| Mindanao Railway | |
|---|---|
 System map of the Mindanao Railway as of 2021, including all the phases involved. | |
| Overview | |
| Status | Under preliminary studies |
| Owner | Department of Transportation |
| Locale | Mindanao |
| Service | |
| Operator(s) | Philippine National Railways |
| Rolling stock | Electric multiple units |
| Daily ridership | 130,000 (Estimated)[a] |
| History | |
| Planned opening | TBA |
| Technical | |
| Line length | 1,544 km (959 mi) |
| Track length | 2,278 km (1,415 mi) |
| Number of tracks | Double track |
| Character | Grade separated |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Electrification | Overhead |
| Operating speed | 200 km/h (125 mph) |
| Signalling | ETCS Level 1 |
TheMindanao Railway, previously known as theTrans-Mindanao High Speed Railway, is a proposed railway system inMindanao, the southernmost major island of thePhilippines. Originally proposed in 1936 as part ofManuel L. Quezon's efforts to strengthen the presence ofCommonwealth government in Mindanao against the rising influence ofImperial Japan beforeWorld War II, the line was shelved. Other proposals and studies were made in the 1950s, 1990s, and the 2000s, but never materialized. The current line began development in 2018;[1] however, construction has yet to start.
The system will be constructed as a network 1,544 km (959 mi) long in its present form, totalling 2,278 km (1,415 mi) of track, with the centerpiece being a circumferentialmainline that connects some of the major cities of the island. An east–west radial mainline will also be built to theZamboanga Peninsula, and a number of other radial lines will serve asbranch lines. As with other projects of thePhilippine National Railways, the Mindanao Railway will be constructed in phases covering segments of various lengths.
The first phase, theTagum–Digos segment of the circumferential mainline, will be the first section to be constructed. This segment was initially set to be partially opened by 2022, with the rest of its 17 segments being completed by the 2030s , but the entire project has been beset by delays with funding and construction. Anofficial development assistance (ODA) loan fromChina was planned for funding most of the project; however, the Philippine government backed out of pursuing it in 2023.[2] While the project is still stalled, the government is starting again on the project in 2024.[3] A fresh feasibility study was conducted by theAsian Development Bank (ADB).[4] Another proposal is the second phase (originally Phase 3), or the Northern Mindanao Railway, a 54.8-kilometer high-capacity line connectingCagayan de Oro, connecting the municipalities ofLaguindingan andVillanueva,Misamis Oriental, which is under study from the Public-Private Partnership (PPP) Center.[5][6]
The first attempt to construct a rail line in Mindanao was made in the 1890s, when the Spanish colonial government attempted to build aDecauville railway betweenIligan andMarawi. However, this was never finished.[7]
Not long after, a series of narrow-gauge railroads were opened by theAmerican government in Mindanao. These short lines were constructed to transport supplies andUnited States Army personnel. A line was opened in Camp Keithley in what is nowMarawi where trains carried warmateriel onflatcars.[8] A2 ft (610 mm) gauge short line was also opened inJolo,Sulu.[citation needed]
The best-documented system built by the government was the single-track line of theDavao Penal Colony inDavao del Norte. The prison was established in 1932 by the American government. It was converted into a facility for AmericanPOWs after its occupation byImperial Japanese Army forces in 1942. Davao Penal Colony survivor Raymond C. Heimbuch wrote in his book that the line suffered from poor condition of the rolling stock and lack of maintenance of the tracks. There were 40 flatcars and a solediesel locomotive, which replaced a steam locomotive whosetender survived after the war. The diesel locomotive would pair with 5 or 6 flatcars that carried prisoners, sacks of rice, or forestry products. The train took a 45-minute trip per way.[9] According to an interview with POW survivor Hayes Bolitho in 2009, the line is estimated to be 7 km (4.3 mi) long. He also commented that prisoners were forced to push the train in case of rain or when ascending steep grades due to the poor conditions of the tracks.[10] A few years after the war, a two-car train welcomed the party of then-presidentElpidio Quirino during his visit to the area.[8]
At the same time, local plantations and lumber mills also built their own systems during the 1920s and the 1930s, typically serving freight trains from the production facilities to a port. At Port Lamon,Surigao del Norte, trains carried timber from the jungle and sawmill to the pier. One Class BShay locomotive was used by theKolambugan Lumber and Development Company ofLanao del Norte during the 1920s and the 1930s. InMalabang,Lanao del Sur, a local company also ran freight trains through the town during the 1930s.[11] In Misamis Oriental, the Anakan Lumber Company operatedHeisler locomotives in the town ofGingoog during the 1920s and 1930s.[citation needed]
These short lines were either destroyed duringWorld War II or dismantled (the Davao Penal Colony line was dismantled due to its condition sometime after President Quirino's visit). The metal used was then sold to theChineseblack market due to the high market value ofiron there.[8] Despite closures of local freight railroads due to the rise of truck traffic, one line was established in theDavao Region by the Tagum Agricultural Development Company (TADECO). It started operations in 1950 and had two diesel locomotives that hauledabacá andCavendish banana produce. The locomotives were decommissioned and stored in 2010.[citation needed]
Proposals for the Mindanao Railway were published by theDaily Bulletin andThe Far Eastern Review as early as August 1906. These proposed corridors include those surroundingCotabato,Davao City,Lake Lanao, andSulu. There were no proposed interconnections between these four lines due to the technology and rather low population density of the region during that time.[12]
Then-presidentManuel L. Quezon proposed the construction of an electrified railroad betweenCagayan de Oro (then known as Misamis) andDavao City passing through the province ofBukidnon. It would have been electrified by overhead lines powered by theMaria Cristina Falls' hydroelectric power plant (now the Agus VI Hydroeletric Plant). This proposal was made in January 1936, and was taken note by Quezon's adviserFrancis Burton Harrison. Sometrack bed construction began the same year, but the project was left incomplete without a single track placed when construction was halted in 1940.[13]
After the war, Manila Railroad General Manager and later-Senator Prospero Sanidad proposed astandard-gauge railway in 1952 with consideration for a future electrified network. A network 1,170 kilometers (730 miles) long was proposed for construction with the assistance of American firmDe Leuw, Cather and Company.[14]
The following lines were proposed, each at least 100 kilometres (62 miles) long:[14]
According to this older plan, Kibawe (then known asKibawa) and Davao City were the main hubs for the network. Although never realized, it influenced the right-of-way of the present Mindanao Railway proposal, particularly on the circumferential main line.
When the Philippine National Railway (PNR) was created by virtue of Republic Act 4156[15] in 1964, establishment of a railway in Mindanao was made part of its mandate. Section 5 of the law explicitly stated that₱50 million had been allocated for the survey and establishment of a railway on the island. When Republic Act 4156 was superseded by Republic Act 6366 in 1971, the same explicit mandate to create a Mindanao Railway, under the PNR, remained.
However, when the law enabling the PNR was amended by Presidential Decree 741 in July 1975, reference to a railway in Mindanao was omitted.
On December 15, 1992, Fidel Ramos signed Memorandum Circular No. 23[16] which directed the formulation of the Medium-Term Philippine Development Plan 1993–1998. Section 4.4.2 of this plan focused on Transportation. Sub-paragraph "M" called for a feasibility study for the Mindanao Railway under a Build Operate Transfer (BOT) arrangement.
President Joseph Estrada created the Presidential Committee on Flagship Programs and Projects to identify projects for the administration. On October 7, 1998, the committee directed the Philippine National Railways, Public Estates Authority, and the Southern Philippine Development Authority to conduct preparatory studies for the Mindanao Railway System.[17]
On June 28, 1999, Estrada signed Administrative Order 74, series of 1999 which allocated ₱10 million to the Mindanao Rail System Task Force to, as stated in the order, "act as the clearing house for policy and operational issues affecting the implementation of the MRS Project".
However, on February 11, 2002—afterEstrada's impeachment the year before—PresidentGloria Macapagal Arroyo signed Executive Order 72, series 2002, which abolished the MRS Task Force. Later, however, Arroyo replaced the task force with another organization.
On May 25, 2006, President Gloria Macapagal Arroyo signed Executive Order 536 which created the Cebu Railway Project Office (CRPO) and the Mindanao Railway Project Office (MRPO) under the control of the Department of Transportation and Communication (DOTC). Both were charged formulating plans for, identifying funding mechanisms for, and developing railways in Metro Cebu and Mindanao, respectively.[18]
The government made numerous studies and technical assessments during the 1990s.[19] In the early 2000s, the Mindanao Strategic Railway Development Plan was formulated. The planned railway, with a total length of 1,533 km (953 mi), was designed to span the entire island in a loop and was estimated to cost ₱66.5 billion. The plan for a railway divided into four phases:[20]Laguindingan toCagayan de Oro, Cagayan de Oro toTagoloan, Laguindingan toIligan, and Iligan toLinamon. The network would have linked urban centers across the island and was aimed to cut the 90-minute travel time by bus between Cagayan de Oro and Iligan to 15–20 minutes. The project was slated to start construction in 2011,[20] and Saudi Arabia expressed interest in funding the project.[21] The project was later discontinued.
As part of the updated 2011–2016 Philippine Development Plan, ₱400 million (US$8.85 million) was allotted for conductingfeasibility studies to develop infrastructure projects such as railways and roads.[22] In 2014, there were debates on whether the system would be privately managed or run by thePhilippine National Railways, which intermittently operated inter-city rail services inLuzon at the time.[23][24]
TheJapan International Cooperation Agency (JICA) and theNational Economic and Development Authority conducted studies for the construction of a rail system in the island ofMindanao along with its partners starting in 2015. The proposal in 2015 resembled the 1952 right-of-way. The government planned to build the railway in six phases,[25] with the first running fromIligan toGingoog. A pre-proposal conference was conducted in 2015,[26] but the railway was not included in the Public-Private Partnership program.
The railway in its present form began development in the late 2010s. While JICA was conducting initial studies, then-presidential candidateRodrigo Duterte supported the construction of the railway. Upon Duterte's election, he aimed to begin construction of the first phase between the cities ofTagum andDigos by 2017 and open it partially before the end of his term in 2022, which did not happen due to rampant corruption.[27][28] In 2018, the project, initially called the Trans-Mindanao High Speed Railway, was approved and received initial funding fromCongress.[1] The rest of the funding would have come from anofficial development assistance (ODA) loan fromChina.[29] However, construction was delayed after severaleminent domain issues, specifically after residents of a high-endgated community near Davao City has requested theDepartment of Transportation (DOTr) to realign the railway line to avoid hitting an 18-holegolf course.[30][1][31]
The railway's route was modified into a system centered around a circular mainline.[32][33] However, it was later reverted into the old right-of-way, but now incorporates the extensions and branch lines featured in the 2019 proposal. In its current state, the project has 18 segments to be divided into 10 phases.[34]
On March 24, 2021, the DOTr Undersecretary for Project Implementation in Mindanao, Eymard Eje, Tagum mayor Allan Rellon, and Carmen mayor Virginia Perandos signed a deed of absolute sale for land to be used for the construction of the Tagumpay Train Village, a resettlement area for families affected by the project.[35] As of April 2021, land acquisition from Panabo to Carmen was almost complete.[36] On April 19, 2021, the city government ofPanabo issued an ordinance prohibiting any unrelated construction on the right-of-way of the Mindanao Railway.[37]
The Project Management Consultant Contract for the Tagum–Davao–Digos segment of the project was signed on October 20, 2021. It was also announced that the final length of the system would be 1,544 km (959 mi).[38]
In July 2022, the project funding was withdrawn after the Chinese government failed to act on the funding requests by the Duterte administration, including the Subic–Clark Railway (later Subic–Clark–Manila–Batangas Railway under a new initiative) andPNR South Long Haul projects.[39] A month later, on August 11, Chinese Ambassador to the PhilippinesHuang Xilian and Transport SecretaryJaime Bautista held formal talks ending in an agreement to restart negotiations for the three railway projects.[40]
On September 30, 2022, the DOTr said that the project could be finished by 2028 if the loan for the project was finalized by 2023.[41] However, on October 25, 2023, the Philippine government declared that it had formally withdrawn its request for Chinese ODA funding.[2] A day later, on the sidelines of the German-Philippine Chamber of Commerce and Industry forum inMakati, Bautista stated that the country can still seek assistance from other ODA partners like JICA, ADB, and theWorld Bank.[42]
After China withdrew from funding the project in 2024, the government decided to re-study the first phase of the project with the inclusion offreight services as part of its adjustments to the DOTr, and at the same time, the transportation department revamped the feasibility study of the project to use environmentally friendly or electric trains.[3][43] At the same time, JICA announced that the funding decision for the project is not ready yet as it awaits the completion of a feasibility study with the revised project.[44]
In July of that year, 3 foreign firms expressed interest interest in pursuing the project.Mindanao Development Authority Secretary Leo Tereso Magno said that there were 2 Korean and 1 Japanese firms their willingness to design and build the said project.[45] In November, Vice PresidentSara Duterte lamented the delay of the construction of the railway and made the pronouncement in a press conference inButuan when asked that regarding the development, particularly its rumored cancellation.[46] The pre-construction activities are still ongoing.[47][44]
As of May 2025, there has yet to be any advancements, and DOTr SecretaryVince Dizon stated: “Yes, these projects remain in the priority list of the President and in the priority list of the DOTr. However, it is difficult to say if we don’t have the funding yet. We cannot program a timeline for them,”.[48] Nonetheless, the project is currently undergoing a revised feasibility study conducted by the ADB, via the Infrastructure Preparation and Innovation Facility.[4] According to Dizon, "We will try our best to look for funds for the Mindanao Railway,".[49]
Romeo Montenegro, the Assistant Secretary of MinDA, articulated that the initiative remains within the jurisdiction of the DOTr for further study. Montenegro recognized the public's dissatisfaction regarding the project's protracted advancement. In addressing the inquiry concerning the completion timeline of the railway prior to the current administration ends, it is noteworthy that the government is considering a PPP model.[50]
In September, the DOTr mentioned that studies are still in progress, with the ADB, France, India, and South Korea expressing interest in this project. They aim to complete the study by 2026.[51] The agency failed to include the project in that year's budget.[52]
The government declared the relocation of the 178 families in November 2025.[53] However, SenatorAlan Peter Cayetano claimed in January 2026 that the project had lost out on budgetary opportunities.[54] Nonetheless, the feasibility study has been finalized, enabling ADB to potentially offer more advantageous financing conditions and reduced geopolitical limitations.[55]
The second phase of the project, also known as the Northern Mindanao Railway, started its development in 2022 and was approved by the NEDA board in March 2023.[56] At the same time, PPP Center granted the project's P100 million in funding for its feasibility study via the agency’s Project Development and Monitoring Facility, a revolving fund that supports infrastructure projects.[57] It became one of the 194 flagship infrastructure projects under theMarcosadministration'sBuild Better More program. The planned project and a feasibility study conducted byDeloitte Touche Tohmatsu India LLP are expected to be submitted in July 2024.[5] The contract “will involve project preparation services for a preliminary assessment of the viability of the railway in Northern Mindanao,” the DOTr said in a statement. Among the aspects that will potentially be studied are the alignment of the railway, the number of stations, and the economic impact.[57] It is a 54.8-kilometer railway line connecting Cagayan de Oro, connecting the municipalities of Laguindingan and Villanueva, Misamis Oriental.[5] The Public-Private Partnership (PPP) Center is also backing the proposal.[6]
Based on the project description, the railway project will include passenger railway stations, maintenance depots, operations control centers, connectivity toLanguindingan Airport, connectivity to seaports, and transit-oriented developments (TOD). The railway will be designed to be capable of handling freight cargo at cargo terminals in the future.[5] As per DEPDEV, the project is in the preparation phase, slated for implementation after 2028.[58] Originally called Phase 3, the project has been rebranded to its current name as of 2025. A new study will be carried out, as it has been disclosed.[51] The pre-feasibility study for Phase 3 was finalized in October.[59]
In December of that year, SenatorLoren Legarda criticized the project's omission from the 2026 budget.[60]
The Philippine government has delayed the construction of the project's first phase indefinitely, which was set to be undertaken by China.[2] Prior to the withdrawal of the Chinese loan in 2023, the system was originally set to begin construction in the third quarter of 2021, with partial operations by 2022. The rest of the system will be opened between 2032 and 2037.[61]
The start of construction was delayed in May 2022 as the DOTr did not receive the shortlist of the design-and-build contractors from theChinese government.[62]
| Tagum–Davao–Digos section | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
 A conceptual art showing an embankment section on the Mindanao Railway's Tagum–Davao–Digos section, showing a 2-car version ofMTR'sSP1900 EMU for reference. | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Overview | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Owner | Philippine National Railways | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Area served | Davao City Davao del Norte Davao del Sur | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Locale | Davao Region | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Transit type | Commuter rail | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Number of lines | 1 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Number of stations | 8 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Daily ridership | 130,000 (projected) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Website | www | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Operation | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Operation will start | TBA | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Character | Grade-separated | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Rolling stock | Electric multiple units | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Train length | TBD | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Headway | 13 minutes | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Technical | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| System length | 100 km (62 mi) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| No. of tracks | Double | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Minimum radius of curvature | 850 m (2,790 ft) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Average speed | 77–81 km/h (48–50 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Top speed | 120 km/h (75 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Mindanao Railway is planned to be constructed in ten phases,[63] with a total of 2,278 kilometers (1,415 miles) of track to be built for the system.[34] Phase 1 will be partially opened betweenPanabo andCarmen, Davao del Norte, by 2022, and full operations are expected by 2024.[64][needs update]
Also known as theTagum–Davao–Digos (TDD) segment, this phase involves the construction of a 100 km (62 mi) segment between the cities ofTagum andDigos,[a] passing throughDavao City. It will have eight stations alongside two depots to be located in Tagum and Davao City, with the former being the segment's main yard.[66][67] This is the only segment confirmed to have planned double-tracking and electrification upgrades in the future.
| Languindingan–Villanueva section (Northern Mindanao Railway) | |
|---|---|
| Overview | |
| Owner | Philippine National Railways |
| Area served | Metro Cagayan de Oro |
| Locale | Northern Mindanao |
| Transit type | Commuter rail/Freight rail |
| Number of stations | 7 |
| Operation | |
| Operation will start | TBA |
| Character | Grade-separated |
| Rolling stock | Electric multiple units |
| Technical | |
| System length | 54.8 km |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Minimum radius of curvature | 850 m (2,790 ft) |
| Average speed | 77–81 km/h (48–50 mph) |
| Top speed | 120 km/h (75 mph) |
The total length of the Koronadal–Cagayan de Oro and Davao City–Bukidnon segments, as well as future extensions on the line beyond Phase 10 such as the double-tracking of the Tagum–Digos segment, amounts to 645 kilometers (401 miles).[34]
The Mindanao Railway will be initially constructed as asingle-track line with future upgrades todual tracking andrail electrification. The right-of-way acquired for the alignment is sufficient for a dual-track system, thus facilitating the upgrade.[70] Timothy John Batan, Department of Transportation Undersecretary for Railways, said he wanted these upgrades to be implemented at once.[33] Like all proposed intercity lines of thePhilippine National Railways, it will be built in1,435 mm (4 ft 8+1⁄2 in)standard gauge.[33][30] This is part of the larger efforts by the agency toconvert its network from narrow to standard gauge, the first in Southeast Asia to do so.[71]
The maximum speed of trains on the line is 120 km/h (75 mph) and the average speed is 77–81 km/h (48–50 mph).[33] Commuter trains will also have a headway of 13 minutes during partial operations for Phase 1. Lastly, the project suggests the use of theEuropean Train Control System for its signalling and train control systems with at least Level 1 to be installed on the line.[72]
A section of Phase 1 inDavao City shall also be connected to theDavao People Mover by a connecting bus service.[73]
The line will be initially constructed as a single-track line that will be by operated with diesel rolling stock, although upgrades to a standard electrifieddouble-track mainline will be constructed in the future.[66] The specific type of electrification system that will be adopted on the Mindanao Railway is yet to be determined.[74] On the other hand, expansion of the single-track line to double-track has already been considered for at least the Tagum–Davao–Digos section, which is included in the total of 2,278 km (1,415 mi) track length of the entire system.[34][74] For the current station arrangement however,passing sidings shall be used to allow trains to stop without obstructing traffic from the opposite direction, especially with the target headway being 13 minutes.[72]
If the electrification and double-tracking plans were adopted, the current 120 km/h (75 mph) maximum speed for the diesel line would be raised to 160 km/h (99 mph), which is comparable to PNR's Luzon System's maximum speed and would count ashigher-speed rail.[74] The 2016 JICA study suggests the use of overhead catenaries on or before 2045.[75]
In 2018, the project was initially given the marketing title of "Trans-Mindanao High-Speed Railway".[34] This was later simplified to "Mindanao Railway" after a maximum speed of 120 km/h (75 mph) was determined, which is less than half that of truehigh-speed rail.[66] The name change also happened with theNorth–South Commuter Railway inLuzon[76] and theTel Aviv–Jerusalem railway inIsrael,[77] both of which were marketed as "high-speed" to distinguish themselves from the much slower existing train services there.
Despite the change in the project title, there are plans for a genuine high-speed rail network in the region, and the proposed infrastructure of the Mindanao Railway was planned with future high-speed rail development in mind along as with all the proposed railways for PNR.[78] The two shortlisted Chinese proponents also stated interest in designing a high-speed line that will be capable of running speeds of up to 250 kilometers per hour (160 mph) once the present project achieves successful operations.[31]
In 2023, China backed out of providing loans to the Philippines for Mindanao Railway Project Phase 1.[2]The system was supposed to accommodate both passenger and freight rolling stock, the latter due to its dual purpose to connect seaports around the island. Only the specifications for the commuter trains for the Tagum–Digos section was given as of December 2020. The design speed of the commuter trains is at 130 km/h (81 mph), although speed will be limited to 120 km/h (75 mph) for passenger trains and 80 km/h (50 mph) for freight trains. Thediesel multiple units that will be used in the commuter service are arranged inmarried pairs, and will be combined in the future for arrangement of four- and eight-car unit trainsets.[72]
An earlier order also cited the purchase of rolling stock for the intercity section. This order includes 33DMU cars for the passenger service, which include six 5-car units and three spare cars for passenger trains, and 4diesel-electric locomotives with 15 freight cars.[33] The whereabouts of this order is yet to be determined.
| Rolling stock | Commuter train | Intercity train | Freight train |
|---|---|---|---|
| Year | 2022 | c. 2024 | |
| Manufacturer | TBD | ||
| Units to be built | 46 | 33[b] | 4 locos, 15 freight cars |
| Cars per train | 2 | 5 | Does not apply |
| Length | 21,500 mm (70.5 ft) | TBD | |
| Width | 3,100 mm (10.2 ft) | ||
| Train height | 3,700 mm (12.1 ft)[c] | ||
| Body material | Aluminium or stainless steel | TBD | |
| Empty weight | TBD | ||
| Capacity | 250 per car[d] | TBD | Freight only |
| Doors | TBD | ||
| Traction power | Diesel-electric | ||
| Top speed | 120 km/h (75 mph) | 80 km/h (50 mph) | |
In 2024, the government announced the proposed plan to change the system from adiesel-hauling to anelectric one for the train sets. According to Transportation Secretary Bautista, he said that the diesel-powered trains were identified in the original study, but they will adopt a more modern and environment-friendly (eco-friendly) technology.[79]
{{cite web}}: CS1 maint: multiple names: authors list (link)| Annual Riderships by cities |
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