What Is Train Station?: Keep Track of Tracks
What Is Train Station?: Keep Track of Tracks
What Is Train Station?: Keep Track of Tracks
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.
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.
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 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.
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
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.
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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 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 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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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.
Secondary flows:
Individuals visiting a station for other purposes, e.g., to meet or drop-off a passenger
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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.
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.
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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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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:
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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.
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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.
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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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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.
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.
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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.
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.
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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:
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.
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Artist’s sketch perspective and location map for the proposed Grand Central Terminal or Common
Station.
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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.
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Map showing the Mass Transit System Loop. Source: PPP Center.
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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
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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.
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]\
Diagram showing the existing and proposed rail lines in Metro Manila.
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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.
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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.
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