy makers’ approach is towards consolidating the railway industry (both light and heavy rails) such that its development can be integrated to help solve, among others, unemployment, the squatter problem, and traffic as well as spur the creation of new communities along the railway routes. Moreover, to enhance commercial vitality in rail stations, pedestrian active businesses operating as retail stores must be considered.

The initial capitalization to set up the NRA is P100 million. An additional amount of P20 billion shall be sourced from unused Official Development Assistance funds which shall be mobilized by NEDA for immediate use in the construction of the projects. But at the moment, this measure is not among the priorities in the common legislative agenda.

Urban Renewal
Many informal terminals and pedestrian crossings are chaotic, which is the reason why cities must have strategic mass transport terminals and safe pedestrian crossings. According to the MMDA, one plan is to have a North Avenue bus station extending to East Avenue, which could hold at least 600 buses. Other planned terminals could be located in Magallanes in the south, Baclaran in the southwest area, Sangandaan in the northwest area, and Marikina in the eastern area.

The process of integration requires the connection of these terminals to MRT, LRT, and PNR stations so passengers will have easy access to mass transport and vice versa. Again, this will require financing and encouraging the public to use the train and less of their cars.

Light rail transit is a more economical, efficient, and an environment-friendly form of mass transit, but is not cheap in terms of maintenance cost. Transport planners, though aware that developing light rail will reduce road congestion and disperse people to surrounding cities, must address seriously the problem of financing and squatter clearing.

The country’s population is expected to soar to 89.9 million by 2010. With a growing population and the increasing number of vehicles, we must fast-track the development of the rail system to attain real urban renewal. Nearby cities must also help generate jobs to entice urban dwellers to live in less crowded places. Integration of the rail system itself is far from what you can imagine. Realistically, we will see stations closely linked to the next railway line then to one city to another using a standard ticket—possibly in the next six years or so.