Rail transportation in the Philippines is currently used mostly to transport passengers within Metro Manila and provinces of Laguna and Quezon, as well as a commuter service in the Bicol Region. Freight transport services once operated in the country, but these services were halted. However, there are plans to restore old freight services and build new lines.[3][4] From a peak of 1,100 kilometers (680mi),[5] the country currently has a railway footprint of 533.14 kilometers (331.28mi), of which only 129.85 kilometers (80.69mi) are operational as of 2025, including all the urban rail lines. World War II, natural calamities, underspending, and neglect have all contributed to the decline of the Philippine railway network.[6] In the 2019 Global Competitiveness Report, the Philippines has the lowest efficiency score among other Asian countries in terms of efficiency of train services, receiving a score of 2.4, and ranking 86th out of 101 countries globally.[7] The government is currently expanding the railway network up to 1,900 kilometers (1,200mi) by 2022 through numerous projects.[8][9][5]
The Philippine railway network consists of two commuter lines provided by the Philippine National Railways (PNR) and three urban mass transit lines operated by the Light Rail Transit Authority and Metro Rail Transit Corporation, all of which are located in Luzon. Within the last century, there were operating intercity rail lines extending from Manila both north and south operated by PNR. There were also lines on the Panay and Cebu islands, operated by Panay Railways, which currently does not own rolling stock or rail, only property. There were also short industrial railways in Negros Island operated by sugar mills such as the Hawaiian-Philippines Company.[10]
The "Ferrocarril de Manila a Dagupan" (ca. 1885).Repair work on a railway line in Manila, circa pre-1900
There has been rail transport in the Philippines for over 120 years.[11] On June 25, 1875, King Alfonso XII of Spain promulgated a Royal Decree directing the Office of the Inspector of Public Works of the Philippines to submit a general plan for railroads on Luzon.[12] The plan, which was submitted five months later by Don Eduardo Lopez Navarro, was entitled Memoria Sobre el Plan General de Ferrocarriles en la Isla de Luzón, and was promptly approved. A concession for the construction of a railway line from Manila to Dagupan was granted to Don Edmundo Sykes of the Ferrocarril de Manila-Dagupan on June 1, 1887.[13] The construction and running of the railway was done by Manila Railway Company Ltd that was a British owned company.[14] The first rail tracks were laid in 1891 and its first commercial run was in 1892.[13]
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,[15] with the first of twelve mandated electric tranvia (tram) lines operated by Meralco opening in Manila in 1905.[16] At the end of the first year around 63kilometers (39mi) of track had been laid.[17] A five-year reconstruction program was initiated in 1920, and by 1924, 170 cars serviced many parts of the city and its outskirts.[17] Although it was an efficient system for the city's 220,000 inhabitants, by the 1930s the streetcar network had stopped expanding.[16][17][18]
In 1936, the first standard-gauge railway was introduced to the Philippines in the form of two Climax locomotives for the Dahican Lumber Company (DALCO). These were originally built in 1917 for the San Joaquin and Eastern Railroad in California and were sold after their closure in 1933.[19] In July 1941, a 3T type Shay locomotive was also acquired from the Finkbine-Guild Lumber Company. The status of this short-line railroad after the war remains unknown.[20]
Most of the improvements on the rail network were destroyed during Japanese invasion of the Philippines during the World War II. Of the more than a thousand route-kilometers before the war, only 452 were operational after it. For several years after the war, work was undertaken on what could be salvaged of the railroad system.[21] By the war's end, the tram network was also 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.[16] With the return of buses and cars to the streets, traffic congestion became a problem.
Decline and closure
Under-invested 'yung train system natin, eh. We spend so much on roads, we don't spend on trains. We need to go back to those existing train services and say, We need to up it and reinvest. We need to go build more and then, we also need to invest in the other modes - bus, jeeps and everything else, hindi lang cars.
—Benjamin de la Peña, on the country's train system being under-invested.
Due to natural disasters and a lack of government support, railways began to decline in the post-war period. The funding during the 1970s was shifted to road-based infrastructure, such as the Philippine highway network. The PNR later became the attached agency of the then-Ministry of Transportation and Communications (now DOTr).
Some services began to close in 1984, with the North Main Line being cut short to Paniqui, Tarlac. It was again shortened to Meycauayan in 1988. The eruption of Mount Pinatubo would result in the closure of the entire line in 1991. The commuter services started in 1990, with a short extension to Malolos, but they were shut down in 1997. The South Main Line was also closed due to natural disasters, including the eruption of Mayon Volcano in 1993 and Typhoons Milenyo and Reming in 2006. This was also closed in October 2012 due to a derailment incident in Sariaya, Quezon and the ongoing disrepair of typhoon-damaged bridges. This would later close again in 2014, then in 2017.
Since then, the train system has been underinvested and the country has spent much more on road projects.[22][23] Long, winding roads were made from these abandoned railways.[24] While road-based transportation became dominant after the closure of the railways in the late 1980s, other modes of transportation, such as buses, have played a major role in routes leading to the provinces.
Introduction of rapid transit
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.[18] 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.[18] The master plan would be known as the Urban Transport Study for the Manila Metropolitan Area (UTSMMA). 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.[16]
MMETROPLAN disagreed with several of the assumptions and proposals of UTSMMA. For one, Freeman, Fox—and the World Bank—did not feel that the heavy rail transit advocated by the Japanese was suitable to Manila’s conditions. “It would be hopelessly uneconomic,” they concluded, arguing against any form of segregated mass transit system.[27] The report also says "These results are conclusive, and are unlikely to be changed by any circumstances or reasonable assumptions…it is clear that any other fully segregated public transport system, whether light rail or busway, would also be uneconomic. As such systems would require the appropriation of most, if not all, of the available funds for all transport (including highways) in Metro Manila for the foreseeable future, and as there is not other rationale for their implementation, they have been rejected from further consideration.”[28]
President Ferdinand Marcos created the Light Rail Transit Authority (LRTA) in 1980. The first lady Imelda Marcos, then governor of Metro Manila and minister of human settlements, became its first chairman. Construction of LRT Line 1 started in September 1981, test-run in March 1984, and the first half of the line from Baclaran to Central Terminal opened on December 1, 1984. The second half, from Central Terminal to Monumento, opened on May 12, 1985. Overcrowding and poor maintenance took its toll a few years after opening. With Japan's ODA amounting to 75 billion yen in total, the construction of LRT Line 2 began in 1997, 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 2004.[30] During that time Line 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 the privately operated 3 were completed.[31] In 2005, the LRTA made a profit of ₱68million, the first time the agency made a profit since the Line 1 became operational in 1984.[32]
Rehabilitation
In the early 2000s, the government worked to rehabilitate rail transportation in the country, including the Philippine National Railways, through various investments and projects.[13][33] Total reconstruction of rail bridges and tracks, including replacement of the current 35-kilogram (77-pound) track with newer 50-kilogram (110-pound) tracks and the refurbishing of stations, were part of the rehabilitation and expansion process. Much of those plans such as the Northrail Project were controversial and were never completed, due to allegations of being overpriced and anomalous.[34]
MRT Line 3, which deteriorated since 2014 due to poor maintenance,[35] underwent rehabilitation from 2019 to 2021, restoring it to its original high-grade state.[36][37]
Prior to its closure, the current PNR service was also being expanded, with the PNR Metro Commuter opening stations in Caloocan and Malabon in 2018.[43][44] PNR is also planning to reintroduce services to the Carmona branch line.[45] New rolling stock was also acquired from PT INKA in Indonesia.[46]
On May 28, 1906, the Philippine Commission granted to the Philippine Railway Corporation a concession to construct railways on the islands of Panay, Negros and Cebu.[49]
Engine of the Panay Railways on display in a plaza of Iloilo City.
Construction began on a railroad from Iloilo City to Roxas City in Capiz with crews working from both cities and meeting in the middle in 1907.[47] Operations began immediately upon completion.[47] In 1985, passenger operations ceased while in 1989 freight operations ceased.[50]
Cebu
The Philippine Railway Company, along with operating the Panay line, operated a line in Cebu from 1911 to 1942, when operations ceased because of the Japanese occupation of the Philippines during World War II.[51] The line ran from Danao south through Cebu City to Argao.[52] The line was built by the related Philippine Railways Construction Company.[53]
Services
Commuter rail
The Philippines currently has two operational commuter lines: the PNR Inter-Provincial Commuter between Laguna and Quezon and the PNR Bicol Commuter Line, located in the Bicol Region. All of these lines are operated by Philippine National Railways.
The PNR Metro Commuter line stretches from Tondo, Manila to the southern and northern edge of Metro Manila. It links the cities of Manila, Caloocan, Malabon, Makati, Taguig, Parañaque and Muntinlupa and the province of Laguna.[54] Currently, there are 31 railway stations, with more stations planned to be reopened in the future.[45] The current line is colored orange on most maps.
The Inter-Provincial Commuter is a 44-kilometer (27mi) commuter and regional rail service between San Pablo, Laguna and Lucena, Quezon. It has been proposed as part of the PNR South Long Haul project in 2019. The service had its first trial run on February 14, 2022, and was reopened on June 26.[55]
Bicol Commuter
The Bicol Commuter service is a commuter rail service in the Bicol Region, between stations in Tagkawayan, Quezon, and Legazpi, Albay, with Naga in Camarines Sur acting as a central terminal. It has three services: Tagkawayan-Naga (suspended), Sipocot-Naga (operational), and Naga-Legazpi (operational)
The service was first launched on September 16, 2009 as Tagkawayan-Naga and Naga-Ligao.[56] The trains were planned to make seven trips a day, alternating between Tagkawayan, Sipocot, Naga City and Legazpi. All services used KiHa 52 in revised blue livery.
However after further reductions, only the service between Sipocot and Naga was operating by December 2013.[57] Service resumed between Naga and Legazpi on September 18, 2015, with one train a day.[58] However, services were again cut in April 2017 due to an absence of rolling stock, which was worsened by a succession of typhoons that damaged railroads in the Bicol region.[59]
Definitive plans to restore the entire route from Sipocot, Naga and Legazpi were bared with an inspection trip from Tutuban on September 20, 2019, with a rerailment crew, including certain areas of Quezon Province, in preparation of the restoration of more routes previously suspended.[60] First to be restored was the operation of the Naga-Sipocot segment of the Bicol Commuter service in 2022. On the 31th of July 2022, the PNR resumed operations between Ligao and Naga, with two daily trips in service. The Naga–Legazpi route was reopened on December 27, 2023, six years after its suspension in April 2017 due to insufficient trains.[61]
As of 2024[update], the train used for the Naga-Legazpi Route is the 8300 class coaches pulled by a INKA CC300 locomotive. While the 8000 class DMU is used in the Naga - Sipocot Line.
There are two rapid transit systems operating in the country: the Manila Light Rail Transit System, and the Manila Metro Rail System, both serving passengers in Metro Manila. Many passengers who ride the systems also take various forms of road-based public transport, such as buses, to and from a station to reach their intended destination.[62]Beep, a contactless smart card, is used to pay fares for the lines.
Although the system is referred to as a "light rail" system, arguably because the network is mostly elevated, the system is more akin to a rapid transit (metro) system in European-North American terms. The Manila LRT system is the first metro system in Southeast Asia, earlier than the Singapore MRT by three years.[63]
Its 38 stations along over 43.5 kilometers (27.0mi) of mostly elevated track form two lines. LRT Line 1, opened in 1984, travels a north–south route. LRT Line 2, opened in 2003, travels along an east–west route. All of the stations of LRT lines 1 and 2 are elevated, except for the Katipunan station (which is underground).[64]
The system is not related to the MRT, or the Yellow Line, which forms a completely different but linked system.
The Metro Rail Transit (MRT) is the second rapid transit system serving Metro Manila in the Philippines. It originally began as a single line (MRT Line 3) that was first opened in 1999 and became fully operational by the year 2000. The MRT branding is currently associated with rapid transit lines in Metro Manila not under the jurisdiction of the LRTA, including lines 7 and 9, although the three lines will have different operators.
The system currently has 13 stations along 16.9 kilometers (10.5mi) of mostly elevated track in an orbital north–south route. MRT Line 3, the first line in the system, opened in 1999.
The Light Rail Transit Authority, founded in 1981,[67] is the owner of the Manila LRT system. It was the operator of LRT Line 1 and the current operator of LRT Line 2.[68]
A private consortium of seven companies, Metro Rail Transit Corporation is owner and operator of Line 3 under a Build–operate–transfer agreement with the Department of Transportation. It was formed in 1995.[71]
Others
Panay Railways: a government owned and controlled corporation of the Philippines, the company previously operated services on the Panay and Cebu islands. Panay Railways currently does not own rail and rolling stock, only properties.[10]
SMC Mass Rail Transit 7 Incorporated: previously known as the Universal LRT Corporation, the company will be the owner and operator of MRT Line 7 upon completion, under a build–operate–transfer agreement with the Department of Transportation. It is a subsidiary of San Miguel Corporation.[72]
The North–South Commuter Railway (NSCR), is a 147km (91mi) railway being constructed in Luzon.[73][74][75] Partial operations will begin by 2026,[76] and full operations is expected to begin by 2029.[77]
The Metro Manila Subway (MMS)[83] is an underground rapid transit line currently under construction in Metro Manila, Philippines. The 36-kilometer (22mi) line, which will run north–south between Valenzuela City, Quezon City, Pasig, Makati, Taguig, and Pasay, consists of 15 stations between the Quirino Highway and FTI stations.
The Makati Intra-city Subway was a planned 11-kilometer (6.8mi)[84] under-construction underground rapid transit line to be located in Makati, Metro Manila, that will link establishments across the city's business district. It was to be built under a public-private partnership program between the Makati city government and a private consortium, led by Philippine Infradev Holdings. The subway was expected to begin construction by December 2020, with a 2025 deadline.[85] The ten-station subway line was expected to cost $3.7 billion (or ₱192 billion) and was expected to accommodate 700,000 passengers daily,[86][87] with connections to the existing Line 3, the Pasig River Ferry Service, and the approved Line 9 (Metro Manila Subway).[84][88] However, after the Makati–Taguig boundary dispute, the subway project was deemed no longer viable.[89]
The Department of Science and Technology has commenced a project to develop a locally designed and manufactured Automated Guideway Transit System.
Bicutan AGT — Originally one of the two proposed AGT lines, the other being the cancelled UP Diliman AGT. It will follow the alignment of General Santos Avenue and C-6 road in southern Taguig, connecting the offices of DOST and nearby areas.
Monorail
Baguio Monorail — A 4-km elevated monorail with 8 stations around the central business area will be funded by Metro Global Holdings Corporation through a public-private partnership.[90][91]
Davao People Mover — A 28-kilometer (17-mile) monorail project has been endorsed by the City Government of Davao to the Department of Transportation (DOTr) and Philippine National Railways (PNR).[92]
Iloilo Monorail — BYD, a Shenzhen-based company conducted a two-month feasibility study to construct a monorail in Iloilo. The first phase of the 20-kilometer (12-mile) system was expected to start operations by 2019.[93][94] This project was shelved after 2018.
SkyTrain (Metro Manila) — The construction of the SkyTrain is projected to cost ₱3.5 billion and is yet to commence.[95][96][97] Infracorp will construct the monorail line for two years and planned to make the SkyTrain operational by the end of 2021. Infracorp aimed to commence Groundbreaking in Late 2020, but not update has been given as of December 7, 2020.[95] The Monorail is also set to connect to the Makati Intra-city Subway, MRT 3 Guadalupe, and the Pasig River Ferry Service.[98]
Cebu Monorail — Previously the Cebu LRT,[99] the system will have two lines. One will be Central Line passing through downtown Cebu and its neighboring areas, and the Airport Line heading towards Mactan–Cebu International Airport.[100] It is set to open before the end of 2021.[101]
Pasay Monorail — A 1.89km monorail that will connect with MRT-3 Taft Station and LRT-1 EDSA Station to SM Mall of Asia.[102]
Pasig City Transit Express — A 16.35-kilometer (10.16-mile) monorail that connects within the urban of Pasig City.[103]
Light rail
LRT Line 6 — A proposed rapid transit line in Cavite that will connect with LRT Line 1 in Bacoor and end at Dasmariñas. The project is indefinitely shelved by the national government due to space constraints along Aguinaldo Highway where it will be routed, but a private firm has presented an unsolicited proposal that modifies the alignment so to follow Bacoor Boulevard and Molino-Paliparan Road, and include 4 branches serving southern Metro Manila.[104]
MRT 10 — The project will be approximately 22.5 kilometers (14.0mi) and a mostly elevated Light Railway Transit (LRT) System consisting of sixteen (16) stations along circumferential road C-5 connecting the Ninoy Aquino Terminal Airport (NAIA) Terminal 3 to Quezon City, terminating at Commonwealth Avenue with possible interchange with MRT7 at Tandang Sora Station and LRT Line 2 at Aurora Station. Trains will be stabled at the depot to be built at the UP property in Diliman, Quezon City.[105][106][107]
Pampanga Mass Transit System — An LRT system is proposed for the Center Line of the Pampanga Mass Transit System, having been originally proposed in 2018. It will be served by feeder bus rapid transit lines.[108]
Cagayan de Oro Metropolitan Railway – A proposed railway system that will located on Northern Mindanao and CARAGA Regions. It has 2 phases, one of them will connect the cities of Cagayan de Oro and Butuan.
Heavy rail
MRT Line 4 — Initially proposed as a "heavy monorail" line,[110] the line has been revised to heavy rail in September 2022.[111] A 12.7-kilometer (7.9-mile) elevated railway line will run from the junction of EDSA at Ortigas Center in Quezon City to Taytay, Rizal.
MRT 11 — The project involves the construction of an approximately 18 kilometers (11mi) of elevated structure starting from Epifanio Delos Santos Avenue (EDSA), Balintawak in Quezon City traversing along Quirino Highway, Novaliches and Zabarte Road in north Caloocan up to Barangay Gaya-gaya in San Jose del Monte, Bulacan. A passenger transfer facility shall be provided proximate to the EDSA-Balintawak station of LRT Line 1 and the MRT 11 Balintawak station.[105][113]
Cebu Urban Mass Rapid Transit (UMRT) — The Cebu Urban Mass Rapid Transit is a proposed urban rapid transit system in Metro Cebu. These include the Central Line, a 67.5-kilometer (41.9-mile) underground passenger railway line or subway system that would connect Carcar City in the south to as far as Danao City in the north, and the Coastal Line, starting from Talisay City, Cebu City, Mandaue City, and Lapu-Lapu City.[114]
Commuter rail
The PNR Northeast Commuter Line or Cabanatuan–Makati line is a proposed reconstruction of the Balagtas–Cabanatuan branch of the North Main Line. It will branch off the northern half of the North–South Commuter Railway at Balagtas station in Bulacan. Once completed, it will become one of the three major commuter rail corridors in the Greater Capital Region, which consists of the NSCR and the intercity section of the South Main Line. It will connect Nueva Ecija and eastern Bulacan with Makati City in southern Metro Manila.[115] There is also a proposed extension to San Jose, sealing a loop with the NSCR North Phase 4 between Tarlac City in Tarlac and San Jose.[116]
The Cavite–Laguna Railway is a rail line connecting the two provinces neighboring Metro Manila to the south, Cavite and Laguna.[117]
The Bataan Railway Spur Line is a proposed project as a parallel to Bataan Expressway that would link businesses and industrial hubs.[118]
Intercity rail
A map of the PNR Luzon System development prior to 2019.
The PNR South Long Haul project will involve the reconstruction of the old South Main Line and its branch to Batangas City, both as unelectrified standard-gauge lines initially to operate on single-track configuration. The project was supposed to be financed by Chineseofficial development assistance but was withdrawn in 2023. As of 2025, no progress has been made when the project has not received funding yet when it was placed under preparatory works and has yet to secure all of the relocation of informal settlers.[119]
The North Long Haul Inter–Regional Railway, simply known as the North Long Haul and previously known as the North Long Haul West[123] is the planned long-distance rail system between Manila and northern Luzon.[124][125] The project is divided into four phases: Phase 1 will be the overhaul of the old PNR North Main Line from Manila to Poro PointFreeport Zone in San Fernando, La Union; Phase 2 will cover the old line's reconstruction to Bacnotan and its extension to Vigan; Phase 3 will be from Vigan to Laoag; and Phase 4 is the Northeast Long Haul line to the Cagayan Valley.[126] The DOTr and the national PPP Center have commissioned Systra and PwC Philippines/Isla Lipana & Co. to undertake studies for the North Long Haul Inter-Regional Railway Project.[127]
The Northeast Long Haul line,[124] previously the North Long Haul East[123] is the Phase 4 of the North Long Haul project as well as the latest plan to connect the Cagayan Valley to the rest of Luzon by rail,[128] a project in its planning stages since 1875.[129] If it follows the original 1962 plans, its most notable feature is a 10km (6.2mi) railway tunnel, the longest of its kind in the country and would be the highest point in the entire PNR system.[130] There is also a planned extension to Aparri, as well as connecting the two main lines through a series of rail lines passing the Cordillera Administrative Region.[131]
The Philippine National Railways is interested in constructing a train network in the Visayas, to be known as the Visayas Railway, although no formal proposals have been made. On its vision statement, the PNR aims to become a transnational railroad operator covering all three major island groups in the country including the Visayas.[132] Since 2016, two House Bills were sponsored for the reorganization of the PNR into three government-owned and controlled corporations, one of them being the Visayas Railway Corporation (VRC).[133][134]
The Panay Railways aims to rebuild its network as a loop line around Panay island. Initially a 117km (73mi) segment will be built between Iloilo City and Roxas, Capiz. The segment is estimated to cost US$1.5 billion. Planned extensions include a segment to Malay, Aklan and towards Antique before completing the loop in Iloilo City.[135]
The Samar–Leyte rail project aims to construct a network in the islands of Samar and Leyte. This proposal was announced during the 4th Philippine Railway Summit on October 26, 2022.[117]
Freight rail
The Subic–Clark–Manila–Batangas (SCMB) Railway is a planned freight railway line that would connect Subic, Zambales, Clark, Manila and Batangas. DOTr Secretary Jaime Bautista announced the search for consultants vis-à-vis the feasibility study. "Yes, this plan xxx is to extend it (from Clark) to Manila and Batangas, and it will be just one line," he explained.[136] The project is part of the Luzon Economic Corridor as it is one of the 28 priority projects.[137][138] Philippine National Railways Chairman Michael Macapagal told local media in July that the study would be funded using US$6m which the Asian Development Bank allocated in 2023 for the development of rail proposals. He said the USA and Japan are also backing the project as part of the Luzon Economic Corridor.[139] A planned 280-kilometer (170-mile) link that would serve Central Luzon, Metro Manila, and Calabarzon.[118] The project was originally conceptualized as the Subic–Clark Railway Project, which would have been a 71-kilometer (44-mile) railway line that was proposed during the administration of former President Rodrigo Duterte, but the Chinese later withdrew the loan for the project in 2023 before it was shelved.
Manila–Laguna freight revival – The Department of Transportation said it plans to revive the operation of a container cargo rail from Port Area in Manila to Laguna province.[3] The tracks towards the berths of Manila International Container Terminal and Manila North Harbor to Laguna Gateway Inland Container Terminal in Calamba, Laguna will be revived to restart the container cargo service.[3] In July 2016, port operator International Container Terminal Services Inc. and MRail, a subsidiary of Manila Electric Co. (MERALCO), invested P10 billion to revive a freight rail service from Manila to Calamba, Laguna, and in the following year, it was announced that the services would also be extended to Batangas, but the plans never came into fruition.[140][141]
North Philippine Dry Port Container Rail Transport Service shall connect freight trains from the Port of Manila to an inland terminal in Balagtas, Bulacan.[142][143]
Revival of freight services along PNR South Main Line – On July 15, 2024, PNR announced that it would revive freight services and pursue a P5 billion plan to retrofit the existing line for cargo movement. One of the plans is to operate cargo trains between Calamba, Laguna, and Legazpi in Albay by 2025. In particular, the government looks to build a dry port in Calamba where containers can be carried in and out of the freight trains.[144]
1 2 3 4 5 Operational length. With the completion of the NSCR, another 147km (91mi) of electrified double-track will be added.
1 2 3 4 5 Does not include MRT and LRT lines under construction.
↑ Around 2,860km (1,780mi) of standard-gauge tracks will be built for the North–South Commuter Railway, PNR South Main Line, Mindanao Railway and Clark–Subic freight line.
1 2 3 Manila Electric Company (Meralco). (November 10, 2004). "History of Meralco". Meralco company website. Archived from the original on September 18, 2009. Retrieved January 18, 2010.
↑ Olchondra, Riza T. (April 22, 2007). "PNR rail rehabilitation to start September". Philippine Daily Inquirer. Manila. Archived from the original on February 21, 2013. Retrieved April 28, 2010. The Philippine National Railways (PNR) will start repairing and improving its North and South railways by September, PNR General Manager Jose Ma. Sarasola II said Friday.
↑ De Guzman, Kristine. "DOTC chief shrugs off Senate report on MRT3". CNN Philippines. Archived from the original on February 5, 2016. Retrieved February 5, 2016. The report described what commuters put up with every day — the lack of coaches, poor maintenance of trains and platform facilities, and deteriorating rails..
↑ Angelo, Francis Allan L. (October 30, 2005). "PANAY RAILWAY REHAB NEXT YEAR". The Daily Guardian. Archived from the original on May 13, 2014. Retrieved May 12, 2014.
↑ Escandor Jr., Juan; Caudilla, Pons (September 18, 2009). "Bicol train chugs to a halt in test run". Philippine Daily Inquirer. Manila. Archived from the original on September 22, 2009. Retrieved April 29, 2010. The spirit was willing, but the diesel-fed old engines were not.
↑ Camus, Miguel R. (January 17, 2020). "MRT 7 now over 50% complete". business.inquirer.net. Archived from the original on April 6, 2020. Retrieved April 3, 2020.
↑ Corpuz, Arturo (1989). Railroad and Regional Development in the Philippines: View From the Colonial Iron Horse, 1875–1935. Cornell University. ISBN9789715422208.
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