THE LRT LINE 2 SYSTEM
On July 12, 1980, the country’s president, Ferdinand E. Marcos, created the
Light Rail Transit Authority (LRTA) as a government agency. The Chairman was the
then First Lady and Governor of Metro Manila, Imelda Romualdez Marcos. This LRTA
confined its activities to determining policies, to the regulation and fixing of fares, and
to the planning of extensions to the system. The project was called Metrorail and was
operated by a sister company of the former tramway company Meralco, called Metro,
Inc.
Initial assistance for building the LRT project came from the Belgian
government which granted a P300 million “soft” and interest-free loan with a
repayment time of 30 years. The project was expected to pay for itself within a period
of 20 years out of revenue alone. A Belgian consortium consisting of ACEC (Ateliers de
Constructions Electriques de Charleroi, BN), (Constructions Ferroviaires et
Metalliques, formerly Brugeoise et Nivelles), TEI (Tractionnel Engineering
International) and TC (Transurb Consult) provided an additional loan of P700 million.
The consortium provided the cars, signalling, power control, telecommunications,
training and technical assistance. The entire system was expected to be financially
“in the red” well into 1993. Against an expected gross revenue of P365 million for the
first operating year, government losses were thought likely to reach P216 million. The
system was designed as a public utility rather than as a profit center.
Construction of the line started in October 1981, and was the responsibility of
CDCP (Construction and Development Corporation of the Philippines), with assistance
from the Swiss firm of Losinger and the American company Dravo, the latter, through
its Philippine subsidiary. The government appointed Electrowatt Engineering Services
of Zurich (Switzerland) to manage and supervise the project. Electrowatt set up
offices in Manila and became responsible for extension studies of the system which
eventually comprised 150 km of routes along all major corridors in about 20 years
time.
History: LRT-2, also called the Purple Line, began operations on April 5, 2003. It was constructed to
alleviate traffic congestion and provide a faster means of transportation for commuters traveling between the
eastern and central parts of Metro Manila. The line was developed as part of the government's efforts to
improve public transportation infrastructure in the region.
Route: LRT-2 runs in an east-west direction, connecting the eastern city of Pasig with the central
business district of Manila. The line starts at Santolan Station in Pasig and terminates at Recto Avenue
Station in Manila. Along its route, it serves densely populated areas such as Quezon City, San Juan, and
Mandaluyong. Stations: The line consists of 11 stations, including major interchanges with other
transportation systems such as the Manila Metro Rail Transit System (MRT-3) at Araneta Center-Cubao
Station and the Manila Light Rail Transit System Line 1 (LRT-1) at Recto Station. Other notable stations
include Katipunan Station, which provides access to the Ateneo de Manila University and the University of
the Philippines Diliman campus, and Legarda Station, near the historic district of Quiapo.
Significance: LRT-2 is an essential mode of transportation for residents, students, and workers in
Metro Manila. It offers a convenient and relatively fast way to navigate the city, particularly for those
traveling along its route. The line helps reduce road congestion and provides an alternative to overcrowded
buses and jeepneys, contributing to the overall efficiency of the region's transportation network.
Expansion Plans: In recent years, there have been plans to expand LRT-2 further eastward to serve
more areas in Rizal province, such as Antipolo City. However, these expansion projects have faced various
challenges, including funding issues and logistical constraints. Despite setbacks, efforts to improve and
expand the LRT-2 system continue as part of the government's long-term transportation development plans
for Metro Manila. Overall, LRT-2 plays a vital role in Metro Manila's public transportation landscape,
offering commuters a reliable and efficient way to travel across the bustling metropolis.
ORGANIZATIONAL STRUCTURE
CHAIRMAN OF THE BOARD
SEC. JAIME J. BAUTISTA
Secretary
DEPARTMENT OF TRANSPORTATION
BOARD MEMBERS
ATTY. HERNANDO T. CABRERA SEC. RALPH G. RECTO
Administrator Secretary
LRTA DOF
SEC. AMENAH F. PANGANDAMAN ATTY. ROMANDO S. ARTES
Secretary Chairman
DBM MMDA
SEC. MANUEL M. BONOAN ATTY. TEOFILO E. GUADIZ III
Secretary Chairman
DPWH LTFRB
ATTY. DIMAPUNO R. DATU SEC. ARSENIO M. BALISACAN
Director Secretary
PRIVATE SECTOR NEDA
PRODUCT PRODUCED
Public Transportation Reliability and Convenience
Accessibility Efficiency
Urban Development Environmental Benefits
CAPACITY
Eight trains set to run on the line, each trainset has a massive 1,628 maximum
capacity.
FLOWSHEET
Modern Electric Locomotive Block Diagram
1. Roof Equipment:
Pantograph
The High Tension current (25 kV) for feeding locomotive is taken from contact wire by
means of current collecting device called pantograph. Each loco is provided with two
similar pantographs on the roof. As a practice, the rear pantograph is generally used.
Circuit Breaker (Air blast circuit breaker, Vacuum circuit breaker)
When the circuit breaker closed manually through remote control, OHE supply collected
by pantograph is made available to the main transformer in side the locomotive.
It opens automatically in case of over current or earth fault in the loco under the action
of protective devices.
Now, air blast circuit breakers are being replaced by vacuum circuit breaker (VCB) due
to its superior qualities and less maintenance.
2. Inside Equipment:
Voltage regulating equipment:
The high OHE voltage is stepped down to low voltage by the main transformer
comprising of an Autotransformer with 32 taps and a stepped down transformer with
two separate secondary windings.
The low voltage can be controlled from Zero to Maximum through on load tap changer
which can be compared with a fan regulator used to control the fan speed.
Silicon Rectifiers
Since the traction motors are dc motor, alternating current supplied by secondary
windings of main transformer is converted in to direct current by means of two silicon
rectifiers (RSI), one each feeding to set of three traction motors.
ARNO converter :
ARNO converter converts the single-phase 380 Volt input from transformer auxiliary
winding to 3 phase 380 Volt output.
The three-phase output of ARNO converter is supplied to various auxiliary motors
provided for supplying compressed air, creating a vacuum in train and cooling of
electrical equipment such as Traction motors, smoothing reactor, rectifier block, main
transformer etc.
3. Under frame equipment
Traction Motors
In general, the locomotive is provided with six DC series type traction motors(TMs).
These TMs are mounted in two under frame bogies coupled with wheels through
pinion-gear arrangement.
Smoothing reactor
As output of rectifier is of undulating (Pulsating) nature, it is passed through an
inductive choke called smoothing reactor (SL) to reduce the undulation of the current
and to make current smoother.
4. Brakes
Loco is provided with following brakes:
1. Air brake system
2. Independent brake
3. Proportionate brake
4. Dynamic (Rheostatic) brake
5. Regenerating brake
Health and safety management program
Waste management program
