What Is Train Station?: Keep Track of Tracks

WHAT IS TRAIN STATION?
A train station, railway station, railroad station, or depot (see below) is a railway facility or area where trains regularly stop to load or
unload passengers or freight. It generally consists of at least one track-side platform and a station building (depot) providing such ancillary services
as ticket sales and waiting rooms. If a station is on a single-track line, it often has a passing loop to facilitate traffic movements. The smallest stations are
most often referred to as "stops" or, in some parts of the world, as "halts" (flag stops).
Stations may be at ground level, underground, or elevated. Connections may be available to intersecting rail lines or other transport modes such as buses,
trams or other rapid transit systems.
Definition of “station”
The Code of Practice applies in all public circulation areas within railway stations. A station is defined in Section 83 (1) of the Railways Act 1993 as: “Any
land or other property which consists of premises used as, or for the purposes of, or otherwise in connection with, a railway passenger station or railway
passenger terminal (including approaches, forecourt, cycle store or car park), whether or not the land or other property is, or the premises are, used for other
purposes.”
Design consideration:
Keep Track of Tracks
Ideally, station exit doors do not face the tracks. At first, that seems illogical. It’s not efficient . . . right? That may be. However, by forcing commuters to
turn to face the tracks, the design eliminates the possibility of a person stumbling onto the tracks as he or she steps out.
For instance, there was a tight site for a new station in Bartlett, Illinois. We designed a slender station with a north façade that comes close to the tracks. So
it was critical to create exits on the sides of the station.
Views In, Views Out
Another important train station safety design consideration is views in and out of the facility. People need to see where they’re going.
First, think about the difference between approaching a solid wall versus a glass wall. The former shows bricks . . . not very inviting. The glass, however,
displays people and activity, perhaps a coffee bar and views through to the tracks. People should be able to see into the station as they approach it from the
outside. It not only feels safer, but it also entices them to come in.
Similarly, when those within the station have clear views outside, they feel more connected to their surroundings. The central waiting area should give
occupants views to the platform and, if possible, to the drop-off/pick-up drive. With clear views into and out of the facility, there’s the bonus that those
within the station have the psychological reassurance that they can be seen from the outside.
A renewal of a station in Galesburg, Illinois offers a good example. Before the project, views were severely limited. New and renovated waiting rooms
brought panoramic views to the platform, plus improved views into the facility.
The Art of Safety
The tips above are just two of the most important safety considerations train station designers have to take into account. There are many more to think
about. For instance, interior floor and exterior platform surfaces have to be durable and slip-resistant to accommodate high foot traffic and fluctuating
weather conditions. Also, the placement of the ticket station should allow the agent to monitor platform activity.
No matter what a station does aesthetically, it’s all for naught unless it’s safe.
2 Main Considerations For Railway Station Design:

 Safety
Before thinking of any frills, appearance, comforts or style, Architectural drafting and design services must think about safety features for the station
building to be safe for commuters, for employees, for anyone who visits the place for any purpose. Commuters are always in a haste giving very little
thought to safety, so the architect should make a priority to keep them safe. The designer must first study the passenger flow through the station, the way
they access the platform and board and alight from the trains, the views employees have and need to have.
Some innovative methods to make the railway stations absolutely safe for the commuters can be as follows:
1. Station exit doors should ideally not face the tracks. This may seem a bit inefficient but it ensures that passengers never stumble onto the tracks.
2. Another way of providing safety to commuters is provide views in and views out, that is by allowing the passengers to see where they are going.
Providing a transparent glass wall instead of a solid brick wall will also enhance the aesthetic value of the structure.
 Accessibility
Trains are used for commuting by a large number of disabled persons every day, it’s very important for Architectural drafting and design services to make
the stations safe and accessible for them. For example, two-foot warning strips with little bumps should be provided for disabled (especially for visually
impaired) on either side of the track to prevent them from falling onto the tracks. It’s necessary to consider the special needs of walking impaired,
wheelchair bound, visually impaired and blind, and hearing impaired. Several measures should be taken to make every facility accessible, safe and
convenient for the disabled. This is a very vast topic, we shall deal with it in detail in our future posts.
Station, transport hub and transfer point
In everyday language, for many the word ‘station’ means the same as a station building located next to the railway. But a station is strictly defined as a
place in the railway system where a journey begins or ends, or where the passenger switches between modes of transport.
Therefore, the manual uses ‘Station’ as a collective term for all forms of transfer points, transport hubs etc. found in public transport. A station is considered
more of a place, an area – not just a station building. There are a number of concepts in the subject area, which also appear in the book:
 Station facility – the physical facility found within a station needed to sustain the entirety of the station’s function
 Station function – the collective function that a station offers the passenger as part of a journey
 Station building – the building adjacent to a station, which houses one or more functions, such as a waiting area. These are becoming less common in modern
stations.
 Transfer point – a station with transfer opportunities to the same or other modes of transport.
 Transport hub – a transfer point that also has an extended range of services in addition to services for the journey.
The station – a function under transformation

The station as a function and facility undergoes constant change. The passenger’s behaviour in the context of many and rapid transfers, for
example, and the need for services and information etc., have changed the conditions for design.
Station function becomes more complex, requiring effective connections for changing trains and between modes of transport, high-
capacity set- down/pick-up zones, and access to fast services. This function is expanding and becoming more complex. Station
functions’ contribution to the vicinity or district’s development has also increased.
At the same time, parts of the station facility, previously seen as a matter of course, are disappearing. Since the
inception of the railway, the classic station building has been the main symbol and focal point for the railway station
and sometimes for the district. Station functions are now moving out so that they are naturally located in the path of
passenger flow. Ticket machines, waiting areas and services in the modern station may instead be located on the
Modern station building on a
platform
platform, or in communication
Uppsala Central areas, and many culturally/historically significant station buildings are put to other
uses.
Station
Passenger categories
Passengers can be divided into various categories depending on how often they travel, how much they pay, the purpose of their journey, how long the journey is etc. These are
factors that are important to station organisation and design. The more time spent at a station, the more the need for additional services and content increases.
The regular passenger:
 Commuter travel has increased and means a large percentage of passengers are well accustomed to travel and to travelling often. The increase in commuting is
due to enlarged employment regions: the choice of place of residence in relation to place of work is ’freer’. The journey is made to and from work or college/school.
 Official or business travel, travel to and from customers, to meetings etc. for the purposes of work.
 Personal work and business trips – travel over longer distances to work and college/ school, but not in the same definition as commuters.
The infrequent passenger:

 Leisure travel has shifted into more differentiated travel. People travel to more, and different destinations, such as sports and music events, friends, summer and
winter tourism etc.
 Visits to hospitals and other public institutions. Where public services are centralised, travel to these increases.
With fewer and larger regions, the need to be able to move over longer distances for work, studies, housing and medical care increases. An enlarged regional labour
market has been made possible by better and more developed public transport. This means that the passenger and travel have evolved a great deal recently. Mainly
regional but also inter-regional rail transport have seen a large increase. Generally speaking, the proportion of commuters has increased, when compared with other
passenger categories. Commuting is also done over longer distances and inter-regionally. Today’s passengers often conduct their journeys using several modes of
transport and in a more varied manner than before. The increase is mainly related to work journeys, which has also generated an increase in business and service trips.
There has been a significant increase in long-distance, inter-regional travel in recent years.
The more varied manner of travelling means that a station needs to be designed and adapted to handle all types of journey, both commutes and more long-distance
journeys, as well as the passenger needs that arise.
For leisure journeys, there may, for example, be a need for space for skis and bicycles on platforms, larger luggage storage and information in other languages.
For a large proportion of regular passengers, the need is to get directly and quickly to the train as they spend very little time at the station. While a station should work for
these passengers only passing through, it must also meet the requirements of passengers who spend more time at the station, and who, to some extent, have other needs.
They want to be able to buy a ticket, get information, use the internet, sit and wait, use the toilets and perhaps buy a newspaper.
The accessible station

The concept of accessibility has a broad and general meaning. Making public transport accessible entails an approach that both deals with issues on an overall
planning level to locate a station correctly and operate it effectively, and on a detailed level to design a station environment so that everyone can get around.
Following regulatory documents on accessibility for individuals with disabilities is a self-evident requirement. In the planning work, however, consideration must
be given to how a station facility as a whole integrates with, and connects to the surrounding environment. In this way, stations and public transport truly become
accessible, reachable and useful to all.
This chapter reflects on integrated approaches and briefly describes the regulations and guidelines currently in force.
A station accessible on all levels

Transport policy is one of the instruments that is making the country more accessible. The aim of the Government’s transport policy objectives and functional objectives
is for the transport system’s design, function and use to help provide basic accessibility with good quality and usability, and to contribute to the development potential in
the country.
The concept of accessibility encompasses many aspects. It can be seen as different systems that should work together to achieve easy accessibility.
 The physical location and design – the planning chain from location to the specific design of the facility
 Transport operation – the range of travel routes, frequency of service etc.
 The passenger’s characteristics – the needs and demands of different passenger categories
Railways and stations should, in a convenient manner, integrate with their environs: in other words, be easily reachable and not form bar riers and obstacles in the local
environment. A good station location with coherent links results in an increase in the perception of closeness. This favours the establishment of both businesses and
homes in a station’s immediate environs.
In the long-term, a station can contribute to urban development and shift urban focal points. Through its construction, the entire station facility should be orientable,
traversable and easy to use, and comply with legal and regulatory requirements applicable to measures for individuals with disabilities.
A carefully thought-out overall design also significantly reduces the need for additional measures with extra signage, different markings, supplementary ramps etc. This
approach connects to the concept of ’Design for everyone’, in which the idea is for a product, a service or an environment to be designed in a manner that does not
focus measures on special solutions and benefits and improves usability for as many people as possible, regardless of their different requirements. This is also a rational
economic approach that helps to increase the customer base for public transport.
A station in the city

A station is an important place in the town or city, as it attracts new establishments and contributes to forming the structure of the urban area. The railway, which
has historically been an engine of urban growth, remains so and is now growing in importance in modern, interconnected public transport.
Modern planning and urban development entail exploiting the full potential of a station as a destination point, a destination in itself, and not just for the journey.
This helps to strengthen dense urban growth and counteract the urban sprawl that creates greater dependence on cars.
It is increasingly apparent that a station has become a place that lives in symbiosis with factors other than transport functions, and thus is an increasingly important
element in an urban context, especially in smaller communities. Development pressure on major towns and cities should be qualified somewhat in order to balance
commercial functions against transport-related functions, while the need for revitalisation of small towns requires stimulation.
A pleasant station environment contributes to increased travel by public transport. However, this objective is undermined if a station environment is neither
attractive nor functional, or is too far away. It is, therefore, in the interest of the Swedish Transport Administration to contribute to favourable development within
a station’s environs – not least when disused railway yards can be converted to another use.
This chapter explains how the city and station cooperate, as well as issues, in which the Swedish Transport Administration can be an important stakeholder.
Public transport and urban development

The railway has historically been an engine of urban growth, and stations have become important places for cities and in cities. Station location in older cities has often
led to a shift in the city’s focal point towards the station, a manifestation of the railway’s role in urban development. The cities that arose as a result of the extension of the
railway could be planned with a station’s location in the heart of the city, grouped with other official landmark buildings such as the church and town hall.
In contemporary urban planning, standard plans cannot be established as was done in the late 19th century. Today, urban development is more about how a host of various
forces can work together in order for effective and sustainable urban structures to be developed. The city’s attractiveness is determined by how housing, work, enterprises,
recreation and communication together can form a balanced whole. Public transport plays a crucial role and Swedish Transport Administration is one of the major
stakeholders. The major investments involved in rail extensions often entail a shared responsibility in the development of municipalities, especially in small municipalities
with limited planning resources.
Functional boundaries between long-distance, regional and local transport are increasingly being relaxed. An increasing number of transport operation systems can be
integrated, regardless of whether they are on the road, on the railway, in the air or on a ship. New travel patterns will develop as a consequence of this, and they will
become important bases for land-use planning where a station’s surroundings are concerned.
THE CAVITE LRT EXTENSION TERMINAL
Station proximity
The railway is an important part of the public transport network that binds together districts in the network
into strong regions. A station, the transfer point’s location, becomes very important for the network to
function. A station in a central location with increased opportunities to use other transport systems provides
extended range. For people with disabilities, a centrally located station – requiring few transfers and with
proximity to destination points – is essential for them to be able to use the transport system.
In most cases, a station is centrally located in the urban area in the traditional manner, but may also be
outside the urban area in a central location in relation to travel patterns and networks of different transport
modes. For example, a station outside the urban area can be a central point for car commuters.
Workplaces, education or housing in the immediate vicinity and in the region around a station generate
various types and amounts of travel. Employment and visitor-intensive businesses and strategic destinations
such as hospitals and higher education institutions located within 600 metres of a station exert a large effect
on travel by public transport. One example is Umeå East, which has its entrance right next to the regional
hospital’s entrance. Workplaces near a station have the greatest effect on the selection of mode of transport.
Distance and services have a bearing on selection of different modes of transport to the train:
 Walking and cycling have great relevance up to 0.5–3 km, as does access to bicycle parking
 Buses have relevance for connecting journeys over 2km
 For car journeys, available parking and fees are important, especially in smaller towns.
Oversized railway yards and connecting areas, which railway operations previously required, can now be
developed to fulfil other functions. This provides opportunities for a more efficient use of land located in the
vicinity of a station. A station is more integrated with its surroundings if a new building is added, for
example, a new attractive locality, or any enterprise that facilitates travel and which allows a station to be
perceived as closer and safer.
Distance to buildings
Generally, a new building is not allowed within a range of 30 metres from the railway. Such a distance
provides space for emergency operations and allows for some noise reduction, as well as allowing some
expansion of the railway facility. Activities and areas not sensitive to disturbance, such as parking, storage,
vegetation or where people only remain temporarily, may be situated within 30 metres of the centre of the
track.
These guidelines represent significant constraints on the development of buildings within a station
environment, and various studies are underway which, with a broader approach, examine new models for
risk-benefit assessment. The objective is to make full use of the favourable communications location that a
station provides and see it as an opportunity for the development of a diverse and sustainable city.
Railway noise emissions

Train traffic is a major source of noise and often results in demands for measures next to the railway or in
adjacent buildings. The measures may include switching to windows with a higher than average sound
transmission class.
Noise reduction barriers may help limit the problem. The barriers provide the best sound-damping effect when
placed near the sound source or near those affected. A wide track area necessitates, therefore, very high
barriers to provide the intended sound-damping effect. In such situations, the damping of sound must be
balanced against any unwanted visual screening of the railway line. A noise-reduction barrier reinforces the
railway’s obstacle effect. Due to the noise (among other things), it is very difficult to achieve a pleasant
housing environment within 30–50 metres from a railway line, despite use of protective measures. Noise-
reducing measures may be needed at distances of up to several hundred metres from the railway.
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Station and surroundings

A station’s character and function vary widely. In which surroundings is a station located, how great is the
demand for travel and of what kind, how is a station positioned on the site? The major town or city, suburb,
small town and rural areas provide entirely different prerequisites for a station’s design and character.
A station’s location
How a station is located in height in relation to its surroundings creates obvious differences in accessibility,
character and function. A station at ground level, but with good visibility, level crossings and without any
impact on the city’s topography has been the tradition. But now increased safety demands, with grade-
separated passages for instance, and the problems of conflict with already established urban environments
are making stations below ground or on a bridge increasingly common.\
Stations at ground level

A station location at ground level is one that we, through experience, regard as natural. It often has a station
building at street level alongside. The connection to a station is comprehensible and visible, albeit not always
functional.
A side platform fronting the town allows straightforward set-down/pick-up, and it is an advantage if bus
transfers can take place on same plane directly across the platform. Usually there are multiple platforms, in
which case crossing becomes an obstacle. Level crossings are becoming increasingly rare. Those that remain
are provided with boom barriers or other security arrangements. A grade-separated connection involves two
height displacements, under and over the railway.
Many older station buildings have been adapted or supplemented in order to connect to grade-separated
connections. A consequence of this is that passengers can wait closer to the platforms.
Stations on a bridge
The laying of new track is often accompanied by the construction of long bridge passages or tunnels due to
alignment requirements or as a measure to avoid conflict in the landscape. In these cases, a station can be
placed on a bridge many metres above the surrounding land.
Clear advantages of this are the reduction of the effect of obstacles at ground level and the fact that the
location of that station is easily accessible from many directions. But difficulties lie in achieving good
integration with the urban environment station (especially in smaller districts), and a passenger
environment on the platform, which is often exposed to wind and feels isolated.
A station located on a bridge requires the combined station-bridge construction to be designed to allow it to
become an integral part of the urban environment in more central locations, or to establish its own periphery
with character in more outlying areas. The disadvantage is that the desired intensity of city life never presents
itself (despite large streams of passengers), if there is an absence of urban qualities. Södertalje South is one
example demonstrating these difficulties. Station locations on bridges in smaller communities can also
dominate the area because of their scale, which is larger than the scale of the surroundings.
Among the benefits are the fact that the bridge location automatically provides good advertising for the
station, and the good opportunities for creating effective transport solutions, weather-protected set-
down/pick-up zones, parking and waiting areas below it.
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Station groups and flows

A well-functioning station environment means that it provides functions, fixtures and comfort tailored to
the type of station and passenger and to the number of passengers. However, views on what the right
fixtures and design are vary greatly both geographically and among the approaches of various station
stakeholders.
Increased diversification of the organisation of transport, stakeholders and passenger types is also
associated with the greater demands placed on a station. In order for the Swedish Transport
Administration to translate the requirements in different levels of design and fixtures, it has subdivided
the country’s stations according to the following parameters: passenger numbers, size of the urban area
and the number of bus routes that call at a station. This constitutes the basis for station classes.
For a well-functioning station, this largely concerns designing for different flows, primarily for
passengers, but also for vehicles and goods, in and through the station facility.
By way of introduction, this chapter describes how the grouping is carried out and how it should be
used. It then describes factors, which are important to consider in terms of passenger flows.
Station subdivision
The functional requirements, which are imposed on a station, depend largely on a station’s size, pressures
and type of transport operation. A station should provide a reasonable quality of design, fixtures and
service/service levels relative to its size and function. As an infrastructure manager, the Swedish Transport
Administration should also be able to show clearly what is included in the infrastructure: in other words,
what is offered to their customers.
This can be done in, inter alia, the Swedish Transport Administration’s Network Statement. This is the
Swedish Transport Administration’s presentation of deliveries to railway companies and other clients in the
railway sector and describes its offered services.
Demands, needs and expectations concerning, for example, which fixtures are available, increase with
diversification in terms of organisation of transport, stakeholders, passenger types as well as the nature of the
stations.
In order, uniformly and clearly, to translate and describe requirements and prerequisites, it is necessary to
divide the country’s stations into different groups based on some form of objective quantitative criteria.
A subdivision of stations can be based on parameters such as passenger numbers, size of the
municipality/district, number of trains per day or type of transport operation. The method in the Swedish Rail
Administration’s handbook BVH 726* ‘Working method for grouping stations’ is based on the parameters
of: number of boarding passengers, the number of urban area inhabitants and the number of bus routes that
call at a station. The purpose of using the number of bus routes is the fact that it indicates the burden a station
carries as a public transport hub, while potential travel volumes are indicated by the size of the urban area.
*To be updated.
Group assignment parametres
Number of boarding passengers* Urban area inhabitants Class Description
> 30 000 1 Major stations on very busy routes in central
locations. For all types of passengers, high
standard of passenger services.
> 3000 or > 20000 2 Large station on very bust
routes in central locations.
All types of passengers,
long-distance (and
commuters). Developed
passenger services.
> 1000 and/or >5000 3 Medium-sized station on
very busy routes in medium-
sized districts. All types of
passengers, mainly
commuters. Limited
passenger services.
>200 or >1000 4 Minor interchange station on
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less busy routes in smaller

districts. Passengers mostly
commuters. Limited
passenger services.
<200 or <1000 5 Small interchange station on
a low-traffic route in small
districts. Minimal passenger
services.
Table of station classes *A review of the thresholds shall be done
Flows
A fundamental prerequisite for a station’s construction is that it can handle the flows in question: primarily
of passengers, but also the flows arising from other functions within the station area. Train, car and bus
movements present constraining geometrical prerequisites, but it is how the movement pattern provides
viewability, accessibility and ease for the passenger that is crucial to the final perceived value of a station
environment which, in turn, affects the willingness to travel from a station. Minimising walking time within
a station is important for the passenger’s illustration of a simple journey.
Naturally, complexity differs markedly between, say, Stockholm Central Station and a small rural station.
Therefore, the issue’s significance in station design varies. But basically the same aspects must always be
managed. The passenger’s obvious focus is reaching his or her target destination, and signage is the primary
means for allowing this orientation, but even shapes of spaces, sound, light transmission and smell function
as carriers of information about that which lies beyond what is currently visible.
The wait – the visit
The time that the passenger spends at a station consists mainly of waiting. Ideally, a station should be
sheltered from the climate, be calm and offer recreation. Regardless of which type, it should always provide
the best traffic information so that the passenger’s control over their journey is not lost. The spaces and envi-
ronments for passengers to wait in are often components of spaces for passenger flows. When the conflict
between these functions increases, both cease to work – one can neither get around nor remain still. Being at
a station often involves various forms of meeting: both wanted, such as meeting an arriving friend or family
member; and unwanted, such as when forced to wait together with a stranger in the darkness.
Orientation – view
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A person in motion perceives the surrounding environment in a completely different way from a person
sitting still. They focus, read and register that which is essential in terms of progressing further to a place
other than where they are at that moment. In order for both movement and waiting to work satisfactorily,
good orientation and a view of a station’s various parts are needed. It is easy to lose one’s sense of security,
if one does not know where one is or how to go further. Being able to move quickly and find one’s way
simply increase one’s sense of security. Good signage is, of course, always a requirement, but through
successful station architecture, the possibility of getting one’s bearings and finding one’s way becomes a
matter of course.
A larger station often has larger flows. It is important to spread passenger streams over a larger area and for a
station to have, for example, several entrances, to which passengers with various destinations can easily find
their way without excessive mixing of the flows. In a smaller station, it is more important to concentrate
passenger flows into fewer boarding/disembarkation points.
Flows – noticed when they do not work
A flow, for example, of people, vehicles and/or material, is a consequence of how the functions included in a
process have been linked together and dimensioned. Although the process in itself appears to be simple with
few functions included, the flow can be complex depending on how it has been organised, controlled and
structured.
Primary and secondary flows can be considered first:
Primary Flows:
 Passenger flows from various set-down/pick-up zones to platforms/departing trains through
functions critical for the journey.
 Passenger flows from arriving trains to various connections for travelling further or for the
termination of the journey.
 Service flows necessary for supporting transport.
Secondary flows:
 Individuals visiting a station for other purposes, e.g., to meet or drop-off a passenger
 Other visitors, e.g., customers at restaurants, shops, kiosks etc.
 Supply flows: goods to restaurants, shops, kiosks.
Zones and functions

The passenger perceives the well-functioning station as a coherent environment where all areas and
functions have found their natural place where they are needed most. How it is arranged differs from
one station to another, but it is possible to trace an underlying pattern that can be described as a station’s
building blocks or zones: arrivals, services, communications and platform – parts making the whole.
On the next level, a station’s various functions, which can be in one or more of the zones, can be
described.
This chapter describes a station’s zones briefly and is followed by an introduction to basic functions.
A station’s basic structure
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Most passengers do not want to wait or transfer more than necessary, and therefore demand a logically
organised station with easy and quick orientation.
During waiting times or service disruptions, the need for other functions or activities that can facilitate the
journey become more important. A station should be the natural place to link together the various sections of
a single journey.
To form a well-functioning link in a journey, the basic functions at a station must produce as great a benefit
to the passenger and the community as possible. The physical structure of transfer points, the activities and
services that a station can offer must go hand-in-hand and be effected in correlation. Basic functions often
have the character of stationary physical installations that cannot easily be differentiated according to
different needs and demands.
During the design process, great emphasis should be placed on the functions that create a coherent structure
and rationale that allow passengers easily, seamlessly and safely to get to the train, wait and switch between
different modes of transport. Walking times should be minimised, which is why platforms in relation to
grade-separated passages are an essential function and part of a station facility.
The well-functioning station consists of many building blocks that must be assembled into a functional and
well-designed environment. In bygone times a station was synonymous with a station building. Today, an
entire area is included. A station area should, however, have a clear focal point: a main entrance that facili-
tates orientation and helps to tie the functions together into a well-considered whole.
Station zones
In the construction of a station, it is important to consider the logical pattern of movement of different types
of passenger. One of the determining factors is the passenger’s familiarity or unfamiliarity with travel, which
generates different needs and therefore different demands on a station environment. A logical and simple
station environment structure, where the proximity between transport modes provides a view and
understanding of how a station must be used, is very important.
By describing a station in four zones, which are almost always found, regardless of the station’s size and
type, one can understand the form and context. Each one should function individually, but above all work
together to form a satisfactory whole. The transition between the parts should be perceived as natural and
smooth.
These four zones are:
 Arrival zone
 Service areas
 Communication zone
 Platform
In the ideal situation, during new construction, the requirements for function and design of each part are, at
best, fulfilled. Most often, however, renovation and modernisation projects make sensible trade-offs between
competing desires based on all the constraints that reality offers.
defined areas within a station. Communication zones and service areas do not always stand out as
distinguishable parts within a station’s area.
Arrival zone
The arrival zone is the outer area where a station and its surroundings meet: a station’s set-down/pick-up
zone. The area often includes bicycle parking, a bus stop/bus terminal, tram stops, a taxi rank, a set-down
and pick-up point for private cars and parking, and footpaths from these functions toward the trains. In some
cases, the area also includes a road for service traffic to the platforms and trains.
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The set-down/pick-up zone for a station by different modes of transport must run as smoothly and efficiently
as possible. This may mean that the station is deliberately built so that set-down/pick-up can be done on both
sides of the station. For example, a station may be divided into a main side with a set-down/pick-up zone and
bus stop, and a secondary side with supplementary set-down/pick-up zone and car parks.
Diagram covering the sub-areas of the station
Subdivision improves the possibility of accommodating functions for the entire journey, even in cramped
urban environments. This facilitates the district’s traffic and movement patterns around the station, but is
also important for the individual passenger’s own, rapid selection of route to the train.
For the regular passenger, additional shortcuts can be an effective way of distributing the flows at multiple
points and reducing lead times. On the other hand, for the infrequent passenger, great clarity – a focal
point in the set-down/pick-up zone – is important: where to get off the bus, where to pick up a luggage
trolley, where to go to the trains etc.
Service areas
There are services that, to varying degrees, are directly related to a journey. There are also functions that are
not necessary, but offer the passenger added value in connection with his or her journey. Primary functions
are ticket sales, ticket machines, information desks, traffic information, toilets and waiting areas. Secondary
functions are luggage storage, kiosks, eateries, cash machines, bureaux de change, car rental, hotels and
shops. Only pedestrian traffic should be found within the service area. This also applies to all communication
areas up to, and between the functions.
A station building, which many formerly equated with the station itself, provides the site with an identity as a
destination point, but is, in addition to this, primarily for service functions. For stations without a station
building, the service provision may just be a place for a ticket machine. Today, however, there are also large
stations without a station building, but with an extensive range of services. The services, which stations of
various sizes should specifically have, are described in Chapters 8–12. Within the service area, passengers
should chiefly find primary but also secondary services, because primary service functions should be
located right next to the main thoroughfares and intersections, while the secondary service functions can
be located on other walkways at the station. At larger stations, there is often an interest in integrating more
extensive commerce, culture and other types of secondary services in the station environment, which
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means that the primary transport function can end up in the background. This places greater demands on
an active planning dialogue so that both rail passengers and other visitors are able to receive the best
possible performance and overall experience. At major stations, separation of passenger services and
commercial services on different floors works out well. The grouping of functions affords good integration.
Communication zone
A communication zone connects set-down/pick-up zones with platforms, sometimes via the service area. A
communication area stands out most distinctly as a demarcated zone where there are grade-separated
walkways or bridges to reach the platform. In larger stations, the communication area often forms a complex
structure with many connections, underpasses, bridges etc. In small rural stations, the communication area
may only be a short pedestrian area between the set-down/pick-up road and side platform. With strict
requirements for accessibility for all passenger groups, a communication zone’s design, with visual clarity,
light and lighting, shallow gradients, lifts, escalators and generously sized stairways, is critical to a station’s
overall function.
A station should be organised with a structural clarity, both in terms of communications and space, so that it
comes across as comprehensible and accessible as possible.
Platform
Platforms are located closest to the tracks. One can board, and alight from local trains, regional trains and
long-distance trains, and in some cases, directly change to bus or tram. Here, waiting space should also be
provided in the proximity of trains, enabling the passengers a good view of the trains running currently. In
principle, only pedestrians are allowed to move on platforms. However, the required service traffic should
also be allowed to circulate in some parts of the area. With short transfer times and a more streamlined
public transport design around the whole journey, more time is spent waiting on a platform, close to the
trains. As a result, more service functions are required even here, and the demand for shelter and comfort
has increased. Furnishing, fixtures and services must not impair the accessibility of walkways or security in
the protected area. For this reason, in the planning phase, platforms should be organised into zones -
protected area, pedestrian zones accommodating fast as well as slow passengers, furnished zones for
seating, shelters in the waiting areas, and transport information, so that the space for circulation is as free
as possible.
Station features
Station environments around the country are often designed and equipped differently in each case. With a
liberalised transport market, transfer points should be managed with a uniform and operator-neutral
perspective. To ensure a level of functionality for each station, the Transport Administration has a system of
basic features linked to the five station groups presented in the previous section.
The basic features provided at various stations are a result of overall assessment, balancing of the needs and
expectations of the passengers and railway companies. They are also determined by regulations (both
national and international), safety factors (such as skidding risk, running on the track and risk of suicide), and
the management’s perspective (such as upkeep, snow clearance and maintenance).
The basic features are designed on the basis of a basic offer, to which additional features can be added. It is
rather a long-term goal to meet the latter, as a varied supply throughout the country, or merely as ancillary
services. With various parties in charge, there is also room for the responsible parties to make special efforts
in the station, resulting in different station environments throughout the country. The point is that the entire
station facility should achieve a certain level of quality from the holistic perspective of the passenger. (See
the Transport Administration’s report ‘Station building, basic features and classification‘).
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Stations have varied structures: from the simplest with one platform outside a small community to the
complex, integrated ones with several transport modes. Today, we also have a great variation in terms of the
types of passengers. The range extends from the rare remote passenger to the one travelling short distances
daily (commuter). A station needs to accommodate the needs of all these passengers.
In addition to the rule-governed, societal demands, which each operator is required to meet (e.g. route
markers, ramps and safety measures), there are needs and expectations from a wide range of features that
help to make a journey smooth, easy and comfortable.
On the platform
A platform has become increasingly important for travel. Waiting on a platform is not a goal in itself, as
the transfer time in a journey is to be kept as short as possible. However, the space that is closest to the
train is often a place to wait, especially for many older or luggage-laden passengers. Most travellers
want to see the track/location, from which the train/bus departs, so a platform often becomes a natural
waiting place. Another reason is the reduction of alternative waiting areas, eateries etc.
A platform should, therefore, allow efficient, safe boarding, alighting and waiting, and provide the
passenger with necessary information.
A carefully designed and managed platform realm is crucial for creating a safe, positive experience for
the passenger. From the basic feature table that completes the previous chapter, it is apparent that a
platform and its fixtures is the Administration’s responsibility (in blue). In the chapter on the following
pages, the parts of the table are described in detail.
Platform features
A platform, as a feature and a physical element, is one of the most important building blocks in the creation
of a functioning, and transparent entity.
Accessing a platform and train through more ways than one (via smaller secondary entrances) allows the
passenger to choose the way, regardless of the direction from which he/she comes, thereby considerably
shortening the way to the train and the journey. The ability to choose the route also provides security to the
passenger. More entrance routes are good for regular passengers, however for infrequent ones, a main
entrance is more important.
The entrance to a platform may be throughout its entire length if there is a side platform, or may be
concentrated at a point, a main entrance, if there is an central platform. The design of entrances affects the
integration of a station with its surroundings.
Platform areas are large-scale facilities. With lengths of several hundred metres, they make up a significant
part of the urban structure, and provide space for passengers to circulate and wait. Platforms, especially the
side platforms that are in direct contact with the surroundings, often lack a clear identity. Where does a
station end or bend, and where can the passenger expect to find operations and comfort? The asphalt on a
platform integrates with the asphalt on the parking lots, roads, bus stops and cycle parking. A platform can
be identified as a separate place, and thus a station often conveys a feeling of care and security, resulting in a
positive experience of the place.
A platform area can be provided with such an identity, for instance, by means of:
 a canopy over the whole or parts of the platform that holds the extended area together
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 low walls enclosing the station area (if there is a side platform)
 provision of the shelter as a back against the surrounding, an enclosure
 built elements on the platform, including the likes of lifts and stairways
Depending on whether a station has an central platform and/or side platforms, there is an opportunity to split
a station area into smaller sections, tailored to the station’s scale. Shelters, benches, lighting, and information
should be integrated into the design to provide a station with an identity, and to provide comfort for the
travellers. A platform provides a blend of many features and happenings. Firstly, the passenger must be able
to wait, transfer, get information, and move quickly and slowly. In addition, the train production, to some
extent, also takes place here. A platform has a different meaning depending on whether it is part of a larger
complex railway system, or a small one with only one platform.
The width of a platform is significant for all activities (zoning), and features (stairs, lifts, furnishing
etc.) must be accommodated without compromising safety and security. A generous width is balanced
against the use of land: the wider the platform, the wider the track area.
The width of a platform is determined by:

 the maximum permitted speed
 pedestrian areas for passengers
 the number of passengers
 the presence of vehicular traffic
 the existence of objects and fixtures on the platform (obstruction)
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Shelter
Platforms should be designed and equipped to be useful, safe and comfortable, but should not include
unnecessary fixtures. Open space is essential for operation and maintenance, snow removal, security etc.
However, according to the passenger surveys conducted, there is a demand for platform comfort (e.g.
canopy, shelter and seating). A canopy primarily serves as rain and snow protection for passengers, but also
protects the platform, stairs and stairwells. A canopy also helps reduce the risk of slipping on the platform,
while also facilitating the management, by reducing the need for snow clearance. Protection provided by a
roof is limited, because it only protects against rain, snow and sun directly overhead, and it should be com-
plemented with some form of shelter. Solutions
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HISTORY OF THE RAILWAY SYSTEM IN THE PHILIPPINES
Spanish Regime
Horse Drawn Streetcars
Railway in the Philippines started in 1878, when Leon Monssour, the official of the Department of
Public Works of Spain, submitted a proposal to Madrid for the Manila streetcar system. Inspired by
the same systems in New York and Paris, the proposal envisioned a five-line network with a central
station outside the walls of Intramuros. From Plaza San Gabriel in Binondo, the lines were to run to
Intramuros via the Puerte de Espania (present day Jones Bridge), to Malate Church, Malacañang
Palace, and Sampaloc and Tondo. Though favored by the Spanish Government, the project had to
wait for an investor.
In 1882, the entreprenuer Jocobo Zobel de Zangroniz, together with Spanish engineer Luciano M.
Bremon and Madrid banker Adolfo Bayo, formed the La Compaña de Tranvias de Filipinas, which
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operated the concession awarded by the government. However, the Malacañang Line was not built
but was instead replaced by the Malabon Commuter Line. Thus, the first four routes that ran around
the city of Manila are as follows:
Name of Line Length of line Year completed Terminals

(kilometers)
Tondo 2.5 1884 San Gabriel Plaza and
Tondo Station
Sampaloc 2.8 1887 San Gabriel Plaza and
Sampaloc Station
Intramuros 2.0 1888 Calle Nueva (Binondo)
and Intramuros
Malate 3.9 1889 Calle Nueva (Binondo)
and Malate.
Total 11.2
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Steam Powered Trains

The 1890's witnessed the promotion of studies and projects for new railway lines on Luzon and on
other islands in the archipelago, including that of a railway line in Mindanao going to Iligan City.
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The General plan for railways on the island of Luzon, planned by Eduardo Lopez Navarro in 1876
(See photo to the left), which contemplated the construction of the lines considered of the lines
considered to be most essential. Among these were the Manila – Dagupan (North) line, and the
Manila – Taal (South) line, which were classified as being the first to be built, and as soon as
possible (Gardner, 2004). These areas where the extents of the railway reach are the fertile
agricultural lands, so more than commuters, the trains would bring in goods from the provinces into
the Port of Manila.
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By 1902, two steam railroads were in operation in the Philippines, both in the island of Luzon. One
of these is operated by the Compaña de las Tranvias de Filipinas that runs from Tondo, Manila to
the town of Tambobong, or Malabon, in the province of Rizal, at a distance of 7 kilometers. This
steam line replaced the supposed tranvia line that was supposed to connect Intramuros to the
Malacañang Palace. Malabon’s transfer points were Tondo, Maypajo, a working-class
neighborhood in the suburb of Caloocan and Dulu, at the north end of that community.
The Manila-Tambobong track was confined exclusively to passenger traffic. It has 4 locomotives,
each with 10 passenger cars and 1 baggage car, none of which are first class. This route carried
562,089 passengers in 1902, with a 39% gross income. The valuation for the whole project,
inclusive of locomotives, cars, stations and grounds, roadbed, and bridges is quite low, which is
shown by the low grade and poor condition of construction and equipment.
The other steam line runs from Manila to Dagupan (Ferrocaril de Manila-Dagupan), in the province
of Pangasinan, for a distance of 196 kilometers, and is operated by the Manila and Dagupan
Railway Company, Limited or the Manila Railroad Company, now Philippine National Railways
(Source: Gardner, 2004).
The Manila-Dagupan Line were highly important and patronized. Its construction commenced in
1888 and completed in 1894. It reached a distance of 1140 kilometers of operational line.
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The railway system has 29 stations along its route, which had
substantial buildings for the convenience of their patrons.
Due to long communication line between Madrid and Manila,

the development in the Philippines lagged behind with the wave
of the Industrial Revolution and Mercantilism, thus, not much
improvements on the railway system was implemented. La Compaña stopped expanding or
improving its system, with just an average of 10 streetcars per line per day, compared with their
previous hourly service with 14 runs in each direction on the Malabon Line along. Until, the
Americans came and governed over the Philippines in 1898.
American Regime
During the Philippine-American War in the 1900s, the train stations served as bases to be won and
the railways are the battle grounds. The Manila-Dagupan Line was the axis of the war that advanced
in Luzon (Corpuz, 2013).
A line between Manila and Antipolo commenced in 1903, and should be finished in 3 years. The
35-kilometer line shall have stations at Sampaloc, Santa Mesa, San Felipe Nery, San Juan Del
Monte, Marikina, Cainta and Taytay; and four bridges across the rivers of San Juan, Marikina,
Cutcut and Cayticlin.
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Electricity-Powered Tranvia
By March 24, 1903, a 50-year franchise was awarded to the Manila Electric Railway and Light
Company, a New Jersey Company (now more commonly known as Meralco), to supersede the
entire railway system running around Manila - taking over the properties of La Compaña de las
Tranvias de Filipinas. The franchise included to provision of 12 lines around Manila. In the same
year, Baguio was declared as the summer capital of the Philippines, thus, plans were being centered
on providing an electric railway line between Nagui
lian to Baguio under the directions of Major Kennon.
Eventually, the electric tramway started in 1905 with 65 kilometers span of railway traversing
around the City of Manila. The system used an overhead trolley system using direct current from
500 to 550 volts.
In 1906, a 9.8-km extension was operational connecting Paco to Fort McKinley and Pasig. This line
was one of the most profitable in the system. In 1907, the Panay Line started its construction
connecting Iloilo City and Roxas City. This was the first railway line that was built outside of Metro
Manila. In 1911, the Cebu Line became operational alongside Panay Line.
By 1913, Meralco has completed 9 out of 12 lines.
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Electric Tranvia Lines that roamed around Manila in the early 1900s.
Japanese Regime
Destruction of Railways
In 1942, the Manila-Dagupan Line was a witness of the tortures of Filipinos and American soldiers
by the Japanese colonizers. From Bataan, the death march ended in San Fernando, where the
prisoners of war were compacted inside the “Death Trains” bound to Capas, Tarlac.
During WWII, the service deteriorated due to poor maintenance and floods in 1943. In the Battle of
Manila in 1945, the system was totally destroyed, when Manila was considered as the second-most
destroyed city, after Warsaw in Poland. The Cebu Line’s bridges, tracks and Central Station were
all struck by bombs with damage so extensive that the railway never recovered.
The Philippine Republic

During the rebuilt of the city, necessity and resourcefulness did not call for the tranvias and
railways, which were put out of business. Meralco concentrated on providing electricity to the city.
Further deterioration in railway tracks and stations led to these circumstances, and eventually, the
PNR network has been reduced to 446 km consisting of part of the PNR north line and south line.
Advancements in motorization also played a major role in the limited used of railways. The lots of
army jeeps that was available after the war were used in replace of the horse-drawn streetcars to
serve as public transportation system in the large sections of the Metropolis. That is why many of
today’s jeepney routes in Manila, follow the old tranvia lines.
By the 1960s, the steam railway lines extended to San Fernando in La Union, San Jose in Nueva
Ecija, the lakeshore towns of Laguna, Bicol Cavite and Batangas. There were even ambitious plans
to extend the routes up to the ends of Luzon in Cagayan province and Sorsogon. However, these
plans were scrapped by President Ferdinand Marcos in favor of the Maharlika Highway (AH 26)
system of national roads, again a move towards an automobile nation. The map on the left expose
the extent of our railway system during PNR’s glory days. Close-up of the branch lines in the
Manila Area and surrounding provinces. There were lines going to Antipolo and San Mateo in Rizal
Provinces and to Cavite City. These were abandoned because of low ridership (The Urban
Historian, 2014).
Moves for Restoration

Following the new belief that the growing metropolitan area can only be sustained by rail, at par
with other advance cities, and that urban transit is the business of the government, the government
started on pursuing the rail transit system under the governance Imelda Marcos who was the
Governor of Metro Manila at the time.
A 1972 study, a system of expressway and railway network, to match that of Tokyo’s, was proposed
in Manila. This included a 135.1 kilometer of subway. In 1977, there was also a proposal to have a
street-level tramcar system along Rizal and Taft Avenue under the MMETROPLAN study.
However, all these studies and proposals was not implemented.
Literally Raised at a Higher Level

It was in 1979, when the decision to build the LRT Line 1, a 15-kilometer fully-elevated railway
line, was actually realized and pushed through, since the public transport was already nearing its
saturation point and still barely meets the commuter demand. So in 1981, the LRT 1 line started its
construction. The government-owned Construction Development Corporation of the Philippines
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(now the Philippine National Construction Corp.) was the sole contractor for the project. The north-
south Monumento-Baclaran route was chosen because it is fairly straight for most of its length and
both of its ends are bus terminals that proceed to the North and South provinces, respectively. The
high-rise department store and classroom building near Feati University were torn down to give
way to Carriedo Station and the tracks going to the Pasig River bridge, which was the last section to
be built. The north and south section of this bridge were connected in 1985. After 40 years, the
tranvia came back as the Metrorail system now controlled by the Light Rail Transit Authority.
Line 1 currently intersects with Line 3 at EDSA and again with Line 3 (Phase 2) at Monumento.
The line intersects with PNR near Blumentritt.
With the success of LRT 1, the Metrorail Network Study proposed three new metrorail lines 2, 3
and 4 in 1985, all of which connects Metro Manila to the provinces at its peripheries.
Due to the inability to cope with the demand competition with automobile transport, the Manila-
Dagupan Line of the PNR was totally shut down in 1988. This was due to the maintenance issues
with the cars and railways, which limits the efficiency and comfort that it offers to commuters.
By 1990, the LRT was showing premature aging due mostly to poor maintenance and overloading.
In 1998, massive rehabilitation, track improvement, and expansion of stations were made, including
provision of the second generation cars which have air conditioning system. The Panay Line was
eventually close altogether, passenger operations in 1985 and freight operations in 1989.
In 1996, LRT Line 3 took advantage of the undulating ground surface of EDSA, running high above
or low under the ground, avoiding fly-overs and other obstacles. The first phase runs 17.8
kilometers with 12 stations. Line 3 was constructed by the private company, Metro Rail Transit
Corporation (MRTC). In this BLT (build-lease-transfer) project, the railway facilities will be leased
to DOTC for 25 years following construction, and they will then be transferred to DOTC (Tiglao,
2007).
In 1997, LRT Line 2 started with the Katipunan Station, which is the only underground stop. The
line expanded a distance of 13.8 kilometers with 11 stations, run east to west following Marcos
Highway, Aurora Boulevard, Ramon Magsaysay Boulevard, Legarda Street and Claro M. Recto
Street. A footbridge along the Araneta Center, Cubao, was constructed in March 2005, linking LRT
Line 2 and MRT Line 3.
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Rail-Based Transport System

In 2010, the 23 kilometer span of EDSA has a train service, with completion of the 5.4-km North
Loop. However, the interface to connect LRT Line 1 and LRT Line 3 to work as one single loop is
still unfinished.
In 2012, Manila has a 50-km urban rail line which accommodates less than 10% of the daily trips in
Manila. There are currently 3 light railways in Metro Manila that operates within the metropolis
namely LRT1, LRT2 and MRT3 (Tiglao, et al, 2007). The Philippine National Railway Commuter
Line (PNR), on the other hand, has a 422-km south line to Bicol, with 2 trips/day between Manila
and Naga (Santiago, 2012) which operates in an inter-provincial route (Tiglao, et al, 2007).
Source: Robert Schwandl (UrbanRail.Net), 2007.
The PNR Southline on the other hand is open for servces between Tutuban, Manila and Legaspii
City, Albay, with around 442 railroad crossings to watch out for.
The Railways of Metro Manila show on a wider view, where the Orange (PNR) line extends up to
Alabang, Parañaque, though in reality it extends down to Legazpi City, Albay (Source:
Philippinerailways, 2011).
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THINGS TO IMPROVE
1. Accessibility
Though, some have provisions, the stations and cars of the railway system in the Philippines are not
properly equipped to be accessible to walks of life, especially for people with disabilities. Ramps
and elevators are not adequately provided to provide easier access. Floor guides for the blind and
colorblind are provided in LRT Line 2 Stations only, which is the most recent addition to the
system.
2. Inefficiency
According to the Asian Green City Index (AGCI) released in 2011, Manila ranks below average in
providing superior public transport network via trams, light rail, subway and/or Bus Rail Transit
(BRT) system. This is due to reasons such as: Metro Manila only has 0.05 kilometer of railway
(data acquired in 2007) for every square kilometer of the its area (the average is 0.17 km/km2),
thus, jeepneys are still the number one mode of transportation used in the city; and an integrated
pricing system for mass transits are partially implemented. Based on the table from the AGCI,
shown below, Manila is at par with its fellow developing cities such as Bangkok, Thailand;
Bengaluru and Mumbai, India; and Hanoi, Vietnam.
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Though the data shown above was acquired in 2007, we only rose to 0.07 km/km2 of mass transit
system to date, and traffic congestion is still a great problem.
3. Poor Operation and Maintenance

This has been an issue since history, which could mean that this practice would really be a major
step in being able to put into realization and actualization. PNR’s cars and tracks were mostly
dilapidated before it was replaced with new cars in 2009. The railway stations, of all railways, are
starting to deteriorate due to lack of funding for operations and maintenance. Not enough toilet
facilities are provided in stations, and if there are any that is provided, expect the worst because
more often than not, they are clogged or do not have a water supply available. Comfort for
commuters is one of the necessities that should be maintained by the railway system.
4. Speed
History tells that since it was faster to travel along highways, the slower commuter trains began to
loose with the competition and eventually closed down. The MRT Line 3 currently runs at 40 kph
from its usual 60-65 kph, due to the series of accidents that have occurred in the system in the past
years, making it much slower than the speed limit for automobiles along EDSA, at 60kph. During
non-peak hours, it is noticeable that it is much faster to travel on private cars compared with the
mass transit system. It just so happen that traffic in Metro Manila is so severe, thus people would
rather ride on the more reliable option, which is the MRT.
The PNR runs at 40-90 km/h for Metro services and 80-120 km/h for Provincial services. Train ride
between Manila and Naga would take around 10 hours of travel at ideal situations. During heavy
rains, the tracks get muddy and trains would either have to slow down or stop until the tracks are re-
aligned if they get dislodged.
5. Safety and Security

Safety and security is a main issue especially for the PNR lines which are on-grade. Since, the line
is on-ground, there are more encounters with road networks and people. According to PNR, there
are 42 railroad crossings between Tutuban and Alabang in Metro Manila and more than 400
between Manila and Legazpi City, so great caution is highly monitored. Many accidents have
occurred, when automobiles tries to outrun trains along crossings.
The growing number of informal settlers has a high impact in the railway security. These informal
settlers have built their communities linearly along the railway tracks, thus the name “Home Along
the Riles (train tracks)”. The cars of the PNR have installed security screens on their windows to
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eliminate people from either throwing something, usually trash, inside or people sneaking to get a
free ride. More than the safety of the riders, the safety of the people living along the tracks is more
perilous.
6. Affordability of Advanced Systems

The start of a transit-based development is eminent with the sheer number of condominium projects
being built close to railway stations, as observed by Lamudi, a property portal in the Philippines. In
a city that is known for heavy traffic, the developers took this opportunity to provide residential
units near transit hubs to increase mobility. Although they are not yet as sophisticated as those
found in Hong Kong and Singapore, Metro Manila’s TODs are proving to be quite popular and
successful among traffic-weary commuters (Lamudi, 2014).
7. Sense of Heritage
Ever since, the Manila-Dagupan Northline closed down, its tracks and stations were mostly
forgotten and disregarded. In the documentary “Daang Bakal” by Kara David for i-Witness, GMA
Network, the tracks and each stations from Bulacan to Dagupan was found and identified. However,
the majority of the steel components and traviesas of the tracks were already scavenged and sold,
leaving no trace of the previous railroad. Some have houses already built on top of the old tracks.
For the stations, all are found and still distinguishable, however, most are already ruins and have
dilapidated conditions, except for some notable ones, like the San Fernando Station and Capaz
Station which were reused and converetd to museums and/or offices.
8. Policy and Governance

There are problems with regards to the (Santiago, 2012):
Acceleration in project implementations, as the best pace of the government on this matter, even
with the Public-Private Partnership (PPP) Projects is as slow as glacier; Absence of a coherent and
sustained rail policy, as LRTA and PNR are financially bankrupt thus infrastructure funding is a
necessity and financial re-structuring plans should be acted upon, which has been delayed for about
10 years; and High interests on rail from Official Development Assistance (ODA) and Private
Sector, as the lending portfolio of ADB in their Strategy 2020, for urban transport will scale up by
five times in five years; plus, the big players in the country, e.g. SM Development Corp, Ayala
Corp., Metro Pacific Investment Corp., etc, are on-the-prowl for more capitalist opportunities.
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THE FUTURE OF RAILWAY SYSTEM IN THE PHILIPPINES
Upgrading, Rehabilitation and Extension Projects of Existing Rail Networks
The operators of Philippine National Railways (PNR), Light Rail Transit (LRT), and Mass Rapid
Transit (MRT) systems have future plans for the upgrading, rehabilitation and extension of the rail
lines. The extension projects include the following:
 Grand Central Terminal or Common Station (LRT-Line 1)
This LRT-Line 1 extension project is an interchange station that will link the rail line to MRT-Line
3, MRT-Line 7, and MRT-Line 9. The initial plans for this project include a multi-level station with
concourse in front of SM City North EDSA. It aims to provide seamless transition between four (4)
major rail transit lines (with MRT-Line 7 and MRT-Line 9 still to be built).
 North Rail Project (PNR)
It is the north commuter line that would once again connect Metro Manila to the provinces in the
North. The rail line passing through Clark, Pampanga and terminates at Dagupan City in
Pangasinan will be revived under this project.
 South Extension Project (LRT-Line 1)
The 11.7-kilometer LRT-Line 1 Cavite Extension Project will be implemented by the Department
of Transportation and Communications (DOTC). This project will connect Baclaran Station to the
future Nyog Station in Bacoor, Cavite. The entire project is worth P44.65 billion under the Build-
Transfer-and-Operate (BTO) scheme.
 East Extension Project (LRT-Line 2)
From the existing Santolan Station of LRT-Line 2, two more additional stations connected by 4.19-
kilometer rail line will be constructed eastward along Marcos Highway. These additional stations
are Emerald Station (in between Robinson’s Metro East Mall and Sta. Lucia Mall in Cainta) and
Masinag Station (near the junction of Marcos and Sumulong Highways in Antipolo City). The
project cost amounts to P9.51 billion and is expected to be built by 2016.
 Mass Rapid Transit Extension Line (MRT-Line 3)
Although the plan for this project is not that clear as compared with other projects mentioned above,
an extension of the existing rail line from Taft Avenue to SM Mall of Asia is a possibility.
Aside from the realization of these extension projects, proper operation and maintenance on a daily
basis of existing rail lines and their components are of utmost importance to ensure the efficient and
smooth travel of people, as well as the safety and security of not only the passengers but of the
employees as well. With millions of passengers using these mass rail transits every day, they are
usually subjected to deterioration and/or damage. Also, the mass rail transit system plays a crucial
role in the socio-economic development and growth of an area, most especially in the cities and
other urban areas.
35 | P a g e
Artist’s sketch perspective and location map for the proposed Grand Central Terminal or Common
Station.
36 | P a g e
Future Rail Lines in the Philippines
One major mass rapid transit project waiting in line for implementation is the MRT-Line 7, which
will run from North Avenue to San Jose Del Monte in Bulacan. This 22.8-kilometer railway system
will have 14 stations, with majority of the line traversing the Commonwealth Avenue in Quezon
City. The construction of this railway system, through the Public-Private Partnership (PPP) scheme,
is estimated at P62.7 billion ($1.44 billion). The project’s major stakeholders include the San
Miguel Corporation (SMC) and businessman Salvador Zamora II under the Universal LRT
Corporation Ltd (ULC BVI). DMCI Holdings, Inc. and a local counterpart of Japan’s Marubeni
Corporation will take care of the construction, engineering and procurement of MRT-Line 7 and its
Intermodal Transportation Terminal for three and a half years at the very least. After many years of
delay (contract between the government and ULC BVI was signed in 2008), the construction is
expected to start soon after SMC finally secured a performance undertaking from the Department of
Finance (DOF) in 2014 as a requirement for official development assistance (ODA) from the
Japanese government, particularly the Japan Bank for International Cooperation. The new line, with
108 rail cars in a three-car train setup, is expected to initially accommodate 448,000 passengers
daily.
The line will be connected to a proposed 22-kilometer road network from San Jose Del Monte to
Balagtas in Bulacan as part of a larger Integrated Rail and Road Project. The envisioned Metro
Manila Integrated Rail Terminal will link MRT-Line 7 with existing LRT-Line 1 and MRT-Line 3
as well as the proposed MRT-Line 4/Line 9. However, the issue regarding the final location of the
Grand Central Station is not yet settled as SM Prime Holdings opposed the DOTC’s approval of the
new location of the terminal near TriNoma Mall from its original proposed location in front of SM
City North EDSA.
37 | P a g e
Map showing the line of MRT-Line 7.
The Department of Transportation and Communications (DOTC) is planning to build a 12-

kilometer underground Mass Transit System Loop (MTSL) running along Taguig, Makati and
Pasay in the near future, pending the approval of the Investment Coordination Committee of the
National Economic and Development Authority (NEDA). Once built through the PPP scheme, this
will be the first subway system in the country. The proposed rail network will link the fast-
developing Bonifacio Global City (BGC) in Taguig City, the Makati Central Business District
(CBD), and the SM Mall of Asia (MOA) in Pasay City. The total cost (financing, design,
construction, operation and maintenance) of the project is estimated to reach P370 billion ($8.39
billion) – making it the most expensive PPP project to date. The project aims to address the high
demand for transport in the said areas, as well as reducing on-ground traffic especially during the
peak hours. MTSL will be seamlessly linked with other existing rail networks in the metro –
through interchange stations with PNR (Buendia Station), LRT Line-1 (Gil Puyat Station), and
MRT Line-3 (Taft Avenue and Buendia Stations) – as well as with other mass transit developments
and public transport terminals. In comparison with a possible Bus Rapid Transit (BRT) system, the
rail-based mass transit technology is deemed to be more capable of meeting the projected demand
since the proposed MTSL will be completely underground, thus avoiding the busiest roads on-
ground.\
38 | P a g e
Map showing the Mass Transit System Loop. Source: PPP Center.
39 | P a g e
A study was made regarding the possible alignments of the rail line. Based on the demand study, the
rail alignment along Ayala Avenue would have the most patronage. Two (2) options on alignment
within BGC have emerged in the study. However, legal issues are needed to be settled first with all
alignments requiring acquisition of land or right-of-way from private properties. The construction of
MTSL faces more challenges as the line will pass through existing utility lines, under major roads
and several built-up areas, as well as onto reclaimed land. Flooding is also a major concern for the
project.
The University of the Philippines (UP) in Diliman constructed a prototype of the envisioned zero-
carbon and zero-greenhouse gas emission monorail or mass transit system to be built and developed
in the country by local engineers. Named UP Diliman Automated Guideway Transit (AGT), the
first phase of the project that will serve as test track was funded by the Department of Science and
Technology (DOST) and was built on an open area in the UPD Campus. The designs of the rubber-
wheeled train and elevated concrete rail track were developed by DOST’s Metals Industry Research
and Development Center (MIRDC).
AGT is considered as the first Filipino-developed train in the country. The elevated concrete tracks
was constructed by Miescor Builders while the coaches were built by Fil-Asia Automotive – both
are Filipino companies. UP’s National Center for Transportation Studies (NCTS) and National
Institute of Geological Sciences (NIGS) joined forces to test the train and fine-tune the speed,
power, controls, and stress systems. This light version of intended mass transport system is aimed at
supplementing existing mass transport systems and addressing vehicular traffic problems by
providing alternative access to areas with smaller roads. The proposed completed line in UP
40 | P a g e
Diliman is a 6.9-kilometer intracampus loop with 13 stations serving the university’s main campus.
Another monorail line is also planned to be built at the southern part of the metro, with a bigger and
regular prototype version recently constructed in Bicutan, Taguig City. The proposed monorail of
the Bases Conversion and Development Authority (BCDA) shall connect Guadalupe area in Makati
City to Manila International Airport (MIA) in Pasay City.
The following are proposed mass rapid transit systems that are either defunct or still require further
studies:
 MRT-Line 4 was planned to have a 22.6-kilometer line connecting Recto in Manila and Quirino
Highway in Novaliches, traversing España Boulevard and Commonwealth Avenue; the project has
been renamed MRT-Line 9 after the proposed line had been modified down to 11 kilometers from
West Avenue in QC to Rizal Park in Manila (other portion of the original plan is the MRT-Line 7,
may be linked with the Grand Central Terminal);
 MRT-Line 5 would supposedly connect Manila to Ninoy Aquino International Airport (NAIA)
in Pasay City;
 LRT-Line 6 is somehow related to the South Extension Project (SEP) of LRT-Line 1 from
Baclaran (last station of existing line) towards Cavite;
 MRT-Line 8 or the East Line is a 48-kilometer rail line that would connect Manila to Taytay,
Rizal while traversing along Shaw and Ortigas Boulevards; and
 Mega Manila Subway System is a 75-kilometer underground railway that would traverse the
metro form North (San Jose Del Monte) to South (Dasmariñas)
There are also other so-called “zombie” railway projects that were initially planned and are
currently being revived for possible implementation. These include the Panay Railways in the
Visayas and the Mindanao Railway. While the Panay Railways was initially conceptualized during
the Marcos era, the Mindanao Railway was planned during the Estrada administration but was not
prioritized during the term of Gloria Macapagal-Arroyo. The present government is now looking for
options to implement the P66.5-billion (approximately $1.33 billion) railway system in Mindanao
that would link urban centers in the South such as Cagayan de Oro, Iligan, Zamboanga, Pagadian,
Dipolog, Marawi, Cotabato and Davao cities. The completion of the entire system would take
around 5-7 years. In Davao City, the local government is still waiting for years for the approval by
the National Economic and Development Authority (NEDA) of the proposed light rail transit that
will connect the northern district to the southernmost part of the city.
41 | P a g e
]\
Diagram showing the existing and proposed rail lines in Metro Manila.
42 | P a g e
ANALYSIS AND CONCLUSION
43 | P a g e
As of today, the railway system in the Philippines – particularly in Metro Manila – is not yet unified
as compared with other countries. There is a need to make the different rail lines connected in terms
of operations to provide efficient mass transport services for the public. Here are some suggestions
to improve the railway transport system in the Philippines:
 Unified Ticketing System, Smart Transport Card and Transport Dispensing Machines
It would be better if a passenger won’t have to buy separate tickets for each line. To lessen the
queue lines within train stations, there must be a unified ticketing system for all rail lines (which
will be tested and implemented in the next few months) as well as smart cards that can be loaded
anywhere and anytime with ease. It would also lessen the travel cost as minimum fares upon
transfer of lines will be eliminated. Also, transport dispensing machines may help in avoiding
blockage of passageways caused by long queue lines at ticketing booths.
 Seamless Connections Between Rail Lines

Effective connections of rail lines – through the interchange stations – can be achieved through
adequate passageways and vertical circulation features, accessibility for persons with disability and
special needs, proper location of ticketing (and food, if applicable) booths within stations to avoid
huge concentration of people in an area, and availability of other modes of transport adjacent or
near these stations. The lesser time it is required for a person to transfer from one rail line to another
(or to other mode of transport), the better for the well-being of that individual as he/she is not
exposed much to the heat, pollution and other environmental hazards.
 Easy Access to Travel Information

Proper signages and warning devices are effective tools in informing the public of the activities
happening in the operations of the rail lines. Real-time transport information is also important to
smoothen travels and transfers.
 Address the Issues on Informal Activities

The presence of informal communities and activities along the rail lines compromises not only the
safety and security of the people using the rail lines but also the operations of these railway systems.
 Introduction of Clean and Green Technology

With the transport sector contributing to most of the air pollutants in the metro, it is of utmost
importance to shift the technology of rail infrastructure towards clean and green technology. The
safety and security of the people using the rail lines are not only related to the physical
characteristics and attributes of the rail infrastructure but also to the intangibles that may affect the
health of the passengers and riders throughout the course of their travels.
 Request for Assistance from Other Countries

Developed countries with efficient railway systems may offer their expertise to resolve certain
issues and problems that we have with our rail lines. Financial aid from other countries for
implementation of huge rail infrastructure projects can be of great help also.
The Philippines may not be comparable with other developed countries such as Tokyo, Singapore,
Seoul and London in terms of having efficient railway system in the country, but there is still hope
to correct the failures and improve the system through proper implementation of adequate policies
44 | P a g e
and strategies in the infrastructure and operations of these rail lines. Just like Vietnam, which is still
finding its way in providing rail networks to its people, the issues and problems of the Philippine
Railway System can still be solved to provide better transport services for the Filipino people.
45 | P a g e

What Is Train Station?: Keep Track of Tracks

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WHAT IS TRAIN STATION?

2 Main Considerations For Railway Station Design:

The station – a function under transformation

The infrequent passenger:

The accessible station

A station accessible on all levels

 Transport operation – the range of travel routes, frequency of service etc.

A station in the city

Public transport and urban development

 Buses have relevance for connecting journeys over 2km

Railway noise emissions

Station and surroundings

Stations at ground level

Station groups and flows

less busy routes in smaller

 Service flows necessary for supporting transport.

 Other visitors, e.g., customers at restaurants, shops, kiosks etc.

 Supply flows: goods to restaurants, shops, kiosks.

Zones and functions

A station’s basic structure

Diagram covering the sub-areas of the station

The width of a platform is determined by:

HISTORY OF THE RAILWAY SYSTEM IN THE PHILIPPINES

Name of Line Length of line Year completed Terminals

Steam Powered Trains

Due to long communication line between Madrid and Manila,

The Philippine Republic

Moves for Restoration

Literally Raised at a Higher Level

Rail-Based Transport System

3. Poor Operation and Maintenance

5. Safety and Security

6. Affordability of Advanced Systems

8. Policy and Governance

THE FUTURE OF RAILWAY SYSTEM IN THE PHILIPPINES

Upgrading, Rehabilitation and Extension Projects of Existing Rail Networks

 Grand Central Terminal or Common Station (LRT-Line 1)

Future Rail Lines in the Philippines

Map showing the line of MRT-Line 7.

The Department of Transportation and Communications (DOTC) is planning to build a 12-

ANALYSIS AND CONCLUSION

 Seamless Connections Between Rail Lines

 Easy Access to Travel Information

 Address the Issues on Informal Activities

 Introduction of Clean and Green Technology

 Request for Assistance from Other Countries

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