Study on Medium Capacity Transit System Project in Metro Manila

Transcription

Study on Economic Partnership Projects
in Developing Countries in FY2014
Study on Medium Capacity Transit System Project
in Metro Manila, The Republic of The Philippines
Final Report
February 2015
Prepared for:
Ministry of Economy, Trade and Industry
Ernst & Young ShinNihon LLC
Japan External Trade Organization
Prepared by:
TOSTEMS, Inc.
Oriental Consultants Global Co., Ltd.
Mitsubishi Heavy Industries, Ltd.
Japan Transportation Planning Association
Reproduction Prohibited
Preface
This report shows the result of “Study on Economic Partnership Projects in Developing Countries in
FY2014” prepared by the study group of TOSTEMS, Inc., Oriental Consultants Global Co., Ltd.,
Mitsubishi Heavy Industries, Ltd. and Japan Transportation Planning Association for Ministry of
Economy, Trade and Industry.
This study “Study on Medium Capacity Transit System Project in Metro Manila, The Republic of The
Philippines” was conducted to examine the feasibility of the project which construct the medium
capacity transit system to approximately 18km route from Sta. Mesa area through Mandaluyong City,
Ortigas CBD and reach to Taytay City with project cost of 150 billion Yen. The project aim to reduce
traffic congestion, strengthen the east-west axis by installing track-guided transport system and form
the railway network with connecting existing and planning lines.
We hope this study will contribute to the project implementation, and will become helpful for the
relevant parties.
February 2015
TOSTEMS, Inc.
Oriental Consultants Global Co., Ltd.
Mitsubishi Heavy Industries, Ltd.
Japan Transportation Planning Association
Project Site
Source: Study Team
List of Abbreviations
Abbreviation
Full Name
AFC
Automatic Fare Collection
AGT
Automated Guideway Transit
AL
Aluminium
ATO
Automatic Train Operation
ATP
Automatic Train Protection
ATS
Automatic Train Supervision
B/C Ratio
Benefit and Cost Ratio
BCDA
Bases Conversion and Development Authority
BIR
Bureau of Internal Revenue
BLT
Build-Lease-Transfer
BOD
Biochemical Oxygen Demand
BOT
Build-Operate-Transfer
BRT
Bus Rapid Transit
CBD
Central Business District
CBTC
Communication Based Train Control
CCTV
Closed-circuit Television
CDM
Clean Development Mechanism
CIF
Cost, Insurance and Freight
CMMS
Computerized Maintenance Management System
CNC
Certificate of Non-Coverage
CTC
Centralized Traffic Control
CV
Crosslinked polyethylene insulated PVC sheathed cable
DAO
Department of Environment and Natural Resources Administrative Order
DDO
Department of Public Works and Highways Department Order
DENR
Department of Environment and Natural Resources
DO
Dissolved Oxygen
DOTC
Department of Transportation and Communications
DPWH
Department of Public Works and Highways
E&M
Electrical and Mechanical
ECAs
Environmentally-Critical Areas
ECC
Environmental Compliance Certificate
ECPs
Environmentally-Critical Projects
EDSA
Epifanio de los Santos Avenue
EIA
Environmental Impact Assessment
EIARC
Environmental Impact Assessment Review Committee
EIRR
Economic Internal Rate of Return
EIS
Environmental Impact Statement
Abbreviation
Full Name
EMB
Environmental Management Bureau
ENPV
Economic Net Present Value
EO
Executive Order
EPC
Engineering/Procurement/Construction
EU
European Union
EWR
The East West Rail
EWRC
The East West Rail Corporation
FIRR
Financial Internal Rate of Return
FMB
Forest Management Bureau
FNPV
Financial Net Present Value
FOCC
Financial Opportunity Cost of Capital
FS
Feasibility Study
FX
FX Taxi
GDP
Gross Domestic Product
GOP
Government of Philippines
GRDP
Gross Regional Domestic Product
HOV
High Occupancy Vehicle
HUDCC
Housing and Urban Development Coordinating Council
IC
Integrated Circuit
IROW
Infrastructure Right of Way
IRR
Implementing Rules and Regulations
JBIC
Japan Bank for International Cooperation
JETRO
Japan External Trade Organization
JI
Joint Implementation
JICA
Japan International Cooperation Agency
LAN
Local Area Network
LAPRAP
Land Acquisition Plan and Resettlement Acton Plan
LLDA
Laguna Lake Development Authority
LRT
Light Rail Transit
LRTA
Light Rail Transit Authority
METI
Ministry of Economy, Trade and Industry
MM
Metro Manila
MMDA
Metro Manila Development Authority
MMUTIS
Metro Manila Urban Transportation Integration Study
MRT
Metro Rail Transit
MRTC
Metro Rail Transit Corporation
MUCEP
The project for capacity development on transportation planning and database
management
NEDA
The National Economic and Development Authority
Abbreviation
Full Name
NFPA
National Fire Protection Association
NHA
National Housing Authority
NSCB
National Statistical Coordination Board
O&M
Operation and Maintenance
OCC
Operation Control Center
OD
Origin and Destination
ODA
Official Development Assistance
OEM
Original Equipment Manufacturer
PC
Prestressed Concrete
PCU
Passenger Car Unit
PCB
Poly Chlorinated Biphenyl
PD
President Decree
PEISS
Philippines Environmental Impact Statement System
PMU
Project Management Unit
PNR
Philippine National Railways
POP
Persistent Organic Pollutant
PPHPD
Passengers Per Hour Per Direction
PPP
Public Private Partnership
PRA
Philippines Railway Authority
Pre F/S
Pre-Feasibility Study
RA
Republic Act
RAP
Resettlement Action Plan
RC
Reinforced Concrete
RSS
Receiving Substation
SCADA
Supervisory Control And Data Acquisition
SDR
Social Discount Rate
SPC
Special Purpose Company
SSF
Strategic Support Fund
STEP
Special Terms for Economic Partnership
STO
Semi-automated Train Operation
SUS
Stainless steel
TSP
Total Suspended Particular
TTC
Travel Time Cost
UPS
Uninterruptible Power Supply
VAT
Value Added Tax
VGF
Viability Gap Funding
VOC
Vehicle Operating Cost
WACC
Weighted Average Cost of Capital
Table of Contents
Preface
Project Site
List of Abbreviations
Table of Contents
Executive Summary
(1) Background and Necessity of the Project
..................................................................... S-1
(2) Basic Policy for Determination of Project Contents
(3) Project Overview
..................................................... S-2
.......................................................................................................... S-5
(4) Implementation Schedule
............................................................................................. S-8
(5) Technical Advantages of Japanese Company
............................................................... S-8
(6) Detail Schedule and Issues for Realization of the Project
(7) Project Site Map
Chapter 1
............................................ S-8
........................................................................................................... S-9
Overview of the Host Country and Sector
1.1 Economic and Financial Circumstances
1.1.1 Social Circumstances
.................................................................... 1-1
........................................................................................ 1-1
1.1.2 Economic Circumstances
.................................................................................. 1-1
1.1.3
................................................................................... 1-2
Financial Circumstances
1.2 Overview of Transport Sector of the Republic of the Philippines
1.2.1 Road Sector
....................................................................................................... 1-5
1.2.2 National Railway Sector
1.2.3 Port Sector
................................................................................... 1-6
........................................................................................................ 1-6
1.2.4 Aviation Sector
................................................................................................. 1-7
1.3 Overview of Project Area
1.3.1 General
.......................................................................................... 1-8
.............................................................................................................. 1-8
1.3.2 Road Condition
................................................................................................. 1-9
1.3.3 Urban Railway Condition
................................................................................. 1-9
1.3.4 Extension Projects of Urban Railway
1.3.5
............................ 1-5
..............................................................1-12
Future Projects of Railway in Metro Manila
...................................................1-12
Chapter 2 Study Methodology
2.1 Contents of the Study
................................................................................................ 2-1
2.1.1 Objectives of the Study
2.1.2 Outline of the Study
2.2
..................................................................................... 2-1
.......................................................................................... 2-1
Study Methodology and Organization
...................................................................... 2-2
2.2.1 Study Methodology ........................................................................................... 2-2
2.2.2 Organization of the Study Team
2.3
Schedule of the Study
................................................................................................ 2-4
2.3.1 Overall Study Schedule
2.3.2 Study Periods
....................................................................... 2-3
.................................................................................... 2-4
.................................................................................................... 2-4
2.3.3 Work Activity of Field Surveys in Philippines
Chapter 3
Justification, Objectives and Technical Feasibility of the Project
3.1 Background and Necessity of the Project
3.1.1 Background of the Project
3.1.2 Necessity of the Project
3.2
................................................. 2-6
.................................................................. 3-1
................................................................................ 3-1
.................................................................................... 3-2
For Sophistication and Rationalization of Energy Usage
.......................................... 3-3
3.3 Various Examinations Required for Determination of the Project ............................ 3-4
3.3.1 Route Selection
................................................................................................. 3-4
3.3.2 Demand Forecast
.............................................................................................3-14
3.3.3 System Selection
..............................................................................................3-31
3.3.4 Depot Site Selection .........................................................................................3-35
3.4 Project Plan Overview
3.4.1 Route Plan
........................................................................................................3-37
3.4.2 Operation Plan
3.4.3 Vehicle Plan
3.4.4 Civil Plan
..............................................................................................3-37
.................................................................................................3-44
.....................................................................................................3-46
.........................................................................................................3-49
3.4.5 Station Facilities Plan
......................................................................................3-50
3.4.6 Track/Electricity/Signal/Telecommunication System Plans
............................3-53
3.4.7 Depot Plan and Facility Plan (AFC System)
...................................................3-64
3.4.8 Operation / Maintenance Management Plan
....................................................3-70
Chapter 4 Evaluation of Environmental and Social Impacts
4.1 Current Analysis of Environmental and Social Aspects
4.1.1 Current Conditions of Project Areas
........................................... 4-1
................................................................. 4-1
4.1.2 Current Environmental Conditions in the Philippines
4.1.3
Future Predictions (If Project is NOT Implemented)
...................................... 4-1
........................................ 4-5
4.2 Effects of Environmental Improvement Resulting from Project Implementation
4.2.1 Reduction of Carbon Dioxide Emissions
..... 4-7
.......................................................... 4-7
4.2.2 Applicability of Clean Development Mechanism (CDM)
................................ 4-9
4.3 Effects on Environmental and Social Aspects Resulting
from Project Implementation
4.3.1
....................................................................................4-10
Identification of Environmental and Social Effects
.........................................4-10
4.3.2 Comparative Investigation of Other Options with Smaller Effect
on Environmental and Social Aspects ..............................................................4-16
4.3.3
Important Points for Environmental Aspects Related to Implementation
of a Railway System Project in the Manila Metropolitan Area
.......................4-17
4.4 Host Country Environmental and Social Consideration Related Regulations
4.4.1 Environmental Administration Organizations
.........4-19
.................................................4-19
4.4.2 Environmental and Social Consideration Related Regulations
4.4.3 Resident Relocation Procedures in the Philippines
.......................4-20
..........................................4-21
4.4.4 Procedures for Environmental Impact Assessment System Implementation
4.5
...4-22
Items the Relevant Country (Implementing Organization, Other Organizations)
Must Accomplish in order to Realize Project
...........................................................4-25
Chapter 5 Financial and Economic Evaluation
5.1 Estimation of Project Cost ......................................................................................... 5-1
5.1.1 Construction Cost
............................................................................................. 5-1
5.1.2 Operation and Maintenance Cost
...................................................................... 5-6
5.2 Preliminary Economic and Financial Analyses
......................................................... 5-9
5.2.1 Preliminary Economic Analysis
....................................................................... 5-9
5.2.2 Preliminary Financial Analysis
........................................................................5-14
5.3 Preliminary Analysis for Applicability of PPP Scheme
...........................................5-18
5.3.1 Candidates of Implementation Scheme ............................................................5-18
5.3.2 Premises for Applying PPP Scheme to the Proposed Project
5.3.3 Preliminary Financial Analysis to Applying PPP Scheme
..........................5-19
..............................5-20
Chapter 6 Planned Project Schedule
6.1 Project Implementation Schedule
Chapter 7
.............................................................................. 6-1
Implementing Organization
7.1 Overview of the Partner Country’s Implementation Agency
7.2 Partner Country’s Project Implementation Organization
.................................... 7-1
.......................................... 7-3
Chapter 8 Technical Advantages of Japanese Company
8.1 Global Competitiveness and Recognition of Japanese Industries in the Target Project
(by Facilities, Products and Services)
....................................................................... 8-1
8.2 Description and Price of the Main Equipment Proposed to be Procured
from Japan
................................................................................................................ 8-2
8.3 Necessary Steps in Promoting Japanese Companies’ Efforts
in International Biddings
........................................................................................... 8-2
Executive Summary
(1) Background and Necessity of the Project
1) Background of the Project
The target area; Manila City, Mandaluyong City, Pasig City Cainta City and Taytay City, of the project is
located nearby the centre of Metro Manila, focusing on the important location of transportation that connects
both east-west and south-north directions. Ortigas CBD, the second commercial and business area with largescale shopping area such as SM mega mall, is located at the east side of Mandaluyong City, and residential
area is located at the west side of the city. Owing to cross the EDSA and MRT Line 3 in this area, the
transportation line of the east-west axis is narrow and weak, and chronic traffic congestion becomes a serious
social problem. Also, Japanese industrial area and new residential area are under development in Cainta City
and Taytay City at the east side of Ortigas CBD. In these circumstances, Mandaluyong City is highlymotivated for development of transportation infrastructure and mitigating of environmental load, and the
introduced electrical tricycle and jeepney. On the other hand, road traffic is still growing and traffic congestion
is not resolved. As for the fundamental measure for the mitigation of traffic congestion and regional
development, Mandaluyong City strongly needs to install a track-guided transit system and a study for the
installation of track-guided transit system was conducted by the city.
Additionally, focusing on mitigating the traffic congestion in Metro Manila, the JICA studies of “Roadmap
for Transport Infrastructure Development for Metro Manila and Its Surrounding Areas (2014)” and
“Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of
the Philippines (under studying in 2014)” are conducted, and the F/S (Feasibility Study) of each route are
under the master plan stage. Those JICA studies recommended the necessity for secondary lines in addition
to the MRT (Mass Rapid Transit) systems such as North South Commuter Line and metro line.
This study proposes installing a track-guided transit system plan with length of 18km extends from the Sta.
Mesa station or V. Mapa station of LRT Line 2 in Manila City through Mandaluyong City, connecting MRT
Line 3, going through the east side of Ortigas CBD and reaching up to Taytay City. The above-mentioned
route mentioned in the JICA Roadmap Study and it is almost the same to the route in this study.
2) Necessity of the Project
This project is necessary for the following reasons.
- Mitigation of road traffic congestion
- Securing the safety and convenience for the residents along the route
- Contributing to revitalization of economic activities from the support of railway network formation
3) For Sophistication and Rationalization of Energy Usage
Owing to the modal shift from road traffic to track-guided transit system, following benefits for the
sophistication and rationalization of energy usage and effects of environmental improvement are expected.
- Mitigation of traffic congestion and accident
- Improvement of air pollution and reduction of greenhouse gases emissions
S-1
- Improvement of urban environment by introducing track-guided system with low noise and vibration
- Use of non-fossil energy and the effective use of fossil energy
(2) Basic Policy for Determination of Project Contents
1) Objectives and Outlines of the Study
This study aims to mitigate the traffic congestion in metro Manila especially the section between Ortigas CBD
and Taytay City, strengthen the east-west axis by installing track-guided transit system, form the railway
network with connecting the exist and planned lines and contribute to the revitalization of economic activities
in Metro Manila.
The study examines the feasibility of the project which construct the medium capacity transit system to approx.
20km route from Sta. Mesa area through Mandaluyong City, Ortigas CBD and reach to Taytay City.
2) Policy for the Study
To determine the project contents, the study is conducted with following policies.
a) Route Selection
The target route is from Taytay city at the east of Manila that passes through one of Manila’s biggest business
district, Ortigas through the surroundings of Mandaluyong, a high density residential area that has heavy
traffic, and then from Sta. Mesa station of the LRT Line 2 to the surroundings of Gilmore station. The basic
policies for the setting of route options are as follows.
- Strength the east-west axis in Metro Manila and undertaking the role of internal transportation in urban area
- Mitigation of road traffic congestion, passenger’s convenience, contributing to revitalization of economic
activities and maximizing the benefits
- Considering the future extension
- Minimizing the land acquisition and resettlement
Based on the above policies, following 3 route options are set as shown in Figure S-1. In the geographic area
of these 3 routes, the east area from the Ortigas CBD area is an identical route that passes through and above
Ortigas Avenue Extension. 3 route options are compared from the viewpoints of route alignment, construction
space, technical disadvantage, construction cost and development plans along the route. Consequently, the
route Option-2 is comparatively high evaluated and selected as the most suitable route.
The Option-2 route is planned total length of 18.4 km, with elevated section of 16.2 km and underground
section of 2.2 km from west side of connecting V. Mapa station of LRT Line 2.
S-2
Figure S-1 Route Options
Source: Study Team
b) Demand Forecast
i) Methodology
In this study, the OD data which was prepared by MMUTIS (Metro Manila urban transportation integration
study, JICA) was used as base data for the demand forecast, and the current OD table was prepared by using
the calibrated data. The demand of AGT was forecasted by using the highway type assignment model with
future network including some new railway and highway projects.
ii) Result of Demand Forecast
Table S-1 Result of Demand Forecast
Daily Number of Passenger
PPHPD in Peak Hour
(passenger/day)
(passenger/hour/direction)
2023 (opening year)
230,600
9,350
2032 (after 10 years)
377,500
14,580
468,000
16,650
484,000
17,000
Year
Source: Study Team
c) System Selection
As the basic concept, system selection is targeted urban transport system which is possible to satisfy the
following roles.
- Mitigate the traffic congestion
- Providing high punctuality, and reducing commuting time
- Securing suitable transportation capacity
S-3
- Diversifying the selection of transportation means
- Securing commuter safety
- Creating harmony between its surroundings
- Reducing noise and environmental issues
Generally, the transport capacity of small capacity transit system (BRT) is up to approximately 5,000 PPHPD,
medium capacity transit system (monorail, elevated LRT and AGT) is 5,000 to 20,000 PPHPD and mass
transit system (conventional railway, etc.) is 20,000PPHPD and over. While the AGT vehicles introduced in
overseas are slightly bigger than AGT vehicles introduced in Japan, and possible to correspond 25,000 to
32,000 PPHPD.
As for the 5 transport systems, BRT, monorail, elevated LRT, AGT and conventional railway, system
comparison is conducted from the viewpoints of economic, technical and social aspects, and most suitable
system is selected. Table S-2 shows the evaluation results, and the AGT is considered as the most suitable
system for the proposed route.
Table S-2 Evaluation Result of System Selection
BRT
Monorail
Elevated
LRT
AGT
Conventional
Railway
9,300∼17,000 PPHPD
poor
good
good
good
good
Narrow road/Curve section
fair
fair
fair
good
poor
Reduction of traffic congestion
poor
excellent
fair
excellent
fair
---
fair
excellent
excellent
good
excellent
good
fair
good
fair
excellent
fair
fair
good
fair
Rolling Stock/E&M
excellent
fair
good
fair
good
Rolling Stock/E&M
excellent
fair
fair
good
fair
Noise/Vibration
fair
good
fair
excellent
fair
Block of sunlight
excellent
good
fair
fair
fair
good
fair
good
good
good
poor
fair
fair
excellent
fair
Index
Demand
Installation Space
Train
Configuration
Easiness of changing train
configuration
Civil Structure
Simplicity
Structure:
Construction Cost Elevated/Underground
Maintenance
Environment
Emergency
Evacuation
Evaluation
Source: Study Team
In this study, examinations are conducted for the AGT which is comparatively high evaluated in above
mentioned systems.
S-4
(3) Project Overview
1) Outline of the Project
Table S-3 Outline of the Project
Proposed System
Assuming AGT
Route Length
18.4 km
(elevated section: 16.2km, underground section: 2.2km)
Number of Station
12 stations
(elevated station: 10, underground station: 2)
Opening Year
2023
Train Configuration
6 cars/train
Transport Capacity
792 passengers/train (132 passengers/car ×6 cars)
* Standing capacity = 7 passengers/m2
Operation Headway
Approx. 5 to3 minutes
Scheduled Speed
Approx. 30km/h
Required Time
Approx. 37 minutes (V. Mapa to Taytay)
Required Number of Train
24 trains (=144 cars) (in 2023 – 2028)
31 trains (=186 cars) (in 2029 – 2052)
* 7 trains (=42 cars) will be added in 2028.
Depot
6.7 ha
Source: Study Team
2) Construction Cost
Table S-4 Construction Cost
Initial Construction Cost
1,288 million US$
(in 2017 to 2022):
(=54,619 million Pesos =140,371 million Yen)
Additional Rolling Stock Cost
93 million US$
(in 2028):
Total Construction Cost
1,381 million US$
(in 2017 to 2022, 2028):
Source: Study Team
3) Preliminary Economic and Financial Analyses
Table S-5 Result of Economic Analysis
(Social Discount Rate=15%)
Economic Internal Rate of Return
(EIRR)
(B/C Ratio)
(ENPV)
15.5 %
1.04
28.9 (million US$)
Source: Study Team
S-5
Table S-6 Result of Financial Analysis
Financial Internal Rate of Return Weighted Average Cost of Capital
(FIRR)
(WACC)
6.2 %
0.6 %
(FNPV)
2,158.6 (million US$)
Source: Study Team
4) Candidates of Implementation Scheme
For the implementation of the proposed project, there are fully public project where public funds from the
public sector, and a method where the private sector participates through a Public Private Partnership (PPP)
approach. Table S-7 shows the candidates of implementation scheme for the project.
Table S-7 Candidates of Implementation Scheme
Finance, Design and
Construction/Procurement By
Scheme
Civil Structure
E&M/Rolling Stock
Public
Public
Public
A
Public
Public
Private
B
Public
C
Public
Public Project
PPP
D
Public
Private
F
Private
Private
Public
Private
E
G
Private Project
O&M Organization
Private
Private
Private
Private
Private
Private
Public
Private
Private
Public
Private
Public
Private
Public
Private
Private
Private
Source: Study Team
5) Evaluation of Environmental and Social Impacts
a) Effects of Environmental Improvement Resulting from Project Implementation
Calculations were made on projected environmental improvement effects (CO2 reduction) if the AGT is
constructed. Global warming assessments were made by calculating the difference between the carbon
dioxide emissions that would be reduced by a shift from automobiles to AGT usage if an AGT is introduced,
and the carbon dioxide generated through power production for the power to be consumed by running the
AGT system. Carbon dioxide emission reduction resulting from the implementation of the AGT project are
shown in Table S-8.
S-6
Year
2023
Table S-8 Carbon Dioxide Emission Reduction by the Proposed AGT Project
Reduction of carbon dioxide
Carbon dioxide emissions
Reduction of carbon
emissions as a result of transition resulting from AGT operation
dioxide (t-CO2/y)
from automobile traffic (t-CO2/y)
(t-CO2/y)
31,534
28,830
2,704
2030
48,146
39,081
9,065
2040
53,866
43,068
10,798
2053
63,001
43,638
19,363
Source: Study Team
It is expected that the implementation of the AGT project can contribute to the reduction of greenhouse gases
with a CO2 reduction of 2,704 t when the AGT opens in 2023, and an estimated increased reduction in the
future as a result of increased demands (increased transition from automobiles to AGT usage).
b) Points to be concerned for the Environment and Social Aspects
In the points expecting the impacts for the environmental and social aspects by the implementation of
proposed project, there are 3 particular points to be concerned in terms of environmental and social aspects
when implementing railway project in the Metro Manila which are i) land acquisition/resident relocation, ii)
construction in the Laguna Lake basin, and iii) effects on drainage canals.
i) Land Acquisition / Resident Relocation
The plan is designed to minimize the need for land acquisition and resident relocation as much as possible by
using the AGT installation space as roadway, however narrow road areas, curves, and other features may have
effects on these requirements. Quickly implementing in accordance with Philippines land acquisition and
resident relocation procedures will contribute to shortening construction periods and reducing construction
costs. It is desirable to take advantage of experience in constructing LRT Line 1, LRT Line 2 and MRT Line
3 and coordinate accordingly.
ii) Construction in the Laguna Lake Basin
Because this project site is approximately 18 km long from Manila City to Taytay City and located in the
Laguna Lake basin, it is necessary to apply for project implementation and receive authorization from the
Laguna Lake Development Authority (LLDA).
iii) Effects on Drainage Canals
The Manila metropolitan area has drainage canals in place as an anti-flood measure, so it is necessary to
exercise caution when implementing this project to ensure there is no effect on these drainage canals.
S-7
(4) Implementation Schedule
Figure S-2
2014
2015
2016
Implementation Schedule
2017
2018
2019
2020
2021
2022
2023
1. Preparation Stage
(1) METI pre-F/S
(2) Detail F/S
(3) EIA, RAP
(4) Project approval
(5) L/A
(6) Selection of consultants
(7) B/D, tender, contract
(8) Land acquisition,
resettlement, relocation
2. Construction Stage
(1) Preparation works
(2) D/D
(3) Construction
(4) Test run, Commissioning
3. Operation Preparation Stage
(1) Recruitment, organization
preparation
(2) Education, training
4. Beginning of Commercial Operation
Source: Study Team
Source: Study Team
(5) Technical Advantages of Japanese Company
In this study, the AGT system is recommended as the most suitable system for the proposed route. Among
the medium capacity transportation systems, it is assumed that BRT, monorail, elevated LRT and conventional
railway are competitors to AGT. However as stated in the Section “3.3.3 System Selection” the AGT was
considered to be able to perform better with a competitive edge. Especially from a technical aspect, the
flexibility of AGT’s route alignment (minimum curve radius, maximum gradient) is higher than the elevated
LRT, monorail and conventional railway allows site acquisitions to be kept at a minimum. It also contributes
to the improvement of convenience by consolidating a town by closely placing commercial facilities near the
station. In addition, even though there is a need to build an underground tunnel at the proposed route, the
connection from elevated section to underground section can be shortened and construction cost becomes
comparatively lower, which prevents the fragmentation of the urban district as much as possible. AGT system
of Japanese company has successful introduction experiences and high reliability in the world.
(6) Detail Schedule and Issues for Realization of the Project
Figure S-3 shows the detail schedule for realization of the project.
S-8
Figure S-3
Detail Schedule for Realization of the Project
2014
2015
2016
2017
(1) METI pre-F/S
(2) Detail F/S
(3) EIA, RAP
(5) L/A
(6) Selection of consultants
(7) B/D, tender, contract
Source: Study Team
Following issues are considered as the potential risks.
- Objection by the residents and organizations along the route
- Resistance by the users and operators of jeepney owing to the route changes of buses and jeepneys
- Delay risk of land acquisition and large amount of compensation in case land acquisition becomes large
scale
- Resistance for the project owing to the impact to road traffic during the construction period
S-9
(7) Project Site Map
Figure S-4 Project Site Map
Metro Manila
The Republic of The Philippines
Source: Study Team
S-10
Chapter 1
Overview of the Host Country and Sector
1.1
Economic and Financial Circumstances
1.1.1 Social Circumstances
The Republic of the Philippines is located in Southeast Asia and composed of approx. 7,100 islands. The
Philippine Sea is located in east, the South China Sea is in west and the Celebes Sea is in south of the
Philippines. Land area is approx. 300,000 km2, and the population (as of 2013) is approx. 98.2 million. The
population (as of 2013) of Metro Manila (capital city) is approx. 12.5. National languages are Filipino and
English.
Table 1-1 Basic Information of the Philippines
Country Name
Republic of the Philippines
Area
300,000 km2
Population
98.2 million ( as of 2013) (Source: NSCB)
Capital
Languages
Manila, population of Metro Manila: 12.5 million (as of 2013) (Source: NSCB)
National languages: Filipino and English
Approx. 80 other languages (such as Cebuano) are used.
Religions
Christianity (82.9%), Islam (5.1%) and others
Source: JETRO Website (http://www.jetro.go.jp/world/asia/ph/basic_01/)
1.1.2 Economic Circumstances
The real GDP growth rate of the Philippines marked the highest level of 7.2% (in 2013) in ASEAN, and tend
to decrease in 2014. First quarter term in 2014 marked 5.6%, second quarter term is 6.4% and third quarter
term is 5.3%, owing to the slower growth of service sector and minus growth of agriculture sector.
Figure 1-1 Real GDP Growth Rate
(Year)
Source: Study Team, JETRO Website (http:// http://www.jetro.go.jp/world/asia/ph/stat_01/)
The GDP per capita is growing year by year, and marked 2,790 US$ in 2013 which is nearly 3,000 US$ as
indicator of dissemination of consumer durables. The unemployment rate is staying at 7% in recent years.
Amounts of import and export are increasing year by year, and direct investment receipt amounts are 6 billion
1-1
in 2011, 6.9 billion in 2012 and 6.5 billion in 2013.
Table 1-2 Basic Economic Indicators
Item
Real GDP Growth Rate (%)
2011
2012
2013
3.9
6.8
7.2
(Notes)
(Base year: 2000)
Title GDP Total (in million pesos)
9,706,267
10,567,336
11,548,191
Title GDP Total (in million US $)
224,095
250,240
272,067
GDP Per Capita. (Title) (in US $)
Rate of Increase in Consumer Price
Index (%)
(Notes)
2,379
2,612
2,790
4.6
3.2
3.0
Consumer Price Index
126.1
(Average of year)
(Notes)
Unemployment Rate (%)
Management Revenue and Expenditure
(International Balance of Payments
Base) (in million US$)
Trade Balance (International Balance of
Payments Base) (in million US$)
Foreign Currency Reserves (in million
US$)
External Debt Burden (in million US$)
Exchange Rates
(Average Value in Term, Rate for US $)
Exchange Rates (End of Term Value,
Rate for US$)
Monetary Aggregate Rate of Increase
(%)
Export Amounts (in million US$)
130.1
134.0
(2006=100, average of year)
7.0
7.0
7.1
5,643
6,949
10,393
-20,428
-18,926
-17,702
67,290
73,478
75,689
60,442
60,337
58,506
43.3131
42.2288
42.4462
43.9280
41.1920
44.4140
5.3
7.0
29.5
48,305
52,100
56,698
Japan Export Amounts (in million US$)
8,886
9,881
11,423
Import Amounts (in million US$)
60,496
62,129
62,411
Japan Import Amounts (in million US$)
6,516
6,470
Direct Investment Receipt Amounts (in
258,231
289,544
million pesos)
Direct Investment Receipt Amounts (in
5,962
6,857
million US$)
Source: JETRO Website (http://www.jetro.go.jp/world/asia/ph/stat_01/)
1.1.3
5,220
274,014
6,456
Financial Circumstances
(1) Supplying Status of Japanese ODA Loan
The status of Japanese ODA loans to Philippines in 2014 was the exchange of letters related to 2 projects with
an upper limit of 68,732 million yen in December. The supply limits and supply conditions for the 2 projects
are shown in Table 1-3.
1-2
Table 1-3 Supply Limits and Conditions
The Project for multi-role response vessels for the Philippine Coast Guard
Supplied Amount Limit (in 100 million Yen):
Interest rate (%):
Repayment /grace period:
Conditions for Procurement Conditions:
187.32
0.1 / 0.01 (for consulting service)
40 / 10
Tied
Stand-by emergency credit for urgent recovery
Supplied Amount Limit (in 100 million Yen):
Interest rate (%):
500.0
0.01
Repayment /grace period:
40 / 10
Conditions for Procurement Conditions:
Untied
Source: Ministry of Foreign Affairs of Japan Website
(http://www.mofa.go.jp/mofaj/gaiko/oda/data/gaiyou/odaproject/asia/philippines/contents_02.html)
(2) PPP Conditions in Philippines
PPP Center, which is under the control of NEDA (National Economic and Development Authority), is
administrating the PPP overall meeting and PDMF (Project Development and Monitoring Facility) Board and
centralizing decision-making as the PPP controlling organization. The PPP system in Philippines was formed
as follow.
1990: Enacted BOT law (Republic Act No. 6957)
1994: Amended BOT law (Republic Act No. 7718)
2002: Establishment of BOT Center (Executive Order No. 144)
2010: Renamed BOT Center to PPP Center (Executive Order No. 8)
Supervisory authority was changed from DTI (Department of Trade and Industry) to NEDA.
Table 1-4 shows the main PPP projects of railway sector conducted by DOTC.
1-3
Table 1-4 PPP Projects (Railway Sector)
Finalization of
Procurement Preparation
Project
Project Cost
ICC
NEDA
of Transaction of Business Structure (by
(Billion Php)
Approval Approval
Advisor
Case/FS Implementing
Agencies)
LRT Line 1 Cavite Extension and O&M
64.90
C
Bidding
Stage
Contract
Award
C
C
C
C
C
C
C
C
C
C
O
C
C
O
C
C
O
O&M of LRT Line 2
(No CAPEX)
C
Makati-Pasay-Taguig MTSL Project
378.33
C
C
North-South Railway (South Line)
179.22
C
C
LRT 1 Extension to Dasmarinas Project
TBD
C
O
Sta. Mesa-Ortigas-Angono Rail Line
TBD
C
O
Manila-East Rail Transit System Project
TBD
O
Remarks: TBD (To be Determined), C (Completed), O (On-going)
Source: ”Status of PPP Projects (as of 29 January 2015)”, PPP Center
1-4
1.2
Overview of Transport Sector of the Republic of the Philippines
1.2.1 Road Sector
The road sector is the dominant mode of both passenger and cargo traffic. The road sector carried
approximately 1.71 billion passengers and 25.9 million tons of freight in 2006, representing 98% share in
passenger traffic and 58% share in cargo traffic.
In terms of road infrastructure, the Philippines has 203,000 kilometers of road as of 2008. About 14.5% of
this total or 29,370 kilometers are classified as national roads. On the other hand, local roads, consisting of
provincial, municipal, city and barangay roads constitute about 85.5% of the total road kilometer in the
country, which is about 173,000 kilometers.
As shown in Figure 1-2, total of 5.9 million motor vehicles including trailers were registered in the country
in 2008. Based on historical trends, both the number of cars and utility vehicles are increasing at declining
rates indicating significant scrappage of old units. The number of buses is declining at an average rate of
1.6%/year. Of the total number of vehicle in 2008, close to 2 million were motorcycles and tricycles, which
exhibited phenomenal annual growth at the rate of 11.6%. The level of motorization is growing at a steady
rate of 6%/year., driven mainly by the increase in motorcycle and tricycle ownership.
More than 56% of all registered vehicles in 2008 were concentrated in Metro Manila and its adjacent regions,
which comprises the expanded Greater Capital Region (including Central Luzon and Calabarzon regions). In
this regard, a low-carbon transport strategy could target vehicles in these regions with expected high returns
on investment.
Figure 1-2
Number of Vehicles (excluding trailer) in 2000 to 2008
7,000,000
Vehicle Population
6,000,000
AAGR = 6% p.a.
5,000,000
4,000,000
3,000,000
2,000,000
1,000,000
0
2000
2001
2002
2003
Car
UV
2004
Bus
2005
Truck
MC/TC
Source: Land Transportation Office
1-5
2006
2007
2008
1.2.2 National Railway Sector
Inter-regional railway services are provided by the Philippine National Railways (PNR), a government-owned
and controlled corporation. It operates a railway line measuring 491 km of the South Main Line from Manila
to Legaspi in Albay State. It previously operated a North Main Line running from Manila to San Fernando in
La Union, but this line has been closed since 1981. The PNR currently offers three types of services: longdistance passenger service, commuter service, and freight and express cargo services. The Metro Manila
commuter service operates between Tutuban and Alabang for a revenue line of about 28 km. This commuter
line runs north – south through the CBD (Central Business District) of Metro Manila as shown in Figure 1-3.
There was a high potential demand for the line, but the low service frequency did not enable the line to meet
the peak demand. Furthermore, as the trains did not run on the schedule, the number of passengers declined
from its peak of 22,000 persons/day in 1977 to about 15,000 persons/day in 1990. And in 2007, the number
of passengers is only 7,500 persons/day.
Figure 1-3
Operating Section of PNR Commuter Line
Source: TTPI, LRT2 West and East Extension Ridership Study
1.2.3 Port Sector
The country has 2,456 ports composed of 1,612 public ports, 423 private ports and 421 fishing ports. Many
of these ports are extremely small and catering mainly to local fishing and passenger movements. Private
ports handle more than 60% in tons of all cargo traffic, which consists largely of minerals, petroleum, cement
and bulk agricultural produce.
1-6
The public ports are managed and operated by government port authorities, which are the Philippine Ports
Authority (PPA), Cebu Port Authority (CPA), and the Regional Port Management Authority, local government
units (LGUs) and other port-operating government authorities, such as the Subic Bay Metropolitan Authority
(SBMA), Cagayan Economic Zone Authority (CEZA), Poro Point Management Corporation (PPMC), and
PHIVIDEC Industrial Authority (PIA). Private ports can also be categorized into commercial ports which
handle third party cargoes, and non-commercial ports which handle only own-account cargoes. Major ports
are typically located in key cities and capital towns across the country.
1.2.4 Aviation Sector
As for the aviation sector, there are 85 public airports in the country; four of which are international airports
(Ninoy Aquino International Airport, Mactan-Cebu International Airport, Subic International Airport and
Diosdado Macapagal International Airport) catering to regular international flights. There are also four
alternate international airports Laoag, Davao, General Santos and Zamboanga, the first two have regular
international flights. The rest are classified as trunk line, secondary and feeder airports.
The number of air passengers has been on a continued upsurge, registering 34,259,543 passenger-trips in
2007, up from 19,894,800 in 2001. However, both the volume of air cargo and the number of aircraft
movement dropped in 2007 after registering highs in the previous years. More than two-thirds of the total
passenger-trips and air cargo were handled at the Ninoy Aquino International Airport, the premier airport of
the country.
1-7
1.3
Overview of Project Area
1.3.1 General
Metro Manila is the region without any provinces (Figure 1-4). It consists of 16 cities and 1 municipality. As
of 2010 census, its population is 11.85 million and the population density is at 18,640 people per square
kilometer. It is among the world’s twenty most populous metropolitan areas. Metro Manila is the single most
economically productive region, contributing 32% of the Gross Domestic Product (GDP), and is the center
of the country's industrial and commercial activities.
Figure 1-4
Configuration of the Metro Manila
Source: TTPI, LRT2 West and East Extension Ridership Study
Metro Manila is characterized by the concentration of economic, social and political activities as evidenced
by the presence of 90 out of the 100 biggest corporations in the country, all major newspapers, radio and TV
networks and 60% of the country's non-agricultural labor force.
Metro Manila has the largest international airport in the country. As a result it is the main tourism gateway to
the Philippines. The centrality of Manila in the air transport network means that it is a prime take-off point
for foreign tourists going to other destinations within the country.
1-8
1.3.2 Road Condition
The transport system in most cities in the Philippines, including the Metro Manila, is road-based. Of the total
road network of 5,000 kilometers, about 1,600 are private roads, while the rest are public roads: national roads
(1,000 km) and city roads (2,400 km). As for the condition of road network in Metro Manila, deteriorating
road conditions and lack of proper maintenance reduce the efficiency level of the road network, thereby
resulting to longer travel times and worsening traffic congestion. In addition, outdated drainage system causes
flash floods in urban areas especially during rainy seasons.
Various urban public transport modes are using in the Philippines. Buses and urban railways are in use mainly
within Metro Manila and its surrounding areas. On the other hand, jeepney dominates as public transport
mode in Metro Manila, as well as in many of the larger cities in the Philippines. Other public utility vehicles
include taxis, FX vans1, multicab2, tricycles, and other localized transport such as the “trisikad” which is a
pedal-powered tricycle.
1.3.3 Urban Railway Condition
(1) Existing Railway Network
Urban railway services are operated currently in Metro Manila only. Following three railway transit systems
are operating.
•
LRT Line 1: from Roosevelt in Quezon City to Baclaran in Pasay City
•
LRT Line 2: from Santolan in Marikina to CM Recto in the City of Manila
•
MRT Line 3: from North Avenue in Quezon City to Taft in Pasay City.
LRT Line 1 is operating along a 20 km elevated railway system servicing the Taft Avenue to Rizal Avenue. It
currently handles and average weekday of about 492,700 passengers/day (2011), with the highest number of
ridership for 2012 February 28 (Tuesday) with 658,627 passengers3. Due to the increased ridership of LRT
Line 1, a train acquisition project was conceptualized with the primary objective of expanding the LRT Line
1 capacity by 50% from a nominal carrying capacity of 18,000 passengers per peak-hour per direction to
27,000 or 235,000 additional commuters to be carried by the system daily. This objective was achieved in
2000 through the procurement of seven new, air-conditioned 4-car trains and the transformation of the existing
2-car trains to 3-car trains with corresponding modifications to the existing vehicles, systems, facilities, and
structures to support the operation of the expanded system. In 2009, the Light Rail Transit Authority (LRTA)
has completed “Phase II of the LRT Line 1 Capacity Expansion Project”, which effectively increased the
capacity of LRT Line 1 to 40,000 passengers per hour per direction from the current capacity (Phase I) of
27,000 hourly passengers. Figure 1-5 shows the existing railway network in Metro Manila.
1
2
3
“FX van” means Asian Utility Vehicle (AUV).
“multicab” is the vehicle for approx. 12 passengers (similar to jeepney).
Source: LRTA website
1-9
Figure 1-5
Railway Network in Metro Manila
Source: LRTA Website
The Megatren, more popularly known by its generic name LRT Line 2, is a 13.8 km mass transit line that
traverses five cities in Metro Manila namely Pasig, Marikina, Quezon City, San Juan and Manila) along the
major thoroughfares of Marcos Highway, Aurora Boulevard, Ramon Magsaysay Boulevard, Legarda and
Recto Avenue. The Megatren started full commercial operation in May 2001. It is an Automatic Train
Operation system which is at par in terms of facilities and technology with those in other parts of the world.
It is equipped Automatic Train Control (ATC) system and CCTV system that enables the railway operator to
monitor activities of passengers and employees at the stations and inside the trains. Moreover, the LRT 2 is
commuter friendly and has facilities especially designed for the elderly and the persons with disabilities.
Under a BOT contract to Metro Rail Transit Corporation (MRTC), the EDSA MRT or MRT Line 3 (Metrostar
Express), a 16.9 kilometer modern rail system stretching along EDSA’s from North Ave. in Quezon City to
Taft Ave., Pasay City was constructed from 1998 to 2001. This Metro Rail system is designed to carry traffic
in excess of 23,000 passengers per hour per direction, initially, and is expandable to accommodate 48,000
1-10
passengers per hour, per direction. The rail system has a total fleet of 73 Czech-made air-conditioned rail cars,
of which up to 60 cars in three-car trains are operated daily during the peak hours. Each train can seat 216
passengers and carry under crush capacity 1,182 riders. Table 1-5 shows a summary of the main parameters
of the three railway lines.
Table 1-5
Item /Description
Main Specifications of Railway Lines in Metro Manila
LRT Line 1
LRT Line 2
MRT Line 3
Opening year
Structure type
1984
Elevated track with PC-I
beams
2003
Elevated PC concrete
box girder
Route length
Number of Station
Track gauge
Minimum curve radius
18.1 km
20
1,435 mm
170 m (main line)
28 m (depot)
4.0%
26,000 mm
3,320 mm
2,590 mm
10.7 ton
4 cars/train
1,358 passenger/train
12.6 km
11
1,435 mm
175m (main line)
100m (depot)
5.0%
22,500 mm
3,700 mm
3,200 mm
16.6 ton
4 units/train
1999
Elevated and
underground track with
PC-I beams
16.9 km
13
1,435 mm
370m (main line)
25m (depot)
5.0%
31,720 mm
3,250 mm
2,500 mm
9.6 ton
3 units/train
60 km/h
Original: Bombardier
Capex I: Adtranz
Capex II: Kinki Sharyo
38.0 km/h
ATP, ATS, ATO
Min. 12 to max. 20 pesos
750 V DC
Over Head Contact
27.5 minutes
112 sec.
(after Capex 2 Project)
$500 ($35/km)
(3.5 billion pesos as of
1982)
80 km/h
ROTEM (South Korea)
65 km/h
CKD Tatra (Czech)
32.8 km/h
ATP, ATO, ATS
1500 V DC
Over Head Contact
30 minutes
Min. 1.5 minutes
30.0 km/h
ATP, CTC
750 V DC
Over Head Contact
30 minutes
Min .3 minutes
$850 ($61.6/km)
$698 ($41.3/km)
Maximum gradient
Car-body length
Car-body height
Car-body width
Axle load
Train configuration
Maximum train
capacity
Maximum speed
Car maker
Scheduled speed
Signalling system
Fare
Voltage
Feeder system
Travel time
Headway
Construction cost
(in million US$)
Source: Study Team, “Study on the monorail Project in Central Manila in the Republic of Philippines”
METI, 2013
1-11
1.3.4 Extension Projects of Urban Railway
(1) Line 1 Cavite Extension Project
The project aims to extend the existing 20km LRT Line 1 southward by an additional 11.7km, of which
approximately 10.5km will be elevated section and 1.2km will be at-grade section. The Extension will start
from the existing line's last station at Baclaran and will traverse the cities of Parañaque and Las Piñas in South
Metro Manila and reach the municipality of Bacoor. The extension will initially include 8 new stations with
a provision for 2 additional stations. A satellite depot for storage of light rail vehicle (LRV) and light
maintenance will be located at the southern end of the line. Intermodal facilities will also be installed at highdemand stations.
The construction of the Cavite Extension Line is divided into 2 phases - the first phase shall be from Baclaran
to Dr. Santos Avenue (Phase 1A) and the second phase shall be from Dr. Santos Avenue to Niyog Station
(Phase 1B).
The key features of the Line 1 Cavite Extension Project, based on the project study conducted by JICA, are
as follows.
• Interconnectivity to the existing Line 1 at Baclaran Terminal to form a continuous line and transport
more people
• Compatible technology with the existing Line 1 to permit through running of trains
• Integrated fare collection system, with ticket commonality for seamless travel
• Intermodal facilities at three high demand stations
• Common maintenance facility for the extension and the existing Line 1 in Pasay City
(2) Line 2 East Extension Project
The Line 2 East Extension Project consists of extending the elevated tracks of Line 2 by approximately 4.7
km from its current terminus in Santolan to the Masinag market in Antipolo along the center-line of Marcos
Highway and provision of 2 new stations. Two stations will be constructed: (a) the MC Station straddling
Imelda Avenue and adjoining Robinson’s East Mall and the Sta. Lucia East Mall in Cainta, and (b) the
Masinag Station near the Masinag market at the crossroad of Marcos and Sumulong Highways. No right-ofway acquisition will be involved in this project, and no procurement of rolling stock will be necessary.
1.3.5
Future Projects of Railway in Metro Manila
The following projects are being proposed for future implementation in Metro Manila.
(1) Metro Rail Transit Line 7 Project
The Metro Rail Transit Line 7 (MRT Line 7) will be the fourth rapid transit line in Metro Manila. The line
will be 23 km long with 14 stations, and will be operated by the Universal LRT Corporation (ULC). The line
will run in a northeast direction, traversing Quezon City and a part of Caloocan City in Metro Manila before
ending at the City of San Jose del Monte in Bulacan Province. Passengers will be able to transfer to the LRT
Line 1 and MRT Line 3 through the Metro Manila Integrated Rail Terminal (also known as Common Station)
1-12
that will link the three lines at North Avenue in Quezon City.
(2) North South Commuter Rail Project
The residential area in north area of Metro Manila is spreading without developing sufficient public
transportation. Owing to the increase of commuter between north area and Metro Manila with buses and cars,
the traffic congestion becomes serious problem in capital region. For the resolution, north south commuter
rail project is planning aiming to construct approx. 52km railway between Malolos and FTI, which is a part
of commuter line between suburbs of Metro Manila and capital region. The study “Preparatory Study on
Airport Express Railway Project (Commuter Line Section)” was conducted by JICA in 2014, and the study
mentioned that the section between Malolos and Tutuban will be constructed preferentially from the
viewpoint of advantageous effect to contribute commuting Metro Manila as the transport network.
(3) EDSA Metro Project
The study “Roadmap for Transport Infrastructure Development for Metro Manila and Its Surrounding Areas”
was conducted by JICA in 2014, and approved by NEDA board in June 2014. In the roadmap study,
infrastructure development and transport plan were organized from the cross-sectional viewpoint. And the
study recommends main projects including approx. 300km railway, approx. 500km highway, rationalization
of public transportation and traffic control aiming to the formation of ideal transport network in the target
year of 2030.
The EDSA metro project is mentioned in the roadmap study as the strength of north-south axis for the
sustainable development in Metro Manila, and planned to construct the metro approx. 75km section between
San Jose del Monte in north and Dasmarinas in south along the EDSA (4th circular route).
Figure 1-6 shows the proposed routes of the future projects in Metro Manila.
1-13
Figure 1-6
Proposed Routes of the Future Projects in Metro Manila
Source: “Roadmap for Transport Infrastructure Development for Metro Manila and Its Surrounding Areas”
JICA, 2014
1-14
Chapter 2
Study Methodology
2.1
Contents of the Study
2.1.1 Objectives of the Study
This study aims to mitigate the traffic congestion in metro Manila especially the section between Ortigas CBD
and Taytay City, strengthen the east-west axis by installing track-guided transit system, form the railway
network with connecting the exist and planned lines and contribute to the revitalization of economic activities
in Metro Manila.
2.1.2 Outline of the Study
The study examines the feasibility of the project which construct the medium capacity transit system to approx.
20km route from Sta. Mesa area through Mandaluyong City, Ortigas CBD and reach to Taytay City.
This study is consists of field survey in Philippines and report preparation work in Japan. In the field survey,
the study team visits Manila and discusses with relevant organizations the plan and the objectives of this
project, collecting data and conducts site survey. Then, as part of reflecting results of field survey and
discussion, the study team organizes and analyzes the collected data and prepares the study report.
2-1
2.2
Study Methodology and Organization
2.2.1 Study Methodology
(1) Preparatory Work in Japan
In the preparatory work, the existing reports, relevant data and information are collected, then the study team
examines the applicability for this study. And the overall structure and the policy of this study are examined.
Additionally, necessary data collected from the relevant authorities is coordinated.
(2) 1st Field Survey
In the 1st field survey, the study team visit Embassy of Japan in the Philippines, JICA (Japan International
Cooperation Agency), JETRO (Japan External Trade Organization), JBIC (Japan Bank for International
Cooperation), DOTC and other government organizations, railway operators in Manila, relevant cities and
developers. During this visits, the study team explains the plan and the objectives of this project asking
cooperation from relevant counterparts and providing the study team with specific data. Study team carries
out site surveys for the planned route focusing on the traffic and road conditions and installation space.
(3) 1st Stage of Work in Japan
Base on the results and data collected from 1st field survey, review and examination of study concept are
conducted and prepare the draft report.
(4) 2nd Field Survey
Explanation and exchange of opinions about draft report to relevant organizations of Japan in Philippines and
relevant organizations of Philippines are conducted in 2nd field survey.
(5) 2nd Stage of Work in Japan
Based on the received comments from 2nd field survey, the draft report is revised to circumvent these
comments and the draft final report is prepared.
(6) 3rd Field Survey
Explanation and exchange of opinions about draft final report to relevant organizations of Japan in Philippines
and relevant organizations of Philippines are conducted in 3rd field survey.
(7) 3rd Stage of Work in Japan
Based on the received comments from 3rd field survey, the draft final report is revised to circumvent these
comments and the final report is prepared.
2-2
2.2.2 Organization of the Study Team
Figure 2-1 shows the organization of study team.
Figure 2-1
Project manager
Akihiro Yamazaki (TOS)
Organization of the Study Team
Deputy project manager/ cost
estimation/ Schedule/ Demand
forecast
Jorge Muller (OCG)
Transport plan
Kiyohiro Miura (JTPA)
Civil plan 1
Hiroshi Utsugi (TOS)
Civil plan 2
Makoto Hirata (TOS)
Rolling stock plan
Hisashi Motoyama (MHI)
E&M plan 1
Yasukazu Tsubouchi (TOS)
E&M plan 2
Hisanori Yamaoka (TOS)
Operation and maintenance plan
Assad Alamiri (OCG)
Implementation scheme plan
Shouji Tanaka (TOS)
Economic and financial analysis
Naomi Aoki (TOS)
Environmental and social
consideration 1
Shigeru Kato (TOS)
consideration 2
Akitoshi Inoue (TOS)
Remarks:
TOS: Tostems, Inc.
OCG: Oriental Consultants Global
MHI: Mitsubishi Heavy Industries, Ltd.
JTPA: Japan Transportation Planning Association
Coordination
Kazuhiro Iijima (MHI)
Source: Study Team
2-3
2.3
Schedule of the Study
2.3.1 Overall Study Schedule
Figure 2-2 shows the overall study schedule.
Figure 2-2 Overall Study Schedule
Work Activity
2014
Sep.
Oct.
2015
Nov.
Dec.
Jan.
Feb.
(Work in Japan)
(1) Preparation
(2) 1st stage work
(3) 2nd stage work
(4) 3rd stage work
(Field survey in Philippines)
(1) 1st field survey
(Oct. 5 to Oct. 18)
(2) 2nd field survey
(Nov. 7 to Nov. 11)
(3) 3rd field survey
(Feb. 2 to Feb. 5)
(Reporting, etc.)
(1) Interim reporting
(2) Submission of draft report
(3) Final reporting
(1/15)
(4) Submission of final report
(2/27)
Source: Study Team
2.3.2 Study Periods
(1) Periods of Work in Japan
Table 2-1 shows the periods of work in Japan.
2-4
Table 2-1 Periods of Work in Japan
Assigned Task
Name
Company
Project manager
Akihiro Yamazaki
Tostems, Inc.
Transport Plan
Kiyohiro Miura
Civil plan 1
Hiroshi Utsugi
Japan Transportation
Planning Association
Tostems, Inc.
Civil plan 2
Makoto Hirata
Tostems, Inc.
Rolling stock plan
Hisashi Motoyama
Mitsubishi Heavy
Industries, Ltd.
E&M plan 1
Yasukazu Tsubouchi
Tostems, Inc.
E&M plan 2
Hisanori Yamaoka
Tostems, Inc.
Operation and maintenance
plan
Assad Alamiri
Oriental Consultants
Global Co., Ltd.
Implementation scheme
plan
Economic and financial
analysis
Shouji Tanaka
Tostems, Inc.
Naomi Aoki
Tostems, Inc.
consideration 1
Shigeru Kato
Tostems, Inc.
consideration 2
Coordination
Akitoshi Inoue
Tostems, Inc.
Kazuhiro Iijima
Mitsubishi Heavy
Industries, Ltd.
Source Study Team
2-5
Period
2014/10/1 to 10/4
2014/10/19 to 12/6
2014/12/12 to 2015/2/1
2015/2/6 to 2/27
2014/10/1 to 2015/2/27
2014/10/31 to 2015/1/7
2014/10/1 to 10/4
2014/10/19 to 2015/2/27
2014/10/1 to 10/4
2014/10/12/ to
2015/2/27
2014/10/1 to 10/4
2014/10/12/ to
2015/2/27
2014/10/1 to 2015/2/27
2014/10/1 to 10/4
2014/11/18 to 2015/2/27
2014/10/1 to 2015/2/27
2014/10/1 to 10/4
2014/10/12 to 2015/2/1
2015/2/6 to 2/27
2014/10/1 to 10/4
2014/10/12 to 12/6
2014/12/12 to 2015/2/1
2015/2/6 to 2/27
2014/10/1 to 2015/2/27
2014/10/1 to 10/4
2014/10/19 to 12/6
2014/12/12 to 2015/2/1
2015/2/6 to 2/27
(2) Periods of Field Survey in Philippines
Table 2-2 shows the periods of field surveys in Philippines.
Table 2-2 Periods of Field Surveys in Philippines
Assigned Task
Name
Company
Period
Project manager
Akihiro Yamazaki
Tostems, Inc.
Deputy project manager/
cost estimation/ Schedule/
Demand forecast
Civil plan 2
Jorge Muller
Global Co., Ltd.
Hiroshi Utsugi
Tostems, Inc.
2014/10/6 to 10/17
Makoto Hirata
Tostems, Inc.
2014/10/5 to 10/18
Civil plan 3
Hisashi Motoyama
2014/10/5 to 10/11
E&M plan 1
Yasukazu Tsubouchi
Mitsubishi Heavy
Industries, Ltd.
Tostems, Inc.
Operation and maintenance
plan
Economic and financial
analysis
Assad Alamiri
Naomi Aoki
Global Co., Ltd.
Tostems, Inc.
consideration 1
Shigeru Kato
Tostems, Inc.
Coordination
Kazuhiro Iijima
Mitsubishi Heavy
Industries, Ltd.
2014/10/5 to 10/18
2014/12/7 to 12/11
2015/2/2 to 2/5
2014/10/1 to 2015/2/5
2014/10/5 to 10/11
2014/10/5 to 11/17
2014/10/5 日 to 10/11
2015/2/2 to 2/5
2014/10/5 to 10/11
2014/12/7 to 12/11
2015/2/2 to 2/5
2014/10/5 to 10/18
2014/12/7 to 12/11
2015/2/2 to 2/5
Source Study Team
2.3.3 Work Activity of Field Surveys in Philippines
The 1st field survey was conducted for 14 days (November 5th to 18th, 2014), the 2nd field survey was for 5
days (December 7th to 11th, 2014) and 3rd field survey was for x days (February x to x, 2015) respectively.
Table 2-3 shows the main work activity.
2-6
Table 2-3
Work Activity of Field Survey in Philippines
(1) 1st Field Survey (5th to 18th October 2014)
Date
Oct. 7
Visit to (Organization)
JICA Philippines Office
JETRO Manila Office
Oct. 8
Mandaluyong City
JBIC Manila Office
Oct. 9
Embassy of Japan in the
Philippines
DOTC (Department of
Transportation and
Communications)
Oct. 10
UP/DOST (University of the
Philippines Manila / Department
of Science and Technology)
Meralco (Manila Electric
Company)
Oct. 13
Oct. 14
LRTA (Light Rail Transit
Authority)
Cainta City
Manila City
Oct. 15
Taytay City
Oct. 16
MRTDC (Metro Rail Transit
Development Corporation)
Pasig City
Meralco
Name (Position)
Mr. Takagi (Representative), Ms. Kakuta (Project
Formation Advisor)
Mr. Ishikawa (Director), Mr. Ooshima (Advisor)
Mr. Hon. Benjamin C. Abalos Jr. (City Mayor), Mr.
Atty. Jesse Cruz (Councilor District 2), Mr. Hon. Roehl
B. Bacar (City Councilor, 2nd District), Mr. Arman
Comandao (City Planning and Development
Coordinator), Mr. Roberto G. Toventino (Assistant
Department Head, City Planning and Development
Department), Mr. Gregorio S. Raposon Jr (DPO 3,
CPDO), Mr. Gaspar F. Alcazar (DPO 4, CPDO), Mr.
Mae E. Hernandez (Zoning Officer 2, CPDO), Mr.
Vermelita B. Simbulan (PDO 4, CPDO), Mr. Belen
mariscotes (PDA, CPDO), Mr. Rolly P. Damila
(Assistant City Engineer, Engineering Department),
Mr. Roy D. Galang (Engineer 2, Engineering
Department)
Mr. Satake (Chief Representative), Mr. Hiramoto
(Representative), Ms. Inoue (Operations Analyst)
Mr. Suzuki (Commercial Officer), Mr. Hirasawa (First
Secretary)
Mr. Deo Leo N. Manalo (Director, Project
Development Service), Mr. Jomar S. Ramos (Engineer
1, Project Development Service), Mr. Joseph Ferrer
(Engineer 1, Project Development Service), Mr. Jedd
Ugay (Project Development Officer, Planning and
Project Development)
Mr. Rodnel O. Tamayo (Officer-in-Charge Materials &
Process Research Division), and other participants
Mr. Oscar S. Reyes (President/CEO), Mr. Enrico R.
Benipayo (Vice President/Project manager), Mr.
Edmund Cinco (Vice President), Mr. Jesus P. Francisco
(President), Mr. Atty. William S. Pamintuan (First Vice
President/Deputy General Counsel)
Mr. Hernando T. Cabrera (Corporate Board Secretary)
Mr. Kit Nieto (Mayor), Mr. Pia Velasco (Vice Mayor),
Mr. Divino Pagkatipunan (Municipal Assessor)
Mr. Hon. Francisco “ Isko Moreno” Domagoso (Vice
Mayor)
Ms. Janet De Leon-Mercado (Mayor), Ms. Aries C.
Borja (OIC-MPDC/Building Official), Mr. Grate Dei
Deleon (Municipal Administrator), Mr. Darius Dolores
Mr. Frederick C. Parayno (Vice President), Arnold
Laigo (Avp)
Mr. Iyo Christian Caruncho Bernardo (Vice Mayor),
Mr. Edgar Cruz (Consultant)
Mr. Melchor Orais (Project Manager), Mr. Bernordo A.
Gaycochea (Designer), Mr. Jason B. Elamparo (Team
2-7
Oct. 17
DPWH (Department of Public
Works and Highways)
leader), Mr. Marciano JR. M. Caldo (Technical
Support Engineer), Mr. Enrico R. Benipayo (Vice
President/Project Manager)
Mr. Roy Cruz
(2) 2nd Field Survey (7th to 11th December 2014)
Date
Dec. 8
Dec. 9
Visit to (organization)
Mitsubishi Heavy Industries
Philippines, Inc.
JICA Philippines Office
Deloitte Tohmatsu Consulting
Co.,Ltd.
Mandaluyong City
Taytay City
Dec. 10
DOTC (Department of
Transportation and
Communications)
Japan Embassy
Name (position)
Mr. Morita (President)
Mr. Azukizawa (Deputy Director), Mr. Takagi
(Representative)
Mr. Furusawa (PM), Mr. Tsujimoto, Mr. Yatabe, Mr.
Takasago
Mr. Hon. Benjamin C. Abalos Jr. (City Mayor), Mr.
Atty. Jesse Cruz (Councilor District 2), and other 6
participants
Engr. Aries C. Borja.
Mr. Deo Leo N. Manalo (Director, Project
Development Service), Ms. Florencia A. Creus, and
other 2 participants
Mr. Suzuki (Commercial Officer), Mr. Hirasawa (First
Secretary)
(3) 3rd Field Survey (2nd to 5th February 2015)
Date
Visit to (organization)
Feb. 4
DOTC
Feb. 5
DOTC
Name (position)
Final reporting (total 18 participants)
-DOTC (Mr. Jedd Carlo F. Ugay, Ms. Beatriz Raine L.
Bayudan, Mr. Reynaldo Gatchalian, Mr. Joseph
Ferrer, Jomar Ramos)
-Mandaluyong City (Ms. Mae Herrander, Mr.Gaspar
Aloazan)
-Pasig City (Vice mayor Iyo Curuncuo Berwand)
-Taytay City (Engr. Aries C. Borja)
-Meralco (Mr. Melchor B. Orais, Mr. Jojov.Santiago,
III, Mr. Jason B. Elampan, Mr. Edwin. P.Dulay)
-OCLP (Mr. Allen H. Sto. Mr. Domingo, Mr. Monch
S. Sumulong)
-JICA (Mr. Takagi, Mr. Kuwajima)
-Castalia (Ms. Kelly Wyett)
Mr. Rene K.Limcaoco (Undersecretary for Planning &
Project Development), Mr. Jomar S. Ramos (Engineer
1), Mr. Joseph Ferrer (Engineer 1), Mr. Jedd ugay
(Project development officer)
Source Study Team
2-8
Chapter 3
Justification, Objectives and Technical Feasibility
of the Project
3.1
Background and Necessity of the Project
3.1.1 Background of the Project
The target area; Manila City, Mandaluyong City, Pasig City Cainta City and Taytay City, of the project is
located nearby the centre of Metro Manila, focusing on the important location of transportation that connects
both east-west and south-north directions. Ortigas CBD, the second commercial and business area with largescale shopping area such as SM mega mall, is located at the east side of Mandaluyong City, and residential
area is located at the west side of the city. Owing to cross the EDSA and MRT Line 3 in this area, the
transportation line of the east-west axis is narrow and weak, and chronic traffic congestion becomes a serious
social problem. Also, Japanese industrial area and new residential area are under development in Cainta City
and Taytay City at the east side of Ortigas CBD. In these circumstances, Mandaluyong City is highlymotivated for development of transportation infrastructure and mitigating of environmental load, and the
introduced electrical tricycle and jeepney. On the other hand, road traffic is still growing and traffic congestion
is not resolved. As for the fundamental measure for the mitigation of traffic congestion and regional
development, Mandaluyong City strongly needs to install a track-guided transit system and a study for the
installation of track-guided transit system was conducted by the city.
Additionally, focusing on mitigating the traffic congestion in Metro Manila, the JICA studies of “Roadmap
for Transport Infrastructure Development for Metro Manila and Its Surrounding Areas (2014)” and
“Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of
the Philippines (under studying in 2014)” are conducted, and the F/S (Feasibility Study) of each route are
under the master plan stage. Those JICA studies recommended the necessity for secondary lines in addition
to the MRT (Mass Rapid Transit) systems such as North South Commuter Line and metro line.
Figure 3-1 Urban Railway Network
Source: “Roadmap for Transport Infrastructure Development for Metro Manila and Its Surrounding Areas”
JICA, 2014
3-1
This study proposes installing a track-guided transit system plan with length of 18km extends from the Sta.
Mesa station or V. Mapa station of LRT Line 2 in Manila City through Mandaluyong City, connecting MRT
Line 3, going through the east side of Ortigas CBD and reaching up to Taytay City. The above-mentioned
route mentioned in the JICA Roadmap Study and it is almost the same to the route in this study.
3.1.2 Necessity of the Project
Necessities of the project to the target area are as follows.
(1) Mitigation of Road Traffic Congestion
Metro Manila has the highest population density in Southeast Asia with the population of over 10 million,
and the traffic congestion is the serious social problem. The development of traffic network does not matching
the growth of road traffic and concentration of traffic of the metropolitan area, and the chronic traffic
congestion affects the quality of life in addition to the significant loss of the social and economic activities.
The target area; Manila City, Mandaluyong City, Pasig City Cainta City and Taytay City, of this project passes
through Ortigas CBD and the traffic flows to and from the central area and surrounding traffic conditions are
a serious social problem. This traffic condition cannot resolve only by the development of road infrastructure,
but by the installation of track-guided transit system that can contribute to the modal shift from road traffic
(bus, jeepney) to track-guided transport system, and also mitigating of traffic congestion.
(2) Securing the Safety and Convenience for the Residents along the Route
At the target area, the exist LRT Line 2 and MRT Line 3 are operating. However, the road traffic is the main
mode of transportation between LRT Line 2 and MRT Line 3, and the east-west (between Cainta City, Taytay
City and Ortigas CBD) transportation to/from school and office. The growth of road traffic in addition to the
deficiency of driving manner, increase the occurrence of traffic accident that happen frequency and rapidly
together with the social loss. The installation of track-guided transit system is not only for convenience for
the residents along the route, but also contributing the mitigation of traffic accident as the effective solution.
(3) Contributing to Revitalization of Economic Activities from the Support of Railway Network Formation
Existing lines of LRT Line 1, LRT Line 2 MRT Line 3 and PNR are operating in Metro Manila as the trackguided transit system In addition to the MRT lines of North South Commuter Line and metro line are
mentioned as the next main lines in JICA studies. In existing and those planned lines, LRT Line 2 is the only
line that installed in east-west axis direction. The proposed line in this study will contribute to the strength of
the east-west transport axis, and formation the railway network with connecting LRT Line 2 and MRT Line
3 will proceed the expansion of people’s movement and revitalization of economic activities.
3-2
3.2
For Sophistication and Rationalization of Energy Usage
Owing to the modal shift from road traffic to track-guided transit system, following benefits for the
sophistication and rationalization of energy usage and effects of environmental improvement are expected.
(1) Mitigation of Traffic Congestion and Traffic Accident
Same as mentioned in section 3.1.2, associated with the project implementation, mitigation of the traffic
congestion and traffic accidents are expected owing to the modal shift from road traffic (bus, jeepney and
others) to track-guided transit system.
(2) Improvement of Air Pollution and Reduction of Greenhouse Gases Emissions
The installation of the track-guided transport system (AGT system is assumed) is estimated to assist in the
reduction of greenhouse gases amount as going to be explained in section 4.2. As a result, the reduction of
greenhouse gases will be 2,704t-CO2/year in 2023 (scheduled opening year), 9,065 t-CO2/year in 2030,
10,798 t-CO2/year in 2040 and 19,363 t-CO2/year in 2053. According to the growth of modal shift amount
from AGT system, the reduction amount of greenhouse gases will be expected.
(3) Improvement of Urban Environment by Introducing Track-guided System with Low Noise and Vibration
The proposed track-guided transit system in this study, assuming to be an AGT system, will be constructed
as an elevated slab structure mainly using above the road space. AGT runs with rubber tire and has
comparatively a low noise and vibration than the conventional railway and the LRT with steel wheels. This
feature is considered as an advantage of the proposed transit system in urban areas especially along the
residential areas.
(4) Use of Non-fossil Energy and the Effective Use of Fossil Energy
Focusing on the sophistication usage of energy, the use of non-fossil energy (solar energy, biomass energy,
geothermal energy, nuclear energy, etc.) and the effective use of fossil energy (efficiency of productive
facilities) are considered. As for the proposed track-guided system in this study, solar energy as a non-fossil
energy can be covered for lighting and passenger information display at the station, and will contribute
effectively to the use of energy. Additionally, track-guided transit system is possible to transport more
passengers at a time than car and bus. Therefore, and the supply energy is expected to contribute effectively
of the use of energy and reduction of carbon dioxide emissions.
3-3
3.3
Various Examinations Required for Determination of the Project
3.3.1 Route Selection
In regards to the route selection, as stated in the background of project 3.1.1, here, we take into consideration
the route from Taytay city at the east of Manila that passes through one of Manila’s biggest business district,
Ortigas through the surroundings of Mandaluyong, a high density residential area that has heavy traffic, and
then from Sta. Mesa on the LRT2 line to the surroundings of Gilmore. The basic principles of this proposal’s
background and route proposal are as follows.
(1) Route Issue and Proposal
Table 3-1 Route Issue and Proposal
Needs
Current and
future plans
Issue
Proposed
solution
Proposed route
The need for the means of transportation
from Taytay district to the center of Manila
city to ameliorate traffic congestion
The route that connects Taytay district to
the center of Manila city is one highway,
the Ortigas Avenue Extension and is used
by buses, cars, taxis and jeepneys. There
are current residential developments in the
Taytay district and we expect the
population to increase.
The need for a smooth means of
transportation within the surroundings of
Mandaluyong city
The roads within the district are narrow and
there are many public transportation
services like jeepneys and motorized
tricycles and the roads are very congested.
From our current research, it shows that
there are no plans to widen the roads or
development plans within Mandaluyong
city.
Mandaluyong city and the surroundings of
the district is an empty zone, sandwiched
between LRT2 line and MRT3 line. The
entire district is a densely populated area
making it difficult for road expansions.
Hence, heavy traffic occurs daily.
There are only a few detour roads that can
avoid the heavy traffic and a few big roads
that run parallel to the highway (Ortigas
Avenue Extension) that links Taytay city
and the center of Manila city. Hence, there
is heavy traffic daily on the highway and it
makes commuting to work or to school a
big burden with respect to time.
Introduce an orbital highway that is
Offer a service to people to travel within
different from other transportation systems. the district efficiently and introduce an
In addition, create an environment, where
orbital public transportation system as a
residences and commuters can easily use
means of travel to the district and within
the orbital public transportation system.
the district.
Propose to introduce an orbital public transportation system that links Taytay district in the
direction of the LRT2 line from the east to the west.
Source: Study team
(2) Basic principles behind the settings of the proposed route
Based on the proposed route as shown above in passage (1), the basic principles behind the settings of the
route is as shown as below.
3-4
1)
The role of the proposed system
The proposed system is a route that links Taytay city in the east of Manila city with the LRT2 line. It will
strengthen the public transit centre in the east west direction of Manila city, serve as a new public
transportation within the district around Mandaluyong city with the goal to solve traffic congestion and to
improve the public transportation services. Hence, we choose the proposed route that can be introduced as a
public transportation system that provides better speed efficiency and punctuality and has transportation
power that meets public demands.
2)
Total image of the route
In this project, from the perspective of maintaining it as a public transportation, this project brings various
benefits like improvements in the convenience in commuting for the target area, a solution to the traffic
congestion, promotion of economic development of the area, etc. However, in order to go ahead with this
project smoothly, we require support from the private sector and international financial institutions and hence
we need to consider the benefits for the related countries and private sectors. For that, the route will not only
be a railway route that provides convenience to a wide network it will be a route that has considered extensions
and placements of new stations in the future, to facilitate the participation of railway developers.
3)
Future extensions
Due to the growth in population in Manila’s city centre, we see the expansion of residential areas to suburban
areas and this time, residential developments expanding to the southeast and east direction from Taytay city.
At the current stage, we are looking into line expansions and placement of new stations based on the progress
of future development plans from Taytay city to the southeast direction.
This route plan proposes that with the on-going urbanization that causes the heavy traffic from the centre of
Manila to Taytay city, the area requires immediate attention and that future expansions be carried out in the
envisioned areas and treated as maintenance areas later.
4)
Area of introducing the orbital system
The area where the proposed system will be introduced utilizes airspace and is separated from car traffic by
elevation. Plus, considering the effects to the social environment, our plans minimize the occurrence of
involuntary relocation of residences.
(3) The settings of the proposed routes
Based on the principles above, the following 3 proposed routes are stated in Figure 3-2. In the geographic
area of these 3 routes, the east area from the Ortigas CBD area is an identical route that passes through and
above Ortigas Avenue Extension. Here the area from Taytay city to the southeast direction of Angono city
will be the area for the future proposed lines, where final maintenance will be carried out through future
development plans that have progressed.
3-5
Figure 3-2 Proposed Routes
3-6
Source: Study team
It is considerate that Option-2 highly regarded is most suitable relatively by this stage as a result of the field
survey and the consideration by the table of next page (Table 3-2) about Option-1 or 2 or 3 which are 3 route
plans.
The following point is important about the consideration.
*Introduction space for the Option-1 is very small, and there are many curves and not straight. It's scarce in
the reality because it can be think the land acquisition for construction is most difficult.
*Because Option-3 is away from the center of the Mandaruyong city, achievement of congestion easing at the
center of the city which is the purpose of building this line is difficult.
Option-2 route was judged to be predominant by the following point compared with other route.
*Share of land acquisition is little relatively.
*To pass near the center of the city, it can expect to contribute to congestion easing at the center of the city.
Therefore, in this study is to plan for the route of Option-2.
The consideration result of every route option is shown in the next page (Table 3-2).
3-7
Table 3-2 Route Consideration
Option-1
Option-2
Option-3
Location
map
(b)
(e1)
(c)
(e1)
(e2)
(c)
(a)
(b)
(e2)
(a)
(c)
(a)
(c)
(b)
(b)
(d)
(c)
(d)
Route
The east of the current PNR Sta. Mesa station – Mandaluyong city hall – Boni
Avenue – Ortigas CBD – Cainta city – Taytay city
The west of V. Mapa station (LRT 2) – Shaw Boulevard road – Shaw Boulevard
station (MRT 3) – Ortigas CBD district – Cainta city – Taytay city
Gilmore station (LRT 2) – Ortigas Avenue – Ortigas CBD district – Cainta city –
Taytay city
Distance
Approx. 19.6km
Approx. 18.4km
Approx. 14.8km
Item
Explanation
Introduction To use the airspace above the Boni Avenue. (Refer to (a) on the
in the
map)
central part
Suburb part To use the airspace above Ortigas Avenue Extension from Ortigas
district in the direction of Cainta and Taytay city. The width of the
road is wide. (Refer to (c) on the map)
Undergroun To use about 2.5 km of the underground below. (Refer to (b) on the
d part
map)
Constructabi Road expansion facilities and lane closures are necessary during
lity
construction as there are many narrow bends in the introduction
area. (Refer to (a)(b) on the map)
Night work
and adjacent
construction
Intersection
with EDSA
Evaluation
good
Explanation
To use the airspace above Shaw Boulevard road. (Refer to (a) on the
map)
Evaluation
good
excellent
To use the airspace above Ortigas Avenue Extension from Ortigas
road is wide. (Refer to (c) on the map)
To use about 2.2 km of the underground below. (Refer to (b) on the
map)
Road expansion facilities and lane closures are necessary during
construction in (b) even though the introduction area is wider than
in Option-1. (Refer to (b) on the map)
excellent
There will be a lot of work done at night when traffic is low, and
will be a lot of adjacent construction, making construction
challenging. (Refer to (a)(b) on the map)
It is necessary to consider the construction thoroughly as the
intersection with EDSA is the intersection of the MRT3 line and
Shaw Boulevard and there are nearby station buildings and
commercial buildings. (Refer to (d) on the map)
In the Sta. Mesa district, there are plans for an elevated Skyway
(e1) and an elevated public road (e2). As it is difficult to go over the
Skyway and road through elevation, it is necessary for an
underground system from the southeast of San Juan River to Sta.
Mesa district. (Refer to (b) on the map)
fair
fair
poor
fair
fair
There will be a lot of work done at night when traffic is low, and
will be a lot of adjacent construction, making construction
challenging. (Refer to (a)(b) on the map)
The intersection with EDSA is a tunnel in Boni Avenue. It is
necessary to consider thoroughly the construction of rods and
support beams that do not affect the tunnel. (Refer to (d) on the
map)
Intersection In the Sta. Mesa district, there are plans for an elevated Skyway (e1)
with
and an elevated public road (e2). As it is difficult to go over the
elevated
Skyway and road through elevation, it is necessary for an
roads
underground system from the southeast of San Juan River to Sta.
Mesa district. (Refer to (b) on the map)
fair
Undergroun Work for an underground installation will increase.
d work
Relocation Relocation work of buried items, street lamps, overhead electrical
of utility
lines and others will incur.
fair
Work for an underground installation will increase.
fair
fair
Relocation work of buried items, street lamps, overhead electrical
lines and others will incur.
fair
fair
fair
fair
fair
Explanation
To use the airspace above Ortigas Avenue. Linearly, the road is
comparatively wider. (Refer to (a) on the map)
Evaluation
good
To use the airspace above Ortigas Avenue Extension from Ortigas
road is wide. (Refer to (b) on the map)
An all elevated construction without any underground parts is
possible. (Refer to (a)(b) on the map)
Compared to Option-1 and Option-2, fewer road expansion
facilities and lane closures are needed as the width of Ortigas
Avenue and Ortigas Avenue Extension is wide. (Refer to (a)(b) on
the map)
It is predicted that compared to Option-1 and Option-2, there will
be less night work and adjacent construction. (Refer to (a)(b) on
the map)
The intersection of EDSA and Ortigas Avenue is the intersection of
the MRT3 line and the flyover. After studying the conditions of
existing buildings, it is necessary to consider thoroughly the
framework and construction methods. (Refer to (c) on the map)
The Ortigas intersection on EDSA passes through the 2nd level of
the MRT3 line and the 3 level of the road’s flyover, making it
impossible to create a mid level pass through or to get around it
underground. Hence it would be necessary to go over this
intersection with a very tall elevated bridge. (Refer to (c) on the
map)
Work for an underground installation will not increase but difficult
work will increase for the very tall elevated bridge.
Relocation work will incur because there are many overhead
electrical lines in the Gilmore district and street lamps and trees on
the central divider of the Ortigas Avenue.
It is predicted that among all 3 options, land acquisition will be the
least. (Refer to (a) on the map)
However, the land acquisition in the eastern than Ortigas CBD, it is
necessary to consider in future study. (Refer to (b) on the map)
excellent
good
good
good
fair
poor
fair
fair
Land
acquisition
It is predicted that among all 3 options, land acquisition will be the
most as the roads are narrow. (Refer to (a)(b) on the map)
necessary to consider in future study. (Refer to (c) on the map)
poor
Compared to Option-1, it is predicted that land acquisition will be
fewer. (Refer to (a)(b) on the map)
necessary to consider in future study. (Refer to (c) on the map)
fair
Effect on
traffic
congestion
It will pass through the centre of Mandaluyong city. As the number
of railway passengers increases; the number of cars will decrease.
This route will solve traffic congestion in the city centre and we can
expect a smooth means of transportation within the city.
excellent
excellent
As it is away from the center of Mandaluyong city, we cannot
expect this route to solve traffic congestion in the city centre and a
smooth means of transportation within the city.
poor
Total
evaluation
Introduction space for the Option-1 is very small, and there are many
curves and not straight. It's scarce in the reality because it can be think
the land acquisition for construction is most difficult.
fair
It will pass through the surroundings of the centre of Mandaluyong
city As the number of railway passengers increases; the number of
cars will decrease. This route solve traffic congestion in the city
centre and we can expect a smooth means of transportation within
the city.
Share of land acquisition is little relatively.
To pass near the center of the city, it can expect to contribute to
congestion easing at the center of the city.
excellent
Because Option-3 is away from the center of the Mandaruyong city,
achievement of congestion easing at the center of the city which is
the purpose of building this line is difficult.
good
Source: Study Team
3-8
good
(4) Proposal of Option-1’s route expansion
We have envisioned 2 possible cases for future expansions of Option-1 of the proposed route of this system.
In regards to the routes, confirmation on the actual conditions and consideration of the outlines has been
carried out.
Table 3-3 Route Consideration (Future Expansions of Option-1)
Location map
Route
Ext.1
Ext.2
Course
San Francisco street – Coronado Street –
Makati Avenue – Triangle Park
About 5.7km
New Panaderos street – Pedro Gil street Paco
About 5.0km
San Francisco road is about 20m but
Coronado street is only about 10m and it is
parallel to the river. Makati Avenue is about
15m and on both sides of the road, there are
high-rise buildings. The surrounding of
Triangle Park is about 30m and fairly wide.
The area from Coronado street to the north
of Makati Avenue intersects the Pasig River
and based on this intersection, land
acquisition is necessary. (Refer to (a) on the
map)
Based on the route that passes through the
Pasig River, relocation has to be considered.
(Refer to (a) on the map)
New Panaderos street is from about 10-12m
and midway there are crank angles.
Distance
Road width
Land
acquisition
Relocation of
residences
Midway of New Panaderos street, there is a
possibility that crank parts might appear.
(Refer to (b) on the map)
Relocation has to be considered for the
areas before and after New Panaderos street
intersects with the Pasig River. (Refer to (c)
on the map)
Source: Study Team
The consideration over the details on the future expansion of route Option-1 has confirmed that the route will
be Option-1 and when the necessity occurs, future expansions will be carried out.
3-9
(5) Proposed route along the Pasig River
Based on the discussions with Mandaluyong city, a study on the surroundings of Pasig River was carried out
due to a request to consider a route along the Pasig River to avoid the route of Option-1.
Based on the study results, in the event of a route that doesn’t pass through Boni Avenue in Mandaluyong
city, if the riverside route shortens, the length of the route lengthens and this decreases speed efficiency and
the effect of avoiding the congestion at Boni Avenue. Hence, in other to avoid the congestion at Boni Avenue,
we would need to look for a longer riverside route for a more effective result.
Therefore, we have predicted the following 3 cases as routes to exit the Pasig River. In regards to each route,
the confirmation of current conditions and consideration to the outline has been carried out.
Table 3-4 Route Consideration (along the Pasig River)
Location
map
Route
(a)∼(d)
(b)∼(d)
(c)∼(d)
Course
Sheridan Street – Simeon Cruz
Street – Coronado Street – J.P.
Rizal Street – Lubiran Street
About 5.7km
Pinatubo Street – Simeon Cruz
About 5.0km
Barangka Drive – E. Pantaleon
About 4.5km
Road width
The road in the surroundings of
(a) is less than 10m and in the
direction of the river, there is a
steep slope. It is necessary to
widen the road.
(c) road is less than 10m and in
the direction of the river, it
becomes narrower. It is
necessary to widen the road.
Land
acquisition
Relocation
of
residences
To widen the road, land
acquisition is necessary.
On both sides of the road, there
are residential buildings, small
factories and school. It is
necessary to consider
relocation.
From the surroundings of (a) to
the west direction along the
(c) is less than 10m and in the
direction of the river, there is a
steep slope. It is necessary to
widen the road that includes
the intersection of Boni Avenue
and Pinatubo Street.
On both sides of the road, there
are residential buildings and
small factories. It is necessary
to consider relocation.
The intersection of Boni
Avenue and Pinatubo street is
Along the (c) road, there are 2
schools. Hence, we can expect
Distance
Others
3-10
Both sides of the road are
congested with residential
buildings. It is necessary to
consider relocation.
Riverside
conditions
an improvement in the
the exit of a tunnel that
river that intersects with the
convenience for the students.
intersects with Boni Avenue
Guadalupe Bridge at (e). The
and EDSA. It is necessary to
surrounding area and
consider building support
Guadalupe Bridge does not
beams for an elevated bridge.
provide the space for the track
to cut across, hence a really
tall-elevated bridge that goes
over the bridge’s arch is
necessary. In addition, there are
a lot of big billboards and
overhead electrical lines.
Hence relocations are
necessary.
Part of the riverbank at the Mandaluyong city side has a road and there are residential buildings and
small factories along the riverbank. The road can be used but to support the current number of cars,
a road expansion is required. For that, we would either have to relocate the residential buildings or
build support beams in the river. For parts of the riverbank that do not have roads, site acquisitions
would be necessary for construction plans.
There are no roads along the riverbank at the Manila city side and there are houses or factories
along it. In the event that a route is set along the riverbank, a new site acquisition or building
support beams in the river would be required.
Source: Study Team
Based on the above results, in the event a route is set at the riverbank, the residences on land will be able to
use the route but the ability to attract more commuters from both sides will drop.
Hence, for any routes that will use the riverbanks of Pasig River,
- Road expansions and relocations of residents will occur
- The distance will lengthen and this will result in a drop in speed efficiency and the ability to attract more
commuters
Hence, comparing with Option-1, as a route, it is not highly evaluated.
The current state of the proposed routes is shown in Photo 3-1.
3-11
Photo 3-1
Current Situation of the Proposed Routes
Option-1 Boni Avenue
Option-2
Shaw Boulevard
Option-1 EDSA-BONI Tunnel
Option-2 EDSA-Shaw Blvd Crossing
Option-3 Ortigas Avenue
Option-3 EDSA-Ortigas Flyover
Ortigas avenue in Cainta City
Ortigas Avenue Extension in Taytay
3-12
Guadalupe Bridge
Pasig River (Mandaluyong City Side)
Source: Study Team
3-13
3.3.2 Demand Forecast
(1) Methodology
In this study, the OD data which was prepared by MMUTIS (Metro Manila urban transportation integration
study, JICA) was used as base data for the demand forecast of AGT. In addition the OD data which was
prepared by HSH study (The study of master plan on high standard highway network development in the
republic of the Philippines) also was used for trips in outside area of MMUTIS study area. The current OD
table was prepared by using these data. However it was calibrated by using the results of the traffic count data
which was collected by MUCEP (The project for capacity development on transportation planning and
database management, JICA). The future OD table was prepared based on the future population which was
estimated by latest population data. The demand of AGT was forecasted by using the highway type
assignment model with future network including some new railway and highway projects. As the results of
demand forecast, the daily/ hourly boarding and alighting each station, the daily line volume and PPHPD are
shown in the end of this section. The target years are from 2023 to 2053. The flowchart of demand forecast
was shown in figure below.
Figure 3-3
Flowchart
Source: Study Team
3-14
(2) OD Table
1)
Base Data
The OD table for this study was prepared based on the OD data which was prepared by MMUTIS. The
MMUTIS OD data was collected from the person trip survey in 1996. The person trip survey collected
following information from 57,900 households or 274,000 persons in Metro Manila and part of surrounding
provinces.
a
Household information: the socio-economic characteristics of household’s members, household
structure, car-ownership, income level, location of residence and number of years in said residence,
etc.
b
Household member information: This covers the socio-economic characteristics of household’s
members, 4 years old and above. These included age, sex, occupation, work and/or school address,
income and so on.
c
Trip information: origin and destination of trip, trip purpose, travel mode, transfer, departure and
arrival time, etc.
d
Information on vehicle users: vehicle use patterns.
e
Information on the specially abled and elderly people
f
Leisure information: characteristics of leisure trips
The future demand has been projected based on the four-step model by using trip information above. The
model was constructed by (1) trip generation/ attraction, (2) modal sprit between public and private mode, (3)
trip distribution and (4) traffic assignment as shown in Figure 3-4. Taking into account that mobility of carowning household is considerably higher than that of non-car-owning household, the forecast model was
constructed separately. There is an increasing probability of diversion from private mode to public mode when
quality rail mass transit system is developed in the future. With this, an additional step to analyse the modal
shift from private to public between step (3) and (4) above was included, and a diversion model was developed
based on the results of the “willingness to pay” survey.
In the results, future transport demand in the study area is as much as 43.7 million trips (motorized) in 2015
which is 1.84 times that of 1996. The modal share between public and private was 78:22 in 1996 to 66:34 in
2015.
Purpose
To Walk
To School
Business
Motorized
Private
To Home
Total
Walk Total
Total
Table 3-5 Future Demand by Purpose
1996
2015
000
%
000
4,100
17.3
7,557
3,449
14.6
6,348
1,828
7.7
3,717
3,483
14.7
6,910
10,824
45.7
19,157
23,684
100.0
43,689
6,507
21.6
10,776
30,191
54,465
Source: MMUTIS
3-15
2015/1996
%
17.3
14.5
8.5
15.8
43.8
100.0
19.8
-
1.84
1.84
2.03
1.98
1.77
1.84
1.66
1.80
Mode1)
Public
Private
Total
1) Excluding walk trips
000
18,452
5,233
23,684
Table 3-6 Future Demand by Mode
1996
2015
%
000
77.9
28,930
22.1
14,759
100.0
43,689
%
66.2
33.8
100.0
2015/1996
1.57
2.82
1.84
Source: MMUTIS
Figure 3-4 Demand Forecast Model
Source: MMUTIS
2)
Current OD Table
The MMUTIS OD table covered Metro Manila and part of surrounding provinces only. Therefore the OD
table which was prepared by HSH study was converted to the MMUTIS OD table. The base year of current
OD table is 2012 because the traffic count data by MUCEP is available. The key steps for preparing the
current OD table are shown in below.
a
Convert MMUTIS and HSH study area OD tables to the zone system of AGT project as detailed in
the following section.
b
Create 2012 OD tables based on latest population statistics data.
c
Combine 2012 MMUTIS and HSH OD tables as shown in Table 3-7.
d
Validate the 2012 OD table by assigning to the 2012 network and comparing the assigned traffic
volume against the MUCEP traffic count data collected in 2012.
3-16
Table 3-7
Formation of Initial 2012 OD Tables – Sources of OD Trips
Area
Greater MM Area
Remaining Area
Greater MM Area
O/D Source MMUTIS O/D table
HSH study O/D table
Remaining Area
HSH study O/D table
HSH study O/D table
Source: Study Team
The traffic model was developed for the following four types of OD table.
a
Car person trips OD (including taxi trips)
b
Jeepney passenger trips OD (including FX and HOV)
c
Bus passenger trips OD (including all buses)
d
All goods vehicles (including delivery vans, pick-up vehicles and trucks)
The traffic model validation process involved comparison of modelled traffic volume against the following
MUCEP traffic count data in 2012.
a
Outer cordon: outer boundary of Mega Manila Area (outer boundary of Bulacan, Cavite, Laguna and
Rizal provinces)
b
Inner cordon: Metro Manila boundary
c
Three screen lines within Metro Manila: Pasig river, San Juan river and Philippine national railway
The table below shows the modelled traffic count and the observed counts. The total screen lines and cordon
volumes are within 10% of the counts.
Table 3-8
The Modelled Traffic Count and the Observed Counts
Source: Study Team
3-17
Validation of person trips on railways was carried by comparing the modelled patronage with the total daily
boarding on each line and the results are summarized in Table 3-9. It can be seen that the total modelled rail
patronage is within 10% of the observed volume.
Table 3-9 Comparison of Observed and Modeled Patronage on Metro Manila Railways
Daily Railway Passenger
Railway Line
Count
Model
M/C
Line 1
518,600
605,100
1.17
Line 2
212,000
206,500
0.97
Line 3
570,000
577,900
1.01
PNR
46,700
61,200
1.31
Total
1,347,300
1,450,700
1.08
Source: Study Team
3)
Future OD Table
The future travel demand was estimated by using the fratar growth factoring technique using the traffic zone
level growth in population. This process yielded OD table by private (car) and public modes (Jeepney and
Bus) and truck trips. The forecasted trips are shown in table below.
Table 3-10 Travel Demand by Mode (Inter Zonal Trips ‘000)
Description
2012
2023
2030
2040
Private Person Trips
5,930
7,240
7,964
8,842
Person Trips by Jeepney
7,183
8,505
9,277
10,202
Person Trips by Bus
5,626
6,974
7,771
8,752
Total Person Trips
18,739
22,719
25,012
27,796
Truck Trips (vehicles)
440
525
577
644
Source: Study Team
2053
9,983
11,405
10,028
31,416
731
(3) Demand Forecast Model
1)
Zone System
The new zone system was developed for this study. It is compatible with MMUTIS and HSH. The zone system
was shown in table and figures below.
Area Description
Metro Manila (NCR 17 Cities)
Bulacan province
Laguna province
Rizal province
Cavite province
Rest of Region III
Rest of Region IV-A
Special Zones (Ports & Airports)
Other Areas in Luzon (Externals)
Total Zones
Table 3-11 Zone System
Number of Traffic Zones in the Study Area
AGT study
MMUTIS
HSH
94
94
26
23
14
11
15
19
23
30
37
1
18
1
8
2
10
245
181
Source: Study Team
3-18
94
26
19
17
25
74
28
1
36
320
Figure 3-5 Zone System (Metro Manila)
Source: Study Team
3-19
Figure 3-6
Zone System (Outer Provinces)
Source: Study Team
3-20
2)
Network
The model network was developed from MMUTIS and HIS study area networks on the same basis as the OD
table described above. It includes existing railways, highway and primary roads. In addition the new railway
and highway projects in Table 3-12 and Table 3-13 were considered as the future network.
Table 3-12 New Railway Projects
Year
Project
Line 7
LRT1 Extension
LRT2 East Extension
LRT2 West Extension
NSCR Phase I (Malolos to Tutuban)
Section
Trinoma - San jose del Monte
Baclaran - Niog
Santolan -Masinag
Recto-Tutuban
Malolos-Tutuban
2030
NSCR (full alignment)
Malolos-Calamba
2035
MRT EDSA Subway
San Jose Del Monte-Dasmarinas
2020
2025
Source: Study Team
Year
2020
3)
Table 3-13 New Highway Projects
Project
Segment 9 & 10
NLEX-SLEX connector
Skyway stage 3
NAIA expressway
Dike road
Calamba - Las Binas
CALA expressway
Plaridel Bypass
Source: Study Team
Assignment Model and Parameters
The traffic model combined road/ rail assignment model was used to assign OD table. The assignment process
used is based on Equilibrium method, where the traffic from each OD pair is assigned interactively to the
network until no cheaper/ quicker route could be found. The shortest path was build based on the generalized
cost such as operating cost of vehicle, public transport fares and wait & walk times. Therefore the rail
passengers will be transfer from private mode, bus and Jeepney and be decided based on the rail network and
the road traffic situation. It means the number of rail passengers will be dynamically changed each assignment.
The equilibrium method re-calculates the new travel time based on the road capacity and assigned traffic
volume after each assignment interaction. The road speed is calculated by using BPR function below depend
on the road congestion. The parameters of roads and railways are shown in Table 3-14 to Table 3-16.
BPR function
t
Where,
: Travel Time
t
1
: Free Flow Time
X
: Traffic Volume
3-21
C
: Road Capacity
a, b
: Parameters a
3.0, b
4.0
Figure 3-7 Speed Curve
Source: Study Team
Table 3-14 Road Capacities and Maximum Speed
Capacity 1Carriageway
Area
Road Category
way
Type
pcu/hr/lane
Local road
Single
220
Inside EDSA
Secondary
Single
440
Primary
Single
660
Secondary
Single
770
Outside EDSA Inside
Primary
Single
825
MM
Secondary
Divided
1,400
(including EDSA)
Primary
Divided
1,650
Local road
Single
800
Outside MM
Secondary
Single
1,100
Primary
Single
1,540
Access / Egress
Single
1,500
Urban / Inter City
Expressway
Single
1,700
Expressway
Divided
2,000
Source: Study Team
3-22
Maximum
Speed
30
40
45
50
60
70
80
30
55
60
80
80
100
Table 3-15 Assignment Model Parameters (Road Transport)
Parameter Description
Car
Jeepney
Bus
Average 24-hour Occupancy (Person)
1.70
10.02
35.28
PCU Factor
1.00
1.50
2.00
Toll Rate Within MM (PhP/km)*
10.30
10.30
20.60
Toll Rate Outside MM (PhP/km)*
3.40
3.40
6.80
Perceived Toll Factor
1.00
0
0
Public Transport Fare (PhP/km)*
n/a
2.00
1.72
*Fares and Tolls are increased based on growth rate of GRDP.
Truck
n/a
2.00
30.90
10.20
0.50
n/a
Source: Study Team
Table 3-16 Assignment Model Parameters (Railway)
Parameter Description
AGT
Average Headway (mins)
Average Speed (km/h)
Boarding Fare (PhP/boarding) (in 2012)*
Additional Fare (Boarding + PhP/km) (in 2012) *
Access Walk Speed (km/h)
* Fares and Tolls are increased based on growth rate of GRDP.
8.0
30.0
20.0
1.5
4.0
Other MRT,
LRT
8.0
35.0
10.0
0.55
4.0
Source: Study Team
(4) Results of Demand Forecast
1)
Daily Boarding Passengers and Average Trip Length of AGT
Table 3-17 and Figure 3-8 show the daily boarding passengers of AGT from 2023 to 2053. The daily boarding
passengers in 2023 is 230,600 passengers. It will increase to 350,300 passengers in 2030, 464,800 passengers
in 2040 and 485,700 passengers in 2053.
The daily passengers by station in 2023, 2030, 2040 and 2053 are shown in Figure 3-9. In 2023, SW8 (V.
Mapa) station which is transfer station to LRT2 has the highest number of 2-way passengers boarding and
alighting per day with 56,400 passengers boarding and 57,200 passengers alighting. SE5 (Taytay) station
which is terminal station on east side and SW4 (Shaw Blvd) station which is transfer station to MRT3 follow
31,200 passengers boarding, 33,400 passengers alighting and 25,600 passengers boarding, 23,600 passengers
alighting respectively. The highest line loads occurred between SW3 and SW4 (Shaw Blvd) stations with
93,500 passengers for eastbound and 100,400 passengers for westbound. The passenger behaviour will not
change in 2053, the daily passengers of SW8 (V. Mapa) station will become 100,400 passengers boarding and
101,300 passengers alighting. The maximum line load in 2053 will increase to 170,300 passengers for
eastbound and 169,800 passengers for westbound.
Table 3-17 also shows the average trip length. It is approximately 10km each year.
3-23
Year
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
Table 3-17 Daily Passengers and Average Trip Length
Daily Boarding Ave. Trip Length
Daily Boarding
Year
(Pax/day)
(km)
(Pax/day)
230,600
10.1
2039
456,700
247,800
10.1
2040
464,800
272,800
9.9
2041
466,400
285,900
9.9
2042
468,000
299,000
9.9
2043
469,600
312,100
9.9
2044
471,200
325,200
9.9
2045
472,800
350,300
10.3
2046
474,400
363,900
10.2
2047
476,000
377,500
10.2
2048
477,600
391,100
10.1
2049
479,200
404,700
10.0
2050
480,800
424,700
9.9
2051
482,400
432,700
9.9
2052
484,000
440,700
9.8
2053
485,700
448,700
9.8
Source: Study Team
Figure 3-8 Daily Passengers
Source: Study Team
3-24
Ave. Trip Length
(km)
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
9.8
Figure 3-9 Daily Passengers by Station
2023
2030
2040
2050
Source: Study Team
2) PPHPD
PPHPD was forecasted by using the peak rate, 10%, which was observed from the traffic count survey on
Ortigas Ave. by MUCEP.
Table 3-18 and Figure 3-10 show forecasted PPHPD. PPHPD in 2023 is 9,350 for eastbound and 9,250 for
westbound. It will increase year by year such as 13,960 for eastbound and 14,270 for westbound in 2030,
16,580 for eastbound and 16,450 for westbound in 2040, 17,030 for eastbound and 16,980 for westbound.
3-25
Year
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
PPHPD East
Bound
9,350
9,950
10,680
11,320
11,950
12,590
13,220
13,960
14,270
14,580
14,890
15,200
15,650
15,840
16,020
16,210
Table 3-18
PPHPD West
Bound
9,250
9,710
10,330
10,990
11,650
12,310
12,970
14,270
14,580
14,890
15,200
15,510
15,410
15,600
15,780
15,970
PPHPD
Year
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
2053
Source: Study Team
Figure 3-10 PPHPD
Source: Study Team
3-26
PPHPD East
Bound
16,390
16,580
16,610
16,650
16,680
16,720
16,750
16,790
16,820
16,860
16,890
16,930
16,960
17,000
17,030
PPHPD West
Bound
16,150
16,450
16,490
16,530
16,570
16,610
16,650
16,690
16,740
16,780
16,820
16,860
16,900
16,940
16,980
3)
Hourly Boarding and Alighting Passengers
The hourly boarding and alighting passengers each station in 2023 and 2040 are shown in Table 3-19 and
Table 3-20. They were calculated from the daily boarding passengers by using hourly rate which was observed
from the traffic count survey of MUCEP. And Figure 3-11 and Figure 3-12 show the number of boarding by
time in 2023 and 2040. The number of boarding, alighting and line volume during peak hour in 2023 and
2040 were shown in Table 3-21 to Table 3-24.
Table 3-19 Hourly Boarding and Alighting Passengers in 2023
Unit: passengers/hour
SW8
(V.Mapa)
6:00-7:00
7:00-8:00
8:00-9:00
9:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
8,106
8,106
6,276
6,276
5,214
5,214
5,008
5,008
5,623
5,623
7,068
7,068
8,176
8,176
6,644
6,644
4,692
4,692
SW7
2,938
2,938
2,275
2,275
1,891
1,891
1,816
1,816
2,040
2,040
2,564
2,564
2,968
2,968
2,411
2,411
1,703
1,703
SW6
1,690
1,690
1,309
1,309
1,089
1,089
1,046
1,046
1,176
1,176
1,479
1,479
1,714
1,714
1,391
1,391
983
983
SW5
851
851
660
660
553
553
532
532
600
600
755
755
883
883
714
714
505
505
SW4
(Shaw
Blvd)
3,436
3,436
2,663
2,663
2,241
2,241
2,159
2,159
2,439
2,439
3,074
3,074
3,614
3,614
2,914
2,914
2,065
2,065
SW3
2,949
2,949
2,285
2,285
1,913
1,913
1,840
1,840
2,074
2,074
2,611
2,611
3,050
3,050
2,467
2,467
1,746
1,746
SW2
S1
2,035
2,035
1,572
1,572
1,273
1,273
1,216
1,216
1,348
1,348
1,684
1,684
1,883
1,883
1,555
1,555
1,090
1,090
SE2
278
278
218
218
206
206
203
203
241
241
311
311
409
409
313
313
227
227
1,746
1,746
1,351
1,351
1,120
1,120
1,076
1,076
1,207
1,207
1,516
1,516
1,749
1,749
1,423
1,423
1,004
1,004
SE3
2,902
2,902
2,248
2,248
1,885
1,885
1,814
1,814
2,046
2,046
2,577
2,577
3,015
3,015
2,437
2,437
1,725
1,725
SE4
1,208
1,208
936
936
782
782
752
752
846
846
1,065
1,065
1,240
1,240
1,004
1,004
710
710
SE5
(Taytay)
4,533
4,533
3,512
3,512
2,948
2,948
2,837
2,837
3,202
3,202
4,032
4,032
4,724
4,724
3,816
3,816
2,702
2,702
Source: Study Team
Table 3-20 Hourly Boarding and Alighting Passengers in 2040
Unit passengers/hour
SW8
(V.Mapa)
6:00-7:00
7:00-8:00
8:00-9:00
9:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
11,889
11,889
9,204
9,204
7,644
7,644
7,340
7,340
8,240
8,240
10,356
10,356
11,973
11,973
9,731
9,731
6,871
6,871
SW7
4,199
4,199
3,250
3,250
2,691
2,691
2,582
2,582
2,894
2,894
3,635
3,635
4,187
4,187
3,409
3,409
2,405
2,405
SW6
4,299
4,299
3,326
3,326
2,740
2,740
2,626
2,626
2,936
2,936
3,684
3,684
4,214
4,214
3,442
3,442
2,425
2,425
SW5
1,486
1,486
1,151
1,151
967
967
930
930
1,050
1,050
1,323
1,323
1,550
1,550
1,252
1,252
886
886
SW4
(Shaw
Blvd)
10,546
10,546
8,162
8,162
6,744
6,744
6,469
6,469
7,245
7,245
9,095
9,095
10,448
10,448
8,518
8,518
6,006
6,006
SW3
3,566
3,566
2,758
2,758
2,255
2,255
2,158
2,158
2,404
2,404
3,011
3,011
3,411
3,411
2,799
2,799
1,968
1,968
SW2
4,689
4,689
3,630
3,630
3,009
3,009
2,888
2,888
3,240
3,240
4,070
4,070
4,695
4,695
3,820
3,820
2,696
2,696
Source: Study Team
3-27
S1
2,226
2,226
1,728
1,728
1,489
1,489
1,441
1,441
1,646
1,646
2,084
2,084
2,515
2,515
2,004
2,004
1,427
1,427
SE2
3,006
3,006
2,327
2,327
1,928
1,928
1,850
1,850
2,075
2,075
2,606
2,606
3,005
3,005
2,445
2,445
1,726
1,726
SE3
6,779
6,779
5,250
5,250
4,385
4,385
4,216
4,216
4,747
4,747
5,972
5,972
6,955
6,955
5,634
5,634
3,984
3,984
SE4
5,017
5,017
3,886
3,886
3,249
3,249
3,125
3,125
3,520
3,520
4,430
4,430
5,167
5,167
4,182
4,182
2,958
2,958
SE5
(Taytay)
8,652
8,652
6,699
6,699
5,570
5,570
5,350
5,350
6,010
6,010
7,555
7,555
8,748
8,748
7,105
7,105
5,019
5,019
Figure 3-11
Number of Boarding by Time in 2023
Source: Study Team
Figure 3-12
Number of Boarding by Time in 2040
Source: Study Team
3-28
Table 3-21 AM Peak Hour Board/ Alight/ Line Volume in 2023
Eastbound
Westbound
Station
Board
Alight
Line Vol.
Board
Alight
Line Vol.
SW8 (V.Mapa)
2,370
2,370
5,710
SW7
860
3,230
2,070
5,710
SW6
500
3,730
1,190
7,780
SW5
130
130
3,730
300
290
8,970
SW4 (Shaw Blvd)
640
440
3,930
1,030
1,320
8,960
SW3
900
3,030
1,930
110
9,250
SW2
270
230
3,070
850
670
7,430
S1
120
30
3,160
90
40
7,250
SE2
500
2,660
1,240
7,200
SE3
890
1,770
2,000
5,960
SE4
360
1,410
840
3,960
SE5 (Taytay)
1,410
3,120
3,120
Total/Max
4,890
4,880
3,930
11,400
11,410
9,250
Source: Study Team
Table 3-22 PM Peak Hour Board/ Alight/ Line Volume in 2023
Eastbound
Westbound
Station
Board
Alight
Line Vol.
Board
Alight
Line Vol.
SW8 (V.Mapa)
5,640
5,640
2,510
SW7
2,050
7,690
910
2,510
SW6
1,180
8,870
520
3,420
SW5
310
310
8,870
130
130
3,940
SW4 (Shaw Blvd)
1,530
1,040
9,350
450
580
3,940
SW3
2,140
7,220
850
50
4,070
SW2
650
560
7,310
380
290
3,270
S1
290
60
7,540
40
20
3,180
SE2
1,200
6,340
540
3,160
SE3
2,130
4,210
880
2,620
SE4
870
3,340
370
1,740
SE5 (Taytay)
3,340
1,370
1,370
Total/Max
11,650
11,650
9,350
5,010
5,020
4,070
Source: Study Team
Table 3-23 AM Peak Hour Board/ Alight/ Line Volume in 2040
Eastbound
Westbound
Station
Board
Alight
Line Vol.
Board
Alight
Line Vol.
SW8 (V.Mapa)
3,460
3,460
8,410
SW7
1,200
4,660
2,990
8,410
SW6
1,170
30
5,800
50
3,050
11,400
SW5
210
250
5,760
640
380
14,400
SW4 (Shaw Blvd)
1,700
1,290
6,170
3,450
4,100
14,140
SW3
710
230
6,650
550
2,060
14,790
SW2
550
800
6,400
2,010
1,320
16,300
S1
680
110
6,970
290
1,140
15,610
SE2
860
6,110
2,140
16,450
SE3
2,040
4,070
4,730
14,320
SE4
1,520
2,550
3,490
9,590
SE5 (Taytay)
2,550
6,100
6,100
Total/Max
9,680
9,670
6,970
23,450
23,440
16,450
Source: Study Team
3-29
Table 3-24 PM Peak Hour Board/ Alight/ Line Volume in 2040
Eastbound
Westbound
Station
Board
Alight
Line Vol.
Board
Alight
Line Vol.
SW8 (V.Mapa)
8,250
8,250
3,680
SW7
2,860
11,110
1,320
3,680
SW6
2,770
70
13,810
20
1,340
5,000
SW5
490
600
13,700
280
170
6,320
SW4 (Shaw Blvd)
4,040
3,060
14,680
1,520
1,800
6,210
SW3
1,700
550
15,830
240
910
6,490
SW2
1,310
1,910
15,230
880
580
7,160
S1
1,620
260
16,580
130
500
6,860
SE2
2,060
14,530
940
7,230
SE3
4,860
9,670
2,080
6,290
SE4
3,620
6,050
1,530
4,210
SE5 (Taytay)
6,050
2,680
2,680
Total/Max
23,040
23,030
16,580
10,300
10,320
7,230
Source: Study Team
4)
Road Performance Indicators
The road performance indicators of with case and without case were shown in Table 3-25 and Table 3-26. The
PCU-kms of Jeepney and Bus decrease each year due to converting to AGT form Jeepney and Bus. Due to
decreasing the number of Jeepneys and Buses, the road congestion will be relieved. Therefore the PCU-Hours
will decrease from 1,432,000 to 1,422,000 pcu-hours in 2023 and from 3,570,000 to 3,560,000 pcu-hours in
2053.
Table 3-25 PCU-kms (Mega Manila + Region III&IV)
Year
with (‘000)
CAR
Jeepney
2023
58,453
2030
without (‘000)
BUS
Truck
CAR
Jeepney
13,694
7,859
23,478
58,451
65,305
13,829
9,180
28,103
2040
77,474
15,317
10,554
2053
94,044
18,729
12,863
Difference (‘000)
BUS
Truck
CAR
Jeepney
13,979
7,873
23,439
2
-285
65,297
14,215
9,230
28,054
8
34,649
77,461
15,814
10,613
34,593
43,033
94,055
19,247
12,895
42,979
BUS
Truck
Total
-15
39
-258
-385
-50
49
-379
13
-497
-60
57
-487
-11
-518
-32
54
-507
Source: Study Team
Table 3-26 PCU-Hours (Mega Manila + Region III&IV)
Year
With (‘000)
CAR Jeepney
without (‘000)
Difference (‘000)
BUS
Truck
CAR
Jeepney
BUS
Truck
CAR Jeepney BUS
Truck
Total
2023 4,404
928
403
1,422
4,430
964
406
1,432
-26
-36
-3
-10
-75
2030 5,106
966
488
1,730
5,135
1,016
495
1,741
-29
-50
-6
-11
-97
2040 6,536
1,139
618
2,374
6,564
1,202
626
2,386
-28
-63
-9
-12
-112
2053 9,132
1,648
950
3,560
9,152
1,721
957
3,570
-19
-73
-6
-10
-109
Source: Study Team
3-30
3.3.3 System Selection
(1) Basic Concept of the System Selection
The roads from east to west which connecting the city center and the east of Metro Manila are always
congested and road capacity is already saturated. Furthermore, the population is increasing in this area, and
an introduction of new urban transport system which contribute to mitigate the traffic congestion is required.
In this study, considering the following roles required to the urban transport system, system selection is
conducted with comparing several systems.
・Mitigate the traffic congestion
・Providing high punctuality, and reducing commuting time
・Securing suitable transportation capacity
・Diversifying the selection of transportation means
・Securing commuter safety
・Creating harmony between its surroundings
・Reducing noise and environmental issues
(2) Comparison of the Transport System
The comparison of transport system is conducted from the evaluation indexes of proposed route in "3.3.1
Route Selection", results of demand forecast in "3.3.2 Demand Forecast", introduction space, system features
and impacts for the urban environment etc., and the most suitable system is proposed.
Candidates of the Transportation System
Figure 3-13 shows the transport capacity of each system. Generally, small capacity transit system (BRT) is
up to approximately 5,000 PPHPD, medium capacity transit system (monorail, elevated LRT and AGT) is
5,000-20,000 PPHPD and mass transit system (conventional railway, etc.) is 20,000PPHPD and over.
In this study, system comparison is conducted for those 5 systems (BRT, monorail, elevated LRT, AGT and
conventional railway).
Figure 3-13
Scheduled Speed and Transport Capacity
50
Scheduled speed (km/h)
1)
40
AGT
Elevated LRT
Monorail
30
20
10
AGT
for Overseas
Conventional Railway
BRT
0
10,000
20,000
30,000
PPHPD (passenger/hour/direction)
Source: Study Team
3-31
40,000
50,000
2)
Evaluation Indexes
As for the above mentioned 5 systems, system comparison is conducted from the viewpoints of economic,
technical and social aspects, as well as operating features for the proposed route. By the comparison and
examination with following evaluation indexes, the most suitable system for the project is proposed.
- Demand and transport capacity
- Introducing space
- Technical features
- Construction cost
- Environmental and social perspectives
- Evacuation method for emergency
3)
Results of System Comparison
Table 3-27 shows the results of system comparison for the above mentioned 5 systems.
The possibilities of adopting each system to the proposed route are mentioned below.
- BRT is comparatively simple system and low construction cost, and expected less impact for the urban
environment. Although, transport capacity cannot cover the transport demand of the proposed route, and
also significant negative impact to the road congestion owing to the constructing BRT on the roads.
Consequently, BRT is not recommended for the proposed route.
- As for the conventional railway, it is difficult to construct at the section in urban area of Option-1 and 2.
Construction of conventional railway is possible only for suburban area and Option-3.
In the section “3.3.1 Route Selection”, Option-2 route is recommended as the most suitable route from the
evaluation result of passenger’s convenience and possibility of introducing space. The possibilities of
adopting each system to the section between V. Mapa and Taytay of Option-2 are mentioned below.
- Monorail, elevated LRT and AGT are possible to construct with advantages and disadvantages as mentioned
in Table 3-27.
- In those 3 systems, especially AGT has advantages for construction in urban area of Option-2, owing to high
flexibility for the route alignment. By the features of AGT, it is possible to minimize the construction cost
and land acquisition, and contribute to the passenger’s convenience and revitalization of commercial area
with constructing the station close to the commercial building and harmonizing with commercial
development.
Consequently, AGT is the most suitable system for the proposed route.
Additionally the AGT vehicles for overseas have following advantages. While AGT vehicles introduced in
Japan are approx. 2.5 m of vehicle width and approx. 8.5 m of vehicle length, the AGT vehicles introduced
in overseas are slightly bigger with approx. 2.8 m of vehicle width and approx. 11.2 m of vehicle length. In
case introducing CBTC systems with 8-cars /train of overseas AGT vehicle and setting operation headway in
2.5 to 2 minutes, transport capacity becomes 25,000 to 32,000 PPHPD and possible to correspond high
3-32
demand. Furthermore, the AGT vehicle with maximum speed at 120 km/h has been developed in 2014
(maximum speed of existing overseas AGT vehicle is 80 km/h), and it is possible to introduce the section
with long distance between the stations in suburban area, as well as the section with short distance between
the stations in urban area.
Following examinations in this study are conducted for the Option-2 route and AGT.
3-33
Table 3-27 System Comparison
Source: Study Team
3-34
3.3.4 Depot Site Selection
(1) Outline of the Depot
A rail yard is a base to keep, maintain and repair train cars for appropriate management of each train car. It
also serves as a base for the crew. Hence, it is required for the rail yard to fulfill its functions by being equipped
with facilities pertaining to the safekeeping, composition, examination and repair of train cars and offices and
lodging for the crew.
Furthermore, the rail yard will be equipped with a general management office or a maintenance management
facility for the system and other facilities to manage and maintain the safe operations of the medium capacity
transit system.
(2) Candidate Sites for the Depot
As stated above, a rail yard for a medium capacity transit system has to allocate each facility that is involved
in the safekeeping, examination, repair and management of the train cars. Hence, a comparatively large site
would be necessary.
While selecting a site for the rail yard, the site must fulfil the following requirements.
• Secure the necessary area size for an operation facility and able to fulfil the functions of a rail yard.
• From the perspective of operations, be in a position where no empty train cars are left.
• Able to support the environment and conform to the use of its surroundings.
• The entry and exiting route to the main route can be placed smoothly.
• The safekeeping line, examination line, repair line and other facilities can be effectively placed within
the rail yard.
• Able to install and discharge train cars and other materials easily.
For the proposed route, there are business towns, residential areas, factories and future development plans
gathering at the sites along the railway. It would be difficult for one site to fulfil all the requirements. Hence,
we have carried out researches and attended hearing sessions at each city and have come up with 6 candidate
sites that can be used. Figure 3-14 shows the current situation of each rail yard candidate site.
From the results of this research and the hearing session at each city, after obtaining the information and
permission from Taytay city, the site at the east of Taytay city hall (location number 5 in Figure 3-14) has
been considered as a candidate site. In the future, the maximum number of train that meets the requirements
for the calculated size would be 31 trains in 2053 (refer to Table 3-35).
3-35
Figure 3-14 Candidate Sites for Depot
3-36
Source: Study Team
①
Development plans are currently
carried out. Hence, it cannot be used.
②
Not enough area space. To secure a
loading and unloading route into the
rail yard would be difficult.
③
This site cannot be used as a rail yard.
④
It is a steep terrain on top of a hill. Big
land reclamation would be necessary.
Train car installation would be
difficult.
⑤
Even though there are many land
owners it is possible to acquire the site.
⑥
This is a government property with
hospitals and rehabilitation centers.
Government approval and relocation of
such facilities are required.
3.4
Project Plan Overview
3.4.1 Route Plan
(1) Outline of the Route
Based on the routes considered in 3.3.1, the outline of Option-2 route is as follows.
1)
Existing Railway Networks and Hubs
The route connects existing railway networks through the following 2 locations.
・V. Mapa station on the LRT2 line
The V. Mapa station is on the LRT2 line at the Magsaysay Boulevard road. The surrounding of the station
is in the Sta. Mesa district and it is a commercial district with big shopping centers and small retail shops.
Since, there are also a few universities close to the station, there will be much human traffic.
・Shaw Boulevard station on the MRT3 line
The Shaw Boulevard station on the MRT3 line is at the traffic intersection of EDSA and Shaw Boulevard
road. It is one of Manila’s many busy shopping and entertainment districts with big shopping malls, upscale
hotels, local markets and bus terminals. There are many people and there are also cars, buses, taxis and
jeepneys in big numbers around the station, resulting in heavy congestions daily.
2)
Situation of the Facilities along the Railway Route
The situation of the facilities surrounding the route has been categorized into three districts.
a)
From V. Mapa to Shaw Boulevard (EDSA)
In this area, there are residential areas expanding along the Shaw Boulevard road and there is a big hospital
and a school at one part of the road. Across from the road, there are offices and commercial shops. Especially
as we get closer to EDSA road, along the roads we see the number of offices and commercial facilities
increasing and the landscape slowly resembles a business district.
b)
From Shaw Boulevard (EDSA) to Ortigas CBD District
This area is a central business district with high-rise buildings. Besides offices, there are hotels and big
shopping malls, making it a place with high human traffic. Plus, based on the number of cars and shared taxis,
traffic congestions occur daily from morning to night.
c)
From Ortigas CBD district to Taytay District
This area is along the Ortigas road that heads to Taytay city on the east of Manila. The surroundings are
largely residential areas. The area from Ortigas to Eulogio Rodrigues Jr. Avenue (also known as C5) sees
detached housing areas expanding. The area close to Marikina River and Mangahan Floodway has
conventional houses and mills along the riverbed. Plus, to the east of Cainta city, there are conventional houses,
small factories and shopping centers mutually existing. Part of the area houses big automobile and electronic
factories. The surroundings of Taytay city see a decrease in factories and are mostly occupied by residential
areas. On the hilly terrains at the same east side, there are also residential developments going on and it is
3-37
expected that residential areas continue to increase.
3)
Future Railway Route Plans
There are two route plans for this railway route as shown below.
a)
Skyway Stage 3 Plan
DPWH includes the building plans of an elevated route based on the Skyway stage 3 plans. This elevated
route will intersect 5this route with the southeast side of V. Mapa station. (The red part of Figure 3-15.) This
route is a 2 level elevated structure.
Figure 3-15 Skyway Stage 3 Plan
N
Source: DPWH Website
b)
C3 Route Plan
DPWH includes the building of C3 route plans. This route is built as a circular route within Manila city. This
route intersects with route C3 at San Juan River. (The red part of Figure 3-16.) This route is also a two-level
elevated structure.
Figure 3-16 C3 Route Plan
Source: Study Team
4)
Introduction Space
The introduction space of this route will basically use the area above ground and be an exclusive elevated
3-38
orbital route.
However, since both route plans above are two-level elevated structures, those routes would need to be above
30m from the ground. Hence, the following considerations are necessary.
- Attention to earthquake resistance features of structures that exceeds 30m in earthquake prone areas.
- The road width of areas with elevated route plans are narrow, and the height of tall structures will impair the
scenery
- Continuance of sudden steep slopes will cause discomfort during the rides
Based on the above considerations, building an underground system in those two route plans can be
considered as more desirable.
(2) Station Location Plans
The station of the proposed orbital public transportation system will be planned in consideration of the
following factors as shown in the table below.
Table 3-28 Basic Principles of the Station Layout
Item
Customer service
Route
requirements
Future plans
Operation
management
Summary
1) With or without demand and facilities to draw commuters while
considering speed, the station will be 2 to 3 km within a suburban area
and 1 to 1.5 km within the city center.
2) A station that provides a connection with existing railway lines, is a
station that allows smooth transit between other railway stations and the
medium-weight transportation system.
3) To build a station that is close to facilities that draws crowds
commuters
1) The station building is essentially placed linearly along the track.
2) The station building will be placed at a location that doesn’t have any
vertical slopes（and this includes switches in the event that those
switches are placed closed to the station）
1) The terminal at Taytay’s side is at a place that allows future
expansion.
1) In the event that the loading and unloading line heading towards the
rail yard is placed in the middle of the route, the connecting point of the
loading and unloading line with the actual line will be built near the
station for smooth loading and unloading at the rail yard.
Source: Study Team
(3) Platform Type
The outline of the typical platform types like the island type and the split type is shown as follows. Based on
this research, for the use above ground, the standard would be the island type that can accommodate narrow
stations. For the V. Mapa Station on the LRT2 line and the connecting station, considering operations and
responses during an emergency situation, a dual face three-line bay split platform will be used.
3-39
Table 3-29 Comparisons of Platform Types
Type
Island platform
Split platform
Diagram
Width of the Compare to the split platform, the width is
entire station narrower.
One platform is enough for both directions
Service on
of the commuters. The appointed
the platform stationmaster will be able to serve both
sides at the same time.
The track before and after the station will
Linear track
have bends.
Commuters from both directions use the
Exits and
same platform so both commuters can
entrances
share the same facilities like the stairs and
elevators.
The cost of installing stairs and elevators is
Installation
comparatively lower than a split platform.
costs
Others
At the terminals, commuters do not have to
worry about getting onto the wrong
platform, which is a highly convenient
feature.
Compared to the island platform, the width
is wider.
Each platform serves different directions.
Hence two separate services or facilities
will be required on each platform.
The track before and after the station be
linear.
Each platform would require separate stairs
and escalators.
The cost of installing stairs and elevators is
comparatively higher than an island
platform.
After its opening, expansion or new station
projects can be carried out without
changing the course.
Source: Study Team
(4) The Station Structure and Installation
Table 3-30
Item
Basic structure
Platform length
Platform door
Elevator
AFC
Station Structure and Installation
Summary
The station building will be placed in an elevated space above ground or in the
event of a tunnel part, as an underground station below ground.
80m in length. 12m (car length) x 6 cars (the number of cars that make 1 train)
+ 4m*2 (leeway in the front and at the back).
Platform doors are placed for the safety of the commuters at the platform.
As part of its universal design, the whole station will be equipped with
elevators.
Automatic ticket vending machines and automatic ticket gates will carry out
fare collection.
Source: Study Team
Based on the requirements above, the location of the station of the route is shown in Figure 3-17.
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Figure 3-17 Map of Station Location
SW8(V.Mapa)
SW7
SW6
S1
SW5
SE2
SE3
SW2
SW4(Shaw Blvd)
SW3
SE4
3-41
SE5(Taytay)
Source: Study Team
(5) Station Location
Table 3-31 shows the platform type of each station and the station’s location and surrounding facilities. Figure
3-18 shows the connections.
Table 3-31 Station Location
Station name
SW8
km (in
approximate)
7k953m
(V. Mapa)
SW7
Distance
between
stations
(m)
Bay, split
1,238
4k974m
799
SW5
4k175m
1,299
SW4
(Shaw Blvd)
SW3
942
1k371m
0k000m
2,322
SE2
2k322m
SE3
5k316m
SE4
8k541m
SE5
(Taytay)
10k422m
Split
Conditions surrounding the station
This connects to V. Mapa station. There are
big shopping centers nearby and a shopping
street in front of the station.
It is a densely populate residential area with
a big hospital.
It is a densely populated residential area.
(Elevated)
Island
(Elevated)
(Elevated)
Island
1k934m
1,371
S1
(Underground)
Split
2k876m
563
SW2
(Underground)
Split
6k715m
1,741
SW6
Platform type
(Elevated)
Island
(Elevated)
Island
(Elevated)
There are many office and commercial
districts on the track with densely populated
residential areas as its background.
Located at the intersection with MRT3 line.
There are many commercial buildings like
local shopping centers and big malls around
the station.
It is a business district with hotels and
schools nearby.
It is a business district with big malls and
hotels nearby.
It is a business district with many eateries
and commercial buildings.
A densely populated residential area. The
traffic is heavy at the intersection of a big
(Elevated)
road that heads to Marikina.
2,994
It is the central district of Cainta city. There
Island
are big shopping centers and some factories
(Elevated)
are scattered around the place.
3,225
The surroundings are residential areas. It
Island
intersects with the road heading to Antipolo
(Elevated)
city in the east and has jeepney stops.
1,881
The surroundings are residential areas. There
Island
are big shopping centers and many taxis and
(Elevated)
jeepneys.
Source: Study Team
Island
3-42
Figure 3-18 Connection Diagram
SW8
(V.Mapa)
SE2
SW7
SE3
SW4
(Shaw Blvd) SW3
SW6
SW5
SE4
SE5
(Taytay)
Source: Study Team
3-43
SW2
S1
Future Phase
3.4.2 Operation Plan
(1) Demand
The results of estimated demand based on the operation plan is shown in Table 3-32.
Table 3-32 Results of Estimated Demand
Demand
Total number of commuters in 1 day (people/day)
Transportation amount per time used in a one-way travel (PPHPD)
2023
2030
2040
2053
236,000
350,300
464,800
485,700
9,350
14,270
16,580
17,030
Source: Study Team
(2) Transport Capacity
1)
Transport Capacity per Train
The transport capacity of a 6-cars train is shown in Table 3-33. While considering the situation in Manila and
other examples of the number of commuters sitting and standing, we have used 7 people/m2 as the standard.
Table 3-33 Transport Capacity per Train
1 train
Number of commuters (passenger/car) Transport capacity (passenger/train)
6 cars
132
792
Source: Study Team
2)
Operation Head and Transport Capacity
To secure a transport capacity that meets the demands, we will have to look into the intervals between
operations. In the previous section, if the train that carries the set transport capacity were to be operated at 2.5
minutes, 3 minutes 4 minutes or 5 minutes head, the transport capacity of the route will be as shown as in
Table 3-34.
Table 3-34 Transport Capacity along the Route (PPHPD)
Operation head (minutes)
Train
6 train cars
2.5
3
4
5
19,000
15,480
11,880
9,500
Source: Study Team
(3) Operation Requirements
1)
Operating Hours
Considering the operating hours of lines LRT1, LRT2 and MRT3 and the requirement to meet its role as one
of Manila’s transportation network and a daily means of transportation for commuters on the way to work,
school or shopping, the operating hours of this route will be from 5 in the morning to 11 at night, with a total
of 18 hours.
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2)
Scheduled Speed
The train’s scheduled speed is estimated from the average distance between stations and the train’s addition
subtraction speed and its highest speed. Because this route is going to install on the structure separated from
car traffic, traffic congestion will not affect the train’s speed. Furthermore, we do not have to consider the
effects of any gradient slopes. The scheduled speed will be about 30km/h for a train that requires about 74
minutes to make a return trip, for a route with a total length of 18.4km, 12 stations and a 25-second stop at
each station (a 50-second stop at the terminal).
(4) Required Number of Train Set
Considering the future growing demands, the route’s transportation power will improve in 2029. The required
number of train cars is decided from the operation head and the train cars based on the transportation power
need to provide for each stage. The required number of train set and the operation interval for each stage is
as follows.
Table 3-35 Operation Interval and Required Number of Train Set
Operation interval
Required number of train set
(minutes)
Operating
Standby
Prepared
Total
6 cars
5 - 3.5
20
1
3
24
/train set
3.5 - 2.7
27
1
3
31
Year
Train cars
- 2028
2029 - 2053
Source: Study Team
3-45
3.4.3 Vehicle Plan
(1) General
Based on operation plan in Section 3.4.2, the train is a 6-car vehicle. Multiple vehicles can be coupled together
using automatic couplers on both ends of vehicles for emergency rescue case.
The car body is a welded design with aluminium alloy extrusions and panels in order to reduce weight and
minimize energy consumption. Photo 3-2 shows the overview of a sample vehicle from other AGT project.
The exterior appearance is modern with clean-lines and will incorporate an aerodynamic end cap at each
vehicle end.
These production vehicles have been designed to install a sense of confidence in the passengers and convey
an image consistent with this technology and its design. The vehicle has smooth lines, a unique diamond
shape and an entirely modern interior.
The trains are normally operated in Semi-automated train operation (STO). The train can also be operated by
a fully automatic mode as an option.
Photo 3-2 AGT Vehicle (Sample)
Source: Study Team
(2) Vehicle Type and Specifications
1)
Key Parameters
The key parameters and overview of the vehicle are shown in Table 3-36 and Figure 3-19.
3-46
Table 3-36 Key Parameters
Formation
Total Train Length
Car Width
Car Height
Weight/Train (without passengers)
Maximum Weight/Train
Capacity /Train (@ 7persons/m2)
Maximum Speed
6-cars /train
Approx.71 m
Approx.2.7 m
Approx.3.6 m
103 t
151 t
792 passengers
80 km/h
Source: Study Team
Complementary:
While AGT vehicles introduced in Japan are approx. 2.5 m of vehicle width and approx. 8.5 m of vehicle
length, the AGT vehicles introduced in overseas are slightly bigger with approx. 2.8 m of vehicle width and
approx. 11.2 m of vehicle length. In case introducing CBTC systems with 8-cars /train of overseas AGT
vehicle and setting operation headway in 2.5 to 2 minutes, transport capacity of 25,000 to 32,000 PPHPD are
possible. Furthermore, the AGT vehicle with maximum speed at 120 km/h has been developed in 2014
(maximum speed of existing overseas AGT vehicle is 80 km/h), and it is possible to introduce the section
with long distance between the stations in suburban area, as well as the section with short distance between
the stations in urban area.
2)
On-Board Equipment (Command, Control and Communication System)
Following on-board equipment (command, control and communication system) is installed.

ATP/ATO controller

Vehicle communication Controller

Dynamic sign

Speaker

Intercom

Manual operation panel

Etc.
3-47
Figure 3-19 Vehicle Overview
3-48
Source: Study Team
3.4.4 Civil Plan
(1) Upper Section Work
General upper section work is the preparation of a PC box girder with the length of 30m that has an excellent
installation. The box girder fits the spot where the curve is steep and the torsional stiffness is large.
Furthermore, the trapezoidal box girder that is used to shorten the base width of the box is comparatively
more pleasing in appearance. In the cross-section of the river, the wide span spot will use a steel slab beam.
(2) Support Beam
The support beam will be basically built in the middle of the road. A space of more than 5m from the lower
limit of the elevated structure to the space above ground will be secured. The construction form will basically
either be RC or steel T type support beams.
(3) Others
In regards to the execution of design, detailed measurements of the actual place, geological research, buried
objects and overhead wire research is required. For spots where the width of the centre of the road is too
narrow, and building of support beams is impossible, it is necessary to consider an alternative by a
measurement results. Furthermore, it is necessary to consider the form of the foundation based on the
geological survey.
(4) Standard Cross Section
The standard cross-section of the civil engineering structure will be shown in Figure 3-20.
Figure 3-20 Standard Cross Section
2
6.2
2.6
6.2
19.0
Source: Study Team
3-49
2
3.4.5 Station Facilities Plan
(1) Standard Station
The elevated standard station built in airspace above ground uses either the island type or the split type
platform. The images of an elevated standard station are shown as below.
Figure 3-21 Standard Station (Island type)
Concourse
Source: Study Team
Figure 3-22 Standard Station (Split type)
25
6 to 8.5
2 Stair case
Side way
2
4
Escalator 2
17
2
4
Side way
Two lane each way
Source: Study Team
(2) Station Facilities
The images of the facilities in a station are shown in Photo 3-3.
3-50
Photo 3-3 Station Facilities
3 level elevated station (image)
Facilities to the concourse (image)
Escalator, stairs
Facilities to the concourse (image)
Escalator
Automatic ticket vending machines (image)
Automatic ticket gates(image）
Platform doors (image)
Source: Study Team
(3) Connection of the MRT Line 3 Shaw Boulevard Station
This route’s SW4 station is located near the intersection of Shaw Boulevard road and EDSA and there are
plans connect to the Shaw Boulevard station on the MRT Line 3.
Currently this intersection, from the EDSA side, there is a 4 level structure with the EDSA underpass
underground, the EDSA above ground, the MRT3 line on level 2 and the concourse of MRT3 line on level 3.
Perpendicularly to the EDSA, we have the Shaw Boulevard that is above ground and a flyover that is 3 levels
above ground and goes over the course of the MRT3 line.
The location of the station building of this route is between the flyover on Shaw Boulevard road and the
station on the MRT3 line, with the concourse on level 2 and the platform on level 3. (Refer to Figure 3-23).
3-51
Figure 3-23
Proposed Connection of the MRT Line 3 and SW4 Station
Source: Study Team
3-52
3.4.6 Track/Electricity/Signal/Telecommunication System Plans
(1) Track Course and guide Rails
The course is built from the following parts.

Track course and guide rails

Switches

Buffer stops

Emergency route
The track course will also carry power rails, electricity distribution lines, and cables for the signals and
telecommunication in the cable trays.
1)
Track Course
The following figure shows the track course. The upper surfaces of two parallel cast-in-place concrete form
the running surface for the cars. The track is made within the specified permissible range. The finished surface
is ensured adequate friction between the rubber tires and the running surface when accelerating and
decelerating under all conditions.
Figure 3-24
Appearance of the Track Course (running surface, guide rails, switches)
Power rails
Guide rails
Guide
Movable
plates
on
the
Switch
running surface
Source: Study Team
2)
Guide Rails
The guide rails are the structures that support the car trains and weight transfers. The guide rail components
include the guide rail, the base plates, and the installation equipment. In general, H-shaped steel beams are
used for the guide rails.
3-53
3)
Switches
The switch consists of fixed and moveable U-shaped board attached to both sides of the track course, shunts
powered by electricity and connecting rods. The idler wheel of the car is guided by the movable boards and
used to direct the movement into the desired direction. Switches are controlled by ATC system, and because
it is particularly protected by ATP subsystem, safe train operation is possible.
Figure 3-25 Switch Mechanism
Source: Study Team
4)
Buffer Stop
At every end of the track course, a hydraulic buffer is installed. The role of the buffer is to ensure the trains
will be brought to a safe and controlled stop in the unlikely event that they overrun the designated stopping
position.
3-54
Photo 3-4 Buffer Stops
Source: Study Team
5)
Emergency route
Photo 3-5 Emergency Route
Source: Study Team
Figure 3-26 Standard Sectional View of the Emergency Route in the Centre of the Track
Source: Study Team
(2) Electrical Power Facilities
Medium-capacity rail transport system uses electric motors and major equipment such as the signal system
and the facilities in stations and depot are powered by electricity. Therefore, power shortage or power
3-55
interruption will directly result in disruption of train service. As a solution, a redundant power system is
necessary.
The power system supplies efficient power for the train’s operation in consideration of the system’s
redundancy. The power supply system, as a collector substation, uses electrical lines from the power station
(MERALCO) to receive electricity and supplies electricity to each distributing substation and the station’s
substation along the track.
1)
Collector Substation
The electric company’s alternating current 60Hz/115kV or 230kV is received from 2 collector substations
through electrical lines. At the substation, the alternating current is converted to 34.5kV and supplied to
distributing substations and the station’s substation and station service substations by two lines. These 2
distributing substations are facilities that can supply power to the whole line (planned capacity:
17,000kW/h/substation).
2)
Distributing Substations and the Station’s Substation
The capacity of distributing substations and the station’s substations is designed to maintain a normal
operation even if a certain substation is stopped due to failure or inspection, to supply power to other
substations. Distributing substations and the station’s substation are installed with a distance of approximately
3km. When operation of a certain substation is disrupted, each of the two adjoined substations supplies power
for approx. 4.5km (additional 1.5km (3km ÷2) of section powered by disrupted substation). If the transmission
scope exceeds 5km, serious voltage drop shall be expected. Therefore, each substation shall feed power for a
section of less than 5 km. When the distance of power transmission exceeds 5km, it is predicted that a voltage
drop will occur. Hence, each substation will supply electricity within a radius of less than 5km.
3) Power
Electricity is supplied by a distributing substation, which converts the alternating current 34.5kV/60Hz to
direct current 750V. Distributing power voltage’s fluctuating range is from 900V to 500V in compliance with
the IEC standard. With 2 redundant receiving lines, each substation is structured with a distributing
transformer that has the necessary capacity based on the operation plans. A sectional switch with a transformer
and a single feeder under the permissible connection offers 100% redundancy. With this structure, supply of
power through the lines will not be disrupted even if there is power failure at any one location.
4)
Station’s Power Supply
Power supply for stations, depot, signal system and switches, is distributed to transformers at each station and
each depot, and then supplied to the equipment at an appropriate voltage.
5)
Backup Power Supply
The Uninterruptible Power Supply (UPS) provides power in the event that main power supply experiences
an interruption.
3-56
The UPS provides backup power for the following systems:

ATC system including the central control facility

The control power of the power supply system

Telecommunications equipment (CCTV, public announcement, emergency phone, wireless, sign)

Emergency light

Safety and security system

Data communication, transmission system

Switches
The UPS facility uses sill-resistant batteries and the power source is an alternating current.
(5) Power Rails
Traction power is supplied to the vehicle through positive and negative power rails installed along the guide
way. Propulsion power cables are connected each segment of the power rails on the guide way to the 750 V
DC bus. The traction power is collected by two current collectors from two rigid, side contact power rails
mounted on the guide way. Figure 3-27 shows power rail installation from other AGT system.
Distributing electric power along the guide plates is supplied from the power rails to the train cars. The
segments of the distributing electric power cables and power rails are connected and connect to a 750V direct
current. Distributing electric power is collected through two pairs of power collectors from rigid power rails
that are attached onto the surface of the track. Photo 3-6 shows the placement of the AGT system’s power
rails. Power rails are made of the following.

Power rails with aluminium and stainless steel compound

Mounting devices to clamp the power rails in both the vertical and horizontal directions

Supporting clamps and anchor bolts

Thermal expansion points

Terminal fixtures
Photo 3-6
Example of a Location of Power Rail
Source: Study Team
Figure 3-27 Power Rail Structure
3-57
Electrical train line
Distance between insulators
Power distribution cable
AL/SUS (aluminium and stainless steel compound)
Linear parts 3.0 m
Bends 1.5 m
CV cable
Source: Study Team
(4) Power Control System
Power supply is controlled at the CTC center via the SCADA System. SCADA (Supervisory Control And
Data Acquisition), which is a centralized system that is able to monitor and control distributed power facilities.
The main purpose is for remote supervising of a railway power supply system.
(5) Blue Light Station
A blue light station cuts the power supply of pressurized areas along the platform during emergencies as
defined in NFPA 130, and it is located at the following areas.

End of the platform

Emergency accent points

Distributing substations
(6) Signal System
The signal system AGT system mainly encompasses three subsystems under the wireless train control system
(CBTC).
 Automatic train protection (ATP) subsystem: ATP provides control functions in regards to safety
 Automatic train operation (ATO) subsystem: ATO provides automatic-mode train operation functions,
subject to the constraints imposed by the ATP.
 Automatic train supervision (ATS) subsystem: ATS monitors system status and overall operation, manages
the system communications interface. ATS performs data recording on operations and sends out warnings
to the system when an abnormality occurs. In addition, ATS provides human-machine interface that can be
controlled from the center.
3-58
Human interface for the ATS system is located in the operation control center (OCC), where the operators can
monitor and control the system through ATS. In addition, OCC also allows the control and monitoring of the
telecommunication system and changes in the power supply system.
Photo 3-7 OCC
Source: Study Team
1)
ATP Subsystem
ATP subsystem includes the following main functions.

Presence detection

Route settings

Unintentional motion detection

Over speed prevention

Overrun prevention

Prevention of cars from disengaging

Lost signal protection

Detection of zero speed

Prevention of unintentional door control

Door control protection interlocking

Departure interlocking

Directional change interlocking

Braking interlocking

Switch interlocking
ATP functions have precedence over both the ATO and ATS functions.
2)
ATO Subsystem
ATO subsystem includes the following main functions.

Operation control

Stop at fixed point by the program
3-59

3)
Door and stop-time control
ATS Subsystem
ATS subsystem includes the following main functions.

Monitor the conditions of operations

Control and override operations
(7) Communication System
The communication system is for an effective daily operation of the railway system that provides
monitoring information on the situation, necessary communication to restore the system quickly during an
emergency. The main equipment is as follows.
1)

Wireless communication systems (Train radio, emergency alarms, wireless for maintenance)

Telephone facilities (Office telephones, command telephones, interphones etc.)

CCTV monitoring facilities

Guidance broadcasting facilities

Other facilities (Fiber optic LAN, clock, UPS)
Train radio and Emergency Alarm Systems
Train radio is for all communications between the OCC and each train on the route for a safe operation. Plus,
the system provides an exchange of communication for smooth operations within the rail yard.
The emergency alarm system is a facility that responds when an emergency occurs on any train on the route
that prevents secondary casualties with the emergency alarm features and emergency brake systems.
Photo 3-8
Train radio equipment at the OCC
Source: Study Team
3-60
Photo 3-9
Emergency Broadcast Equipment at the OCC
Source: Study Team
2)
Telephone Facilities
The telephone facilities are made from a telephone line for office use that uses digital PBX and a line for
direct method technical operations that is used only for commands. The office telephone at each station goes
through fiber optic LAN equipment allowing the simultaneous use of cordless handsets.
The command telephones makes communication between the 4 systems; operations, power supply, rail and
the switch stand with the OCC possible. At the same time, the rail and the switch stand system can use the
office phone simultaneously.
Photo 3-10 Telephone Facilities
Source: Study Team
3)
CCTV
Each station will be equipped with CCTV cameras to monitoring the situations at the platform and concourse
from the OCC. An exclusive fiber optic LAN is used only for image transmission because the size of
transmitted images is large. Plus, each station building can monitor its own station premises. These images at
the station including the rail yard can be recorded.
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Photo 3-11 CCTV System
Source：Study Team
4)
Guidance Broadcasting Facilities
At each station, the approximation, arrival and departure of the train will be announced. General broadcasts
will be broadcasted from the OCC’s operation management facility. However, it is also possible for optional
broadcasts from each station’s broadcasting facility or from the OCC’s.
Photo 3-12 Guidance Broadcasting System
Source: Study Team
5)
Interphones
The interphones provide the commuters at the platform and at the station’s concourse (automatic ticket
vending machine, automatic ticket gate, toilet etc.) a means of communication with the OCC. The commuters’
cordless phones serve as a universal design and use the fiber optic facility of the station’s telecommunication
lines.
Photo 3-13 Interphone System
Source: Study Team
3-62
6)
Fiber Optic LAN Facilities
For the OCC and the trains or among the stations to transmit regulated data or audio data efficiently, fiber
optic LAN is used. The fiber optic cables allow high precision transmission even in environments that have
a lot of background noises like induced noise, thunder and crosstalk interference.
7)
Clocks
The clocks used by the railway system is a master clock that sends time signals to secondary clocks that are
placed at rail yards, each station, time servers that transmit information on the time to the rail yard
management equipment, power management equipment and operation management equipment.
8)
UPS
In respond to a blackout, to maintain the main telecommunication device, each station and rail yard’s
telecommunication room is equipped with a UPS.
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3.4.7 Depot Plan and Facility Plan (AFC System)
The facilities required for the initial stages of the AGT system are installed in the depot however, it is being
planned for an area which can accommodate the number of vehicles expected for future expansion. The depot
area is planned at length 620 m, width 108m, area 6.7 ha in the east side of Taytay City Hall.
Figure3-28 Depot Site
Source: Study Team
(1) Depot Functions
The main functions of the depot are as follows.
 Stabling facility: stabling track for vehicles outside of operating service.
 Inspection and maintenance facility: Facility for inspection and maintenance of AGT system vehicles.
3-64
 General control building: General administration office which includes a system operation office and
operation control room.
 Substation: For provision of a power source for main line and depot operating power, other various power
and lighting.
 Maintenance vehicle stabling track: Stabling track for maintenance vehicles which carry out route, structure
and electrical facility inspections and maintenance.
 Vehicle washing facility: Vehicle cleaning and vehicle washing facility
 Other: Drainage treatment facilities, warehousing, oil storage, etc.
(2) Depot Layout
The track will be installed at grade inside the depot. The stabling track and inspection and maintenance track
are kept level and straight for stopping and parking of vehicles. The depot layout is shown in Figure 3-29.
Figure 3-29 Depot Layout
Test track
Shunting track
Inspection & Overhaul Workshop
Automatic car washing track
Main Control Building
Stabling track
Maintenance vehicle track
Departure inspection track
Source: Study Team
(3) Function and Roles of Each Track
1)
Approach Track (1 tracks)
This track is the approach track between main line and depot. The entrance to the depot shall be a downgrade
from elevated level. The gradient for the approach track shall be 60‰ or less.
2)
Arrival/Departure Inspection Track (2 tracks)
This track will be located on a straight, flat section which connects to the approach track for inspections of
vehicles before departure.
3)
Stabling Track
7 stabling tracks will be installed for AGT system vehicles to stable in the depot.
There are other tracks than this stabling track, the following tracks will be able to use for stabling vehicles.
 Light maintenance track (4 lines) : 4 trainsets(24 vehicles)
 Heavy maintenance track (2 lines) : 2 trainsets(12 vehicles)
 Unscheduled maintenance track (1 lines) : 1 trainsets(6 vehicles)
 Car Washing Track (2 lines) : 2 trainsets(12 vehicles)
 Arrival/Departure inspection track (1 lines) : 1 trainsets(6 vehicles)
3-65
Figure3-30 Stabling Track Layout Plan
Test track
Shunting track
Inspection & Overhaul Workshop
Automatic car washing track
Main Control Building
Stabling track
Maintenance vehicle track
Departure inspection track
Source: Study Team
4)
Automatic Car Washing Track (2 track)
A vehicle washing machine will be installed on this track and used to wash vehicles. Vehicle interior
cleaning will be carried out on the stabling track.
5)
Test Track (1 track)
The test track is necessary to be installed in the depot in order to test runs of vehicles after maintenance. The
length of this test track shall be approximately 350m.
6)
Shunting Track
Shunting tracks will be installed to allow vehicles movement within the depot. Vehicles shall not be stabled
on these tracks.
7)
Stabling Track for Maintenance Vehicles (1 track)
Stabling track for maintenance vehicles will be installed for stabling maintenance vehicles that need to carry
out a maintenance for running surface and other facilities.
(4) Inspection/Maintenance Track and Frequency
1)
Inspection Track (4 tracks)
Track for carrying out train inspections (every 3 days), monthly inspections (every 3 months) and other
daily maintenance.
2)
Heavy Maintenance Track (2 track)
Track for carrying out heavy overhauls (every year, every 3 years) and semi overhauls (every 6 years).
3)
Unscheduled Maintenance Track (1 track)
Track for carrying out repair and inspection of parts for vehicles or entire vehicles at any time as needed in
the event of the following.
In case vehicles are manufactured or purchased.
In case crash or large-scale accident occurs.
In case large-scale reconstruction or repair is carried out.
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(5) Depot inspection and maintenance facilities
Typical main equipment is shown in Table 3-37.
Table 3-37 Typical Main Equipment
No.
Description
Quantity
1
Car Washing Machine
2
2
Lifting Jacks, 6 t
6 sets
3
Bogie Stand
24
4
Body Stand
12 sets
5
Gantry Crane
2
6
Umbilical Power Cable (Stinger)
7 sets
7
Wheel Tire Changer
2
8
Forklift
2
9
Mobile Lift Table
2
Source: Study Team
(6) General Control Building
In this building, OCC which carries out the operation of vehicles in the main line and depot, offices for various
management and maintenance division and other required facilities will be installed.
(7) Other Facilities

Receiving substation

Warehouse, oil storage

Drainage treatment facility

Emergency garage

Other
(8) Depot Operation Mode
Vehicles are operated by semi-automatic driving mode in stabling track of the depot. When vehicles enter to
maintenance workshop, vehicles are operated by driver’s manual driving mode. Inside the workshop power
is provided through the installed power cables (stingers).
(9) Facility Plan (AFC system)
The introduction of the AFC system is planned and considered from the plans of the integrated system and
the examples from the actual location. Here are the assumed requirements.
・At first, as a fare collection system in replace of a railway operator, the center server is set up. In the near
future, it will connect to the clearing center and carry out calculations among special business operators.
・Tickets will be IC cards that can be topped up with money.
・Tickets are sold at automatic ticket machines or windows manned by station masters.
・Exit fare calculations will be handled at windows manned by station masters or exit fare machines.
3-67
・The fares are calculated based on zones.
1)
Automatic Ticket Vending Machine
The automatic ticket vending machine sells IC cards after it collects the cash and overwrites the selected ride’s
data onto the IC card.
Photo3-14 Automatic Ticket Vending Machine
Source: Study Team
2)
Automatic Ticket Gate
The automatic ticket gate allows the entry of commuters after reading the card information and verifying the
validity. In the event of insufficient charge, error of entrance appearance record, the gate closes and it will
notify the commuter of insufficient funds with a display and an alarm. To exit, the commuter has to touch his
or her card onto the automatic ticket gate and the fare will be deducted from the card’s balance and the
commuter will be allowed to exit. If the balance is insufficient, the gate closes and it will notify the commuter
of insufficient funds with a display and an alarm.
Photo 3-15 Automatic Ticket Gate (Flap Type)
Source: Study Team
3)
Exit Fare Machine in the Ticket Window
The ticket windows use the exit fare machines for the following operations.
・Exit fare calculations
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・Entry/Exit
・Top up
・Refund
・Collection of unused cards/Deposit refunds
Photo 3-16 Exit Fare Machine in the Ticket Window
Source: Website
4)
Equipment Composition of the AFC System
Each station’s automatic ticket vending machines, automatic ticket gates, exit fare machines are connected to
the station’s server. The station’s server monitors each machine’s condition and processes the calculations and
sales of tickets. The station’s server is connected to the centre’s server accumulates processed data from the
station and sends it to the centre’s server.
Furthermore, the centre’s server will send validity information of IC cards to the station’s server, and verify
IC cards at each station’s automatic ticket vending machines, automatic ticket gates and exit fare machines.
Figure 3-31
Equipment Composition of the AFC System
Source: Study Team
3-69
3.4.8 Operation / Maintenance Management Plan
(1) Implementing Organization
As the implementing organizations for the proposed track-guided transport system, implementing and
operating agency and project management unit as the implementing organization during the construction
period are described below.
1)
Implementing and Operating Agency (Owner/Concessionaire)
Existing railway systems in the Philippines have the operating organizations respectively. In the same way,
implementing and operating agency for the proposed project (the East West Rail (EWR)1) is necessary to
establish. The proposed project is expected to be a one of the main transport system in Metro Manila or even
in the entire Philippines. This operating organization will be newly established under the existing Government
agencies and supported by Government of Philippines (GOP) and Department of Transport and
Communications (DOTC). Whether there will be a newly founded agency or using an existing unit such as
LRTA, MRTC or PNR, it should be decided in the immediate future by the main stakeholders, such as DOTC,
Philippine National Railways (PNR), and Bases Conversion and Development Authority (BCDA).
This section describes the organization plan of the operating organization assuming the establishment of East
West Rail Corporation (EWRC)2 in terms of its positioning, role and responsibility as East West Rail operator
and implementing agency, and indicates those responsibilities and tasks that could be given in concession
according to the type of implementation scheme, if any, adopted during the implementation of the EWR. The
EWRC legal set up and by-laws should be similar or mirrored to the legal framework of Light Rail Transit
Authority (LRTA).
2)
Creation of Project Management Unit (PMU)
During the implementation of the project, a Project Management Unit (PMU) should be created as the
organization to be in charge of the actual implementation of the project and liaison with the Consultant,
Contractor, and other concerned stakeholders. As the formal establishment of the EWRC would take time, an
interim PMU, within the authority of DOTC, shall be set up. This PMU, whether as interim or in final form,
could be an existing entity, or a new unit within DOTC.
In case of an interim PMU, it should take responsibility for the initial duties until the formal establishment of
the PMU within EWRC. The staff of the former should be absorbed by the latter. The staff of this PMU will
be critical for the success of the project and the EWRC. The main scope of works of the PMU is summarized
below as follows:
i)
Reviews the Consultants design methods, standards and criteria used in the preparation of the design;
ii)
Assures that the Contractor’s work complies with the plans and specifications of the contract by
conducting regular site inspections;
iii) Monitors work accomplishment of the contractors;
1
2
Proposed name
Proposed name
3-70
iv) Analyzes and interprets financial statements/reports;
v)
Responsible for all matters relating to taxes and transactions related to the Bureau of Internal Revenue;
vi) Responsible for the safekeeping of all project records and correspondences;
vii) Coordinates with EWRC Accounting Division and Commission on Audit regarding financial
transactions of the PMU;
viii) Coordinates with the ODA Bank’s Representatives regarding the Bank’s Guidelines, which includes, but
not limited to, environmental & social safeguards, procurement, monitoring of implementation, and
disbursements financed from ODA loans, if any;
ix) Prepares all financial reports other than the PMU’s financial statements as may be required by EWRC,
The National Economic and Development Authority (NEDA) and fiscal authorities/other agencies; and
x)
Monitors and assists in the verifications of disbursements that are financed under the ODA loans (Foreign
Currency).
3)
Scope of Work for EWRC
The following Table 3-38 shows the list of tasks that EWRC is responsible for in the operation and
maintenance services. This is the key to which tasks an individual party can access, review, handle and
ultimately how a task is routed and approved.
Table 3-38 EWRC Tasks and Duties
No.
I.
Task Category
Management
II.
Administration
III.
Operation
IV.
Maintenance
V.
Engineering &
Construction
Description of the Task Category
To formulate policies, prescribe and promulgate the rules and regulations
Implements, enforces, and applies the policies, plans, standards, guidelines,
procedures, decisions, rules and regulations issues, legal affairs, and public
relations.
The administration-related departments and section shall advise and assist the
Management in the formulation and implementation of rules and regulations
necessary to carry out the objectives and policies of the authority concerning
administrative, finance, accounting, budget, human resources, etc.
To ensure the safe, reliable and efficient operating of the railway and satisfactory
service to the passengers on a day-to-day basis.
To perform the daily and the long term planning and execution of scheduled and
unscheduled, preventive and corrective maintenance actions to ensure overall
systems are ready for required operation at all times.
Advise and assist the Management in the formulation and implementation of
rules and regulations necessary to carry out the objectives and policies of the
EWRC concerning engineering. Monitor and be counterpart of Consultants and
supervise Contractors.
Source: Study Team
4)
Organization Structure and Staffing of EWRC
a)
Organization Structure
Consistency of responsibility and autonomy will facilitate integration of the O&M perspective into system
design, which will reduce lifecycle costs and achieve long-term sustainability. Such a system would also make
it possible to identify future EWRC leaders (technical managers required for the O&M phase) during the F/S
and construction phases. Early identification of future leaders from the PMU organization will lead to early
3-71
capability-building activities in the organization, as they develop competency and acquire a holistic
understanding of the integrated systems.
The EWRC organization shall start with a core team (i.e., PMU), and it will gradually evolve into its full form
before start of the O&M phase. With the EWRC in charge of all phases, the engineers, supervisors, technicians,
and operators (required for O&M phase) can be trained during the construction phase by the system
contractors and Original Equipment Manufacturers (OEMs) to equip them with necessary knowledge and
skills to handle supervisory tasks for the O&M activities effectively. The technical training should be done
by visiting successful cases overseas and by inviting contractors and OEMs to Manila. There should also be
independent training on management and operational skill development, such as financial and business
planning, maintenance auditing and service operations and general problem-solving.
All successful overseas metro systems, such as the Tokyo and Delhi Metros, share four key principles in their
organizational design:
i)
The rail business unit (core) is designed as a function-based organization. This is necessary to achieve
the required level of competency in each railway system function, which needs to have specialized
functional areas.
ii)
The non-rail business unit (non-core) is designed differently from the rail business unit (core). This is
important because the culture, skills, recruitment process, and business unit basis differ for the two
businesses. Railway businesses require rigid adherence to technical standards to ensure safety and
achieve specific operating standards, while non-rail businesses need creativity and flexibility to enhance
non-fare box revenue.
iii) All decision-making authority is delegated to the board. Complete empowerment of the EWRC Board
of Directors can achieve transparent corporate governance, faster decision-making, and rapid project
implementation.
iv) An internal independent safety monitoring unit is important for controlling the system’s safety and
security by monitoring daily O&M activities. Since a railway system involves running trains through
narrow passages with a high density passenger load, it is critical to ensure safe and secure operations.
b)
Staffing
Operations and maintenance system are established in the following steps;
1.
Planning/Basic Design Stage including following;
i)
The hardware plan for the railway is essentially a matter that must be decided based on what sort of
operation system will be implemented. Therefore, an entity that mainly carries out that task is required
when planning a railway;
ii)
Generally, in an urban railway, a local government authority will, based on urban transport policies,
independently carry out facility planning based on an operations structure and a standard of provided
services;
iii) In order to implement this, the EWRC must be established prior to the planning stage of Manila Metro,
or the main planning body is set up and a system is put into place for possible discussion by the
members who can fulfil the primary role of the EWRC in the future; and,
3-72
iv) Therefore, it is firmly suggested to develop the EWRC or the EWRC preparatory organization
(collectively referred to as the “PMU”) as soon as possible.
2.
Construction Bidding/Construction Management Stage including following;
i)
After the completion of basic planning and procurement of the necessary capital for construction,
implementation of bidding and ordering and construction management will be conducted by the
EWRC. At this stage, it is also necessary to procure the needed personnel in order to implement
outsourcing of construction management as well as bidding; and,
ii)
Therefore, it is necessary to start the recruitment of personnel six months before the completion of
basic planning, and when the basic planning is completed, it will only be necessary to secure the
suitable personnel for bidding works.
3.
System Expansion towards the Start of Business including following;
i)
Prior to the start of business operations, it will be necessary to train the personnel, particularly the
drivers for the start of operation, in case a conductor is required for the operation by the local
authorities. Based on the number of required drivers, it is proposed that employment of a number of
instructors shall be carried out at the stage when on-site training is possible in order to avoid last
minute training;
ii)
Personnel who will be trained overseas require compliance for the acceptance by the concerned parties
abroad, the objective is to obtain driving licenses that will undergo real-vehicle training;
iii) To this end, 10 Filipino personnel will be required beforehand. After one year of training in Japan with
proper education to become instructors, the personnel will conduct training to the driver including test
drives at the start of operations for part or a section of the completed area. In case the period of training
in the Philippines will take one year and the test drive will take six months to complete, training in
Japan for the driving instructors will have to take place two and half years before the start of operations.
Since it will take a long time to train everyone, recruitment will have to start more than three years
before the start of operations;
iv) It will not be a problem if the training period in other areas is short compared to drivers, but train
control centre personnel require six months training before the start of test driving. There are 10
personnel, so a Japanese person will conduct training at the actual site. In order to be able to start
training, recruitment will need to be done one year before starting operations. Furthermore, two people
are required to undergo an instructional course in Japan to become leaders;
v)
The training period for station employees should take half a year from the start of test driving.
However, the number of personnel is very large, and because it will not be cost-effective to have
Japanese instructors, 20 local personnel (1 in 10 out of more than 200 people) will be recruited as
instructors and will undergo an instructional course in Japan for one month;
vi) Therefore, employment to secure the necessary number of station personnel will be carried out half a
year before the start of operations. However, two persons per area should be employed before that to
undergo training in Japan; and,
vii) Furthermore, regarding maintenance, it is necessary to decide what to do regarding the division of
outsourcing and self-production as well as the assignment of outsourcing. In order to address this at
the start of test driving, it is necessary to proceed with preparations for each.
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(2) Operation
1) Proposed Operation & Maintenance Scheme
Given a proper setting of EWRC as mentioned above, EWRC should engage in the task of implementing the
EWR. The proposed maintenance scheme, which is a general description of the most appropriate scheme for
this project, is independent from the mode of implementation that would be finally selected, whether a full
ODA, a two-tiered PPP, Net or Gross Cost, etc., thus, suitable to any funding scheme.
Taking into consideration all available information, site conditions, potential technical and financial
capabilities of the future EWRC, it is suggested that the Concessionaire/Operator shall outsource the
maintenance activities, preferably to a contractor closely linked or associated to the main OEM (Rolling
Stock). The Concessionaire/Operator shall outsource to a Maintenance Contractor all the maintenance
activities, including, among others, light & heavy maintenance, troubleshooting, and procurement of capital
and consumable spare parts. The reason for choosing this scheme is that the implementing and supervisory
agency EWRC would not have been established yet by the time the first line starts operation.
Likewise, due to the complexity and difficulty of the maintenance of the E&M systems, and the condition of
having a Warranty period in effect right after the opening for commercial revenue, it is highly recommendable
to subcontract (outsource) all maintenance activities to a well experienced and capable contractor, preferably
to the rolling stock OEM, as it is one of the critical and more complex railway subsystems that should be
properly maintained.
2)
Scope of Work
The outline of responsibilities for and between the owner/Authority (A), and the Concessionaire/Operator
(O), if any, otherwise its responsibilities lay on EWRC, and the Maintenance Contractor (C) are shown in
Table 3-39.
The basic concept of sharing of duties is that the Owner approves, the Operator monitors, and the Contactor
implements the Maintenance Plan, which is prepared based on policies and guidelines for maintenance, and
the OEM maintenance guidelines. They all should be bound by two contracts: a Concession Agreement
between EWRC and the Operator (in case of Net Cost Scheme) or Service Agreement (in case of Gross Cost
Scheme), and a Maintenance Contract between the Operator and Contractor for a period between 3 to 5 years.
3-74
Table 3-39 Tasks & Duties Matrix for Maintenance
Maintenance Tasks
Responsibility
A


3 Implement policies and guidelines in the maintenance of rolling stock, E&M subsystems, and civil works

4 Inspect repair maintenance activities of the maintenance contractor

5 Implement all maintenance activities related to rolling stock, E&M subsystems, and civil works

6 Approval of special repairs and corrective maintenance activities
7 Approval of large rehabilitation programs of capital equipment
C

1 Formulate policies and guidelines in the maintenance of rolling stock, E&M subsystems, and civil works
2 Approve policies and guidelines in the maintenance of rolling stock, E&M subsystems, and civil works
O

8 Monitor Maintenance progress implementation of all maintenance activities by using Computerized

Maintenance Management System (CMMS)
9 Monitors the performance of the contractor and oversee the proper implementation of Quality

Assurance/Quality Control of all maintenance / repair works.
10 Audit/approve status reports of the maintenance of the tools and equipment;

11 Supervise and monitor the Contractor to plan and procure local and foreign spare parts, material, tools and

equipment;

12 Plan and procure local and foreign spare parts, material, tools and equipment;
13 Supervise the control of inventories and the issuance of spare parts;

14 Responsible for the control of inventories and the issuance of spare parts;

15 Prepare annual materials/spare parts budget (local and imported) for the operation and maintenance of the

system;

16 Assist in managing the procurement process
Source: Study Team
The monitoring and supervision of the maintenance activities should be done using a Computerized
Maintenance Management System (CMMS). Currently, the software MAXIMO© is one of the most widely
used as CMMS. Capital equipment (rolling stock, subsystems, etc.) replacement due to end of life cycle or
new acquisition due to capacity expansion is the responsibility of the Owner or Concessionaire depending of
the type of contract, if any. Accordingly, all parties (the Owner, Operator, and Maintenance Contractor) should
adopt the concept of fully integrated teams.
The following measures should be taken in consideration to avoid the issues seen in other railway systems;
i)
It is important that the Owner/Operator be able to have some hands-on control over the maintenance
process in order to maintain the growth of the capacity building of the in-house workforce at all levels,
especially the technician level.
ii) Although in the beginning, all works should be assigned to the Maintenance Contractor, eventually,
EWRC would desire to have more control and expertise through Capacity Building programs over the
years in order to reach a level where the what and when are controlled by the Owner/Operator.
3-75
iii) Approved training programs should be carried out periodically to the benefit of the EWRC’s in-house
technical staff in all related activities of the O&M of the system.
iv) Eventually, EWRC should be able to take more responsibilities, control, and risks in time for the
implementation of new AGT railway lines (extension) that will increase the network in Manila Metro,
and also in time when the Concession Agreement for the EWR expires, and EWRC would have to take
control.
3)
Organization Structure
The Operator and the Maintenance Contractor’s objective in selecting and developing the organizational
structure is to ensure that the organization will provide clear lines of formal communication and control, and
effective informal communications (networking). The organization must also function smoothly both
internally and in its relationship with its counterpart (EWRC/Contractor) and the various Agencies that will
be involved directly or indirectly with the project. It will clearly identify the functional requirements related
to the management of this contract. It will provide the correct balance of management and operational staff,
and the optimum numbers, categories and disciplines of staff to ensure the technical and managerial success
of the maintenance activities for EWR.
Accordingly, the Operator/Maintenance Contractor should take the guiding principle in its organizational
structure and adopt the concept of fully integrated teams. The entire organization could be subdivided into a
Management/Administration Group and a Site Maintenance Group. The recommended functional structures
are shown in the Figure 3-34 for Operator/Supervisory Agency and Figure 3-35 for Maintenance Contractor.
3-76
Figure 3-34
Organization Chart of Operator / Supervisory Agency
Source: Study Team
Figure 3-35
Organization Chart of Maintenance Contractor
SUPERVISORY BOARD
PROJECT DIRECTOR
PROCUREMENT
ACCOUNTING & AUDIT
Maint enance
Mat erials
Elect ronic Dept .
Rolling St ock Dept .
Heavy Maint .
Light Maint .
Q.A. & Safet y
Infrast ruct ure Dept .
Laborat ory
Pow er
Bldg.
AFCS Sect .
Signaling & Telecom
Janit orial
Source: Study Team
3-77
Track Sect .
Chapter 4
Evaluation of Environmental and Social Impacts
4.1
Current Analysis of Environmental and Social Aspects
4.1.1 Current Conditions of Project Areas
All road traffic in the Manila metropolitan area suffers from chronic traffic congestion, and the large number
of traffic accidents, urban environmental pollution and other issues are becoming serious social problems.
There is concern that future increased automobile traffic and slow infrastructure improvement will lead to
further traffic congestion and oversaturation of train stations will have a severe impact on economic activities,
and spurring worsening urban pollution.
In addition, for railway transportation, the Manila metropolitan area has the LRT Line 1 and the MRT Line 3
running north-south, and the LRT Line 2 running east-west, however the east-west railway lines are small
and need to be built up.
This project is a plan for the introduction of an approximately 18km east-west running railway transportation
system running from the Manila City Santa Mesa area located in the center of the metropolitan area, through
Mandaluyong City and Ortigas CBD to Pasig City, Cainta City and Taytay City in the east.
Ortigas CBD is located in the center of the study area, and is residential area to the west with continued new
residential area development to the east in Cainta City and Taytay City.
4.1.2 Current Environmental Conditions in the Philippines
(1) Topography and Geology
The Guadalupe Plateau is a volcanic plateau extension of the Sierra Madre Mountains located in the northern
part of the island of Luzon and divides the Manila metropolitan area through the center in the north-south
direction, to the east lies the Laguna de Bay lake and the surrounding area is lowlands. There is an alluvial
plain in the basin of the Marikina River which flows to the northwest of the lake, and with the Manila Bay on
the west side of the plateau, makes for a delta-shaped alluvial plain. The Guadalupe Plateau is covered with
the 3rd period Guadalupe stratum which has comparatively good ground conditions, however, the alluvial
plain facing the lowlands on the east and western sides has weak foundation soil.
(2) Climate
The Manila metropolitan area is a high temperature, high humidity tropical climate, and is ranked between a
tropical monsoon climate (Am) and tropical savannah climate (Aw) according to the Köppen climate
classification. The climate is divided into 2 seasons consisting of the dry season from January to April and
the rainy season from May to December, with an average temperature of 26.7°C and very little temperature
variation throughout the year. The average high temperature for April is 33.5 degrees, which is the highest
temperature of the year, and the average low temperature for January is 23.5 degrees. Annual rainfall is 2,069
mm, with the majority of the rainfall from June to October (approximately 70% of the annual rainfall), and
strong rainstorms and squalls are common. In addition, typhoons tend to occur from June to September, and
the Manila metropolitan area often suffers flood damage as a result of powerful typhoons. Urban sewerage
facilities are insufficient in many areas within the Manila metropolitan area, so puddles and pools of water
from everywhere throughout the city during rainfall which often worsens the already severe and regular traffic
congestion.
4-1
Figure 4-1 Manila Temperatures
(℃)
35
30
25
20
15
10
Max. Temp.
Min. Temp.
5
0
1
2
3
4
5
6
7
8
9
10
11
12
(Month)
Source: World Meteorological Organization and Japan National Tourist Organization
Figure 4-2 Manila Rainfall
(mm)
450
400
Rainfall
350
300
250
200
150
100
50
0
1
2
3
4
5
6
7
8
9
10
11
12 (Month)
Source: World Meteorological Organization and Japan National Tourist Organization
(3) Air Pollution
Periodic air quality monitoring is carried out at in the Manila metropolitan area and at other regional offices
under the management of the Environmental Management Bureau for the purpose of monitoring and
improving air quality. The results of air quality monitoring in the Manila metropolitan area are shown in Table
4-1, and in nearly all of the areas of this study the Total Suspended Particulate (TSP) exceed the environmental
standards value (average of 90 g/N cm per year) as of 2008. The Department of Environment and Natural
Resources has implemented countermeasures targeting fixed sources of pollution and mobile sources of
pollution (automobiles). For the former, the air pollution generators are required to obtain operation permits,
4-2
and for the latter, the Euro-2 standard of the EU (European Union) has been applied as an exhaust gas standard
for new vehicles since 2008, and exhaust gas inspections are also carried out.
Table 4-1
Total Suspended Particulate (TSP) Concentration in the Manila Metropolitan Area
Unit: g/Ncm
Monitoring Station
2004
2005
2006
2007
2008
EDSA NPO
165
163
138
125
144
EDSA East Avenue
170
129
104
102
107
Ateneo
105
87
72
65
74
Valenzuela
206
152
157
146
156
Makati City
211
183
153
146
134
Pasig
109
106
90
92
85
Mandaluyong
133
124
121
134
125
Manila
134
138
111
110
138
Pasay
135
134
159
140
Marikina
138
EDSA MRT
Average
236
323
316
257
282
160
154
142
132
138
Source: Compendium of Basic Statistics for Operations and Management (Second Edition) (2000-2008),
DENR (2011)
(4) Water Pollution
The major rivers which flow through the Manila metropolitan area are subject to continued water pollution
by heavy metals, toxic substances, agricultural chemicals and other contaminants contained in factory effluent,
household drainage and agricultural drainage. In addition, while it has been verified that there is an ample
supply of groundwater, excessive consumption and careless management have resulted in a variety of
problems including water pollution of bodies of water and aquifers, accumulation of salt and dropping
groundwater levels.
The results of monitoring of the rivers in the areas around the study area are shown in Table 4-2 and Table 43, with none of the rivers meeting the 2008 environmental standards. The extremely poor state of maintenance
and improvement of sewerage is the major cause of water pollution, with only approximately 11% of the
residents in the Manila metropolitan area directly or indirectly making use of sewer systems.
4-3
Table 4-2 Dissolved Oxygen (DO) Amount Trends in Major Rivers in the Manila Metropolitan Area
DO Annual Average (mg/L)
Body of Water
Type
2003
2006
2008
Compliance with
Environmental
Outlet
Standards (2008)
Marikina River
C
3.1
2.2
2.6
×
Pasig River
San Juan River
C
2.4
1.1
1.9
×
Pasig River
Paranaque River
C
2.5
1.6
1.6
×
Manila Bay
Pasig River
C
3.1
2.5
3.2
×
Manila Bay
Note: Dissolved Oxygen (DO) environmental standards are a minimum of 5.0 mg/L or greater for types AA
through C and a minimum of 3.0 mg/L for type D.
DENR (2011)
Table 4-3
Biochemical Oxygen Demand (BOD) Trends in Major Rivers in the Manila Metropolitan Area
Body of Water
BOD Annual Average
Compliance with
(mg/L)
Environmental
Type
2003
2006
2008
Standards (2008)
Outlet
Marikina River
C
18.2
15.0
18.2
×
Pasig River
San Juan River
C
54.8
33.4
44.2
×
Pasig River
Paranaque River
C
42.0
41.0
38.2
×
Manila Bay
Pasig River
C
10.7
13.6
20.5
×
Manila Bay
Note: Biochemical Oxygen Demand (BOD) environmental standards are a maximum of 5.0 mg/L or less for
types A and B, 7.0 mg/L or less for type C, and 10.0 mg/L or less for type D.
DENR (2011)
(5) Soil Pollution
According to the Integrated Persistent Organic Pollutants Management Project implemented by the World
Bank, serious soil pollution has been found in the Philippines as a result of polychlorinated biphenyl (PCB)
waste and persistent organic pollutant (POP) type agricultural chemicals. Large quantities of PCBs have been
identified in the Manila metropolitan area in particular. However, studies and management by the Philippines
have been slow due to lack of both experience and financial resources.
(6) Waste
Household waste in the Philippines is rising rapidly with the increasing population and economic development,
and is becoming a serious problem for the Manila metropolitan area in particular. In 2001, the Ecological
Solid Waste Management ACT was enacted, establishing a framework for waste management within the
Philippines, including management, transportation, processing, etc. of standard waste, however lack of
financial resources and other causes have resulted in delays in the construction of processing plants, and
current implementation is insufficient.
4-4
In addition, waste production amounts and recycling statistics are not systematically managed, so information
is only able to be obtained for specific regions and a limited number of cities.
In the 2001 World Bank study, the waste generation per individual in the Manila metropolitan area was
estimated to be 0.71 kg / day. As shown in Table 4-4, the waste production for the Manila metropolitan area
in 2010 was 3.4 million tons / year, with an estimated average increase of approximately 3.3% per year since
2007.
Table 4-4 Estimated Waste Production
Area
3.14
National Percentage
(2010)
22.97
Unit: Million tons/year
Annual Average
Increase Rate (%)
3.26
13.67
100.00
4.17
2007
2010
Manila metropolitan area
2.86
Entire country
12.15
Source: Prepared based on the National State of the Brown Environment Report (2005-2007), EMB (2009)
(7) Protected Areas/Ecosystems
The Philippines has established protected area reserves since the time of its rule by the United States in 1910
in order to combat deforestation, however the first practical protected area was the Rizal National Park in
1934. Thereafter, as one of the major points of the Philippine Strategy for Sustainable Development enacted
in 1990, The National Integrated Protected Areas System was established as a republic law in 1992. After the
establishment of this law, all of the national parks, natural protected areas, mangrove protected areas, natural
and historical remains, protected or managed scenic spots, primeval forest and other areas designated and
protected up until then were officially designated as protected areas, with over 200 such areas designated as
of the present.
There are no designated protected areas as specified by the law within the area of this project, with the
applicable areas instead being made up of areas of progressing commercial, business and residential
development, and no primeval forest, tropical rain forests, or other precious plants, animals or ecosystems
were reported as of the time of the survey.
4.1.3
Future Predictions (If Project is NOT Implemented)
This project is a plan to connect the 5 cities of Manila City, Mandaluyong City, Pasig City, Cainta City and
Taytay City in the Manila metropolitan area by a railway transportation system.
New residential development is progressing in Taytay City in the eastern area of the project area, and it is
expected that in the future this will become a "bed town" for Ortigas CBD, which is located in the approximate
center of the planned route. However, at present the main access for connection between Taytay City and
Ortigas CBD is the arterial road running from Rizal Avenue National Road to Ortigas Avenue, which suffers
from chronic traffic congestion, interfering with economic activities.
In addition, the road width on the west side of the Ortigas CBD, particularly MRT3 and LRT2, is narrow,
resulting in frequent traffic congestion.
If this project is not implemented, the means of transportation for the relevant area will remain the same as
currently, consisting of large buses, taxis, shared-taxis, jeepneys, and other automobiles, and it can be
4-5
expected that the traffic congestion will become even more severe with an increase in automobile numbers as
a result of future residential development. Future increases in automobile traffic can be expected to contribute
to worsening air pollution as a result of increase exhaust gas production, and a significant worsening of the
urban environment.
This project will not only contribute to improvements in the convenience of commuting for work and school
from the eastern area of the Manila metropolitan area to the CBD, smoother short trips centering around the
Mandaluyong area, and increased flow of people through connection with LRT2 and MRT3, but also to
improvement of the urban environment.
4-6
4.2
Effects of Environmental Improvement Resulting from Project
Implementation
Calculations were made on projected environmental improvement effects (CO2 reduction) if a medium
capacity transport system (AGT) is constructed.
4.2.1 Reduction of Carbon Dioxide Emissions
Global warming assessments were made by calculating the difference between the carbon dioxide emissions
that would be reduced by a shift from automobiles to AGT usage if an AGT is introduced, and the carbon
dioxide generated through power production for the power to be consumed by running the AGT system.
(1) Reduction of Automobile Traffic
Assuming the shift of AGT users from public transportation on roads such as buses and jeepneys to AGT,
road traffic would be reduced by the portion of users changing means of transportation. The potential
reductions in road traffic are calculated from demand prediction results and shown in Table 4-5.
Mode of
Transportation
Year
2023
Jeepney
Bus
Table 4-5 Road Traffic Reduction
Transition
Average
Average Travel
Traffic
Number of
Distance
Amount
Passengers
(km)
(People)
(People/Vehicle)
224,841
10.1
Road Traffic
Reduction
(Vehicles/km/day)
223,581
2030
333,893
10.3
2040
421,604
9.8
2053
444,070
9.8
427,622
2023
5,793
10.1
1,665
2030
16,360
10.3
2040
43,165
9.8
2053
41,607
9.8
10.2
35.3
336,338
404,521
4,765
11,974
11,584
Source: Study Team
(2) Reduction of Carbon Dioxide Emissions as a Result of Transition from automobile Traffic
Reduction of carbon dioxide emissions as a result of transition from automobile traffic is calculated using the
following formula.
ERY ＝
(VKJ×EFM)
ERY : Annual carbon dioxide reduced emissions
VKJ : Reduction of automobiles by vehicle type (vehicles/km/year)
EFM : Carbon dioxide emission source units (g/km)
4-7
Table 4-6 Carbon Dioxide Emission Source Units
Mode of Transportation
Source units (g CO2/km)
Jeepney (Gasoline)
380
Bus (Gasoline)
860
Source: CO2 Emissions from the Land Transport Sector in the Philippines: Estimates and Policy
Implications, Herbert Fabian, 2009
Table 4-7 Reduction of Carbon Dioxide Emissions as a Result of Transition from Automobile Traffic
Reduction (t/y)
Year
Jeepney
Bus
Total
2023
31,011
523
31,534
2030
46,650
1,496
48,146
2040
50,107
3,759
53,866
2053
59,371
3,630
63,001
Source: Study Team
(3) Carbon Dioxide Emissions Resulting from AGT Operation
Carbon dioxide emissions resulting from AGT operation are estimated using the following formula.
EGY = ECE × EFE
EG : Annual carbon dioxide emissions (t-CO2/y)
EC : Annual power consumption (MWh/y)
EF : Carbon dioxide emission source units (=0.4948 t-CO2/MWh) *
*Combined margin emission coefficient (CM) for the Philippines from the IGES grid coefficient
table
Table 4-8 Carbon Dioxide Emissions Resulting from AGT Operation
Annual Power
Emissions
Year
Consumption
(t-CO2/y)
(MWh/y)
2023
58,266
28,830
2030
78,984
39,081
2040
87,041
43,068
2053
88,193
43,638
Source: Study Team
4-8
(4) Carbon Dioxide Emission Reduction Resulting from AGT Project
Carbon dioxide emission reduction resulting from the implementation of the AGT project are shown in Table
4-9. It is expected that the implementation of the AGT project can contribute to the reduction of greenhouse
gases with a CO2 reduction of 2,704 t when the AGT opens in 2023, and an estimated increased reduction in
the future as a result of increased demands (increased transition from automobiles to AGT usage).
Table 4-9 Carbon Dioxide Emission Reduction Resulting from AGT Project
Reduction of carbon
dioxide emissions as a
Carbon dioxide emissions
Reduction of carbon
Year
result of transition from
resulting from AGT
dioxide
automobile traffic
operation (t-CO2/y)
(t-CO2/y)
(t-CO2/y)
2023
31,534
28,830
2,704
2030
48,146
39,081
9,065
2040
53,866
43,068
10,798
2053
63,001
43,638
19,363
Source: Study Team
4.2.2 Applicability of Clean Development Mechanism (CDM)
The CDM/JI Project Study for supporting the implementation of feasibility studies (FS) of projects that could
be applicable as CDM and Joint Implementation (JI) has been carried out at the Ministry of the Environment
since 1999, however until 2013 no projects related to new traffic systems, such as railway systems, have been
implemented. In the transportation field, in Malaysia items targeting improvements of the vehicles themselves
have been implemented, such as the improvement of fuel consumption through the introduction of digital
tachographs in freight transport vehicles, attachment of idling stop equipment on route buses, and replacement
of automobile engines with new engines. The period which can be calculated for CDM reduction effects (the
credit period) is a maximum of 10 years, and it can be thought that one of the reasons that a railway system
project is not implemented is its comparatively high costs compared to other fields and issues with profitability.
The CO2 reduction estimates for this project are 2,704 tons in 2023, 9,065 tons in 2030, 10,798 tons in 2040,
and 19,363 tons in 2053. It is thought that it would be difficult to apply CDM due to the sluggishness of
emissions trading prices and excessive emissions in recent years, as well as the fact that emission amounts
will continue to increase for a long period of time after the project implementation, making for unsure
profitability and reliability.
4-9
4.3
4.3.1
Effects on Environmental and Social Aspects Resulting from Project
Implementation
Identification of Environmental and Social Effects
The identification of items which are supposed to have effects on environmental and societal aspects as a
result of the implementation of this project was carried out based on JICA's Guidelines for Environmental
and Social Considerations environmental checklist table (railways), and the results of this identification are
shown in Table 4-10.
Table 4-10 JICA's Guidelines for Environmental and Social Considerations Environmental Checklist (Railways)
Classification
Environment
item
(1) EIA
and
environme
ntal
approval
1 Approval and Explanation
(2)
Explanatio
n to local
stakeholde
rs
2 Pollution Measures
(3)
Examinati
on of
alternative
s
(1) Water
quality
Yes:Y
No:N
Main Matters to be Checked
Concrete environmental social
consideration (Reasons why of Yes/No,
basis, relief measures, etc.)
(a) Have the environmental assessment
evaluation reports (EIA report) been
completed?
(b) Is the EIA report approved by the
interested-state governments?
(c) Is approval of the EIA report etc.
accompanied by collateral conditions? Are
the conditions fulfilled when there are the
collateral conditions?
(d) When required in addition to the above,
has permission and approval about the
environment been obtained from the local
competent authorities?
(a) Was appropriate explanation to the local
stakeholders including information
disclosure given, and an understanding
about the contents and impacts of the
project obtained?
(b) Were the comments from residents etc.
reflected in the contents of the project?
(a)N
(b)N
(c)N
(d)N
(a)(b)(c)(d) The EIS (Environmental Impact
Statements) must be prepared during a future
stage where project plan details are reviewed. In
addition, because the project site is located in the
Laguna Lake basin, it is necessary to apply for
project implementation and receive authorization
from the Laguna Lake Development Authority
(LLDA).
(a)N
(b)N
(a) Were multiple alternatives of the project
plan examined (including items related to
the environment and society)?
(a)Y
(a) A project overview has been explained to the
cities along the route and their approval obtained,
however it is necessary to provide explanations to
other local stakeholders and relevant parties and
obtained their support going forward. In addition,
it is also necessary to provide explanations and
obtain consent regarding environmental impact
going forward as well.
(b) At present, explanatory meetings have not yet
been implemented for local residents. If is
necessary to hold explanatory meetings for
residents and reflect their comments in the project
design in future detailed study stages.
(a)Alternative plans have been considered and
environmental impact taken into consideration for
route proposals.
(a) Does the water quality of a downstream
water area deteriorate by the soil runoff
from topsoil outcrops, such as the bank and
the cut earth?
(b) Is the drainage from a station or a
vehicle base consistent with the effluent
standard of interested states, etc.? Also, are
water areas, which are not consistent with
the environmental standards of interested
states, generated?
(a)N
(b)N
4-10
(a) The planned route is mostly elevated with one
section in the city centre underground, so it is
expected there will be almost not runoff in the
exposed topsoil sections. However, as the project
will include foundation and underground tunnel
construction, it is planned to take all possible care
during the construction period to minimize soil
runoff as much as possible and not have a
negative effect on water quality downstream.
(b) Sufficient consideration is required for
(2) Waste
substances
(a) Is the waste substance from the station
or the vehicle base processed and disposed
of appropriately according to the regulations
of interested states?
(a)Y
(3) Noise
and
vibration
(a) Is the noise and vibration by the railroad
consistent with the standards of interested
states, etc.?
(a)Y
(a) Is there is a possibility that subsidence of
(4)
Subsidence ground may arise, by a lot of ground-water
of ground pumping (especially underground)?
(1)
Protected
region
(2)
Ecosystem
3 Natural Environment
(a) Is the site located in a protected area
provided for in law, international treaties,
etc. of interested states? Does the project
affect the protected area?
(a) Does the site include primeval forests,
tropical natural forests, and ecologically
important habitats (coral reef, mangrove
coast, mudflat, etc.)?
(b) Does the site include the habitat of rare
species for which protection is needed by
the law, international treaties, etc. of
interested states?
(c) When concerned about the serious
influence on the ecosystem, are measures
which reduce the influence on the
ecosystem taken?
(d) Are the measures which prevent the
blockage of the migration pathways of
wildlife and livestock, the division of
wildlife habitat, traffic accidents between
vehicles and animals, etc. taken?
(e) Is deforestation, poaching,
desertification, drying of marshland, etc.
associated with development produced by
the building of the railroad? Is there any
possibility that the ecosystem may be
disturbed by introduction of alien species
(they traditionally do not inhabit the area),
disease and pest insects, etc.? Are measures
to these prepared?
(f) When building a railroad in an
undeveloped area, is the natural
environment spoiled greatly in connection
4-11
(a)Y
(a)N
(a)N
(b)N
(c)N
(d)N
(e)N
(f)N
processing of effluent from stations,
contaminated water from depots and unneeded oil
from maintenance inspections, and caution will
be taken to prevent leaks from waste storage
vehicles. In addition, the environmental standards
will be met by preparing waste water facilities of
the same standard as shown in the existing LRT1
and 2, and MRT 3 line stations and depots.
(a)Expected wastes from stations include cans,
bottles, plastic bottles, magazines, tickets, etc.,
and waste oil, consumable parts, etc. from depots
and will be appropriately processed according to
waste processing regulations. In addition, was
processing and disposal will be carried out using
the same processes as at the existing stations and
depots on the existing LRT1, 2 and MRT3 lines.
(a) Countermeasures, such as installation of
sound barriers, will be put in place in accordance
with the country's noise and vibration standards
during the construction period. It will be
necessary to monitor noise and vibration after
operation commencement, and make periodic
reports to relevant organizations.
(a) Precautions will be taken against subsidence,
such as excavation and pumping of groundwater,
as the project involves construction of tunnel
sections and construction near rivers.
(a) There are no protected areas within the site.
(a)(b)(c)(d)(e)(f) are not present within the
project site.
(3)
Hydromet
eor
(4)
Geographi
cal feature
and
geology
(1)
Resident
move
with new community development?
(a) Does new construction of structures, such
as a change of geographical feature and
tunnels, have an adverse effect on the flow of
a surface water and ground water?
4 Social Environment
(a) Is there any geological area where earthand-sand collapse and landslide are likely
produced on the route? When bad, are
appropriate measures taken into
consideration by the construction method
etc.?
(b) Are earth-and-sand collapse and the
landslide produced by such engineeringworks as banking, earth-cutting, etc.? Are
the appropriate measures for preventing
earth-and-sand collapse and landslide taken
into consideration?
(c) Is soil runoff from the bank, earthcutting, soil disposal area, and the earthand-sand extraction place produced? Are the
appropriate measures for preventing
sediment discharge taken?
(a) Is involuntary resident transfer produced
in connection with the project execution?
When produced are efforts made to
minimize the influence of a transfer?
(b) Is appropriate explanation about the
measures against compensation/ life
reconstruction given before a transfer to the
residents who are to be transferred?
(c) Is the investigation for the resident
transfer made and is a transfer plan
including recovery of the life base after
compensation by the current replacement
cost and the transfer established?
(d) Is payment of compensation made
before a transfer?
(e) Is the compensation plan in written
form?
(f) Was the appropriate consideration for
socially vulnerable groups, such as women,
children, elderly men, the poor, ethnic
minorities, indigenous people, scheduled
especially among residents to be
transferred?
(g) Can an agreement before a transfer be
reached with residents to be transferred?
(h) Is a system for carrying out a resident
transfer appropriately prepared? Are
sufficient competency and budget measures
taken?
(i) Is monitoring of the influence by a
transfer planned?
(j) Is a structure for handling complaints
built?
4-12
(a)Y
(a)Y
(b)Y
(c)Y
(a)Y
(b)Y
(c)Y
(d)Y
(e)Y
(f)Y
(g)Y
(h)Y
(i)Y
(j)Y
(a)The plan will include drainage which has
sufficient capacity to ensure no negative effects
on surface or ground water from waste water
from engineering works and rail sections
(elevated sections, tunnels), stations or depots
during periods of heavy rain during the rainy
season.
(a) Countermeasures will be planned to ensure no
slope failures or landslides occur in tunnel
sections or locations close to rivers.
(b) Sufficient consideration will be made in plans
to prevent slope failure and landslides in
foundation and tunnel construction.
(c) Plans will be drawn up to protect against
erosion in soil dumps for tunnel construction.
(a) At present, the project is still in the pre-F/S
stage, and it is not yet clear if there will be any
need for any involuntary relocation of residents.
The plan is designed to minimize the need for
land acquisition and resident relocation as much
as possible by using the roadway as installation
space, however narrow road areas, curves, and
other features may have effects on these
requirements.
(b) It is necessary to hold hearings on relocation
and compensation before any such relocation is
carried out for the residents to be relocated in
accordance with the laws of the Philippines.
(c)(d)(e) It is necessary to create a relocation
implementation plan which includes recovery of
life infrastructure after relocation in accordance
with the laws of the Philippines. Compensation
will be paid in accordance with this plan.
(f) Special consideration will be given to women,
children, the elderly, the poor, ethnic minorities,
indigenous peoples and other socially vulnerable
groups in accordance with the laws of the
Philippines.
(g) In the construction of LRT1 and 2 and MRT3,
the consent of the residents to be relocated was
obtained before relocation, so it is though that the
same will likely be possible.
(h)(i) The resident relocation procedures will
include implementation systems and budget
measures and monitoring is planned.
(j) A mechanism will be constructed for
processing complaints regarding resident
relocation.
(2) Life
and
livelihood
(a) When a railroad is installed by new
development, does it have influence on the
existing means of transportation or the life
of the residents engaged in it? Also, are
there large changes of land use livelihood
means, unemployment, etc. produced? Does
the plan consider relief of these influences?
(b) Are there any adverse effects on
residents by the project? When required,
what measures are considered to mitigate
the impact?
(c) Is there any danger of illness generated
(including infection, such as HIV) by a
population influx from other areas? Is
consideration of suitable public health
sanitation taken if needed?
(d) Is there an adverse effect in the road
traffic of surrounding areas by the project
(the increase in traffic congestion, traffic
accidents, etc.)?
(e) Does an obstacle arise in residents'
migration by the rail line?
(f) Is sunshine prevention and radio
disturbance produced by railroad structures
(bridge etc.)?
(a)Y
(b)N
(c)N
(d)N
(e)N
(f)Y
(3)
Cultural
heritage
(a) Is there any possibility of damaging
valuable archaeological, historical, cultural
or religious heritage or sites by the project?
Also, are the measures defined in the
municipal law of interested states taken into
consideration?
(a) When the scenery which should be
considered especially exists, is it affected
adversely? Are required measures taken
when influential?
(a)N
(4) View
(5) Ethnic (a) Is consideration which reduces the
minority,
impact on the culture and the lifestyle of
indigenous ethnic minorities and indigenous people
4-13
(a)Y
(a)N
(b)N
(a) Transfer to the proposed transportation system
by bus is assumed, however it is thought that the
effect can be minimized by reorganizing routes. It
is thought that share taxis and jeepneys can
function as feeder transportation to the proposed
system, so no loss of employment is expected. In
addition, the implementation of the project will
increase employment activities with a need for
construction personnel during the construction
period, and new staffing opportunities at the
railway operating company and commercial
businesses around the stations, etc. after
commencement of operation.
(b) The project is of great benefit to the public
and will increase convenience for residents and
not cause any negative effects.
(c) The area of the project is already an area with
development plans for increased traffic, so further
promotion of population fluidity is not likely to
pose further risk of diseases.
(d) There will be no negative effect on
surrounding road traffic. The introduction of the
railway transportation system is expected to result
in transitions from automobile traffic, so a
lessening of road traffic congestion can be
expected.
(e) Intersections with roads will be either elevated
or tunnel sections, so the area will not be divided
by the railway tracks and should in no way
impede the movement of residents.
(f) Sun shading: Will occur. Elevated structures
will affect the amount of effective sunlight time.
However, the relevant site has many areas where
the sunlight is actually overly intense throughout
the year, so shading is not likely to cause any
problems.
Radio interference: Will occur. There may be
areas where the railway electrical system causes
radio interference. In addition, the locations
which will suffer from said interference cannot be
identified during initial environmental study
stages, so it is necessary to carry out further
studies at the time of more detailed planning.
(a) There are no archaeological, historical,
cultural, religiously significant remains, etc.
within the proposed route of this project.
(a) There is no scenery which requires any
particular consideration along the proposed route
of the project. However, it is possible that there
could be a negative effect on urban views while
the vehicles are travelling along the elevated
sections of the line, so it is necessary for the
structures, station building designs, etc. to be in
harmony with the surrounding scenery.
(a)(b) There are no ethnic minorities or
indigenous residents within the proposed route.
people
taken?
(b) Are various rights about the land and
resources of ethnic minorities and
indigenous people respected?
(6) Labor
(a) Are the laws on the labor environment of
environment the interested states which should be
observed in the project protected?
(b) Are the measures of the safety
consideration in the hardware aspect to
project authorized personnel, such as
installation of the safety equipment
concerning industrial accident prevention
and management of harmful substances
taken?
(c) Are the measures in the software aspect
to project related personnel, such as
implementation of safety and health plan
and safety training to workers (including
traffic safety and public health sanitation)
planned and carried out?
(d) Are the appropriate measures taken so
that the security staff related to the project
may not infringe on the safety of project
related personnel and local residents?
(a)Y
(b)Y
(c)Y
(d)Y
(a)Y
(b)N
(c)Y
(d)Y
(2)
(a) Is the business operator's monitoring
Monitoring planned and carried out to the items which
can be subject to the influence among the
above-mentioned environment items?
(b) Are the items of the plan concerned,
methods, frequency, etc. judged to be
appropriates?
(c) Is the business operator's monitoring
system (organization, staffs, equipment,
budgets, etc. and those continuity)
established?
(d) Are the methods, frequency, etc. of the
report from the business operator to
competent authorities etc. specified?
(a)Y
(b)Y
(c)Y
(d)Y
5 Others
(1) Influence (a) Are the relief measures for
under
contamination during construction (noise,
construction vibration, muddy water, dust, exhaust gas,
waste substance, etc.) prepared?
(b) Is the natural environment (ecosystem)
affected adversely by construction? Are
relief measures to reduce impacts prepared?
(c) Is the social environment affected
adversely by construction? Are relief
measures to reduce impacts prepared?
(d) Is road traffic congestion generated by
construction, and are relief measures to
reduce impacts prepared?
4-14
(a) This project is a public transportation project,
and the project will adhere to the laws of the
country by following the examples of the work
environments of the existing railways, buses and
other transportation systems.
(b) The country already features an operating
railway system, so safety considerations such as
installation of safety equipment for preventing
industrial accidents, management of hazardous
substances, etc., and other tangible safety
considerations for project participants are already
in place.
(c) As stated above, the country already features
an operating railway system, so health and safety
plan enactment, implementation of safety training
for workers, and other intangible measures for
project participants are already planned or
implemented.
(d) It is necessary to implement thorough training
for project security personnel to ensure that they
do not in any way endanger the safety of project
participants or local residents.
(a) Measures will be implemented to alleviate
pollution during construction. Measures to
prevent and alleviate environmental pollution will
be sufficiently studied when enacting a
construction plan.
(b) As the construction is occurring within an
urban area, there is expected to be almost no
negative effect on any ecosystems.
(c)(d) Because the main installation space is road,
there are concerns that traffic restrictions, etc.
during the construction period may result in
traffic congestion. A plan for transport of
materials and equipment, installation
construction, etc. will be established before
commencement of construction, and detour signs,
etc. will be used to minimize the impact on
traffic.
(a)(b)(c)(d) For environmental monitoring, laws
are already in place from existing railway
constructions, and this product must plan and be
implemented with consideration of and learning
from past experiences and projects.
6
(1)
Reference
of other
environme
ntal
check-lists
Important Matters
(2) Notes
for
environme
ntal
check-list
use
(a) If necessary, additional items can be
evaluated by checking the appropriate
checklist relating to forestry (when
accompanied by large-scale deforestation)
(b) If necessary, additional items can be
evaluated by checking the appropriate
checklist relating to the distribution and
transmission of electrical power (when
accompanied by construction of distribution
and transmission of electrical power and
distribution institution etc.).
(a) If necessary, the effects of trans
boundary or global environmental issues
shall also be checked (when the elements
concerning the problem of cross-border
processing of waste substances, acid rain,
ozone layer depletion, and global warming
can be considered etc.).
(a)Y
(b)Y
(a) The proposed route is mainly through urban
area, so no large scale deforestation, etc. will
occur.
(b) The proposed route will be elevated, and it
will be necessary to reroute power transmission
lines where they interfere with railway
constructions. (Relevant items from the Power
Transmission and Distribution Lines checklist are
shown in Table 4-11.)
(a)N
(a) The project aims to convert passengers and
cargo from automobile traffic, and so will
contribute to reduction of greenhouse gases.
Note 1)
Regarding the term “Country's Standards” mentioned in the above table, in the event that environmental standards in the
country where the project is located diverge significantly from international standards, appropriate environmental considerations are
required to be made.
In cases where local environmental regulations are yet to be established in some areas, considerations should be made based on
comparisons with appropriate standards of other countries (including Japan's experiences).
Note 2)
Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item
taking into account the characteristics of the project and the particular circumstances of the country and locality in which it is located.
Source: Study Team
In JICA's Guidelines for Environmental and Social Considerations (railways) "6. Important Points (1) Refer
to other environmental checklists", there are also relevant areas in "Power Transmission and Distribution
Lines", so the related items were extracted and are presented in Table 4-11.
Classifi
cation
3 Natural Environment
Table 4-11 JICA Guideline Checklist
(Other Relevant Fields (Power Transmission and Distribution Lines Extracts))
Concrete environmental social consideration
Environment
Yes:Y
(Reasons why of Yes/No, basis, relief
Main Matters to be Checked
item
No:N
measures, etc.)
(a) Is there any geological area where
(4)
(a)N
(a) In areas where power transmission line
Geographical earth-and-sand collapse and landslide
(b)Y
switching construction is required, construction
are likely produced on the route of
feature and
(c)Y
methods will be planned to ensure that slope
power transmission and distribution
geology
failures and landslides do not occur in areas prone
line? When bad, are appropriate
to such.
measures taken into consideration by
(b)Sufficient consideration will be made in plans to
the construction method etc.?
prevent slope failures and landslides in foundation
(b) Are earth-and-sand collapse and the
and tunnel construction.
landslide produced by such
(c) Plans will be drawn up to protect against erosion
engineering-works as banking, earthin soil dumps for tunnel construction.
cutting, etc.? Are the appropriate
measures for preventing earth-and-sand
collapse and landslide taken into
consideration?
(c) Is soil runoff from the bank, earthcutting, soil disposal area, and the
earth-and-sand extraction place
produced? Are the appropriate
measures for preventing sediment
discharge taken?
Source: Study Team
4-15
4.3.2 Comparative Investigation of Other Options with Smaller Effect on Environmental and Social Aspects
In Option-1, 2 and 3 for the route plans under examination, this study recommended Option-2 based on
population concentration, installation space, connection with existing lines and other factors. Here we will
compare this with Option-1 and 3 based on environmental and social aspects.
(1) Comparative Investigation Route
The routes subject to comparative investigation are as follows.
・Option-1: Sta Mesa-Boni Ave.-Ortigas CBD-Ortigas Ave.-Taytay
・Option-2 (Route recommended in this study): V. Mapa- Shaw Blvd-Ortigas CBD-Ortigas Ave.-Taytay
・Option-3: Gilmore-Ortigas Ave.-Taytay
(2) Comparative Investigation of Alternate Proposals
Results of comparison with Option-1 and Option-3 on environmental and social aspects are shown in Table
4-12.
Figure 4-3 shows the locations of required land acquisition. The area of required land acquisition and category
of building were simply investigated especially for impacted area by using aerial photo, and further detail
investigation for the locations and areas of required land acquisition should be conducted considering the
construction materials carry-in and storing site during the construction period.
Table 4-12 Comparison of Options
Evaluation Index
Condition of land use
Route length (km)
(underground section)
Condition of introducing
space (road)
Land acquisition
Option-1
Option-2
Central: commercial and
business area, low to
high-rise residential area
Central: commercial and
business area, low to
high-rise residential area
Suburban: low to highrise residential area
Suburban: low to highrise residential area
19.6
(2.5)
Road in city is
comparatively narrow.
1,930 m2
18.4
(2.2)
Road in city is
comparatively narrow.
1,230 m2
Affected property (required
22 properties
number of resettlement)
Evaluation
Required land acquisition
and affected house are
comparatively large.
Although this route will
highly contribute to the
reduction of traffic
congestion and
passenger’s convenience.
15 properties
comparatively large.
Although this route will
contribute to the
reduction of traffic
congestion and
passenger’s convenience.
Source: Study Team
4-16
Option-3
Central: luxury residential
area, leisure facility
(slightly far from
commercial and business
area)
Suburban: low to high-rise
residential area
14.8
(0.0)
Road in city is wide.
None
None
comparatively small. But
this route has issues of
demand and passenger’s
convenience owing to the
distance from city center.
Figure 4-3
Locations of Required Land Acquisition
(l)
(k)
(j)
(h)
(g)
(m)
(i)
(f)
(a)
(e)
(d)
(b)
(c)
Option-1(City area)
Option-2(City area)
Location
Area
(m2)
Number of
affected
properties
(a)
(b)
(c)
(d)
(e)
(f)
(g)
480
20
180
400
670
20
80
1
1
3
2
6
2
6
Factory/warehouse
Factory/warehouse
Medium-rise residence
Low-rise residence
Low-rise residence
Low-rise residence
(h)
80
1
Low-rise residence
Total
1930
22
Land use
Location
Area
(m2)
Number of
affected
properties
(i)
(j)
(k)
(l)
Total
290
290
230
420
1230
2
5
3
5
15
Land use
Mall/Station of MRT Line 3
Low-rise residence
Option-3(City area)
Location
Area
(m2)
Number of
affected
properties
0
0
Land use
Option-1,2 and 3(Suburb)
Location
Area
(m2)
Number of
affected
properties
Land use
(m)
800
3
Factory/Office
Source: Study Team
4.3.3
Important Points for Environmental Aspects Related to Implementation of a Railway System Project in the
Manila Metropolitan Area
There are 3 particular points to be given attention in terms of environmental and social aspects when
implementing a railway system project in the Manila metropolitan area which are (1) land acquisition/resident
relocation, (2) construction in the Laguna Lake basin, and (3) effects on drainage canals.
(1) Land Acquisition / Resident Relocation
The plan is designed to minimize the need for land acquisition and resident relocation as much as possible
by using the AGT installation space as roadway, however narrow road areas, curves, and other features
may have effects on these requirements. Quickly implementing in accordance with Philippines land
acquisition and resident relocation procedures will contribute to shortening construction periods and
reducing construction costs. It is desirable to take advantage of experience in constructing LRT1, LRT2
and MRT3 and coordinate accordingly.
4-17
(2) Construction in the Laguna Lake Basin
Because this project site is approximately 18 km long from Manila City to Taytay City and located in
the Laguna Lake basin, it is necessary to apply for project implementation and receive authorization
from the Laguna Lake Development Authority (LLDA).
(3) Effects on Drainage Canals
The Manila metropolitan area has drainage canals in place as an anti-flood measure, so it is necessary to
exercise caution when implementing this project to ensure there is no effect on these drainage canals.
4-18
4.4
Host Country Environmental and Social Consideration Related
Regulations
4.4.1 Environmental Administration Organizations
The Philippines government environmental organization is the Department of Environment and Natural
Resources (DENR), which was established in June 1987 in accordance with government ordinance 192. The
organizations main purposes are the management and supervision of the study, development, usage and
protection of the country's natural resources. In addition, the Environmental Management Bureau (EMB),
which is an organization which exists inside the DENR, plays a central role in environmental regulation in
addition to implementing environmental assessment systems, etc.
An organization chart of the DENR is shown in Figure 4-4 and of the EMB in Figure 4-5.
Figure 4-4 ENR Organization Chart
National Mapping and
国家地理資源
Resource Information
情報庁
Authority
Related
Organizations
関連組織
Undersecretary
事務次官
Laguna Lake
ラグナ湖開発庁
Development
Authority
Land Registration
土地登録庁
Authority
Philippine Mining
フィリピン鉱業
Development
開発会社
Corporation
Natural Resources
天然資源
Development
開発会社
Corporation
Main Divisions
基幹部局
Ecosystems Research
生態系調査
and Development
・開発局
Bureau
Forest Management
森林管理局
Bureau
Protected
Areas and
保護区・
Wildlife
Bureau
野生生物局
Land Management
土地管理局
Bureau
Regional Environment
地方環境・天然
and Natural Resources
資源局
Office
Environmental
環境管理局
Management
Bureau
Mines and Geosciences
鉱物・地球科学局
Bureau
Provincial Environment
州環境・天然
and Natural Resources
資源局
Offices
Regional
環境管理局
Environmental
地方局
Management
Bureaus
Regional Mines and
鉱物・地球科学局
Geosciences
Bureaus
地方局
City Environment and
市環境・天然
Natural Resources
資源局
Offices
Source: DENR
Figure 4-5 EMB Organization Chart
Environmental環境管理局長
Management Bureau Director
Environmental Management
Bureau Assistant Director
環境管理局副局長
National Solid Waste
国家固形廃棄物管理
Management Committee Office
公害裁定委員会
Pollution
Adjudication Board
委員会事務局
Environmental Impact
環境影響評価
Assessment and Management
・管理課
Division
Environmental Standards
環境基準課
Division
事務局
Environmental Education
環境教育・情報課
and
Information Division
Research and
調査開発課
Development
Division
Environmental 環境管理局−地方局
Management Bureau – Regional Bureaus
Source: EMB
4-19
Admin and Finance
総務・財務課
Division
Legal
Division
法制度課
4.4.2 Environmental and Social Consideration Related Regulations
Major environmental and social consideration related regulations in the Philippines are shown in Table 4-13.
Table 4-13
Major Environmental and Social Consideration Related Regulations in the Philippines
Year of
Regulation
Regulation name/Regulation details
issue
Basic Policy
Presidential Decree No. 1152
1977
Executive Order No. 192
1987
Philippine Environmental Code
Department of Environment and Natural Resources
Reorganization
Conservation/Biodiversity/Forestry
1975
Revised Forestry Code
1976
Water Code
Republic Act No. 7586
1992
The National Integrated Protected Areas System Act
2001
Wildlife Resources Conservation and Protection Act
Pollution Related
Toxic Substances and Hazardous and Nuclear
1990
1999
Clean Air Act
2001
Ecological Solid Waste Management Act
2004
Clean Water Act
2006
Biofuels Act
2008
Renewable Energy Act
2009
Climate Change Act
Wastes Control Act
Climate Change/Global Warming
Environmental Assessment
1978
Department of Environment and Natural
Resources Administrative Order No. 2003-
Establishing an Environmental Impact Statement
System
Implementing Rules and Regulations (IRR) for the
2003
30
Philippine Environmental Impact Statement (EIS)
System
Land Acquisition/Resident Relocation
Establishing A Uniform Basis for Determining Just
1978
Compensation and the Amount of Deposit for
Immediate Possession of the Property Involved in
Eminent Domain Proceedings
1992
Urban Development and Housing Act
An Act to Facilitate the Acquisition of Right-of-
2000
Way, Site or Location for National Government
Infrastructure Projects and for Other Purposes
4-20
Department of Public Works and Highways
Department Order 5
2003
Guidelines for Acquisition of Land for DPWG
Projects
Native Peoples
1997
Indigenous People Rights Act
Environmental Standards
1990
34
1990
35
Fresh water environmental standards, seawater
environmental standards
Effluent standards (protected bodies of water,
standard bodies of water)
1994
Water quality standards for drinking water
2000
Air environment standards, exhaust gas standards
26A
Resources Administrative Order No. 200081
Presidential Decree (PD), Executive Order (EO), Republic Act (RA), DENR (Department of Environment and
Natural Resources) Administrative Order (DAO), DPWH (Department of Public Works and Highway)
Administrative Order
Source: Relevant Bureau Websites
4.4.3 Resident Relocation Procedures in the Philippines
There is no government organization which specializes in land acquisition and resident relocation in the
Philippines, instead each project implementing organization carries out land acquisition and resident
relocation on their own. The only organization which has established procedures for land acquisition and
resident relocation is the Department of Public Works and Highways (DPWH), and other organizations carry
out the procedures in accordance with the DPWH procedures and lending agency guidelines.
(1) Land Acquisition in Accordance with the Act to Facilitate the Acquisition of Right-of-Way, Site or Location
for National Government Infrastructure Projects and for Other Purposes
Procedures for land acquisition in accordance with the Act to Facilitate the Acquisition of Right-of-Way, Site
or Location for National Government Infrastructure Projects and for Other Purposes are as follows.
1) As the first option, the project implementer verifies with the land owner if they wish to transfer the estate.
2) In the event the land owner refuses to transfer the estate, a compensation amount calculated based a
zonal value stipulated by the Bureau of Internal Revenue (BIR) shall be presented to the land owner
for negotiation.
3) If the compensation amount stipulated by the Bureau of Internal Revenue (BIR) is refused, the project
implementer shall negotiate with the land owner at a price range equal to or below the appropriate
market value. The project implementer can request an assessment of the appropriate market value of
4-21
the land from government or private organizations. The negotiation period is a maximum of 15 days.
4) If the land owner does not agree with the compensation amount, arbitration shall be sought by the
court of jurisdiction. The court shall calculate the compensation amount within 60 days, and the land
acquisition shall be completed through payment of the compensation amount to the land owner.
(2) Land Acquisition in Accordance with the IROW Procedural Manual (2003) (DPWH)
Procedures for land acquisition and resident relocation in accordance with the DPWH IROW Procedural
Manual (Infrastructure Right-Of-Way) are as follows.
1) Implementation of a land survey and creation of reports
2) Creation of Land Acquisition Plan and Resettlement Acton Plan (LAPRAP)
3) Land acquisition through negotiation
4) Compulsory expropriation (when the land owner refuses the 2nd proposal during negotiations)
(3) Relocation of Illegal Occupants
Handling of illegal occupants is mainly carried out in accordance with Republic Act No. 7279. With the
enactment of this law, it is no longer possible to refuse to provide a relocation destination and compel
relocation of illegal occupants. Provision of a relocation destination is generally the responsibility of local
government, with support by the National Housing Authority (NHA) and Housing and Urban Development
Coordinating Council (HUDCC).
(4) Details of Host Country EIA etc. Required for Project Implementation
The Philippines applies the Philippines Environmental Impact Statement System (PEISS) to joint government
and private sector projects which may pose a risk to nature, society or the environment. The Philippines EIA
details required for the implementation of this project are as follows.
4.4.4
Procedures for Environmental Impact Assessment System Implementation
Philippines EIA procedures consist of 6 stages of (a) screening, (b) scoping, (c) EIA implementation and
report preparation, (d) environmental assessment report investigation and assessment, (e) decision-making,
and (f) monitoring and assessment screening after issuance of an Environmental Compliance Certificate
(ECC). The procedures for the first 5 stages are all items necessary when the project implementer applies for
the ECC or Certificate of Non-Coverage (CNC). Figure 4-6 shows the implementation flow for EIA
procedures.
4-22
Figure 4-6
Philippines EIA Implementation Flow
スクリーニング
Screening
Environmental assessment
環境アセスメント必要なし
not required
環境アセスメント必要
required
Environmental
環境アセスメント
スコーピング
assessment
scoping
環境アセスメント/
Creation
of reports necessary
for environmental
ECC取得に必要な
assessment/ECC
acquisition
報告書の作成
住
民
参
加
環境アセスメント報告書
reports
review/assessment
のレビュー、評価
(DENR-EMB)
（DENR-EMB）
location changes
ECC issuance
ECC発行拒否
refusal
ECC
issuance
ECCの発行
DENR-EMBによる提言或い
Suggestions or orders
は命令
from DEN-EMB
Resident participation
Project plan
changes/project
事業計画の変更/
implementation
事業実施地の変更
関連する他の機関から求められる許可及び認可の取得
Authorization
and approval required by other related organizations
Project
事業の拡張/変更
expansion/changes
Project
事業の実施
implementation
Environmental impact
環境影響モニタリング及び評価監査
monitoring and assessment
studies
事業実施者による活動
Project implementer activities
DENR-ENBによる活動
DENR-EMB activities
Project implementer activities outside of EIA process scope
事業実施者による活動であるが、EIAﾌﾟﾛｾｽ範囲外
Resident participation
住民参加
Source: Created by Study Team based on Revised Procedural Manual for DAO 03-30, 2008
The maximum number of days required for DENR-EMB screening procedures are shown in Table 4-14.
Table 4-14 Maximum Number of Days Required for DENR-EMB Screenings
Review/Assessment procedures
Estimated maximum number of days
required for procedures
Screening procedures by EMB
90 days
Approval of proposal
15 days
Issuance of statements of intent
15 days
Source: Revised Procedural Manual for DAO 03-30, 2008
(1) Projects Subject to Environmental Assessment (EIA) Implementation
Projects which may have significant impact on the environment (Environmentally-Critical Projects/ECPs)
and projects which occur in Environmentally-Critical Areas (ECAs) are subject to EIA implementation in the
Philippines. The AGT introduction project in this project proposal requires EIA implementation as shown in
Table 4-15.
4-23
Table 4-15 Environmentally Critical Projects (ECPs) (Infrastructure Project Framework)
Project Type
Large Scale Dams
Scale
Submerged area 25 ha or more
Or 20 million m3 or greater
Natural Gas Thermal Power Plants
50 MW or more
Other Thermal Power Plants
30 MW or more
Hydroelectric Power Plants
Filling of 20 million m3 or greater
Large Scale Reclamation Works
50 ha or more
New Construction of Bridges and Elevated
10 km or more
Bridges
New Construction of Roads
20 km or more
(10 km or more in dangerous slope areas)
Tunnels, Underpasses, Railways
1 km or more
(2) Materials Required for EIA Approval
In order to implement the project it is necessary to carry out an EIA and receive an Environmental Compliance
Certificate (ECC). Issuance of an ECC is decided upon by the DENR-EMB after screening of project report
details. In PEISS, projects are divided into 5 project groups according to project type and project location as
shown in Table 4-16.
Table 4-16 Project Groups under PEISS
Group I
Group II
Group III
Group IV
Group V
All ECP projects including ECAs and NECAs (Non-ECAs)
Projects which pose a risk of serious environmental impact among ECAs (NECP:
Non-ECP)
NECP projects in areas where no risk of serious environmental impact is
expected (NECA)
Joint projects (Projects implemented and managed by multiple project
implementers within a single area. Applies to economic development zones and
industrial complexes)
Other projects
The AGT project falls under group I, so the following 5 materials are required for ECC.
i) Environmental Impact Statement (EIS)
ii) Programmatic Environmental Impact Statement (PEIS)
iii) Initial Environmental Examination Report (IEER)
iv) IEE Checklist (IEEC)
v) Project Description Report (PDR)
4-24
4.5
Items the Relevant Country (Implementing Organization, Other
Organizations) Must Accomplish in order to Realize Project
The items that the Indian government must accomplish in order to realize this project are shown in Table 417.
Table 4-17
Items that Must be Accomplished by the Government in order to Realize the Project
Relevant
Stage
Implementation item
Period
organization
Detailed
Environmental Project classification (screening)
DOTC
10-15 working
Design
impact
EIA scope verification
days
assessment
Scoping
DOTC
40-45 working
(EIA)
DENR-EMB
days
EIA implementation
DOTC
60-90 working
days
EIS receipt/document verification
DENR-EMB
3-7 working
days
EIS assessment
DENR-EMB
40 working
days
Screening by EIA assessment committee EMB EIARC 10-15 working
(EIARC)
days
Requests for additional materials,
compilation of screening results, etc.
Issuance/refusal of environmental
DENR
10-15 working
compliance certificate (ECC)
Secretary
days
Issuance of environmental compliance
DENR-EMB
5-7 working
certificate (ECC) approval letter
days
Land
Surveying, impact scope study, property DOTC
6 months
acquisition
study
and resident
DOTC
12 months
Preparation of relocation destination,
relocation
acquisition of land, implementation of
resident relocation plan
Before construction
Utility transfer authorization
DOTC
3 months
commencement
Roadside tree felling authorization
DENR−FMB 1 month
Waste processing authorization
1 month
DENR−
EMB
Road occupancy authorization/traffic
MMDA
1 month
restriction authorization
Source: Study Team
4-25
Chapter 5
Financial and Economic Evaluation
5.1
Estimation of Project Cost
5.1.1 Construction Cost
The construction unit cost is estimated based on both the actual cost for the construction of similar projects
in Asia and current unit cost of railway projects in Philippines. The construction cost is estimated for Option2 which is selected in Section 3.3.1 as the proposed route.
The general assumptions for the construction cost estimation are as follows:
- Base year of estimation: October 2014
- Exchange rates: Following exchange rates are adopted based on the monthly average of October 2014.
1.00 US$ = 42.41 Php = 108.99 Yen
1.00 Php = 0.02 US$ = 2.57 Yen
1.00 Yen = 0.01 US$ = 0.39 Php
- Consulting fee: The consulting fee is estimated as 4% of the sum of the construction cost excluding land
cost.
- Contingency: The contingency is estimated as 5% of the sum of the construction cost excluding land cost,
and of the consulting fee.
- Taxes: Value Added Tax (VAT) of 12% is applied for the sum of the construction cost, consulting fee and
contingency. The import duty of 12% is applied for foreign currency (F/C) portion of the construction cost.
Table 5-1 shows the unit cost and quantity of the construction cost. Construction costs of the project are shown
in Table 5-2 (in US$) and Table 5-3 (in Peso).
Table 5-1 Unit Cost and Quantity of the Construction Cost
Unit Cost
Item
Unit
Civil Construction Cost
(1) Main line (elevated section)
km
(2) Main line (underground section)
km
(3) Station
set
(4) Depot
LS
(5) Environmental mitigation and compensation
LS
E&M/Rolling Stock Cost
(6) Rolling stock
car
(7) Power supply system
km
(8) Signalling and telecommunication
km
(9) AFC
set
(10) Maintenance equipment (depot)
LS
Land Cost
(11) Depot
ha
(12) House
ha
Source: Study Team
5-1
L/C
(Million Peso)
Quantity
634.63
1,050.00
137.50
1,493.20
0.00
550.93
918.29
126.07
829.88
46.69
16.20
2.20
12.00
1.00
1.00
180.00
641.67
598.33
115.38
700.00
0.00
64.85
56.58
11.67
116.73
144.00
18.40
18.40
12.00
1.00
0.00
0.00
60.00
1,000.00
6.000
0.123
F/C
(Million Yen)
Table 5-2 Construction Cost (in US$)
Unit: Million US$
Year
Item
2017
F/C
2018
L/C
F/C
2019
L/C
F/C
2020
L/C
F/C
2021
L/C
F/C
2022
L/C
F/C
Total (2017 to 2022)
L/C
F/C
L/C
Total
Land Cost
1. Land cost
0.0
11.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
11.4
11.4
2. Main line (elevated)
2.8
6.3
6.6
14.7
42.4
94.7
42.4
94.7
0.0
0.0
0.0
0.0
94.3
210.5
304.8
3. Main line (underground)
0.6
1.4
1.5
3.3
9.5
21.4
9.5
21.4
0.0
0.0
0.0
0.0
21.2
47.6
68.8
4. Station
0.5
1.1
0.8
1.8
4.5
10.7
4.5
10.7
4.8
11.4
0.0
0.0
15.1
35.7
50.8
5. Depot
0.4
0.6
1.6
2.3
8.2
11.7
3.4
4.9
0.0
0.0
0.0
0.0
13.7
19.6
33.3
6. Environmental mitigation
0.0
0.0
0.0
0.0
0.0
0.3
0.0
0.3
0.0
0.3
0.0
0.2
0.0
1.1
1.1
7. Total of civil
4.3
9.4
10.5
22.2
64.7
138.9
60.0
132.0
4.8
11.7
0.0
0.2
144.4
314.4
458.8
8. Rolling stock
0.0
0.0
9.5
0.0
64.2
0.0
64.2
0.0
64.2
0.0
35.7
0.0
237.8
0.0
237.8
9. Power supply system
0.0
0.0
10.8
2.8
37.9
9.8
37.9
9.8
21.7
5.6
0.0
0.0
108.3
28.1
136.5
10. Signal. and telecom.
0.0
0.0
0.0
0.0
0.0
0.0
36.4
8.8
36.4
8.8
28.3
6.9
101.0
24.5
125.6
11. AFC
0.0
0.0
2.2
0.6
4.2
1.1
4.2
1.1
2.2
0.6
0.0
0.0
12.7
3.3
16.0
12. Maintenance equipment
0.0
0.0
0.0
0.0
1.3
0.6
1.9
0.8
3.2
1.4
0.0
0.0
6.4
2.8
9.2
13. Total of E&M/RS
0.0
0.0
22.5
3.4
107.6
11.5
144.6
20.6
127.6
16.4
64.0
6.9
466.3
58.7
525.0
14. Total of civil and E&M/RS
4.3
9.4
33.0
25.6
172.4
150.3
204.6
152.6
132.5
28.1
64.0
7.1
610.6
373.2
983.8
15. Consulting fee (4%)
0.2
0.4
1.3
1.0
6.9
6.0
8.2
6.1
5.3
1.1
2.6
0.3
24.4
14.9
39.4
16. Contingency (5%)
0.2
0.5
1.7
1.3
9.0
7.8
10.6
7.9
6.9
1.5
3.3
0.4
31.8
19.4
51.2
17. Taxes
1.1
1.2
8.3
3.4
43.3
19.7
51.4
20.0
33.3
3.7
16.1
0.9
153.3
48.9
202.2
18. Grand total
5.8
22.9
44.3
31.3
231.5
183.9
274.7
186.7
177.9
34.4
85.9
8.6
820.1
467.8
1,287.9
5-2
Remarks:
7. Total of civil=2.+3.+4.+5.+6.
13. Total of E&M/RS=8.+9.+10.+11.+12.
14. Total of civil and E&M/RS=7.+13.
15. Consulting fee (4%)＝14.*4%
16. Contingency (5%)=(14.+15.)*5%
17. Taxes=(14.+15.+16.)*12% (VAT) +(F/C portion of 14.)*12% (import duty)
18. Grand total=1.+14.+15.+16.+17.
Source: Study Team
Table 5-2 (continued) Construction Cost (in US$)
Unit: Million US$
Year
Item
2028
F/C
Total (2017 to 2022, 2028)
L/C
F/C
L/C
Total
Land Cost
1. Land cost
0.0
0.0
0.0
11.4
11.4
0.0
0.0
94.3
210.5
304.8
0.0
0.0
21.2
47.6
68.8
4. Station
0.0
0.0
15.1
35.7
50.8
5. Depot
0.0
0.0
13.7
19.6
33.3
0.0
0.0
0.0
1.1
1.1
7. Total of civil
0.0
0.0
144.4
314.4
458.8
69.4
0.0
307.2
0.0
307.2
0.0
0.0
108.3
28.1
136.5
0.0
0.0
101.0
24.5
125.6
11. AFC
0.0
0.0
12.7
3.3
16.0
0.0
0.0
6.4
2.8
9.2
13. Total of E&M/RS
69.4
0.0
535.7
58.7
594.4
69.4
0.0
680.0
373.2
1,053.2
2.8
0.0
27.2
14.9
42.1
3.6
0.0
35.4
19.4
54.8
17. Taxes
17.4
0.0
170.7
48.9
219.6
18. Grand total
93.2
0.0
913.3
467.8
1,381.1
5-3
8. Rolling stock
Remarks:
7. Total of civil=2.+3.+4.+5.+6.
13. Total of E&M/RS=8.+9.+10.+11.+12.
Source: Study Team
16. Contingency (5%)=(14.+15.)*5%
18. Grand total=1.+14.+15.+16.+17.
Table 5-3 Construction Cost (in Peso)
Unit: Million Peso
Year
Item
2017
F/C
2018
L/C
F/C
2019
L/C
F/C
2020
L/C
F/C
2021
L/C
F/C
2022
L/C
F/C
合計(2017∼2022)
L/C
F/C
L/C
計
Land Cost
1. Land cost
0.0
483.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
483.0
483.0
120.0
267.8
280.0
624.8
1,800.2
4,016.3
1,800.2
4,016.3
0.0
0.0
0.0
0.0
4,000.4
27.0
60.6
62.9
141.4
404.5
909.1
404.5
909.1
0.0
0.0
0.0
0.0
898.8
2,020.2
2,919.1
4. Station
19.3
45.4
32.1
75.6
192.6
453.9
192.6
453.9
205.4
484.1
0.0
0.0
642.0
1,512.8
2,154.9
5. Depot
17.4
24.9
69.7
99.6
348.6
497.9
145.3
207.5
0.0
0.0
0.0
0.0
581.0
829.9
1,410.9
0.0
1.4
0.0
1.9
0.0
11.7
0.0
11.7
0.0
11.7
0.0
8.4
0.0
46.7
46.7
183.7
400.0
444.8
943.3
2,745.9
5,888.8
2,542.5
5,598.4
205.4
495.8
0.0
8.4
6,122.2
13,334.7 19,456.9
8. Rolling stock
0.0
0.0
403.4
0.0
2,723.1
0.0
2,723.1
0.0
2,723.1
0.0
1,512.8
0.0 10,085.6
0.0 10,085.6
0.0
0.0
459.4
119.3
1,607.9
417.6
1,607.9
417.6
918.8
238.7
0.0
0.0
4,594.0
1,193.3
5,787.3
0.0
0.0
0.0
0.0
0.0
0.0
1,542.2
374.8
1,542.2
374.8
1,199.5
291.5
4,283.8
1,041.1
5,324.9
11. AFC
0.0
0.0
91.6
23.8
177.8
46.2
177.8
46.2
91.6
23.8
0.0
0.0
538.8
140.1
678.8
0.0
0.0
0.0
0.0
54.5
23.3
81.7
35.0
136.2
58.4
0.0
0.0
272.4
116.7
389.1
13. Total of E&M/RS
0.0
0.0
954.4
143.1
4,563.3
487.2
6,132.7
873.7
5,411.9
695.6
2,712.3
291.5 19,774.6
2,491.2 22,265.7
183.7
400.0
1,399.2
1,086.4
7,309.1
6,376.0
8,675.2
6,472.0
5,617.3
1,191.4
2,712.3
299.9 25,896.8
15,825.9 41,722.6
7.3
16.0
56.0
43.5
292.4
255.0
347.0
258.9
224.7
47.7
108.5
12.0
1,035.9
633.0
1,668.9
9.6
20.8
72.8
56.5
380.1
331.6
451.1
336.5
292.1
62.0
141.0
15.6
1,346.6
822.9
2,169.6
46.1
52.4
351.3
142.4
1,834.9
835.5
2,177.8
848.1
1,410.2
156.1
680.9
39.3
6,501.1
2,073.8
8,574.9
246.7
972.3
1,879.2
1,328.7
9,816.5
7,798.1
11,651.1
7,915.6
7,544.3
1,457.1
3,642.7
7. Total of civil
8,925.0 12,925.4
5-4
17. Taxes
18. Grand total
Remarks:
7. Total of civil=2.+3.+4.+5.+6.
13. Total of E&M/RS=8.+9.+10.+11.+12.
16. Contingency (5%)=(14.+15.)*5%
18. Grand total=1.+14.+15.+16.+17.
Source: Study Team
366.8 34,780.4
19,838.7 54,619.1
Table 5-3 (continued) Construction Cost (in Peso)
Unit: Million Peso
Year
Item
2028
F/C
Total (2017 to 2022, 2028)
L/C
F/C
L/C
Total
Land Cost
1. Land Cost
0.0
0.0
0.0
483.0
483.0
0.0
0.0
4,000.4
8,925.0
12,925.4
0.0
0.0
898.8
2,020.2
2,919.1
4. Station
0.0
0.0
642.0
1,512.8
2,154.9
5. Depot
0.0
0.0
581.0
829.9
1,410.9
0.0
0.0
0.0
46.7
46.7
7. Total of civil
0.0
0.0
6,122.2
13,334.7
19,456.9
0.0 13,027.2
0.0
13,027.2
5-5
8. Rolling stock
2,941.6
0.0
0.0
4,594.0
1,193.3
5,787.3
0.0
0.0
4,283.8
1,041.1
5,324.9
11. AFC
0.0
0.0
538.8
140.1
678.8
0.0
0.0
272.4
116.7
389.1
2,491.2
25,207.4
13. Total of E&M/RS
2,941.6
0.0 22,716.2
2,941.6
0.0 28,838.4 15,825.9 44,664.3
117.7
0.0
1,153.5
633.0
1,786.6
153.0
0.0
1,499.6
822.9
2,322.5
17. Taxes
738.5
0.0
7,239.6
2,073.8
9,313.4
18. Grand total
Remarks:
3,950.7
0.0 38,731.2 19,838.7 58,569.8
7. Total of civil=2.+3.+4.+5.+6.
13. Total of E&M/RS=8.+9.+10.+11.+12.
Source: Study Team
16. Contingency (5%)=(14.+15.)*5%
18. Grand total=1.+14.+15.+16.+17.
5.1.2 Operation and Maintenance Cost
The operation and maintenance cost for the proposed project are estimated based on the operation plan
described in Section 3.4 8. The principal components of the O&M cost are labour for both operation and
maintenance, spare parts and consumables, and power consumption for both rolling stock and other facilities.
It is assumed that rental of office will not be necessary as such facilities will be built within the depot.
However, an extra security (professional guards) will be needed. The main parameters used to determine the
cost are the track length, number of stations, number of trains, train-km/year, number of RSS, etc. Except for
electrical power rates, the prices of each item are estimated using the current unit prices of existing similar
railway systems.
(1) Labour
The workforce needed to operate the EWR is determined based on standard needs for each department in the
organization chart. The manpower needed is considering for the operation and maintenance with
subcontractors for maintenance. Some of the functions could be subcontracted, as explained in previous
section in 3.4.8, but for purposes of the cost calculation we assume all personnel as in-house staff. The effect
on cost in the case of subcontracts is minimal and can be neglected.
Manpower for the administration and management is considered to be a constant number, independent of the
size of the system (length of tracks, number of stations, number of trains, etc.), but based on similar
organizational structures.
The staffing for other technical departments depends on the size of the system, and the ration is based on
detailed evaluation of duties, number of shifts, and number of persons needed for each task. For example, the
number of drivers is assumed to be 72 drivers for 20 train sets. The breakdown of staffing for the EWR for
opening year (2023) is shown in Table 5-4.
The cost of labour for opening year (2023) is estimated based on the average annual wages for different
categories of staff. These values are calculated based on a broad average market value of similar jobs in
Manila. The different average annual wages are shown in Table 5-5.
5-6
Table 5-4
Manpower Breakdown of EWR for Opening Year
Item
Main Parameter
Administration
Value
Ratio
Staff
Fixed
145
Station
84
Operation
Number of stations
12
3
36
AFC
Number of stations
12
4
48
Number of trains
20
3.6
72
Drivers
Engineering and Maintenance
108
Maintenance
Fixed
90
Engineering
Fixed
18
Cleaning Staff
Number of stations
12
13
156
12
17
204
Security
Stations
Number of stations
Total
Without Cleaning
Line length (km)
613
With Cleaning
Line length (km)
769
Source: Study Team
Table 5-5 Average Salaries for Different Staffing Categories
Average Salary
Annual Cost
Summary
Staff
Administration
145
367,816.00
0.9453
0.0087
53.333
137.067
1.258
Stations
84
222,222.00
0.5711
0.0052
18.667
47.973
0.440
Drivers
72
266,667.00
0.6853
0.0063
19.200
49.344
0.453
Maintenance
90
0.00
0.0000
0.0000
0.000
0.000
0.000
Engineering
18
333,333.00
0.8567
0.0079
6.000
15.420
0.141
Security
204
200,000.00
0..5140
0.0047
40.800
104.856
0.962
Cleaning Staff
156
133,333.00
0.3427
0.0031
20.800
53.456
0.490
Total
769
158.800
408.116
3.745
(Php/year)
(Mil.Yen/year) (Mil.US$/year) (Mil.Php/year)
(Mil.Yen/year) (Mil.US$/year)
Source: Study Team
(2) Spare Part (Materials)
The cost of spare parts is determined as an average ratio per several parameters, such as train maintenance,
track maintenance, train operation, etc. The cost for maintenance’s labours that assumed to be outsource
together with spare parts and consumables with maintenance expenses is estimated to be 7.891 million
US$ per year in case of 24 trains that consist of 144 cars and to be 10.093 million US$ per year in case of 31
trains that consist of 186 cars. The cost for the car overhaul for every 10 years is estimated to be 0.044 million
US$ per car.
5-7
(3) Power Consumption
The power consumption is estimated based on the operation plan. The power rate is 9 Php per kWh. This
power rate is provided by MERALCO as a reference. The total annual cost for power consumption is
estimated for EWR is shown in Table 5-6.
Table 5-6 Total Annual Cost of Power Consumption
Year
2023
2030
2035
2040
2045
2050
2053
Power Consumption
(MWh/year)
58,266
78,984
82,588
87,041
87,041
88,193
88,193
Million Php/year
524.394
710.856
743.292
783.369
783.369
793.737
793.737
Million Yen/Year
1,347.693
1,826.900
1,910.260
2,013.258
2,013.258
2,039.904
2,039.904
Million US$/Year
12.365
16.762
17.527
18.472
18.472
18.716
18.716
Source: Study Team
(4) Summary
The summary of O&M costs per train numbers and per item is presented in Table 5-7. The O&M cost for the
opening year 2023 would be around 24.001 million US$.
Table 5-7 Operation and Maintenance Cost
Unit: Million US$
Item / Year
2023
2030
2035
2040
2045
2050
2053
Manpower
3.745
3.895
3.921
3.946
3.971
4.021
4.072
Administration
1.258
1.258
1.258
1.258
1.258
1.258
1.258
Stations
0.440
0.440
0.440
0.440
0.440
0.440
0.440
Drivers
0.453
0.604
0.629
0.654
0.679
0.729
0.780
Engineering
0.141
0.141
0.141
0.141
0.141
0.141
0.141
Security
0.962
0.962
0.962
0.962
0.962
0.962
0.962
Cleaning Staff
0.490
0.490
0.490
0.490
0.490
0.490
0.490
Maintenance (Labor, Spare Parts, etc.)
7.891
7.891
7.891
7.891
10.093
10.093
10.093
Car Overhaul
0.000
1.321
0.000
1.057
1.057
0.000
0.000
Power Consumption
12.365
16.762
17.527 18.472
18.472
18.716
18.716
24.001
29.870
29.339 31.366
33.593
32.831
32.881
Total
Source: Study Team
5-8
5.2
Preliminary Economic and Financial Analyses
5.2.1 Preliminary Economic Analysis
(1) Methodology
The objective of the preliminary economic analysis is to analyse and evaluate the viability of implementing
this project from the viewpoint of national economy. A comparative analysis of costs and benefits both in the
case of executing the project ("With project") and not executing the project ("Without project") is carried out.
Economic Internal Rate of Return (EIRR), Benefit and Cost Ratio (B/C Ratio) and Economic Net Present
Value (ENPV) are estimated as the evaluation indexes.
(2) Premises
The preliminary economic analysis is carried out based on the following premises.
- Period of the Analysis: The period of the analysis is set at 36 years including the construction period from
2017 to 2022, and 30 years of operation from 2023 to 2052.
- Social Discount Rate (SDR): SDR of 15% is applied from “ICC Project Evaluation Procedures and
Guidelines” by The National Economic and Development Authority (NEDA). All costs and benefits are
discounted back at 15%. The EIRR is evaluated in comparison with the opportunity cost of capital, and SDR
is applied as the opportunity cost of capital in the analysis.
- Exchange Rate: Exchange rate is assumed to be 1.00 US$ = 42.41 Pesos = 108.99 Yen based on the monthly
average of October 2014.
- Economic Price: All costs are based on constant prices in 2014. All costs are classified as imported products
(foreign currency portion) or domestic products (local currency portion). The economic costs are calculated
excluding transferable items such as various taxes, import duties and subsidies etc., from the viewpoint of
the national economy. Economic price of imported products are estimated excluding import duties and value
added tax (VAT) from market price. Economic price of domestic products are estimated excluding VAT
from market price. 11% of insurance cost is excluded from labor cost of O&M cost.
- Inflation: Inflation is not considered in the economic analysis.
- Residual Value: The residual value in the last year (2052) of the analysis is counted as a negative
construction cost. The residual value is calculated based on the life cycle of the facilities as shown in Table
5-8.
Table 5-8 Life Cycle of Facilities
Item
Duration
Civil structure
50 years
Building
50 years
E&M system
30 years
Rolling stock
30 years
Source: Study Team
5-9
(3) Results of Economic Analysis
1)
Cases of the Analysis
In the analysis, costs and benefits are defined from the difference between the cases of "With project" and
"Without project". The cases are summarized as follows.
- "With project" is the case in which the proposed system is implemented and passenger transportation
services are provided through the proposed route.
- "Without project" is the case that the proposed project is not implemented and public transportation is served
by car, jeepney and bus using existing roads.
2) Project Costs
Project costs consist of construction and operation and maintenance (O&M) costs. All costs are shown in
economic price.
a)
Construction Cost
The construction cost of proposed system is summarized in Table 5-9. This construction costs include initial
construction costs from 2017 to 2022 and additional cost of 2028.
Table 5-9 Construction Cost of Proposed System (in Economic Price)
Unit: million US$
2017
2018
2019
2020
2021
2022
Total from 2017 to 2022
26.4
64.0
352.4
390.0
175.3
77.6
1,085.7
2028
75.7
1,161.5
Source: Study Team
b)
Operation and Maintenance (O&M) Cost
The O&M cost of proposed system in economic price is calculated excluding taxes and 11% of insurance cost
from estimation in previous section.
3) Project Benefits
The quantified benefits of Vehicle Operating Cost (VOC) savings and Transport Time Cost (TTC) savings
are estimated in the analysis.
a)
VOC Savings
The VOC savings are calculated by taking the difference in vehicle-km between "With project" and "Without
project" from the results of demand forecast. The unit of vehicle operating costs (Table 5-10) in 2014 price
are estimated based on the JICA report “Study on Railway Strategy for Clark-Metro Manila for the Greater
Capital Region in the Republic of the Philippines (2013)” and considering the inflation rate of 4.4% (20132014) from the central bank of the Republic of the Philippines.
5-10
Table 5-10 Unit of Vehicle Operating Costs (in Economic Price)
Unit: US$/km
Speed (km/h)
Car
Jeepney
Bus
Truck
5
0.67
1.09
2.11
4.39
10
0.41
0.63
1.21
2.44
20
0.27
0.40
0.76
1.47
30
0.23
0.33
0.61
1.06
40
0.20
0.29
0.54
0.87
50
0.19
0.29
0.53
0.78
Source: Study Team
b)
TTC Savings
The TTC savings are calculated by taking the difference in required time between "With project" and
"Without project" from the results of demand forecast. The unit time value of passengers (Table 5-11) are
estimated based on the above mentioned report and inflation rate.
Table 5-11 Unit Time Value of Passengers
Car user
Public transport user
2.8 US$/hour
2.0 US$/hour
Source: Study Team
In addition to the benefits mentioned above, other indirect benefits such as improvement of regional transport,
contributing natural and social environment and promoting regional development are expected. It is difficult
to evaluate these benefits quantitatively, these values are not calculate in the analysis. However, these are
important factors for the decision of adopting this project.
4)
Evaluation Indexes
The results of the preliminary economic analysis based on the above conditions are summarized in Table 512, and the economic cash flow is shown in Table 5-14. EIRR is found to be 15.5% and this project is
considered economically viable compared with 15% of social discount rate.
Table 5-12 Results of Economic Evaluation Indexes
(Social discount rate = 15%)
Economic Internal Rate
of Return (EIRR)
(B/C Ratio)
(ENPV)
15.5 %
1.04
28.9 (million US$)
Source: Study Team
5-11
5)
Sensitivity Analysis
The project costs and benefits applied in the analysis include certain variations. Some margin is assumed for
these factors and by identifying the variation in results due to the margin, the stability of project feasibility
can be obtained as shown in Table 5-13. In the case of decrease in the benefits by 5%, the EIRRs are not
satisfy the 15% of social discount rate, and are not economically feasible.
Table 5-13 Results of Sensitivity Analysis
Cost
Benefit
+10%
-10%
-5%
0%
+5%
+10%
16.8%
16.7%
16.7%
16.6%
16.6%
+5%
16.2%
16.1%
16.1%
16.0%
16.0%
0%
15.6%
15.5%
15.5%
15.4%
15.4%
-5%
15.0%
14.9%
14.8%
14.8%
14.7%
-10%
14.3%
14.3%
14.2%
14.1%
14.1%
Source: Study Team
5-12
Table 5-14 Economic Cashflow
Unit: million US$
Project Costs
Seq.
Year
No.
Construction O&M
Total
-6
-5
-4
-3
-2
-1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
26.4
64.0
352.4
390.0
175.3
77.6
0.0
0.0
0.0
0.0
0.0
75.7
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-197.4
0.0
0.0
0.0
0.0
0.0
0.0
21.5
22.1
22.4
23.1
23.7
24.0
25.6
26.7
26.7
26.7
26.2
26.2
26.2
26.4
26.2
27.1
27.1
28.0
28.0
30.0
30.0
30.0
30.0
29.1
29.1
29.3
29.3
29.3
29.3
29.4
26.4
64.0
352.4
390.0
175.3
77.6
21.5
22.1
22.4
23.1
23.7
99.7
25.6
26.7
26.7
26.7
26.2
26.2
26.2
26.4
26.2
27.1
27.1
28.0
28.0
30.0
30.0
30.0
30.0
29.1
29.1
29.3
29.3
29.3
29.3
-168.0
Project Benefits
TTC
VOC
Total
saving saving
0.0
0.0
0.0
0.0
0.0
0.0
187.7
207.0
193.9
201.1
208.2
215.4
222.6
228.1
233.5
238.8
244.2
249.5
251.3
256.8
262.4
267.9
273.5
279.0
283.1
287.2
291.2
295.3
299.4
303.5
307.5
311.6
315.7
319.8
323.8
327.9
Source: Study Team
5-13
0.0
0.0
0.0
0.0
0.0
0.0
34.5
41.8
34.8
37.0
39.2
41.4
43.6
49.0
51.4
53.7
56.1
58.5
56.4
57.3
58.2
59.2
60.1
61.0
61.0
61.0
61.1
61.1
61.1
61.1
61.1
61.1
61.2
61.2
61.2
61.2
0.0
0.0
0.0
0.0
0.0
0.0
222.2
248.9
228.7
238.1
247.5
256.8
266.2
277.1
284.8
292.5
300.3
308.0
307.7
314.1
320.6
327.1
333.5
340.0
344.1
348.2
352.3
356.4
360.5
364.6
368.7
372.8
376.8
380.9
385.0
389.1
Net
Economic
Benefits
-26.4
-64.0
-352.4
-390.0
-175.3
-77.6
200.8
226.7
206.3
215.0
223.7
157.1
240.6
250.4
258.1
265.9
274.1
281.8
281.4
287.7
294.4
300.0
306.4
312.0
316.1
318.2
322.3
326.4
330.4
335.5
339.6
343.4
347.5
351.6
355.7
557.1
5.2.2 Preliminary Financial Analysis
(1) Methodology
The objective of the preliminary financial analysis is to evaluate the financial adequacy of the project,
irrespectively implementation scheme or organization. Financial Internal Rate of Return (FIRR) and Financial
Net Present Value (FNPV) are estimated as the evaluation indexes.
(2) Premises
The preliminary financial analysis is carried out based on the following premises.
- Period of the Analysis: The period of the analysis is set at 36 years including the construction period from
2017 to 2022, and 30 years of operation from 2023 to 2052.
- Financial Price: All costs are based on constant prices in 2014. The cost for domestic products is the market
price including various taxes, and for imported products is the CIF price with import duties, inland
transportation cost and other fees.
- Inflation: Inflation is not considered in the financial analysis.
- Residual Value: The residual value in the last year (2052) of the analysis is counted as a negative
construction cost. The residual value is calculated based on the life cycle of the facilities as shown in Table
5-8.
(3) Evaluation Measure
The FIRR is evaluated in comparison to the Financial Opportunity Cost of Capital (FOCC). In this analysis,
the Weighted Average Cost of Capital (WACC) serves as a proxy for the FOCC combined with the financial
sources. For estimation of WACC, 90% of total construction cost is covered by Japanese ODA loan (STEP)
and remaining 10% would be prepared by Philippine government are assumed. Terms and conditions of STEP
(standard, tied) for the Philippines (category; middle income class) are interest rate of 0.10% and payment
term of 40 years with grace period of 10 years. 10% of government expenditure is assumed as interest rate
with 4.61% of government bonds (25 years). Therefore, WACC is assumed as 0.6% from the above financial
form.
(4) Results of Preliminary Financial Analysis
a)
Construction Costs
Table 5-15 shows the construction cost for the financial analysis. This construction cost include initial
construction costs from 2017 to 2022 and additional cost of 2028.
5-14
Table 5-15 Construction Cost (in Financial Price)
Unit: million US$
2017
2018
2019
2020
2021
2022
28.7
75.6
415.4
461.4
212.3
94.5
1,287.9
2028
93.2
1,381.1
Source: Study Team
b)
Revenue
Annual revenue is composed of passenger fare revenue and non-fare revenue. Fare revenue is estimated from
the number of annual passengers, average travel distance and passenger fare of 0.47 + 0.06 US$/km (20 + 2.5
Pesos/km) from the results of demand forecast. The non-fare revenue consists of relating business revenues
such as advertising revenue at the station and rental fees of commercial space and is assumed as 5% of fare
revenue.
c)
Expenditure
O&M cost is considered as expenditure in operation period.
d)
Evaluation Indexes
Table 5-16 shows annual demand, revenue and expenditure of representative years. The results of preliminary
financial analysis are shown in Table 5-17 and Table 5-19. As a result, the FIRR is found to be 6.2% and is
considered financially viable compared with 0.6% of WACC.
Table 5-16 Annual Demand, Revenue and Expenditure
Revenue (million US$)
Year
Annual demand
(thousand passengers/year)
Fare revenue
Non-fare revenue
Expenditure
(million US$)
2023
79,557
85.1
4.3
24.0
2032
130,238
139.4
7.0
29.9
2042
161,460
169.3
8.5
33.6
2052
166,980
175.1
8.8
32.9
Source: Study Team
Table 5-17 Results of Financial Evaluation Indexes
Financial Internal Rate of Return Weighted Average Cost of Capital
(FIRR)
(WACC)
6.2 %
0.6 %
Source: Study Team
5-15
(FNPV)
2,158.6 (million US$)
In the financial analysis, some uncertain factors remain in the adopted values (construction cost, O&M
cost and revenue). In order to determine the financial stability of the project, a sensitivity analysis is
conducted to observe variations in the results by assuming fluctuations in each value in accordance with
their respective unreliability. The results of the sensitivity analysis are shown in Table 5-18. The FIRR,
in the case of construction and O&M cost increase by 10% or revenue decrease by 10%, still would
exceed the WACC (0.6%) and is financially feasible.
Table 5-18 Results of Sensitivity Analysis
Construction cost,
O&M cost
-10%
-5%
0%
+5%
Revenue
+10%
8.0%
7.5%
7.1%
6.6%
+10%
6.2%
+5%
7.6%
7.1%
6.7%
6.2%
5.9%
0%
7.2%
6.7%
6.2%
5.8%
5.5%
-5%
6.7%
6.2%
5.8%
5.4%
5.0%
-10%
6.2%
5.8%
5.4%
5.0%
4.6%
Source: Study Team
5-16
Table 5-19 Financial Cashflow
Seq.
No.
-6
-5
-4
-3
-2
-1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Year
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
Construction
Cost
28.7
75.6
415.4
461.4
212.3
94.5
0.0
0.0
0.0
0.0
0.0
93.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-229.7
O&M Cost
Total Cost
0.0
0.0
0.0
0.0
0.0
0.0
24.0
24.8
25.0
25.8
26.5
26.8
28.6
29.9
29.9
29.9
29.3
29.3
29.3
29.6
29.3
30.3
30.3
31.4
31.4
33.6
33.6
33.6
33.6
32.6
32.6
32.8
32.8
32.8
32.8
32.9
28.7
75.6
415.4
461.4
212.3
94.5
24.0
24.8
25.0
25.8
26.5
120.0
28.6
29.9
29.9
29.9
29.3
29.3
29.3
29.6
29.3
30.3
30.3
31.4
31.4
33.6
33.6
33.6
33.6
32.6
32.6
32.8
32.8
32.8
32.8
-196.8
Source: Study Team
5-17
Unit: million US$
Annual
Net Revenue
Revenue
-28.7
0.0
-75.6
0.0
-415.4
0.0
-461.4
0.0
-212.3
0.0
-94.5
0.0
65.3
89.3
71.0
95.8
79.3
104.3
83.5
109.3
87.8
114.4
-0.6
119.4
95.7
124.4
106.8
136.7
111.7
141.6
116.5
146.4
121.9
151.2
126.6
155.9
132.8
162.1
135.5
165.0
138.6
167.9
140.4
170.7
143.3
173.6
145.2
176.5
145.8
177.2
144.2
177.8
144.8
178.4
145.4
179.0
146.0
179.6
147.7
180.2
148.3
180.8
148.6
181.4
149.2
182.0
149.8
182.7
150.4
183.3
380.7
183.9
5.3
Preliminary Analysis for Applicability of PPP Scheme
5.3.1 Candidates of Implementation Scheme
For the implementation of urban transport project, there are fully public project where public funds from the
public sector, and a method where the private sector participates through a Public Private Partnership (PPP)
approach. In the Metro Manila, LRT Line 1 and 2 were constructed as a public project and operated by the
LRTA (attached agency of DOTC), and MRT Line 3 was constructed and operated under a BLT (Build-LeaseTransfer) contract between DOTC and MRTC, a private corporation.
Table 5-20 shows the candidates of implementation scheme for the project. According to the division of roles
of public sector and private sector, case A to G are considered as the PPP scheme. Scope of construction is
divided by civil structure and E&M/rolling stock referring similar railway projects. For conventional railway,
additionally dividing E&M and rolling stock (correspond to PPP case B and E) can be considered. However
for proposed system, specifications of E&M and rolling stock are closely linked, and generally there are
procured as a one package. Consequently, PPP case B and E for the proposed project means procuring entire
E&M/rolling stock as one package and sharing its cost with public and private sectors.
Table 5-20 Candidates of Implementation Scheme
Finance, Design and
Construction/Procurement By
Scheme
Civil Structure
E&M/Rolling Stock
Public
Public
Public
A
Public
Public
Private
B
Public
C
Public
Public Project
PPP
D
Public
Private
F
Private
Private
Public
Private
E
G
Private Project
O&M Organization
Private
Private
Private
Private
Private
Private
Public
Private
Private
Public
Private
Public
Private
Public
Private
Private
Private
Source: Study Team
LRT Line 1 extension and O&M project is planned to implement using PPP scheme with division of roles as
mentioned in Table 5-21. Adopted scheme is considered nearly PPP case G in the Table 5-20. Japanese ODA
loan is planned to apply to the public portion of the procurement of rolling stock, expansion of existing depot
and construction of satellite depot. Public sector will turn over the assets of LRT Line 1 to the private sector,
and the private sector will conduct the O&M of entire line including the extension section. The private sector
will receive the fare revenue and also be permitted commercial development.
5-18
Table 5-21 Division of Roles of LRT Line 1 Extension and O&M Project
[Public Sector]
- Land acquisition of required ROW for extension section
- Procurement of rolling stock
- Expansion of existing depot and construction of satellite depot
- Construction of Common station
- Procurement of AFC
[Private Sector]
- Construction of extension section (11.7km)
- O&M of entire LRT Line 1
Source: ”Pre-Bid Conference-13 January 2014”, DOTC/LRTA
5.3.2 Premises for Applying PPP Scheme to the Proposed Project
The BOT law was enacted in 1990 and amended in 1994. While the BOT law had not been amended since
1994, its Implementing Rules and Regulations (IRR) has been modified several times and the latest version
was took effect on 22 October 2012.
The JICA report “The Study on PPP Institutional Building in the Philippines, September 2013” detailed the
PPP legal framework in Philippines. From this report, premises for applying PPP scheme to the proposed
project are leaded and described below.
(1) Solicited / Unsolicited Project
The BOT law and IRR do not allow any direct government guarantee, subsidy or equity for unsolicited
projects. In addition, it is explicitly stated that grant of land from government to private sector shall be
considered as direct subsidy or equity. This project is an urban transport project with low profitability and in
generally, government supports are essential for the railway projects. Consequently, this project is
recommended to be a solicited project in case applying PPP scheme.
(2) Government / Private Fund
The IRR provides that maximum limit of government fund is 50% of total project cost. However it is not
clearly defined including ODA loan, government subsidy, land cost or not. The Viability Gap Funding (VGF)
is budgeted in the framework of Strategic Support Fund (SSF) and allowed providing to project cost
(excluding land cost). Appropriate level of VGF is stated 30% of project cost.
(3) Formation of Special Purpose Company (SPC)
In the IRR, implementing agency of public sector requests contractor of private sector to establish the SPC.
Therefore, formation of SPC as the implementation organization is required in case applying PPP scheme to
the proposed project.
5-19
5.3.3 Preliminary Financial Analysis to Applying PPP Scheme
In this section, premises for applying PPP scheme to the proposed project are summarised. And as the
preliminary financial analysis, PPP case 1 (construction cost share of public and private sector is assumed
30:70) and PPP case 2 (construction cost share of public and private sector is assumed 50:50) are set, and
results from the viewpoint of private sector (SPC) are shown.
(1) Premises
The preliminary financial analysis to applying PPP Scheme is carried out based on the following premises.
- Proposed project is assumed to be a solicited project. Required land for the proposed project would be
acquired and provided by the government. Land cost is excluded from the construction cost, and not
considered in the financial analysis.
- Implementation organization is assumed to be SPC.
- Period of the Analysis: The period of the analysis is set at 36 years (concession) including the construction
period from 2017 to 2022, and 30 years of operation from 2023 to 2052.
- Financial Price: All costs are based on constant prices in 2014. The cost for domestic products is the market
price including various taxes, and for imported products is the CIF price with import duties, inland
transportation cost and other fees.
- Inflation: Inflation is not considered in the financial analysis.
(2) Results of Preliminary Financial Analysis
Table 5-22 shows the results of preliminary financial analysis for PPP case 1 and 2.
5-20
Table 5-22 Results of Financial Analysis (PPP case 1 and 2)
PPP Case 1
PPP Case 2
Description
Share of construction cost is
assumed as public:private = 30:70.
O&M is assumed to conduct by
SPC, and revenue and expenditure
are belong to SPC.
Share of construction cost is
assumed as public:private = 50:50.
O&M is assumed to conduct by
SPC, and revenue and expenditure
are belong to SPC.
Share of Construction Cost
(excluding land cost)
Public: 30%
Private: 70%
Public: 50%
Private: 50%
Construction Cost for the Financial
Analysis (private sector portion)
958.8 (million US$)
(70% of total construction cost
(excluding land cost))
684.8 (million US$)
(50% of total construction cost
(excluding land cost))
O&M Organization
SPC
Revenue of SPC
Fare revenue and non-fare revenue (same as Section 5.2.2)
Expenditure of SPC
O&M cost (same as Section 5.2.2)
FIRR
FIRR＝8.8%
FIRR＝11.7%
Source: Study Team
In the above financial analysis, FIRR of PPP case 1 (public:private = 30:70) is 8.8% and of PPP case 2
(public:private = 50:50) is 11.7%, and the results are still low level. The railway project needs large amount
of initial construction cost, on the other hand, private sector requests a high profitability when the project is
implemented with the PPP scheme. For the further approach, appropriate division of roles of public and
private sectors should be examined. In addition to the management efforts to reduce the cost and increase the
revenue, integrating the commercial development around the station and promoting the active participation
of private sector is necessary.
5-21
Chapter 6
Planned Project Schedule
6.1
Project Implementation Schedule
Figure 6-1 shows the implementation schedule of proposed project. Implementation schedule is divided into
following 3 main stages.
(1) Preparation Stage
After completion of this study, the full blown feasibility study (FS) will be conducted. And the reports such
as Environment Impact Assessment (EIA) and Resettlement Action Plan (RAP) will be prepared, which are
required for the beginning of project. Reviewing those reports by relevant government authorities such as
DOTC and NEDA, the project will be approved and decided to implement. After the selection of consultant,
the basic design and tender will be conducted, and land acquisition, resettlement and utility relocation will be
proceeded simultaneously.
(2) Construction Stage
At the construction stage, construction works and procurement will begin after the preparation works and
detail design. Regularly, period for running test and commissioning is required minimum 6 months.
(3) Operation Preparation Stage
At the operation preparation stage, recruiting required number of staffs and prepare the organization for the
project. And prepare the operation manual, management manual and work regulations etc., education and
training for staffs will be conducted.
6-1
Figure 6-1
Duration
(month)
2014
2015
Implementation Schedule
2016
2017
(1) METI FS (this study)
6
(2) JICA full blow FS
12
(3) Preparation of EIA, RAP
12
1
(5) L/A
6
(6) Selection of consultant
6
(7) Basic design, tender, contract
6
18
2. Construction Stage
(1) Preparation works
6
(2) Detail design
12
(3) Construction works,
procurement
48
(4) Running test,
commissioning
6
3. Operation Preparation Stage
(1) Preparation of
organization
9
(2) Education, training
6
4. Beginning of Commercial Operation
Source: Study Team
6-2
2018
2019
2020
2021
2022
2023
Chapter 7
Implementing Organization
7.1 Overview of the Partner Country’s Implementation Agency
The Department of Transportation and Communication (DOTC) is assumed as an implementation agency for
the proposed project. DOTC exercises jurisdiction over establishment of basic policy, planning and
implementation of the project of the transportation and communication sectors in the Philippines. Figure 7-1
shows the organizational structure of DOTC. The DOTC has three sectional offices, sixteen attached agencies
and one project management office as shown in Table 7-1.
Table 7-1
Sectoral Offices, Attached Agencies and Project Management Office of DOTC
Abbreviation
Full Name
Sectoral Office
1-1
LTO
The Land Transportation Office
1-2
LTFRB
The Land Transportation Franchising and Regulatory Board
1-3
PCG
The Philippine Coastal Guard
Attached Agency
2-1
OTS
Office for Transportation Security
Air Transportation
2-2
CAAP
Civil Aviation Authority of the Philippines
2-3
MIAA
Manila International Airport Authority
2-4
CIAC
Clark International Airport Corporation
2-5
CAB
Civil Aeronautics Board
2-6
MCIAA
Mactan – Cebu International Airport Authority
2-7
PADC
Philippines Aerospace Development Corporation
Road / Railway Transportation
2-8
TRB
Toll Regulatory Board
2-9
OTC
Office of Transport Cooperatives
2-10 PNR
Philippines National Railways
2-11 LRTA
Light Rail Transit Authority
2-12 NLRC
North Luzon Railways Corporation
Maritime Transportation
2-13 PPA
Philippines Ports Authority
2-14 MARINA
Maritime Industry Authority
2-15 CPA
Cebu Ports Authority
2-16 PMMA
Philippines Merchant Marine Academy
Project Management Office
3-1
MRTC
Metro Rail Transit Corporation
Source: Study Team
7-1
Figure 7-1 Organizational Structure of DOTC
SECRETARY
Internal Audit Office
Public Information Office
Undersecretary for Operations
Undersecretary for Legal
Undersecretary for Project
Implementation and Special Concerns
Operations Monitoring
Service
Assistant Secretary
Administration
Assistant Secretary for
Special Concerns
Action Center
Assistant Secretary
for Legal Affairs
Assistant Secretary
Procurement
Franchising
Review Staff
ISLES
Administrative Service
7-2
Procurment Division
Investigation & Adjucation
Division
Human Resource
Dev't Div.
Information Systems Div.
Treasury Division
Project
Management
Service
Supply Division
Property Utilization &
Disposal Div.
Project
Documentation &
ControlDivision
All Operational Concerns
Project Monitoring &
Evaluationt Service
International Cooperation Desk
Unified Project
Management Office
Gen. Services Div.
Contract Review &
Documentation
Legal Affairs &
Research Division
Accounting Division
Computer Systems Div.
Legal Sevice
Legislative & Issuances
Division
Planning Service
Personnel Division
Procurement, Supply &
Property Mgt Service
Infrastructure
Projects Service
Assistant Secretary for
Planning
Assistant Secretary
Project Management
Comptrollership
Service
Management
Information Service
Undersecretary for Planning
Project Monitoring &
Documentation Div.
Evaluation &
Performance
Reporting Div
Maritime Transp. Planning Div
Air Transp. Planning Div
Rail Transp. Planning Div
All Project Implementation
and Special Concerns
Eng'g & Archi
Design Div
Road Transp. Planning Div
All Planning Concerns
All Legal and
Procurement Concerns
DOTC-CO
DOTC CAR
DOTC CARAGA
SECTORAL OFFICES
(LTO, LTFRB)
ATTACHED AGENCIES
GOCCS
Source: “Study on Railway Strategy for Clark-Metro Manila for the Greater Capital Region in the Republic of the Philippines”, JICA 2013
Finance &
Management
Budget Division
Management
7.2 Partner Country’s Project Implementation Organization
As described in Section 3.4.8, study team suggests creating an organization such as Project Management Unit
(PMU) that should be in charge of the actual implementation of the project and liaison with consultant,
contractors and other concerned stakeholders. PMU should be an interim or final organization under the
authority of DOTC for the implementation of this project up to establishment of EWRC. During the
planning/design stage of the project implementation, the hardware plan for the railway is an important matter
that must be decided based on the foreseeable operation system. Therefore, the entity that will carry out this
task is required.
Generally, in an urban railway system, a local government authority independently carries out facility
planning based on the urban transport policies, the operation structure and the standards of provided services.
In order to implement this, the EWRC must be established prior to the planning/design stage of the proposed
route in this study, or the main planning/design body is set up and a system is put into place for possible
discussion by members who can fulfil the primary role of the EWRC in the future. Therefore, it is firmly
suggested in order to develop the EWRC and the preparatory organization (PMU) should be established as
soon as possible.
On the other hand, in case the establishment of the EWRC is infeasible in the near time prior to the
commencement of implementation, that DOTC creates a PMU management office under its supervision. The
PMU management office entity shall be in charge of implementing this project during the construction stage
and could be in the long term vision the core entity for the EWRC in the future. The PMU management office
can be created from the members of the sectorial and attached agencies that belong to the DOTC such as
LRTA, MRT3, PNR, NLRC, and etc. These members shall work as independently from their agencies that
they transferred from. This is important to eliminate any possible legal conflict or overlapping authorities
may happen between the agencies. Furthermore, study team does not recommend that LRTA, MRT3, PNR,
or NLRC be in charge of this implementation, individually. This is because the aforementioned agencies do
not have a sufficient experience in railway transit system project with rubber tires and to eliminate any
possible legal conflict or overlapping authority may happen in the future as well.
Currently, there is no a specific supervisory and regulatory agency in the Republic of Philippines to set the
necessary regulations, standards and guidelines for design, leasing rights, safety, security and serviceability,
etc. and supervise the work of all existing and future railway operators as well. Basically, the hierarchy
structure of railway system should be in any country consists of three organizational levels that could be
created and applied for current and future planned to implement new railway transit system projects in
Philippines, to wit:
First Level: Supervisory and regulatory agency or authority
Second Level: Implementation including the Operation and Maintenance (O&M)
Third Level: Maintenance Provider
7-3
It is necessary to establish a supervisory and regulatory agency/authority that is in charge of setting the
necessary standards, roles, regulation and guidelines, and controlling the entire railway sector. Furthermore,
considering the necessity to enhance the liability and the professionalism of the railway operators and
maintenance providers, such an agency is required so that the government of Philippines through this agency
can, for example, carry out a transparent and liable investigation for any railway accident may happen the any
operator by superior agency like the supervisory and regulatory authority instead of the current situation
where each operator carries out its internal investigation for the accident that is responsible of it. For the
further approach, organizational structure for the railway sector in the Philippines should be examined.
7-4
Chapter 8
Technical Advantages of Japanese Company
8.1
Global Competitiveness and Recognition of Japanese Industries
in the Target Project (by Facilities, Products and Services)
In this study, the AGT system is recommended as the most suitable system for the proposed route. Among
the medium capacity transportation systems, it is assumed that BRT, monorail, elevated LRT and
conventional railway are competitors to AGT. However as stated in the Section “3.3.3 System Selection” the
AGT was considered to be able to perform better with a competitive edge. Especially from a technical aspect,
the flexibility of AGT’s route alignment (minimum curve radius, maximum gradient) is higher than the
elevated LRT, monorail and conventional railway allows site acquisitions to be kept at a minimum. It also
contributes to the improvement of convenience by consolidating a town by closely placing commercial
facilities near the station. In addition, even though there is a need to build an underground tunnel at the
proposed route, the connection from elevated section to underground section can be shortened and
construction cost becomes comparatively lower, which prevents the fragmentation of the urban district as
much as possible.
The competitors in the AGT system industry are Bombardier Inc. and Siemens (Germany). Japanese company
has a strong position in its price competitiveness in international biddings. In the Asian region, Siemens have
had won one bidding each in Taiwan and South Korea but in recent years, it has brought its focus to France.
Bombardier Inc. have a delivery record in Singapore’s Bukit Panjang line, but applying technologies are from
the Westinghouse era. Also Bombardier Inc. have a delivery record in Singapore’s Changi airport but for a
renewal tender, not counting the disadvantageous conditions behind it, Japanese company took it up and later
on accepted an expansion work tender with them too. In addition, during the Macao LRT international bidding
for a new construction tender, Bombardier Inc., Siemens and Japanese company competed and Japanese
company emerged as the winning bidder for surpassing the other two companies in quality and price aspects.
For that, Japanese company developed train cars that showed speed enhancement by changing the shape of
the train car’s head and carriage so that the trains can not only serve the urban district but also expand its
services to the suburbs.
From the above, we can see that the AGT systems provides Japanese industries the competitive edge in the
international scene and it shows sufficient potential in winning tenders.
8-1
8.2
Description and Price of the Main Equipment Proposed to be Procured
from Japan
The equipment that will be procured from Japan for this project (to install the AGT system) is shown in Table
8-1 below. We estimate that the train cars and E&M (power supply, signal and telecommunications, AFC, rail
yard installations) would take up more than 50% of the total construction costs.
Table 8-1 Proposed Procurement of Equipment from Japan
Equipment
Amount (million Yen)
Procurement ratio (%)
Train cars
33,480
30.5
Power supply installations
11,810
10.8
Signal and telecommunication installations
11,010
10.0
1,390
1.3
700
0.6
58,390
53.2
109,630
100.0
AFC
Rail yard installations
Total
Total construction costs
*The train cars costs already includes additional investments. The total construction costs already includes site
acquisition costs.
Source: Study Team
8.3
Necessary Steps in Promoting Japanese Companies’ Efforts
in International Biddings
The following measures are the necessary steps to help promote our country’s industries’ efforts in
international biddings.
・Besides conducting PR campaigns based on sales and marketing observations, we will utilize training and
key figure sessions set up by METI and JICA and have related personnel from DOTC to understand the
AGT system more.
・The STEP yen loans will aid us in our international bidding efforts while meeting the challenges of
competing with overseas bidders.
・Our Japanese industries guarantee the sustainability of proposed maintenance services and operations that
focuses on quality and technological competence.
・Create partnerships with local industries that are familiar with the surroundings.
8-2

Study on Medium Capacity Transit System Project in Metro Manila

Transcription

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