I.

INTRODUCTION

A. BACKGROUND

The importance of transportation in the world development is multidimensional.

Transportation is an integral part of modern life. According to S.M. Kumari et al. (2010) and
K. Rehrl et al. (2007), having good transportation network is one of every modernized citys
initial priorities, as todays modern society needs mobility in every aspect of life. It links
residence with employment, good producer with the users. It also provides option for work,
shopping, recreation, health, education, and other amenities. However, because of the
continuous population growth of the world, transportation networks are unceasingly being
congested. According to S. Kenyon et al. (2003), to solve this problem and to lessen the
number of vehicles clogging up the road networks, many governments all over the world
have been pushing for the so-called Modal Shift. That is, enticing citizens to shift away
from mainly using private transportation modes to using public transportation vehicles.
Based on the National Household Travel Survey (NHTS, 2009), the average vehicle
occupancy of private cars is only at 1.55 person; average jeepney occupancy is at 10.6
people and bus occupancy is at 43.4 people based on World Banks Implementation
Completion and Results Report (2011).
The usability of different types of public transport, and its overall appeal, can be measured
by seven criteria, although they overlap somewhat. These are speed, comfort, safety, cost,
proximity, timeliness and directness. Speed is calculated from total journey time including
transfers. Proximity means how far passengers have to walk or otherwise travel before they
can begin the public transport leg of their journey and how close it leaves them to their
desired destination. Timeliness is how long they have to wait for the vehicle. Directness
records how far a journey using public transport deviates from the shortest route.

B. EXISTING MANILA RAILWAY SYSTEM

Commuter Rail

The Philippine National Railways Metro South Commuter Line is a commuter rail line
operated by the Philippine National Railways, stretching from Tondo, Manila to the southern
edge of Metro Manila. Presently, there are 27 railway stations. As of July 2015, MSC services
run between Tutuban and Alabang.
Rapid Transit
The Manila Light Rail Transit System is the main metropolitan rail system serving the Metro
Manila area of the Philippines. There are two lines to the system: LRT-1, called the Yellow
Line, and LRTA Line 2, called the Purple Line. Every day around 430,000 passengers board
the Yellow Line, and 175,000 ride the Purple Line.
LRT 1 has been the main mode of transportation of commuters with destinations along Taft
and Rizal Avenue, being in existence for around a quarter-century already. Latest statistics
from the LRT Authority show that there are 13-14 million passengers every month, with
almost 400,000 on a daily average. The LRT 1 originally had 19 stations from Baclaran in
Paranaque to Monumento in Caloocan. Recently, the LRT 1 Yellow Line was extended to link
to the MRT. Three more stations, Balintawak, Roosevelt, and SM North, were added to the
LRT 1 to "connect" the Monumento Station to MRT's North Avenue. Serving close to 200,000
passengers daily, LRT-2 is the least busy among Metro Manila's three rapid transit lines, and
was built with standards such as barrier-free access and the use of magnetic card tickets to
facilitate passenger access in mind. The rails are mostly elevated and erected either over or
along the roads covered, with sections below ground before and after the Katipunan station,
the only underground station on the line. The western terminus of the line is the Recto
station at the intersection Recto Avenue and Rizal Avenue, while the eastern terminus of the
line is the Santolan station
MRTC System
The Manila Metro Rail Transit System has a single line, MRT-3 or the Blue Line. Although it has
characteristics of light rail, such as the type of rolling stock used, it is more akin to a rapid
transit system. One of its original purposes was to decongest Epifanio de los Santos Avenue
(EDSA), one of Metro Manila's main thoroughfares and home to the MRT-3, and many
commuters who ride the system also take road-based public transport, such as buses, to reach
the intended destination from a station. The line commences at North Avenue and ends at Taft
Avenue (Taft on the map), serving the cities that EDSA passes through: Quezon City,
Mandaluyong, Makati, and Pasay. By 2004 MRT-3 had the highest ridership of the three lines,
with 400,000 passengers daily.

Out of 264 responses of the Metro Manila Public

Transport Travel Survey, 37% of the respondents said
that they made use of 3 transportation modes, 25% used
2 modes, 19% used 4 modes, 11% used 1 mode, 6%
used 5 modes, and 3% used more than 5 transportation
modes.
Over the last two or three decades, many cities in Asia
have developed impressive heavy rail transit systems
designed to increase the share of rail in the commuter
transportation mix. Manila has done timid efforts in that
regard, with only three lines at this time.
 C. MONORAIL SYSTEM
A monorail is a railway in which the track consists of a single rail serving as a track for
passenger or freight vehicles, typically elevated. The term is also used to describe the beam
of the system, or the vehicles traveling on such a beam or track. The term originates from
joining mono (one) and rail, from as early as 1897 possibly from German engineer Eugen
Langen, who called an elevated railway system with wagons suspended the Eugen Langen
One-railed Suspension Tramway.
In most cases rail is elevated, but monorails can also run at grade, below grade or in subway
tunnels. Vehicles are either suspended from or straddle a narrow guide way. Monorail
vehicles are wider than the guide way that supports them. There are four basic monorail
types: Straddle, Suspension, Cantilever and Maglev monorail.

I. Suspended Monorail (Safege Type)

The monorail is suspended from below the beams. Instead

of using a single rail for support and guidance, the single rail
is replaced by a hollowed-out concrete or steel beam where
rubber tires are used instead of metal wheels.

II. Straddle Monorail

This is by far the most common monorail type that has been
put into operation. It is visually probably the most pleasing type
and fits into urban environments better than suspended
monorails which normally need to be taller to allow for the
necessary vehicular clearance under the train.

III. Cantilevered Monorail

The cantilevered or side-straddle monorail is similar in

appearance and operation to the straddle monorail.
However, trains going in opposite directions can share a
single (but rather large) beam since cantilevered
monorails are balanced by wheels on surfaces found on the sides of beam. While several
companies promote such monorails, they have not seen any applications as of yet

IV. Maglev Monorail

 Most Maglev (short for magnetic levitation) trains are
essentially variations on the straddle monorail. Instead
of on-board motors, the interaction of magnets on the
vehicle and the track moves the vehicle forward, while
the vehicle itself is slightly levitated by other magnets.
While maglev is an interesting technology, its
complexity suggests that it is best suited to intercity rather than intra-city installations.

In general, Monorail technology is well suited for urban transit applications. It compares
favorably to traditional rail technology on the whole. While monorails do have several
significant disadvantages that cannot be outright dismissed like higher energy costs for
rubber-tired systems, it is not likely to amount to a fatal-flaw. In fact, these considerations
should, more often than not, be minor in the general exercise of mass-transit planning.

D. MONORAIL VS LIGHT RAIL SYSTEM

Unlike some trams and light rail systems, modern monorails are always separated from
other traffic and pedestrians. They are both guided and supported via interaction with the
same single beam, in contrast to other guided systems like rubber-tired metros, the Sapporo
Municipal Subway; or guided buses or trams, such as Translohr. Monorails do not
use pantographs.

As with other elevated transit systems, monorail passengers enjoy sunlight and views and by
watching for familiar landmarks, they can know better when to get off to reach their
destinations. As with other systems, expensive and noisy ventilation systems are not necessary if
the cars have traditional windows that can be opened by passengers. (This also eliminates the
weight and bulk of ventilation systems.) Monorails can be quieter than diesel buses and trains.
They obtain electricity from the track structure, eliminating costly and unsightly overhead power
lines and poles.
The monorails are primarily used for internal circulation such as theme parks, between
airport terminal and shopping malls. Monorail promoters habitually tend to portray monorail
systems as light, airy, slender, unobtrusive structures sailing gracefully over fields and
streets typically only photos of renditions of single beam guideways are presented. But the
practical situation is that the slender beam structure has result in various operational issues
such as evacuation of passengers during breakdown since there is no platform for
the passengers to get off in case of evacuation.

II. STATEMENT OF THE PROBLEM

Public transportation in the Philippines in general is fraught with problems such as
inadequate road infrastructure and traffic congestion around urban areas. In Metro Manila
alone, an average of 191 people lives per hectare within a relatively small area of 620 km 2.
In the city of Manila alone, the student population equates to a total of 2,351,940 (N.S.A.,
2015).

With the lack of quality universities and colleges in rural areas, majority of the students
choose to study in NCR wherein more quality educational institutions are present. Moreover,
the costs of renting student dormitories and condominiums in the area are costly, ranging
from a monthly average of 5000 22,000 pesos per unit (Myproperty, 2016).

In addition to this, according to a Ford Motor Companies survey, 60 percent (35% of which
are student) of the Filipino respondents said their commutes are getting more expensive,
mainly because of higher fares, higher fuel costs, and choosing taxis and ride-hailing
services over cheaper options. Many public transit systems, or parts of them, are either over
or under used. During peak hours, crowdedness creates discomfort for users as the system
copes with a temporary surge in demand which also results to the tardiness of some
students. (Lopez, J., 2011). The shift from one mode of transport to another of some
commuters and the pollution result to stress which leads to the underperformance of
cognitive skills and an irritable behavior throughout the day, according to a research by The
American Institute of Stress (2012). Moreover, during the wet season, flooding is dominant
within the streets, often resulting to a health hazards. (CHED, 2010)

In reality, the University Belt where some of the countrys better known colleges and
universities can be found -- has deteriorated over the years. It has, in fact, been described
by National Urban Developers as dirty, dangerous and disorganized (in short dying place).
They also noted about esteros, creeks and canals beneath the U-Belt have been converted
into dump site/septic tank because of unlawful throwing of garbage; heavily-congested traffic
in the area is considered among the worst in the National Capital Region. The area has also
become notorious for criminals such as robbers and snatchers. Lastly, because of limited
parking availability on most campuses, private riders have difficulty finding parking spaces
and must often allow extra time to do so.

The project calls for a design of a monorail transport system traversing the University Belt
district in Manila to ease the inconvenience of on-road congestion for a more connective
commute within the area.

III. PROJECT GOALS

 To encourage the use of mass transit in the Manila University Belt as a socio-
economic alternative to on-road transportation
To ensure navigability despite environmental conditions and inconvenient proximities
To further the extent of Manilas transport network by engaging the public to a more
conducive connective station

PROJECT OBJECTIVES
To directly and safely link the institutional, residential and commercial areas within
the Manila University belt as a catchment for public related activities for all social
classes.
To provide a safe and green concourse for commuters along the educational hubs
To pedestrianize the area by adding a new point of interest within the countrys
premiere educational hub

IV. GENERAL INFORMATION ABOUT THE UNIVERSITY BELT

A. UNIVERSITY BELT

The University Belt or U-Belt is a subdistrict in Manila, Philippines where there is a high
concentration or a cluster of colleges and
universities within the neighborhood.

The University Belt is commonly located mainly

in San Miguel district, Sampaloc, Quiapo, and
Santa Cruz. Generally, it includes the western
end of Espaa Boulevard, Nicanor Reyes St.
(formerly Morayta St.), the eastern end of Claro
M. Recto Avenue (formerly Azcarraga), Legarda
Avenue, Mendiola Street, and the different side
streets. Colleges and universities within the area
are of walking distance of each other.

Manila, however, also has other clusters of

universities and colleges, such as the one found in the long stretch of Taft Ave. from Ermita
through Malate, although not as compact, and another one found inside the walled city of
Intramuros, although not as many, as the one found at San Miguel.
According to the Philippine Statistics Authority, schools which comprise the Sampaloc University
Belt are as follows:
STUDENT POPULATION as
SCHOOL of 2015
Arellano University (AU) 40,000
Centro Escolar University (CEU) 25,000
College of the Holy Spirit (CHS) - info not found
De Ocampo Memorial College (DOMC) -
Family Clinic Inc (FCI) -
Eulogio "Amang" Rodriguez Institute of Science and 13,000
 Technology (EARIST)
Far Eastern University (FEU) 27,889
FEATI University (FEATI) -
College of the Holy Spirit -
La Consolacion College (LCC or LaCo) -
Manuel L. Quezon University (MLQU) -
Mary Chiles College (MCC) -
National Teachers College (NTC) -
National University (Philippines) (NU) -
Perpetual Help College of Manila (PHCR) 18,000
Philippine School of Business Administration (PSBA) -
PMI Colleges formerly Philippine Maritime Institute
(PMI) -
San Beda College (SBC) 9,418
San Sebastian College - Recoletos (SSC-R) -
Saint Jude College and Medical Center (SJCMC-M) -
Philippine College of Health Sciences, Inc. (PCHS) -
Polytechnic University of the Philippines (PUP) 52,000
Technological Institute of the Philippines (TIP) -
University of the East (UE) 16,000
University of Manila (UM) 10,000
University of Santo Tomas (UST) 44,261
26 Schools with partial population of: 284,100
With the partial population of 284, 100, the area's commerce is mostly dictated by the needs
of the aforementioned crowd. With the student population increasing by seven to eight
percent annually, it means that in 2016, that number grew by another 6,000.The University
Belt has become a hotspot for bookstores, school supply stores, and computer shops. Most
of these outlets also offer student services such as photocopying, binding, and lamination.
Competition is at the highest, so low prices are a common offer among the establishments.

B. INVENTORY OF COLLEGES
 C. MAJOR NODES AND STREETS/ ESTBLISHMENTS

There are notable places, however, that have

expanded their commercial importance not only
to the University Belt's students but to the
general public. The popularity of districts such
as Claro M. Recto Avenue, which is a haven for
both used and brand new books, and
nearby Bambang Street, a known medical
supplies capital, have already reached the
consciousness of the general public, that
people from all parts of the city visit the area to
purchase products.

Dormitories are also quite plentiful in the location in order to accommodate students coming
in from the far locations. And as with any area with high consumer density, there are quite a
number of fastfood and restaurants situated in the area. There are also a lot of good student
canteens which offer students home-cooked meals at reasonable prices.
 V. DESIGN REQUIREMENTS AND GUIDELINES FOR MONO-RAIL STRUCTURES

DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS STANDARDS

1. Vertical clearance above the roadway shall not be less than 4.88 meters over the entire

roadway width to which an allowance of 0.15 meter shall be added for future additional road
surfacing.
2. The clearance to pedestrian footbridges over roads shall be 0.30 meter greater than the
vertical clearance as cited above to reduce the risk of truck impact against pedestrian
bridges which have low load capacity.
3. The minimum vertical clearance shall also be provided below the coping at locations
where portion of the carriageway is underneath the coping (e.g., intersections, Uturn slots) to
allow safe passage of vehicles.
4. The clear height/headroom between the pedestrian bridge walking surface and the bottom
of the girder of the structure above shall not be less than 2.0 meters.
Pedestrian Footbridge Along Flyover (see fig. a)
1. Vertical clearance above road carriageway:
A) 5.03 (min) - for railway / flyover/bridge
4.88 - vehicle clearance
0.15 - allowance for future additional road surfacing
 Pedestrian Crossing Along Flyover (see fig. b)

(B) 5.33 (min) - for pedestrian footbridge

4.88 - vehicle clearance
0.15 - allowance for future additional road surfacing.

0.30 - allowance to reduce truck impact risk

2. Headroom between the pedestrian walking surface
And bottom of girder of the structure (railway, flyover, bridge) above: 2.00 (min.)

i. Prototype Monorail Station Concourse which houses the following:

- Booth for on-site ticket selling
- Area for 2 reloading station machines
- Waiting platform
ii. Outdoor Stairs
iii. Others that the designer thinks are necessary

Prominent features of Monorail system:

1. In Monorail System train runs on a narrow guide way beam, wheels of which
are gripped laterally on either side of the beam.

2. Monorail is a Light Weight System and its cost of execution is less compared
to heavy rail systems and it takes approximately 1.5 to 2 years for execution.

3. Mono rail System requires 1.00 m wide space (Column Size 0.8 m X 1.5 m)
the space of a footpath or a divider and it rests on a single pillar of height 6.5 m
without disturbing the existing traffic.

4. Capacity of 4 cars Monorail System is 8000 to 12000 PHPD.

5. Monorail System can achieve 6 % gradient and turning radius upto 50 m.

6. As compared to other systems Monorail produces less noise and is eco-

friendly and hence easily acceptable in dense residential locale.

7. Train Capacity (4 cars) 568 people maximum

8. Curve Radius 50m minimum

Rubber-tired monorails are typically designed to cope with 6% grade

VI. CASE STUDIES

I. Sydney Monorail

VII. FUTURE OF MONORAILS

Double-Decker Monorail System

 Monorail systems have been the subject of future-looking
visions for many years. Monorail systems do have a
major drawback though, the trains can only run on the rail
in one direction at a time, effectively meaning the
construction and maintenance efforts
for implementation take twice the cost and space.

A German company, Innovative Access Team -IAT

Maglev has added a new dynamic to the configuration that
hopes to make the transportation system even more
economical and greener.

The two-tiered, single-beam monorail design runs with

integrated implementation and locking solutions, and is
intended for personal and freight vehicle traffic.

Electronically controlled levitation magnets allow the railway to be suspended - without

wheels, axles or overhead lines. The friction-less electro-magnetic system facilitates speeds
that go beyond 300 km/h - with maximum travel comfort.

The "two-tiered monorail", however, has huge advantages

compared to the conventional monorail or Transrapid
system including: CO2 reduction, reduced sound emission (as
there is no engine or friction noise). IAT Maglev is also
proposing that the double magnetic system could be installed
with solar panels in each 100 km track length to enables us to
make the maglev environmentally friendly and cost-effectively.

VIII. BIBLIOGRAPHY

http://www.ubelter.com/2011/12/sampaloc-manila-university-belt.html
Ashish verma (2010) Challenges in Transportation Planning for Asian cities;J.Urban
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John Pucher et.al (2004) Crisis of Public Transport in India:overwhelming Needs but
Limited Resources; Journal of public Transport volume 7, no. 4;2004.
 Metro Rail Transit Corporation Passenger Information, retrieved July 7, 2006
Archived June 26, 2006, at the Wayback Machine.
Patrick M et. al (2014), Monorails for Sustainable Transportation
Vuchic V.R. (2007). Urban Transit Systems and Technology. Hoboken: John Wiley &
Sons
Parsons Brinckerhof Quade & Douglas, Inc., Advanced LRT and Monorail
System Comparison, July 2002
http://www.rappler.com/move-ph/ispeak/68997-commuter-woes
http://www.gmanetwork.com/news/lifestyle/healthandwellness/536203/stress-
pollution-fatigue-how-traffic-jams-affect-your-health/story
http://lifestyle.inquirer.net/224433/how-traffic-affects-lives/
Agolla JE, Ongori H. An Assessment of Academic Stress among Undergraduate
Students: The Case of University of Botswana. Educational Research and
Review 2009; 4(2):63-70.