ZAMBOANGA CITY -- The Department of Public Works and Highways-9 (DPWH-9) is eyeing to simultaneously undertake the construction of two flyovers and road widening projects in this city this November.
Leoncio Solamillo, DPWH-9 construction division chief, on Tuesday said the construction of the two flyovers will be undertaken by the regional office and the road widening, by the District Engineering Office of the agency.
The construction of the two flyovers will cost PHP458.14 million and is aimed at easing the traffic problem in this city.
One of the two flyovers will be constructed at the junction of the Maria Clara Lorenzo Lobregat (MCLL) Highway-Governor Camins-Veterans Avenues while the other one will be at the junction of Labuan-Limpapa Gabilan-San Roque.
Solamillo said they will conduct a rerouting traffic scheme dry-run on Thursday, Nov. 15, from 4 p.m. to 7 p.m. at the junction of MCLL highway-Governor Camins-Veterans Avenues to check on the volume of traffic in the area.
A rerouting of traffic will be implemented once the construction of the flyovers starts, which Solamillo said will start this month.
The flyover project was supposed to start on October 3 but was deferred upon the request of the city government in view of the Zamboanga Hermosa Festival.
Meanwhile, the DPWH District Engineering Office (DPWH-DEO) has started the initial ground works in preparation for the road widening project along the stretch of Governor Camins Avenue from the intersection of Canelar-Sta. Maria road to the intersection of Mayor Vitaliano Agan Avenue.
The DPWH-DEO is tasked to widen the road by adding two lanes with a funding of PHP75.4 million. An amount of PHP18 million has also been allocated to widen, also by two lanes, the San Ignacio Bridge along Governor Camins Avenue. (PNA)
Tuesday, November 13, 2018
Toll execs eye bus ban on Skyway
An official of the Toll Regulatory Board (TRB) on Tuesday said they are eyeing to impose a ban on buses to traverse along elevated parts of the Skyway.
TRB spokesperson Bert Suansing said the initiative aims to prevent incidents of overspeeding bus drivers which might result in accidents on the major thoroughfare.
“Pinag-uusapan pa lang na pagbawalan ang mga buses sa elevated portion ng Skyway kasi nga masyadong matulin magpatakbo ang mga drivers niyan. Lumalabag na sila sa ating regulasyon sa loob ng tollway. Kasi ang mga bus ang maximum speed nila dapat ay 80 kilometers per hour (kph). Mas madalas mabilis pa sa 80 kph ang tinatakbo nila (We are considering not allowing buses along the elevated portion of the Skyway because their drivers are driving too fast. They are violating the regulations on the tollway which sets a speed limit of 80 kilometers per hours. They usually breach the 80 kph speed limit),” Suansing said in a radio interview.
The TRB official said drivers who are overspeeding on the Skyway pose dangers to passengers and other motorists.
The agency is currently conducting simulations on the effect of the proposed bus ban, he noted.
“Atin pong i-aanunsyo sa publiko yan kapag naipatupad (We'll announce this to the public if this will be implemented),” Suansing said.
A truck ban has been implemented on the Skyway since November 2016 to improve traffic flow and ensure road safety.
Skyway is a 32-kilometer elevated expressway stretching from Gil Puyat Avenue in Makati City to Alabang-Zapote Road in Muntinlupa City, catering to an average of 300,000 passengers daily.
TRB spokesperson Bert Suansing said the initiative aims to prevent incidents of overspeeding bus drivers which might result in accidents on the major thoroughfare.
“Pinag-uusapan pa lang na pagbawalan ang mga buses sa elevated portion ng Skyway kasi nga masyadong matulin magpatakbo ang mga drivers niyan. Lumalabag na sila sa ating regulasyon sa loob ng tollway. Kasi ang mga bus ang maximum speed nila dapat ay 80 kilometers per hour (kph). Mas madalas mabilis pa sa 80 kph ang tinatakbo nila (We are considering not allowing buses along the elevated portion of the Skyway because their drivers are driving too fast. They are violating the regulations on the tollway which sets a speed limit of 80 kilometers per hours. They usually breach the 80 kph speed limit),” Suansing said in a radio interview.
The TRB official said drivers who are overspeeding on the Skyway pose dangers to passengers and other motorists.
The agency is currently conducting simulations on the effect of the proposed bus ban, he noted.
“Atin pong i-aanunsyo sa publiko yan kapag naipatupad (We'll announce this to the public if this will be implemented),” Suansing said.
A truck ban has been implemented on the Skyway since November 2016 to improve traffic flow and ensure road safety.
Skyway is a 32-kilometer elevated expressway stretching from Gil Puyat Avenue in Makati City to Alabang-Zapote Road in Muntinlupa City, catering to an average of 300,000 passengers daily.
MRT rehab to start in January
The rehabilitation work for the Metro Rail Transit Line 3 (MRT-3) is expected to start in January, an official of the Department of Transportation (DOTr) said Monday.
“Transition is already ongoing up to December; the full mobilization will be by January,” DOTr Undersecretary for Railways Timothy John Batan said in a text message to the Philippine News Agency (PNA).
This follows last Thursday’s signing of the PHP18-billion (38-billion Japanese yen) loan agreement for the MRT rehabilitation project by the Department of Finance and the Japan International Cooperation Agency.
The loan agreement covers the repair and maintenance of the MRT-3’s electromechanical components, power supply, rail tracks, and depot equipment, and the overhaul of its 72 light rail vehicles.
The DOTr has earlier said that Sumitomo-Mitsubishi Heavy Industries will take over the rehabilitation and maintenance of MRT-3.
Sumitomo-Mitsubishi designed and built the railway system from 1998 to 2000 and maintained the system from 2000 to 2012.
The DOTr expects an improvement in the MRT operations starting in the third quarter of next year, with the gradual increase of its passenger capacity.
It also projects the speed of the MRT trains to improve from 30 km. per hour (kph) to 60 kph, with its headway time reduced from the current seven minutes to 3.5 minutes.
The number of trains is also expected to increase by 20 train sets from the current 15 trains during peak hours.
The upgrade of the MRT-3 will take about 43 months, with the first 26 months focused on the rehabilitation of the entire system.
The 16-km. MRT rail line from North Ave. in Quezon City to Taft Ave. in Pasay City currently accommodates an average of 300,000 passengers per day.
“Transition is already ongoing up to December; the full mobilization will be by January,” DOTr Undersecretary for Railways Timothy John Batan said in a text message to the Philippine News Agency (PNA).
This follows last Thursday’s signing of the PHP18-billion (38-billion Japanese yen) loan agreement for the MRT rehabilitation project by the Department of Finance and the Japan International Cooperation Agency.
The loan agreement covers the repair and maintenance of the MRT-3’s electromechanical components, power supply, rail tracks, and depot equipment, and the overhaul of its 72 light rail vehicles.
The DOTr has earlier said that Sumitomo-Mitsubishi Heavy Industries will take over the rehabilitation and maintenance of MRT-3.
Sumitomo-Mitsubishi designed and built the railway system from 1998 to 2000 and maintained the system from 2000 to 2012.
The DOTr expects an improvement in the MRT operations starting in the third quarter of next year, with the gradual increase of its passenger capacity.
It also projects the speed of the MRT trains to improve from 30 km. per hour (kph) to 60 kph, with its headway time reduced from the current seven minutes to 3.5 minutes.
The number of trains is also expected to increase by 20 train sets from the current 15 trains during peak hours.
The upgrade of the MRT-3 will take about 43 months, with the first 26 months focused on the rehabilitation of the entire system.
The 16-km. MRT rail line from North Ave. in Quezon City to Taft Ave. in Pasay City currently accommodates an average of 300,000 passengers per day.
Cancel LRT-1 extension award to Metro Pacific-Ayala consortium
IT has been more than three years since the Light Rail Manila Corp. — the consortium of Ayala Corp., Metro Pacific Light Rail Corp. of Metro Pacific Investments Corp. and Macquarie Infrastructure Holdings Phil. — won the award to build, operate and maintain the P64.9-billion Light Rail Transit (LRT) Line 1 extension project to Cavite. But until today, not a single concrete post for the extension line has been erected by the consortium.
Metro Pacific Light Rail Corp. holds a 55 percent stake in the consortium while AC Infrastructure Holdings Corp. of Ayala Corp. has 35 percent. Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings Phil. controls the remaining 10 percent.
Awarded sometime in September 2014 by then Transportation and Communications Secretary (and Liberal Party President) Joseph Emilio A. Abaya, the Ayala-Metro Pacific consortium was supposed to begin construction works for the LRT-1 extension within a maximum of one year from the signing of the concession agreement, or by October 2015. Under the terms of the award, the project should be fully operational within 54 months, or by May 2019. With less than seven months to go, it’s a foregone conclusion that the Ayala-Metro Pacific consortium will violate its contractual commitment to finish the LRT-1 extension to Cavite before the imposed deadline.
This certainly puts current Transportation Secretary Arturo Tugade in a bind. If he tolerates further delays, the DOTr stands to be accused of being a “captured agency” of Philippine business behemoths. The only logical and transparent way out for Tugade therefore is to cancel the LRT-1 extension award to the Ayala-Metro Pacific consortium. He certainly would have all the factual and legal bases to do so.
As early as 2014, then Transportation Secretary Abaya already announced that the Ayala-Metro Pacific consortium could start with the P65-billion LRT-1 extension project even without the decision of the Supreme Court on the common station in North Avenue, Quezon City.
This was after the high tribunal issued a temporary restraining order (TRO) when the SM Group contested the then DoTC’s move to relocate the P1.4-billion MRT-LRT common station project to Trinoma, an adjacent mall owned by competitor Ayala Land. “The TRO is in the transfer of the station. There is no restraint in the award of LRT 1 Cavite Extension,” Abaya clarified then.
Since then, the Metro Pacific-Ayala consortium has moved forward with the project but only in press releases rather than construction activities.
Six months after it was supposed to begin civil works on the extension project, the Metro Pacific-Ayala consortium tried to wiggle out of its contractual timeline by blaming the Yellow government (yes, their benefactor) for supposed delays in the delivery of right-of-way and in the procurement of new trains. That’s’ a bunch of crap — and they know it!
Even before the concession for the LRT-1 extension was bid out, all the six prospective bidders for the project (including the Metro Pacific-Ayala consortium) were aware that the right-of-way (ROW) acquisition requirement was already close to being completed. As far back as January 2014, the then DoTC had already completed 92.34 percent of the ROW acquisition requirement for the Baclaran-to-Dr. A. Santos segment; 69.2 percent of the Dr. A. Santos-to-Zapote segment; and 84.2 percent of the Zapote-to-Niog segment.
The ROW requirement becomes even less significant since it reportedly comprises less than 15 percent of the entire extension project. This means that the Metro Pacific-Ayala consortium could have started civil works on the other 85 percent — the non-contentious segment — if it wanted to as far back as 2016. Instead, the consortium dilly-dallied with all sorts of lame excuses.
Why? Because they didn’t want the billions of pesos needed to fund the project to come out from their pockets. Apparently, the ultimate strategy was to have LRT-1 passengers to pay for a big chunk of the extension line to Cavite.
This much was admitted by the Metro Pacific-Ayala consortium when it said that it was seeking a P5 increase in LRT-1 fares to fund the extension of the line to the Cavite suburbs. In fact, the company even warned that it might not be able to complete the 11.7-kilometer extension project by 2021 without the fare hike.
Genius talaga itong Metro Pacific-Ayala! Imagine, frying the riding public in its own lard.
So, whatever happened to the consortium’s express guarantee in its winning bid that it had the financial muscle to fund the P65-billion extension project? And what about its public statements that the Metro Pacific-Ayala consortium had already secured a P25-billion loan facility from three banks and that the remainder could be easily funded by equity from LRMC?
The consortium’s ingenious funding scheme earned a quick retort from Tugade — as it should. The Transportation secretary said companies should stop making the government a “hostage” by saying the construction of vital infrastructure is dependent on tariff increases under their concession agreements. “They should not say the extension of the LRT is dependent on the rate increase. They should not make us a hostage,” Tugade said.
Tugade also thumbed down the suggestion by the Metro Pacific-Ayala consortium for the government to subsidize the fare increase, saying that “if you will do business with the government, there should be no form of subsidy and guarantee.”
After quickly being cut down by the DOTr chief, the consortium replied that it will move forward with the construction of the extension even without the tariff adjustment. Yun naman pala eh. What are you waiting for, then?
If the Metro Pacific-Ayala consortium can’t put up a single post by the end of this year, it doesn’t deserve to keep the concession for the LRT-1 extension a minute longer.
https://www.manilatimes.net/cancel-lrt-1-extension-award-to-metro-pacific-ayala-consortium/466774/
Metro Pacific Light Rail Corp. holds a 55 percent stake in the consortium while AC Infrastructure Holdings Corp. of Ayala Corp. has 35 percent. Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings Phil. controls the remaining 10 percent.
Awarded sometime in September 2014 by then Transportation and Communications Secretary (and Liberal Party President) Joseph Emilio A. Abaya, the Ayala-Metro Pacific consortium was supposed to begin construction works for the LRT-1 extension within a maximum of one year from the signing of the concession agreement, or by October 2015. Under the terms of the award, the project should be fully operational within 54 months, or by May 2019. With less than seven months to go, it’s a foregone conclusion that the Ayala-Metro Pacific consortium will violate its contractual commitment to finish the LRT-1 extension to Cavite before the imposed deadline.
This certainly puts current Transportation Secretary Arturo Tugade in a bind. If he tolerates further delays, the DOTr stands to be accused of being a “captured agency” of Philippine business behemoths. The only logical and transparent way out for Tugade therefore is to cancel the LRT-1 extension award to the Ayala-Metro Pacific consortium. He certainly would have all the factual and legal bases to do so.
As early as 2014, then Transportation Secretary Abaya already announced that the Ayala-Metro Pacific consortium could start with the P65-billion LRT-1 extension project even without the decision of the Supreme Court on the common station in North Avenue, Quezon City.
This was after the high tribunal issued a temporary restraining order (TRO) when the SM Group contested the then DoTC’s move to relocate the P1.4-billion MRT-LRT common station project to Trinoma, an adjacent mall owned by competitor Ayala Land. “The TRO is in the transfer of the station. There is no restraint in the award of LRT 1 Cavite Extension,” Abaya clarified then.
Since then, the Metro Pacific-Ayala consortium has moved forward with the project but only in press releases rather than construction activities.
Six months after it was supposed to begin civil works on the extension project, the Metro Pacific-Ayala consortium tried to wiggle out of its contractual timeline by blaming the Yellow government (yes, their benefactor) for supposed delays in the delivery of right-of-way and in the procurement of new trains. That’s’ a bunch of crap — and they know it!
Even before the concession for the LRT-1 extension was bid out, all the six prospective bidders for the project (including the Metro Pacific-Ayala consortium) were aware that the right-of-way (ROW) acquisition requirement was already close to being completed. As far back as January 2014, the then DoTC had already completed 92.34 percent of the ROW acquisition requirement for the Baclaran-to-Dr. A. Santos segment; 69.2 percent of the Dr. A. Santos-to-Zapote segment; and 84.2 percent of the Zapote-to-Niog segment.
The ROW requirement becomes even less significant since it reportedly comprises less than 15 percent of the entire extension project. This means that the Metro Pacific-Ayala consortium could have started civil works on the other 85 percent — the non-contentious segment — if it wanted to as far back as 2016. Instead, the consortium dilly-dallied with all sorts of lame excuses.
Why? Because they didn’t want the billions of pesos needed to fund the project to come out from their pockets. Apparently, the ultimate strategy was to have LRT-1 passengers to pay for a big chunk of the extension line to Cavite.
This much was admitted by the Metro Pacific-Ayala consortium when it said that it was seeking a P5 increase in LRT-1 fares to fund the extension of the line to the Cavite suburbs. In fact, the company even warned that it might not be able to complete the 11.7-kilometer extension project by 2021 without the fare hike.
Genius talaga itong Metro Pacific-Ayala! Imagine, frying the riding public in its own lard.
So, whatever happened to the consortium’s express guarantee in its winning bid that it had the financial muscle to fund the P65-billion extension project? And what about its public statements that the Metro Pacific-Ayala consortium had already secured a P25-billion loan facility from three banks and that the remainder could be easily funded by equity from LRMC?
The consortium’s ingenious funding scheme earned a quick retort from Tugade — as it should. The Transportation secretary said companies should stop making the government a “hostage” by saying the construction of vital infrastructure is dependent on tariff increases under their concession agreements. “They should not say the extension of the LRT is dependent on the rate increase. They should not make us a hostage,” Tugade said.
Tugade also thumbed down the suggestion by the Metro Pacific-Ayala consortium for the government to subsidize the fare increase, saying that “if you will do business with the government, there should be no form of subsidy and guarantee.”
After quickly being cut down by the DOTr chief, the consortium replied that it will move forward with the construction of the extension even without the tariff adjustment. Yun naman pala eh. What are you waiting for, then?
If the Metro Pacific-Ayala consortium can’t put up a single post by the end of this year, it doesn’t deserve to keep the concession for the LRT-1 extension a minute longer.
https://www.manilatimes.net/cancel-lrt-1-extension-award-to-metro-pacific-ayala-consortium/466774/
Makati subway to make 6k jobs
Mayor Abigail Binay on Monday assured that the Public Rail Transport in the City of Makati will generate 6,000 jobs and new economic opportunities for residents once this subway system project is completed as planned in 2023.
The subway system, the first of its kind in the country, is a joint venture of the city government and a consortium of local and foreign investors, with no cash out on the part of the city.
The 30-year concession with the consortium includes maintenance and repair of the coaches and the control hub.
“The project will create around 6,000 new jobs for Makatizens and numerous economic opportunities just for the construction and operation of the train system alone. This does not include additional jobs which will be created as a result of the efficient transport system in the city,” Binay said.
The city chief executive expressed her full commitment to the project’s completion within five years, which she envisioned to be her lasting legacy to the people of Makati.
“I want this to be my legacy. It is time for a better and brighter future for everyone in Makati. I want the city to be truly livable, sustainable, inclusive, and resilient not just today but for the generations to come,” said Binay.
Binay also assured the public that the five-year construction period will not have adverse effects on traffic within Makati. This, she said, is one of the advantages of constructing a subway system. Since most of the work is done in tunnels underground, the disruption to daily traffic will be minimal.
“In just five years, Makati City, and the rest of the country will reap the benefits of having a reliable and efficient mass transport system. We are laying the groundwork for more advanced infrastructure and projects so our children can continue to be proud of the city they live in,” she emphasized.
The PRT system, which is scheduled to break ground before the end of the year, will have two tracks, up to 10 underground stations, and air-conditioned coaches which can accommodate 200 persons per car.
The entire system spans 10 kilometers with a train yard, maintenance depot, and central command center at ground level.
The stations will have at least 30 station entrances linked to destinations across Makati, which will spur the growth of small and medium businesses.
It will also be linked to ferry transport, interchanges to the existing MRT 3 line, as well as potential links to the future Japan International Cooperation Agency (JICA)-funded Metro Manila subway, and to future parking structures and transport feeders outside the existing business districts.
Once completed, the PRT will be able to service up to 27,000 passengers per hour per direction. The system also promises an interval of three to six minutes between trains on the first year, with 12 operational trains.
By 2024, Makati City is eyeing to have 18 trains with a two- to four-minute interval. The City is also prepared to accommodate as many as 40,500 passengers per hour during peak hours. The train system will run on an 18-hour operational cycle.
Binay stressed that the PRT will leave cumulative positive impacts, not only in Makati but in neighboring cities as well. Current statistics estimate that there are five million employees in Makati during work days.
Since there are only around 500,000 city residents, this would mean millions of commuters and drivers entering the city every day.
The PRT will not only decongest major thoroughfares, but it is also expected to increase work productivity by cutting down the daily commute or travel time of workers.
According to JICA’s congestion valuations, the Philippines will gain at least US$600 million annually in GDP just for enhanced productivity.
Interestingly, the project will allow for an additional 320,000 residents in Makati City.
Besides enjoying a walkable city with considerably less pollution, residents will also enjoy 20 percent higher land values because of the new transport system. The figure was based on the experience of other Asian cities like Bangkok and Hong Kong.
More importantly, a reliable, comfortable, and highly-efficient mass transport system will result in less traffic congestion and parking woes in the country’s premier financial district. Feasibility studies project 270,000 fewer cars in the streets of Makati by 2048.
This makes the PRT a more eco-friendly and sustainable solution as well, with a projected reduction of 2.3 million tons of CO2 annually in greenhouse gas emission by 2048.
In pushing for the subway project, Mayor Binay cited Hong Kong’s MTR system which was introduced in 1979. It helped usher in a period of unprecedented urban mobility and economic growth. Now, 90 percent of Hong Kong residents and workers commute without a car, translating into more hours a day for business and family.
The MTR also makes US$7 billion and serves 1.7 billion riders. The system is so successful that they advise and manage rail systems in countries around the world.
On the other hand, Bangkok’s subway system was launched in 2004 and now serves 100 million riders per year across 35 stations. Mayor Abby noted that like the Bangkok line, Makati’s PRT will be operational even during floods.
Binay also pointed out that other cities like Kuala Lumpur, Ho Chi Minh City, and Jakarta are now experiencing less congestion in their financial centers after a mass transport system has been introduced.
http://manilastandard.net/news/national/280338/makati-subway-to-make-6k-jobs.html
The subway system, the first of its kind in the country, is a joint venture of the city government and a consortium of local and foreign investors, with no cash out on the part of the city.
The 30-year concession with the consortium includes maintenance and repair of the coaches and the control hub.
“The project will create around 6,000 new jobs for Makatizens and numerous economic opportunities just for the construction and operation of the train system alone. This does not include additional jobs which will be created as a result of the efficient transport system in the city,” Binay said.
The city chief executive expressed her full commitment to the project’s completion within five years, which she envisioned to be her lasting legacy to the people of Makati.
“I want this to be my legacy. It is time for a better and brighter future for everyone in Makati. I want the city to be truly livable, sustainable, inclusive, and resilient not just today but for the generations to come,” said Binay.
Binay also assured the public that the five-year construction period will not have adverse effects on traffic within Makati. This, she said, is one of the advantages of constructing a subway system. Since most of the work is done in tunnels underground, the disruption to daily traffic will be minimal.
“In just five years, Makati City, and the rest of the country will reap the benefits of having a reliable and efficient mass transport system. We are laying the groundwork for more advanced infrastructure and projects so our children can continue to be proud of the city they live in,” she emphasized.
The PRT system, which is scheduled to break ground before the end of the year, will have two tracks, up to 10 underground stations, and air-conditioned coaches which can accommodate 200 persons per car.
The entire system spans 10 kilometers with a train yard, maintenance depot, and central command center at ground level.
The stations will have at least 30 station entrances linked to destinations across Makati, which will spur the growth of small and medium businesses.
It will also be linked to ferry transport, interchanges to the existing MRT 3 line, as well as potential links to the future Japan International Cooperation Agency (JICA)-funded Metro Manila subway, and to future parking structures and transport feeders outside the existing business districts.
Once completed, the PRT will be able to service up to 27,000 passengers per hour per direction. The system also promises an interval of three to six minutes between trains on the first year, with 12 operational trains.
By 2024, Makati City is eyeing to have 18 trains with a two- to four-minute interval. The City is also prepared to accommodate as many as 40,500 passengers per hour during peak hours. The train system will run on an 18-hour operational cycle.
Binay stressed that the PRT will leave cumulative positive impacts, not only in Makati but in neighboring cities as well. Current statistics estimate that there are five million employees in Makati during work days.
Since there are only around 500,000 city residents, this would mean millions of commuters and drivers entering the city every day.
The PRT will not only decongest major thoroughfares, but it is also expected to increase work productivity by cutting down the daily commute or travel time of workers.
According to JICA’s congestion valuations, the Philippines will gain at least US$600 million annually in GDP just for enhanced productivity.
Interestingly, the project will allow for an additional 320,000 residents in Makati City.
Besides enjoying a walkable city with considerably less pollution, residents will also enjoy 20 percent higher land values because of the new transport system. The figure was based on the experience of other Asian cities like Bangkok and Hong Kong.
More importantly, a reliable, comfortable, and highly-efficient mass transport system will result in less traffic congestion and parking woes in the country’s premier financial district. Feasibility studies project 270,000 fewer cars in the streets of Makati by 2048.
This makes the PRT a more eco-friendly and sustainable solution as well, with a projected reduction of 2.3 million tons of CO2 annually in greenhouse gas emission by 2048.
In pushing for the subway project, Mayor Binay cited Hong Kong’s MTR system which was introduced in 1979. It helped usher in a period of unprecedented urban mobility and economic growth. Now, 90 percent of Hong Kong residents and workers commute without a car, translating into more hours a day for business and family.
The MTR also makes US$7 billion and serves 1.7 billion riders. The system is so successful that they advise and manage rail systems in countries around the world.
On the other hand, Bangkok’s subway system was launched in 2004 and now serves 100 million riders per year across 35 stations. Mayor Abby noted that like the Bangkok line, Makati’s PRT will be operational even during floods.
Binay also pointed out that other cities like Kuala Lumpur, Ho Chi Minh City, and Jakarta are now experiencing less congestion in their financial centers after a mass transport system has been introduced.
http://manilastandard.net/news/national/280338/makati-subway-to-make-6k-jobs.html
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