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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 ..................................................... S-2
(3) Project Overview .......................................................................................................... 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 ............................................ S-8
(7) Project Site Map ........................................................................................................... S-9
Chapter 1 Overview of the Host Country and Sector
1.1 Economic and Financial Circumstances .................................................................... 1-1
1.1.1 Social Circumstances ........................................................................................ 1-1
1.1.2 Economic Circumstances .................................................................................. 1-1
1.1.3 Financial Circumstances ................................................................................... 1-2
1.2 Overview of Transport Sector of the Republic of the Philippines ............................ 1-5
1.2.1 Road Sector ....................................................................................................... 1-5
1.2.2 National Railway Sector ................................................................................... 1-6
1.2.3 Port Sector ........................................................................................................ 1-6
1.2.4 Aviation Sector ................................................................................................. 1-7
1.3 Overview of Project Area .......................................................................................... 1-8
1.3.1 General .............................................................................................................. 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 ..............................................................1-12
1.3.5 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
2.1.2 Outline of the Study .......................................................................................... 2-1
2.2 Study Methodology and Organization ...................................................................... 2-2
2.2.1 Study Methodology ........................................................................................... 2-2
2.2.2 Organization of the Study Team ....................................................................... 2-3
2.3 Schedule of the Study ................................................................................................ 2-4
2.3.1 Overall Study Schedule .................................................................................... 2-4
2.3.2 Study Periods .................................................................................................... 2-4
2.3.3 Work Activity of Field Surveys in Philippines ................................................. 2-6
Chapter 3 Justification, Objectives and Technical Feasibility of the Project
3.1 Background and Necessity of the Project .................................................................. 3-1
3.1.1 Background of the Project ................................................................................ 3-1
3.1.2 Necessity of the Project .................................................................................... 3-2
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 ..............................................................................................3-37
3.4.1 Route Plan ........................................................................................................3-37
3.4.2 Operation Plan .................................................................................................3-44
3.4.3 Vehicle Plan .....................................................................................................3-46
3.4.4 Civil Plan .........................................................................................................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
4.1.1 Current Conditions of Project Areas ................................................................. 4-1
4.1.2 Current Environmental Conditions in the Philippines ...................................... 4-1
4.1.3 Future Predictions (If Project is NOT Implemented) ........................................ 4-5
4.2 Effects of Environmental Improvement Resulting from Project Implementation ..... 4-7
4.2.1 Reduction of Carbon Dioxide Emissions .......................................................... 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 ....................................................................................4-10
4.3.1 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 .........4-19
4.4.1 Environmental Administration Organizations .................................................4-19
4.4.2 Environmental and Social Consideration Related Regulations .......................4-20
4.4.3 Resident Relocation Procedures in the Philippines ..........................................4-21
4.4.4 Procedures for Environmental Impact Assessment System Implementation ...4-22
4.5 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 ..........................5-19
5.3.3 Preliminary Financial Analysis to Applying PPP Scheme ..............................5-20
Chapter 6 Planned Project Schedule
6.1 Project Implementation Schedule .............................................................................. 6-1
Chapter 7 Implementing Organization
7.1 Overview of the Partner Country’s Implementation Agency .................................... 7-1
7.2 Partner Country’s Project Implementation Organization .......................................... 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
S-1
(1) Background and Necessity of the Project1) 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 large-
scale 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 highly-
motivated 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-2
- 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 Contents1) 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-3
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
Year Daily Number of Passenger
(passenger/day)
PPHPD in Peak Hour
(passenger/hour/direction)
2023 (opening year) 230,600 9,350
2032 (after 10 years) 377,500 14,580
2042 (after 20 years) 468,000 16,650
2052 (after 30 years) 484,000 17,000
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-4
- 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
Index BRT Monorail Elevated LRT AGT Conventional
Railway
Demand 9,300～17,000 PPHPD poor good good good good
Installation SpaceNarrow road/Curve section fair fair fair good poor
Reduction of traffic congestion poor excellent fair excellent fair
Train Configuration
Easiness of changing train configuration --- fair excellent excellent good
Civil Structure Simplicity excellent good fair good fair
Construction CostStructure: Elevated/Underground excellent fair fair good fair
Rolling Stock/E&M excellent fair good fair good
Maintenance Rolling Stock/E&M excellent fair fair good fair
Environment Noise/Vibration fair good fair excellent fair
Block of sunlight excellent good fair fair fair
Emergency Evacuation good fair good good good
Evaluation poor fair fair excellent fair
Source: Study Team
In this study, examinations are conducted for the AGT which is comparatively high evaluated in above
mentioned systems.
S-5
(3) Project Overview1) 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
(in 2017 to 2022):
1,288 million US$
(=54,619 million Pesos =140,371 million Yen)
Additional Rolling Stock Cost
(in 2028):
93 million US$
(=3,951 million Pesos =10,153 million Yen)
Total Construction Cost
(in 2017 to 2022, 2028):
1,381 million US$
(=58,570 million Pesos =150,524 million Yen)
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)
Benefit and Cost Ratio (B/C Ratio)
Economic Net Present Value (ENPV)
15.5 % 1.04 28.9 (million US$)
Source: Study Team
S-6
Table S-6 Result of Financial Analysis
Financial Internal Rate of Return(FIRR)
Weighted Average Cost of Capital(WACC)
Financial Net Present Value (FNPV)
6.2 % 0.6 % 2,158.6 (million US$)
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
Scheme Finance, Design and
Construction/Procurement By O&M Organization Civil Structure E&M/Rolling Stock
Public Project Public Public Public
PPP
A Public Public Private
B Public Public Private Private
C Public Private Private
D Public Private Private Private
E Private Private Public Private
F Private Public Private
G Private Public Public Private
Private Project 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-7
Table S-8 Carbon Dioxide Emission Reduction by the Proposed AGT Project
Year Reduction of carbon dioxide
emissions as a result of transition from automobile traffic (t-CO2/y)
Carbon dioxide emissions resulting from AGT operation
(t-CO2/y)
Reduction of carbon dioxide (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
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-8
(4) Implementation Schedule Figure S-2 Implementation Schedule
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.
2014 2015 2016 2017 2018 2019 2020 2021 2022 20231. 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
S-9
Figure S-3 Detail Schedule for Realization of the Project
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
2014 2015 2016 2017
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
S-10
(7) Project Site MapFigure S-4 Project Site Map
The Republic of The PhilippinesMetro Manila
Source: Study Team
Chapter 1
Overview of the Host Country and Sector
1-1
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 Manila, population of Metro Manila: 12.5 million (as of 2013) (Source: NSCB)
Languages 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
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
(Year)
1-2
in 2011, 6.9 billion in 2012 and 6.5 billion in 2013.
Table 1-2 Basic Economic Indicators
Item 2011 2012 2013
Real GDP Growth Rate (%) 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 $) 2,379 2,612 2,790 Rate of Increase in Consumer Price Index (%) 4.6 3.2 3.0
(Notes) (Average of year)
Consumer Price Index 126.1 130.1 134.0
(Notes) (2006=100, average of year)
Unemployment Rate (%) 7.0 7.0 7.1 Management Revenue and Expenditure (International Balance of Payments Base) (in million US$)
5,643 6,949 10,393
Trade Balance (International Balance of Payments Base) (in million US$) -20,428 -18,926 -17,702
Foreign Currency Reserves (in million US$) 67,290 73,478 75,689
External Debt Burden (in million US$) 60,442 60,337 58,506 Exchange Rates (Average Value in Term, Rate for US $) 43.3131 42.2288 42.4462
Exchange Rates (End of Term Value, Rate for US$) 43.9280 41.1920 44.4140
Monetary Aggregate Rate of Increase (%) 5.3 7.0 29.5
Export Amounts (in million US$) 48,305 52,100 56,698
Japan Export Amounts (in million US$) 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 5,220 Direct Investment Receipt Amounts (in million pesos) 258,231 289,544 274,014
Direct Investment Receipt Amounts (in million US$) 5,962 6,857 6,456
Source: JETRO Website (http://www.jetro.go.jp/world/asia/ph/stat_01/)
1.1.3 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.
1-3
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 (%):
Repayment /grace period:
Conditions for Procurement Conditions:
500.0
0.01
40 / 10
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.
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Table 1-4 PPP Projects (Railway Sector)
Project Cost (Billion Php)
Procurement of Transaction
Advisor
Preparation of Business
Case/FS
Finalization of Project
Structure (by Implementing
Agencies)
ICC Approval
NEDA Approval
Bidding Stage
Contract Award
LRT Line 1 Cavite Extension and O&M
64.90 C C C C C C C
O&M of LRT Line 2
(No CAPEX) C C C C C O
Makati-Pasay-Taguig MTSL Project
378.33 C C C C O
North-South Railway (South Line)
179.22 C C C C O
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
1-5
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
Source: Land Transportation Office
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
2000 2001 2002 2003 2004 2005 2006 2007 2008
Vehic
le Po
pulat
ion
Car UV Bus Truck MC/TC
AAGR = 6% p.a.
1-6
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: long-
distance 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.
1-7
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.
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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.
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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 “FX van” means Asian Utility Vehicle (AUV). 2 “multicab” is the vehicle for approx. 12 passengers (similar to jeepney). 3 Source: LRTA website
1-10
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
1-11
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 Main Specifications of Railway Lines in Metro Manila
Item /Description LRT Line 1 LRT Line 2 MRT Line 3 Opening year 1984 2003 1999Structure type Elevated track with PC-I
beams Elevated PC concrete box girder
Elevated and underground track with PC-I beams
Route length 18.1 km 12.6 km 16.9 kmNumber of Station 20 11 13Track gauge 1,435 mm 1,435 mm 1,435 mmMinimum curve radius 170 m (main line)
28 m (depot) 175m (main line) 100m (depot)
370m (main line) 25m (depot)
Maximum gradient 4.0% 5.0% 5.0%Car-body length 26,000 mm 22,500 mm 31,720 mmCar-body height 3,320 mm 3,700 mm 3,250 mmCar-body width 2,590 mm 3,200 mm 2,500 mmAxle load 10.7 ton 16.6 ton 9.6 ton Train configuration 4 cars/train 4 units/train 3 units/train Maximum train capacity
1,358 passenger/train 1,628 passenger/train 1,182 passenger/train
Maximum speed 60 km/h 80 km/h 65 km/hCar maker Original: Bombardier
Capex I: Adtranz Capex II: Kinki Sharyo
ROTEM (South Korea) CKD Tatra (Czech)
Scheduled speed 38.0 km/h 32.8 km/h 30.0 km/hSignalling system ATP, ATS, ATO ATP, ATO, ATS ATP, CTCFare Min. 12 to max. 20 pesos Min. 12 to max. 15 pesos Min. 10 to max. 15 pesosVoltage 750 V DC 1500 V DC 750 V DC Feeder system Over Head Contact Over Head Contact Over Head Contact Travel time 27.5 minutes 30 minutes 30 minutesHeadway 112 sec.
(after Capex 2 Project) Min. 1.5 minutes Min .3 minutes
Construction cost (in million US$)
$500 ($35/km) (3.5 billion pesos as of 1982)
$850 ($61.6/km) $698 ($41.3/km)
Source: Study Team, “Study on the monorail Project in Central Manila in the Republic of Philippines”
METI, 2013
1-12
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 high-
demand 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-of-
way 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)
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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.
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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
Chapter 2
Study Methodology
2-1
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.
2-2
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.
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2.2.2 Organization of the Study Team
Figure 2-1 shows the organization of study team.
Figure 2-1 Organization of the Study Team
Source: Study Team
Project manager Akihiro Yamazaki (TOS)
Civil plan 1 Hiroshi Utsugi (TOS)
Transport plan Kiyohiro Miura (JTPA)
Rolling stock plan Hisashi Motoyama (MHI)
Deputy project manager/ cost estimation/ Schedule/ Demand forecast Jorge Muller (OCG)
E&M plan 2 Hisanori Yamaoka (TOS)
E&M plan 1 Yasukazu Tsubouchi (TOS)
Operation and maintenance plan Assad Alamiri (OCG)
Economic and financial analysis Naomi Aoki (TOS)
Implementation scheme plan Shouji Tanaka (TOS)
Environmental and social consideration 1 Shigeru Kato (TOS)
Coordination Kazuhiro Iijima (MHI)
Environmental and social consideration 2 Akitoshi Inoue (TOS)
Civil plan 2 Makoto Hirata (TOS)
Remarks: TOS: Tostems, Inc. OCG: Oriental Consultants Global MHI: Mitsubishi Heavy Industries, Ltd. JTPA: Japan Transportation Planning Association
2-4
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 2015
Sep. Oct. 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
(4) Submission of final report
Source: Study Team
2.3.2 Study Periods
(1) Periods of Work in Japan
Table 2-1 shows the periods of work in Japan.
(1/15)
(2/27)
2-5
Table 2-1 Periods of Work in Japan
Assigned Task Name Company Period Project manager Akihiro Yamazaki Tostems, Inc. 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
Transport Plan Kiyohiro Miura Japan Transportation Planning Association
2014/10/1 to 2015/2/27
Civil plan 1 Hiroshi Utsugi Tostems, Inc. 2014/10/31 to 2015/1/7 Civil plan 2 Makoto Hirata Tostems, Inc. 2014/10/1 to 10/4
2014/10/19 to 2015/2/27Rolling stock plan Hisashi Motoyama Mitsubishi Heavy
Industries, Ltd. 2014/10/1 to 10/4 2014/10/12/ to 2015/2/27
E&M plan 1 Yasukazu Tsubouchi Tostems, Inc. 2014/10/1 to 10/4 2014/10/12/ to 2015/2/27
E&M plan 2 Hisanori Yamaoka Tostems, Inc. 2014/10/1 to 2015/2/27 Operation and maintenance plan
Assad Alamiri Oriental Consultants Global Co., Ltd.
2014/10/1 to 10/4 2014/11/18 to 2015/2/27
Implementation scheme plan
Shouji Tanaka Tostems, Inc. 2014/10/1 to 2015/2/27
Economic and financial analysis
Naomi Aoki Tostems, Inc. 2014/10/1 to 10/4 2014/10/12 to 2015/2/1 2015/2/6 to 2/27
Environmental and social consideration 1
Shigeru Kato Tostems, Inc. 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
Environmental and social consideration 2
Akitoshi Inoue Tostems, Inc. 2014/10/1 to 2015/2/27
Coordination Kazuhiro Iijima Mitsubishi Heavy Industries, Ltd.
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
Source Study Team
2-6
(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. 2014/10/5 to 10/18
2014/12/7 to 12/11 2015/2/2 to 2/5
Deputy project manager/ cost estimation/ Schedule/ Demand forecast
Jorge Muller Oriental Consultants Global Co., Ltd.
2014/10/1 to 2015/2/5
Civil plan 2 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 Mitsubishi Heavy
Industries, Ltd. 2014/10/5 to 10/11
E&M plan 1 Yasukazu Tsubouchi Tostems, Inc. 2014/10/5 to 10/11 Operation and maintenance plan
Assad Alamiri Oriental Consultants Global Co., Ltd.
2014/10/5 to 11/17
Economic and financial analysis
Naomi Aoki Tostems, Inc. 2014/10/5日 to 10/11 2015/2/2 to 2/5
Environmental and social consideration 1
Shigeru Kato Tostems, Inc. 2014/10/5 to 10/11 2014/12/7 to 12/11 2015/2/2 to 2/5
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
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.
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Table 2-3 Work Activity of Field Survey in Philippines
(1) 1st Field Survey (5th to 18th October 2014)
Date Visit to (Organization) Name (Position) Oct. 7 JICA Philippines Office Mr. Takagi (Representative), Ms. Kakuta (Project
Formation Advisor) JETRO Manila Office Mr. Ishikawa (Director), Mr. Ooshima (Advisor)
Oct. 8 Mandaluyong City 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)
JBIC Manila Office Mr. Satake (Chief Representative), Mr. Hiramoto (Representative), Ms. Inoue (Operations Analyst)
Oct. 9 Embassy of Japan in the Philippines
Mr. Suzuki (Commercial Officer), Mr. Hirasawa (First Secretary)
DOTC (Department of Transportation and Communications)
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)
Oct. 10 UP/DOST (University of the Philippines Manila / Department of Science and Technology)
Mr. Rodnel O. Tamayo (Officer-in-Charge Materials & Process Research Division), and other participants
Meralco (Manila Electric Company)
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)
Oct. 13 LRTA (Light Rail Transit Authority)
Mr. Hernando T. Cabrera (Corporate Board Secretary)
Oct. 14 Cainta City Mr. Kit Nieto (Mayor), Mr. Pia Velasco (Vice Mayor), Mr. Divino Pagkatipunan (Municipal Assessor)
Manila City Mr. Hon. Francisco “ Isko Moreno” Domagoso (Vice Mayor)
Oct. 15 Taytay City Ms. Janet De Leon-Mercado (Mayor), Ms. Aries C. Borja (OIC-MPDC/Building Official), Mr. Grate Dei Deleon (Municipal Administrator), Mr. Darius Dolores
MRTDC (Metro Rail Transit Development Corporation)
Mr. Frederick C. Parayno (Vice President), Arnold Laigo (Avp)
Oct. 16 Pasig City Mr. Iyo Christian Caruncho Bernardo (Vice Mayor), Mr. Edgar Cruz (Consultant)
Meralco Mr. Melchor Orais (Project Manager), Mr. Bernordo A. Gaycochea (Designer), Mr. Jason B. Elamparo (Team
2-8
leader), Mr. Marciano JR. M. Caldo (Technical Support Engineer), Mr. Enrico R. Benipayo (Vice President/Project Manager)
Oct. 17 DPWH (Department of Public Works and Highways)
Mr. Roy Cruz
(2) 2nd Field Survey (7th to 11th December 2014)
Date Visit to (organization) Name (position) Dec. 8 Mitsubishi Heavy Industries
Philippines, Inc. Mr. Morita (President)
JICA Philippines Office Mr. Azukizawa (Deputy Director), Mr. Takagi (Representative)
Deloitte Tohmatsu Consulting Co.,Ltd.
Mr. Furusawa (PM), Mr. Tsujimoto, Mr. Yatabe, Mr. Takasago
Dec. 9 Mandaluyong City Mr. Hon. Benjamin C. Abalos Jr. (City Mayor), Mr. Atty. Jesse Cruz (Councilor District 2), and other 6 participants
Taytay City Engr. Aries C. Borja.
DOTC (Department of Transportation and Communications)
Mr. Deo Leo N. Manalo (Director, Project Development Service), Ms. Florencia A. Creus, and other 2 participants
Dec. 10 Japan Embassy Mr. Suzuki (Commercial Officer), Mr. Hirasawa (First Secretary)
(3) 3rd Field Survey (2nd to 5th February 2015)
Date Visit to (organization) Name (position) Feb. 4 DOTC 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)
Feb. 5 DOTC 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
Chapter 3
Justification, Objectives and Technical Feasibility of the Project
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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 large-
scale 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 highly-
motivated 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
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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 track-
guided 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.
3-3
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.
3-4
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 The need for the means of transportation
from Taytay district to the center of Manila city to ameliorate traffic congestion
The need for a smooth means of transportation within the surroundings of Mandaluyong city
Current and future plans
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 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.
Issue 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.
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.
Proposed solution
Introduce an orbital highway that is different from other transportation systems. In addition, create an environment, where residences and commuters can easily use the orbital public transportation system.
Offer a service to people to travel within the district efficiently and introduce an orbital public transportation system as a means of travel to the district and within the district.
Proposed route 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.
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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.
Figure 3-2 Proposed Routes
Source: Study team
3-6
3-7
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).
3-8
Table 3-2 Route Consideration
Option-1 Option-2 Option-3 Location map
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 Evaluation Explanation Evaluation Explanation EvaluationIntroduction in the central part
To use the airspace above the Boni Avenue. (Refer to (a) on the map)
good To use the airspace above Shaw Boulevard road. (Refer to (a) on the map)
good To use the airspace above Ortigas Avenue. Linearly, the road is comparatively wider. (Refer to (a) on the map)
good
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)
excellent 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)
excellent 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 (b) on the map)
excellent
Underground part
To use about 2.5 km of the underground below. (Refer to (b) on the map)
fair To use about 2.2 km of the underground below. (Refer to (b) on the map)
fair An all elevated construction without any underground parts is possible. (Refer to (a)(b) on the map)
good
Constructability
Road expansion facilities and lane closures are necessary during construction as there are many narrow bends in the introduction area. (Refer to (a)(b) on the map)
poor 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)
fair 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)
good
Night work and adjacent construction
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)
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)
fair 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)
good
Intersection with EDSA
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)
fair 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)
fair 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)
fair
Intersection with elevated roads
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 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 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)
poor
Underground work
Work for an underground installation will increase. fair Work for an underground installation will increase. fair Work for an underground installation will not increase but difficult work will increase for the very tall elevated bridge.
fair
Relocation of utility
Relocation work of buried items, street lamps, overhead electrical lines and others will incur.
fair Relocation work of buried items, street lamps, overhead electrical lines and others will incur.
fair 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.
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) However, the land acquisition in the eastern than Ortigas CBD, it is 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) However, the land acquisition in the eastern than Ortigas CBD, it is necessary to consider in future study. (Refer to (c) on the map)
fair 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)
good
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 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.
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 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
(b)
(d)
(e2)
(e1)
(e1)
(e2)
(d)
(b) (a)
(c)
(a)
(c)
(c) (a)(c) (c)
(b)
(b)
Source: Study Team
3-9
(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)
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.
Location map
Route Ext.1 Ext.2
Course San Francisco street – Coronado Street – Makati Avenue – Triangle Park
New Panaderos street – Pedro Gil street - Paco
Distance About 5.7km About 5.0km
Road width 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.
New Panaderos street is from about 10-12m and midway there are crank angles.
Land acquisition
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)
Midway of New Panaderos street, there is a possibility that crank parts might appear. (Refer to (b) on the map)
Relocation of residences
Based on the route that passes through the Pasig River, relocation has to be considered. (Refer to (a) 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)
3-10
(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
Pinatubo Street – Simeon Cruz Street – Coronado Street – J.P. Rizal Street – Lubiran Street
Barangka Drive – E. Pantaleon Street – Coronado Street – J.P. Rizal Street – Lubiran Street
Distance About 5.7km About 5.0km 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.
The road in the surroundings of (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.
The road in the surroundings of (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
To widen the road, land acquisition is necessary.
To widen the road, land acquisition is necessary.
To widen the road, land acquisition is necessary.
Relocation of residences
On both sides of the road, there are residential buildings, small factories and school. It is necessary to consider relocation.
On both sides of the road, there are residential buildings and small factories. It is necessary to consider relocation.
Both sides of the road are congested with residential buildings. It is necessary to consider relocation.
Others From the surroundings of (a) to the west direction along the
The intersection of Boni Avenue and Pinatubo street is
Along the (c) road, there are 2 schools. Hence, we can expect
3-11
river that intersects with the Guadalupe Bridge at (e). The surrounding area and Guadalupe Bridge does not 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.
the exit of a tunnel that intersects with Boni Avenue and EDSA. It is necessary to consider building support beams for an elevated bridge.
an improvement in the convenience for the students.
Riverside conditions
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.
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Photo 3-1 Current Situation of the Proposed Routes
Option-1 Boni Avenue Option-1 EDSA-BONI Tunnel
Option-2 Shaw Boulevard 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
3-13
Guadalupe Bridge Pasig River (Mandaluyong City Side)
Source: Study Team
3-14
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
3-15
(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 car-
owning 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.
Table 3-5 Future Demand by Purpose
Purpose 1996 2015 2015/1996 000 % 000 %
Motorized
To Walk To School Business Private
To Home
4,1003,4491,8283,483
10,824
17.314.67.7
14.745.7
7,5576,3483,7176,910
19,157
17.314.58.5
15.843.8
1.84 1.84 2.03 1.98 1.77
Total 23,684 100.0 43,689 100.0 1.84 Walk Total 6,507 21.6 10,776 19.8 1.66
Total 30,191 - 54,465 - 1.80 Source: MMUTIS
3-16
Table 3-6 Future Demand by Mode
Mode1) 1996 2015 2015/1996 000 % 000 % Public Private
18,452 5,233
77.9 22.1
28,930 14,759
66.2 33.8
1.57 2.82
Total 23,684 100.0 43,689 100.0 1.84 1) Excluding walk trips
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.
3-17
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
3-18
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
Railway Line Daily Railway Passenger 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 2053
Private Person Trips 5,930 7,240 7,964 8,842 9,983 Person Trips by Jeepney 7,183 8,505 9,277 10,202 11,405
Person Trips by Bus 5,626 6,974 7,771 8,752 10,028 Total Person Trips 18,739 22,719 25,012 27,796 31,416
Truck Trips (vehicles) 440 525 577 644 731 Source: Study Team
(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.
Table 3-11 Zone System
Area Description Number of Traffic Zones in the Study Area AGT study MMUTIS HSH
Metro Manila (NCR 17 Cities) 94 94 94 Bulacan province 26 23 26 Laguna province 14 11 19 Rizal province 15 19 17 Cavite province 23 30 25 Rest of Region III 37 1 74 Rest of Region IV-A 18 1 28 Special Zones (Ports & Airports) 8 2 1 Other Areas in Luzon (Externals) 10 - 36
Total Zones 245 181 320 Source: Study Team
3-19
Figure 3-5 Zone System (Metro Manila)
Source: Study Team
3-20
Figure 3-6 Zone System (Outer Provinces)
Source: Study Team
3-21
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 Section
2020 Line 7 Trinoma - San jose del Monte LRT1 Extension Baclaran - Niog LRT2 East Extension Santolan -Masinag
2025 LRT2 West Extension Recto-Tutuban NSCR Phase I (Malolos to Tutuban) Malolos-Tutuban
2030 NSCR (full alignment) Malolos-Calamba 2035 MRT EDSA Subway San Jose Del Monte-Dasmarinas
Source: Study Team
Table 3-13 New Highway Projects Year Project 2020 Segment 9 & 10
NLEX-SLEX connector Skyway stage 3 NAIA expressway Dike road Calamba - Las Binas CALA expressway Plaridel Bypass
Source: Study Team
3) 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 � �� �1 � � ��
��
Where, t : Travel Time
�� : Free Flow Time
X : Traffic Volume
3-22
C : Road Capacity
α, β : Parameters α � 3.0, β � 4.0
Figure 3-7 Speed Curve
Source: Study Team
Table 3-14 Road Capacities and Maximum Speed
Area Road Category Carriageway Type
Capacity 1-way
pcu/hr/lane
Maximum Speed
Inside EDSA Local road Single 220 30 Secondary Single 440 40 Primary Single 660 45
Outside EDSA Inside MM
(including EDSA)
Secondary Single 770 50 Primary Single 825 60
Secondary Divided 1,400 70 Primary Divided 1,650 80
Outside MM Local road Single 800 30 Secondary Single 1,100 55 Primary Single 1,540 60
Urban / Inter City Access / Egress Single 1,500 80
Expressway Single 1,700 80 Expressway Divided 2,000 100
Source: Study Team
3-23
Table 3-15 Assignment Model Parameters (Road Transport)Parameter Description Car Jeepney Bus Truck
Average 24-hour Occupancy (Person) 1.70 10.02 35.28 n/aPCU Factor 1.00 1.50 2.00 2.00Toll Rate Within MM (PhP/km)* 10.30 10.30 20.60 30.90Toll Rate Outside MM (PhP/km)* 3.40 3.40 6.80 10.20Perceived Toll Factor 1.00 0 0 0.50Public Transport Fare (PhP/km)* n/a 2.00 1.72 n/a
*Fares and Tolls are increased based on growth rate of GRDP.
Source: Study Team
Table 3-16 Assignment Model Parameters (Railway)
Parameter Description AGT Other MRT, LRT
Average Headway (mins) 8.0 8.0Average Speed (km/h) 30.0 35.0Boarding Fare (PhP/boarding) (in 2012)* 20.0 10.0Additional Fare (Boarding + PhP/km) (in 2012) * 1.5 0.55Access Walk Speed (km/h) 4.0 4.0
* Fares and Tolls are increased based on growth rate of GRDP.
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.
3-24
Table 3-17 Daily Passengers and Average Trip Length
Year Daily Boarding (Pax/day)
Ave. Trip Length (km) Year Daily Boarding
(Pax/day) Ave. Trip Length
(km) 2023 230,600 10.1 2039 456,700 9.82024 247,800 10.1 2040 464,800 9.82025 272,800 9.9 2041 466,400 9.82026 285,900 9.9 2042 468,000 9.82027 299,000 9.9 2043 469,600 9.82028 312,100 9.9 2044 471,200 9.82029 325,200 9.9 2045 472,800 9.82030 350,300 10.3 2046 474,400 9.82031 363,900 10.2 2047 476,000 9.82032 377,500 10.2 2048 477,600 9.82033 391,100 10.1 2049 479,200 9.82034 404,700 10.0 2050 480,800 9.82035 424,700 9.9 2051 482,400 9.82036 432,700 9.9 2052 484,000 9.82037 440,700 9.8 2053 485,700 9.82038 448,700 9.8
Source: Study Team
Figure 3-8 Daily Passengers
Source: Study Team
3-25
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.
3-26
Table 3-18 PPHPD
Year PPHPD East Bound
PPHPD West Bound Year PPHPD East
Bound PPHPD West
Bound 2023 9,350 9,250 2039 16,390 16,150 2024 9,950 9,710 2040 16,580 16,450 2025 10,680 10,330 2041 16,610 16,490 2026 11,320 10,990 2042 16,650 16,530 2027 11,950 11,650 2043 16,680 16,570 2028 12,590 12,310 2044 16,720 16,610 2029 13,220 12,970 2045 16,750 16,650 2030 13,960 14,270 2046 16,790 16,690 2031 14,270 14,580 2047 16,820 16,740 2032 14,580 14,890 2048 16,860 16,780 2033 14,890 15,200 2049 16,890 16,820 2034 15,200 15,510 2050 16,930 16,860 2035 15,650 15,410 2051 16,960 16,900 2036 15,840 15,600 2052 17,000 16,940 2037 16,020 15,780 2053 17,030 16,980 2038 16,210 15,970
Source: Study Team
Figure 3-10 PPHPD
Source: Study Team
3-27
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
Source: Study Team
Table 3-20 Hourly Boarding and Alighting Passengers in 2040
Unit passengers/hour
Source: Study Team
SW8(V.Mapa) SW7 SW6 SW5
SW4(ShawBlvd)
SW3 SW2 S1 SE2 SE3 SE4 SE5(Taytay)
6:00-7:00 8,106 2,938 1,690 851 3,436 2,949 2,035 278 1,746 2,902 1,208 4,5337:00-8:00 8,106 2,938 1,690 851 3,436 2,949 2,035 278 1,746 2,902 1,208 4,5338:00-9:00 6,276 2,275 1,309 660 2,663 2,285 1,572 218 1,351 2,248 936 3,5129:00-10:00 6,276 2,275 1,309 660 2,663 2,285 1,572 218 1,351 2,248 936 3,51210:00-11:00 5,214 1,891 1,089 553 2,241 1,913 1,273 206 1,120 1,885 782 2,94811:00-12:00 5,214 1,891 1,089 553 2,241 1,913 1,273 206 1,120 1,885 782 2,94812:00-13:00 5,008 1,816 1,046 532 2,159 1,840 1,216 203 1,076 1,814 752 2,83713:00-14:00 5,008 1,816 1,046 532 2,159 1,840 1,216 203 1,076 1,814 752 2,83714:00-15:00 5,623 2,040 1,176 600 2,439 2,074 1,348 241 1,207 2,046 846 3,20215:00-16:00 5,623 2,040 1,176 600 2,439 2,074 1,348 241 1,207 2,046 846 3,20216:00-17:00 7,068 2,564 1,479 755 3,074 2,611 1,684 311 1,516 2,577 1,065 4,03217:00-18:00 7,068 2,564 1,479 755 3,074 2,611 1,684 311 1,516 2,577 1,065 4,03218:00-19:00 8,176 2,968 1,714 883 3,614 3,050 1,883 409 1,749 3,015 1,240 4,72419:00-20:00 8,176 2,968 1,714 883 3,614 3,050 1,883 409 1,749 3,015 1,240 4,72420:00-21:00 6,644 2,411 1,391 714 2,914 2,467 1,555 313 1,423 2,437 1,004 3,81621:00-22:00 6,644 2,411 1,391 714 2,914 2,467 1,555 313 1,423 2,437 1,004 3,81622:00-23:00 4,692 1,703 983 505 2,065 1,746 1,090 227 1,004 1,725 710 2,70223:00-24:00 4,692 1,703 983 505 2,065 1,746 1,090 227 1,004 1,725 710 2,702
SW8(V.Mapa) SW7 SW6 SW5
SW4(ShawBlvd)
SW3 SW2 S1 SE2 SE3 SE4 SE5(Taytay)
6:00-7:00 11,889 4,199 4,299 1,486 10,546 3,566 4,689 2,226 3,006 6,779 5,017 8,6527:00-8:00 11,889 4,199 4,299 1,486 10,546 3,566 4,689 2,226 3,006 6,779 5,017 8,6528:00-9:00 9,204 3,250 3,326 1,151 8,162 2,758 3,630 1,728 2,327 5,250 3,886 6,6999:00-10:00 9,204 3,250 3,326 1,151 8,162 2,758 3,630 1,728 2,327 5,250 3,886 6,69910:00-11:00 7,644 2,691 2,740 967 6,744 2,255 3,009 1,489 1,928 4,385 3,249 5,57011:00-12:00 7,644 2,691 2,740 967 6,744 2,255 3,009 1,489 1,928 4,385 3,249 5,57012:00-13:00 7,340 2,582 2,626 930 6,469 2,158 2,888 1,441 1,850 4,216 3,125 5,35013:00-14:00 7,340 2,582 2,626 930 6,469 2,158 2,888 1,441 1,850 4,216 3,125 5,35014:00-15:00 8,240 2,894 2,936 1,050 7,245 2,404 3,240 1,646 2,075 4,747 3,520 6,01015:00-16:00 8,240 2,894 2,936 1,050 7,245 2,404 3,240 1,646 2,075 4,747 3,520 6,01016:00-17:00 10,356 3,635 3,684 1,323 9,095 3,011 4,070 2,084 2,606 5,972 4,430 7,55517:00-18:00 10,356 3,635 3,684 1,323 9,095 3,011 4,070 2,084 2,606 5,972 4,430 7,55518:00-19:00 11,973 4,187 4,214 1,550 10,448 3,411 4,695 2,515 3,005 6,955 5,167 8,74819:00-20:00 11,973 4,187 4,214 1,550 10,448 3,411 4,695 2,515 3,005 6,955 5,167 8,74820:00-21:00 9,731 3,409 3,442 1,252 8,518 2,799 3,820 2,004 2,445 5,634 4,182 7,10521:00-22:00 9,731 3,409 3,442 1,252 8,518 2,799 3,820 2,004 2,445 5,634 4,182 7,10522:00-23:00 6,871 2,405 2,425 886 6,006 1,968 2,696 1,427 1,726 3,984 2,958 5,01923:00-24:00 6,871 2,405 2,425 886 6,006 1,968 2,696 1,427 1,726 3,984 2,958 5,019
3-28
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
3-29
Table 3-21 AM Peak Hour Board/ Alight/ Line Volume in 2023
Station Eastbound Westbound 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
Station Eastbound Westbound 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
Station Eastbound Westbound 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
3-30
Table 3-24 PM Peak Hour Board/ Alight/ Line Volume in 2040
Station Eastbound Westbound 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)
Yearwith (‘000) without (‘000) Difference (‘000)
CAR Jeepney BUS Truck CAR Jeepney BUS Truck CAR Jeepney BUS Truck Total
2023 58,453 13,694 7,859 23,478 58,451 13,979 7,873 23,439 2 -285 -15 39 -258
2030 65,305 13,829 9,180 28,103 65,297 14,215 9,230 28,054 8 -385 -50 49 -379
2040 77,474 15,317 10,554 34,649 77,461 15,814 10,613 34,593 13 -497 -60 57 -487
2053 94,044 18,729 12,863 43,033 94,055 19,247 12,895 42,979 -11 -518 -32 54 -507
Source: Study Team
Table 3-26 PCU-Hours (Mega Manila + Region III&IV)
YearWith (‘000) without (‘000) Difference (‘000)
CAR Jeepney 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
3-31
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.
1) 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
Sche
dule
d sp
eed
(km
/h)
AGT
40
Conventional RailwayElevated LRT
30
Monorail
BRT20
100
50
10,000 20,000 30,000 40,000 50,000
PPHPD (passenger/hour/direction)
AGT for Overseas
Source: Study Team
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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
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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.
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Table 3-27 System Comparison
Source: Study Team
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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).
Figure 3-14 Candidate Sites for Depot
①Development plans are currently carried out. Hence, it cannot be used.
②Not 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.
⑤Even 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.
Source: Study Team
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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
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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
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
N
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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 Summary Customer service 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
Route requirements
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）
Future plans 1) The terminal at Taytay’s side is at a place that allows future expansion.
Operation management
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.
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Table 3-29 Comparisons of Platform Types Type Island platform Split platform
Diagram
Width of the entire station
Compare to the split platform, the width is narrower.
Compared to the island platform, the width is wider.
Service on the platform
One platform is enough for both directions of the commuters. The appointed stationmaster will be able to serve both sides at the same time.
Each platform serves different directions. Hence two separate services or facilities will be required on each platform.
Linear track The track before and after the station will have bends.
The track before and after the station be linear.
Exits and entrances
Commuters from both directions use the same platform so both commuters can share the same facilities like the stairs and elevators.
Each platform would require separate stairs and escalators.
Installation costs
The cost of installing stairs and elevators is comparatively lower than a split platform.
The cost of installing stairs and elevators is comparatively higher than an island platform.
Others
At the terminals, commuters do not have to worry about getting onto the wrong platform, which is a highly convenient feature.
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 Station Structure and Installation Item Summary
Basic structure 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.
Platform length 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 door Platform doors are placed for the safety of the commuters at the platform. Elevator As part of its universal design, the whole station will be equipped with
elevators. AFC 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.
Figure 3-17 Map of Station Location
Source: Study Team
SE2
SW8(V.Mapa)
SW7
SW6SW5
SW4(Shaw Blvd)
S1SE3
SE4SW3
SW2
SE5(Taytay)
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(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 km (in approximate)
Distance between stations
(m)
Platform type Conditions surrounding the station
SW8
(V. Mapa)
7k953m
1,238
Bay, split
(Underground)
This connects to V. Mapa station. There are big shopping centers nearby and a shopping street in front of the station.
SW7 6k715mSplit
(Underground)
It is a densely populate residential area with a big hospital.
1,741
SW6 4k974mSplit
(Elevated)
It is a densely populated residential area.
799
SW5 4k175mIsland
(Elevated)
There are many office and commercial districts on the track with densely populated residential areas as its background. 1,299
SW4
(Shaw Blvd) 2k876m
Split
(Elevated)
Located at the intersection with MRT3 line. There are many commercial buildings like local shopping centers and big malls around the station. 942
SW3 1k934mIsland
(Elevated)
It is a business district with hotels and schools nearby.
563
SW2 1k371mIsland
(Elevated)
It is a business district with big malls and hotels nearby.
1,371
S1 0k000mIsland
(Elevated)
It is a business district with many eateries and commercial buildings.
2,322
SE2 2k322mIsland
(Elevated)
A densely populated residential area. The traffic is heavy at the intersection of a big road that heads to Marikina. 2,994
SE3 5k316mIsland
(Elevated)
It is the central district of Cainta city. There are big shopping centers and some factories are scattered around the place. 3,225
SE4 8k541mIsland
(Elevated)
The surroundings are residential areas. It intersects with the road heading to Antipolo city in the east and has jeepney stops. 1,881
SE5
(Taytay) 10k422m
Island
(Elevated)
The surroundings are residential areas. There are big shopping centers and many taxis and jeepneys.
Source: Study Team
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Figure 3-18 Connection Diagram
Source: Study Team
SW8 (V.Mapa) SW7
SW4 (Shaw Blvd) SW6 SW5 SW3 SW2 S1
SE3SE2 SE4 SE5 (Taytay)
Future Phase
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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 2023 2030 2040 2053
Total number of commuters in 1 day (people/day) 236,000 350,300 464,800 485,700
Transportation amount per time used in a one-way travel (PPHPD) 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) 2.5 3 4 5
Train 6 train cars 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
Year Train cars Operation interval
(minutes)
Required number of train set
Operating Standby Prepared Total
- 2028 6 cars
/train set
5 - 3.5 20 1 3 24
2029 - 2053 3.5 - 2.7 27 1 3 31
Source: Study Team
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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.
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Table 3-36 Key Parameters
Formation 6-cars /train Total Train Length Approx.71 m Car Width Approx.2.7 m Car Height Approx.3.6 m Weight/Train (without passengers) 103 t Maximum Weight/Train 151 t Capacity /Train (@ 7persons/m2) 792 passengers Maximum Speed 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.
Figure 3-19 Vehicle Overview
Source: Study Team
3-48
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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
Source: Study Team
2 6.2 2.6 6.2 2
19.0
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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)
Source: Study Team
Figure 3-22 Standard Station (Split type)
Source: Study Team
(2) Station Facilities
The images of the facilities in a station are shown in Photo 3-3.
Concourse
25
6 to 8.5
17 4 4
2 Stair case
Side way
2 2
Escalator 2
Side wayTwo lane each way
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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).
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Figure 3-23 Proposed Connection of the MRT Line 3 and SW4 Station
Source: Study Team
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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)
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.
Power rails
Switch
Guide rails
Movable
Guide plates on the
running surface
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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.
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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
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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.
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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
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Electrical train line AL/SUS (aluminium and stainless steel compound)
Distance between insulators Linear parts 3.0 m
Bends 1.5 m
Power distribution cable 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.
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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
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Door and stop-time control
3) 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.
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)
1) 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
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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
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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.
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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
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)
Shunting track
Automatic car washing track
Stabling track
Maintenance vehicle track
Test track
Departure inspection track
Inspection & Overhaul Workshop
Main Control Building
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Figure3-30 Stabling Track Layout Plan
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.
Test track
Inspection & Overhaul Workshop
Main Control Building
Departure inspection trackMaintenance vehicle track
Automatic car washing track
Stabling track
Shunting track
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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.
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・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
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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 Proposed name 2 Proposed name
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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. Task Category Description of the Task Category I. Management 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.
II. Administration 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.
III. Operation To ensure the safe, reliable and efficient operating of the railway and satisfactory service to the passengers on a day-to-day basis.
IV. Maintenance 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.
V. Engineering & Construction
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
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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,
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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.
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Table 3-39 Tasks & Duties Matrix for Maintenance
Maintenance Tasks Responsibility
A O 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
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
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.
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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.
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Figure 3-34 Organization Chart of Operator / Supervisory Agency
Source: Study Team
Figure 3-35 Organization Chart of Maintenance Contractor
Source: Study Team
SUPERVISORY BOARD
PROJECT DIRECTOR
PROCUREMENT ACCOUNTING & AUDIT
Maintenance
Materials Q.A. & Safety
Rolling Stock Dept . Elect ronic Dept . Infrast ructure Dept .
Heavy Maint . Light Maint . Laboratory Power
AFCS Sect. Signaling & Telecom
Bldg. Track Sect .
Janitorial
Chapter 4
Evaluation of Environmental and Social Impacts
4-1
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.
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Figure 4-1 Manila Temperatures
Source: World Meteorological Organization and Japan National Tourist Organization
Figure 4-2 Manila Rainfall
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 μg/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,
0
5
10
15
20
25
30
35
1 2 3 4 5 6 7 8 9 10 11 12
Max. Temp. Min. Temp.
(℃)
(Month)
0
50
100
150
200
250
300
350
400
450
1 2 3 4 5 6 7 8 9 10 11 12
Rainfall
(mm)
(Month)
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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: μg/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 236 323 316 257 282
Average 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 4-
3, 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.
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Table 4-2 Dissolved Oxygen (DO) Amount Trends in Major Rivers in the Manila Metropolitan Area
Body of Water Type
DO Annual Average (mg/L) Compliance with
Environmental
Standards (2008)
Outlet 2003 2006 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.
Source: Compendium of Basic Statistics for Operations and Management (Second Edition) (2000-2008),
DENR (2011)
Table 4-3 Biochemical Oxygen Demand (BOD) Trends in Major Rivers in the Manila Metropolitan Area
Body of Water Type
BOD Annual Average
(mg/L) Compliance with
Environmental
Standards (2008)
Outlet
2003 2006 2008
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.
Source: Compendium of Basic Statistics for Operations and Management (Second Edition) (2000-2008),
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.
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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
Unit: Million tons/year
Area 2007 2010 National Percentage (2010)
Annual Average Increase Rate (%)
Manila metropolitan area 2.86 3.14 22.97 3.26
Entire country 12.15 13.67 100.00 4.17
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
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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.
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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.
Table 4-5 Road Traffic Reduction
Mode of Transportation Year
Transition Traffic Amount (People)
Average Travel Distance
(km)
Average Number of Passengers
(People/Vehicle)
Road Traffic Reduction
(Vehicles/km/day)
Jeepney
2023 224,841 10.1
10.2
223,581
2030 333,893 10.3 336,338
2040 421,604 9.8 404,521
2053 444,070 9.8 427,622
Bus
2023 5,793 10.1
35.3
1,665
2030 16,360 10.3 4,765
2040 43,165 9.8 11,974
2053 41,607 9.8 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 ＝ Σ (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)
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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
Year Reduction (t/y)
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
Year Annual Power Consumption
(MWh/y)
Emissions (t-CO2/y)
2023 58,266 28,830 2030 78,984 39,081 2040 87,041 43,068
2053 88,193 43,638 Source: Study Team
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(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
Year
Reduction of carbon dioxide emissions as a
result of transition from automobile traffic
(t-CO2/y)
Carbon dioxide emissions resulting from AGT operation (t-CO2/y)
Reduction of carbon dioxide
(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.
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4.3 Effects on Environmental and Social Aspects Resulting from Project Implementation
4.3.1 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 Main Matters to be Checked Yes:Y
No:N
Concrete environmental social consideration (Reasons why of Yes/No,
basis, relief measures, etc.)
1 Approval and Explanation
(1) EIA and environmental approval
(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)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).
(2) Explanation to local stakeholders
(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
(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.
(3) Examination of alternatives
(a) Were multiple alternatives of the project plan examined (including items related to the environment and society)?
(a)Y (a)Alternative plans have been considered and environmental impact taken into consideration for route proposals.
2 Pollution Measures
(1) Water quality
(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
(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
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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.
(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 (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.
(3) Noise and vibration
(a) Is the noise and vibration by the railroad consistent with the standards of interested states, etc.?
(a)Y (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.
(4) Subsidence of ground
(a) Is there is a possibility that subsidence of ground may arise, by a lot of ground-water pumping (especially underground)?
(a)Y (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.
3 Natural Environm
ent
(1) Protected region
(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)N (a) There are no protected areas within the site.
(2) Ecosystem
(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
(a)N (b)N (c)N (d)N (e)N (f)N
(a)(b)(c)(d)(e)(f) are not present within the project site.
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with new community development?(3) Hydrometeor
(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?
(a)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.
(4) Geographical feature and geology
(a) Is there any geological area where earth-and-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 engineering-works 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, earth-cutting, soil disposal area, and the earth-and-sand extraction place produced? Are the appropriate measures for preventing sediment discharge taken?
(a)Y (b)Y (c)Y
(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.
4 Social Environment
(1) Resident move
(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?
(a)Y (b)Y (c)Y (d)Y (e)Y (f)Y (g)Y (h)Y (i)Y (j)Y
(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.
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(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
(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.
(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)N (a) There are no archaeological, historical, cultural, religiously significant remains, etc. within the proposed route of this project.
(4) View (a) When the scenery which should be considered especially exists, is it affected adversely? Are required measures taken when influential?
(a)Y (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.
(5) Ethnic minority, indigenous
(a) Is consideration which reduces the impact on the culture and the lifestyle of ethnic minorities and indigenous people
(a)N (b)N
(a)(b) There are no ethnic minorities or indigenous residents within the proposed route.
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people taken? (b) Are various rights about the land and resources of ethnic minorities and indigenous people respected?
(6) Labor environment
(a) Are the laws on the labor environment of 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) 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.
5 Others
(1) Influence under construction
(a) Are the relief measures for contamination during construction (noise, 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?
(a)Y (b)N (c)Y (d)Y
(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.
(2) Monitoring
(a) Is the business operator's 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
(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.
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6 Important M
atters
(1) Reference of other environmental check-lists
(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)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.)
(2) Notes for environmental check-list use
(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)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.
Table 4-11 JICA Guideline Checklist (Other Relevant Fields (Power Transmission and Distribution Lines Extracts)) Classifi
cation Environment item Main Matters to be Checked Yes:Y
No:N
Concrete environmental social consideration (Reasons why of Yes/No, basis, relief
measures, etc.)
3 Natural Environm
ent(4) Geographical feature and geology
(a) Is there any geological area where earth-and-sand collapse and landslide are likely produced on the route of power transmission and distribution line? 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 engineering-works 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, earth-cutting, soil disposal area, and the earth-and-sand extraction place produced? Are the appropriate measures for preventing sediment discharge taken?
(a)N (b)Y (c)Y
(a) In areas where power transmission line switching construction is required, construction methods will be planned to ensure that slope failures and landslides do not occur in areas prone to such. (b)Sufficient consideration will be made in plans to prevent slope failures and landslides in foundation and tunnel construction. (c) Plans will be drawn up to protect against erosion in soil dumps for tunnel construction.
Source: Study Team
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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 Option-1 Option-2 Option-3 Condition of land use Central: commercial and
business area, low to high-rise residential area
Suburban: low to high-rise residential area
Central: commercial and business area, low to high-rise residential area
Suburban: low to high-rise residential area
Central: luxury residential area, leisure facility (slightly far from commercial and business area)
Suburban: low to high-rise residential area
Route length (km) (underground section)
19.6 (2.5)
18.4 (2.2)
14.8 (0.0)
Condition of introducing space (road)
Road in city is comparatively narrow.
Road in city is comparatively narrow.
Road in city is wide.
Land acquisition 1,930 m2 1,230 m2 None Affected property (required number of resettlement) 22 properties 15 properties None
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.
Required land acquisition and affected house are comparatively large. Although this route will contribute to the reduction of traffic congestion and passenger’s convenience.
Required land acquisition and affected house are comparatively small. But this route has issues of demand and passenger’s convenience owing to the distance from city center.
Source: Study Team
4-17
Figure 4-3 Locations of Required Land Acquisition
Option-1(City area) Option-2(City area)
Location Area (m2)
Number of affected
properties Land use Location Area
(m2)
Number of affected
properties Land use
(a) 480 1 Factory/warehouse (i) 290 2 Mall/Station of MRT Line 3 (b) 20 1 Factory/warehouse (j) 290 5 Medium-rise residence (c) 180 3 Medium-rise residence (k) 230 3 Medium-rise residence (d) 400 2 Medium-rise residence (l) 420 5 Low-rise residence (e) 670 6 Low-rise residence Total 1230 15 (f) 20 2 Low-rise residence Option-3(City area) (g) 80 6 Low-rise residence
Location Area (m2)
Number of affected
properties Land use (h) 80 1 Low-rise residence
Total 1930 22 ― 0 0 ― 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.
(a)
(b)
(h)
(c)
(d) (e)
(f)
(g) (i)
(j) (k)
(l)
(m)
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(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.
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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
Source: DENR
Figure 4-5 EMB Organization Chart
Source: EMB
国家地理資源情報庁
事務次官関連組織
ラグナ湖開発庁
土地登録庁
フィリピン鉱業開発会社
基幹部局
天然資源開発会社
生態系調査・開発局
森林管理局保護区・野生生物局
土地管理局地方環境・天然資源局
環境管理局 鉱物・地球科学局
州環境・天然資源局
環境管理局地方局
鉱物・地球科学局地方局
市環境・天然資源局
Undersecretary
Philippine Mining Development Corporation
Land Registration Authority
Laguna Lake Development Authority
National Mapping and Resource Information
Authority
Natural Resources Development Corporation
Ecosystems Research and Development
Bureau
Forest Management Bureau
Protected Areas and Wildlife Bureau
Land Management Bureau
Regional Environment and Natural Resources
Office
Provincial Environment and Natural Resources
Offices
City Environment and Natural Resources
Offices
Environmental Management Bureau
Regional Environmental
Management Bureaus
Mines and Geosciences Bureau
Regional Mines and Geosciences Bureaus
Related Organizations
Main Divisions
環境影響評価・管理課
環境基準課 調査開発課 環境教育・情報課 総務・財務課 法制度課
環境管理局長
環境管理局副局長
国家固形廃棄物管理委員会事務局
公害裁定委員会事務局
環境管理局－地方局
Environmental Management Bureau Director
Environmental Management Bureau Assistant Director
National Solid Waste Management Committee Office Pollution Adjudication Board
Environmental Impact Assessment and Management
Division
Environmental Standards Division
Research and Development Division
Environmental Education and Information Division
Admin and Finance Division Legal Division
Environmental Management Bureau – Regional Bureaus
4-20
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
Regulation Year of issue Regulation name/Regulation details
Basic Policy
Presidential Decree No. 1152 1977 Philippine Environmental Code
Executive Order No. 192 1987 Department of Environment and Natural Resources
Reorganization
Conservation/Biodiversity/Forestry
Presidential Decree No. 705 1975 Revised Forestry Code
Presidential Decree No. 1067 1976 Water Code
Republic Act No. 7586 1992 The National Integrated Protected Areas System Act
Republic Act No. 9147 2001 Wildlife Resources Conservation and Protection Act
Pollution Related
Republic Act No. 6969 1990 Toxic Substances and Hazardous and Nuclear
Wastes Control Act
Republic Act No. 8749 1999 Clean Air Act
Republic Act No. 9003 2001 Ecological Solid Waste Management Act
Republic Act No. 9275 2004 Clean Water Act
Climate Change/Global Warming
Republic Act No. 9267 2006 Biofuels Act
Republic Act No. 9513 2008 Renewable Energy Act
Republic Act No. 9729 2009 Climate Change Act
Environmental Assessment
Presidential Decree No. 1586 1978 Establishing an Environmental Impact Statement
System
Department of Environment and Natural
Resources Administrative Order No. 2003-
30
2003
Implementing Rules and Regulations (IRR) for the
Philippine Environmental Impact Statement (EIS)
System
Land Acquisition/Resident Relocation
Presidential Decree No. 1533 1978
Establishing A Uniform Basis for Determining Just
Compensation and the Amount of Deposit for
Immediate Possession of the Property Involved in
Eminent Domain Proceedings
Republic Act No. 7279 1992 Urban Development and Housing Act
Republic Act No. 8974 2000
An Act to Facilitate the Acquisition of Right-of-
Way, Site or Location for National Government
Infrastructure Projects and for Other Purposes
4-21
Department of Public Works and Highways
Department Order 5 2003
Guidelines for Acquisition of Land for DPWG
Projects
Native Peoples
Republic Act No. 8371 1997 Indigenous People Rights Act
Environmental Standards
Department of Environment and Natural
Resources Administrative Order No. 1990-
34
1990 Fresh water environmental standards, seawater
environmental standards
Department of Environment and Natural
Resources Administrative Order No. 1990-
35
1990 Effluent standards (protected bodies of water,
standard bodies of water)
Department of Environment and Natural
Resources Administrative Order No. 1994-
26A
1994 Water quality standards for drinking water
Department of Environment and Natural
Resources Administrative Order No. 2000-
81
2000 Air environment standards, exhaust gas standards
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
4-22
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.
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Figure 4-6 Philippines EIA Implementation Flow
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.
スクリーニング
環境アセスメント必要
環境アセスメントスコーピング
環境アセスメント/ECC取得に必要な報告書の作成
環境アセスメント報告書のレビュー、評価（DENR-EMB）
事業実施者による活動 DENR-ENBによる活動 事業実施者による活動であるが、EIAﾌﾟﾛｾｽ範囲外 住民参加
環境アセスメント必要なし
環境影響モニタリング及び評価監査
関連する他の機関から求められる許可及び認可の取得
事業の拡張/変更
ECCの発行DENR-EMBによる提言或い
は命令
事業の実施
事業計画の変更/事業実施地の変更
ECC発行拒否
住民参加
Screening
Environmental assessment required
Environmental assessment not required
Environmental assessment scoping
Creation of reports necessary for environmental
assessment/ECC acquisition
Environmental assessment reports review/assessment
(DENR-EMB)
ECC issuance refusal
ECC issuanceSuggestions or orders
from DEN-EMB
Project plan changes/project implementation location changes
Project expansion/changes
Project implementation
Environmental impact monitoring and assessment
studies
Project implementer activitiesDENR-EMB activitiesProject implementer activities outside of EIA process scopeResident participation
Authorization and approval required by other related organizations
Resident participation
4-24
Table 4-15 Environmentally Critical Projects (ECPs) (Infrastructure Project Framework)
Project Type Scale
Large Scale Dams 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
Bridges
10 km or more
New Construction of Roads 20 km or more
(10 km or more in dangerous slope areas)
Tunnels, Underpasses, Railways 1 km or more
Source: Revised Procedural Manual for DAO 03-30, 2008
(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 All ECP projects including ECAs and NECAs (Non-ECAs)
Group II Projects which pose a risk of serious environmental impact among ECAs (NECP: Non-ECP)
Group III NECP projects in areas where no risk of serious environmental impact is expected (NECA)
Group IV Joint projects (Projects implemented and managed by multiple project implementers within a single area. Applies to economic development zones and industrial complexes)
Group V Other projects
Source: Revised Procedural Manual for DAO 03-30, 2008
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)
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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 4-
17.
Table 4-17 Items that Must be Accomplished by the Government in order to Realize the Project
Stage Implementation item Relevant organization Period
Detailed Design
Environmental impact assessment (EIA)
Project classification (screening) EIA scope verification
DOTC 10-15 working days
Scoping DOTC DENR-EMB
40-45 working 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 (EIARC) Requests for additional materials, compilation of screening results, etc.
EMB EIARC 10-15 working days
Issuance/refusal of environmental compliance certificate (ECC)
DENR Secretary
10-15 working days
Issuance of environmental compliance certificate (ECC) approval letter
DENR-EMB 5-7 working days
Land acquisition and resident relocation
Surveying, impact scope study, property study
DOTC 6 months
Preparation of relocation destination, acquisition of land, implementation of resident relocation plan
DOTC 12 months
Before construction commencement
Utility transfer authorization DOTC 3 months
Roadside tree felling authorization DENR－FMB 1 month Waste processing authorization DENR－
EMB 1 month
Road occupancy authorization/traffic restriction authorization
MMDA 1 month
Source: Study Team
Chapter 5
Financial and Economic Evaluation
5-1
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 Option-
2 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$) and Table 5-3 (in Peso).
Table 5-1 Unit Cost and Quantity of the Construction Cost
Item UnitUnit Cost
QuantityF/C (Million Yen)
L/C (Million Peso)
Civil Construction Cost(1) Main line (elevated section) km 634.63 550.93 16.20(2) Main line (underground section) km 1,050.00 918.29 2.20(3) Station set 137.50 126.07 12.00(4) Depot LS 1,493.20 829.88 1.00(5) Environmental mitigation and compensation LS 0.00 46.69 1.00
E&M/Rolling Stock Cost(6) Rolling stock car 180.00 0.00 144.00(7) Power supply system km 641.67 64.85 18.40(8) Signalling and telecommunication km 598.33 56.58 18.40(9) AFC set 115.38 11.67 12.00(10) Maintenance equipment (depot) LS 700.00 116.73 1.00
Land Cost(11) Depot ha 0.00 60.00 6.000(12) House ha 0.00 1,000.00 0.123
Source: Study Team
Table 5-2 Construction Cost (in US$)
Unit: Million US$ Year 2017 2018 2019 2020 2021 2022 Total (2017 to 2022)
Item F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C F/C 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 11.4Civil Construction Cost 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 94.3 210.5 304.83. 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 68.84. 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 50.85. 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 33.36. 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 1.17. 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 0.2 144.4 314.4 458.8E&M/Rolling Stock Cost 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 0.0 237.89. 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 24.5 125.611.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 16.012. 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 9.213. 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 7.1 610.6 373.2 983.815. 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 39.416. 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 51.217. 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 48.9 202.218. 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
Source: Study Team
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.
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%
5-2
Table 5-2 (continued) Construction Cost (in US$)
Unit: Million US$ Year 2028 Total (2017 to 2022, 2028)
Item F/C L/C F/C L/C Total
Land Cost1. Land cost 0.0 0.0 0.0 11.4 11.4
Civil Construction Cost2. Main line (elevated) 0.0 0.0 94.3 210.5 304.8
3. Main line (underground) 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
6. Environmental mitigation 0.0 0.0 0.0 1.1 1.1
7. Total of civil 0.0 0.0 144.4 314.4 458.8
E&M/Rolling Stock Cost8. Rolling stock 69.4 0.0 307.2 0.0 307.2
9. Power supply system 0.0 0.0 108.3 28.1 136.5
10. Signal. and telecom. 0.0 0.0 101.0 24.5 125.6
11. AFC 0.0 0.0 12.7 3.3 16.0
12. Maintenance equipment 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
14. Total of civil and E&M/RS 69.4 0.0 680.0 373.2 1,053.2
15. Consulting fee (4%) 2.8 0.0 27.2 14.9 42.1
16. Contingency (5%) 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
Source: Study Team
5-3
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.
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%
Table 5-3 Construction Cost (in Peso)
Unit: Million Peso Year 2017 2018 2019 2020 2021 2022 合計(2017～2022)
Item F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C F/C L/C 計
Land Cost1. 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
Civil Construction Cost2. Main line (elevated) 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 8,925.0 12,925.4
3. Main line (underground) 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
6. Environmental mitigation 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
7. Total of civil 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
E&M/Rolling Stock Cost8. 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
9. Power supply system 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
10. Signal. and telecom. 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
12. Maintenance equipment 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
14. Total of civil and E&M/RS 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
15. Consulting fee (4%) 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
16. Contingency (5%) 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
17. Taxes 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
18. Grand total 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 3,642.7 366.8 34,780.4 19,838.7 54,619.1
Source: Study Team
5-4
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.
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%
Table 5-3 (continued) Construction Cost (in Peso)
Unit: Million Peso Year 2028 Total (2017 to 2022, 2028)
Item F/C L/C F/C L/C Total
Land Cost
1. Land Cost 0.0 0.0 0.0 483.0 483.0
Civil Construction Cost2. Main line (elevated) 0.0 0.0 4,000.4 8,925.0 12,925.4
3. Main line (underground) 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
6. Environmental mitigation 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
E&M/Rolling Stock Cost8. Rolling stock 2,941.6 0.0 13,027.2 0.0 13,027.2
9. Power supply system 0.0 0.0 4,594.0 1,193.3 5,787.3
10. Signal. and telecom. 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
12. Maintenance equipment 0.0 0.0 272.4 116.7 389.1
13. Total of E&M/RS 2,941.6 0.0 22,716.2 2,491.2 25,207.4
14. Total of civil and E&M/RS 2,941.6 0.0 28,838.4 15,825.9 44,664.3
15. Consulting fee (4%) 117.7 0.0 1,153.5 633.0 1,786.6
16. Contingency (5%) 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 3,950.7 0.0 38,731.2 19,838.7 58,569.8
Source: Study Team
5-5
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.
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%
5-6
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.
5-7
Table 5-4 Manpower Breakdown of EWR for Opening Year
Item Main Parameter Value Ratio Staff
Administration Fixed 145
Station 84
Operation Number of stations 12 3 36
AFC Number of stations 12 4 48
Drivers Number of trains 20 3.6 72
Engineering and Maintenance 108
Maintenance Fixed 90
Engineering Fixed 18
Cleaning Staff Number of stations 12 13 156
Security Stations Number of stations 12 17 204
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
Summary StaffAverage Salary Annual Cost
(Php/year) (Mil.Yen/year) (Mil.US$/year) (Mil.Php/year) (Mil.Yen/year) (Mil.US$/year)
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
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.
5-8
(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
Total 24.001 29.870 29.339 31.366 33.593 32.831 32.881
Source: Study Team
5-9
5.2 Preliminary Economic and Financial Analyses5.2.1 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
5-10
(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 Total from 2017 to 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% (2013-
2014) from the central bank of the Republic of the Philippines.
5-11
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$/hour
Source: Study Team
In addition to the benefits mentioned above, other indirect benefits such as improvement of regional transport,
contributing natural and social environment and promoting regional development are expected. It is difficult
to evaluate these benefits quantitatively, these values are not calculate in the analysis. However, these are
important factors for the decision of adopting this project.
4) Evaluation Indexes
The results of the preliminary economic analysis based on the above conditions are summarized in Table 5-
12, and the economic cash flow is shown in Table 5-14. EIRR is found to be 15.5% and this project is
considered economically viable compared with 15% of social discount rate.
Table 5-12 Results of Economic Evaluation Indexes
(Social discount rate = 15%) Economic Internal Rate
of Return (EIRR) Benefit and Cost Ratio
(B/C Ratio) Economic Net Present Value
(ENPV)
15.5 % 1.04 28.9 (million US$)
Source: Study Team
5-12
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% -5% 0% +5% +10%
+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
5-13
Table 5-14 Economic Cashflow
Unit: million US$
Seq.No. Year
Project Costs Project Benefits Net Economic Benefits Construction O&M Total VOC
savingTTC
saving Total
-6 2017 26.4 0.0 26.4 0.0 0.0 0.0 -26.4-5 2018 64.0 0.0 64.0 0.0 0.0 0.0 -64.0-4 2019 352.4 0.0 352.4 0.0 0.0 0.0 -352.4-3 2020 390.0 0.0 390.0 0.0 0.0 0.0 -390.0-2 2021 175.3 0.0 175.3 0.0 0.0 0.0 -175.3-1 2022 77.6 0.0 77.6 0.0 0.0 0.0 -77.61 2023 0.0 21.5 21.5 187.7 34.5 222.2 200.82 2024 0.0 22.1 22.1 207.0 41.8 248.9 226.73 2025 0.0 22.4 22.4 193.9 34.8 228.7 206.34 2026 0.0 23.1 23.1 201.1 37.0 238.1 215.05 2027 0.0 23.7 23.7 208.2 39.2 247.5 223.76 2028 75.7 24.0 99.7 215.4 41.4 256.8 157.17 2029 0.0 25.6 25.6 222.6 43.6 266.2 240.68 2030 0.0 26.7 26.7 228.1 49.0 277.1 250.49 2031 0.0 26.7 26.7 233.5 51.4 284.8 258.110 2032 0.0 26.7 26.7 238.8 53.7 292.5 265.911 2033 0.0 26.2 26.2 244.2 56.1 300.3 274.112 2034 0.0 26.2 26.2 249.5 58.5 308.0 281.813 2035 0.0 26.2 26.2 251.3 56.4 307.7 281.414 2036 0.0 26.4 26.4 256.8 57.3 314.1 287.715 2037 0.0 26.2 26.2 262.4 58.2 320.6 294.416 2038 0.0 27.1 27.1 267.9 59.2 327.1 300.017 2039 0.0 27.1 27.1 273.5 60.1 333.5 306.418 2040 0.0 28.0 28.0 279.0 61.0 340.0 312.019 2041 0.0 28.0 28.0 283.1 61.0 344.1 316.120 2042 0.0 30.0 30.0 287.2 61.0 348.2 318.221 2043 0.0 30.0 30.0 291.2 61.1 352.3 322.322 2044 0.0 30.0 30.0 295.3 61.1 356.4 326.423 2045 0.0 30.0 30.0 299.4 61.1 360.5 330.424 2046 0.0 29.1 29.1 303.5 61.1 364.6 335.525 2047 0.0 29.1 29.1 307.5 61.1 368.7 339.626 2048 0.0 29.3 29.3 311.6 61.1 372.8 343.427 2049 0.0 29.3 29.3 315.7 61.2 376.8 347.528 2050 0.0 29.3 29.3 319.8 61.2 380.9 351.629 2051 0.0 29.3 29.3 323.8 61.2 385.0 355.730 2052 -197.4 29.4 -168.0 327.9 61.2 389.1 557.1
Source: Study Team
5-14
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.
- 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.
- 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.
5-15
Table 5-15 Construction Cost (in Financial Price)
Unit: million US$
2017 2018 2019 2020 2021 2022 Total from 2017 to 2022
28.7 75.6 415.4 461.4 212.3 94.5 1,287.9
2028 Total from 2017 to 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$/km (20 + 2.5
Pesos/km) from the results of demand forecast. The non-fare revenue consists of relating business revenues
such as advertising revenue at the station and rental fees of commercial space and is assumed as 5% of fare
revenue.
c) Expenditure
O&M cost is considered as expenditure in operation period.
d) Evaluation Indexes
Table 5-16 shows annual demand, revenue and expenditure of representative years. The results of preliminary
financial analysis are shown in Table 5-17 and Table 5-19. As a result, the FIRR is found to be 6.2% and is
considered financially viable compared with 0.6% of WACC.
Table 5-16 Annual Demand, Revenue and Expenditure
Year Annual demand (thousand passengers/year)
Revenue (million US$) Expenditure (million US$) Fare revenue Non-fare revenue
2023 79,557 85.1 4.3 24.0
2032 130,238 139.4 7.0 29.9
2042 161,460 169.3 8.5 33.6
2052 166,980 175.1 8.8 32.9
Source: Study Team
Table 5-17 Results of Financial Evaluation Indexes
Financial Internal Rate of Return(FIRR)
Weighted Average Cost of Capital(WACC)
Financial Net Present Value (FNPV)
6.2 % 0.6 % 2,158.6 (million US$)
Source: Study Team
5-16
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 costRevenue
-10% -5% 0% +5% +10%
+10% 8.0% 7.5% 7.1% 6.6% 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
5-17
Table 5-19 Financial Cashflow
Unit: million US$ Seq. No. Year Construction
Cost O&M Cost Total Cost Net Revenue Annual Revenue
-6 2017 28.7 0.0 28.7 -28.7 0.0-5 2018 75.6 0.0 75.6 -75.6 0.0-4 2019 415.4 0.0 415.4 -415.4 0.0-3 2020 461.4 0.0 461.4 -461.4 0.0-2 2021 212.3 0.0 212.3 -212.3 0.0-1 2022 94.5 0.0 94.5 -94.5 0.01 2023 0.0 24.0 24.0 65.3 89.32 2024 0.0 24.8 24.8 71.0 95.83 2025 0.0 25.0 25.0 79.3 104.34 2026 0.0 25.8 25.8 83.5 109.35 2027 0.0 26.5 26.5 87.8 114.46 2028 93.2 26.8 120.0 -0.6 119.47 2029 0.0 28.6 28.6 95.7 124.48 2030 0.0 29.9 29.9 106.8 136.79 2031 0.0 29.9 29.9 111.7 141.610 2032 0.0 29.9 29.9 116.5 146.411 2033 0.0 29.3 29.3 121.9 151.212 2034 0.0 29.3 29.3 126.6 155.913 2035 0.0 29.3 29.3 132.8 162.114 2036 0.0 29.6 29.6 135.5 165.015 2037 0.0 29.3 29.3 138.6 167.916 2038 0.0 30.3 30.3 140.4 170.717 2039 0.0 30.3 30.3 143.3 173.618 2040 0.0 31.4 31.4 145.2 176.519 2041 0.0 31.4 31.4 145.8 177.220 2042 0.0 33.6 33.6 144.2 177.821 2043 0.0 33.6 33.6 144.8 178.422 2044 0.0 33.6 33.6 145.4 179.023 2045 0.0 33.6 33.6 146.0 179.624 2046 0.0 32.6 32.6 147.7 180.225 2047 0.0 32.6 32.6 148.3 180.826 2048 0.0 32.8 32.8 148.6 181.427 2049 0.0 32.8 32.8 149.2 182.028 2050 0.0 32.8 32.8 149.8 182.729 2051 0.0 32.8 32.8 150.4 183.330 2052 -229.7 32.9 -196.8 380.7 183.9
Source: Study Team
5-18
5.3 Preliminary Analysis for Applicability of PPP Scheme5.3.1 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-Lease-
Transfer) 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
Scheme Finance, Design and
Construction/Procurement By O&M Organization Civil Structure E&M/Rolling Stock
Public Project Public Public Public
PPP
A Public Public Private
B Public Public Private Private
C Public Private Private
D Public Private Private Private
E Private Private Public Private
F Private Public Private
G Private Public Public Private
Private Project 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.
5-19
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.
5-20
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.
- 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.
- 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.
5-21
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.
Chapter 6
Planned Project Schedule
6-1
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.
6-2
Figure 6-1 Implementation Schedule Duration(month) 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
1. Preparation Stage
(1) METI FS (this study) 6
(2) JICA full blow FS 12
(3) Preparation of EIA, RAP 12
(4) Project approval 1
(5) L/A 6
(6) Selection of consultant 6
(7) Basic design, tender, contract 6
(8) Land acquisition, resettlement, relocation 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
Chapter 7
Implementing Organization
7-1
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
7-2
Figure 7-1 Organizational Structure of DOTC
Undersecretary for Legal
Assistant Secretary for Legal Affairs
Assistant Secretary Procurement
ISLES FranchisingReview Staff
Legal Sevice
Legislative & Issuances Division
Investigation & Adjucation Division
Contract Review & Documentation
Legal Affairs & Research Division
Procurement, Supply & Property Mgt Service
Procurment Division
Supply Division
Property Utilization & Disposal Div.
SECRETARY
Internal Audit Office Public Information Office
Undersecretary for OperationsOperations Monitoring
Service
Action Center
Assistant Secretary Administration
Administrative Service Management Information Service
Comptrollership Service
Personnel Division
Human Resource Dev't Div.
Gen. Services Div.
Computer Systems Div.
Information Systems Div.
Accounting Division
Treasury Division
Undersecretary for Project Implementation and Special Concerns
Assistant Secretary Project Management
ProjectManagement
Service
Project Monitoring & Evaluationt Service
Unified ProjectManagement Office
ProjectDocumentation &
ControlDivision
Eng'g & Archi Design Div
Project Monitoring & Documentation Div.
Evaluation & Performance Reporting Div
Assistant Secretary for Special Concerns
Undersecretary for Planning
Infrastructure Projects Service
Assistant Secretary for Planning
Planning Service Finance & Management
International Cooperation Desk
Maritime Transp. Planning Div
Air Transp. Planning Div
Rail Transp. Planning Div
Road Transp. Planning Div
Budget Division
Management
DOTC-CO DOTC CAR DOTC CARAGA SECTORAL OFFICES (LTO, LTFRB)
ATTACHED AGENCIES GOCCS
All Legal and Procurement Concerns
All Operational ConcernsAll Project Implementation
and Special Concerns
All Planning Concerns
Source: “Study on Railway Strategy for Clark-Metro Manila for the Greater Capital Region in the Republic of the Philippines”, JICA 2013
7-3
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
7-4
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.
Chapter 8
Technical Advantages of Japanese Company
8-1
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.
8-2
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
AFC 1,390 1.3
Rail yard installations 700 0.6
Total 58,390 53.2
Total construction costs 109,630 100.0
*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.
