The ride from San Jose del Monte City in Bulacan to Diliman in Quezon City—a distance of about 23 kilometers—shouldn’t take more than one hour and a half. But for commuters like students Sarwen Abad and Lei Ann Soreto, it takes two and a half hours. 

“It’s suffering before the success,” 19-year-old Abad said. He leaves his home at 4 a.m. to get to his 8 a.m. class at the University of the Philippines Diliman. 

Soreto also wakes up early to arrive at her 8 a.m. class at Polytechnic University of the Philippines. She anticipates and dreads the heavy traffic. 

In true Manila fashion, both students allocate an extra hour in their commute “in case” the already grueling journey is further disrupted. Ironically, what has now become a long-distance commute for residents in San Jose del Monte north of Metro Manila is attributed to a railway project that is decades in the making. 

The Metro Rail Transit Line 7 (MRT-7), a 22.8-kilometer railway link between Quezon City and San Jose del Monte, promises to provide better commutes with faster and more convenient travel. Yet, its long overdue completion has exacerbated existing transportation problems. Construction has left roads torn up, disrupted familiar routes, and significantly extended travel times.

For example, to get to school now, Soreto has to take at least three rides.

“I take a tricycle to the highway, then a jeepney to Tungko, and another to Litex. Before the MRT-7 construction, it took about 30 minutes to reach SM Fairview. Now, it’s over an hour,” she said in Filipino. 

For Abad, the eldest of seven siblings, the additional expense strains his P320 ($5.47) daily commute allowance, which often means skipping lunch.

The railway’s development also raises concerns about its impact on local communities. Its proposed route cuts through residential areas, threatening to displace many families. Homes along the planned path have been marked with red lines, reportedly placed by contractors. To residents, this is an ominous sign of uncertainty.

For many in San Jose del Monte, the MRT-7 project represents more than just a faster commute. It’s a lifeline to opportunities in the capital, allowing access to better jobs and education without uprooting their lives. However, it is also emblematic of the growing pains of a region striving to keep pace with its burgeoning population.

See: Timeline of the MRT-7 as of 2024

Right-of-way issues

Universal LRT Corp. (ULC) set the groundwork for what would become one of the country’s most ambitious railway projects back in 2001. MRT-7 promised decongestion of the roads of Metro Manila, more efficient and reliable transportation along its corridor, and better economic opportunities for investors due to its connectivity. 

In 2004, the National Economic and Development Authority (NEDA) approved the MRT-7 budget of $1.2 billion, supposedly moving the project towards its first phase: a 22.8-km line from Quezon City, one of the densest cities in Metro Manila, to San Jose del Monte in Bulacan, a highway and an intermodal transport terminal.

The railway would carry 850,000 passengers per day and shorten travel time from Bulacan to the Metro from two hours to just 34 minutes. Its capacity would be more than double that of the MRT-3, which runs along Edsa with an average daily ridership of 357,198 in 2023.

As an unsolicited public-private partnership project, most of the project funds come from foreign assistance loans. 

In 2012, San Miguel Corp. (SMC), one of the largest conglomerates in the Philippines which later acquired ULC, secured funding from the Japan International Cooperation Agency (JICA) and a P100-billion loan from Philippine banks.

Construction commenced only four years later, toward the end of President Benigno Aquino’s term, formally marking the beginning of the project in April 2016. Right-of-way issues, however, continue to stall the project.

The first station, North Avenue, is meant to act as a grand central terminal connecting three train lines—MRT-3, LRT-1 and MRT-7. Its original location, according to survey plans, was supposed to be in front of SM North EDSA, a shopping mall owned by the Sy family. When construction began, it was relocated in front of the adjacent Trinoma Mall with the Department of Transportation (DoTr) citing economical reasons. Ayala Corp., owned by the Ayalas, operates the Trinoma Mall. 

SM Prime Holdings Inc. filed a temporary restraining order, which the Supreme Court later lifted, seeing that the construction was already ongoing.

In 2020, Quezon City Mayor Joy Belmonte issued a cease-and-desist order on the construction of the second station to be built aboveground inside Quezon Memorial Circle. Belmonte ordered a reevaluation of the project since the plans greatly exceeded the proposed area it would occupy.

The mayor lifted the order after the design for the aboveground structure was revised. This was done so as not to obscure the Quezon Memorial. But according to official alignment maps, the train station is planned to be built underground.

The land-use plans of both Caloocan City and San Jose del Monte reflect the original alignment of the MRT-7 along Pangarap Village. In 2021, the project was realigned to run along the Quirino Highway.

As of this writing, the station in Tala, Caloocan, has not yet been completed, while the location of the SJDM station has not yet been resolved. 

On the red line

The MRT-7 is expected to be fully operational by 2028 at the latest. Remarkably, despite the reported completion progress of 69.7%, construction of the 13th station at Tala has yet to start. 

The proposed railway connecting it to the final destination in Bulacan is expected to pass through Barangay 185, potentially displacing numerous families. Homes along the planned route have already been marked with red lines.

Among those who would be affected is Myla Lopez, 43, a barbeque vendor whose home and livelihood are now at risk. For the past 20 years, the mother of two has lived in the community within the marked zone for the new railway.

“The National Housing Authority called a meeting. They did not ask us if we were in favor of the new zoning. They just said our homes would be affected,” Lopez said in Filipino. “Asking questions would be useless since there were no MRT officials present during the meeting.”

Last March, the lines were redrawn near her house. She recalled asking the officials why? They told her that the space required for the MRT-7 has increased, engulfing their entire property.

“I said, ‘I already know that, what the changes in the measurements mean that all of my house will be taken, even up to the end.’ So, I wasn’t wrong, they marked it up to here,” she added, pointing to the newly drawn lines.

In its 2019 guidelines on involuntary resettlement, the Asian Development Bank (ADB) recommended a holistic approach that includes financial compensation, livelihood restoration programs, and continuous monitoring of resettlement outcomes.

“Involuntary resettlement safeguards call for meaningful consultation with affected people; compensation of losses and provision of assistance to and benefit sharing with displaced persons, and special measures for the poor and vulnerable,” according to the ADB.

The relocation threat brings more than logistical challenges. This is particularly pertinent for individuals like Lopez, who was concerned about the safety and the inconvenience on her children in going to school. 

Despite the promises of compensation, the seller remains skeptical. 

“For me, honestly, they can just keep their money because I won’t leave here. Do you know that I’ve always expected that in my life, I will die here?” she said.

Even with potential support, she believes that the emotional toll and disruption to their lives are more significant.

Like Lopez’s case, Jay Arniño’s home stands in the path of the planned railway. When asked about his feelings on his situation, he said he felt that his father’s efforts would be wasted “since he put a lot of effort into building our house.”

“When I found out that the house would be demolished to make way for the MRT, I felt regret and a little anger,” he said in Filipino.

Other San Jose del Monte residents—mostly farmers—have also expressed concerns about the effects of urbanization on their livelihood and homes. They cited fears of being ousted from their farmlands once the landowners decide to convert their property for commercial use.

Berto Monteroyo, a farmer in Barrio Bisaya, Tungkong Mangga, has a farm a few kilometers away from the initial proposed location of one station. But he still worries about the impact of the MRT-7’s construction and the urbanization that comes with it on the lives of farmers like him. 

“The thing about MRT-7 is that they will establish buildings and establishments once it’s here. Where will we be placed then?” the 75-year-old farmer said in Filipino.

Project delay entails economic cost

Cresencio Montalbo Jr., a professor at the UP School of Urban and Regional Planning, explained that addressing these constraints required a thorough study of both opportunities and challenges, with corresponding costs for remedies.

“They will have to be compensated for the resettlement, for the relocation. May cost lahat ‘yan (Everything has a cost),” he said, underscoring that the financial implications must be weighed against the benefits.

Montalbo cited a 2019 JICA study on the severe traffic congestion in Metro Manila. The study estimated that the daily cost of transport was P3.5 billion, or $69 million. “Mobility in large cities the size of Mega Manila is impossible without a network of mass rail transit system[s],” it said.

With the MRT-7’s prolonged delay, its promise to alleviate traffic and economic gains are yet to be realized. 

“The fact that the project is still under construction means that the project is not yet generating the intended benefits … [the MRT-7] cannot carry passengers to their destination simply because it is not finished,” Montalbo said. “That is [a] huge economic cost because of the delay.” 

Transport economist Robert Siy of Move As One Coalition, a civil society transport group, echoed the concerns of many about the project’s delays. 

“When you count the hundreds of thousands of people who are stuck in traffic, waiting in queues and also stalled in whatever public transport they’re using, this is where we are actually wasting so much of our resources, wasting opportunities,” Siy said. “We are also, I think, foregoing many economic opportunities when people suffer that type of inefficiency and that type of delay.”

Ways forward

Since the project had been put on hold for years, several things should have been done, according to Montalbo. “Three things: persistent [and] consistent communications; very strong, very close collaboration among the different stakeholders; [and a] champion.”

To avoid delays such as the one experienced by the MRT-7 project, communications strategies must have been put in place to make sure that the different stakeholders are on board or are supportive of the project, he said.

These include those affected by the project, like the residents and the local government of San Jose del Monte.

“[First], there must be clear knowledge on who the stakeholders are,” Montalbo said. “Second, it’s important to know what the issues of each of these stakeholders are … Third, how do we address such issues? … Based on that we develop a good communications plan.” 

The longer the delay, the farther the project strays from the solutions it promised to the people. In the time that it takes from project proposal to completion, several local government administrations would have already changed hands.

“Many people misinterpret what the project is all about because of the long time … the young people who used to support before are now older, there are now more people who have no knowledge about the project,” Montalbo said.

He attributed San Jose del Monte’s pushback on the proposed location to the lack of proper education from the MRT-7 proponent. He said that information about the project needed to be conveyed to the people affected so they could understand its rationale and benefits. This, he believed, was missing.

Furthermore, the national government must closely collaborate with the local government, he said. As the MRT is to be built on a national road, there will have to be cooperation from the local governments where its rail line passes. 

Lastly, the project needs personalities to face the public and endorse the project. Montalbo cited the mayors of Quezon City as being generally supportive of the project. In contrast, SMC, which won the bid to construct the MRT-7 and is one of the proponents of the PPP, rarely mentions its progress.

“Any big change that is introduced to disrupt the status quo would need a physical leader,” said Montalbo. 

Ideally, for projects of this magnitude, the right-of-way ought to be secured before the budget is approved. Montalbo admits that “it is next to impossible to secure the entire right-of-way,” especially for mass transits.

The urban planning professor expects that once the Quezon City segment starts operating, the local leaders of San Jose del Monte will see that the rail system works and that they are preventing their constituents from benefiting from the MRT-7. He added that the operation may soften their “hard stance,” allowing the MRT-7 to be completed.

From the Grand Central Station to the 12th Station, the Quezon City segment will operate approximately 18 kilometers, about 80% of the total length. 

‘Transport is transformational’

Looking at the already existing train lines in the Philippines, one might notice that wherever there are railways, there is significant economic activity. 

“Transport is transformational,” Montalbo said, pointing to the economic benefits of a mass-transit project to its location. “You make an area accessible, that area will change.”

Even before transport projects become operational, the approved locations of the terminals/stations already attract investors and real estate developers in anticipation of the increase in population and foot traffic. 

In Barangay Tungkong Mangga, the site for the initially approved location of MRT-7’s last station, several commercial establishments have been built as the construction progressed over the years, with more on the way. 

In 2013, Ayala Land Inc. launched Altaraza—a 71-hectare development which now has three neighborhoods namely Amaia Steps Altaraza, Avida Settings Altaraza, and the newly-established Miravera Altaraza.

SM Prime Holdings Inc. opened its third mall in Bulacan in San Jose Del Monte back in 2016.

However, as the wheels of progress and development continue to roll through SJDM, there is a group of people that are at risk of being run over and left behind. 

Responses to delays

San Jose del Monte Mayor Arthur Robes said in a recent interview that the route was realigned without informing the local government.

He said the city called the attention of the DoTr to request for a consultation when they realized that construction had already begun.

Transportation Secretary Jaime Bautista recently addressed the issue during an interview with reporters. He acknowledged the opposition to the construction from building owners along Quirino Highway because it will cause a heavier traffic flow, given that it’s a narrow road.

“They provided us with options which we are going to study,” he said.

According to the original plan, MRT-7 was not supposed to traverse Quirino Highway, but the plans have been revised due to conflicts. 

“In 2016, the route was not supposed to cross Quirino Highway. They were supposed to traverse the land of the Araneta, along Pangarap, which is why they fall under the aforementioned 33 hectares and why Tala Station would not be utilized,” Robes said in Filipino.

The original plan was revised due to disagreements in the supposed settlement fees that would be given. 

The plan in 2007 was to complete the project in 2012. When the project broke ground in 2016, it was targeted to be fully operational by 2019-2020. As of this writing, the latest target date for the partial operations (first 12 stations), with the pandemic severely affecting construction, was set to the end of next year, with full operations eyed by 2027-2028. The MRT-7 is projected to be fully operational by 2028, according to the DOTr.

Bautista said they will explore options provided by the San Jose del Monte local government. “We are not in a hurry because our target is really to operate up to the Lagro station by 2025,” he said.

Robes stressed that the city was not against the construction of MRT-7. “In fact, we are very much in favor. We would like to, however, be part of finding a better location where the posts of the train tracks will be placed.”

Reporters requested interviews with the DoTr’s and SMC. Nicole Alfiler, officer-in charge of the DoTr’s Right-of-Way and Site Acquisition Division, responded through Viber, saying they have an inter-agency committee for right-of-way committees that are collaborating with other agencies for all national railway projects.

SMC has yet to respond as of this writing.

Still waiting at platform’s edge

For Montalbo, travel is a means to an end, not the end itself. It is important to realize that commuters do not travel for the sake of traveling; they struggle with their daily commute to reach their destination.

With that in mind, it is vital that the authorities prioritize mass transportation systems to provide reliable modes of transport. Noting the transformative power of transportation, an efficient railway system equips the country and its people with less travel time, less traffic congestion and more room for economic opportunities.

However, that was not the case for the MRT-7 project.

Since the project’s approval in 2004, two decades have passed. Commuters have yet to hear it barreling down the tracks, carrying the 850,000 daily passengers it promises to transport.  Every delay costs not only the contractors more, but also the commuters who were promised a fast and efficient mode of transport.

While many citizens view the infrastructure project that will pass through the heart of the metro and act as an artery to the upper provinces of San Jose del Monte as ultimately beneficial, its delay and construction has caused much distress on the commuters in the form of heavier traffic—the complete opposite of what it aims to accomplish.

From a student’s perspective, Jay Arniño said, “The time I spent in traffic, I could’ve used to do my assignments instead.”

Read more: Humanizing Metro Manila’s transport system