During the construction of the first line of the Manila Light Rail Transit System in the early 1980s, a Swiss company called Electrowatt Engineering Services 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, including a line on the Radial Road 6 alignment, one of the region's busiest road corridor.

On March 16, 1988, the project was approved by the cabinet, and a feasibility study for the LRT Line 2, then called the MRT Line 2 project,^[14][9] that would connect Marikina to the City of Manila via Aurora Boulevard and Ramon Magsaysay Boulevard was carried out in the same year.^[15] Lavalin of Canada was interested in planning to build the line when the Philippine government would look to have a contract similar to the Bangkok system that was to be developed by the company (this was cancelled in 1992).^[16] The project was to be bid out as a build-operate-transfer project together with the LRT Line 1 capacity expansion project in 1989.^[15] In the same year, when President Corazon Aquino directed transportation secretary Rainerio Reyes to speed up the implementation of the line, the project was one of the 10 major infrastructure projects worth ₱8.7 billion.^[17][18]

Although sixteen firms were reported to have submitted bids for the line's construction,^[19] the bidding failed, causing delays. Only one consortium, made up of Japanese-European firms (Marubeni, Leighton, and Tractabel) and another Japanese firm, RRA International, attended the actual bidding. This means that the bidding for LRT 2 as a BOT project was unilaterally cancelled by transportation secretary Oscar Orbos, apparently in favor of a “ground-level” transit system.^[15][20]

Another feasibility study was conducted in 1991 with financing from the Overseas Economic Cooperation Fund (OECF). The final revised project was approved on December 13, 1995 as a separate project from the LRT-1 capacity expansion project.^[21][22][15] Early in 1994, the planned route was to run from Recto inside the Old Bilibid Prison to Katipunan, totaling 11.8 kilometers, but the actual route is 10 kilometers; the plan was also to have a depot located at the vacant site of Quezon Institute, and the plan was to have 26 2-car trains.^[23]

The LRT Line 2 project officially began in 1996, twelve years after the opening of Line 1, with the granting of the official development assistance loans from the OECF, later known as the Japan Bank for International Cooperation (JBIC)^[24] for the line's construction starting in March of that year.^[11] The LRTA would have ownership of the system and assume all administrative functions, such as the regulation of fares and operations as well as the responsibility over construction and maintenance of the system and the procurement of spare parts for trains.

List of contractors (original 13.8-kilometer (8.6 mi) line)^[25]

Package no.	Scope of work	Contractor	Date of award	Notes
1	Depot	Sumitomo Corporation	1997	Marshalling Yard was also constructed by Fujita.[26]
2	Substructure	Hanjin Itochu
3	Superstructure and stations			Rizzani de Eccher and its subsidiary, Deal S.r.l. of Italy, also designed and constructed the viaduct superstructure, including the provision of labor, precast and erection equipment, and engineering services.[27]
4	Systems, vehicles (rolling stock), and trackwork	Marubeni Balfour Beatty Toshiba Daewoo Heavy Industries (now merged with Hyundai Rotem for the rolling stock division) DMCI	2000	Electronic systems package: Singapore Technologies Engineering (for the communications system, SCADA system, automatic fare collection system, and the management information system)[28]

Construction started with a groundbreaking ceremony on November 15, 1997, after the LRTA signed the first three packages of the agreement with Sumitomo Corporation delivering Package 1 in which covers the construction of the depot and its facilities,^[29][30] while the Hanjin–Itochu joint venture delivered packages 2 and 3 in which covers the substructure and the superstructure plus the stations respectively.^[31][32]

The project suffered delays in 1998 when the fourth package of the project, which includes the communications and fares systems, vehicles, and trackworks, were alleged to be anomalous, according to Senator Juan Ponce Enrile.^[33] Although it was promptly corrected by the Estrada administration after it assumed power in the middle of that year, it encountered similar problems two years later. In April 2000, the National Economic and Development Authority (NEDA) met with officials from the Department of Transportation and Communications (DOTC). Out of the eight bidders, only two, Ansaldo; and Mitsui with Siemens, passed the technical evaluation process. To accommodate more bidders, especially that another two were disqualified, NEDA Secretary Felipe Medalla reportedly planned to lower the pre-qualification criteria from seventy percent to fifty percent, a move strongly opposed by the DOTC which reiterated that the seventy percent passing mark was only approved by the JBIC. However, Medalla reportedly justified his actions, saying that the JBIC was dissatisfied with the two qualified bidders and would stop all loans to the Philippines if more bidders were not added.^[34]

Finally, in September 2000, Package 4 was awarded to the Asia-Europe MRT Consortium (AEMC), a consortium led by Marubeni and composed of Balfour Beatty, Toshiba, Daewoo Heavy Industries, and a local company which was D.M. Consuji Incorporated (DMCI).^[35][24][36] AEMC, through Marubeni Corporation, entered into a contract with Singapore Technologies Engineering on December 12 of that year to supply and install the communications system, supervisory control and data acquisition (SCADA) system, automatic fare collection system, and the management information system.^[28] The consortium provided the eighteen four-car trainsets built by Rotem and Toshiba.

During construction, the LRTA, along with the project consultants oversaw all the design, construction, equipping, testing, commissioning, and technical supervision of the project activities. Halcrow was appointed in 1997 as the lead consultant for the project.^[37] The consultancy services were also provided by De Leuw Cather and the Japanese consultants Katahira & Engineers International and Tonichi Engineering for the civil engineering.^[11][29][38]

The pre-casting segmental method, a method used to launch girders and connect them to create a full span, was used in the construction of the original 13.8-kilometer (8.6 mi) line.^[6][4][39]

On April 5, 2003, President Gloria Macapagal Arroyo inaugurated the line, effectively opening the first 4.3 kilometers (2.7 mi) from Santolan to Araneta Center-Cubao. Accompanying the president were former president Corazon Aquino, Transportation Secretary Leandro Mendoza, LRTA chief Teddy Cruz Jr., and other officials, who were the first official passengers of the "Megatren". Fares were free of charge until April 9.^[40] All remaining stations opened on April 5, 2004,^[39] except for Recto which opened on the following October 29.^[41][42] However, ridership was initially moderate yet still far below expectations, since the passenger volume in this line is not yet fully achieved.^[11]

To address passenger complaints on the lack of universal access on earlier train lines, the LRTA made sure during the construction phase that the stations were equipped with universal access by putting up escalators and elevators for easier access, as well as making passenger fares at par with the other existing lines. However, while all stations have elevators to and from the platform, not all stations have elevators to and from the station concourse on both sides of the road.

Plans to extend the line to Antipolo in the province of Rizal were first laid out in 1999 as part of the Metro Manila Urban Transportation Integration Study Master Plan by the Japan International Cooperation Agency (JICA).^[43] The MMUTIS study endorses the proposed expansion, which includes three stations, one of which was intended for the Vermont Royale Executive Village, but the proposal did not come to fruition.^[44]

The extension was first approved by the Investment Coordination Committee (ICC) board of the National Economic and Development Authority (NEDA) in October 2003.^[45][46] On August 3, 2006, the Light Rail Transit Authority (LRTA) announced its intention to extend the line eastward to Antipolo and westward to Port Area, Manila.^[47] In May 2011, LRTA secured commitments from the Philippine National Bank, Development Bank of the Philippines, and the Land Bank of the Philippines to fund the extension project.^[48] JICA then released a feasibility study report the following October.^[4] The 3.8-kilometer (2.4 mi) extension, starting from the eastern terminus of Santolan up to Antipolo station in Antipolo, called for two additional stations: Emerald (now Marikina–Pasig) in Marikina near Sta. Lucia Mall, Robinsons Metro East and Ayala Malls Feliz; and Masinag (now Antipolo), in Antipolo near SM City Masinag. The ₱9.7 billion project, at its current form, was approved by the National Economic and Development Authority chaired by then-President Benigno Aquino III on September 4, 2012.^[49] The Philippine national government funded the civil works contracts, while JICA funded the contract for the electrical and mechanical systems as part of its Capacity Enhancement of Mass Transit Systems in Metro Manila Project (CEMTSMMP) through a ¥43.2-billion loan for various projects of railway lines in Metro Manila.^[50][51] The project aimed to accommodate an additional 80,000 passengers and reduce traffic congestion along Marcos Highway.^[52] The lead consultant is a Korean consortium consisting of Foresight Development and Surveying, Soosung Engineering, and Korea Rail Network Authority.^[53]

The first two packages, awarded to D.M. Consunji Incorporated (DMCI), covered the design and construction of the viaduct and stations.^[54][55] Unlike the original line which used the pre-casting segmental method of construction, the east extension viaduct made use of AASHTO girders with a deck slab above the girders.^[4] Meanwhile, the third package, awarded to Marubeni and DMCI, covered the design and installation of the railway tracks and electrical and mechanical (E&M) systems of the extension.^[56] The project broke ground on June 9, 2015, with an original 2017 deadline.^[57] On May 30, 2017, another groundbreaking ceremony was held to mark the start of construction of the two stations.^[55] The final phase of construction, covering the installation of the tracks, electrical and mechanical systems, commenced on April 16, 2019.^[58] During construction, on March 10, 2017, a truck slammed in a concrete post of the east extension viaduct, killing one and injuring two.^[59]

List of contractors

Package no.	Scope of work	Contractor	Date of award
1.	Construction of the viaduct	DMCI	January 2015[54]
2.	Construction of the stations		June 2017[55]
3.	Electrical and mechanical (E&M) systems	Marubeni DMCI	March 2019[56]

The initial 2017 deadline was not met, largely due to delays in the station's construction and the installation of the electrical and mechanical systems. It was repeatedly moved to 2020, before being delayed to 2021 due to the COVID-19 pandemic.^{[60][61][62][63]} Nevertheless, the extension was inaugurated by President Rodrigo Duterte on July 1, 2021, before formally opening four days later with free rides for two weeks.^[3][64][50]

In the following two months since its opening, a shuttle service was implemented between Antipolo and Santolan pending the completion of signaling integration, with one train running within the line's extension. This arrangement caused passenger complaints concerning its inefficiency, which was further exacerbated by the lack of operational trains.^[65][66] Seamless end-to-end services were initially expected to begin within two weeks after opening,^[67] but only started two months later on September 3, after integration works were completed.^[a]

The line serves 13 stations along its 17.6-kilometer (10.9 mi)-route.^[75] The western terminus of the line is the Recto station at Recto Avenue, while the eastern terminus of the line is the Antipolo station along Marikina–Infanta Highway.

Three stations serve as connecting stations between other lines in the metro. Pureza is within walking distance to the Santa Mesa station of the PNR Metro Commuter Line; Araneta Center–Cubao is indirectly connected to the station of the same name on the MRT Line 3 through local streets and inter-connected mall passageways inside Araneta City; and Recto is indirectly connected to the Doroteo Jose station of the LRT Line 1 through a covered walkway. No stations are connected to other rapid transit lines within the paid areas.

List of stations

Station Code	Station Name	Distance (km)		Connections	Location
		Between stations	Total
PW02	Pier 4 †	—	—	Ferry services North Port Passenger Terminal Bus routes  35  Recto  22   44   45   46   47  Manila Northport	Manila
PW01	Divisoria	—	—
PL00	Tutuban	—	—	PNR  NSCR  Tutuban Bus routes  8   PNR 1   PNR 2  Divisoria
PL01	Recto †			Manila LRT Doroteo Jose Bus routes  13   19   20   21   42  Avenida/Recto
PL02	Legarda	1.050		Bus routes  2   3  Legarda
PL03	Pureza	1.389		PNR Santa Mesa Bus routes  2   3  Pureza Pasig River Ferry Service PUP Ferry Station
PL04	V. Mapa	1.357		Bus routes  2   3  SM City Sta. Mesa
PL05	J. Ruiz	1.234		Bus routes  3  J. Ruiz	San Juan
PL06	Gilmore	0.928		Bus routes  3  Gilmore Quezon City Bus Service  6  Robinsons Magnolia	Quezon City
PL07	Betty Go-Belmonte	1.075		Bus routes  3  Betty Go-Belmonte
PL08	Araneta Center–Cubao	1.164		Manila MRT Araneta Center–Cubao Bus routes  3  Gateway Mall  51   53   61  Farmers Plaza
PL09	Anonas	1.438		Manila MRT  MMS  Anonas Bus routes  3   51  Anonas Quezon City Bus Service  3  Anonas
PL10	Katipunan	0.955		Bus routes  3  Katipunan  18   36   39   41   50   51   56  Aurora Boulevard Quezon City Bus Service  3  Katipunan Interchange  7  Katipunan Interchange
PL11	Santolan	1.970		Bus routes  3   56  SM Marikina	Marikina / Pasig
PL12	Marikina–Pasig	1.795		Bus routes  3   56  Robinsons Metro East
PL13	Antipolo †	2.232		Bus routes  3   56  SM Masinag	Antipolo, Rizal
PL14	SM Cherry Antipolo	—	—
PL15	Blue Mountains	—	—
PL16	Cogeo †	—	—
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