Mindanao Railway
The Mindanao Railway, previously known as the Trans-Mindanao High Speed Railway, is a proposed inter-city rail system in Mindanao, the southernmost major island of the Philippines. Originally proposed in 1936 as part of Manuel L. Quezon's efforts to strengthen the presence of Commonwealth government in Mindanao against the rising influence of Imperial Japan before World 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, with construction set to begin in late 2021. It will be  initially built as a single-track standard gauge system to be operated by diesel-powered rolling stock, but will have provisions for upgrading to double-track and electrification through overhead lines. The system will be constructed as a network long in its present form, totaling of track, with the centerpiece being a circumferential mainline that connects some of the major cities of the island. An east-west radial mainline shall also be built to the Zamboanga Peninsula, and a number of other radial lines will serve as branch lines. As with other projects of the Philippine National Railways, the Mindanao  Railway shall be constructed in phases covering segments of various lengths. The first phase, the Tagum–Digos segment of the circumferential mainline, will be the first section to be constructed. This segment will be partially opened by 2022, with full operations by 2024. The rest of the 17 segments will be built as part of Phases 2 to 10, with a target completion date between 2032 and 2037. History. Historical railways. There was historically a series of narrow-gauge railroads opened by the American government in Mindanao. These short lines were constructed to transport supplies and United States Army personnel . A line was opened in Camp Keithley in what is now Marawi where trains carry war materiel on flatcars. A gauge short line was also opened in Jolo, Sulu. The best-documented system built by the government was the single-track line of the Davao Penal Colony in Davao del Norte. The prison was established in 1932 by the American government. It was converted into a facility for American POWs after its occupation by Imperial 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 was a sole diesel locomotive and 40 flatcars, having replaced a steam locomotive which its tender survived after the war. The locomotive would pair with 5 or 6 flatcars that carry prisoners, sacks of rice, or forestry products. The train would take a 45-minute trip per way. According to an interview with POW survivor Hayes Bolitho in 2009, the line is estimated to be 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. A few years after the war, a two-car train welcomed the party of then-president Elpidio Quirino during his visit to the area. 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 carry timber from the jungle and sawmill to the pier. One Class B Shay locomotive was used by the Kolambugan Lumber and Development Company of Lanao del Norte during the 1920s and the 1930s . In Malabang, Lanao del Sur, a local company also ran freight trains through the town during the 1930s. In Misamis Oriental, the Anakan Lumber Company also operated Heisler locomotives in the town of Gingoog during the 1920s and 1930s. These short lines were either destroyed by World War II or dismantled in the case of the Davao Penal Colony line. Sometime after President Quirino's visit, the line was dismantled due to its condition. The metal used was then sold to the Chinese black market due to the high market value of iron there. Despite closures of local freight railroads  due to the rise of truck traffic, one line was established in the Davao Region by the Tagum Agricultural Development Company (TADECO). It started operations in 1950, and had 2 diesel locomotives that hauled abaca and Cavendish banana produce. The locomotives were decommissioned and stored in 2010. Initial proposals. Proposals for the Mindanao Railway have been published by the "Daily Bulletin" and "The Far Eastern Review" as early as August 1906. These proposed corridors include those surrounding Cotabato, Davao City, Lake Lanao and Sulu. There were no proposed interconnections between these four lines due to the technology and rather low  population density of the region during that time. Then-president Manuel L. Quezon proposed the construction of an electrified railroad between Cagayan de Oro (then known as Misamis) and Davao City passing through the province of Bukidnon. It would have been electrified by overhead lines powered by the Maria Cristina Falls' hydroelectric power plant (now the Agus VI Hydroeletric Plant). This proposal was made on January 1936, and was taken note by Quezon's adviser Francis Burton Harrison. Some track bed construction began the same year but the project was left incomplete without a single track placed when construction was  halted in 1940. After the war, Manila Railroad General Manager and later Senator Prospero Sanidad proposed a standard-gauge railway in 1952 with consideration for a future electrified network. A network long was proposed for construction with the assistance of American firm De Leuw, Cather and Company. The following lines were proposed, each at least 100 kilometers (62 miles) long: According to this older plan, Kibawe (then known as "Kibawa") and Davao City are the main hubs for the network. Although never realized, it left an influence to the right-of-way of the present Mindanao Railway proposal, particularly on  the circumferential main line. Mindanao and the Philippine National Railway. When the Philippine National Railway (PNR) was created by virtue of Republic Act 4156 in 1964, establishment of a railway in Mindanao was made part of its mandate. Section 5 of the law explicitly stated that P50M had been allocated for the survey and establishment of a railway on the island. When RA 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. Return of the Mindanao Railway to the national agenda. On December 15, 1992, Fidel Ramos signed Memorandum Circular No.23 which directed the formulation of the Medium-Term Philippine Dev't Plan 1993-1998. Secion 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. From the Mindanao Railway System Task Force to the Mindanao Railway Project Office. 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. On June 28, 1999, Estrada signed Administrative Order 74, series of 1999 which allocated P10M to the Mindanao Rail System Task Force to, as stated in the order to: ". . . act as the clearing house for policy and operational issues affecting the implementation of the MRS Project" However, on February 11, 2002 -- after Estrada's impeachment the year before -- President Gloria 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. Mindanao Strategic Railway Development Plan. The government made numerous studies and technical assessments during the 1990s. In the early 2000s, the Mindanao Strategic Railway Development Plan was formulated. The  planned railway, with a total length of , 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: Laguindingan to Cagayan de Oro, Laguindingan to Iligan, Cagayan de Oro to Tagoloan, Misamis Oriental and Iligan to Linamon, Lanao del Norte. 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, and Saudi Arabia  expressed interest in funding the project. The project was later discontinued. 2010s. As part of the updated "2011–2016 Philippine Development Plan", ₱400 million (US$8.85 million) was allotted for conducting feasibility studies to develop infrastructure projects such as railways and roads. In 2014, there were debates whether the system shall be privately-managed or run by the Philippine National Railways which at this point, intermittently operated inter-city rail services in Luzon. The Japan International Cooperation Agency (JICA) and the National Economic and Development Authority conducted studies for the construction of a rail system in the island of Mindanao  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, with the first running from Iligan to Gingoog. A pre-proposal conference was conducted in 2015, but the railway was not included in the Public-Private Partnership program. Development. The railway in its present form began development in the late 2010s. While JICA was conducting initial studies, then-presidential candidate and later president Rodrigo Duterte supported the construction of the railway. Upon his election, he aimed to begin construction of the first phase  between the cities of Tagum and Digos by 2017 and open it partially before his term ends by 2022. In 2018, the project, initially called the Trans-Mindanao High Speed Railway, was approved and received initial funding from Congress. However, construction was delayed after several eminent domain issues, specifically after residents of a high-end gated community near Davao City has requested the Department of Transportation to realign the railway line to avoid hitting an 18-hole golf course. The railway's route was modified into a system that centers on a circular mainline. However, it was later reverted into  the old right of way, but now incorporating 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. On March 24, 2021, 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 to be used for the construction of the Tagumpay Train Village, a resettlement area for families affected by the project. As of April 2021, land acquisition from Panabo to Carmen is almost complete. On  April 19, 2021, the city government of Panabo issued an ordinance prohibiting any unrelated construction on the right-of-way of the Mindanao Railway. 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 is long. Construction. Construction is yet to begin on the first phase of the Mindanao Railway. On a 2020 interview with Department of Transportation (DOTr) Undersecretary for Railways Timothy John Batan, the system is set to begin construction in the third quarter of 2021. Partial  operations between are targeted to commence by 2022. The rest of the system will be opened between 2032 and 2037. Route. The Mindanao Railway is planned to be constructed in ten phases, with a total of of track to be built for the system. Phase 1 will be partially opened between Panabo and Carmen, Davao del Norte by 2022, and full operations are expected by 2024. Phase 1. Also known as the Tagum–Davao–Digos (TDD) segment, this involves the construction of a segment between the cities of Tagum and Digos, passing through Davao 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. This is the only segment confirmed to have planned double-tracking and electrification upgrades in the future. Other proposed phases. The total length of the Koronadal–Cagayan de Oro and Davao City–Bukidnon segment, as well as future extensions on the line beyond Phase 10 such as the double-tracking of the Tagum–Digos segment, amounts to . Design. The Mindanao Railway will be initially constructed as a single-track line with future upgrades to dual tracking and rail electrification. The  right-of-way acquired for the alignment is sufficient for a dual-track system, thus facilitating the upgrade. Timothy John Batan, Department of Transportation Undersecretary for Railways, has said he wanted these upgrades to be implemented at once. Like all proposed intercity lines of the Philippine National Railways, it will be built in . This is part of the larger efforts by the agency to convert its network from narrow to standard gauge, the first in Southeast Asia to do so. The maximum speed of trains on the line is at and the average train speeds along the line is at  . Commuter trains will also have a headway of 13 minutes during partial operations for Phase 1. Lastly, the project suggests the use of the European Train Control System for its signaling and train control systems with at least Level 1 to be installed on the line. A section of Phase 1 in Davao City shall also be connected to the Davao People Mover by a connecting bus service. Electrification and double-tracking. The line shall be initially constructed as a single-track line that will be by operated with diesel rolling stock, although upgrades to a standard electrified double-track  mainline will be constructed in the future. The specific type of electrification system that will be adopted on the Mindanao Railway is yet to be determined. 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 track length of the entire system. 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. If the electrification and double -tracking plans were adopted, the current maximum speed for the diesel line will be raised to for the electrified line, which is comparable to PNR's Luzon System's maximum speed and would count as higher-speed rail. The 2016 JICA study suggests the use of overhead catenaries on or before 2045. High-speed rail. In 2018, the project was initially given the marketing title of the "Trans-Mindanao High-Speed Railway". This was later simplified to "Mindanao Railway" after a maximum speed of has been determined which is less than half of true high-speed rail. The name change  also happened with the North–South Commuter Railway in Luzon and the Tel Aviv–Jerusalem railway in Israel, 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. The two shortlisted Chinese proponents also stated interest in designing a high-speed line that will  be capable of running speeds of up to once the present project achieves successful operations. Rolling stock. The system is made 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 , although speed will be limited to for passenger trains and for freight trains. The diesel multiple units that will be used in the commuter service are arranged in married pairs, and  will be combined in the future for arrangement of four- and eight-car unit trainsets. An earlier order also cited the purchase of rolling stock for the intercity section. This order includes 33 DMU cars for the passenger service which include six 5-car units and three spare cars for passenger trains, and 4 diesel-electric locomotives with 15 freight cars. The whereabouts of this order is yet to be determined.