"LRT Line 1" redirects here. For the light rail transit systems in Indonesia, see Palembang LRT and Cibubur Line
The Light Rail Transit Line 1, commonly referred to as LRT Line 1 or LRT-1, is a light rapid transit system line in Metro Manila, Philippines, operated by Light Rail Manila Corporation (LRMC) and owned by the Light Rail Transit Authority (LRTA) as part of the Manila Light Rail Transit System. Originally referred to as Metrorail and the Yellow Line, LRT Line 1 was reclassified to be the Green Line in 2012. It travels in a general north–south direction from Baclaran to Monumento, and then east–west from Monumento to Fernando Poe Jr. Currently, the line consists of 20 stations and runs on 19.65 kilometers (12.21 miles) of fully elevated route. Although it has the characteristics of light rail, such as with the type of rolling stock used, it is more akin to a rapid transit system owing to its total grade separation and high passenger throughput.
First envisioned in a 1977 study conducted by Freeman Fox and Associates which suggested a street-level railway in Manila, the government revised this recommendation to an elevated system. In 1980, President Ferdinand Marcos created the LRTA and construction of the line began the following year. With its partial opening in 1984 and completion the following year, it became the first rapid transit service in Southeast Asia.[10] LRT Line 1 would become one of the busiest among Metro Manila's three rapid transit lines; it served 216,667 daily average passengers in 2022, making it the second-busiest, just behind the MRT Line 3.[1]
The line is integrated with the public transit system in Metro Manila, and passengers 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 the line aimed to reduce traffic congestion and travel times in Metro Manila, the transportation system has only been partially successful due to the rising number of motor vehicles and rapid urbanization. Expanding the network's revenue line to accommodate more passengers, through extension projects,[11] is set on resolving this problem.[12]
Route
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The line is predominantly aligned to the path of Taft Avenue (Radial Road 2) which was chosen largely due to its straight course. Later on, as Taft Avenue ends, it shifts to Rizal Avenue and Rizal Avenue Extension (Radial Road 9) then turning right on EDSA before ending at the corner of North and West Avenues and EDSA. The south extension will span from the Quirino Avenue, Harrison Avenue, and Taft Avenue Extension intersection, then would travel down from Redemptorist Road, Roxas Boulevard, and Manila–Cavite Expressway, afterwards, it will traverse through the Parañaque River and will enter Ninoy Aquino Avenue until reaching and traversing the C5 Extension Road; and will once again enter Coastal Road, crossing the Las Piñas-Bacoor Boundary Bridge along the Zapote River, and traverse through the Alabang–Zapote Road and Aguinaldo Highway intersection, until reaching Niog station located along Bacoor Boulevard in Bacoor, Cavite.
The line links the cities of Quezon City, Caloocan, Manila, and Pasay, with the upcoming stations passing through the cities of Parañaque, Las Piñas, and Bacoor in Cavite.
Stations
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The line serves 20 stations along its route. A twenty-first station is yet to be constructed.[13] Eight stations which are part of the south extension are also set to be constructed south of Baclaran. Malvar station in Caloocan was previously proposed during the construction of the northern extension located between Monumento and Balintawak, becoming a bargaining object during the entire extension line's construction in the jurisdiction of Caloocan. However, the planned Malvar station was completely shelved by the Aquino administration.[14]
Three stations serve as connecting stations between other lines in the metro. Doroteo Jose is indirectly connected to the Recto of the LRT Line 2 through a covered walkway; Blumentritt is immediately above its PNR Metro Commuter Line counterpart; and EDSA is connected to the Taft Avenue station via a covered walkway. No stations are connected to other rapid transit lines within the paid areas, though that is set to change when the North Triangle Common Station, which has interchanges to MRT Line 3 and MRT Line 7, opens in 2024.
Legend † Existing terminusOperations and services
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The line operates from 4:30 a.m. PST (UTC+8) until 10:15 p.m. on weekdays, and 5:00 a.m. until 9:45 p.m on weekends and holidays.[15] It operates almost every day of the year unless otherwise announced. Special schedules are announced via the PA system in every station and also in newspapers and other mass media. During Holy Week, a public holiday in the Philippines, the rail line is closed for annual maintenance, owing to fewer commuters and traffic around the metro. Normal operation resumes after Easter Sunday.[16] During the Christmas and year-end holidays, the operating hours of the line are shortened due to the low ridership of the line during the holidays.[17]
History
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Planning and funding
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The 1977 Metro Manila Transport, Land Use and Development Planning Project (MMETROPLAN), a fourteen-month study conducted by Freeman Fox and Associates and funded by the World Bank, recommended the construction of a street-level light rail line in Manila. Following a review by the Ministry of Transportation and Communications, later the Department of Transportation (DOTr), the proposal was revised to an elevated railway to avoid building over the city's many intersections,[18] while the option for an underground line was rejected due to the high water table in Manila;[19] this raised the project's cost from ₱1.5 billion to ₱2 billion. An alignment along Rizal and Taft avenues, which spanned from Monumento, Caloocan in the north to Baclaran, Pasay in the south, was selected because it followed a relatively straight path for most of its route.[18]: 36 On July 12, 1980, President Ferdinand Marcos created the Light Rail Transit Authority (LRTA) and assigned First Lady and Governor of Metro Manila Imelda Marcos as its chairman. While the LRTA confined its roles to policy making, fare regulation, and future planning, the line's operations were assigned to Metro, Inc., a sister company of Meralco. The line came to be referred to as Metrorail.[20]
The Belgian Government granted a ₱300 million soft and interest-free loan for the project's construction, with a repayment period of 30 years. Additional funding was later sourced from a ₱700 million loan, provided by a Belgian consortium consisting of ACEC, La Brugeoise et Nivelles, Tractionnel Engineering International, and Transurb Consult. The consortium also supplied the line's first light rail vehicles, power control, signalling, and telecommunications, as well as provided training and technical assistance. Designed as a public utility rather than a profit center, the line was expected to incur a deficit through 1993, but complete its repayments within a period of 20 years.[20]
Construction and opening
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The government-owned Construction Development Corporation of the Philippines was the project's sole contractor.[18]: 36 Single column cast-in-place concrete piers carrying precast concrete T-girders and a concrete deck slab were used for the original line from Monumento to Baclaran. The columns are spaced apart by 20 to 27 meters (66 to 88 ft) rising from a cap on top of bored or driven concrete piles. Four of the 2.1-meter (7 ft) wide girders are side by side in each span to accommodate bidirectional standard-gauge railway tracks located 6.1 meters (20 ft) above the street level.[19]
Driven piles were originally used for 80 percent of the project, with spread footings being used for the remaining portion. However, during construction, it was determined that bored piles should be utilized in some areas to mitigate noise and avoid potential damage to nearby buildings. Additionally, the original use of stockpiled precast piles caused clutter on the streets during construction.[19]
In 1981, an economic recession hit the country and the government's were unable to provide counterpart funds for civil works and right-of-way acquisition, which amounted to 60 percent of the project's total cost, led to a delay in construction.[21]: 170 Work finally resume after the Economic Recession and the EDSA Revolution in September of that year along Taft Avenue, between Epifanio de los Santos Avenue (EDSA) and Libertad Street.[22] In order to make way for Carriedo station and a segment of tracks approaching the Pasig River, a department store and a classroom building owned by FEATI University were demolished.[18]: 36
The southern section, between the Baclaran and United Nations stations, was inaugurated on September 11, 1984, by President Ferdinand Marcos. Commercial operations along this section commenced on December 1. The line became fully operational on May 12, 1985, when the northern section between Central Terminal and Monumento opened. During the first several years, two-car trains that could accommodate up to 748 passengers were utilized. This amounted to a capacity of 20,000 passengers per direction.[23]
Capacity expansions
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First phase
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The trains procured under the first phase of the capacity expansion in November 2006.Line 1 would eventually reach capacity in the 1990s due to traffic congestion and air pollution. The line fell so far into disrepair due to premature wear and tear that trains headed to Central Terminal station had to slow to a crawl to avoid further damage to the support beams below as cracks reportedly began to appear.[18] The premature aging of Line 1 led to an extensive refurbishing and structural capacity expansion program with a help of Japan's official development assistance.[12]
The capacity expansion project was one of the flagship projects of the administration of President Fidel V. Ramos.[12] A loan agreement for the first phase of the capacity expansion project was signed in 1994.[12] In August 1996, a consortium of Marubeni Corporation, Adtranz, and ABB was awarded the contract and was signed the following September.[24][25] The project, undertaken at a cost of ₱4.1 billion,[26] involves the procurement of seven four-car trains that were ordered from Hyundai Precision, and the refurbishment and conversion of the original two-car trains into three-car trains in 1999. In line with the introduction of the four-car trains, the station platforms were also extended.[12] The project was completed in 2002.[12]
During the first phase of the capacity expansion, a labor strike was launched by employees of Meralco Transit Organization (METRO, Inc.) in July 2000 as their operations and maintenance contract with the Light Rail Transit Authority (LRTA) was about to expire. It paralyzed the operations of the line for a week. The LRTA decided not to renew its contract with METRO, Inc. that expired on July 31, 2000, and the former assumed operational responsibility,[27] LRTA undertook this responsibility until September 12, 2015, when the operations and maintenance of the line were privated to the Light Rail Manila Corporation for thirty-two years as part of the line's south extension.
Second phase
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The trains procured under the second phase of the capacity expansion undergoing a test run in November 2006.Another capacity expansion project was initiated in April 2000 during the administration of President Joseph Estrada due to the high demand of passengers in line with the completion of the MRT Line 3 (and eventually, LRT Line 2).[28][26] Funded through an ₱8.893-billion loan from the Japan Bank for International Cooperation,[29] the second phase of the capacity expansion project was divided into two packages. Package A involves the procurement of twelve four-car trains, upgrades to the signalling and communications equipment, and upgrades to the stations and depot. Package B, on the other hand, involves the procurement and installation of air conditioning units for the 1000 class trains, replacement of faulty air conditioning units of the 1100 class trains, renovation of 4 kilometers (2.5 miles) of railway track and railway sleepers, and procurement of equipment and spare parts used for track works. The installation of equipment for the automatic fare collection system was also included in the capacity expansion project.[28]
North extension
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Balintawak station, one of the two stations constructed under the north extension project in 2016.With the completion of the first phase of the MRT Line 3 in 1999, there were plans to extend Line 3 towards Monumento station (Phase 2) to create a seamless rail loop around Metro Manila.[30] However, the extension was shelved by then-President Gloria Macapagal Arroyo in favor of a 5.7-kilometer (3.5-mile) extension of the LRT-1 to the MRT-3 North Avenue station. The project involved the construction of three stations: Balintawak, Roosevelt (renamed Fernando Poe Jr.) , and a common station at North Avenue. However, due to disputes in the common station's location, the station would only begin construction in 2017. This was also known as the MRT–LRT Closing the Loop project.
In September 2008, then-mayor of Caloocan Enrico Echiverri, petitioned the government to construct Malvar station, an intemediary station between Balintawak and Monumento.[31] Two months later, two thousand residents from Barangay Bagong Barrio, where the station would be built, staged a protest along EDSA to urge the government to build the station.[32] Malvar station would eventually be approved in July 2009.[33] Though it was reported that the feasibility study for the station was completed,[34] construction has yet to start.
Construction eventually began in June 2008.[35] The joint venture of DMCI and First Balfour built the viaduct and the two stations,[36] while the electrical and mechanical systems contracts were assigned to different contractors.[34][37]
The project was intended to integrate the LRT Line 1 and MRT Line 3 operations. Structure gauge tests were eventually conducted in the extension by February 2010, which found that the LRT Line 1 trains can run on MRT Line 3 tracks.[38] On February 25, 2010, as part of the 24th anniversary of the People Power Revolution, President Arroyo and Vice President Noli de Castro rode an MRT-3 train from Santolan to North Avenue before transferring to a Line 1 train that passed along the extension until Monumento.[39] Balintawak station opened on March 22, 2010,[40] while FPJ station opened seven months later, on October 22.[3]
To integrate the operations of the LRT Line 1 and MRT Line 3, the then-Department of Transportation and Communications, under Secretary Jose de Jesus, launched an auction for a temporary five-year operations and maintenance contract for the two lines. The bidding was set by July 2011. Over 21 companies from around the world expressed interest to bid which included Metro Pacific Investments, Sumitomo Corporation, Siemens, DMCI Holdings, San Miguel Corporation, and others.[41] After de Jesus resigned from the DOTC,[42] his successor, Mar Roxas, halted the auction process and was later shelved.[43]
An extension to the North Triangle Common Station is set to open in 2024.
Privatization
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A plan to privatize the line was pursued as part of the south extension project. The bidding was set for August 2013, but failed.[44] The project was rebidded, and on September 12, 2014, the operation and maintenance of LRT Line 1 and the construction of a ₱65 billion extension project to Bacoor, Cavite was awarded to the Light Rail Manila Corporation (LRMC), a joint venture company of Metro Pacific's Metro Pacific Light Rail Corporation (MPLRC), Ayala Corporation's AC Infrastructure Holdings Corporation (AC Infra), and the Philippine Investment Alliance for Infrastructure's Macquarie Infrastructure Holdings (Philippines) PTE Ltd. (MIHPL) (with Sumitomo Corporation following in May 2020).[45][46] The consortium signed a concession agreement with the DOTr and LRTA on October 2, 2014.[47][48] LRMC contracted the operation and maintenance of the line for 20 years to RATP Dev under its subsidiary RATP Dev Transdev Asia, a joint venture between Transdev and RATP Dev on December 8, 2014.[49][50] The 32-year concession started on September 12, 2015.
Rehabilitation
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A rail replacement program commenced in 2016, as a continuation of the previous rail replacement program completed by the Light Rail Transit Authority.[51] LRMC signed a contract with First Balfour for the structural restoration project of Line 1 on April 19, 2017,[52] and in November 2018, LRMC tapped First Balfour and MRail, a subsidiary of Meralco for the rehabilitation of rectifier substations.[53]
LRMC has also rehabilitated the first and second-generation trains to add more trains servicing the line.[54][55]
Station facilities, amenities, and services
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Baclaran station, the line's southern terminus, in 2008All stations in Line 1 are elevated, with the exception of Zapote station.
Station layout and accessibility
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Most stations are composed of only one level, accessible from the street below by stairway, containing the station's concourse and platform areas separated by fare gates. Some stations tend to have a concourse level below the platforms. The single-level stations of Line 1, however, was not built with accessibility in mind, due to the lack of barrier-free facilities such as escalators and elevators. Some stations, such as Monumento and EDSA, are connected at concourse level to nearby buildings, such as shopping malls, for easier accessibility. Some trains have spaces for passengers using wheelchairs.
As of November 8, 2009, folding bicycles are allowed to be brought into trains provided that it does not exceed the LRTA's baggage size limitations of 2 by 2 feet (20 by 20 in).[56] The last car of each train are also designated as "green zones", where folding bicycle users can ride with their bikes.[57]
All stations have side platforms except for Baclaran, which has one side and one island platform. Due to the high patronage of the line, part of the platform corresponding to the front car of the train is cordoned off for the use of women, children, elderly and disabled passengers.[58]
Shops and services
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Inside the concourse of some stations are stalls or shops where people can buy food or drinks. Stalls vary by station, and some have fast food stalls. The number of stalls also varies by station, and some stations tend to have a wide variety.
Stations such as Monumento and Baclaran are connected to or are near shopping malls and/or other large shopping areas, where commuters are offered more shopping varieties.
Ridership
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The current designed daily ridership of the line is 560,000 passengers[59] and currently aims to increase the number of passengers being served on the line to more than 800,000 passengers, as the line's south extension is set to be fully operational by 2027.
On January 9, 2012, the line served a record 620,987 passengers during the Feast of the Black Nazarene (Carriedo station is near to the Quiapo Church), and since the day falls on a working weekday.[60] In 2018, the line carried 300,000 to 500,000 passengers daily, due to the increased number of trains, from 86 vehicles to 113 vehicles available for daily trips. This gradually reduces the waiting time of passengers from 5 minutes to as much as 2 to 3.5 minutes.[61][62] It also carried as much as 14.63 million passengers monthly in 2018.[61] However, as of 2024, the waiting time has been officially reported at 5 to 6 minutes.[63]
Rolling stock
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Different types of rolling stock at the line's depot in Baclaran, Pasay. The newer fourth-generation trains are the red trains on the right.The line at various stages in its history has used different configurations of two-car, three-car, and four-car trainsets. The two-car trains are the original first-generation BN and ACEC trains (railway cars numbered from 1000). Most were transformed into three-car trains, although some two-car trains remain in service. The four-car trains are the more modern second-generation Hyundai Precision / Adtranz (1100), third-generation Kinki Sharyo / Nippon Sharyo (1200), and fourth-generation Construcciones y Auxiliar de Ferrocarriles (CAF) / Mitsubishi (13000).[64][65][66]. There are 259 railway cars grouped into 126 trains serving the line: 63 of these are first-generation, 28 second-generation, 48 third-generation, and 120 fourth-generation cars. Some of the cars, especially those from 1st generation, were decommissioned due to them being cannibalized or involved in accidents. Such as 1037, which was severely damaged in the Rizal Day bombings in 2000, it was subsequently decommissioned afterwards and eventually scrapped.[5][67]
The maximum design speed of these cars ranges between 60 and 70 kilometers per hour (37 and 43 mph), but only run at a maximum operational speed of 60 kilometers per hour (37 miles per hour).[68][69] Until 2011, all trains ran at the maximum speed until it was downgraded to 40 kilometers per hour (25 miles per hour) due to the deteriorating condition of the railway tracks, except for the north extension which continued running on the 60 km/h (37 mph) maximum speed. After a three-year rail replacement program, the operating speed was restored to 60 km/h (37 mph) on April 5, 2021.[70]
The line's fleet is being modernized to cope with increasing numbers of passengers. In the initial phase of its capacity expansion program completed in 1999, the line's seven four-car second-generation trains were commissioned providing an increased train capacity of 1,358 passengers while the original two-car trains capable of holding 748 passengers were transformed into three-car trains with room for 1,122.[64] As part of the second phase of expansion, twelve new trains made in Japan by Kinki Sharyo and Nippon Sharyo were purchased in 2005 and were introduced in December 2006, providing a capacity of 1,388 passengers.[29][65][71][72] The fourth-generation trains, ordered in 2017 with Japanese funding for the south extension to replace the first-generation trains,[73][74][75][76] were delayed in deployment due to the need to rectify factory defects in the roofs of the units that went undetected prior to delivery due to the inability to conduct factory inspections during the COVID-19 pandemic.[77] Rectification works were conducted with costs shouldered by the manufacturer. The new train sets entered revenue service on July 20, 2024.[78]
Prior to 1999, the first-generation trains were notorious for its lack of air conditioning, relying instead on forced-air roof ventilation for cooling.[79] This however resulted in hot and stuffy rides. Although the entry of the second-generation trains in 1999 marked the introduction of air-conditioned trains in the line, the problem was fully addressed after a preparatory rehabilitation program completed in 2001 allowed the installation of air conditioners to the older rolling stock in 2004.[80][81][82]
LRMC has also built an in-house laboratory for production, manufacturing, fabrication and repair of train parts that are no longer available in the market.[83]
The Passenger Assist Railway Display System, a passenger information system powered by LCD screens installed near the ceiling of the train that shows news, advertisements, current train location, arrivals and station layouts, are already installed in the third-generation trains, along with the trains of Line 2 and the first-generation trains of Line 3. As of the 4th quarter of 2024, these units were discreetly removed and prior to removal, were no longer operating.
Depot
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The line maintains an at-grade depot in Baclaran, Pasay. It serves as the center of the operations and maintenance of the line. It is connected to the mainline through a spur line. Before its expansion, the depot had a capacity of 145 light rail vehicles and an area of 6.4 hectares (16 acres).[84] It was expanded to an area of 10.6 hectares (26 acres) to accommodate 197 vehicles, with Shimizu Corporation and First Balfour implementing the project.[85] Expansion works were completed after the depot was inaugurated on February 23, 2022.[86]
A satellite depot is being constructed in Zapote as part of the line's south extension project. When completed, the satellite depot will handle 72 light rail vehicles.[85]
Other infrastructure
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Signalling
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Alstom Atlas 100 signal lightsThroughout its history, the line used different signalling systems. The line currently uses the Alstom Atlas 100 solution based on ETCS Level 1.
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. Based on a procurement plan published by the Light Rail Transit Authority, most of the signalling equipment, including track circuits, were supplied by ACEC.[8]
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 (ATP) and automatic train supervision (ATS) using Siemens technology. The ATP system monitors the speed of the trains, while the ATS system directs train operations. Prior to the 2022 upgrade, the signalling system was designed to operate at a headway of 112 seconds.[5][87] Aside from the ATP and ATS systems, its subsystems include train detection through axle counters, and microprocessor-based interlocking.[87]
The signalling system was again upgraded as part of the line's south extension. Alstom was awarded a contract in February 2016 to supply the signalling and communications systems for the line.[7] Alstom supplied the Atlas 100 solution based on ETCS Level 1. The testing and commissioning phase of the upgraded signalling system started in November 2021 and was completed on February 1, 2022.[6]
Tracks
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The tracks have three types: ballasted, slab tracks and concrete plinth. Ballasted sections are found in the original 13.95-kilometer (8.67-mile) section from Baclaran to Monumento, while slab tracks are found in the north extension, and the newer Cavite extension uses concrete plinths, like the MRT-3 and LRT-2. For the ballasted and ballastless tracks, the rails are supported by twin-block concrete railroad ties, and have a track center distance of 3.2 meters (10 feet).[87][88]
The tracks in the original 13.95-kilometer (8.67-mile) line consist of 50-kilogram-per-meter (100-pound-per-yard) rails designed to the EB 50T rail profile, while the tracks in the future extension line consist of 54-kilogram-per-meter (110-pound-per-yard) rails designed to the UIC 54 rail profile.[9]
Due to the deterioration of the rail tracks in the original line, speed restrictions were implemented in 2011 except for the north extension.[70] In 2012, a contract to replace 23 kilometers (14 miles) of rails was awarded to the joint venture of Oriental and Motolite Marketing Corporation, Korail, Erin-Marty Fabricators Company, Inc., and Jorgman Construction and Development Corporation.[89] However, there were delays in the project implementation until February 2014, when the then-Department of Transportation and Communications issued a notice to proceed for the joint venture.[90] The first phase of the replacement started in 2014,[91] while the rails at Monumento station were replaced in March 2015.[92] The first phase of the rail replacement was completed in December 2015.[51] The second and final phase of replacement works commenced in August 2016 by the Light Rail Manila Corporation,[51] which contracted Joratech[93] to replace 26 kilometers (16 miles) of rails[51] and was completed in 2017.[94] This was intended to increase the operating speed from 40 kilometers per hour (25 miles per hour) to 60 kilometers per hour (37 miles per hour) and was achieved on April 5, 2021.[70]
Extensions
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South extension
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Plans for an extension to the province of Cavite were pitched as early as 1999, with the original plan being the MRT Line 6, which was identified in the Metro Manila Urban Transportation Integration Study Master Plan by the Japan International Cooperation Agency in 1999. This would have constructed a 12 to 15-kilometer elevated railway from Baclaran to Imus, with extensions leading to Cavite City (10.0 km), Dasmariñas (14.5 km), Airport, Sucat (9.0 km), and Alabang (12.0 km).[95][96] However, the project never materialized.
The extension was first approved by the National Economic and Development Authority in 2000, while the Implementing Agreement for the project was approved in 2002, to be undertaken by SNC-Lavalin as a public-private partnership project.[97][98] The proposal however was subsequently terminated in 2006.[99] In the same year, the government worked with International Finance Corporation, White & Case, Halcrow and other consultants to conduct an open-market invitation to tender for the extension and for a 40-year concession to run the extended line.[99][100] However, the project was shelved months before Gloria Macapagal Arroyo would end her term as President.[101]
The project was subsequently re-approved by President Benigno Aquino III in March 2012, again as a public-private partnership project,[102] with construction expected to start by 2014. However, a myriad of problems caused the project to be delayed; right-of-way issues and the initial failed bidding of the line's privatization in 2013. Subsequently, the Light Rail Manila Corporation (LRMC) was awarded the concession by 2014 before the line was privatized on September 12, 2015. The issues were resolved in 2016 and on May 4, 2017, the 11.7-kilometer (7.3-mile) South Extension Project, also known as the Cavite Extension Project, broke ground.[103][104] When completed, it would be the third rail line extending outside the Metro Manila area (after the east extension of Line 2 and the construction of Line 7).[105]
The project is divided in two phases—Phase 1 covers five stations from Redemptorist to Dr. Santos, while Phase 2 covers the remaining three stations from Las Piñas to Niog.[11] The two-phase project would be implemented in a hybrid funding scheme, which combines the funds from the Japanese official development assistance and LRMC, the private proponent.[106] Civil works on the extension began on May 7, 2019.[107] The project, pegged at ₱64 billion, has suffered cost overruns due to construction delays caused by the COVID-19 pandemic and pending right-of-way issues of the extension's second phase.[108]
The line would be extended from Parañaque southwards, connecting Las Piñas and Bacoor to the Mega Manila railway network. It would involve the construction of eight stations (Redemptorist, Manila International Airport, Asia World, Ninoy Aquino, Dr. Santos, Las Piñas, Zapote, Niog) and another two planned stations (Manuyo Uno and Talaba), the construction of three intermodal facilities, one satellite depot located at Zapote, and mass upgrades to the existing Baclaran depot. The construction of the extension line is being built using a full span launching method, renowned as one of the fastest methods of construction for bridges and elevated viaducts that cuts time and total land space needed for construction. As the first railway line to utilize the new construction method, a total of 203 pi-girders were used for the construction of the extension's first phase;[109] the last of which was laid on February 7, 2022.[110] The project is expected to cater more than 800,000 passengers daily once completed.[103][104]
The LRMC partnered with Bouygues Construction for the civil works,[111] Alstom for the installation of the signalling and communication systems,[7] and the RATP Dev Transdev Asia[112] for the overall engineering, procurement, consultation, construction and assistance services for the project.
In August 2024, businessman Manny Villar bared plans to take over the extension project, noting the difficulty of LRMC extending the line to Cavite due to right-of-way issues. A portion of the extension will pass by Villar's properties in Las Piñas, and according to Villar, right-of-way acquisition "will not be a problem". He also plans to further extend the line into Cavite province should the unsolicited proposal be approved.[113]
On December 19, 2024, the first test run along the extension was successfully conducted using an LRTA 1100 class train.[114]
As of November 11, 2024 , the project is 94.1% complete. Phase 1 of the extension is expected to be operational by the fourth quarter of 2024,[115] with full operations by 2027.[116]
The Light Rail Manila Corporation stated that the LRT1 Cavite Extension Phase 1 was 97% complete as of March, 2024 (the Redemptorist Station, Asia World Station, Ninoy Aquino Station and Dr. Santos Station were 93.3%, 83%, 88% and 94.1% finished, respectively).[117]
Incidents and accidents
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Rizal Day bombings
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On December 30, 2000, during the Rizal Day, a 1000 class LRV train (Car number 1037) was involved in the Rizal Day bombings at Blumentritt station. The attack on the line killed some 22 people and injured hundreds. Eight members of both Jemaah Islamiyah and the Moro Islamic Liberation Front (MILF), which include Hambal, Asia's most wanted man, and Fathur Rahman al-Ghozi, were charged with plotting and masterminding the attacks in 2003, some three years after the attacks. Three suspects were put on trial,[118][119] with al-Ghozi receiving 17 years in prison due to the illegal possession of explosives. Al-Ghozi later died in a firefight after attempting to escape from prison.
Other incidents
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citation needed
]References
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System Details
Type Mass Rapid Transit Owner Light Rail Transit Authority Locale Manila, PhilippinesAntipolo Rizal, Philippines
System Operator Light Rail Transit Authority Rolling Stock 2000 series Hyundai Rotem EMUs Train Length MRT-2: 4 cars Speed 40-80 km/h Stations Unknown Ridership Unknown Headway Unknown Track Length Power 1500V Overhead lineThe Manila Light Rail Transit Authority System, popularly and informally known as the LRT, is a metropolitan rail system serving the Metro Manila area in the Philippines. Although referred to as a light rail system because it originally used light rail vehicles, it has characteristics that make it more akin to a rapid transit (metro) system, such as high passenger throughput, exclusive right-of-way and later use of full metro rolling stock. The system is operated by the Light Rail Transit Authority (LRTA), a government-owned and controlled corporation under the authority of the Department of Transportation and Communications (DOTC). Along with the Manila Metro Rail Transit System (MRT-3, also called the new Yellow Line), and Philippine National Railways's commuter line, the system makes up Metro Manila's rail infrastructure.
Quick and inexpensive to ride, the system serves 2.1 million passengers each day. Its 33.4 kilometers (20.8 mi) of mostly elevated route form two lines which serve 31 stations in total. LRT Line 1 (LRT-1), also called the Green Line (formerly Yellow Line), opened in 1984 and travels a north–south route. MRT Line 2 (MRT-2), the Blue Lincce (formerly Purple Line), was completed in 2004 and runs east–west. The original LRT-1 was built as a no-frills means of public transport and lacks some features and comforts, but the new MRT-2 has been built with additional standards and criteria in mind like barrier-free access. Security guards at each station conduct inspections and provide assistance. A reusable plastic magnetic ticketing system has replaced the previous token-based system, and the Flash Pass introduced as a step towards a more integrated transportation system....
Many passengers who ride the system also take various forms of road-based public transport, such as buses, 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 tackling this problem.
Network
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Main articles: Manila Light Rail Transit Line 1, Manila Mass Rapid Transit Line 2 and List of LRTA stations
The network consists of two lines: the original LRT Line 1 (LRT-1) or Green Line, and the more modern MRT Line 2 (MRT-2), or Blue Line. The LRT-1 is aligned in a general north–south direction along over 17.2 kilometers (10.7 mi) of fully elevated track. From Monumento it runs south above the hustle and bustle of Rizal andTaft Avenues along grade-separated concrete viaducts allowing exclusive right-of-way before ending in Baclaran.[1][2] A four-station east–west extension alongEpifanio de los Santos Avenue that will connect Monumento to the North Avenue MRT Station is currently under construction. Including the extension's two recently opened stations, Balintawak and Roosevelt, the LRT-1 has twenty stations.[3][4] The MRT-2 or Line 2 consists of eleven stations in a general east–west direction over 13.8 kilometers (8.57 mi) of mostly elevated track, with one station lying underground. Commencing in Recto, the line follows a corridor defined by Claro M. Recto and Legarda Avenues, Ramon Magsaysay and Aurora Boulevards, and the Marikina-Infanta Highway before reaching the other end of the line at Santolan.[5]The system passes through the cities of Caloocan, Manila, Marikina, Pasay, Pasig, Quezon City, and San Juan.
Every day around 430,000 passengers board the LRT-1, and 175,000 ride the MRT-2.[6][7] During peak hours, the LRT-1 fields 24 trains; the time interval between the departure of one and the arrival of another, called headway, is a minimum of 3 minutes. The MRT-2 runs 12 trains with a minimum headway of 5 minutes.[8]With the proper upgrades, the Yellow Line is designed to potentially run with headway as low as 1.5 minutes.[9] The MRT-2 can run with headway as low as 2 minutes with throughput of up to 60,000 passengers per hour per direction (pphpd).[10]
In conjunction with the MRT-3—also known as the new Yellow Line, a similar but separate metro rail system operated by the private Metro Rail Transit Corporation(MRTC)—the system provides the platform for the vast majority of rail travel in the Metro Manila area. Together with the PNR, the three constitute the SRTS.[11]Recto and Doroteo Jose serve as the sole interchange between both lines of the LRTA. Araneta Center-Cubao and EDSA stations serve as interchanges between the LRTA and the MRTC networks. To transfer lines, passengers will need to exit from the station they are in then pass through covered walkways connecting the stations.[12] Blumentritt LRT Station meanwhile is immediately above its PNR counterpart.
Baclaran, Central Terminal, and Monumento are the LRT-1's three terminal stations; Recto, Araneta Center-Cubao, and Santolan are the terminal stations on the MRT-2. All of them are located on or near major transport routes where passengers can take other forms of transportation such as privately run buses andjeepneys to reach their ultimate destination both within Metro Manila and in neighboring provinces. The system has two depots: the LRT-1 uses the Pasay Depot at LRTA headquarters in Pasay, near Baclaran station, while the MRT-2 uses the Santolan Depot built by Sumitomo in Pasig.[1][5][10][13]
The LRT-1 and MRT-2 are open every day of the year from 5:00 am PST (UTC+8) until 10:00 pm on weekdays, and from 5:00 am until 9:30 pm on weekends, except when changes have been announced. Notice of special schedules is given through press releases, via the public address system in every station, and on the LRTA website.[14]
History
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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 Binondo, running to Intramuros, Malate, Malacañan Palace, Sampaloc and Tondo. The project was approved and in 1882, Spanish businessman Jacobo Zobel de Zangroniz, Spanish engineer Luciano M. Bremon, and Spanish bankerAdolfo Bayo, founded the Compañia de los Tranvias de Filipinas to operate the concession granted by the Spanish colonial government. The Malacañan Palace line was later replaced with a line linking Manila to Malabon, and construction began in 1885. Four German-made steam-operated locomotives and eight coaches for nine passengers each, composed the initial assets of the company. The Manila-Malabon line was the first line of the new system to be finished, opening to the public on October 20, 1888, with the rest of the network opening in 1889.[15] From the beginning it proved to be a very popular line, with services originating from Tondo as early as 5:30 a.m. and ending at 7:30 p.m., while trips from Malabon were from 6:00 a.m. until 8:00 p.m., every hour on the hour in the mornings, and every half hour beginning at 1:30 p.m. in the afternoon.[16]
With the American takeover of the Philippines, the Philippine Commission allowed the Manila Electric Railroad and Light Company (Meralco) to take over the properties of the Compañia de los Tranvias de Filipinas,[17] with the first of twelve mandated electric tranvia (tram) lines operated by Meralco opening in Manila in 1905.[18] At the end of the first year around 63 kilometers (39 mi) of track had been laid.[19] A five-year reconstruction program was initiated in 1920, and by 1924, 170 cars serviced many parts of the city and its outskirts.[19] Although it was an efficient system for the city's 220,000 inhabitants, by the 1930s the streetcar network had stopped expanding.[18][19][20]
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.[18] 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.[21] The monorail's feasibility was still being evaluated when the government asked the Japan International Cooperation Agency (JICA) to conduct a separate transport study.[20] 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.[20] 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.[22]
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 DOTC). The ministry instead called for an elevated system because of the city's many intersections.[18] 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.
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". First Lady Imelda Marcos, then governor of Metro Manila and minister of human settlements, became its first chairman. Although responsible for the operations of the LRT-1 and MRT-2, the LRTA primarily confined itself to setting and regulating fares, planning extensions and determining rules and policies, leaving the day-to-day operations to a sister company of Meralco called the Meralco Transit Organization (METRO Inc.).[24] Initial assistance for the project came in the form of a ₱300 million soft loan from the Belgian government, with an additional ₱700 million coming from a consortium of companies comprising SA Ateliers de Constructions Electriques de Charleroi (ACEC) and BN Constructions Ferroviaires et Métalliques (today both part of Bombardier Transportation), Tractionnel Engineering International (TEI) and Transurb Consult (TC).[24][25] Although expected to pay for itself from revenues within twenty years of the start of operation, it was initially estimated that the system would lose money until at least 1993. For the first year of operation, despite a projected ₱365 million in gross revenue, losses of ₱216 million were thought likely.[20]
Construction of the LRT 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, a Swiss firm, and the Philippine subsidiary of Dravo, an American firm. The government appointed Electrowatt Engineering Services of Zürich to oversee construction and eventually became responsible for the extension studies of future expansion projects.[20] The line was test-run in March 1984, and the first half of LRT-1, from Baclaran to Central Terminal, was opened on December 1, 1984. The second half, from Central Terminal to Monumento, was opened on May 12, 1985.[1] Overcrowding and poor maintenance took its toll a few years after opening. In 1990, the LRT-1 fell so far into disrepair due to premature wear and tear that trains headed to Central Terminal station had to slow to a crawl to avoid further damage to the support beams below as cracks reportedly began to appear.[18] The premature ageing of LRT-1 led to an extensive refurbishing and structural capacity expansion program with a help of Japan's ODA.[26]
For the next few years LRT-1 operations ran smoothly. In 2000, however, employees of METRO Inc. went on strike, paralyzing LRT-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.[1] 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 LRT-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.[27][28]
With Japan's ODA amounting to 75 billion yen in total, the construction of the MRT Line 2 began in the 1990s, and the first section of the line, from Santolan to Araneta Center-Cubao, was opened on April 5, 2003.[29] The second section, from Araneta Center-Cubao to Legarda, was opened exactly a year later, with the entire line being fully operational by October 29, 2004.[30] During that time the LRT-1 was modernized. Automated fare collection systems using magnetic stripe plastic tickets were installed; air-conditioned trains added; pedestrian walkways between Lines 1, 2, and MRT-3 Lines completed.[12] In 2005, the LRTA made a profit of ₱68 million, the first time the agency made a profit since the LRT-1 became operational in 1984.[31]
Stations
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With the exception of Katipunan (which is underground), the LRTA's 31 stations are elevated.[1][3][5] They follow one of two different layouts. Most LRT-1 stations are composed of only one level, accessible from the street below by stairway, containing the station's concourse and platform areas separated by fare gates.[32] The boarding platforms measure 100 meters (328 ft 1 in) long and 3.5 meters (11 ft 6 in) wide.[2] Baclaran, Central Terminal, Carriedo, Balintawak, Rooseveltand North Avenue stations on the LRT-1, and all MRT-2 stations are composed of two levels: a lower concourse level and an upper platform level (reversed in the case of Katipunan). Fare gates separate the concourse level from the stairs and escalators that provide access to the platform level. All stations have side platforms except for Baclaran, which has one side and one island platform, and Santolan, which has an island platform.
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.[33] Terminal stations also have a public relations office.[34] Stores and ATMs are usually found at street level outside the station, although there are instances where they can be found within the concourse.[10] Some stations, such as Monumento, Libertad and Araneta Center-Cubao, are directly connected to shopping malls.[12] MRT-2 stations have two restrooms, but LRT-1 restrooms have been the subject of criticism not only because of the provisioning of a single washroom at each station expected to serve all passengers (whether male, female, disabled or otherwise), but also because of the impression that the lavatories are poorly maintained and unsanitary.[35]
Originally, the LRT Line 1 was not built with accessibility in mind. This is reflected in the LRT-1's lack of barrier-free facilities such as escalators and elevators. It is also inconvenient in other ways: for one, because of the use of side platforms, passengers wishing to access the other platform for the train bound in the opposite direction at single-level LRT-1 stations need to exit the station (and by extension, the system) and pay a new fare. The newer MRT Line 2, unlike its counterpart, is designed to be barrier-free and allows seamless transfer between platforms. Built by a joint venture between Hanjin andItochu, MRT-2 stations have wheelchair ramps, braille markings, and pathfinding embossed flooring leading to and from the boarding platforms in addition to escalators and elevators.[5][10][36]
In cooperation with the Philippine Daily Inquirer, copies of the Inquirer Libre—a free, tabloid-size, Tagalog version of the Inquirer broadsheet—are available at selected LRTA stations from 6:00 am until the supply runs out.[34]
Rolling stock
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Four types of rolling stock run on the system, with three types used on the LRT Line 1 and another used on the MRT Line 2. The LRT Line 1 railway cars were made either in Belgium by La Bruggeoise et Nivelle, South Korea by Hyundai Precision and Adtranz (La bruggeoise et Nivelle and Adtranz are now part ofBombardier Transportation), or Japan by Kinki Sharyo and Nippon Sharyo.[5][24][37] The MRT Line 2, unlike the LRT Line 1, runs heavy rail metro cars made in South Korea by Hyundai Rotem and provided by the Asia-Europe MRT Consortium led by Marubeni Corporation that have higher passenger capacity and maximum speed.[38] All four types of rolling stock are powered by electricity supplied through overhead wires.
Of the two LRTA lines, the MRT Line 2 prominently employs wrap advertising in its rolling stock. The LRT Line 1 have begun using wrap advertising as well initially for their second-generation trains, followed by their third-generation trains.
LRT Line 1
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Main article: Manila Light Rail Transit Line 1
The LRT Line 1 at various stages in its history has used a two-car, three-car, and four-car train. The two-car trains are the original first-generation BN trains (railway cars numbered from 1000). Most were transformed into three-car trains, although some two-car trains remain in service. The four-car trains are the more modern second-generation Hyundai Precision and Adtranz (numbered from 1100) and third-generation Kinki Sharyo / Nippon Sharyo (1200) trains.[39][40] 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.[8] The maximum speed of these cars is 80 kilometers per hour (50 mph).[24][37]
As part of the second phase of expansion on the Yellow Line, 12 new trains made in Japan by Kinki Sharyo and provided by the Manila Tren Consortium were shipped in the third quarter of 2006 and went into service in the first quarter of 2007. The new air-conditioned trains have boosted the capacity of the line from 27,000 to 40,000 passengers per hour per direction.[40][41][42]
MRT Line 2
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Main article: Manila Mass Rapid Transit Line 2
The MRT Line 2 fleet runs eighteen heavy rail four-car trains with lightweight stainless car bodies and 1,500 volt electric motors. They have a top speed of 80 kilometers per hour (50 mph) and usually take around thirty minutes to journey from one end of the line to the other.[43] Each train measures 3.2 meters (10 ft 6 in) wide and 92.6 meters (303 ft 10 in) long allowing a capacity of 1,628 passengers: 232 seated and 1,396 standing.[5] Twenty sliding doors per side facilitate quick entry and exit. The line's trains also feature air conditioning, driverless automatic train operation from the Operations Control Center (OCC) in Santolan, low-noise control, enabled electric and regenerative braking, and closed-circuit television inside the trains.[44][45] Special open spaces and seats are designated for wheelchair users and elderly passengers, and automatic next station announcements are made for the convenience of passengers, especially for the blind.[5][36]
Safety and security
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The system has always presented itself as a safe system to travel on, and despite some incidents a World Bank paper prepared by Halcrow deemed the running of metro rail transit operations overall as "good".[46] Safety notices in both English and Tagalog are a common sight at the stations and inside the trains. Security guards with megaphones can be seen at boarding areas asking crowds to move back from the warning tiles at the edge of platforms to avoid falling onto the tracks.[8] In the event of emergencies or unexpected events aboard the train, alerts are used to inform passengers about the current state of the operations. The LRTA uses three alerts: Codes Blue, Yellow, and Red.
Smoking, previously banned only at station platforms and inside trains, has been banned at station concourse areas since June 24, 2008.[47] Hazardous chemicals, such as paint and gasoline, as well as sharp pointed objects that could be used as weapons, are forbidden.[48] Full-sized bicycles and skateboards are also not allowed on board the train, although the ban on folding bicycles was lifted on November 8, 2009.[49][50] Those under the influence of alcohol may be denied entry into the stations.[48]
In response to the Rizal Day bombings, a series of attacks on December 30, 2000 that included the bombing of a LRT-1 train among other targets, and in the wake of greater awareness of terrorism following the September 11 attacks, security has been stepped up on board the system. The Philippine National Police has a special police force assigned at LRT-1 and MRT-2 [51] and security police provided by private companies are assigned to all stations with each having a designated head guard. Closed-circuit televisions have been installed to monitor stations and keep track of suspicious activities.[5] To better prepare for and improve response to any adverse incidents, drills simulating terror attacks and earthquakes have been conducted.[8][52] It is standard practice for bags to be inspected upon entry into stations by guards equipped with hand-held metal detectors. Those who refuse to submit to such inspection may be denied entry.[53] Since May 1, 2007, the LRTA has enforced a policy against making false bomb threats, a policy already enforced at airports nationwide. Those who make such threats can face penalties in violation of Presidential Decree No. 1727, as well as face legal action.[54] Posted notices on station walls and inside trains remind passengers to be careful and be wary of criminals who may take advantage of the crowding aboard the trains. To address concerns of inappropriate contact on crowded trains, the first coach of Yellow Line trains have been designated for females only.[34]
Fares
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The Manila Light Rail Transit Authority System is one of the least expensive rapid transit systems in Southeast Asia, costing significantly less to ride than other systems in the region.[55][56] Fares are distance-based, ranging from 12 to 20 Philippine pesos (₱), or about 29 to 47 U.S. cents (at US$1 = ₱42 as of September 2011), depending on the number of stations traveled to reach the destination.[57][58] 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.
The Line 1 uses two different fare structures: one for single journey tickets and another for stored value tickets. Passengers using single journey tickets are charged ₱12, ₱15, or ₱20 depending on the number of stations traveled or whether the newly opened Balintawak or Ro
osevelt station is part of their trip. Stored value tickets are charged on a more finely graduated basis with fares ranging from ₱12 to ₱19.[57][59] The Line 2, on the other hand, has only one fare structure. Passengers are charged ₱12 for the first three stations, ₱13 for a journey of four to six stations, ₱14 for seven to nine stations and ₱15 for a trip along the entire line.[58]
Ticketing
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Before 2001, passengers on the LRT 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.[60] Passengers can enter the system paid areas with either a single journey or stored value magnetic stripe plastic ticket or a Flash Pass. On the Yellow Line, tickets are sold from ticket booths manned by station agents; on the Purple Line they can also be procured from ticket machines.[5]
Magnetic ticket
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Currently 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.[58] 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 either the LRT-1 or MRT-2 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 LRT-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.[56] 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.[58]
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.[32]
Flash Pass
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To better integrate the LRTA and MRTC networks, a unified ticketing system utilizing contactless smart cards, similar to theOctopus card in Hong Kong and the EZ-Link card in Singapore, was made a goal of the SRTS.[61][62] In a transitional move towards such a unified ticketing system, the Flash Pass was implemented on April 19, 2004, as a stopgap measure.[63]However, plans for a unified ticketing system using smart cards have languished,[64] 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.[65] 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.[65] 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.[63]
Future expansion
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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.[66] Expansion of the system was one of the main projects mentioned in a ten-point agenda laid out by former President Gloria Macapagal-Arroyo in 2005.[67]
Extensions
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A southern extension of LRT-1, also known as LRT-6, is planned. The envisioned line would have 10 stations over 11.7 kilometers (7.3 mi) ending in Bacoor in the province of Cavite. It would be the first line extending outside the Metro Manila area. An unsolicited bid to build and operate this project from Canada's SNC-Lavalin was rejected by the Philippine government in 2005. The government is working with advisers (International Finance Corporation, White & Case, Halcrow, and others) to conduct an open-market invitation to tender for the construction of the extension and a 30-year concession to run it. An additional extension from Bacoor to Imus and from there a further extension to Dasmariñas, both in Cavite, are also being considered.[68][69][70]
As of March 2012, the government announced that the P60 billion LRT-1 south extension project has already been approved by the National Economic and Development Authority (NEDA) with the bidding expected to take place by the end of March or early April 2012.[71]
The LRTA is also currently conducting studies on the feasibility of a 6.2-kilometer (3.9 mi), four-station LRT-1 spur from Baclaran towards Terminal 3 of the Ninoy Aquino International Airport, with a projected daily capacity of 40,000 passengers. Funding for the project could be sourced from either official development assistance or a public-private partnership.[72]
There is also a proposal for a 4-kilometer (2.5 mi) eastern extension of the MRT Line 2 from Marikina, crossing into Cainta inRizal and finally to Masinag Junction in Antipolo, also in Rizal. The line could later be extended as far west as Manila North Harbor and as far east as Cogeo in Antipolo.[73] The construction of the eastern extension to Masinag was approved by theNational Economic and Development Authority (NEDA) in September 2012.[74]
New lines
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MRT-7 is a planned 13-station, 21-kilometer (13 mi) line that starts in Quezon City and traverses Commonwealth Avenue, passing through Caloocan City and ending in the city of San Jose del Monte in Bulacan. This line finished the bidding stage and has been approved by the Department of Justice and the Department of Transportation and Communications.[75] As of August 2010 the MRT-7 project is under review due to various concerns from several local governments where the rail project is proposed to run through, and may undergo major changes from the original. On May 2012, the consortium of Marubeni-DMCI bagged the contract to build MRT-7 for around $1 billion and would take an estimated 42 months to build starting early 2013.[76]
MRT-8, or the East Rail Line, is a proposed 48-kilometer (30 mi) line crossing through Metro Manila and the provinces of Laguna and Rizal. Several tunnel sections between the municipalities of Pililla in Rizal and Santa Cruz in Laguna would be built in the process. Phase I of the line would begin in Santa Mesa in Manila and end in Angono in Rizal, and would consist of 16.8 kilometers (10.4 mi) of elevated track, following the general alignment of Shaw Boulevard and Ortigas Avenue.[77]
Transfer of line operations
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DOTC Undersecretary for Public Information Dante Velasco has unveiled a study being conducted by the DOTC looking at the possibility of transferring operations of Line 3 (MRT 3) from Metro Rail Transit Corporation (MRTC) to LRTA thus uniting Lines 1, 2,and 3 under one operator to improve maintenance costs and to form a more integrated transportation system. According to DOTC Undersecretary For Rails Glicerio Sicat, the transfer is set by the government in June 2011.[78]
As of January 13, 2011, Light Rail Transit Authority Chief Rafael S. Rodriguez took over as officer-in-charge of MRT-3 in preparation for the integration of operations of LRT-1, MRT-2, and MRT-3 Lines.