Manila Light Rail Transit System
Manila Light Rail Transit System | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Minimum radius of curvature | 100–175 m (328–574 ft) (mainline);[2][3] 25–100 m (82–328 ft) (depot)[2][3] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | Overhead lines | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Average speed | 60 km/h (37 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Top speed | 80 km/h (50 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Manila Light Rail Transit System, commonly known as the LRT, is an urban rail transit system that primarily serves Metro Manila, Philippines. Although categorized as a light rail system because it originally used light rail vehicles, it presently has characteristics of a rapid transit system, such as high passenger throughput, exclusive right-of-way, and later use of full metro rolling stock. The LRT is jointly-operated by the Light Rail Transit Authority (LRTA), a government corporation attached to the Department of Transportation (DOTr), and the Light Rail Manila Corporation (LRMC). Along with the Manila Metro Rail Transit System and the Metro Commuter Line of the Philippine National Railways, the system makes up Metro Manila's rail infrastructure.
The LRT's 37.24-kilometer-route (23.14 mi) is mostly elevated and consists of two lines and 33 stations.
Many passengers who ride the system also take various forms of road-based public transport, such as buses and jeepneys, to and from a station to reach their intended destination. Although it aims to reduce traffic congestion and travel times in the metropolis, the transportation system has only been partially successful due to the rising number of motor vehicles and rapid urbanization. The network's expansion is set on resolving this problem.
Network
The network consists of two lines: the original Line 1 or Green Line, and the more modern Line 2, or Blue Line. Line 1 is aligned in a general north–south direction along over 19.65 kilometers (12.21 mi) of fully elevated track. From
During peak hours, Line 1 fields 30 trains at most; the time interval between the departure of one and the arrival of another, called headway, is a minimum of 3–4 minutes. On January 9, 2009, Line 1 fielded 31 trains with a headway of 2 minutes to service devotees in celebration of the Feast of the Black Nazarene.[9] Line 2 on the other hand, runs 10 trains at most with a minimum headway of 5 minutes.[10] With the proper upgrades, Line 1 is designed to potentially run with headway as low as 1.5 minutes.[11] Line 2 can run with headway as low as 2 minutes with throughput of up to 60,000 passengers per hour per direction (pphpd).[12]
In conjunction with the
Baclaran,
Both lines are open every day of the year from 4:30 am PST (UTC+8) until 10:15 pm on weekdays, and from 5:00 am until 9:50 pm on weekends, except when changes have been announced.[16] During Holy Week, a public holiday in the Philippines, the rail system is closed for annual maintenance, owing to fewer commuters and traffic around the metro. Normal operation resumes on Monday.[17] During the Christmas and year-end holidays, the operating hours of the line are shortened due to the low ridership of the system during the holidays.[18] Notice of special schedules is given through press releases, via the public address system in every station, and on the LRTA and LRMC websites.
Name and color | Opened | Last extension | Stations | Length | Termini | |
---|---|---|---|---|---|---|
Line 1
|
December 1, 1984 | October 22, 2010 | 20 | 19.65 km (12.2 mi) | Fernando Poe Jr. | Baclaran |
Line 2
|
April 5, 2003 | July 5, 2021 | 13 | 17.6 km (10.9 mi) | Recto | Antipolo |
Lines and stations in italics are either under construction, not yet operational, or have been closed. |
History
Early train system (1878–1945)
The system's roots date back to 1878 when an official from Spain's Department of Public Works for the Philippines submitted a proposal for a Manila streetcar system. The system proposed was a five-line network emanating from Plaza San Gabriel in
With the American takeover of the Philippines, the
Post-war (1945–1977)
The system was closed during World War II. By the war's end, the tram network was damaged beyond repair amid a city that lay in ruins. It was dismantled and jeepneys became the city's primary form of transportation, plying the routes once served by the tram lines.[22] With the return of buses and cars to the streets, traffic congestion became a problem.
In 1966, the Philippine government granted a franchise to Philippine Monorail Transport Systems (PMTS) for the operation of an inner-city monorail.[25] The monorail's feasibility was still being evaluated when the government asked the Japan International Cooperation Agency (JICA) to conduct a separate transport study.[24] Prepared between 1971 and 1973, the JICA study proposed a series of circumferential and radial roads, an inner-city rapid transit system, a commuter railway, and an expressway with three branches.[24] After further examination, many recommendations were adopted; however, none of them involved rapid transit and the monorail was never built. PMTS' franchise subsequently expired in 1974.[26]
Another study was performed between 1976 and 1977, this time by Freeman Fox and Associates and funded by the World Bank. It originally suggested a street-level railway, but its recommendations were revised by the newly formed Ministry of Transportation and Communications (now the DOTr). The ministry instead called for an elevated system because of the city's many intersections.[22] However, the revisions increased the price of the project from ₱1.5 billion to ₱2 billion. A supplementary study was conducted and completed within three months.
Advent of Line 1 (1977–2003)
President
Construction of Line 1 started in September 1981 with the Construction and Development Corporation of the Philippines (now the Philippine National Construction Corporation) as the contractor with assistance from Losinger & Cie, a Swiss firm (today Losinger Marazzi), and the Philippine subsidiary of the U.S.-based Dravo Corporation. The government appointed Electrowatt Engineering Services of Zürich to oversee construction and eventually became responsible for the extension studies of future expansion projects.[24] The Electrowatt plan—which is still used for planning future metro lines—consisted of a 150-kilometer (93-mile) network of rapid transit lines spanning all major corridors within 20 years, including a line on the Radial Road 6 alignment, one of the region's busiest road corridor.[30]
The line was test-run in March 1984, and the first half of Line 1, from Baclaran to Central Terminal, was opened on December 1, 1984. The second half, from
For the next few years Line 1 operations ran smoothly. In 2000, however, employees of METRO Inc. went on strike, paralyzing Line 1 operations from July 25 to August 2, 2000. Consequently, the LRTA did not renew its operating contract with METRO Inc. that expired on July 31, 2000, and assumed all operational responsibility.[4] At around 12:15 pm on December 30, 2000, a bomb—later learned to have been planted by Islamic terrorists—went off in the front coach of a Line 1 train pulling into Blumentritt station, killing 11 and injuring over 60 people in the most devastating of a series of attacks that day, now known as the Rizal Day bombings.[32][33]
The Line 2 project (2003–2021)
With Japan's ODA amounting to 75 billion yen in total, the construction of Line 2 began in the 1990s.
A two-station, 3.8-kilometer (2.4 mi) extension of Line 2 eastward from Marikina up to Masinag, Antipolo in the province of Rizal opened to the public on July 5, 2021, six years after construction began in 2015.[39]
Line 1 concession (2015–present)
On September 12, 2015, Light Rail Manila Corporation (LRMC), a joint venture company of
Infrastructure
Stations
With the exception of
The concourse area at LRTA stations typically contain a passenger assistance office (PAO), ticket purchasing areas (ticket counters and/or ticket machines), and at least one stall that sells food and drinks.
Folding bicycles are allowed to be brought inside the trains to promote bimodal transportation. The LRTA has also designated the last car of each train as "green zones", where folding bicycle users can ride with their bikes,[45] provided that it does not exceed the LRTA's baggage size limitations of 2 by 2 feet (20 by 20 in).[46]
Originally, Line 1 was not built with accessibility in mind. This is reflected in the Line 1's lack of
In cooperation with the
Rolling stock
Five types of
Line 1
Line 1 at various stages in its history has used two-car, three-car, and four-car trains. The two-car trains are the original first-generation BN trains (railway cars numbered from 1000). Most were transformed into three-car trains, although a lot of two-car trains remain in service. The four-car trains are the more modern second-generation Hyundai Precision and Adtranz (numbered from 1100), the third-generation Kinki Sharyo / Nippon Sharyo (1200),[50][51] and the fourth-generation Mitsubishi / Construcciones y Auxiliar de Ferrocarriles (13000) trains. There are 139 railway cars grouped into 40 trains serving the line: 63 of these are first-generation cars, 28 second-generation, and 48 third-generation. One train car (1037) was severely damaged in the Rizal Day bombings and was subsequently decommissioned.[10] The maximum speed of these cars ranges between 60 and 80 kilometers per hour (37 and 50 mph).[28][48]
As part of the second phase of expansion on the Yellow Line, 12 trains made in Japan by Kinki Sharyo and Nippon Sharyo were shipped in the third quarter of 2006 and went into service in the first quarter of 2007. The air-conditioned trains have boosted the capacity of the line from 27,000 to 40,000 passengers per hour per direction.[51][52][53]
As part of the south extension of the line, 30 new trains built in Spain and Mexico by Construcciones y Auxiliar de Ferrocarriles and Mitsubishi Corporation were procured in 2017.[54] The trains entered service in 2023.[55]
Line 2
Line 2 fleet runs eighteen heavy rail four-car trains with lightweight stainless car bodies and
An additional fourteen four-car trains for the east extension and the future west extension are currently in the process of being procured.[59]
Signalling
The system has used various signalling systems throughout its history. The original signalling system used in the LRT Line 1 was based on fixed block and relay type trackside systems. Trains had an automatic train stop system that activates if the train passes by a red signal or over-speeding. In 2007, as part of a capacity expansion project, the signalling system was replaced with a signalling and train control system based on automatic train protection and automatic train supervision using Siemens technology.[60][3] In 2022, as part of the line's south extension, the existing signalling system used in Line 1 was replaced by the Atlas 100 solution of Alstom, which is based on ETCS Level 1.[61][62]
On the other hand, Line 2 uses the
Line | Supplier | Solution | Type | Commission Date | Remarks |
---|---|---|---|---|---|
Line 1 | Alstom[62] | Atlas 100[61] | ETCS Level 1[66] | 2022 | None |
Line 2 |
FS2550 ATP[65] | Fixed block ATC[63][64] | 2003 | Ongoing upgrades[67] | |
Former | |||||
Line 1 | ACEC | unknown | Fixed block[60] | 1984 | Decommissioned by 2007 |
Siemens[60] | 2007 | Decommissioned by 2022 |
Safety and security
The system has always presented itself as a safe system to travel on, and despite some
Alert | Indication |
---|---|
Code Blue | Increased interval time between train arrivals |
Code Yellow | Slight delay in the departure and arrival of trains from stations |
Code Red | Temporary suspension of all train services due to technical problems |
Smoking, previously banned only at station platforms and inside trains, has been banned at station concourse areas since June 24, 2008.[69] Hazardous chemicals, such as paint and gasoline, as well as sharp pointed objects that could be used as weapons, are forbidden.[70] Full-sized bicycles and skateboards are also not allowed on board the train, however folding bicycles are allowed on both lines as of November 8, 2009.[71][72] Those under the influence of alcohol may be denied entry into the stations.[70]
In response to the
Fares
Line | Single journey | Value card |
---|---|---|
Line 1 | ₱15–35 | ₱14–35 |
Line 2 | ₱14–33 |
In 2003, the Manila Light Rail Transit System was one of the least expensive rapid transit systems in Southeast Asia, costing significantly less to ride than other systems in the region.[78][79] Unlike other transportation systems, in which transfer to another line occurs within a station's paid area, passengers have to exit and then pay a new fare for the line they are entering. This is also the case on the Yellow Line when changing boarding platforms to catch trains going in the opposite direction.
Both lines use two different fare structures: one for single journey cards and another for stored value (Beep) cards. Students, senior citizens, and persons with disabilities are entitled to a twenty-percent discount.[80]
Ticketing
Before 2001, passengers on Line 1 would purchase a token to enter the station. Subsequent upgrades in the fare collection system eventually transitioned the Yellow Line from a token-based system to a ticket-based system, with full conversion to a ticket-based system achieved on September 9, 2001.[81] Starting September 2015, the old magnetic tickets were decommissioned and replaced by contactless-based smart card technology by IDEMIA. Passengers can enter the system paid areas with either a single journey or stored value Beep Card. The Beep Card can be used on all LRT and MRT lines. Tickets can be sold from ticket booths staffed by station agents or from ticket machines.
Magnetic ticket
Previously, the system uses two types of tickets: a single journey (one-way) ticket whose cost is dependent on the destination, and a stored value (multiple-use) ticket available for ₱100.[82] Senior citizens and disabled passengers can receive fare discounts as mandated by law. Tickets would normally bear a picture of the incumbent president, though some ticket designs have done away with this practice.
Single journey tickets are only valid on the day of purchase and will be unusable afterward. They expire if not used to exit the same station after 30 minutes from entry or if not used to exit the system after 120 minutes from entry. If the ticket expires, the passenger will be required to buy a new one.
Stored value tickets are usable on both lines although a new fare will be charged when transferring from one line to the other. To reduce ticket queues, the LRTA is promoting the use of stored value tickets. Aside from benefitting from a lower fare structure on the Line 1, stored value ticket users can avail of a scheme called the Last Ride Bonus that grants the use of any residual amount in a stored value ticket less than the usual minimum ₱12 fare, or the appropriate fare for the station of arrival from the station of departure, as a full fare.[79] Stored value tickets are not reloadable and are captured by the fare gate after the last use. They expire six months after the date of first use.[82]
Tickets are used both to enter and exit the paid area of the system. A ticket inserted into a fare gate at the station of origin is processed and then ejected allowing a passenger through the turnstile. The ejected ticket is then retrieved while passing through so that it can be used at the exit turnstile at the destination station to leave the premises. Tickets are captured by the exit turnstiles to be reused by the system if they no longer have any value. If it is a stored value ticket with some value remaining, however, it is once again ejected by the fare gate to be taken by the passenger for future use.[41]
Despite the common practice for regular passengers to purchase several stored-value tickets at a time, the line barely has ticket shortages due to the inter-compatibility of tickets with the LRTA lines and the steady release of new tickets that addresses the problem.
Flash Pass
To better integrate the LRTA and MRTC networks, a unified ticketing system utilizing contactless smart cards, similar to the Octopus card in Hong Kong and the EZ-Link card in Singapore, was made a goal of the SRTS.[83][84] In a transitional move towards such a unified ticketing system, the Flash Pass was implemented on April 19, 2004, as a stopgap measure.[85] However, plans for a unified ticketing system using smart cards have languished,[86] leaving the Flash Pass to fill the role for the foreseeable future. Originally sold by both the LRTA and the Metro Rail Transit Corporation, the Blue Line operator, the pass was discontinued with the election of Benigno Aquino III as President of the Philippines in 2010.
The pass consisted of two parts: the Flash Pass card and the Flash Pass coupon.[87] A nontransferable Flash Pass card used for validation had to be acquired before a Flash Pass coupon can be purchased. To obtain a card, a passenger needed to visit a designated station and fill out an application form. Although the card is issued free of charge and contains no expiry date, it is expected to be issued only once. Should it be lost, an affidavit of loss had to be submitted before a replacement can be issued. The Flash Pass coupon, which served as a ticket, was linked to the passenger's Flash Pass card through the card number printed on the coupon. Coupons were sold for ₱250 and were valid for unlimited rides on all three lines of the LRTA and MRTC for one week.[87] The card and coupon were used by showing them to a security guard at an opening along the fare gates, who after checking their validity allowed the holder to pass through.[85]
Beep card
Beep is a reloadable contactless smart card aimed to be a replacement for the magnetic card-based system in paying rail based rapid transit transportation fares in and around Metro Manila. Beep is also aimed to be used in lieu of cash in some convenience stores and other businesses. The Beep system is implemented and operated by AF Payments Incorporated, which is primarily owned by Ayala Corporation and Metro Pacific Investments Corporation. It was first implemented in Line 2 in July 2015,[88] followed by Line 1 a month later.[89]
QR codes
The Light Rail Manila Corporation and AF Payments, Inc. presented a QR code-based ticketing system to be used in Line 1. Once approved, it can serve as viable alternatives to single journey tickets and can be purchased via mobile apps. Implementation of this ticket system was originally set for 2022 but has not been implemented yet.[90]
Fare adjustment
Adjusting passenger fares has been employed by the DOTC (predecessor of DOTr) and LRTA as a means to boost flagging ridership figures and improve the lines' services, and the issue of fares both historically and in the present continues to be a political issue.
Current fare levels were set on August 2, 2023, after its initial implementation by April 2023 was deferred by President
Expansion
Plans for expanding the LRTA network have been formulated throughout its history and successive administrations have touted trains as one of the keys to relieving Metro Manila of its long-standing traffic problems.[96] Expansion of the system was one of the main projects mentioned in a ten-point agenda laid out by President Gloria Macapagal Arroyo in 2005.[97]
Extensions
A south extension of Line 1 is under construction. The envisioned line would have 8 stations over 11.7 kilometers (7 mi) ending in
The LRTA is also currently conducting studies on the feasibility of a 6.2-kilometer (3.9 mi), four-station Line 1 spur from Baclaran towards Terminal 3 of
Line 2 is planned to be extended westward from Recto up to the
New lines
The LRT Line 6 was originally conceived as a continuation of the LRT Line 1 to Dasmariñas, Cavite. In its current form, the "Modified" Line 6 proposal is a 23.5 km (14.6 mi) elevated railway from Niog station in Bacoor to Governor's Drive station in Dasmariñas via the Molino–Paliparan Road. The line will also be extended further north to Ninoy Aquino International Airport (as Line 6B) in Pasay and further south as Tagaytay (as Line 6A extension). There will also be branch lines passing through Dr. Santos Avenue and Alabang–Zapote Road in southern Metro Manila. The combined length of the proposed line including the extensions and branch lines is at 86 km (53 mi) and with a track length 169 km (105 mi).[108][109][110]
Network map
Notes
- ^ While the rest of the system is mostly elevated, Line 2 has an underground section between Anonas and Santolan.
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Further reading
- Allport, R. J. (1986). Appropriate mass transit for developing cities. Transport Reviews: A Transnational Transdisciplinary Journal, 6(4), 365–384.
- Asia Pacific Energy Research Centre (APERC). Institute of Energy Economics, Japan. (2008). Urban Transport Energy Use in the APEC Region – Benefits and Costs (PDF). Tokyo: Author. ISBN 978-4-931482-39-5. Archived from the original(PDF) on July 22, 2011.
- Dans, Jose P. Jr. (1990). "The Metro Manila LRT system: its future". In Institution of Civil Engineers (ed.). Rail Mass Transit Systems for Developing Countries. London: Thomas Telford. ISBN 0-7277-1560-7.
- Midgley, Peter. (1994-03-31). Urban Transport in Asia : An Operational Agenda for the 1990s (World Bank technical paper no. 224). Washington D.C.: World Bank. ISBN 0-8213-2624-4.
- Thomson, J.M., R.J. Allport and P.R. Fouracre. (1990). "Rail mass transit in developing cities – the Transport and Road Research Laboratory study". In Institution of Civil Engineers (ed.). Rail Mass Transit Systems for Developing Countries. London: Thomas Telford. ISBN 0-7277-1560-7.)
{{cite book}}
: CS1 maint: multiple names: authors list (link - United States Agency for International Development. (June 2005). Integrated Environmental Strategies – Philippines Project Report – Metropolitan Manila. Author. (With United States Environmental Protection Agency, NREL, and the Manila Observatory).
- Uranza, Rogelio. (2002). The Role of Traffic Engineering and Management in Metro Manila. Workshop paper presented in the Regional Workshop: Transport Planning, Demand Management and Air Quality, February 2002, Manila, Philippines. Asian Development Bank (ADB). Archived from the original on 2009-12-29.
- Project Appraisal Document for the Metro Manila Urban Transport Integration Project (PDF) (Report). World Bank. May 23, 2001.