MRT Line 3 (Metro Manila)

A northbound train leaving Shaw Boulevard station

Taft Avenue station platform area

During the construction of the first line of the Manila Light Rail Transit System in the early 1980s, Electrowatt Engineering Services of Zürich designed a comprehensive plan for metro service in Metro Manila. The plan—still used as the basis for planning new metro lines—consisted of a 150-kilometer (93 mi) network of rapid transit lines spanning all major corridors within 20 years,[18] including a line on Epifanio de los Santos Avenue (EDSA), the region's busiest road corridor.

The project (originally known as the LRT-3 project) officially began in 1989, five years after the opening of the LRT Line 1, with the Hong Kong-based EDSA LRT Corporation winning the public bidding for the line's construction during the term of President Corazon Aquino.[10] However, construction could not commence, with the project stalled as the Philippine government conducted several investigations into alleged irregularities with the project's contract.[19] In 1995, the Supreme Court upheld the regularity of the project[20] which paved the way for construction to finally begin during the term of President Fidel V. Ramos. A consortium of local companies, led by Fil-Estate Management was later joined by Ayala Land, and 5 others, later formed the Metro Rail Transit Corporation (MRTC) in June 1995 and took over the EDSA LRT Corporation.[10]

The MRTC was subsequently awarded a Build-Lease-Transfer contract by the DOTC, which meant that the latter would possess ownership of the system after the 25-year concession period. Meanwhile, the DOTC would assume all administrative functions, such as the regulation of fares and operations, leaving the MRTC responsibility over construction and maintenance of the system as well as the procurement of spare parts for trains. In exchange, the DOTC would pay the MRTC monthly fees for a certain number of years to reimburse any incurred costs.[21]

Construction began on October 15, 1996, with a BLT agreement signed between the Philippine government and the MRTC.[10] An amended turnkey agreement was later signed on September 16, 1997, with a consortium of companies (including Mitsubishi Heavy Industries and Sumitomo Corporation). A separate agreement was signed with ČKD Dopravní Systémy (ČKD Tatra, now part of Siemens AG), the leading builder of trams and light rail vehicles for the Eastern Bloc, on rolling stock. MRTC also retained the services of ICF Kaiser Engineers and Constructors to provide program management and technical oversight of the services for the design, construction management, and commissioning.[22]

During construction, the MRTC oversaw the design, construction, equipping, testing, and commissioning, while the DOTC oversaw technical supervision of the project activities covered by the BLT contract between the DOTC and MRTC. The DOTC also sought the services of SYSTRA, a French consultant firm, with regards to the technical competence, experience and track record in the construction and operations.[22]

On December 15, 1999, the initial section from North Avenue to Buendia was inaugurated by President Joseph Estrada,[23] with all remaining stations opening on July 20, 2000, a little over a month past the original deadline, due to DOTC's inclusion of additional work orders such as the Tramo overpass in Pasay leading to the Ninoy Aquino International Airport.[24] However, ridership was initially far below expectations when the line was still partially open, with passengers complaining of the tickets' steep price and the general lack of connectivity of the stations with other modes of public transportation.[25] Passengers' complaint of high ticket prices pointed to the maximum fare of ₱34, which at the time was significantly higher than a comparable journey on those lines operated by the LRTA and the PNR or a similar bus ride along EDSA. Although the MRTC projected 300,000–400,000 passengers riding the system daily, in the first month of operation the system saw a ridership of only 40,000 passengers daily (the ridership improved quickly, however, when passengers experienced significantly faster and convenient travel along EDSA, which experience soon spread by word of mouth).[26] The system was also initially criticized as a white elephant, comparing it to the Manila Light Rail Transit System and the Metro Manila Skyway.[27] To alleviate passenger complaints, the MRTC later reduced passenger fares to ₱15, as per the request of then President Joseph Estrada and a subsequent government subsidy.

By 2004, the line had the highest ridership of the three lines, with 400,000 passengers daily. By early 2012, the system was carrying around 550,000 commuters during weekdays and was often badly overcrowded during peak times of access during the day and night. By October 2012, DOTC removed Sumitomo and replaced it with newly formed local companies. In 2014, the line was overcrowded[28] despite the poor maintenance of the line which contributed to multiple incidents. Problems were again reported in 2017 under the maintenance of Busan Universal Rail, Inc.[29]

In 2016, the MRTC Class 3100 2nd-generation trainsets made from China begun test runs in the line, but test runs were short-lived and were stopped due to compatibility issues. It was later revealed that adjustments should be made to the Class 3100 trains to be able to safely run along the line. On October 27, 2018, the Department of Transportation started the gradual deployment of the 3100 class trains, after various tests and audits.[30]

To resolve these issues, some companies offered bids to the government to rehabilitate, operate, and maintain Line 3. Metro Pacific Investments Corporation submitted bids in 2011 and 2014,[31] and the Light Rail Manila Corporation submitted a ₱20 billion unsolicited proposal on October 2, 2017.[32] LRMC was granted the original proponent status in the same year, but was eventually rejected by the government in January 2020.[33] The government, on the other hand, looked for maintenance providers from other countries.[34]

After signing contracts with Sumitomo and DOTr in 2018, the firm returned as the maintenance provider of the line on May 1, 2019 and the rehabilitation and upgrading of the existing systems and trains started on the same day.[35] The replacement of railway tracks started in November 2019 and was completed in September 2020. The 3000 class LRVs also underwent a refurbishment. The rehabilitation is expected to be completed in December 2021.[36]

The stations have a standard layout, with a concourse level and a platform level. The concourse is usually above the platform, with stairs, escalators and elevators leading down to the platform level. Station concourses contain ticket booths, which is separated from the platform level by fare gates.[10] Some stations, such as Araneta Center-Cubao, are connected at concourse level to nearby buildings, such as shopping malls, for easier accessibility. Most stations are also barrier-free inside and outside the station, and trains have spaces for passengers using wheelchairs.[10]

Stations either have island platforms, such as Taft Avenue, Buendia, Boni Avenue, and Shaw Boulevard stations, and side platforms, such as from Magallanes station to Ayala stations, Guadalupe, and from Ortigas to North Avenue stations. Due to the very 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.

The stations are also designed to occupy the entire span of EDSA, allowing passengers to safely cross between one end of the road and the other.[10]

Inside the concourse of all 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 stations tend to have a wide variety, especially in stations such as Ayala and Shaw Boulevard.

Stations such as Taft Avenue and North Avenue are connected to or are near shopping malls and/or other large shopping areas, where commuters are offered more shopping varieties.

Since November 19, 2001, in cooperation with the Philippine Daily Inquirer, passengers are offered copies of the Inquirer Libre, a free, tabloid-size, Tagalog version of the Inquirer, which is available at all stations.[38] In 2014, Pilipino Mirror also started distributing free tabloid newspapers.

Two types of tickets exist: a single-journey (one-way) ticket whose cost is dependent on the destination, and a stored-value (multiple-use) ticket for 100 pesos. The 200-peso & 500-peso stored-value tickets were issued in the past, but have since been phased out. The single-journey ticket is valid only on the date of purchase. Meanwhile, the stored-value ticket is valid for three months from date of first use.[46]

The tickets come in several incarnations: these include tickets bearing the portraits of former presidents Joseph Estrada and Gloria Macapagal Arroyo,[63] which have since been phased out, and one bearing the logos of the DOTC and the MRTC. Ticket shortages are common: in 2005, the MRTC was forced to recycle tickets bearing Estrada's portrait to address critical ticket shortages, even resorting to borrowing stored-value tickets from the LRTA[64] and even cutting unusable tickets in half for use as manual passes. Shortages were also reported in 2012,[65] and the DOTC was working on procuring additional tickets in 2014.[66] Because of the ticket shortages, it had become common practice for regular passengers to purchase several stored-value tickets at a time, though ticket shortages still persist.[67]

Although it has partnered with private telecommunications companies in experimenting with RFID technology as an alternative ticketing system in the past,[68][69] these were phased out in 2009.[70]

Currently, inter-operable beep cards with similar-to-the-previous single-journey and stored-value ticket types are now issued, along with the deployment of brand-new ticketing machines that replaced the barely-used ticketing machines that has been in place since the line's inauguration. The beep, tap-and-go tickets, loadable up to ₱10,000 can be used in all three rail lines since December 2015.

Adjusting passenger fares was ordered by President Joseph Estrada as a means to boost flagging ridership figures,[71] and the issue of fares both historically and in the present day continues to be a contentious political issue involving officials at even the highest levels of government.

Current fare levels were set on January 4, 2015, as a consequence of DOTr (formerly DOTC) having to increase fares for LRT Line 1 as per their concession agreement with MPIC-Ayala, with fare hikes delayed for several years despite inflation and rising operating costs.[72] Prior to the current fares levels, fares were set on July 15, 2000, under the orders of then President Estrada; this was intended to have the line become competitive against other modes of transport,[73] but had the effect of causing revenue shortfalls which the government shouldered. While originally set to last only until January 2001,[73] the new fare structure persisted due to strong public opposition against increasing fares,[74] especially as ridership increased significantly after lower fares were implemented.[71] These lower fares—which are only slightly more expensive than jeepney fares—ended up being financed through large government subsidies amounting to around ₱45 per passenger,[74][75] and which for both the MRT and LRT reached ₱75 billion for the 10-year period between 2004 and 2014.[76] Without subsidies, the cost of a single trip is estimated at around ₱60,[75] and a ₱10 increase in fares would yield additional monthly revenues of ₱2–3 billion a month.[77]

Passenger fare subsidies are unpopular outside Metro Manila, with subsidy opponents claiming that their taxes are being used to subsidize Metro Manila commuters without any benefit to the countryside, and that the fare subsidies should be used for infrastructure improvements in the rest of the country.[78] In his 2013 State of the Nation Address, President Benigno Aquino III claimed that it would be unfair for non-Metro Manila residents to use their taxes to subsidize the LRT and MRT.[79] However, supporters of the subsidies claimed that the rest of the country benefits economically from efficient transportation in Metro Manila.[80]

The line maintains an underground depot in Quezon City near North Avenue station. Above the depot is TriNoma, a shopping mall owned by the Ayala Corporation. The depot occupies 84,444 square meters (908,950 sq ft) of space and serves as the center of operations and maintenance. It is connected to the mainline through a spur line. The depot is capable of storing 81 light rail vehicles, with the option to expand to include 40 more vehicles as demand arises.[104] They are parked on nine sets of tracks, which converge onto the spur route and later on to the main network. However, a lot of rail tracks for storage inside the depot were taken by DOTr to repair broken rails, as DOTr's previous maintenance provider did not purchase spare rails. These rails have since been replaced during the rehabilitation done along the entire line by Sumitomo.

On December 10, 1997, the Metro Rail Transit Corporation signed a maintenance agreement with Sumitomo Corporation and Mitsubishi Heavy Industries. Sumitomo and Mitsubishi designed and built the line from 1997 to 2000. The maintenance agreement was set to expire on June 21, 2010, but was extended multiple times. On November 24, 2010, the responsibility of the procurement of the maintenance provider was transferred from the MRTC to the then Department of Transportation and Communications (Predecessor of DOTr). The maintenance contract expired on October 19, 2012.[105]

By 2014, the line was seen to have significantly deteriorated due to the removal of tested maintenance provider Sumitomo Corporation in 2012 by the then Department of Transportation and Communications and its persistence in using unqualified maintenance providers. The government of Benigno Aquino III had been planning to buy the line from the MRT Corporation (MRTC), the private concessionaire that built the line, and then bid it out to private bidders. The Aquino government accused the MRTC of neglecting and not improving the services of the line under its watch.[107]

In February 2016, the Philippine Senate released a report stating that DOTC Secretary Jun Abaya and other DOTC officials "may have violated" the Anti-Graft and Corrupt Practices Act in relation to questionable contracts with the subsequent maintenance providers.[108] In a Senate report where the line's condition was found to be in "poor maintenance" as per studies made by MTR HK,[109] DOTC officials were reported to be involved in graft in relation to questionable contracts, especially those for the maintenance of the line.[110]

A Korean-Filipino consortium, Busan Universal Rail Inc. (BURI), became the maintenance provider of the line in January 2016. Under the maintenance contract that was supposed to end in January 2019, the contract covers the overhaul of 43 MRTC 3000 class light rail vehicles, upgrades to the signalling system, and maintenance works for three years.[111] However, BURI only refurbished three 3000 class trains.

In 2017, DOTC's succeeding agency, the Department of Transportation (DOTr) attributed the operation's disruptions of the rail system to BURI with Transport Undersecretary noting 98 service interruptions and 833 passenger unloadings (or average of twice daily) as well as train derailments in April–June 2017.[29]

BURI insisted that the disruptions the railway line was experiencing is due to "inherent design and quality concerns" and not to poor maintenance or normal tear or wear. It said that the trains had "excessive lateral movement", the train-protection equipment has a "short delay time", the trains' air conditioning system were "underrated", and other equipment and features such as bogie frames, couplers, line contractors, and tracks are of "poor quality".[112]

The maintenance provider also said that the design flaws in the railway line has been causing disruptions since the first year of operation in the year 2000. According to data cited by BURI, 1,492 glitches were recorded in 2000, 1,927 glitches in 2008, and the figure rose to 2,199 in 2009. MRTC dismissed BURI's claim on the train's lateral movement and said that the issues raised by the firm were absent when the line was maintained by Sumitomo.[112]

The DOTr announced its intentions on August 24, 2017, to terminate its contract with BURI.[113] By October 2017, the government agency issued its termination notice and took over maintenance by November 6, 2017.[34]

Sumitomo has overhauled 35 MRTC 3000 class LRVs to date, as part of the line's rehabilitation project.[114]

Due to dissatisfaction in performance, the government planned to replace BURI with the maintenance provider of Singapore's MRT, France's RATP, or Sumitomo Corporation back as the maintenance provider.[34] In late November 2017, it was reported that Sumitomo Corporation will return as the maintenance provider for the line with an agreement to formalize the beginning of talks to facilitate the return of the firm within the later-half of December 2017. The DOTr projects that Sumitomo could work with the line again by around October–December 2018.[115]

An exchange of notes was signed between the Philippines and Japan on November 7, 2018 which paved the way for the return of Sumitomo.[116] The loan agreement was signed on the next day.[117] On December 27, 2018, Sumitomo and DOTr signed the contract for the rehabilitation of the line.[118]

In a ceremony on April 30, 2019, the DOTr, through the agency's Maintenance Transition Team, formally turned over the maintenance of the line to Sumitomo Corporation, Mitsubishi Heavy Industries and TES Philippines.[119] The firms started handling the maintenance of the line on May 1, 2019, at the same time the rehabilitation of the line started.[35][120] The rehabilitation is expected to be completed in December 2021.[36] The maintenance deal is worth $32.6 million (₱1.608 billion).[121]

The rehabilitation includes the overhaul of all MRTC Class 3000 vehicles, as well as the deployment of three MRTC Class 3100 train sets, escalator and elevator operations; railway track, communication and signalling system replacement, and upgrades on power supply, overhead systems, maintenance and station equipment.[122] Interest in deploying the rest of the Class 3100 trains were expressed both by DOTr and Sumitomo, but ultimately will be deferred pending railtrack replacement and further equipment rehabilitation.[123] The newer Dalian trains that have not undergone RAMS test are currently stored in the MRT-3 depot. They were previously stored at the LRT-1 depot in Parañaque until the LRT-1 depot expansion compelled the return of the mentioned trains to their original depot. With most of the issues in the line addressed, Sumitomo is currently focusing on the Dalian trains. Currently, Sumitomo sent one unit, 3132, to the Mitsubishi Heavy Industries testing center in Mihara, Hiroshima, Japan for testing and comprehensive examinations.[124]

In his 2021 State of the Nation Address, President Rodrigo Duterte commended MRT-3 for its rehabilitation efforts and massive transformation.[125]

Due to the high ridership of the line, a proposal under study by the DOTC and NEDA proposed to double the current capacity by acquiring additional light rail vehicles to accommodate over 520,000 passenger a day.[126]

In line with this need, the DOTC secured the procurement of a total of 48 light rail vehicles (LRVs) or 16 trains from Chinese rolling stock manufacturer CRRC Dalian. Delivery began in January 2016 until January 2017. The introduction of the new LRVs will allow the line to now handle over 800,000 passengers.[53]

The first train was scheduled to be in revenue service before April 2016[127][128] but delays in its 5,000 kilometers (3,100 mi) run test had delayed its deployment for Revenue service.[129][130] Moreover, further tests and analysis of the new trains revealed several incompatibilities that made it unable to run along the lines safely, which was a subject of audit from TÜV Rheinland, hired by the DOTr to determine the true usability of the trains.

Later, it was revealed that several adjustments to the Dalian trains are required prior to revenue run deployment.[131] The train manufacturer CRRC Dalian has agreed to amend the train specifications to match the contract terms at no cost, and will do so in the soonest possible time.[132] Due to the Dalian trains undergoing said adjustments, they are now slowly being introduced into revenue runs.

Plans were also laid to increase the number of cars in each train set, from the current 3-car configuration to 4-car configuration, which also increases the number of passengers being accommodated for each trip, from 1182 passengers to 1576 passengers for each train set. The transportation department, along with railway experts also revealed from studies that the MRT system can upgrade the line's entire power supply and signalling systems, for the line to coincide with the high commuting demand and increase the number of trains needed to serve the railway line daily, from 21 trains to 25-32 trains running along the line. The plan to utilize the four-car formation is now being pursued with ongoing upgrades to the power supply system.

Platform screen doors were also planned for each station, with the plans for the platform doors were laid out as early as 2013,[133] however, these plans were delayed until it was reconsidered in 2017.[134]

In a feasibility study on 2009 and on 2015, launched by Japan International Cooperation Agency, along with the Department of Transportation, the Transport and Traffic Planners (TTPI) Inc.[135] and other Japanese and local railway officials, launched a plan to extend the present MRT line's southern end, by constructing a 2.2 kilometers (1.4 mi) at-grade and underground segment, from Taft Avenue station to the SM Mall of Asia complex.[136] Plans were also laid out to add another station, by traversing through Macapagal Boulevard and linking the line to the Parañaque Integrated Terminal Exchange, therefore adding another 3.1 kilometers (1.9 mi) kilometers to the main line. The study also included a planned 7.2 kilometers (4.5 mi) extension project to the northern and western cities of Navotas, Southern Caloocan, and Malabon, which is also included to the planned merging project with the LRT Line 1, and connecting it to the North–South Commuter Railway Caloocan station.[136]

Due to the numerous problems surrounding the project, such as right-of-way and cost issues, the government decided to presumably scrap the extension plans, and look for alternatives instead, such as the planned MRT 3 to SM Mall of Asia monorail project by the Pasay City LGU and SM Investments.[137]

Although Phase 1 of the line (Taft Avenue to North Avenue) has already been built, the route envisioned by the DOTC and the government, in general, was for it to traverse the entire length of EDSA (from Monumento to Taft Avenue), eventually meeting with the LRT 1 at Monumento in Caloocan (Phase 2) to create a seamless rail loop around Metro Manila. The expansion has been shelved by then President Gloria Arroyo in favor of the LRT Line 1's extension from Monumento to a new common station that it will share with at North Avenue, thus closing the loop. However, this move of President Arroyo to take away Phase 2 had proven to be ill-advised as the ridership is very low at only about 30,000 passengers a day. The southern terminus of the MRT Line 7 (originally Line 4 along Quezon Avenue., but had since changed route several times), which will link Quezon City, Caloocan (north), and San Jose del Monte City, Bulacan will be sharing the same station.

The National Economic and Development Authority as well as then President Arroyo herself have said that the link at North Avenue is a national priority, since it would not only provide seamless service between the LRT 1 and MRT 3, but would also help decongest Metro Manila.[138] It is estimated that by 2010, when the extension is completed, some 684,000 commuters would use the line every day from the present 400,000, and traffic congestion on EDSA would be cut by as much as 50%.[139]

Proposals to fully unite LRT 1 and MRT 3 operations and systems have been pitched but has not been pursued so far. Feasibility tests for this proposition included LRT 1 trains visiting MRT 3 depot facilities and running them on the entire line. It has since been shelved for undisclosed reasons, but may be a possibility should Manny Pangilinan's Metro Pacific attempts to purchase the entire system succeed. If and when this happens, the system may be theoretically controlled or connected to LRT 1's current operating concessionaire, Light Rail Manila Corporation, of whom Pangilinan has a controlling stake, paving the way to a possible line merger.

A new study for the Metro Manila Rail Network has been unveiled by DOTC Undersecretary for Public Information Dante Velasco that LRT 1, LRT 2, and MRT 3 will be placed under the management of the Light Rail Transit Authority (LRTA). This is due to maintenance cost issues for LRT 1's maintenance cost, which is approximately ₱35 million, along with LRT Line 2's ₱25 million and MRT Line 3's ₱54 million maintenance costs. Another reason for this study is for the unification of the lines. According to DOTC Undersecretary for Rails Glicerio Sicat, the transfer was set by the government in June 2011.[140] However, it is unlikely that the private owners, MRTC, will approve this plan.

On January 13, 2011, Light Rail Transit Authority Chief Rafael S. Rodriguez took over as officer-in-charge of the line in preparation for the integration of operations of the three lines,[141] but with the entry of a new leadership into the MRTC that year and in 2012, the transfer was deemed not likely to happen; however, in April 2012, a LRT 1 trainset made the first trial journey to the MRT 3 depot.[142]

On May 26, 2014, the line's general manager Al Vitangcol was sacked by Transportation and Communication Secretary Joseph Emilio Abaya, and was replaced by LRTA Administrator Honorito Chaneco as officer-in-charge. The move came after Vitangcol was accused by the ambassador of the Czech Republic of extortion and for awarding an anomalous deal, the maintenance contract, to an uncle-in-law.[143]

On November 21, 2013, the NEDA board, chaired by then Former President Benigno Aquino III, approved the construction of a common station within North Avenue between SM City North EDSA and TriNoma Mall. It is estimated to cost 1.4 billion pesos. It will feature head-to-head platforms for LRT 1 and MRT 3 trains with a 147.4 m (484 ft) elevated walkalator to MRT 7.[144] SM Investments Corporation posted 200 million pesos for the naming rights of the common station.[145] This is inconsistent with the original plan of having seamless connectivity to Monumento and is also an unusual arrangement of having two train stations beside each other. However, the project was shelved indefinitely due to disputes over cost, engineering issues and naming rights.[146] Even if the physical infrastructure connecting the two rail systems are in place and successfully tested, commuters have to go down at the Roosevelt station of LRT Line 1 and walk over or take a tricycle or jeepney for the one kilometer distance to the Trinoma terminal of MRT Line 3.[147] The Supreme Court halted the construction of the project in August 2014 after SM Prime Holdings contested the new location near Trinoma.[148][149] An agreement was later reached under the administration of President Rodrigo Duterte in 2016, and the common station finally begun construction in 2017.[150] Partial operations of the station will begin in December 2021 and full operations will begin in the 4th quarter of 2022.[151]