Rail transportation in the Greater Manila Area
Rail transportation in Metro Manila | |||
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standard gauge (current and future lines) | |||
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Rail transportation in the Greater Manila Area is a major part of the transportation system in Metro Manila and its surrounding areas. It consists of the Manila Light Rail Transit System, Manila Metro Rail Transit System, and the PNR Metro Commuter Line. The network makes up the majority of active railways in the country and bear the brunt of providing the metropolis with rail as a faster alternative mode of transport other than buses and jeepneys. However, these systems are currently insufficient for the rapidly expanding metropolis; to address this, new lines and line extensions are under construction, which will extend the system far out into neighboring regions.[2]
Network
There are three primary rail systems in the region:
- LRT Line 2.
- Manila Metro Rail Transit System – includes lines not owned by the LRTA, such as MRT Line 3 and MRT Line 7.
- Philippine National Railways – includes the PNR Metro Commuter Line from Governor Pascual station in Malabon to IRRI station in Laguna. Both North and South commuter lines have stopped operations on 28 March 2024. PNR has launched a replacement bus route (Tutuban-Alabang) for commuters who are affected by the shutdown of the South Metro Commuter line.[3]
In 2022, the system served 601,195 passengers daily on average.[1]
All lines are open every day of the year from 4:30 am
Line number/name and color | Opened | Last extension | Termini | Stations | Type | Length | |
---|---|---|---|---|---|---|---|
Manila Light Rail Transit System | |||||||
Line 1 | December 1, 1984 | October 22, 2010 | Fernando Poe Jr. | Baclaran | 20 | Light rail | 19.65 km (12.2 mi) |
Line 2
|
April 5, 2003 | July 5, 2021 | Recto | Antipolo | 13 | Heavy rail
|
17.6 km (10.9 mi) |
Manila Metro Rail Transit System | |||||||
Line 3 | December 15, 1999 | — | North Avenue | Taft Avenue | 13 | Light rail | 16.9 km (10.5 mi) |
Line 4 | 2028[6] (projected) | — | N. Domingo | Taytay | 11 | Heavy rail
|
15.56 km (9.67 mi) |
Line 7 | 2025[7] (projected) | — | North Triangle | San Jose del Monte | 14 | Heavy rail
|
22.8 km (14.2 mi) |
Metro Manila Subway (MMS) | 2026[8] (projected) | — | East Valenzuela | Bicutan NAIA Terminal 3 |
15 | Heavy rail
|
36 km (22 mi) |
Philippine National Railways | |||||||
Metro Commuter | April 6, 1970 | — | Governor Pascual | IRRI | 36 | Commuter rail | 60 km (37 mi) |
North–South Commuter Railway (NSCR) | 2029 | — | New Clark City | Calamba | 36 | S-train )
|
147 km (91 mi) |
Other transit lines | |||||||
Makati Subway
|
2025[9] (projected) | — | Amorsolo | Sampaguita | 13 | Heavy rail
|
10 km (6.2 mi) |
SkyTrain | — | — | Guadalupe | Uptown Bonifacio | 2 | People mover | TBD |
Lines and stations in italics are either under construction, not yet operational, or have been closed. |
Stations
As of 2021, the three systems and its four operational lines combined has 82 stations, covering a total of 114.15 kilometers (70.93 mi). Interchange stations, where commuters can transfer from one line to another, are also known as common stations.
History
Early rail systems
Rail transportation in the Manila area dates back to 1878 when an official from Spain's Department of Public Works for the Philippines submitted a proposal for a Manila streetcar system, now referred to as the Tranvía. The system proposed was a five-line network emanating from Plaza San Gabriel in
The Ferrocarril de Manila–Dagupan, which constitutes much of the
American period
With the American takeover of the Philippines, legislation was passed in 1909 authorizing further railway construction and the use of government bonds to finance them, and by 1916, 792.5 kilometers (492.4 mi) of track had been built by the company, which had reorganized itself as the Manila Railroad Company of New Jersey (MRR).[12] The Manila Railroad Company, which preceded the PNR, operated various local trains between Manila and its neighboring provinces. Trains from Tutuban lead to Naic in Cavite, Pagsanjan in Laguna, Montalban in Rizal, and Bulacan during the 1920s.[11]
Meanwhile, the
Post-war period
Following the war, the MRR was able to restore limited services, using surplus military equipment and payments made by the United States Army and the Philippine Commonwealth Army for use of railway facilities in the Philippines Campaign. However, the tram network was damaged beyond repair and was dismantled; jeepneys became the city's primary form of transportation, plying the routes once served by the tram lines.[14] 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.[17] The monorail's feasibility was still being evaluated when the government asked the Japan International Cooperation Agency (JICA) to conduct a separate transport study.[16] 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.[16] 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.[18]
Meanwhile, the MRR's successor, the
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 Department of Transportation). The ministry instead called for an elevated system because of the city's many intersections.[14] 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.
In 1978, at the request of the Philippine government, the Japan International Cooperation Agency conducted a study on the electrification of the PNR's north and south commuter lines in Metro Manila.[22] The plan, formulated to keep up with the increasing demand for transportation in the Manila area, called for the replacement of the diesel-run trains and the electrification of the PNR commuter line. Two experts from the Japanese National Railways were sent to conduct the study.[22]
Introduction of rapid transit
President Ferdinand Marcos created the Light Rail Transit Authority (LRTA) on July 12, 1980, by virtue of Executive Order No. 603[23] giving birth to what was then dubbed the "Metrorail". Construction of Metrorail started in September 1981. The line was test-run in March 1984, and the first half of the line from Baclaran to Central Terminal was opened on December 1, 1984. With the opening of its first segment, LRT Line 1 became the first rapid transit service in Southeast Asia.[24] The second half, from Central Terminal to Monumento, was opened on May 12, 1985.[25] Overcrowding and poor maintenance resulted in the system's inefficiency and disruptions to operations.[14] The premature aging of Line 1 led to an extensive refurbishing and structural capacity expansion program with the help of Japan's ODA.[26]
During the construction of the LRT Line 1, Electrowatt Engineering Services of Zürich also designed a comprehensive plan for metro service in Metro Manila. The plan—still used as the basis for planning new metro lines—consisted of a 150-kilometer (93 mi) network of rapid transit lines spanning all major corridors within 20 years.[27] The plan would be revised in 1999 as the Metro Manila Urban Transportation Integration Study by the Japan International Cooperation Agency.[28]
The construction of the Metro Rail Transit system's first line, MRT Line 3, would officially began in 1989 under the name "LRT-3" with the Hong Kong-based EDSA LRT Corporation winning the public bidding for the line's construction during the term of President Corazon Aquino.
In 1990, the PNR's commuter system underwent renovations under the working title of Metrotrak.[32] By May of that year, the system was inaugurated as Metrotren to distinguish it from the LRT Line 1, then named "Metrorail".[33] However, the Metrotren system eventually suffered neglect due to lack of funding and maintenance. Plans for expansion and rehabilitation such as the Manila–Clark rapid railway project and Guadalupe line revival was also never realized.[34] In addition, numerous natural disasters and neglect forced the line from Manila to Northern Luzon to close.[35]
LRT Line 2 would begin construction in 1996, twelve years after the opening of LRT Line 1, with the granting of the soft loans for the line's construction. However, construction barely commenced, with the project stalled as the Philippine government conducted several investigations into alleged irregularities with the project's contract. The consortium of local and foreign companies, led by Marubeni Corporation, formed the Asia-Europe MRT Consortium (AEMC) which won the contract and restarted the project in 2000 after getting cleared from the allegations.[36]
Expansion
Numerous rail projects would be completed in the early 2000s. On July 20, 2000, the rest of the MRT Line 3 stations opened a little over a month past the original deadline, due to DOTC's inclusion of additional work orders such as the Tramo overpass in Pasay leading to NAIA.
Rehabilitation of the PNR and NorthRail
The Arroyo administration attempted to modernize the PNR system by rebuilding the lines and purchasing new rolling stock. PNR purchased 6 brand new diesel multiple units from South Korea and became its first order in 35 years.[41] The government also started the NorthRail project, which would have revived the North Main Line from Tutuban to Malolos, with the first phase covering Caloocan to Malolos segment.[42] The project was estimated to cost around US$500 million, and the funding was to be covered by a US$400 million by the Export–Import Bank of China, and the rest to be shouldered by the government through BCDA and NLRC.[42][43][44] However, due to allegations of overpricing and other problems,[42] the line's construction was repeatedly halted, until it was finally discontinued in 2011.[45][43] The succeeding Aquino administration rebuilt the stations along the line to accommodate high-floor trains. PNR also acquired second-hand multiple units from Japan as stopgap measures to its train fleet, ending the Metrotren era.[46]
Strong Republic Transit System
The Strong Republic Transit System was launched in 2004 to integrate the various rail lines providing public transport in Manila in the
Contemporary history
Numerous extensions to the existing lines would be opened beginning in 2010. The construction of LRT Line 1's north extension to Roosevelt began in 2007 and would be completed by 2010. Originally supposed to end at
However, the early 2010s were also marked by the deterioration of some lines. PNR's commuter line in the region would further decline as services were further suspended to
Several new railway projects are being undertaken by the national government and the private sector. These include the North–South Commuter Railway, the Metro Manila Subway, and MRT Line 7, all of which are under construction.[2][60] Other line extensions and railway lines are in the planning stage.[61][62]
Rolling stock
The railway systems in the Greater Manila Area use multiple types of rolling stock.
Manila LRT
Four types of
Of the two LRTA lines, the Line 2 prominently employs
Manila MRT
Currently, the system uses two types of rolling stock on its single line, MRT Line 3. Like LRT Line 1, the line uses light rail vehicles. The first railway cars were manufactured by
The MRT Line 4, Line 7, and the Metro Manila Subway will use heavy rail metro cars unlike Line 3, with the trains of the Metro Manila Subway being similar to that of the North–South Commuter Railway.[67]
Philippine National Railways
The Metro Commuter Line has always used diesel-powered rolling stock since the services were opened in 1970. There were no new orders until 2009 when PNR ordered the Hyundai Rotem DMUs, followed by second-hand multiple units and coaches from Japan. PNR later ordered 7 new trains from Indonesian manufacturer PT INKA in 2018, subsequently increased to 9. The DOST Hybrid Electric Train also entered trial service the same year.[68] The agency then commenced the refurbishment of its entire fleet the following year, which introduced polycarbonate windows that can resist stoning as well as a new livery. After all the INKA trainsets have arrived and the refurbishment of older trains are completed, the Hyundai Rotem DMUs and the INKA trainsets will become the Metro Commuter fleet while the older Japanese trainsets will be transferred to the Bicol Region for its new commuter service unless PNR decides otherwise.
The North–South Commuter Railway will use a total of 464 electric multiple unit train cars, equivalent to 58 train sets. 104 of these are the thirteen 8-car EM10000 class trainsets being built by the Japan Transport Engineering Company (J-TREC), while the other 304 will also be built by J-TREC with the same design and specifications to the EM10000 class trains.[69] The trainsets are based on JR East commuter stock such as the E233 series but adopted to standard gauge. The first commuter train arrived on November 21, 2021.[70] On the other hand, an order for 56 airport express trainsets (7 sets) are being procured as of 2022.[71] The Department of Transportation later announced it will acquire its airport express train from Japanese manufacturers on May 10, 2021.[72]
Notes
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Further reading
- Regidor, Jose Regin F.; Aloc, Dominic S. (2017). "Railway Transport Planning and Implementation in Metropolitan Manila, 1879 to 2014". Journal of the Eastern Asia Society for Transportation Studies. 12. .
- Gonzalez, Michael Manuel (1979). "The de Manila a Dagupan" (PDF). Asian Studies. 12. University of the Philippines. Archived from the original (PDF) on October 17, 2015. Retrieved May 15, 2023.