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ENVIRONMENTAL IMPACT STATEMENT
for the
Light Rail Transit Line 1 South Extension Project
Volume 1
Submitted by
Light Rail Transit Authority
August 21, 2008
E1970
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Table of Contents
EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Brief Description of the Project . . . . . . . . . . . . . . . . . . . . . . . . . i
Brief Description of Data Gathering . . . . . . . . . . . . . . . . . . . . . ii
Project Screening and Scoping . . . . . . . . . . . . . . . . . . . . . . . . . iii
Brief Description of Project Environment . . . . . . . . . . . . . . . . . . iii
Physico-chemical Aspects . . . . . . . . . . . . . . . . . . . . . . . . iv
Biological Aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
Socio-Economic Aspects . . . . . . . . . . . . . . . . . . . . . . . . . vii
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Project Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 EIA Approach and Methodology . . . . . . . . . . . . . . . . . . . . 3
1.3 EIA Process Documentation . . . . . . . . . . . . . . . . . . . . . . . 12
1.4 EIA Team . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.5 EIA Study Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2 PROJECT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.1 Project Rationale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.2 Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.1 The Five (5) Basic Alternative Routes . . . . . . . . . . . 20
2.2.2 The Four (4) Short-Listed Alternative Routes . . . . . 23
2.2.3 Selection of Technically Preferred Route
for North and Central Section . . . . . . . . . . . . . . . . . 33
2.3 Project Area and Location . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.4 Project Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.4.1 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
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2.4.2 Pre-Construction and Construction Phases . . . . . . . 72
2.4.3 Operational Phase . . . . . . . . . . . . . . . . . . . . . . . . . 97
3 BASELINE ENVIRONMENTAL CONDITIONS . . . . . . . . . . . . . . 99
3.1 Environmental Study Area . . . . . . . . . . . . . . . . . . . . . . . 100
3.2 Physical Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
3.2.1 Geomorphology . . . . . . . . . . . . . . . . . . . . . . . . . . 100
3.2.2 Geology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 105
3.2.3 Statigraphy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
3.2.4 Seismicity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
3.2.5 Earthquake Generators . . . . . . . . . . . . . . . . . . . . 109
3.2.6 Hazard Identification . . . . . . . . . . . . . . . . . . . . . . 113
3.2.7 Surface Hydrology . . . . . . . . . . . . . . . . . . . . . . . . 120
3.2.8 Land Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
3.2.9 Pedology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
3.2.10 Water Quality and Limnolgy . . . . . . . . . . . . . . . . . 130
3.2.11 Meteorolgy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
3.2.12 Air Quality and Noise Level . . . . . . . . . . . . . . . . . . 134
3.3 Biological Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
3.3.1 Flora . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 3.3.2 Fauna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
3.4 Socio-Economic Environment . . . . . . . . . . . . . . . . . . . . . . . 156
3.4.1 The National Capital Region or Metropolitan Manila The Host Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
3.4.2 Cavite : The Host Province in the South End . . . . . . 158
3.4.3 The Host Cities and Municipalities . . . . . . . . . . . . . . 161 3.4.4 The Direct Impact Area . . . . . . . . . . . . . . . . . . . . . . . 165 3.4.5 Affected Population Group . . . . . . . . . . . . . . . . . . . . 166 3.4.6 Socio-Economic Profile of the Affected Group . . . . . 169 3.4.7 Measures of Social Acceptability . . . . . . . . . . . . . . . 196
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LIght Rail Transit Authority MANILA LRT LINE 1 EXTENSION PROJECT INTERNAL MEMORANDUM
In regard to the EIS report, there should be two versions of the report: 1. Original version, as submitted to DENR, and 2. Updated version for submittal to the lenders.
You should maintain an original version of the EIS report on file in case there is a need to make additional copies in the future. For preparation of the updated version of the EIS report, please find enclosed the following:
• Diskette containing the update to Section 2.4 to incorporate into Volume 1 of the
EIS report.
• Revised figures for Volume 2 of the EIS report.
• Revised Social Development and Resettlement Program for Volume 3 (Additional
Information) of the EIS report.)
Provide us with one complete loose unbound original set of the updated EIS report so that we can make copies of the document. The updated EIS report will be organized into three separate volumes and bound into a 3-ring binders, as follows:
• Volume 1 - Main Report
• Volume 2 – Figures, Photographs & Appendices
• Volume 3 – Additional Information (Includes Social Development Program)
Also, provide us with a set of covers for the three volumes and tabbed dividers. Please note that Table 2.6 has been deleted and as such the table numbering in Section 2 should be revised. Regards
Date :
To:
cc:
December 12, 2001
Annabelle Herrera
Scott Anderson
From :
File No:
Subject
Grant Miyasaki
14046Manila LRT Line 1 Extension
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4 FUTURE ENVIRONMENTAL CONDITIONS WITHOUT THE PROJECT . . . . . . . . . . . . . . . . . . . . . . . . . . 207 4.1 Physical Environment . . . . . . . . . . . . . . . . . . . . . . . . . 208 4.2 Biological Environment . . . . . . . . . . . . . . . . . . . . . . . . 210 4.3 Socio Economic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
5 IMPACT ASSESSMENT, MITIGATION AND ENHANCEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Impact Identification, Prediction and Evaluation . . . . . .212
5.1.1 Pre-Construction Phase . . . . . . . . . . . . . . . . . . . 213 5.1.2 Construction Phase . . . . . . . . . . . . . . . . . . . . . . . 213 5.1.3 Operational Phase . . . . . . . . . . . . . . . . . . . . . . . . 223
5.2 Unavoidable and Residual Impacts . . . . . . . . . . . . . . . . . 233
6 ENVIRONMENTAL MANAGEMENT PLAN . . . . . . . . . . . . . . . . 241
6.1 Construction Contractor’s Program . . . . . . . . . . . . . . . . . 242
6.2 ROW Acquisition Procedures . . . . . . . . . . . . . . . . . . . . . 242
6.3 Social Development Program (SDP) . . . . . . . . . . . . . . . 244
6.3.1 Objectives of the SDP. . . . . . . . . . . . . . . . . . . . . 244 6.3.2 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 6.2.3 Specific Objectives . . . . . . . . . . . . . . . . . . . . . . . 247 6.3.4 Compensation Package . . . . . . . . . . . . . . . . . . . 248 6.3.5 Livelihood Assistance . . . . . . . . . . . . . . . . . . . . . 249
6.4 Resettlement Action Plan . . . . . . . . . . . . . . . . . . . . . . . . 249
6.5 Traffic Management Plan . . . . . . . . . . . . . . . . . . . . . . . . 249
6.5.1 During Construction . . . . . . . . . . . . . . . . . . . . . . . 250
6.5.2 During Operation . . . . . . . . . . . . . . . . . . . . . . . . . 257
6.6 Utilities Management Plan . . . . . . . . . . . . . . . . . . . . . . . . 258
6.7 Waste Management and Disposal Plan . . . . . . . . . . . . . . 259
6.8 Contingency Response Plan . . . . . . . . . . . . . . . . . . . . . . 259
6.9 Abandonment Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
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6.10 Environmental Monitoring Program . . . . . . . . . . . . . . . . . 261
6.10.1 Monitoring Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
6.10.2 The Multi-Partite Monitoring Team (MMT) . . . . . . . . . . 263
6.10.3 Environmental Monitoring Matrix . . . . . . . . . . . . . . . . . 265
6.11 Institutional Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
6.12 Information, Education, and Communication (IEC)
Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
6.12.1 General Objectives. . . . . . . . . . . . . . . . . . . . . . . . 272
6.12.2 Specific Objectives . . . . . . . . . . . . . . . . . . . . . . . . 273
6.12.3 Activities / Milestone . . . . . . . . . . . . . . . . . . . . . . . 273
LIST OF FIGURES
CHAPTER 1
Figure 1.1 Normalized Peak A-Weighting Sound Level as a Function of
Distance
Figure 1.2 Distances from Rail Track to the Observer Location
Figure 1.3 Graph Showing the Method of Addition of Two Sound Pressure
Levels
CHAPTER 2
Figure 2.1 Project Location Key Plan (Coastal Corridor)
Figure 2.2 Preliminary MMUTIS Network Plan (Master Plan Network, Year
2015)
Figure 2.3 Five Basic Route Alternatives
Figure 2.4 Prospective Routing Combinations
Figure 2.5 The Four Route Combinations
Figure 2.6 Four Short-Listed Route Alternatives
Figure 2.7 Rating of Route Alternatives
Figure 2.8 Assessment Summary of Criteria
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Figure 2.9 The Technically Preferred Route
Figure2.10 The Proposed LRT Line 1 Extension Route
Figure 2.11 General Arrangement of Dual Trapezoidal Box Beam Elevated
Guideway Scheme
Figure 2.12 General Arrangement of Dual Trapezoidal “Two Component”
Box Beams Guideway Scheme
Figure 2.13 General Arrangement of Single Segmental Trapezoidal Box Beams
Guideway Scheme.
Figure 2.14 Multiple ASSHTO Beams & Slabs Guideway Scheme
Figure 2.15 General Arrangement of the Proposed Guideway Scheme
Figure 2.16 Tie-In to the Existing Guideway Structure
Figure 2.17 Locations of Passenger Stations
Figure 2.18 Civil Design Concept of Redemptorist Station
Figure 2.19 Civil Design Concept of MIA Station
Figure 2.20 Civil Design Concept of Asia World Station
Figure 2.21 Civil Design Concept of Ninoy Aquino Station
Figure 2.22 Civil Design Concept of Dr. Santos Station
Figure 2.23 Civil Design Concept of Manuyo Uno Station
Figure 2.24 Civil Design Concept of Las Piñas Station
Figure 2.25 Civil Design Concept Zapote Station
Figure 2.26 Civil Design Concept of Talaba Station
Figure 2.27 Civil Design Concept of Niyog Staton
Figure 2.28 Functional Plan for the Intermodal Facility at Dr. Santos
Station
Figure 2.29 Functional Plan for the Intermodal Facility at Niog Station
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Figure 2.30 Functional Plan for the Intermodal Facility at Zapote Station
Figure 2.31 General Vehicle Configuration of the Extension
Figure 2.32 Ultimate Plan of the Existing Depot in Pasay
Figure 2.33 General Layout of the Satellite Depot
Figure 2.34 Locations of Boreholes
Figure 2.35 Beam Launching Process
Figure 2.36 Summary Level Overview of the Implementation Schedule
Figure 2.37 Material Source Map
Figure 2.38 Typical Existing Service Profile for the LRT Line 1 CHAPTER 3
PHYSICAL ENVIRONMENT
Figure 3.2.1 Geomorphologic Features along the Project Corridor
Figure 3.2.2 Sub-Surface Stratigraphy along the Pasay-Zapote Coastline
Figure 3.2.3 Geologic Cross Section Perpendicular to the Pasay-Zapote
Coastline
Figure 3.2.4 Active & Suspected Faults & Seismic Sources in Central Luzon
Figure 3.2.5 Possible Ground Acceleration (g) Distribution in Metro Manila
Figure 3.2.6 Liquefaction Hazard Zonation along the Pasay-Zapote Coastline
Figure 3.2.7 Flood Susceptibility Map along the Pasay-Zapote Coastline
Figure 3.2.8 Natural Catch Basin along the Pasay-Zapote Coastline
Figure 3.2.9 Watershed Areas Draining to the Pasay-Zapote Coastline
Figure 3.2.10 Proposed Land Use Plan of Parañaque City
Figure 3.2.11 Existing Land Use Plan of Las Piñas City
Figure 3.2.12 The Las Piñas-Parañaque Commercial Zone
Figure 3.2.13 Water Quality Sampling Sites
Figure 3.2.14 Climate Map of the Philippine
Figure 3.2.15 Air Quality & Noise Level Sampling Stations
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SOCIO-ECONOMIC ENVIRONMENT Figure 3.4.1 Settlements Map (Direct Impact Area and Indirect Impact Area)
Figure 3.4.2 Settlements Survey Area (On a per Barangay Basis)
A. Tabon /Brgy. Hall, La Huerta
B. Parañaque River, La Huerta
C. Abuhan Burakay, Manuyo Uno
D. Pulang Lupa 1
E. Longos
F. Talaba 2
CHAPTER 6
Figure 6.1 Resettlement Land Acquisition Through Participatory Approach
Figure 6.2 Redemptorist Road Traffic Management Plan during Construction
Figure 6.3 Ninoy Aquino Avenue Traffic Management Plan during
Construction
Figure 6.4a Las PIñas-Talaba Diversion Road Traffic Management Plan during
Construction
Figure 6.4b Possible Traffic Re-routing Plan at the Las Piñas-Talaba
Diversion
Figure 6.5a Traffic Flow at Zapote Intermodal Station
Figure 6.5b Traffic Flow at Niog Intermodal Station
Figure 6.5c Traffic Flow at Dr. Santos Intermodal Station
Figure 6.5d Traffic Flow at Ninoy Aquino Station
Figure 6.5e Traffic Flow at Las Piñas Station
Figure 6.6 Institutional Plan
LIST OF TABLES
EXECUTIVE SUMMARY
x
Measures of Social Acceptability
Potential Impacts and Mitigation/Enhancement Measures
CHAPTER 1
Table 1.1 Census & Survey of Affected Households in Affected
Settlement Areas
Table 1.2 Survey of Affected Business Establishment and Institutions
Table 1.3 Survey of Affected Vendors, Redemptorist Road
CHAPTER 2
Table 2.1 Evaluation Criteria and Factors of the Alternative Routes
Table 2.2 Summary of Rationale for Routes Screened Out
Table 2.3 Weighting of Route Evaluation Criteria
Table 2.4 Summary of Detailed Assessment of Short-Listed Route
Alternatives
Table 2.5 Structural Design Criteria Outline for the Proposed LRT Line
1 Extension Project
Table 2.6 Special Structures Description
Table 2.7 Pre-Cast Yard Equipment Requirement
Table 2.8 Crew Requirements at the Pre-Cast Yard
Table 2.9 Estimated Capital Cost for the Proposed LRT Line 1 Extension
Project
Table 2.10 Minimum Essential Equipment Required for Substructure
Construction
Table 2.11 Minimum Essential Equipment Required for beam Erection
Table 2.12 Earthworks Computation for the Proposed LRT Line 1 Extension
Table 2.13 Year 2005 Service Levels and Fleet Size Allocation for the
Monumento-Redemtorist and Redemptorist-Niog Segments.
CHAPTER 3
Physical Environment
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Table 3.2.1 Terrain Characteristics along the Pasay-Zapote Coastline
Table 3.2.2 Major Earthquakes that affected Metro Manila and its Vicinity
Table 3.2.3 Classification for Liquefaction Susceptibility
Table 3.2.4 List of Creeks and Waterways along the Baclaran-Zapote-Bacoor
Coastline
Table 3.2.5 Physical Properties and Use of the Rivers and Creeks Traversed by
the Proposed LRT Line 1 Extension Route
Table 3.2.6 Climatological Record of Port Area (MCO), Manila from 1961-1995
Table 3.2.7 Observed Ambient Air Quality along the Proposed LRT Line 1
Extension Route
Table 3.2.8 Observed Noise Level along the Proposed LRT Line 1 Extension
Route
Table 3.2.9a Observed Noise Level near the Baclaran Church Door and Convent
during AM Peak
Table 3.2.9b Observed Noise Level near the Baclaran Church Door and Convent
during Off-Peak
Table 3.2.9c Observed Noise Level near the Baclaran Church Door and Convent
during PM Peak
Table 3.210a Observed Noise Level near the Church’s Entrance Gate during AM
Peak
Table 3.2.10b Observed Noise Level near the Church’s Entrance Gate during Off-
Peak
Table 3.2.10c Observed Noise Level near the Church’s Entrance Gate during PM
Peak
Biological Environment
Table 3.3.1 Mangrove Species Observed from the Collection Sites
Table 3.3.2 Physicochemical Characteristics of the Rivers
Table 3.3.3 Plankton and Nekton Observed from the Collection Sites
Socio-Economic Environment
Table 3.4.1 Affected Groups by type, By Area
Table 3.4.2 Number of Business Establishments According to Type of Business
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Table 3.4.3 Number of Business Establishments According to Type of
Business/Merchandize
Table 3.4.4a LRT Project Acceptablility (Settlements Areas)
Table 3.4.4b LRT Project Acceptability (Business Establishments)
Table 3.4.4c LRT Project Acceptability (Vendors)
Table 3.4.5a LRT Project Acceptability (If Respondent is Affected) – Settlement
Areas
Table 3.4.5b LRT Project Acceptability (If Respondent is Affected) - Business
Establishments
Table 3.4.5c LRT Project Acceptability (If Respondent is Affected) – Vendors
CHAPTER 5
Table 5.1 Census & Survey of affected Households in Affected Settlement
Areas
Table 5.2 Predicted Resultant Noise Levels
CHAPTER 6
Table 6.1 Procedure of ROW Acquisition
Table 6.2 Schedule of Activities for the 5 –Year Resettlement Program
Table 6.3 Environmental Monitoring Matrix
LIST OF APPENDICES
Appendix A Salient Points of the Consultation Meeting Conducted by the
ComRel Team
Appendix B Statements of Support
Appendix C Accountability of Statement of EIS Prepares
Appendix D Accountability Statement of the Proponent
Appendix E Wind Rose Analysis of Port Area (MCO) Manila
Appendix F Certifications from DENR Regional Offices
Appendix G Mortality and Morbidity Records of Parañaque and Bacoor
Appendix H Health Facilities in the City of Parañaque
Appendix I Clause 19 of the DPWH Bid Documents Volume II
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ABREVIATIONS
AASHTO American Association of State highway & Transportation Officials
ATP Automatic Train Protection
BOD Biological Oxygen Demand
CCR Central Control Room
CCTV Closed Circuit Television
ComRel Community Relations
DENR Department of Environmental and Natural Resources
DOTC Department Of Transportation & Communication
ECC Environmental Compliance Certificate
EER Electronic Equipment Room
EMB Environmental Management Bureau
FOCS Fiber Optic Communication System
IEC Information Education and Communications
LGU’s Local Government Units
LP-PCZ Las Piñas-Parañaque Commercial Zone
LRTA Light Rail Transit Authority
MMUTIS Metro Manila Urban Transportation Integration Study
MOA Memorandum of Agreement
NAPC National Anti Poverty Commission
NFPA National Fire Protection Association
NGO Non-government Organization
NHA National Housing Authorization
NSO National Statistics Office
OCC Operations Control Center
OCCLAN Operation Control Center Local Area Network
OCS Overhead Contact System
PAS Public Address Speaker
PAS Public Address System
xiv
PEA Public Estate Authority
PO Peoples Organization
PPHPD Passengers Per Hour Per Direction
PPSI Public-Private & Sector Investment
ROW Right – Of – Way
RTUs Remote Terminal Units
SCADA Supervisory Control & Data Acquisition
SDP Social Development Program
SMEs Small-Medium Enterprises
TESDA Technical and Education Skills Development Administration
TPS Traction Power Substation
TSS Total Suspended Solids
TSS Train Supervision System
UDHA Urban Development and Housing Act
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BASIC INFORMATION
The Proponent
Light Rail Transit Authority Administration Bldg., LRTA Compound Aurora Blvd., Pasay City, Metro Manila Telephone Nos.
832-31-41 to 60 833-24-66 LRTA Proponent’s Representative:
Mr. Teodoro B. Cruz, Jr. Administrator LRTA The Preparer
ECOSYS Corporation 48-B Times St., West Triangle, Diliman, Quezon City Telephone Nos.
414-42-65 414-42-83 Telefax No.414-43-79
xvi
EXECUTIVE SUMMARY
Brief Description of the Project . . . . . . . . . . . . . . . . . . . . . . . . . i Brief Description of Data Gathering . . . . . . . . . . . . . . . . . . . . . ii Project Screening and Scoping . . . . . . . . . . . . . . . . . . . . . . . . iii Brief Description of Project Environment . . . . . . . . . . . . . . . . . iii Process Documentation Summary . . . . . . . . . . . . . . . . . . . . . . xi Summary of Proof of Social Acceptability . . . . . . . . . . . . . . . . . xiii Summary of Matrices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiv
i
EXECUTIVE SUMMARY
Brief Description of the Project The Proposed south extension of the existing LRT Line 1 known as the LRT Line 1
Extension Project is a 12 kilometer light transit system which will be undertaken by
the LRT. The Extension, which will be physically connected to the Baclaran Station of
the existing line will operate on fully elevated dual tract guideway from Baclaran,
Parañaque City to Bacoor in the Province of Cavite, with provision of another further to
the south to Imus and Dasmariñas. It will utilize a technology that is compatible with
that of the existing LRT Line 1 and its 100 % capacity extension.
The extension line, consisting of ten (10) passenger station, three (3) intermodal
facilities at Dr. Santos, Zapote, and Niog Stations, and a satellite depot in Bacoor,
Cavite, will serve the southern area of Metro Manila and the northeast corner of the
Province of Cavite. The estimated capital cost for the proposed Extension is
$ 597,000,000.00
The LRT Line Extension Route
The route from the Baclaran Station of the existing LRT Line 1 will turn west at
Redemptorist Road towards Roxas Boulevard. At approximately 6.5 meters
from the seawall, the line deflects south, traversing the reclaim area along the
west side of Roxas Boulevard until it reaches Asia World, where it veers on an
easterly direction to follow the course of Parañaque River. The Extension will
directly traverse the middle of the said river to avoid concrete structures and
shanties on both sides. The alignment will maintain its course until it reaches the
river bend in Brgy. La Huerta where it deflects on an southerly direction to merge
with the existing Ninoy Aquino Avenue. Using the median of the avenue, the
alignment continues south crossing the San Dionisio River, then join Dr. Santos
Avenue.
ii
The route then leaves the avenue, turning southwest, crossing the site of the
proposed C-5 Highway, onto the salt beds and fishponds areas in Manuyo Uno,
Las Piñas City. The Extension Continues southwest then cross the Golden
Haven Cemetery, then pass through some built-up areas near Tramo Bridge at
Pulang Lupa I, until it reaches Padre Cera Bridge at Quirino Avenue. The
alignment will then traverse the southern bank of the Las Piñas River, and then
again cross some marine ponds in Pulang Lupa I, then cross Zapote River in
Brgy. Longos, Bacoor, Cavite. The alignment maintains its direction crossing
under the Coastal Road Flyover, then deflects on a southerly direction to join with
the Talaba Diversion Road. The route continues south traversing the median of
Talaba Diversion Road then cross the intersection of Gen. E. Aguinaldo Highway
and Talaba Diversion Road and head towards the end of the first phase of the
project at Brgy. Niog, Bacoor, Cavite.
Brief Description of Data Gathering
The Study was conducted from April to September 1999. The approach and
methodology adopted are based on the Procedural Flow of the Environmental Impact
Statement (EIS) System prescribed under Article III of the DENR Administrative Order
NO. 96-37, series of 1996.
Data Gathering and Collection
• Primary data gathering procedures was employed to established baseline
information on the project site, particularly with respect to the vegetation,
ambient air, noise and water quality, geology and geomorphology,
and socio-economic aspects.
• Since the project area is well studied, available published and
unpublished literatures were also utilized. Several government
offices/entities such as the City Government of Pasay, Parañaque and Las
Piñas, Provincial Government of Cavite, Municipal Government of Bacoor,
iii
Cavite, PAGASA, PHIVOLCS, Mines and Goesciences Bureau (MGB),
Bureau of Soils, DPWH Southern Manila Engineering District, were visited
to gather the necessary information.
Project Screening and Scoping
• 1st Level Scoping of the Proposed LRT Line 1 Extension Project was held on 22
April 1999 at the EMB Conference Room. The meeting was conducted to
determine the appropriate scope and level of environmental assessment to be
used for the proposed project, and also to ensure the project’s compliance with
the procedural requirements of the DENR for the issuance of the ECC.
• The Guidelines for Public Participation and Social Acceptability prescribed in the
DAO 96-37 regarding the conduct of the social preparation activities was
adopted. Presentations of the project were rendered to the Barangay Officials of
the areas that will be traversed by the project. The consultations and briefings
provided the venue for active participation of concerned sectors in project
planning and decision making.
• Three (3) Formal Scoping Sessions were conducted at different venues. All the
meetings were well represented and attended by the stakeholders in the project
area. After the Open Forum, the Agreed Upon Studies To be Undertaken and
Agreed Upon Issues to be Addressed by the EIA were signed by the
stakeholders. (Please refer to the submitted Scoping Report).
• A Scoping Report was prepared and submitted by the EIA Team to the EMB
(Environmental Management Bureau) on. July 1999.
Brief Description of Project Environment
The Direct Impact Area (DIA) refers to areas within the construction limit (within the
Right-of-Way) that will be directly affected by the construction activities, i.e., areas
where houses and improvements will need to be demolished/removed. The Indirect
iv
Impact Area (IIA) on the other hand refers to areas which will be indirectly affected
by impacts such as increase in noise levels and TSP levels, traffic congestion, and
the like.
Physico-Chemical Aspects
Geormorphology
The project area lies on the delta plain bounded by the Manila Bay on the west, the
western flank of the Guadalupe Plateau on the east, and the slopes of the Tagaytay
highlands at the south. The slopes of these highlands serve as the catchment areas for
the river systems that bisects the project area. The Parañaque and Las Piñas River,
and their tributaries drain from the slopes of the Guadalupe Plateau. Zapote River
drains from the Tagaytay Highlands.
The geomorphologic features of the area include tidal flats, backswamps, beach
ridges/coastal dunes, and, alluvial lobes and crevasse splays. At present, the plain fully
developed and highly urbanized, which altered the inherent features of each
geomorphic unit.
Geology
Based on the environment of deposition, the sediment deposits in the project area can
be classified into six (6) Lithologic Units namely, abandoned channel deposits, active
channel deposits, backswamp deposits, beach sand deposits, tidal flat deposits fill and
reclamation materials.
Based on records, Metro Manila had experienced numerous earthquakes in the past.
On the average, Manila is likely to be hit by a perceptible (Intensity IV) earthquake every
year and by a destructive earthquake once every 15 years. A rough estimate of the
average return period for Intensity VIII earthquake is about 79 years based on five
events that occurred from 1599 to 1970. Records also show that four (4) extremely
strong events (Intensity IX) occurred from 1645 to 1863 with an average return period of
v
54 years. An extremely strong earthquake has not shaken the metropolis for the last
130 years. However, available instrumental data during the last century suggest that
the return period for such big earthquake could be as low as 250 years (J.A. Daligdig &
G.M. Besana 1993)
The more important potential earthquake generators likely to affect the Metro Manila
area are the Manila Trench, Philippine Fault, Lubang Fault and the Marikina Fault.
The existing geological, geomorphic and tectonic conditions posses certain geological
hazard that will affect the project. These include 1) ground shaking, 2) ground rupture,
3) liquefaction, and 4) flooding. The first three are directly caused by earthquakes due to
the presence of earthquake generators near the area, the last is consequent to the
areas geologic and geomorphic setting.
Surface Hydrology
Drainage within the route corridor is served by three (3) major drainage system (i.e.
Parañaque, Las Piñas, and Zapote Rivers) that empties into the Manila Bay through
two (2) main outlets. Within the coastal plain, the river course is morphologically
controlled, running parallel to the coastline following the land ward boundary of the
beach ridges and exhibits a meandering coarse. This area also acts as natural catch
basin surface water coming from the flanks of Guadalupe Plateau and Tagaytay
Highlands. The flow in the coastal Plain is generally sluggish, dominated by standstill
water condition. This is mainly caused by the influence of tidal fluctuations and the
terrain’s flat topography with elevation ranging from 2 meters below sea level in some
sections just to 3 meters above sea level.
General Land Use
General land use types in the Project Area (Cities of Pasay, Parañaque, and Las Piñas,
and Municipality of Bacoor) mainly consists of the following : ( i ) Low to Medium
vi
Residential, ( ii ) Mixed Residential/Commercial, ( iii ) Industrial, ( iv ) Mixed-Use
Agricultural, and ( v ) Reclamation Area. Due to its proximity to the business districts
and highly urbanized areas of Metro Manila such as the Makati Central Business
District (CBD), the Ortigas Sub-Urban Center, and the
Manila CBD, it has become an extension of these growth areas, and is rapidly
developing into suburban communities and satellite subcenters.
Water Quality
The results of the laboratory analyses show that all the samples exceeded the DENR
Standard for the 5-day 20º BOD level, which is 7 mg/l, except for the water sample
taken from Zapote River in Las Piñas City. Water samples from the San Dionisio and
Las Piñas Rivers exhibited the highest levels. The high BOD levels indicate that of the
river systems are polluted, and thus cannot support higher forms aquatic life.
Meteorology
The climate in Metro Manila and the Province of Cavite belongs to Type I of the
Modified Corona’s Classification. This climate type is characterized by two ( 2 )
pronounced seasons, the wet and dry. Rainy months are from June to September,
whereas dry season is experienced from November to April. The highest average
monthly rainfall in the project area occurs during the month of August with an average of
463.5 mm, the minimum on the other hand occurs in February. The mean monthly
temperature is gauged at 28.0ºC, with the minimum monthly temperature of 24.8ºC,
which is experienced in February. The Northeast and Southwest Monsoon, and the
North Pacific Trades are the major air streams that significantly affect the study area.
The Northeast monsoon prevails from June to September, whereas the Southwest
Monsoon predominates from October to May.
vii
Ambient Air quality and Noise Levels
Laboratory results show that TSP levels at four (4) out of seven (7) stations exceeded
the DENR Standard. On the other hand, TSP concentrations of the rest are well within
the standards. Values obtained for other pollution indicators such SO2 and NO2 are way
below the DENR standard.
Noise level measurements shows that all values exceeded the DENR Standards for
morning, daytime, evening, and nighttime ambient noise levels. A more detailed noise
level sampling procedure was conducted within the Baclaran Church premises. This
was done to address the apprehension of church officials that the operation of the LRT
will significantly disturb the solemnity of church rites/activities. The average baseline
noise level at the Baclaran Church area show an average level of about 62 dB(A) near
the Redemptorist Road. The average noise level near the Church side door is 70
dB(A).
Biological Aspects
Flora
There are two (2) major types of vegetation identified in the project area namely the ( i )
natural vegetation types consisting of residual mangroves and grassland; and ( ii )
cultivated vegetation types, which are mainly composed of build-up area ornamental
plants.
The mangrove plants presently thriving in the project area consist of Aigiceras sp.,
Bruguiera sp., Excoecaria sp., and Prosopis vidaliana. Field investigation revealed that
the area cannot be classified as a mangrove forest since there are relatively few
mangrove species in the area, and that the area is deforested. In addition, houses built
in the surrounding river systems are observed instead of mangrove species. However,
there are indications of a mangrove rehabilitation program as indicated by the presence
viii
of what seems to be a mangrove seedling nursery beside the La Huerta Elementary
School. Grasses being referred to her are the common talahib, cogon, makahiya, kulut-
kulutan, amorsecos, and carabao grass, among others.
Certifications obtained from the respective DENR Offices (attached as Appendix F)
confirmed that there are NO proclaimed protected areas (such as mangrove forests) in
the study area.
Built-up area vegetation here refers to ornamental plants found around settlement
areas, as well as those along roadsides and medians
Fauna
No in-depth study was conducted for the identification if wildlife fauna (terrestrial) since
the alignment will traverse mostly built-up areas. Nevertheless field observation of some
common birds and domesticated animals were noted (Please see Chapter 3).
Analysis of samples obtained for determining aquatic species from the river systems
showed two types of organisms, namely the Pelagics and Benthics. Six (6) species of
phytoplankton and three (3) of zooplankton were identified. The nekton observed, and
identified are two (2) species of guppy or mosquito fish, which are relatively abundant
and dominant. Abundance of this type or organism, plus the deformed morphology of
some phytoplankton species are indicators of a polluted habitat. Analysis of Benthos
(sandy to blackfish mud) showed no traces of live macro-invertebrates and
microorganisms. Resident macrofuana from the mid-littoral zone were not observed
either. Not even a single gastropod was observed alive.
Socio-Economic Aspects
Population
ix
Metropolitan Manila, the Project’s host Region, is the country’s primary political,
economic, social and cultural center, Based on its 1995 population of 9.5 million and
an annual growth rated of 3.3% its current population is computed to be 10, 765,115,
It is a very crowded area with a population density of 14,800 person per square
kilometer. Using 1995 as base year, the NCR population is expected to double in 21
years.
The host cities and municipality consists of Parañaque, Las Piñas and the Municipality
of Bacoor, in Cavite. Parañaque is one of the more urbanized areas of Metro Manila
with a population of 446,145 growing yearly at the rate of 4.6%. As of 1995, Las Piñas
recorded a population of 413,086. With an average growth rate of 6.39%, the city will
have a populace of 528,011 by year 2000. Like Parañaque and Las PIñas, the
municipality of Bacoor is also a catchment area for overspill population from Metro
Manila. It currently has a population of 250,821 persons and 52,594 households in its
73 all-urban barangays.
Economic Activities
For the past 20 years, development in Metro Manila has been towards Parañaque, Las
Piñas and Muntinlupa in the south, to Novaliches in the north, and to Marikina Valley in
the east. Strongest growth was noted in the northeast (Quezon City) and in the south
towards Muntinlupa. The same trends are predicted to continue with growth extending
to neighboring town of adjacent provinces.
In 1997, registered business and commercial establishments in Parañaque reached a
total of 12,818. Majority ( 53%) of the establishments belongs to the wholesale and
retail sector. Barangay Baclaran remains the main Central Business District (CBD) of
Parañaque. Areas along Ninoy Aquino Avenue and A. Santos Avenues ( or Sucat Road
) are emerging commercial and business centers.
x
Industrial firms are concentrated along the South Superhighway. With only 13
hectares devoted to agriculture, activities in this sector are very minimal. Fishing is
confined along the coastal areas of Manila Bay.
Las Piñas houses mostly small-medium enterprises (SMEs) as most of its big factories
have relocated outwards to the CALABARZON area. Ninety percent ( 90%) of its total
10,000 business establishments are SMEs, which are touted as the entrepreneurship
base of city’s future role as the “Southgate of Metro Manila”
Most of the commercial establishments and large shopping malls are located along the
Alabang-Zapote Road. These establishments include Shoemart (SM) South Mall,
Manuela Metropolis and Filinvest City.
Very little agricultural activity is undertaken in residual farmlands, salt beds and
fishponds, which comprise a total of three percent ( 3% ) of the total land area of Las
Piñas.
Trade, commerce and service sectors constitute the primary sources of income for the
Bacoor population. These are mostly wholesale, retail ( sari-sari stores) and
restaurant establishments. Business establishments are mostly concentrated in Zapote,
Panapaan, Mabolo and Talaba. Other income earners are small-scale manufacturing,
cottage industries, and fishing which includes oyster mussel culture. Agriculte
experienced a rapid declined due to land conversion for subdivisions.
In 1995, registered business establishments reached a total of 3,690. This number
does not include establishments within the Shoemart (SM)-Bacoor Commercial
Complex and other commercial buildings that recently sprouted along Aguinaldo
Highway.
Project Affected Population Groups (PAPG)
xi
Since the Project is only an extension of the existing LRT Line 1, no PAPG shall be
significantly affected at the Pasay area.
In Parañaque, affected areas are mostly commercial, residential, and institutional.
Building owners and the small to medium enterprise occupants, and fixed stall and
ambulant vendors comprise the business establishments along Redemptorist Road,
Barangay Baclaran. The Baclaran Church compound is also situated along this road,
but the church building itself has a set back of approximately 60 meters form the LRT
alignment. At a section of the Coastal Road in Barangay Tambo. Big business
establishments, including the Uniwide Coastal Mall are part of the impact area.
Institutions include the Don Galo Sports Complex, the La Huerta Elementary School,
and the La Huerta Barangay Hall. Also included are informal settlers at the north and
south banks of Parañaque River (Brgy. Don Galo and La Huerta).
In the Las Piñas area, most of the residential/commercial areas to be affected are
located in Barangay Pulang Lupa I. They consist of NHA lot awardees/applicants, small
house & lot renters, and private residential property owners. Small to medium business
establishments include Sarao Motors, Sogo Bldg., automotive shops, a bus terminal
and a disco house. Fishpond/saltbed owners and operators / tenants in Abuhan, Brgy.
Manuyo I and Irasan, Kawayanan in Pulang Lupa will also be affected. Informal settlers
to be displaced include those in Abuhan, Manuyo I and Daang Kariton/Calle 5 Gabriel
Compound, Pulang Lupa 1.
In Bacoor, Cavite, residential areas, including informal settlers along the east side of
the Coastal Road in Barangay Longos/Zapote and a portion of Talaba 2 shall be
affected. Commercial establishments such as the AMA Bank along the Talaba
Diversion Road will also be affected. Institutions such as the Talaba Elementary
School, the Talaba 4 Barangay Hall, Bacoor Police Station and Fire Station, and a
Barangay chapel will also be affected by the inevitable widening of the Talaba Diversion
Road as part of the engineering design.
xii
Process Documentation Summary
Social Preparation Activities
As part of the Social Preparation process, Project Briefing Sessions (PBS) were
conducted by the Proponent together with the EIA Preparer. These briefings were
carried out mainly to (i) inform the Project Affected Persons (PAPs) about the proposed
Project; (ii) familiarize them with the EIA process that the project has to undergo, and
(iii) hear out their comments, issues, and perception related to the Project. A total of
seven (7) formal presentations and briefings were accomplished within the months of
April and
May. 1999. These consist of PBS with the Provincial Officials of Cavite, City Officials of
Pasay, Las Piñas, and Parañaque, and Municipal Officials of Bacoor. Four (4) meeting
with various Barangay Officials of the impact areas, and eleven (11) barangay
assemblies ( Please refer to the Scoping Report for details).
Scoping Sessions
1st Level Scoping of the Proposed LRT Line 1 Extension Project was held on 22 April
1999 at the EMB Conference Room. Three (3) Formal Scoping Sessions were
conducted at different venues, one in Parañaque, one in Las Piñas, and one in Bacoor.
All the meetings were well represented and attended by the stakeholders in the project
area. After the Open Forum, the Agreed Upon Studies To be Undertaken and Agreed
Upon Issues to be Addressed by the EIA were signed by the stakeholders, the
Proponent, and the Preparer.
Perception Surveys
xiii
Perception surveys of 529 households, 92 business establishments and institutions, and
78 vendors were conducted as part of the preparation of the EIS.
IEC/ComRel Campaigns
Since the Project will traverse densely populated commercial and residential areas, it is
inevitable that negative perceptions are encountered from the initial stages of
consultations. To address this, the Proponent thorough its Community Relations
Team, launched two programs, namely the Information, Education and Communications
(IEC) and Community Relations (ComRel) Campaigns. Several consultations
meetings, seminars, and workshops have been conducted with different
stakeholders groups (City, Municipal, and Barangay Officials and community
members of impact areas, Church leaders, business organizations ) as well as
pertinent national government agencies such as the National Anti-Poverty
Commission (NAPC), Urban Poor Affairs Office (UPAO) and Presidential Commission
on Urban Poor (PCUP), National Housing Authority (NHA), and the Department of
Public Works and Highways (DPWH). These were accomplished from August 1999 to
January 2000. Salient points raised during these meetings are included in the EIS as
Appendix A. Transcriptions of these are also available upon request.
Summary of Proof of Social Acceptability
MEASURE OF SOCIAL ACCEPTABILITY
• Ecological and Environmental
soundness �
• Effective implementations of
public participation process �
• Promotion of social inter-
generational equity and poverty
alleviation
�
xiv
• Resolution of Conflicts On-going
Ecological and Environmental Soundness
This is addressed by the entire EIS document.
Effective Implementation of the Public Participation Process.
This was accomplished through a series of project presentations, briefings,
seminars, workshops, and consultations meetings with the various stakeholders,
from the Pre-Project Scoping stage to the present. (See Scoping Report and
Appendix A).
Promotion of Social and Intergenerational Equity and Poverty Alleviation.
Skill Training and Resources Mobilization, and Livelihood Training and
Development are included as part of the Proponent’s Social Development
Program (SDP). This will be part of the Proponent’s effort to provide a
mechanism that would weed out undesirable elements that may disrupt the
process of social change among the relocatees. Details on the SDP are
provided in Chapter 6.
Conflict Resolution
A draft Memorandum of Agreement (MOA) between the Proponent, the
MMDA, and the Parañaque Local Government Officials and the affected
stakeholders in the Baclaran area is currently being reviewed by the parties
involved.
xv
Other Forms of Social Acceptability
Documents of Support from the various stakeholders are attached as Appendix
B.
Summary Matrices
An Impact Assessment, Mitigation, and Enhancement Matrix is presented in the
following tables.
xvi
Potential Impacts and Mitigation / Enhancement Measures
Parameters Impacts Duration andDegree of Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhasePhysical Environment
Geology The proposed ExtensionRoute lies in the vicinity of aseismically active area thatcould induce ground shaking
Long -termnegative
The seismic risk at particular sites have to becharacterized before building critical public structuresthat can reasonably be expected to resistearthquake damage. This could be met bydeveloping methods to accurately account for:
• the fault-rupture process of a predictedearthquake;
• the geology along the seismic wave’spath of travel ( the propagation path )from the fault to a particular site;
• the subsurface geology at sites expectedto be affected by this predictedearthquake
• the nonlinear response of geologicformations to strong ground motion; and
• the nonlinear response of largestructures to strong ground motion.
xvii
Potential Impacts and Mitigation / Enhancement Measures
Parameters Impacts Duration andDegree of Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhasePhysical Environment
Susceptibility to liquefactionand ground settlement
Long -termnegative
The following mitigation measures shall be evaluatedin terms of appropriateness to site conditions:
• use of bored cast-in-place-reinforcedconcrete piles with diameters of 1000-1800 mm.
• use of foundations consisting of groupsof piles with a pile cap
• use of alternate foundation using a singlediameter caisson per column
• installation of bored caissons or drivenstell or pre-cast concrete piles
Nevertheless a moren detailed subsurfaceinverstigation in consonacne with the DetaileEngineering Design Stage is deemed necessary. Thiscan be undertaken so that the potential forliquefaction and ground settlement for certain sectionscan be more ascertained
Hydrology & Water Quality Possible increase in turbidityand downstream sedimentloading of the rivers, creeksand tidal channels along theproposed alignment due toexcavation and bored pilingactivities
Long -termnegative
These impacts are unavoidable, but short-term innature. Condition of the water in the rivers and creeksis expected to be back to normal after the constructionworks are completed. It is important to note here thatthe watercourses traversed by the alignment alreadyexhibit very poor water quality, having high BOD andTotal Suspended Solids (TSS) levels. Thesewaterways provide poor habitat for wetland vegetationand aquatic fauna.
xviii
Potential Impacts and Mitigation / Enhancement Measures
Parameters Impacts Duration andDegree of Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhasePhysical Environment
Possible contamination ofgroundwater due toexcavation of landfill areas inBrgy. Manuyo I
Short-termnegative
Location of aquifer zones must be exhaustivelystudied before any excavation activity is started,particularly in the landfill areas.
Once established, excavation limits must be properlydelineated and strictly complied with.
Excavated garbage from the said landfill areas mustbe immediately hauled out and brought to DENR-approved disposal sites. These garbage materialsmsut be prohibited from being stockpiled, to avoidcontamination of nearby water bodies and possiblesspread of pathogenic organisms.
Water Quality
Possible aggravatrion ofexisting flooding problems inSan Dionisio, La Huerta,Manuyo I, Pulang Lupa,Longos, and Talaba
Short-termnegative
Proponent msut ensure that appropriate mitigationmeasurs are put in place and strictly complied with, sothat these areas can be protected from furtherdegration. Some of these are:
• Contractor must be prohibited from stockpilingconstrcution spoils anywhere nearwatercourses nor artificial drainage systems toavoid clogging of these drainagy systems;
• Conventional sedimentation and erosioncontrol measures must be put in place;
• Sufficient and effective drainage systems mustbe incorpo rated in the detailed design of thestructures and stations to offset effects ofincrease in amount of impermeable surfaces aswell as differences in elevation between the theraised (constructed) areas and the surroundinglow-lying communities.
Air & Noise Quality Increase in exhaust gasemission levels with the
Short -termnegative
Regular maintenance of the construction heavyequipment and other smoke emitting machinery must
xix
Potential Impacts and Mitigation / Enhancement Measures
Parameters Impacts Duration andDegree of Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhasePhysical Environment
operation of differentconstruction equipment
Increase in noise leveldue to operation ofvarious pre-construction andconstruction equipmentand machinery
Increase in TotalSuspended Particulate(TSP) Levels due todust generated duringconstruction
Short -termnegative
Short -termnegative
be strictly complied with
Proper scheduling of high noise generating pre-construction activities during the daytime.
Temporary noise barriers such as gavlanized ironshields must also be used particularly in noise-sensitive areas such as churches, schools, andhospitals in the immediate vicinities of theconstruction area.
Being the direct noise recievers, construction workersmust be provided with earmuffs.
Use of mufflers and noise suppressors, and regularmaintenance of heavy equipment, constructionmachinery, and other support vehicles.
Spraying of the exposed and/or cleared sites with theuse of water spraying tankers.
xx
Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and
Degree of ImpactsMitigation /Enhancement Measures
Pre-Construction and Construction PhaseBiological Environment
Flora Minimal loss of the naturaland cultivated vegetativecovers in areas traversed bythe alignment
Insignificant The mangrove species observed alont the routs isvery limited and only occurs in patches. Theguideway alignment will cause minimal effects on themangrove species and other coastal vegetationcovers, since it will be fully elevated and will be oncolumns
Proponents must comply with the governing rules andregulations regarding tree cutting.
Aquatic & Terretrial Fauna Pre-construction andconstruction activities alongthe rivers and creekstraversed by the alignmentwill pose no significant effecton aquatic faunal.
Insignificant Abundance of guppies or mosquito fish, plus thedeformed morphology of some species ofphytoplankton are indicators of a polluted habitat.Analysis of the benthos (sandy to blackfish mud)showed no traces of l ive macro-invertibrates andmicroorganisms.
The present physico-chemical condition of thewaterways, particularly the high levels of BiologicalOxygen Demand (BOD), cannot support survival ofhigher form aquatic faunas.
Since the project area will traverse urbanized areas, itis not expected to have any significant effect onexisting terrestial fauna, since most of these are of thedomesticated type (i.e., cats, dogs, chickens).
xxi
xxii
Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and Degree
of ImpactsMitigation /Enhancement Measures
Pre-Construction and Construction PhaseSocio-Economic Environment
xxiii
Displacement of residentialhouses, and few commercial andbusiness establishments alongthe right-of-way of the alignment.
Generation of employment withthe project area Disturbance ofbusiness
Disturbance of businessactivities in affected commercialareas
Long term, negative
Short-termpostive
Short-termnegative
Different resettlement packages will be designed accordingto the types and specific situations of population groupsthat may be displaced by the project. That is . .
• Those qualified for relocation/resettlement (Theyshould satisfy the NHA requirements such as:long-term residency within the community; withtheir own dwelling structures; falling within thepoverty line; not owning any property (elsewhere. );
• Sharers;• Renters;• Other types of community dwellers;• Sea-dependent dwellers;• Women-headed households; and• Senior citizen-headed households
Prioirty in hiring of qualified laborers and workers during theconstruction period must be given to the residents in thedirect impact area
Construction activities along the Redemptorist Road sectionwill have to be undertaken in the shortest period of time, inconsideration of the affected groups including the Mother ofPerpetual Help Shrine and its devotees.
If necessary, the proponent may have to prepare for safetynet programs for vendors, establishments and small-medium enterprises (SMEs) in cases of extendedconstruction time, which may lead to major financialdifficulties for these groups.
Vendors will have to be temporarily relocated to other partsof the Baclaran commercial area so as to minimizeeconomic dislocation. Proponent has to work this out themunicipal and barangay LGUs concerned.
Parameters Impacts Duration and Degreeof Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhaseSocio-Economic Environment
xxiv
Disturbance of institutionalbuildings and places ofworship
Increased traffic congestionand changes in traffic patterns
Short-termnegative
Short-termnegative
Noise barriers and aesthetic features shall beincorporated in the LRT structural design in keepingwith the over all atmosphere of the Baclaran Church,while alos complementing the modernization effort inthe Baclaran Commercial Area. This shall also beapplied in consideration of the requirements of schoolzones.
The MMDA-approved Traffic Management Plan mustbe strictly implemented.
To furhter improve traffic flow, blockage of roads,particularly by heavy equipment and vehicles (such asdelivery and hauling trucks) must be minimized if notavoided.
Transport of guideway beams must be done duringthe nighttime when there are less vehicles on theroad.
Possible disturbance tounderground and overheadutility lines (water, sewerage,gas, electricity, telephone)during excavation anderection of fixed facilities
Short-termnegative
Works involving service interruptions shall be dealtwith in an expeditious, internationally acceptedmanner which reduces disruptions to a tolerablelevel.
All of the major authorities having jurisdiction overthe provision of utilities shall be contacted, asnecessary, during the development andimplementation phases.
Reducing disruption of munucipal emergencyservices (police, fire, ambulance) shall beaddressed through staged construction and trafficmaintenance strategies to be developed as part ofthe traffic Management Plan.
Potential Impacts and Mitigation / Enhancement Measures
xxv
Parameters Impacts Duration andDegree of Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhasePhysical Environment
Air & Noise Quality Decline in emission rates andconcentrations of airpollutants along the mainroads in the project area
Long-termpositive
Studies of similar transit system indicate that theoverall impact of an introduction of an LRT Systemwould be a decline in emission rated andconcentration of vehicular pollutants such ashydrocarbons (HC), carbon monoxide (CO), NO2,PM10, and lead.
Possible increase in the levelof noise due to train operation
Computed resultant noiselevels show that theoperation of the LRT trains,whether at the minimum -34kph or maximum 60-kph,will NOT significantly affectthe Baclaran Churchactivities (located approx.60 meters from the source)in terms of nuisance fromthe noise it wll generate.
However noise generatedby the train will significantlyaffect areas 10 to 30 metersfrom the source
Insignificant
Long-termnegative
Although effects on the Balcaran Church religiousrites/activities are expected to be minimal, it may beworthwhile to adopt noise minimization measuressuch as the provision of noise barriers, or by usingshock absorber pads and ballast to help reduce noiseand vibration.
Potential Impacts and Mitigation / Enhancement Measures
xxvi
Parameters Impacts Duration and Degreeof Impacts
Mitigation /Enhancement Measures
Pre-Construction and Construction PhaseSocio-Economic Environment
Enahancement ofstudents’ mobility andproductivity
Long-termpositive
Improved students’ performance can be expectedthrough this improved transport system
Enahncement of theaceptability of Off-MterManila relocation sites
Long-termpositive
With the proposed integrated and conitnuous LRTsystem from Monumento to Bacoor, socialacceptability of relocation sites is hoped to beenhanced. This is because this efficient masstransport system could bring its capacity to bridge thedistance between off-metropolis relocation areas andlivelihood centers such as markets in Baclaran,Divisoria, Pasay and Quiapo, and the factories withinand immediately outside Metro Manila.
0 Decongestion of EntryPoint into Cavite andCALABARZON.
Boosting of DevelopingBusiness/Commercial/Tourism Areas in Las Piñas,Parañaque & Bacoor(long term, positive)
Long-termnegative
Long-termpositive
One major positive socioeconomic impact of this projectis providing an efficient mass transit system thatenhances workforce mobility between the industrialzones Valenzuela, Bulacan and the CALABARZONarea.
Shorter travel time and more comfortable travelcircumstances will allow workers a better physical andpsychological state to undertake productive work.
The project creates the benefit by way of accomodatingexpanding ridership between various parts of MetroManila and Cavite. If more passengers are encouragedto take the LRT, other public utility vehicles like jeeps,mega-taxis and buses plying the narrow Bacoor streetscan be reduced.
The Uniwide Coastal Mall and its occupant enterprisesforsee a strong boost in terms of patronage as a resultof LRT Line 1 Extension riders that will alight from andembardk in the planned station at the corner of Coastaland MIA Roads.
1
1 INTRODUCTION
1.1 Project Background………………………………………………1- 1
1.2 EIA Approach and Methodology……………………………… 1- 2
1.3 EIA Process Documentation……………………………………1-11
1.4 EIA Team……………………………………………………………1-12
1.5 EIA Study Shedule…………………………………………………1-13
2
1 INTRODUCTION
1.1 Project Background
Traffic conditions in and around the Metropolis have rapidly worsened,
particularly during the 1990s. In southern Metro Manila area including the cities
of Parañaque, Las Piñas and Muntinlupa has been experiencing rapid urban
expansion and attracting primarily residential and industrial development. The
increase of infrastructure has been relatively insignificant resulting in reduced
levels of service from buses/jeepneys, which currently serve about 70% of the
total travel demand in Metro Manila. As well, air pollution is becoming acute due
to the traffic situations. These facts have become a serious socio-economic
concern to Metro Manila and the surrounding region.
The Province of Cavite, which is situated south of Metro Manila, has a high
potential for growth, particularly the Municipalities of Bacoor, Imus, and
Dasmariñas. Being part of the Calabarzon Region, the province is envisaged by
the National Government as one of the seats for special development programs.
This is now being realized due to the in-migration, industrialization, and rapid
urbanization of the province. With this unprecedented growth, it is now
experiencing traffic congestion, which is greatly affecting commuters between
Cavite and Metro Manila.
The coastal corridor is a vital link to the said southern cities and the Province of
Cavite to the center of Metro Manila. At present, the coastal and other
transportation corridors in the south of Metro Manila is experiencing heavy traffic
congestion that severely affects accessibility to the southern areas, including the
Province of Cavite. Current road network improvements and traffic management
measures alone cannot alleviate the worsening traffic congestion in the area.
To meet the current and future travel demands in the area, a transportation plan
must be put in place. This plan should offer an alternative mode of
transportation to the present public and private road-based transport modes, in
3
view of the current traffic congestion. The cornerstone of the transportation plan
must be a rail transit network that is integrated with the public and private
transportation mode. Furthermore, rail transit is an environmentally friendly
mode of transport as it does not contribute to air pollution.
The Light Rail Transit Authority (LRTA), an attached agency to the DOTC, will
undertake the implementation of the south extension of the existing LRT line 1.
The proposed south extension of the existing LRT Line 1 is known as the LRT
Line 1 Extension Project. The extension project is envisaged to operate on a
fully elevated dual track guideway, from Baclaran, Parañaque City to Bacoor in
the Province of Cavite, with a provision for another extension further to the south
to Imus and Dasmariñas.
1.2 EIA Approach and Methodology
Approach
The general approach adopted in the present study is based on the
procedural flow of the Environmental Impact Statements (EIS) System
prescribed under Article III of the DENR Administrative Order No. 96-37.
The EIA Team followed the Participatory Impact Assessment Method
(PIAM) wherein the stakeholders were involved in the conduct of the EIA
through project briefings, public consultation meetings/barangay
assemblies, and formal scoping meeting. Please refer to the Project
Scoping Report July 1999 for a discussion of the issues raised and agreed
scope of the EIS.
Methodology
The EIA study covers the following modules:
4
• Geology
• Meteorolgy
• Hydrology
• Water Quality
• Air Quallity and Noise
• Terrestrial Biology
• Socio-Economics
Geology
The geological study for the proposed project was done through field
verification of existing secondary information. The secondary data used in
the preparation of the report were obtained from various concerned
offices/entities among others the PHIVOLCS, Mines and Geosciences
Bureau (MGB). The R-1 Expressway Project Stage 1, conducted by
DCCD Engineering Corporation was also used. Existing literature were
also utilized in the preparation of this report.
Water Quality
Water samples were collected early morning of 19 July 1999 from the
rivers and/or creeks that will be crossed by the alignment. Seven (7)
sampling stations were identified and selected to establish water quality of
the said waterways that may be affected by the proposed project. Field
measurements were taken for each sampling station to determine water
discharged and temperature readings as well as its pH using a digital pH-
meter. Samples were then brought to the SGS Philippines for laboratory
analysis of Total Suspended Solids (TSS), Biological Oxygen Demand
(BOD), and Oil and Grease content.
Air Quality
5
Baseline air quality sampling for air pollutants such as SOX, NOX and
Total Suspended Particulate (TSP) within the vicinity of the proposed
project was conducted last 25-26 June 1999. Gaseous pollutants were
determined utilizing a Kimoto Gas Bubbler, whereas TSP was measured
using High Volume Sampler. The data gathered will serve as the
baseline information that will be used for comparison with future levels of
air pollutants (during monitoring).
Noise Level
Noise level samplings were also conducted along the project corridor.
The same sampling locations as that of the air quality were used. Noise
levels during the morning, daytime, evening, and nighttime were recorded
to serve as baseline information that will be used for comparison with
future levels of noise.
The data gathered will serve as the baseline information that will be used
for comparison with future levels of air pollutants and noise levels (during
monitoring).
Noise Measurement at the Baclaran Church Vicinity
Noise levels at the Baclaran Church vicinity were measured during
morning, early evening and afternoon period which coincides to the
expected AM and PM Peak, and Off-Peak operation of the
proposed LRT Extension Project. A One-minute average ambient
noise level measurement was conducted using an Extech Sound
Level Meter with an A-weighing scale.
Noise Prediction at the Baclaran Church Vicinity
6
Noise modeling comparison the “without project” with the “with
project” scenarios was undertaken to determine the effect of noise
to be generated by the train operation on the existing noise level.
The results of the
Sampling obtained last 21 July 1999 within the Baclaran Church
compound will serve as input to the said model.
The model used for predicting resultant noise levels was by Peters
(1974), wherein the prediction of noise from a railway train is due to
rail-wheel noise. The assumption is based on a sample linear
source as a function of distance from the observer (receptor) to the
railway track (source).
Peters developed and empirical formula to predict the peak A-
weighted sound level where noise is mainly rail-wheel (that are in
good condition) and welded track. The formula is normalized to an
effective train velocity of 120 kph. The equation is in the form:
SPLP = SPLG + 10 log (A/4N) – 20 log (Iv/20) + 25 log (V/120) in
dB (A)
Where
SPLP - predicted sound level pressure SPL - normalized sound level pressure level based on observed –track distance to train length ratio (See Figure 1.1)
A - mean number of axles of vehicles N - is the number of vehicles Iv - is the vehicle length in meters V - is the train velocity in kph
The location of stationary noise source and observer location were
considered at ground level. The predicted noise at a distance from
the train depends upon the strength of the source and the source-
7
observer distance at the time the sound is radiated. Effects of
barriers and other noise absorption materials were not considered.
Barriers and absorption materials have significant reduction in
noise source to the noise receptors.
Computation of Predicted Noise Levels (generated by the LRT
Train)
Basic assumption for computing noise generated by LRT -1
Extension are the following:
(i) Assumed distances from the train bridge centerline to
the observer (receptor points) are 10m, 30m and
60m
(ii) Train speed categories for computation are 34-kph
and 60-kph, the average commercial speed and
maximum operating speed, respectively.
(iii) Normalized peak sound level pressure (A-weighted
scale) as function of distance shown in Figure 1.1
(iv) Track-observer distance (D) to train length (L) ratio
are shown at Figure 1.2
(v) Height of observers is assume to be 1.5 m from the
ground
(vi) Elevation of the train rail is 5.5 m from the ground
(vii) Train length is 106 m ( 26.5 for each coach with 4
coaches)
(viii) Noise source is assume at the center of the bridge
(ix) Noise observer is opposite (perpendicular) to the
railway track
Computation of Resultant Noise Levels (Baseline + LRT Train)
8
Baseline noise level at Baclaran Church area shown an average
level of about 62 dB(A) near the Redempptorist Road. The
average noise level near the Church side door is about 70 dB(A).
The procedure for combining the predicted noise level due to the
LRT-1 Extension project and baseline noise level are as follows:
(i) Take the difference between the two noise levels;
(ii) Find difference on the nomograph (Figure 1.3) and
move horizontally to the left to find the corresponding
value on the vertical scale;
(iii) Add this number to the larger decibel level. The sum
will be the decibel level for the two noise levels.
Flora & Fauna
Flora
Mangrove plants from the selected sampling sites were identified on-site and/or
were taken photographs for verification at the laboratory by a plant taxonomy
expert.
Fauna
Terrestrial Fauna
Identification of terrestrial fauna present in the project area was based
mainly on actual field observation.
Aquatic Fauna
9
Several physicochemical and biological parameters were determined from
the Parañaque and Las PIñas Rivers. Surface water temperature was
taken with an aide of a laboratory thermometer (China Brand), whereas,
salinity was determined using a Baume Hydrometer (China Brand), Light
penetration was also conducting a Secchi Disc. Two (2) readings were
done to get the average water clarity.
Living organisms from the rivers were also identified at the laboratory. The
existing nekton was identified on-site and then verified at the laboratory.
Plankton samples were collected using plankton net of very fine mesh
sized and fixed with Lugol’s solution, composed of Iodine crystals and
Potassium Iodide. Samples were then brought to the laboratory for proper
identification using a light microscope (Leiz Wetzlar). Photographs were
also taken for verification and documentation.
Socio-Economic
This study is a multi-level socio-economic and cultural investigation of host
communities, potentially affected stakeholders and local government units
(LGUs) that fall within the route of the proposed project. The objectives of the
study are as follows:
¾ To gather baseline data on the socio-economic and cultural situation of
the affected communities and stakeholders;
¾ To measure the project’s social acceptability among the various
stakeholders;
¾ To identify relevant socio-economic-cultural factors that affect
community acceptance;
¾ To gather perceptions of different stakeholder groups about the project
especially those pertaining to project impacts;
10
¾ To gather pertinent inputs to formulate sociologically and culturally fit
mitigating and enhancement measures.
This study was preceded by a rigorous scoping process involving several
alignment walkthroughs, provincial, city/municipal and barangay consultations.
This process facilitated the exact identification of host communities trimming
down the original number from 15 to 10 barangays.
As the scoping meetings on the barangay level revealed that there is no problem
of general community acceptance of the proposed project, the succeeding
investigation efforts focused on the identified areas where right-of-way
acquisition would take place and on business areas where initial opposition was
encountered.
This output also includes a review of pertinent secondary sources.
Primary data were gathered through the following:
¾ Quick Census & Household socio-economic-cultural and perception
survey in identified in affected settlement areas. The survey was done
within the proponent- delineated 30-meter corridor from which a final 10-
meter right- of-way (ROW) tract would be taken.
¾ Socio-economic and Perception Survey of business establishments,
building owners in affected business areas.
¾ Socio-economic and Perception Survey of ambulant and fixed stall
vendors.
¾ Perception Survey of affected institutions
¾ Key informant interview
¾ Barangay assemblies
¾ Multisectoral Scoping Meetings
Coverage of the Household Census and Sample Surveys are shown in Tables
1.1, 1.2, and 1.3.
11
Table 1.1 Census & Survey of Affected Households in Affected Settlement Areas
Settlement Area Number of
Structures
Number of
Households
Covered
Number of
Households
Not
Interviewed
1. Abuhan, Manuyo 1, Las Piñas 16 15 4
2. Abc, Pulang Lupa 1, Las Piñas 25 34 1
3. Tramo, Pulang Lupa 1, Las
Piñas 16 50 0
4. Daang Kariton/Calle5/Gabriel
Compound, Pulang Lupa 1Las
Piñas
46 55 0
5. Irasan/Kawayanan, Pulang
Lupa 1Las Piñas 20 28 0
6. M. Rodriguez, La Huerta,
Parañaque (river bank) 35 35 1
7. In front of Iglesia ni Kristo, La
Huerta, Parañaque (river bank) 39 48 2
8. Tabon/Barangay Hall, La
Huerta, Paranaque (river bank) 7 11 0
9. Longos, Bacoor, Cavite 110 157 5
10. Talaba 2, Bacoor, Cavite 61 95 0
11. Talaba 4, Bacoor, Cavite 3 1 2
T O T A L 378 529 15
Table 1.2 Survey of Affected Business Establishments and Institutions
Business/Institutional Area Approximate Sample % to Total
12
Size Population 1. Redemptorist Road, Baclaran, Parañaque 200 66 16.5
Building owners/administrators 8 Small Business owners 38 Big Business owners 20
2. Coastal Mall, Coastal Road, Tambo Parañaque
50 19 38
3. Talaba Diversion Road, Talaba 4, Bacoor 15 7 46.7
Table 1.3 Survey of Affected Vendors, Redemptorist Road
Affected Group Estimated Population Sample Size % to Total
Vendors 420 78 18.6 Fixed-stall vendors 120 44 36.7
Ambulant vendors 300 34 11.3
1.3 EIA Process Documentation
During the execution of the EIA study for the Extension Project, proper and
careful documentation was conducted. The EIA Team Together with the
representatives of the Proponents, LRTA, primarily participated and observed
with project related activities that involves the stakeholders, in order to obtain a
clear view of the project and its possible effects. The activities include Project
Presentation to City and Municipal Mayors, and Barangay Captains of the
affected areas. Barangay Assemblies, site inspections, field surveys, and other
related social and project preparation activities were also conducted.
The EIA Team listed down the names of individuals present in each activity. The
issues and concerns raised, contents of discussions and interactions, and the
agreements and decisions taken were documented. Photographs were also
taken and proceedings in these meetings were recorded on tape.
Furthermore, secondary data or existing records were also obtained to further
clarify and validate the observed information.
13
Social Preparation Activities
As part of the social preparation activities, the EIA Team and the
representatives of the conducted project briefings and presentations to
various concerned government offices/entities. These includes the
following:
• City of Las PIñas;
• Provincial Government of Cavite;
• City of Parañaque;
• City of Pasay;
• Municipality of Bacoor;
Project Scoping
The 1st Level Scoping (Technical) was held on 22 April 1999 at the Conference
Room of the Environmental Management Bureau (EMB). It was attended by the
representatives of the Proponent, the EIA Prepares, the EIA Review Committee
Members, and representatives form the EMB. The proceedings of the meeting
were recorded on tapes. Photographs were also taken.
Three (3) Formal Scoping Sessions were held for the LRT Line 1 Extension
Project. The first session was conducted for the areas covered by the Cites of
Pasay and Parañaque. It was held at the San Dionisio Multi-Purpose Assembly
Hall In Brgy. San Dionisio, Parañaque City on 19 May 1999. The second session
for the areas covered by City of Las Piñas, was held on 20 May 1999 at the
TESDA Hall, Quirino Ave., Las Piñas City. And on that same day at 3:00 pm.,
the third formal scoping session was held at the Talaba Elementary School for
the areas covered by the Municipality of Bacoor, Cavite.
Please refer to the Scoping Report for a complete documentation of both scoping
activities. A letter validating the Scoping Report is attached as Appendix C.
14
1.4 EIA Team
Team Leader
Annabelle N. Herrera holds a Master of Science Degree from the University of
the Philippines, Diliman, Quezon City and specializes in the conduct of
Environmental Impact Studies. As an Environmental Specialist, she has
completes EIAs of seventeen (17) infrastructure projects, resource extractive
and golf course projects. She is and EMB- Accredited EIS Prepare, Team
Leader Category with Accreditation No. A2AHD004.
Terrestrial and Marine Biologist
Evangeline B. Enriquez is a candidate for a Master of Science Degree in
Biology at the University of the Philippines in Diliman. She has written several
scientific papers and has conducted field and laboratory research on a marine
and terrestrial habitat. She is also a Certified Open Water Diver.
Geologist
Carlo D. Dayanghirang, is a BSc, Geology graduate of Adamson University in
Manila. He obtained a MSc. in Quaternary Geology (Magna cum Laude)
degree from Vrije University of Brussels, Brussels Belgium in 1986. Mr.
Dayanghirang has conducted several consultancy works for EIA of several
geothermal plants mining projects, and various infrastructure projects.
Social Preparation and Public Participation Specialist
15
Ma. Theresa T. Agravante is a candidate for a Master of Science Degree in
Environmental Science at Mirriam College Graduate School. She has been
involved in EIA work for development projects since 1993 and has conducted
socio-economic and multi-sectoral perception surveys and public consultations
with LGUs, NGOs, and POs as a component for the EIA studies.
1.5 EIA Study Schedule
The EIA commenced with a preliminary site inspection on. This was followed by
a series of Project Presentations to the: City Officials of Las Piñas on 15 April
1999; Provincial Officials of Cavite on 15 April 1999; City Officials of Pasay on 16
April 1999; Municipal Officials of Bacoor, Cavite on 22 April 1999; City Officials of
Parañaque on 23 April 1999; Sangguniang Panglungsod of Parañaque City on
27 April 1999; and Brgy. Officials of six (6) affected areas in Bacoor, Cavite.
Prior to the actual field works, the EIA Team conducted several barangay
assemblies on areas that will be traversed by the alignment. The said
assemblies were conducted from 02-10 May 1999.
The 1st Level Scoping (Technical) was held on 22 April 1999 at the Conference
Room of the Environmental Management Bureau (EMB). It was followed by the
conduct of three (3) Formal Scoping Sessions. The scoping session for the
areas covered by the Cities of Pasay and Parañaque was held at the San
Dionisio Multi-Purpose assembly Hall in Brgy. San Dionisio, Parañaque City on
19 May 1999. The second session for the areas covered by City of Las Piñas,
was held on 20 May 1999 at the TESDA Hall, Quirino Ave., Las Piñas City. And
on that same day at 3:00 pm., the third formal scoping session was held at the
Talaba Elementary School for the areas covered by the Munucipality of Bacoor,
Cavite.
16
2 PROJECT DESCRIPTION
2.1 Project Rationale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Alternatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.3 Project Area and Location . . . . . . . . . . . . . . . . . . . . . . . . 2-24
2.4 Project Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
17
2 PROJECT DESCRIPTION
2.1 Project Rationale
Background
Metro Manila, encompassing of major urban centers at the center of Luzon, has
been suffering from severe transportation problems. Traffic conditions in and
around the Metropolis have rapidly worsened, particularly during the 1990s. The
increase of infrastructure has been relatively insignificant resulting to reduced
levels of service from buses/jeepneys, which currently serve about 70% of the
total travel demand in Metro Manila. As well, air pollution is becoming acute due
to the traffic situations. These facts have become a serious socio-economic
concern to Metro Manila and the surrounding region.
The southern area of Metro Manila that include the cities of Parañaque, Las
Piñas and Muntinlupa has been experiencing rapid urban expansion and
attracting primarily residential and industrial development. It is linked to the rest
of Metro Manila by two (2) figure main corridors, the south and coastal corridors.
The Province of Cavite is situated south of Metro Manila. Due to its proximity to
Metro Manila, Cavite has a high potential for growth, particularly the
Munucipalities of Bacoor, Imus, and Dasmariñas. Being part of the Calabarzon
Region, the province is envisaged by the National Government as on the seats
for special development programs. This is now being realized due to the in-
migration, industrialization, and rapid urbanization of the province. With this
unprecedented growth, it is now experiencing traffic congestion, which is greatly
affecting commuters between Cavite and Metro Manila.
18
The Need
The Coastal Corridor (Figure 2.1), from Baclaran to Zapote is one of the highest
growth areas of Metro Manila. Situated along the coast of south Metro Manila,
the corridor is a
Vital link to the southern cities and municipalities, connecting Parañaque, Las
Piñas, Muntinlupa, and the Province of Cavite to the center of Metro Manila.
Currently, the coastal and the other transportation corridors in the south of Metro
Manila is experiencing heavy traffic congestion that severely affects accessibility
to the southern areas, including the Province of Cavite. Not to mention the fact
that the road network in the corner of Bacoor is nearing gridlock, including Gen.
Emilio Aguinaldo Highway, the Las Piñas-Talaba Diversion Road, and the Real
Street. Road network improvements and traffic management measures alone
cannot alleviate the worsening traffic congestion in the area.
To sustain continued growth and avoid economic stagnation, and to meet the
current and future travel demands in the area, a transportation plan must be put
in place. This plan should offer an alternative mode of transportation to the
present public and private road-based transport modes, in view of the current
traffic congestion. As such, the cornerstone of the transportation plan must be a
rail transit network that is integrated with the public and private transportation
modes. Furthermore, rail transit is an environmentally friendly mode of transport,
as it does not contribute to air pollution.
At present, the Department of Transportation and Communication (DOTC) is
preparing a “transportation master plan” (See Figure 2.2) through the ongoing
Metro Manila Urban Transportation Integration Study (MMUTIS). In the recent
status report of MMUTIS, it was revealed that the South Extension of the existing
LRT Line 1 to the Province of Cavite is indeed a priority.
19
An analysis of the distribution of transport demand was conducted using the
1996 MMUTIS origin- destination for public and private modes (excluding walking
trips). The distribution of transport demand is indicated by the desire lines of
travel. Trips are concentrated in the core area of Metro Manila generally bounded
by EDSA Avenue. Also trips, of the suburban area outside EDSA are heavily
focused toward this core area of Metro Manila
A high desire line is between south Metro Manila and Metro Manila to the north
that has 1.3 million daily trips. There are a total of 2.0 million daily trips across a
screen line along a boundary between south Metro Manila and the remainder of
Metro Manila. These 2.0 million daily trips are funneled through the coastal and
South Super Highway/PNR corridors. South Metro Manila produces and attracts
a total of 3.1 million daily trips. Of this total, 1.4 million trips (45%) are internal
trips with origin and destination within south Metro Manila, and the remaining 1.7
million daily trips (55%) have their origin or destination outside of south Metro
Manila. It is in this vein that the LRT 1 Extension Project was conceptualized and
designed to provide easy access to the burgeoning populace of south Metro
Manila.
The Light Rail Transit Authority (LRTA), an attached agency to the DOTC, will
undertake the implementation of the south extension of the existing LRT Line 1.
The proposed south extension of the existing LRT Line 1 is known as the LRT
Line 1 Extension Project. The extension project is envisaged to operate on a
fully elevated dual track guideway, from Baclaran, Parañaque City to Bacoor in
the Province of Cavite, with a provision of another extension further to the south
to Imus and Dasmariñas.
20
2.2 Alternative Routes
Alternative routes were studied to minimize the potential adverse impacts on the
environment, while enhancing the level of service to the traveling public and
constructing a cost-effective system. In order to add an element of flexibility in
the selection process, the routes were divided into the North and Central
Sections at the Parañaque River. And since the study areas are highly
urbanized, the development of the route alternatives was primarily influenced by
the existing development constraints. Thus, route opportunities were limited
along the right-of-way reclamation land, other vacant lands, river banks, and
marine ponds/salt beds.
2.2.1 The Five (5) Basic Alternative Routes
As previously mentioned, the alternative routes studied were divided into the
North and Central Sections at the Parañaque River. Discussed below are the five
(5) basic alternative routes studied. Figure 2.3.
Land Reclamation-Manila Bay Route (Alternatives 1N & 1C)
This route will run west from the Redemptorist Road onto the land reclamation
and then turn south to run along the main spine road of the Boulevard 2000
development. It will continue to run south on the reclamation land through the
planned Boulevard 2000 and Asia World developments to the end of the
reclamation at the mouth of the Parañaque River.
The land reclamation project of Public Estates Authority (PEA) is planned to be
extended further south from the ASIA World development the Cavite foreshore
(Manila Bay). The route will continue along this future land reclamation area to
the Cavite foreshore, where it will deflect south to join with Aguinaldo Highway.
The implementation of this section is dependent on the completion of the land
reclamation by PEA.
21
Roxas Boulevard-Coastal Road Route (Alternatives 2N & 2C)
This route, from Redemptorist Road will run south along the center median of
Roxas Blvd. Alternatively, the line could run along the west side of the road,
either within or adjacent to the right-of-way, which is currently undeveloped. An
alignment along the east side of Roxas Boulevard was rejected as it would be
too close to the existing frontage development. The line would be elevated for its
entire length, as there will be many future roads crossing the line when the road
network of Boulevard 2000 development is completed.
As the alignment approaches the mouth of Parañaque River, it will cross to the
east side of the Coastal Road, where the existing development is sufficiently set
Back from the right-of-way. It will follow the east side of the Coastal Road within
the right-of-way onto Cavite. The southern terminal station will be located in the
Municipality of Bacoor near Aguinaldo Highway.
Quirino Avenue Route (Alternatives 3N & 3C)
This route will run south along Quirino Ave. on an elevated guideway from
Redemptorist Road to Aguinaldo Highway in the Municipality of Bacoor. Quirino
Ave. is a narrow two-lane road for most of its length, and has frontage
developments along both sides with minimal set back. The alignment will run
along the center of the said avenue. At the north end, it will directly connect to
the existing LRT line 1 at Baclaran Station.
The stations will be elevated over the road, with platforms and stairway access
extending beyond the right-of-way in some locations.
22
Parañaque River-Las Piñas/Parañaque Commercial Zone Route (Alternatives 4N
& 4C)
This river route will run south from Baclaran Station of LRT Line 1 along the west
bank of Parañaque River. At the north end, a new north terminal station will be
introduced near Baclaran Station. From the north terminal station, the route will
run south along Bac-II Road. It will continue south along the east bank of
Parañaque River to the confluence of Parañaque and Las Piñas Rivers.
The route will continue south along the east side of Las Piñas River through an
open area of marine ponds and salt beds, which is designated for future
commercial development. It will then veer to a westerly direction and run along
the bank of Las Piñas River, crossing over Tramo Road and Quirino Avenue. The
line will then curve south the through the open area on the east side of Coastal
Road.
Ninoy Aquino Avenue-Tramo Road Route (Alternatives 5N & 5C)
This route will run south along the west side of Roxas Boulevard to the Airport
Road. At the Airport Road, it will turn east along the center of the road and then
deflects to a southerly direction to follow along the west side of Airport Avenue.
The line will head towards Ninoy Aquino Avenue by running along the center
median of MIA Road. Along Ninoy Aquino Avenue, the alignment will traverse
along the center median and cross to the west side of the road to avoid the
elevated access road to NAIA Terminal I. Past the elevated access road, the
route will cross back to the center median and continue south to the Parañaque
River.
The alignment will continue south from Parañaque River along the center of
Ninoy Aquino Avenue to Dr. Santos Avenue. Near the said avenue, it will head
towards Tramo Road via A. Bonifacio Road. The route will then continue south
on Tramo Road to Alabang-Zapote Road. Beyond Alabang-Zapote Road, the
alignment will run west through existing development to reach Quirino Avenue.
23
2.2.2 The Four Short-Listed Alternatives Routes
2.2.2.1 Routing Combinations
In developing the route alternatives, it became apparent that a degree of
flexibility could be achieved by utilizing the combinations of North and
central segments of adjacent corridors that lent themselves well to
“crossover” configurations. The prospective combinations are listed below
and are shown on Figure 2.4.
• IN Land Reclamation - 2C Coastal Road Routes;
• 2N Roxas Boulevard - 4C Las Piñas / Parañaque
Commercial Zone; and
• 5N Ninoy Aquino Avenue - 4C Las Piñas / Parañaque
Commercial Zone.
2.2.2.2 Route Evaluation Criteria
The criteria for evaluating the candidate routes were developed in relation
to the following project objectives:
(i) to provide a rail-based mass transit link to the existing LRT
Line 1 terminus at Baclaran in Pasay City and Zapote in the
Province of Cavite, which can be integrated with the planned
mass a transit network and surface modes of public
transport as a means of meeting established economic
growth targets;
(ii) to optimize the level of service to the traveling public in the
target corridor by providing a transportation system that is
convenient, accessible, fast , reliable, and safe;
24
(iii) to avoid, minimize or mitigate potential adverse
environmental effects and achieve sustainable environmetal
conditions to the greatest degree possible;
(iv) To satisfy the LRTA’s functional and design requirements for
the provision of rail-based mass transit services; and
(v) to optimize the return of investment through construction of a
cost-effective system.
The criteria applied on evaluation process of the extension route was
primarily based on seven (7) major factor groups, which are briefly
discussed in Table 2.1.
Table 2.1 Evaluation Criteria and Factors of the Alternative Routes
Rapid Transit Service Objective: aims to optimize the level of service to the transit users (public)
� Service Coverage – maximize service to residents and employees within walking distance of the line;
� Accessibility – eases of access to the
system by motorized vehicles (i.e. buses, jeepneys, and private cars)
� Convenience – minimize numbers of transfers between the proposed LRT Line Extension and the planned LRT network; and
� Directness of Route – minimize
passenger travel distance and time between Zapote and Baclaran.
Network Integration – aims to connect all the LRT Lines and integrate the different modes
� Network Connectivity – opportunity to connect the proposed LRT line Extension with the planned LRT network; and
� Intermodal Integration – opportunity
for provision of intermodal facilities (bus bays, jeepney parking).
25
Table 2.1 Evaluation Criteria and Factors of the Alternative Routes
Property Requirements Objective: aims minimize lands to be Consumed by the facility.
� Property Takings – minimize property takings (acquisition) for immediate right-of-way; and
� Lane Reductions – minimize property takings for road lanes which must be added to account for lanes displaced by the transit right-of-way.
Land Use Objective: aims to support the future land use plans in south Metro Manila and minimize impacts to the existing development
� Support Future Land Use – support of the future land use plans and proposed developments in the corridor, particularly within the reclamation area; and
� Impact to Built Environment –
minimize impacts to existing businesses and residential neighborhoods.
Cost Objective: aims to construct the most cost-effective facility
� Capital Cost – minimize capital cost of the facility.
Environmental Aspect Objective: aims to minimize impacts of the project to the natural, social, and cultural environment
� Noise – minimize noise impacts/proximity to noise sensitive areas;
� Visual Intrusion – minimize impacts to
the streetscape; � Cultural/Heritage Sites – minimize
impacts to the cultural/heritage sites; and
� Natural – minimize potential
displacement or further degradation of natural features.
Traffic Impacts Objective: aims to lessen impacts to surface traffic operations
� Traffic Impacts around Stations – minimize traffic congestion around the stations; and
� Traffic Disruption during
Construction – minimize disruption of traffic flow during construction period.
SOURCE: SNC Lavalin & LRTA,. Feasibility Study for the Manila LRT Line 1 Extension, Volume 2.
26
2.2.2.3 Route Evaluation and Selection Evaluation Process
A joint evaluation process was undertaken to select a technically preferred
route for the proposed LRT Line 1 Extension. It was participated in by
LRTA, the Cities of Parañaque and Las Piñas, and the Municipality of
Bacoor and the province of Cavite. The Study Team performed an initial
route assessment and comparison and presented the results to the LRTA,
and the Cities of Parañaque and Las Piñas, and the Municipality of Bacoor
for their inputs and comments. The route assessment was then revised to
reflect the comments received and obtain a consensus on a technically
preferred route.
Stage 1 – Initial Screening of Route Alternatives The Feasibility Study Team performed an initial route
assessment and comparison to eliminate route alternatives that
were rated the poorest in terms of achieving project objectives. The
initial screening process entailed a qualitative assessment of the
routes, which is based on the seven (7) primary factor groups
defined in the evaluation criteria presented on Table 2.1.
During the qualitative assessment, the Study Team concluded that five of
the ten (10) route segments should be discarded, and that combinations
of the remaining five (5) segments should be carried forward for a more
detailed assessment. The screening results are presented on Table 2.2.
27
Table 2.2 Summary of Rationale for Routes Screened Out
Route Section Route Segment Rationale for Screening
Quirino Ave. (3N) � limited space for intermodal facilities;
� narrow right–of-way results in taking
of traffic lane in an area already subject to heavy traffic congestion;
� displacement of residences; � displacement of existing businesses
and commercial premises; and � costly relocation of utilities
North Section
Parañaque River (4N) � limited access to buses and jeepneys;
� very limited spaces for intermodal
facilities; � displacement of residences along
river bank; and � proximity effects (noise/visual).
Central Section Manila Bay (1C) • high risk, in terms of ridership,
associated with dependence on future land reclamation (uncertain time frame), combined with indirect route to the candidate southern terminus locations in Cavite;
• costly construction over water if the project proceeds without land reclamation; and
• very limited accessibility to Las Piñas and Parañaque.
Central Section
Quirino Avenue (3C) • limited space for intermodal facilities; • narrow right-of-way results in taking of
traffic lane in an area already subject to heavy traffic congestion;
• proximity effects (noise/visual); • displacement of residences; • displacement of existing businesses and
commercial premises; • impacts to historical corridor and
designated tourism zone; and
28
The Quirino Avenue Route was screened out over its whole length primarily
due to the property requirements and environmental impacts associated with
attempting to fit the alignment into such a narrow right-of-way. In addition to the
land requirements for the stations, the guideway would require the addition of
new traffic lanes which could displace homes and businesses abutting the street.
The potential for noise and visual impacts of the elevated guideway, particularly
on the southern segment of the route which is a designated historical
corridor and tourism zone, was also a significant determining factor in discarding
this option.
The key factors for eliminating the Parañaque River Segment was its poor
service in comparison to the Ninoy Aquino Avenue and Quirino Avenue
segments. The segment is difficult to access due to its location along the
Parañaque River and there is a limited space for intermodal facilities. In addition,
there is relatively dense residential development, including legal homes, squatter
settlements, and important community/institutional buildings that would be
displaced or be subject to significant visual and noise intrusion.
The essential factors for eliminating the Manila Bay Segment were poor service
coverage and high cost which can be attributed to the timing of the land
reclamation project. Since the land reclamation area is currently undeveloped,
this route is not likely to capture enough ridership to make it financially viable.
Furthermore, the land reclamation currently ends at the mouth of the Parañaque
River. Beyond the southern end of the land reclamation, the guideway
construction would be more costly, as it would be constructed over water or
require further land reclamation.
The Tramo Road Segment exhibits land use and right-of-way characteristics
similar to those of the Quirino Avenue corridor and the same rationale was used
to screen it out.
29
And based on the initial evaluation screening exercise, the Team arrived at the
four (4) route combinations that would be carried forward in the detailed route
evaluation process. The four (4) route combinations are enumerated below and
are attached as Figure 2.5.
� 1N Land Reclamation - 2C Coastal Road Route;
� 2N Roxas Boulevard - 2C Coastal Road Route;
� 2N Roxas Boulevard - 4C LP Commercial Zone; and
� 5N Ninoy Aquino Avenue - 4C LP Commercial Zone
With the four (4) routing combinations presented above, the Feasibility Study
Team came up with the four (4) short-listed route alternatives, which is shown on
Figure 2.6.
Stage 2 – Detailed Route Evaluation
The four (4) short-listed route alternatives were subjected to a detailed impact
analysis applying all the seven (7) evaluation criteria listed on Table 2.1. The
team conducted a preliminary evaluation and rating of the alternatives to identify
the key issues and determinant factors in accordance with, and to confirm the
initial weighing of the criteria. The results of this process were presented to the
LRTA, the Cities of Parañaque and Las Piñas , and the Municipality of Bacoor for
review and comments. The evaluation was then revised to incorporate comments
and inputs from the LRTA, and concerned LGUs.
Step I Weighting of Evaluation Criteria – Since the criteria and factors
were not deemed to be of equal significance by the Study Team, initial
weightings were assigned to each criterion and factor, giving more weight to what
were determined to be the more important considerations in the decision making
process.
30
Step II Analysis of Route Alternatives – A detailed analysis of
each route alternative was conducted on a factor-by-factor basis to
measure how well each alternative met the project alternatives.
The analysis formed the information database on which to conduct the
comparative evaluation.
Step III Rating of Route Alternatives – based on the results of Step II, a
qualitative rating was assigned to each route alternative on a factor-by-factor
basis to determine how well each alternative route satisfied the project
objectives.
Step IV Selection of Technically Preferred Route – From the rating
established in Step III, the key differences between the route alternatives were
identified; this became the focus of discussion with the LRTA and the Cities of
Parañaque and Las Piñas, and the Municipality of Bacoor to reach a consensus
on a technically preferred route.
Step I Weighting of Evaluation Criteria
The first step involved assignments of weight to the evaluation criteria and
factors by the Study Team. Weights were assigned to the criteria and factors on
a scale of 1-10, where a more important criterion and factor was assigned a
higher weight, (Table 2.3). It should be noted that the criteria and factors were
assigned numerical weightings to assist the Team in developing a rational
thought process. The weightings are only indicative of the importance attached
to each criterion and factor, and did not form the basis for a quantitative rating of
the route alternatives.
31
Table 2.3 Weighting of Route Evaluation Criteria
Criteria Criteria Weights
Factors Factor Weights
1.1 Service Coverage 4.0
1.2 Accessibility 4.0
1.3 Convenience 1.5
1.4 Directness of Route 0.5
1. Rapid Transit
Service
2.5
TOTAL 10.0
2.1 Network Connectivity 5.0
2.2 Intermodal Integration 5.0
2. Network
Integration
1.0
TOTAL 10.0
3.1 Property Taking 6.0
3.2 Lane Reductions 4.0
3. Property
Requirements
0.5
TOTAL 10.0
4.1 Support Future Land Use 7.0
4.2 Impact to Built Environment 3.0
4. Land Use 2.5
TOTAL 10.0
5.1 Noise 2.0
5.2 Visual Intrusion 3.0
5.3 Cultural/Heritage Sites 4.0
5.4 Natural 1.0
5. Environmental 2.0
TOTAL 10.0
6. Cost 1.0 6.1 Capital Cost 10.0
7.1 Traffic Impacts Around
Stations
6.0
7.2 Traffic Disruption During Construction
4.0
7. Traffic Impacts 0.5
TOTAL 10.0
TOTAL 10.0
SOURCE: SNC Lavalin & LRTA, 1999. Feasibility Study for the Manila LRT Line 1 Extension, Volume 2
32
Step II Analysis of Route Alternatives
A detailed analysis of the four short-listed alternatives was conducted by
qualitatively and quantitatively measuring how well each route satisfied the
project objectives. The analytical information was summarized in evaluation
tables containing an assessment on each route alternative for each evaluation
factor. The results were then presented to the LRTA, to the Cities of Parañaque
and Las Piñas, and the Municipality of Bacoor for review and comment to ensure
that the analysis was based on up-to-date and complete information.
The analysis information provided the basis for subjectively assigning scores to
the route alternatives. Table 2.4 Summary of Detailed Assessment of Short-
Listed Route Alternatives summarizes the analysis of the route alternatives.
Step III Rating of Route Alternatives
Based on the analysis information, a comparative evaluation of the route
alternatives was conducted by assigning ratings to each option on a factor-to-
factor basis. The criteria and factor weightings were considered qualitatively in
the final determination of the technically preferred route. Figure 2.7 shows the
ratings of the Study Team which were subsequently adjusted, where required, to
reflect input and comments received from the LRTA, the Cities of Parañaque and
Las Piñas, and the Municipality of Bacoor.
In summary, over the full range of evaluation criteria, the Land Reclamation-
Coastal Road Route, the Roxas Boulevard-Coastal Road Route, and the Roxas
Boulevard –LP Commercial Zone Route were rated most equal (within 10% of
each other). Whereas the Ninoy Aquino Avenue-LP Route was deemed to be
measurably less desirable than the other three (3) options.
33
2.2.3 Selection of Technically Preferred route for North and Central
Sections
In the selection of a technically preferred route, the Study Team considered the
following most heavily weighted evaluation criteria to determine the most
acceptable alternative;
i) Service Coverage;
ii) Accessibility to buses and jeepneys;
iii) Support for future land use development; and
iv) Environmental impacts.
2.2.3.1 Assessment of Key Evaluation Criteria
Figure 2.8 - Assessment Summary of Key Criteria, isolates the rating of
the key evaluation criteria. In light of these considerations, the route
alternatives were ranked as follows:
Roxas Boulevard-LP Commercial Zone Route was ranked first overall.
Its key advantages include:
� Fair service coverage to mature development on the east side of
Roxas Boulevard corridor and good coverage for existing
residential areas in Parañaque and Las Piñas;
� Good bus and jeepney accessibility at regular intervals along the
route via Multinational Drive, Dr. Santos Drive, Quirino Avenue,
Naga Road, Alabang-Zapote Road, and Gen. Aguinaldo Highway;
� Route along Roxas Boulevard will support Boulevard 2000
development. The central section of the route will support the
proposed commercial and industrial areas in Parañaque and Las
Piñas; and
34
� No identified cultural resource impacts; opportunity to avoid or
mitigate proximity effects (noise, visual intrusion) through sensitive
guideway/station design in new developments (integration with
spine roads).
Coastal Road-Roxas Boulevard Route – This alternative was ranked second
overall. This option provides fair service coverage in the North Section, but there
is no frontage development on the Coastal Road, and residential catchment
areas to the east are removed from the corridor. This route has poor
accessibility for buses and jeepneys, as there are few roads to the coast
(Kabihasnan Drive, Alabang-Zapote road, Gen. Aguinaldo Highway). The
potential for adverse environmental impacts is low and the route would be the
least costly option due to the directness of routing and the limited need for
acquisition of private property.
Ninoy Aquino-LP Commercial Zone was ranked third overall. This alternative
provides fair to good service to existing industrial and commercial areas in the
Ninoy Aquino Avenue corridors and offers the most direct link to the Ninoy
Aquino International Airport (NAIA). It would also serve existing residential areas
in Parañaque and Las Piñas. However, it is the least direct route between the
north and south terminal areas. This, combined with the need to acquire a
substantial amount of private property, makes it the most costly route.
The route has good road linkages for bus and jeepney access due to existing
network serving NAIA and surrounding development. Although the route
would not directly support Boulevard 2000, it would run through the
proposed industrial areas in Parañaque and Las Piñas. In terms of
environmental impacts, the route runs through a corridor which is currently
subjected to high noise level as a result of its proximity to NAIA, and has no
identified cultural sensitivities in the North Section. In the South Section, its
exhibits the same potential for avoidance of proximity effects as the Roxas
35
Boulevard-LP Commercial Zone option, and has the highest number of water
course crossings.
The Land Reclamation-Coastal Road was ranked fourth overall. The
attributes of this route are similar to those of the Coastal Road-Roxas Boulevard
Route, with the exception of rapid transit service. Since the reclamation land is
currently undeveloped with substantive plans in place, it has poorer service
coverage, a lower degree of accessibility and less capability to satisfy ridership
demand.
2.2.3.2 Route Selection
The results of the comparative evaluation were reviewed by the LRTA and
the City representatives from Parañaque and Las Piñas. A technically
preferred route was selected, following discussions of the key advantages
and disadvantages of the routes, focusing on the determinant evaluation
criteria.
It was agreed that, at a technical level, the Roxas Boulevard-Las
Piñas/Parañaque Commercial Zone route is the preferred alternative
(Figure 2.9). It provides the most comprehensive service coverage,
exhibits optimal accessibility and good opportunities for integrating
existing transit services, and creates a reasonable balance between
environmental impacts and capital costs.
2.3 Project Area and Location
The project will pass through three (3) cities in Metro Manila namely; (i) Pasay;
(ii) Parañaque; and (iii) Las Piñas, and the Municipality of Bacoor in the Province
of Cavite.
36
In Pasay City, the proposed railway extension will traverse Barangay 145 (Sto.
Niño). In the City of Parañaque, the alignment will cross five (5) barangays
namely Baclaran, Tambo, Dongalo, San Dionisio, and La Huerta. In Las Piñas
City, the Extension Line will pass through barangays Manuyo Uno and Pulang
Lupa, whereas in Bacoor, it will cross Brgys. Longos/Zapote 5, Talaba 2, Talaba
3, Talaba 4, and Talaba 7.
The LRT Line 1 Extension
The proposed LRT Line 1 Extension Project will be directly connected to the
Baclaran Station of the existing LRT Line 1, and will be using the present LRT
Depot in Pasay City. From the Baclaran Station, the proposed Extension
alignment will turn west at Redemptorist Road, traversing the southern side of
the road towards Roxas Boulevard. The alignment then turns south, passing
through the reclaimed area on the western portion of Roxas Boulevard, about 6.5
meters from the sea wall. The Extension will have its first station (Redemptorist
Station),at Brgy. Baclaran, Parañaque City approximately at km 0+650-0+750.
The alignment will continue to traverse the reclaimed area, crossing MIA Road
(MIA Station at km 2+250-2+350), then pass through the parking lot in front of
Uniwide Coastal Mall. It will maintain its course until it reaches the Asia World
(Sta. 3, Asia World Station approximately at km 3+050-3+150), where it deflects
on an easterly direction following the course of the Parañaque River. The
proposed Extension Line will use the middle of the said river to avoid concrete
structures and shanties on both sides. Still running on easterly direction, the
alignment will continue traverse the river, crossing the Quirino and Ninoy Aquino
Avenue Bridges, and then veers southwest at the river bend in Brgy. La Huerta,
Parañaque City, to merge with Ninoy Aquino Avenue. Using the median of the
avenue, it will continue to follow its course until it reaches the San Dionisio River,
at Brgy. San Dionisio, Parañaque City (boundary of Ninoy Aquino
Ave. and Dr. Santos Avenue). At about 100 meters after the bridge, it will then
shift to a southwesterly direction crossing the proposed C-5 Highway alignment
37
(crossing Dr. Santos Ave.) and head towards the next station, located
approximately 150 meters (Dr. Santos Station and Intermodal Facility) from the
avenue. This are acrossed by the alignment is the site of the proposed
Multinational Development. The proposed Line 1 Extension will move onto the
landfill area, salt bed and fishponds in Manuyo Uno, Las Piñas City, where the
future Manuyo Uno Station will be constructed (approximately at km 7+050-
7+150). It will continue on a southwesterly direction towards the Golden Haven
Cemetery and the built-up areas along Tramo Road near the bridge, at Pulang
Lupa1. The alignment will directly pass through the houses near the bridge, then
cross Quirino Avenue, and then traverse the southern bank of Las Piñas River,
where the Las Piñas Station will be located. Still on the same direction, the
alignment continues, traversing some fishponds at Pulang Lupa 1 near Zapote
River, then cross the river and head towards the proposed Zapote Station and its
intermodal facility approximately 250 meters before the Talaba-Diversion Road.
The alignment continues southwest and cross under the Coastal Road Flyover. It
will then deflects south traversing Brgys. Talaba 7 and 2 (future Talaba Station,
km 10+850-10+950), and will then merge with the existing Talaba Diversion
Road, approximately 100 meters from its intersection with Real Street. The
Extension continues south, traversing the center of the Talaba Diversion Road,
then cross the junction of the Talaba Diversion Road and Gen. E Aguinaldo
Highway, then leaves the existing diversion road and head towards the Niog
Station. The first phase of proposed extension will end near the St. Dominic
Hospital where the Niog Station and the intermodal facility will be located. (See
Figure 2.10).
The proposed LRT Line 1 Extension Project is a 12-kilometer light rail system
that will operate on a mostly elevated dual track guideway from Baclaran,
Parañaque City to Bacoor in the Province of Cavite. It will utilize a technology
that is compatible with that of the existing LRT Line 1 and its 100% capacity
expansion. The Project, consisting of ten (10) passenger stations and a satellite
depot will serve the southern area of Metro Manila and the northeast corner of
38
the Province of Cavite. It will also include three (3) intermodal facilities, which will
be provided at Dr. Santos, Zapote, and Niog Stations.
The LRT Line 1 Extension is an integrated system optimizing patron
convenience, operational efficiency, cost economy and modal interface/network
connectivity. Its key features include the following:
� Consistency with the rail transit network plan prepared by the Metro
Manila urban Transport Integration System (MMUTIS);
� Interconnectivity to the existing Line 1 at Baclaran Station, to form a
continuous line and transport more people;
� Technology compatible with the existing Line to permit through
running of trains;
� Integrated fare collection system, with ticket commonality for
seamless travel with LRT Line 1, LRT Line 2, and the Extension;
� Intermodal facilities at three major stations; and
� Single operating authority for the operations and maintenance of
the System.
2.4 Project Description
This section discusses the activities involved during the Pre-Construction,
Construction, Operational, and Abandonment (Demobilization and Maintenance)
Phase of the proposed LRT Line 1 Extension Project.
2.4.1 System Overview
2.4.1.1 System Demand and Capacity
The peak-hour maximum link load is estimated to be 15,500
passengers per hour per direction (pphpd) in Year 2005. This
39
maximum load point occurs between Redemptorist and Baclaran
Stations, in the northbound direction during the morning peak hour.
The system will be designed for an initial system capacity of 15,500
pphpd to meet the estimated demand with provision to expand its
capacity to 30,000 pphpd with additional rolling stock. The initial fleet
will have a total of forty-four (44) vehicles, configured into eleven (11)
four-vehicle trains, which are composed of ten (10) operational trains
and one (1) spare train.
2.4.1.2 System Performance and Operation
The LRT Line 1 Extension will provide service 17.5 hours per day for
365 days per year. The operating hours will be from 0500-2230 hours
to match the current operating hours of LRT Line 1.
Simulations of train performance on the route, including station dwell
times of thirty (30) seconds, indicate a round trip time of forty-two (42)
minutes on the Extension. The maximum operating speed will be sixty
(60) kilometers per hour and the average operating speed including
dwell time at the stations will be thirty-four (34) kilometers per hour.
The full operational fleet will be put into service during the morning and
afternoon peak periods of demand. During off-peak periods, the
service will be determined by the demand.
2.4.1.3 Alignment Configuration
Geometric Design and Criteria
The horizontal and vertical alignment has been designed to suit the
proposed light rail vehicle technology and to conform with the geometric
40
design criteria of the existing LRT Line 1 to ensure compatibility with
the existing technology. Alignment restrictions including curve radii,
superelevation on curves, minimum tangent lengths between curves,
spiral lengths and grades have been established as a minimum or
maximum to ensure passenger comfort.
The alignment has been designed to optimize the following
requirements:
� Maximum comfort and safety for passengers;
� Maximum systems safety;
� Compatibility with the characteristics of the existing rolling stock;
and
� Minimum track and rolling stock maintenance.
The basic design criteria established for the horizontal and vertical
alignment of the track are as follows:
Maximum operating speed 60 km/h
Horizontal curve radius 250 meter desirable on mainline
170 meter minimum on mainline
except near stations
100 meter minimum on mainline
in vicinity of stations
30 meters minimum in depot
Transition spirals 40 meter desirable
35 minimum
Tangent between curves 50 meter minimum on mainline
Grade 0.5% minimum
3.5% maximum
41
0.00to 0.5% in stations
Vertical curves Parabolic
K=10m
Vertical clearance 5.0 meters between catenary and
high voltage power lines
5.5 meters over road
2.4.1.4 Guideway Structure
Design Criteria and Loads
A project Design Manual setting out governing design codes, criteria
and parameters will be generated for the systems elements including
the Civil/Structural components of the Guideway. The design manual
will be based on the major elements presented in Table 2.5, and will
be similar to other manuals developed for other such projects.
Table 2.5 Structural Design Criteria Outline for the Proposed LRT Line Extension Project
ITEM NUMBER
ITEM CRITERIA
1 DesignCodes ASSHTO Standard Specifications for Highways and
Bridges 1998 is to be used for elevated guideway
structures.
National Structural Code of the Philippines, Volume 1-
Buildings, Towers and Other Vertical Structures, 1992 is to
be used for the Stations and ancillary buildings.
Loadings and Load Combinations and code supplementary
information to be based on Project Specific Designed
Manual.
Materials codes for Concrete (normally reinforced and
prestressed), Steel and other materials of construction are
to be those referenced in the governing design code
(ASSHTO or NBC of the Philippines).
42
Table 2.5 Structural Design Criteria Outline for the Proposed LRT Line Extension Project
ITEM NUMBER
ITEM CRITERIA
2 Live Load
LRTA Vehicle for normal operations loading. Service
vehicle loadings as required.
Loads as prescribed in National Structural Code of the
Philippines, Volume 1-Buildings, Towers and Other Vertical
Structures, 1992 is to be used for the Stations and ancillary
buildings,
3 Environmental
Loads
Loads for: � Rain minimum loading; � Wind design velocity; and � Seismic Zonal Accelerations.
All to be taken from the National Structural Codes of the Philippines, Volume 1-Buildings, Towers and Other Vertical Structures, 1992.
4 Seismic In accordance with ASSHTO Standard Specifications for
Highway Bridges 1998. Design for elastic response for
1:100 year seismic event with no significant damage and
for earthquake survival in 1:475 event with repairable
damage.
5 Design Service Life 100 years
6
Geometrics
Guideway to be direct fixation rail with superstructure
configuration to suit horizontal and vertical geometry
including superelevation.
Roadway clearances to be in accordance with the
requirements of the road right-of-way owner.
43
Table 2.5 Structural Design Criteria Outline for the Proposed LRT Line Extension Project
ITEM NUMBER
ITEM CRITERIA
7 Parapets Guideway parapets are to be designed for collision loading
from vehicle mishap.
8 Serviceability Design for the requirements of: � Fatigue control; � Crack control; and � Deflection control �
9 Fatigue Stress limits on the change in stress in non-prestressed and
prestressed concrete reinforcing will be provided in the
project Specific Design Manual. Stress limits on stress
ranges for the detail categories set out in ASSHTO will be
provided in the Project Specific Design Manual. S/N curves
for each category will also be provided.
10 Utilities Aerial and underground utilities to be relocated or protected
during construction to avoid conflict with physical
construction or operational clearance criteria.
11 Surface Water
Run-off
Convey surface water from the surface of the guideway
of roof via a contained system to discharge of locations
remote from the structure. Discharge locations to be
acceptable to environmental and other affected
agencies.
12 Gudeway
Bearings
Bearings are to be easily accessible and removable
and designed for all vertical and lateral loads imposed
on them.
13 Guideway
Expansion Joints
Expansion Joints to be sealed and consist of an
assembly which mechanically connects to joint seal to
44
Table 2.5 Structural Design Criteria Outline for the Proposed LRT Line Extension Project
ITEM NUMBER
ITEM CRITERIA
each adjoining structural elements.
Guideway Beam
The following structural options were considered for the LRT Line 1 Extension’s
guideway beam:
� Dual trapezoidal Box Beam Elevated Guideway – The Guideway
beam in this concept as shown on Figure 2.11 are trapezoidal box
beams with approximately 3000 mm wide to flange, which acts a
sinlge guideway/trackway slab. The typical guideway is comprised
of a dual pair of guideway beams configured in parallel. A complete
beam span is fabricated in the Precast yard with precision setting of
track fastener plinths suitable for direct fixation. Beams are formed
in articulated forms which can accommodate the vertical, horizontal
and superelevated geometry of the trackwork. Experience with this
system indicates that the beams can be erected and the track
directly fastened with minor amounts of shimming or grinding. The
Superior torsional stiffness of the trapezoid box lends itself to use in
curved and superelevated geometry and provides the stability for
use of erection trusses and travelers.
� Dual Trapezoidal “Two Component” Box Beams – The
Guideway beams in this concept as presented on Figure 2.12 are
identical in general arrangement to the proposed “Single
Component” beams, but are constructed in two (2) stages. First,
the precast “Tub” component is erected onto the columns, and then
45
the precast top flange “Plank” components are erected in segments
on top of the “Tub”. This approach allows precision setting in place
of the top plank to track grades for direct fixation without the need
for any shimming or grinding at the track fastener plinths.
Concurrent precasting of the “Tub” and “Plank” components
provides schedule advantage during the precasting process and
beam transportation and erection process. Since this project is
schedule driven, this option will be pursued further as the primary
recommendation to achieve a cost/benefit solution.
� Single Segmental Trapezoidal Box Beams – This construction
method is commonly used for elevated guideways and is a
well understood technology for use in beam fabrication and
erection. If this concept were to be used, a second pour would be
required to provide the track slab. For this project with this
concept, LRTA would propose to use precast “second pour”
slabs similar to that developed by them for the recently
completed Kuala Lumpur LRT System. This concept was
not selected primarily because, segmental beam erection
followed by a fabrication and erection of precast track slabs will
cause an unacceptable extension of the project schedule. Please
refer to Figure 2.13 for the general arrangement of guideway
scheme in this concept.
� Multiple ASSHTO Beam and Slabs – This construction method is
similar to the existing LRT Line 1 System, which consists of
standard prestressed concrete girder with a cast-in-place guideway
slab. This option will require the use of a second pour for the
superelavation and track geometry which will add time and cost to
the guideway construction. Since this technology is well understood
and has been used locally, it may have some cost advantages for
46
the guideway construction. It is also probable that the added costs
of the second pour will eliminate the guideway cost construction
cost advantage. LRTA has also determined that this approach will
likely require a longer schedule than the selected option. This
concept was therefore not selected primarily due to the schedule
extension. The general guideway scheme in this concept is
presented on Figure 2.14.
The Proposed Guideway General Arrangement
The guideway of the Extension will be mostly elevated with transitions
to grade Dr. Santos Station and Zapote Station. The structural system
proposed for the standard guideway consists primarily of the following:
Dual pre-cast/pre-stressed or post-tensioned concrete trapezoidal box beams
one for each trackway. Spans typically planned on an average length of 30
meters, except in stations where they are planned to be 20 meters;
Cast-in-place concrete “Hammerhead” piers consisting of a cross head
supporting both box beams supported in turn by a single column located at the
centerline of Dual Guideway; and
Piled foundations consisting of pile groups with pile caps set below grades.
The entire guideway has been framed based on the selected structural system,
and the preliminary alignment and mapping using nominal 30-meter tangent
span length. Substructures have been arranged to minimize conflicts with all
identified utilities, properties, and other physical constraints. Where required,
substructures have been arranged to reduce span lengths on tight radius curves
to accommodate torsional constraints of the beam. The general arrangement of
the proposed guideway scheme is presented on Figure 2.15.
47
The dual guideway provides two (2) parallel tracks at 4300 mm on center. This
plan arrangement remains for the entire system, except at center platform
stations and pocket tracks. Where the center track distance varies, the dual
guideway will transition to two (2) single guideways supported on individual
columns. Pocket tracks will employ support bents which will support the
guideway and pocket tracks as required. Stations will be framed integrally with
the guideway structure based on a 20-meter span.
The proposed guideway beam consists of a trapezoidal box element spanning,
as a simple span, nominally 30 meters between the substructure supports. In
stations, the guideway beam will span 20 meters to fit with the station module.
The guideway beam has a 3000-mm wide top flange providing a 2910-mm wide
trackway slab between parapets. Each guideway beam will be cast with the
horizontal and vertical geometry as well as superelevation to provide for direct
fixation tracks on plinths on the beam’s top flange.
The plinth will be configured to provide sufficient separation between the rail and
storm water collected on the guideway while at the same time providing a direct
fixation surface within the track placement tolerances. This plinth can be
constructed as part of the pre-cast beam fabrication or after beam erection as a
second pour.
Wherever possible, the guideway will be constructed using the simple span
beams. If required, the system can be configured into two-span, three-span,
and multi-span continuous general arrangements. The two-span arrangement
allows for two 36-meter spans; the three-span enables a 36/45/36-meter span
arrangement. Arrangements with multiple 45-meter spans can be generated
within the constraints of a track and structure expansion/contraction interaction.
The potential use of continuous arrangements provides flexibility to
accommodate a wide variety of conditions with varying span ranges without
48
having to introduce other “special” structures with deeper cross-sections or using
other materials such as steel box girders.
The substructures for the dual guideway are proposed to consist of
“hammerhead” cross heads supported on a single column extending down to the
foundation below grade. For the dual guideway, the cross head is proposed to
be configured to fit with the depth of beam dap to provide a continuous flat soffit.
Columns will vary in size from 1400 mm square to 1900 mm square depending
on height. Round columns may also be considered based on the economies of
formwork and materials of construction.
Substructures for single guideways consist of a cross head and column with the
cross head configured to fit within the beam dap and width.
The substructures used at the stations and in special trackwork areas consist for
the most part of rigid cast-in-place concrete bents.
The simple span beams will bear on elastomeric bearing pads, which allow
controlled lateral, transverse and rotational movements. At continuous span
cross heads, the beam and cross head will be integral. The use of an elastomeric
bearing pad introduces a base isolation effect which can reduce seismic
response forces in the substructures and foundations. As well, this type of
bearing as allows load distribution to varying height columns to be equalized by
“tuning” the total pier stiffness.
The vertical geometry will facilitate guideway drainage along the beam to the
drains at each substructure element. Drains will run down the columns and
wherever possible, be tied into the storm drainage systems which are currently
carrying the run off within the guideway footprint.
Special Structures
49
A number of areas have been identified which will require spans longer that the
typical 30-meter span planned for this project. Where special span arrangements
are required, the proposed beam cross section will be configured into continuous
two (2), three (3), and multi-span arrangements to extend span lengths to 80
meters in tangent sections. Table2.6 describes the special structures identified,
their location, description and the proposed span arrangement to avoid conflicts.
Table 2.6 Special Structures Description
Number Station Description Span Arrangement 1 0+450 Crossing of Roxas Boulevard 30m/25m/30m
2 2+550 Crossing just south of MIA
Station
32m/40m/32m
3 3+800 Crossing of Coastal Road and
Parañaque River
32m/40m/32m
4 5+460 T-Intersection at Ninoy Aquino
Avenue
32m/40m/32m
5 5+770 T-Intersection at Ninoy Aquino
Avenue
32m/40m/32m
6 5+900 Crossing San Dionisio River 32m/40m/32m
7 8+800 Crossing Zapote River 60m/80m/60m
8 9+850 Crossing Talaba Diversion
Road
32m/40m/32m
9 10+750 Las Piñas-Talaba Road 38m/40m/38m
10 11+200 Crossing Las Piñas/Talaba
Diversion to Niog Station
40m/40m
SOURCE: SNC LAvalin, 1999. Manila LRT Line 1 Extension Offer for
Implementation and Operation, Volume II Implementation &
Technical Plan
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Tie –In to the Existing Structure
The tail tracks at the southern end of the existing LRT Line 1 terminate at Mexico
and Redemptorist Roads. The alignment of the Extension will tie into the existing
line before the end of the tail tracks and will immediately curve to the west to run
along Redemptorist Road. To allow for this curve, the last two (2) spans will
need to be reconfigured as shown on the attached Figure 2.16.
The structural framing proposed consists of constructing new bents
and corresponding foundations at the last two (2) column lines of the
existing guideway. This bents will tie into the existing columns and
extend over Mexico Road to new columns in the intersection median island. New
tee beams with varying top flange width will be placed to provide the track bed for
the new curve. The existing tee beam on the west side of the second last span
will be modified to allow installation of a new tapered beam to expand the deck. A
transition slab, which allows a stepped variation in ballast depth, will be installed
within this last two modified spans to provide the track transition to direct fixation.
The southern most bent will provide fort he first span of the standard dual
guideway of the proposed LRT Line 1 Extension.
2.4.1.5 Passenger Stations
Station Types
The stations will be either side or center platforms. The operational plan
passenger demand and alignment have determined each station type. Platforms
will be elevated or at-grade. All concourses are at-grade. Discussed below are
the three (3) types of stations adopted for the LRT Line 1 Extension Project.
Type SI – Elevated Side Platform with Concourse At-grade
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This station type has been designed to serve an ultimate one-way passenger
flow to 6,000 passengers per hour. The station concourse and ancillary spaces
will be at-grade with an elevated platform.
Type S2 – At-grade Side platform with Concourse At-grade
This station type will be integrated with an intermodal facility and have an at-
grade concourse and an at-grade platform. It will have an initial capacity to
handle up to 15,000 passengers per hour per direction. The ancillary spaces will
be at-grade (plant rooms) and at mezzanine level (personnel rooms).
Type C1 – Center platform Terminal Station
This station type will have a concourse at-grade and an elevated center platform.
The ancillary spaces will be located at-grade under the station platform. It can
accommodate a passenger flow of 18,000 pphpd.
Passenger Station Locations
The passenger stations have been located to maximize passenger capture, both
pedestrian and vehicular, and for efficient access to and integration with the
adjacent urban environment. The station locations are shown in the key plan of
Figure 2.17. The following sections will discuss the location and general
configuration of each passenger station.
i) Redemptorist Station (SI): Side platform station located west of
Roxas Boulevard on the Public Estates Authority (PEA)
reclamation area, south of Redemptorist Road. The station will
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have a pedestrian overpass across Roxas Boulevard and
pedestrian access to the Aseana Development on the adjacent
reclaimed land. Figure 2.18 shows the Civil Design Concept of
Redemptorist Station.
ii) MIA Station (SI): Side platform station located on the west side of
Roxas Boulevard north of MIA Road. (Figure 2.19). Since it is near
to NAIA Airport, it could be served by an airport shuttle bus service.
The planned business and commercial development of Manila Bay
Development Corporation will surround the station.
iii) Asia World (SI): Side platform located west Roxas Boulevard on
the planned bus terminal site of the Asia World Development. This
station will mainly serve the Asia World Development. It will have
an overpass across Roxas Boulevard. The Civil Design Concept of
Asia World Station is presented on Figure 2.20.
Iv) Ninoy Aquino Station (SI): Side platform located north of La
Huerta Elementary School at the north side of Imelda Avenue
Bridge in Parañaque. This station will serve pedestrian traffic,
adjacent schools and the light industrial areas being developed
north of Ninoy Aquino Avenue. The station ground level will be
designed to enhanced and protect the existing mangroves and
landscape to increase the green spaces, and to allow the
neighborhood to benefit and enjoy this valuable natural resources.
See Figure 2.21 fort the Civil Design Concept of Ninoy Aquino
Station.
v) Dr. Santos Station (S2): Side platform intermodal station. The
station will be served by an intermodal facility with passenger drop-
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off and pick-up area, and bus and jeepney parking. The
surrounding area includes neighborhoods along Dr. Santos Road to
Sucat. Figure 2.2 shows the Civil Design Concept of Dr. Santos
Station.
vi) Manuyo Uno Station (S1): Future side platform station located in
the future Multinational Development. The station will be located to
integrate with the master plan of the Multinational Development
which is still under preparation. Figure 2.23 shows the Civil Design
Concept of the future Manuyo Uno Station.
vii) Las Piñas Station (S1): Side platform station (Figure 2.24) in the
heart of the historic district locatedbetween Tramo Road and
Quirino Avenue along the south side of Las Piñas
River. Architecturally, this station should be a
signature station, consistent with Las Piñas design
guidelines for the historic district. The station will serve
The local historical district and communities along Quirino Avenue,
Tramo Road, and Naga Road.
viii) Zapote Station (S2): Side platform with at-grade concourse.
The station will be part of an intermodal facility with passenger
drop-off and pick up areas , and bus and jeepney parking. The area
to be served includes Las Piñas and the communities along the
Alabang-Zapote Road to Alabang in Muntinlupa. Refere to Figure
2.25 for the Civil Design Concept of Zapote Station.
ix) Talaba Station (S1): Future side platform station. The station will
be constructed when the surrounding area furthere develops and
matures, and could serve buses and jeepneys, by way of the future
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R1 Highway Extension. Figure 2.26 shows the Civil Design
Concept of the future Talaba Station.
x) Niog Station (C1): Center platform located south of Talaba
Diversion Road on the east side of Gen. E,. Aguinaldo Highway. It
will be served by an intermodal facility. This station will serve the
highest patronage of the Phase 1 Extension. The Civil Design
Concept of Niog Station is shown on Figure 2.27.
Station Components
The station will have public spaces and non-public ancillary spaces. The
public spaces will include paid and unpaid zones. Non-public ancillary
spaces include personnel rooms and plant rooms. The following
enumerates the functional areas within the stations:
Public Spaces
� Entrances;
� Ticket purchasing areas;
� Passenger information areas;
� Fare paid concourses;
� Vertical circulation in the form of stairs and/or escalators;
� Elevators;
� Emergency exit stairs; and
� Provisions for commercial spaces (locations to be identified)
Non-Public Spaces
Personnel Rooms
� Stationmaster Office;
� Security Office;
� Cash Room:
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� Personnel Comfort Rooms including toilets and locker Rooms, both
for Male and Female; and
� Janitor Room
Plant Rooms
� Electronic Equipment Room (Communications)
� Train Control Systems;
� A/C Electrical Rooms;
� Telephone Closet Room;
� Mechanical Room;
� Station Substation; and
� Generator Room
The exterior spaces of the stations will facilitate access and connectivity of the
stations with their urban setting, and shall include the following:
� Pedestrian overpasses over major streets;
� Passenger drop-off/pick-up areas for buses and jeepneys;
� Direct pedestrian connections to existing or future developments;
� Ramps to facilitate accessibility to the physically challenged; and
� Walkways and landscaping or other improvements to make the
station user friendly.
Station Entrance
The station entrances will be clearly identifiable from the streets. They will be
open spaces protected from weather and will contain information panels and
ticket vending machines. The space is functionally organized to accommodate
the following activities:
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� Free flow circulation areas for passenger movements between the
entrance and turnstiles;
� Queuing areas for passenger to purchase tickets from the ticket
booths and ticket vending machines; and
� Pause areas for passengers that are unfamiliar with the system and
need to orient themselves and consult the information panels.
Ticket Booths and Turnstiles
The ticket booth is the first secured space in the station and is protected
by the station closure. The ticket booth has to be accessible to patrons
in the paid and unpaid zones for assistance and add-fare purchases. The
turnstiles will form the barrier the paid and free zone of the station. Included in
this barrier will be gates for the physically challenged, wheel chairs or parent with
strollers, and exit gates as required by NFPA 130 for emergency existing. A clear
surge space of 5.0 meters will be provided on each side of the turnstiles.
Fare Paid Zone Hall
This will be an open space which will include directional signs and clear lines of
sight and circulation paths to the vertical circulation. This space may include the
access to the station personnel rooms or station plant rooms, which will be
secured from unauthorized access.
Vertical Circulation
All stations will be equipped with stairs, escalators and with elevators for the
physically challenged.
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� Stairs: all platforms will be accessible through stairs. Stair step rise
and run will be designed to provide the maximum comfort and
circulation efficiency. Landings will be provided at an average rise
of 2.6 meters. Stair widths have been sized for normal and
emergency conditions.
� Escalators: All stations will have escalators.
� Elevators: all platforms will be accessible through elevators.
Elevator cabs and shaft will be glazed for passenger safety and to
prevent vandalism.
Platforms
� General: The platforms will be 110 meters in length to
accommodate the older 3-vehicle trains and newer 4-vehicle trains.
The platform will be approximately 200 mm lower that the train floor
to allow for the opening of the plug doors. It will have a 500-mm
wide safety edge with a continues lighting strip above. Platforms
will include primary and directional signage. There be will
provisions for advertising panels.
� Side Platforms: All side platforms will be 4.00 meters wide. The
standard side platform width has been determined by the ultimate
patronage, plus safety factors of the station width the highest
patronage. This width will also accommodate the 500-mm safety
edge and space for platform furniture such as benches, waste
receptacles, and information panels.
� Center Platform: Center platforms will be 9.5 meters wide. This
width has been determined by patronage. To maintain a standard
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platform width on the high and very high patronage stations,
passenger movement has been expedited by means of adding
additional vertical circulation and increasing the concourse area.
� Emergency Conditions: Platforms, vertical circulation, and
emergency exist have been sized and located to provide a safe
environment for passengers and staff. They will meet the
requirements of the Philippine Building Code and NFPA 130.
Public Spaces Design Parameters
The design of public spaces follows the international design practices for
contemporary transit stations as reflected on the station floor plans. Stations may
be unique depending on their urban settings, but will have common elements that
will be consistent system wide. Commonality will be achieved by function, space
and form, lighting, signage and equipment, and by the materials that comer in
contact with the users in a safe and secure environment, including their
orientation, horizontal travel, passage through fare vending areas, training and
detraining and emergency egress.
Function
The station’s functional design is based on the volume and needs of the flow of
passengers. This starts when passengers approach the station on foot or by
other modes of transportation and continues as they enter the free zone,
purchase tickets, pass through the fare gates, and ascend to the platforms.
Sizing
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The stations have been sized to meet the peak hour demand for the Year 2025,
including a peaking factor of 25% for the 15-minute peak period. All platforms
have been designed to meet the ultimate demand. Vertical circulation in low
patronage stations will have sufficient vertical circulation capacity to meet the
ultimate demand. High patronage stations will have sufficient capacity for the first
ten (10) years of operation, with provisions to build additional vertical circulation
when it is warranted by the demand.
Space and Form
The quality of space and form of entrances, concourses, vertical circulation
elements, and platforms will be consistent system wide, allowing for better
passenger orientation and flow.
Commonality
The stations will have standard elements that will be consistent system wide to
assist passenger orientation and flow. Common components at each station will
include identification of station entrances, location of equipment such as
information panels, ticket vending machines and ticket booths, fare gates, vertical
circulation and platform arrangement, including lighting and signs.
Passenger Comfort
Comfort in stations is achieved by providing personal space along the various
sequences of events that take place in the station. The design will take into
consideration passenger information, easy familiarization through the
commonality of the stations, clear circulation paths, easy orientation and
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movement in crowded environments, adequate space to wait on the platforms
and access the trains.
Passenger Safety and Security
Safety and security has been paramount in the design of the stations. Safety is
dependent on providing clear sight lines and proper selection of materials that
are in contact with the patrons (i.e. floors, railings, platform edge).
Security personnel at the stations will provide station security.
Ground level areas will be closed during non-revenue hours by
an alarmed
Coiling grill. Platforms will have CCTV cameras connected to the office of the
Stationmaster.
Station Services
� Station Lighting: Lighting level at stations will be high to provide a
good level of safety and security. Platforms will have continuous
lighting strip over the safety edge. Emergency lighting lasting at
least ten (10) minutes in case of main power failure will be provided
through the station.
� Air conditioning and Force Ventilation: None will be provide in
public spaces. The stations will be designed to allow for natural
ventilation and the station canopy will have a continuous ridge
ventilation. Personnel and plant rooms have ventilated and/or air
conditioned as required for their intended use.
� Public Address (PA) Speakers: All public spaces at stations will
have PA speakers.
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� Public Phones: Station entrances and exterior areas will have
provisions for public telephones to be installed by the telephone
company.
� Water Supply: Each station will have a water storage tank for
domestic and fire fighting purposes. The water will be pumped to
the various outlets.
� Sanitary Sewer: Stations will be provided with septic tanks with an
outflow connected to the existing sewer lines.
� Fire Fighting System: In public spaces, stations will be provided
with dry stand pipes located as required by the fire
authority. In non-public spaces, personnel rooms may be
provided with sprinklers, plant rooms with inert gas and fire
extinguishers where needed. All areas of stations, including public
spaces, plant rooms, escalator and elevator pits will have a fire
detection system.
2.4.1.6 Intermodal Facilities
Major intermodal facilities for passenger interchange between buses/jeepneys
and the LRT Line 1 will be located at three (3) stations namely Niog, Zapote, and
Dr. Santos. The intermodal facilities will contain the following:
� Passenger drop-off area;
� Bus/jeepney parking area;
� Passenger pick-up area; and
� Pedestrian linkages to/from the station entrance
The functional plan for the three (3) intermodal facilities are shown on Figure 28
to 30. The layout of the facilities provides smooth and efficient transfer of
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passengers to/from the Extension, and provide smooth traffic flow of buses and
jeepneys through the station site and to/from the adjacent streets.
The layout shall follow the logical sequence of events. Jeepneys will be routed to
unloading berths to drop-off their passengers. Walkways and/or stairs will lead
the passengers to the station entrance. The jeepneys will proceed to the storage
area wait in the designated queue for their route. They will then move to the first
available loading bay to pick-up passengers.
� The unloading and loading of bus and jeepney passengers
within the intermodal facilities rather than on adjacent
streets will prevent disruption and impedance of traffic flow along
adjacent streets;
• Stations along Roxas Boulevard (Redemptorist, MIA, and Asia
World) are located adjacent to the planned bus terminals of PEA, which will facilitate the transfer of passengers between buses and jeepneys.
• Las Piñas and Ninoy Aquino Stations will be provided with on-site
facilities for smooth transfer of passengers between the Extension and buses and jeepneys.
• Pedestrian crossovers will be provided at Redemptorist, MIA, and
Asia World Stations to avoid traffic disruption from pedestrian crossings.
• Traffic regulation in coordination with MMDA.
2.4.1.7 Rolling Stock
The rolling stock will be single articulated light rail vehicles with a width of 2.59
meters and nominal length of 26 meters. It will incorporate proven technology,
compatible top the existing fleet of seven (7) trains (procured under the LRT Line
1 Phase 1 Capacity Expansion Program), and will be constructed to meet the
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minimum operating life of twenty-five (25) years or better within the Metro
Manila area environment.
The vehicles will be manually driven under the supervision of the onboard
Automatic Train Protection Subsystem.
The train configuration will be Mc-M-M-Mc (Motor Coach-Coach-Coach-
Motor Coach) as shown on the general vehicle configuration of the
Extension on Figure 2.31. Four (4) vehicles will make up a train
consist with the two end vehicles having one (1) cab each, with cab positions at
both ends of the train consist, and the two middle vehicles having no cab. The
vehicles will be single-articulated with stainless steel carbody and four (4) double
doors per side.
2.4.1.8 Automatic Fare Collection System (AFC)
The automatic fare collection system (AFC) for the LRT Line 1 Extension
Program will be compatible with the planned AFC for the existing LRT Line 1.
Ticket commonality will permit seamless travel on the existing Line 1 and the
Extension. The main characteristics of the AFC are described below:
• Fare Structure – Closed system based on the graduated fare structure where
the fare is related to the distance travel;
• Fare Media – Plastic tickets and cards with magnetic layer will be used as a
single journey and multi-journey (stored value) ticket;
• Entry/Exit Control – Magnetic ticket/card operated turnstiles will provide
controlled entry and exit to the paid area in the passenger stations. Upon entry,
64
the turnstiles will read and encode a variable message on the ticket and return
the ticket to the passenger. Upon exit, the turnstiles will read/encode the
passenger’s ticket and either allow or deny exit depending on the operating
philosophy implemented. If the exist is denied, the ticket will be returned to the
passenger to add value to the ticket at the Addfare machine or the ticket booths.
All single journey tickets and multi-journey tickets with no stored value will be
captured by the turnstiles when the passenger is allowed to exit. Tickets not
captured will be returned to the passenger;
• Ticket Sales – Magnetically encoded tickets sold by means of Ticket Vending
Machines (TVMs) and ticketing booths located at the station concourses, and by
third parties at kiosk located in the vicinity of the stations; and
• Central Control Capability – Information from the fare collection equipment will
locally processed at the passenger stations and centrally processed at the
Operations Control Center (OCC).
2.4.1.9 Trackwork
The track will consist of steel running rails gauged at 1435 mm. For the mainline
track, the “Direct Fixation” method will be used where the running rails are
directly fastened to the guideway top slab. Ballasted track and concrete or
hardwood ties will be used in the yard and depot area.
The running rails will be continuously welded UIC 54 for the mainline, UICV 50
for the yard. Turnout sizes will be as follows:
• Number 8 and Number 4 equilateral – Mainline; and
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• Number 6 – All maintenance depot and yard switches
2.4.1.10 Traction Power Substation Buildings (Rectifier Substations)
The stand-alone buildings for the Traction Power Substations (RSS-Rectifier
Substations) will be located along the route as follows:
TPS #10 – vicinity of Redemptionist Station
TPS #11 – vicinity of MIA Station
TPS #12 – vicinity of Parañaque River
TPS #13 – vicinity of Dr. Santos Station
TPS #14 – vicinity of Las Piñas Station
TPS #15 – vicinity of Zapote Station
TPS #16 – vicinity of Satellite Depot
TPS #17 – vicinity of Niog Station
The electrical substation equipment will be contained in a fully enclosed buildings
provided with the necessary electrical and mechanical building services. The
substation building will have nominal dimensions of 12 x 23 meters.
2.4.1.11 Power Supply and Distribution System
The traction power system will be sized to meet the ultimate capacity of 30,000
pphpd. Eight (8) new traction power substations (TPS) will be provided. One
will be located at the satellite depot and the other will be along the mainline. The
local Manila Electric Company (MERALCO) will supply a dedicated cable (3.5kV,
3 phase 60Hz) feed to each TPS. Feeds to adjacent TPS’s will be from different
MERALCO supply points, and adjacent TPS’s will be interconnected for
redundancy in case of power loss from any single TPS.
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Transformer-rectifier units will convert the power feed to nominal 750 V dc power
for distribution through the Overhead Contact System (OCS). The power system
is designed to operate with all of the traction power substations is connected in
parallel on the 750V dc side through the OCS. The running rails will be used as
the return current conductors.
A 6.6kV cable ring network will feed the passenger stations
substations. The ac supply will be from two (2) transformers, located in
theTPS’s, at both ends of the network. Step-down transformers
in each passenger station substation will provide
power requirements to adequately support the initial peak-period revenue
service requirements of 26,000 pphpd with AW4 loaded trains (crush
passenger load and 0.25g dynamic load). The power supply and distribution
system will be designed and constructed so that it may be readily upgraded in
capacity to meet the ultimate peak service requirements with AW4 loading.
Each vehicle will have three (3) two-axle trucks (bogies), one (1) motor truck per
carbody section (2 motor trucks per vehicle) and one (1) trailer truck under the
articulation section. Each motor truck will be equipped with two (2) traction
motors, each driving a single axle through the parallel gear unit.
Major features shall include ac propulsion with regenerative braking capability,
roof-mounted air conditioning units, pneumatic disk friction brake system,
magnetic track brakes, outboard journal bearings, resilient wheels, primary
suspension by elastomeric springs and secondary suspension by diaphragm type
air spring.
2.4.1.12 Overhead Contact System (OCS)
The Overhead Contact System (OCS) will comprise the conductors and related
items forming the trackside distribution system, which supplies 750V dc power
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(positive supply) to the trains. The overhead contact wire system will consist two
(2) types of construction namely: (i) weight-tensioned catenary for the mainline,
and (ii) simple trolley wire for the depot yard.
The mainline OCS will consist of a single messenger wire and a single contact
wire located over each track. Both wires will be current-carrying conductors with
the messenger wire supporting the contact wire by means of in-span hangers,
and the contact wire providing the current collection interface for the roof-
mounted pantographs of the trains
The catenary wires will be supported by insulated cantilever bars from galvanized
steel masts located in the center space between the tracks on the dual track
guideway and at the side of the track in the special trackwork areas, center
platform stations and single track sections.
2.4.1.13 Signalling and Train Control System
The signaling system will use state-of-the-art solid state technology, off-the-shelf
standard material and components to the greatest extent possible to provide the
highest levels of reliability, maintainability, and safety performance.
The signaling system will provide full Automatic Train Protection (ATP). The ATP
system will ensure safety of operations including separation of trains, running on
the same tracks, and over interlocked routes. The ATP will include both wayside
and onboard vital safety functions.
Trains will be driven manually and the train operator will initiate door operation.
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The signaling will include a Train Supervision System (TSS) located in the
Operations Control Center (OCC) to monitor train operations. The train
supervision function will assist the control room operations staff to provide
scheduled service under normal operating conditions and maintain the best
possible service in case of disruptions. The signaling system will permit train
operations at sustained headways, of 110 seconds.The maximum authorized
speed along the system will be 60 km/h. In certain sections, trains will operate at
reduced speeds due to civil speed restrictions.
2.4.1.14 Operations, Maintenance and Storage Facilities
Expansion of the Existing Depot
The LRTA maintenance compound (the “Depot”) in Pasay City is to be expanded
and enhanced as part of the Phase II (100%) Capacity Expansion Project for the
existing LRT Line 1 System. The operations and maintenance functions for the
LRT Line 1 Extension Project will also be centered at the existing Depot. The
depot modifications for the Extension Project will be coordinated and integrated
with those required for the Phase II Capacity Expansion Program. Expansion of
the existing maintenance and storage facilities to accommodate the additional
fleet of the Extension will include the following:
• Repair Shop: The existing workshop has sufficient capacity to serve the
fleet maintenance requirements of the existing LRT Line 1, Phase II
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Capacity Expansion and the Extension. Night work shifts will be required
to meet the maintenance requirements of the fleet.
• Power Supply: The existing traction power substation will be able to
provide the power requirements of both the Extension and the Phase II
Capacity Extension.
• Train Washing Facilities: The present car washing system will continue
to be used.
The ultimate plan for the expansion of the existing depot in Pasay City is
presented on Figure 2.3
Satellite Depot
A new fenced satellite depot will be constructed near the south end of the
Extension between Zapote and Talaba Station. It will require two (2) hectares of
land, and will have an open-air stabling yard with an initial storage capacity and
two (2) platforms for interior cleaning of vehicles and manual washing of vehicle
exterior. The satellite depot will have a new access road and one (1) gated
guard house. The general layout of the satellite depot is attached as Figure
2.33.
2.4.1.15 Operations Control Center (OCC)
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The Operations Control Center (OCC) will be located at the new Administration
Building on the grounds of the existing LRT Line 1 maintenance and storage
facility in Pasay City.
The OCC will consist of the Central Control Room (CCR) and the Electronic
Equipment Room (EER). It will centralize the following:
• radio, telephone and platform public address communications;
• LRT traffic management and traffic coordination;
• control and supervision of the traffic-supporting subsystems; and
• control and monitoring of the traction power substation.
Five (5) people will staff the CCR. Each person will have an assigned workplace
at which the majority of their tasks will be carried out.
The operator positions will be:
• Supervisor;
• Mainline and yard operators (2); and
• Supervisory Control and Data Acquisition (SCADA)/communications
operator.
An extra workplace will be provided for a communications operator.
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The operator positions will consist of the required SCADA and Traffic Control
graphical user interfaces (GUIs) and Communications console equipment to
support the defined operator position.
2.4.1.16 Communications
The telecommunications system for the Extension Project will be comprised of
the following elements:
Supervisory Control and Data Acquisition (SCADA) – will consist of a
computer based system with centralized control and monitoring equipment
placed at the OCC, and Remote Terminal Units (RTUs) placed at new traction
power substations and the maintenance depot for monitoring and controlling the
PS&D system;
• Fiber Optic Communication System (FOCS) – will support all audio and data
communications between the new mainline facilities, including the new
passenger stations, the satellite depot and the OCC at the existing LRTA
maintenance depot in Pasay City;
• Closed Circuit Television (CCTV) – will provide real-time video surveillance by
means of CCTV cameras and monitors located at the new stations;
• Public Address System (PAS) – will allow for the OCC and station personnel to
page staff and make public announcements over the new passenger stations and
maintenance depot speakers. A separate public address system be will provided
in the vehicles for passenger communications with the on-board train operators;
• Two-Way Radio System - will provide two-way radio communications between
the control center, trains, rail service vehicles, mobile and personal hand-held
radio units. It will be connected to the DOTC centralized 800 MHz trunking radio
system;
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• Telephone System - will provide conventional voice telephone service
throughout the LRT Line 1 Extension system. Conventional telephones will be
provided in station and depot offices equipment rooms and control center, and
weatherproof telephones will be provided along the track side and at station
platforms;
• Master Clock - will provide as required, the accurate time of day to all
communication subsystems and support local time displayed throughout the LRT
Line 1 Extension mainline facilities; and
• Operations Control Center Local Area Network (OCCLAN) – all
communications subsystems centrally located to the OCC and as required, to
support the LRT Line 1 Extension operations. It will support a standard Ethernet
type interface for OCCLAN interconnection.
2.4.2 Pre-Construction and Construction Phases
The Pre-Construction and Construction Phases of the project shall involve the
following activities:
2.4.2.1 Pre Construction Activities
Property Acquisition
Property Acquisition for the proposed Project right-of-way will be
undertaken by LRTA in advance of construction and in accordance with
the Project Schedule.
LRTA has contacted major property owners along the proposed alignment
and obtained their agreement in principle to the provision of the required
right-of-way. During the Preliminary Engineering Phase of the Project,
LRTA will finalize and mathematize the alignment, establish the general
arrangement of the fixed facilities, and prepare right-of-way plans
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precisely defining the property acquisition requirements for the entire
project.
The Program Management Office (PMO) will liaise continuously with the
Department of Public Works and Highways (DPWH), Department of
Transportation and Communication (DOTC), and Public Estates Authority
(PEA) to keep them fully informed of the ROW definition as it evolves.
Informal Settler Resettlement
Some parts of the project site will require the resettlement of informal
settlers by the Government in accordance with the policies of the
Government and the Project Schedule. The precise extent of the
resettlements required will be defined during the Preliminary Engineering
Phase in conjunction with the property acquisition requirements. The
PMO will liaise with the Government during the Preliminary Engineering
Phase to keep them fully informed on the precise definition of the informal
settler clearance as they evolve
Permits and Approvals
LRTA has discussed the alignment with the central and local government
authorities, and with the utility companies. These agencies and authorities
are already aware of the needs of the proposed Project, and are
supportive of the Project. Nevertheless, various formal approvals and
permits will have to be obtained in respect with the construction work. The
permits and approvals shall include the following:
� Construction permits;
• Permits for working in streets;
• Approvals for traffic diversions;
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• Approval for utility relocation and/or protection measures;
• Permits and approvals for working in the Parañaque River;
• Approval for disposal of excavation and waste materials, and for
discharge of construction drainage water;
• Approvals for environmental protection measures; and
• Permits for night time working, where necessary.
The PMO will start the permitting and approval processes during the
Preliminary Engineering Phase of the Project. They will establish the
communications and dialogues with all pertinent authorities that is
essential for orderly, efficient and timely approval of construction. The
permitting and approvals process will be completed during the Detailed
Design and Construction Phase of the Project.
Traffic Management Planning
The construction of the LRT Line 1 Extension Project will affect various
roads and highways. The major effect will be experienced during the
construction period only thus it will be temporary. To address the traffic
problems that will be brought about by the project, the Proponents
formulated a sound traffic management plan, which is discussed in detail
in Section 6.5, Chapter 6, Environmental Management Plan (EMP) of
this Report. The said traffic management plan will be submitted to the
Metro Manila Development Authority (MMDA) for approval.
Utilities Management Plan
The Proponents have already undertaken an examination of available
utility plans for the guideway alignment to assess the impact of utility
relocation, protection, and abandonment measures. A detailed discussion
of the utilities management plan for the proposed project is presented in
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Section 6.6, Chapter 6, Environmental Management Plan (EMP) of this
Report.
Site Demolition, Clearing, and Grubbing
Site demolition, clearing, and grubbing will be undertaken in conjunction
with and preceding the substructure construction. The execution of these
activities will follow traditional construction methods. All waste materials
shall be disposed in areas duly approved by the Department of
Environment and Natural Resources (DENR).
2.4.2.2 Construction Period
Guideway Construction Staging
The construction of the elevated guideway for the LRT Line 1 Extension Project
will be done in two (2) stages.
Stage 1: Construction of the foundations on piles or caissons followed by
cast-in-place concrete columns and crossheads.
Stage 2: Positioning of precast concrete beams on the crossheads and
field welding the bearings.
The columns and crossheads will be constructed concurrently with the production
of the precast concrete beams. Column construction will proceed at multiple
locations in order for the project to remain on schedule, whereas the beam
placement will progress linearly from Baclaran Station. Although this is the
desirable sequence, beam placement has flexibility to move to a different
sequence or to work at two locations simultaneously, if the site or schedule
conditions require this.
Guideway Substructure Construction
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Foundation Construction
The standard foundation type will be a traditional bored pile/pile cap system.
After access to the column location has been accommodated and secured, the
required number of piles will be installed to the required depth. The excavation
will be undertaken to the bottom of pile cap, and supported with trench sheeting,
where required. The excess pile lengths will be cut off, and the sub-grade for the
pile cap will be prepared. Pre-fabricated rebar cages will be lowered into the
excavation and the formwork will be installed. Because pile caps sizes will be
standardize, reusable steel forms will be utilized in the construction of the pile
caps. The quantity of forms required will be dictated by the construction
schedule.
The geological conditions and local geotechnical experience suggest the use of
bored cast-in-place reinforced concrete piles with diameters of 1000 mm to 1800
mm. These piles are to be designed based on skin friction, and will extend from
8-22 meters in depth depending on the site conditions. For the loads and forces
imposed on the guideway substructures, the foundations will consist of groups of
piles with a pile cap. Pile groups will vary from 6-12 piles with an average of
nine (9) piles for the guideway column. The pile cap size will vary with pile group
size with an average size of 8.5 meters square by 1.3 meters deep.
Where a single, large diameter caisson foundation is used, the caisson casing
will be installed, the caisson will be excavated to the required depth, then the
reinforcing steel concrete will be placed to form the caisson.
Alternate foundation using a single diameter caisson per column has also been
explored and could show some advantages in schedule and cost. Equipment
availability is an issue with this type of construction and will need further
investigation during the design development.
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The installation of bored caissons within marine or river environment is difficult
and costly. Driven steel or pre-cast concrete piles are typically more appropriate
in these conditions but do not appear to be used to any great extent in the Manila
construction market. An investigation to the availability of equipment and
reliability of such installations in the local area will be evaluated during the design
development phase.
The geotechnical investigation has found liquefaction indicators in
boreholes 1, 2, and 3 at Redemptorist, MIA, and Dr. Santos Stations,
respectively. (Please see Figure 2.34 for the borehole locations) . In
boreholes 1 and 3, the areas of liquefaction risk are near surface and relatively
thin. At borehole 2, the liquefiable layer is about 9 meters below grade. Based
on the conditions found at boreholes 1 and 2, no ground conditioning has been
provided for this area. In the case of borehole 3, an allowance for downdrag on
the piled foundations in this area has been provided for. In general, since the
geotechnical investigation has found very little evidence of potential for surface or
near surface liquefaction flow, there has been no provision for ground
conditioning for any of the foundations.
Column and Cross-Head Construction
After the foundations have achieved sufficient strength, the reinforcing steel for
the columns will be installed. Again, re-useable steel formwork will be used for
the columns. The installation of this formwork will require at least one (1) crane
and the installation of “dead-men”, in order to anchor the reinforcing steel cages
and column forms during the stages of installation.
Once the forms have been installed and checked for accuracy, the ready-mixed
concrete will be placed for the columns. When the columns have achieved
sufficient strength, the forms will be removed and the site will be backfilled to
proper grade.
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The steel reinforcing cages and formwork will then be placed for the crossheads
will be constructed using steel formwork. These forms will be secured to the
columns with friction collars in order to minimize the disruption around the
columns in crowded areas. Any non-standard or special crossheads will be
constructed using traditional plywood and timber formwork timber. After casting
of the crossheads, a small field post tensioning procedure will take place.
Substructure Construction Outside Parañaque River
The substructure for all guideway outside of the Parañaque River will be
constructed using traditional construction methods. The sequence of activities
involve shall include the following:
� Construction of temporary access road where required;
• Drill piles or construction of caisson foundation;
• For piled foundation, excavation to bottom of pile cap, prepare sub-
grade and cast pile cap;
• Build Columns;
• Backfill pile caps; and
• Construction of crossheads.
Substructure Construction in the Parañaque River
The alignment will include a section of the guideway that will be constructed
within the Parañaque River. Although the structures for this section of the
guideway will be consistent with the remainder of the guideway, a different
construction methodology is required. The sequence of construction activities
that will be involved for this part of the guideway substructure is expected to be:
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• Construction of temporary staging areas adjacent to the Parañaque
River;
• Construction of temporary docking facilities;
• Dredge the river as required for construction barges;
• Drill piles; and
• Form and cast pile caps and build columns and crossheads.
Work in the Parañaque River will comply with the Government’s
environmental standards and will not obstruct river traffic.
Guideway Superstructure Erection
Beam Delivery
Specially designed transporters will be used to move the beams from the pre-
casting yard to the guideway for installation. These units have multiple axles for
weight distribution and steerable rear dollies for maneuverability. The distance
between the bunks can also be adjusted to the length of the beam being
transported. To minimize traffic disruption, the beams will be transported at
night.
Beam Erection
Methods for erecting the beams will vary by locations. Typically, the beams will
be hoisted into position on the columns with two (2) 250-ton crawler cranes. For
hoisting, the cranes will be positioned on timber crane mats. Typical crane mats
will be 5 meters long by 1.5 meters wide, and will constructed of 300 mm x 300
mm timbers bolted together. Mats will be relocated by front end loaders
equipped with forks and then placed by an excavator with a grapple. Cranes will
move between columns on mats to protect roadways and underground utilities
from damage. Every crane pick will be engineered.
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In areas where heavy crane and transport access to the guideway is restricted,
the beams will be positioned on the column using specially designed and
constructed launchers. The beams will be transported to the staging locations
along the guideway where cranes will hoist the beam onto temporary blocking on
the erected guideway beams. At this pint, two (2) guideway transporters will pick
the beam up, deliver it along the erected superstructure to the launching area,
and deposit it onto temporary blocking. The launcher then hooks onto the beam
and places it in its final position in the next open span. The launching cycle is
approximately 2.5 hours. Figure 2.35 shows the process of erection of the
guideway beams using launchers. Enumerated below are preliminary locations
where beams will either be launched or be placed using cranes.
• Baclaran Station to Redemptorist Station, beams will be launched;
• Parañaque River Bridge to Niog Station, beams will be launched;
and
• Niog Station to termination of guideway, beams will be placed using
cranes.
Bearing Installation
Bearings will be secured to the beams in the pre-cast plant prior to shipping.
After installation of the beams, the bearings will be first welded to plates
embedded in the top of the substructure. When this process is complete, track
installation can follow.
Station Structural Framing
The proposed structural framing for the stations will be typically reinforced
concrete one-way slabs supported on longitudinal beams. The reinforced
concrete bents for the guideway structure will also constitute the primary
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structural support system for the stations. The bents will resist the lateral forces
in both the longitudinal and transverse directions.
The roof structure will be typically a gable type roof consisting of structural steel
purlins and tubular roof trusses which supports the roof deck insulation and roof
cladding. The concept of using roof trusses to resist lateral and gravity loads
eliminates the need for cross bracing and provides a clean roof system which is
aesthetically pleasing. The trusses will also clear span the platform level to
provide patrons with clear unobstructed space.
Space trusses will be located along the perimeter of the roof except at the ends
of the station. These trusses resist both lateral and uplift loads generated by
wind and seismic loads. They also act to support the roof purlins and can
provide a means for attaching advertising panels.
The main trusses will be located generally every 20 m on center and will clear
span the platform level. They will form a tree-like structure supported on
cantilever concrete columns at each end of the main trusses.
The proposed structural system provides the following advantages:
• Reinforced concrete is a common method of construction; • The beam and slab arrangement accommodates large openings at
the platform level for stairs and escalators;
• Continuity and statical indeterminancy in the structural system which is preferred din an active system area;
• The guideway structure can be constructed independently of the
stations; and
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• The roof structure is constructed using steel which is lightweight and has a clean appearance.
Ancillary Spaces and Station Substations
These secondary facilities located below the platforms the stations will be
constructed of load bearing reinforced masonry walls supporting a reinforced
concrete roof slab which will be waterproofed. The masonry walls will be capable
of resisting both gravity and lateral loads due both to in plane and out of plane
loads. The substructure will consist primarily of a continuous strip footing. The
slab on grade will be raised approximately 600 mm above the surrounding grade
for protection in case of flooding.
Pedestrian Bridges
Pedestrian bridges will be located at Redemptorist, MIA, Asia World, and Dr.
Santos Stations. The primary structural system for these bridges will consist of
two (2) parallel upstand precast prestressed I-girders, which will either clear
span the roadway or. For wide roads, be supported on columns located in the
medians. The I-girders will be of simple span design and will be supported on
cantilever cross beams that will be cast at the top of circular columns.
Reinforced concrete slabs will provide the walkway surface and span between
the I-girders. Continuous handrails will be attached to the top face of the I-
girders.
At the end of the bridges, reinforced concrete stairs will be provided for patrons
to enter and/or exit the stations.
Foundations for the bridges will be constructed using precast prestressed piles.
The piles will be driven through the softer alluvial soils to the dense tuffaceous
siltstone, which is typically located 18 meters below the existing ground surface.
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Expansion of the Existing Depot (LRTA Compound in Pasay City)
The following are the construction activities that will be involved in the expansion
of the existing depot within the LRTA compound in Pasay City.
• site clearing and demolition of derelict barracks buildings;
• site preparation and placing of sub-ballast for additional railroad;
• tracks for train storage;
• construction of new 3-storey Administration Building for new
operating company;
• new roadwork’s, drainage, sewer and domestic water supply for
expanded facilities;
• relocation; and
• water treatment plant
Satellite Depot in Bacoor, Cavite
The following is a simplified chronology of construction activities involve in the
• site drainage and removal of unsuitable material;
• fill placement and preparation for construction of railroad tracks for
storage of ten trains, including placing sub-ballast;
• perimeter security fence with gate and guardhouse;
• small storage facility for materials and equipment to clean interiors
of trains;
• relocation of existing water treatment plant; and
• roadworks, drainage, sewer, domestic water and electric power
Traction Power Substation Buildings
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• eight traction power substations buildings, including concrete
masonry unit buildings with concrete roofs; and
• associated roadworks, storm water drainage connections and
landscaping
Electrical and Mechanical Systems Works
• interface with existing Line 1, i.e. control recommendations power
supply;
• installation of traction power substation electrical equipment
including transformers and switch gear;
• installation of dual railroad tracks along the entire guideway, directly
fastened to the guideway superstructure deck without use of
ballast;
• installation of ballast and railroad tracks for existing Depot
expansion and for new Satellite Depot;
• installation of overhead catenary power distribution system along
the entire guideway, mounted on poles, located along the center of
the guideway;
• installation of overhead catenary power distribution system for
existing Depot expansion and for new Satellite Depot;
• installation of miscellaneous cables along guideway, in stations and
in Depots;
• installation of automatic fare collection system equipment in
stations; and
• installation of miscellaneous electrical/electronic equipment along in
stations and at the Depot.
Temporary Facilities for Construction
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• precasting facility for the guideway superstructure beams,
located on the existing reclamation area west of Roxas
• Boulevard or in the future Multinational Development area south of
Dr. Santos Avenue;
• temporary access roads along guideway alignment where access is
not possible from existing roads;
• temporary bridges where alignment crosses rivers;
• temporary staging areas for construction access for works in the
Parañaque River;
• temporary staging areas along the alignment for construction; and
• offices, materials and equipment storage, etc
Temporary Access Roads The guideway will traverse a very diverse land types and uses along the
proposed alignment. Thus, varying degrees of construction access roads
will be necessary at different locations along the alignment. These roads
will be constructed as temporary accesses for construction materials and
equipment, and will be designed and constructed accordingly. Several
temporary bridge structures will also be required to cross various drainage
ditches and other small water courses.
The major effort in constructing temporary access roads will be for the
section of the guideway between Dr. A. Santos and the Talaba Diversion-
MCCR link Road, where much of the alignment passes through salt beds
and fish ponds. For this area, an 8-meter wide access road is envisaged
to facilitate the delivery and equipment, and provide ample working space
86
for construction. The construction activities that will be involved for the
construction of this temporary access road will include:
• drainage of affected salt beds and fish farms;
• excavation of silty bed materials over width required for access
road;
• installation of geotextile fabric; and
• construction of engineered fill road using crushed rock and granular
road based materials, graded and compacted to shed rain water.
Temporary Precast Yard
The guideway for the LRT Line 1 Extension Project will be elevated over
the entire 12-kilometer length. The basic guideway structure will consist
of a pair of trapezoidal precast concrete box beam girders resting o a cast-
in-place crossheads and columns.
Where operational requirements or site conditions prevent the use of the
typical structure, special purpose structures will be constructed thus, will
become an integral part of the elevated guideway. All special purposes
structures will also utilize the standard trapezoidal beam cross section.
Situations that may require special purpose structures include:
• structures requiring long spans;
• structures requiring continuity over multiple spans;
• track crossover structures; and
• pocket structures
Preliminary investigations indicate that approximately 843 precast concrete
guideway beams will be required to complete the proposed Extension Project.
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All beams will have the same trapezoidal box beam cross section, and beam
lengths will vary from 24 meter to 30 meters. Approximately 70% of the beams
on this project will be tangent and 30% will be curved.
Forming System
The precast concrete beams are designed to be produced in two stages. The
first stage pour includes the U-shaped box beam section and the second stage
pour includes the trackway slab and both parapet walls.
Approved highly sophisticated forming system will be utilized to produce beams
with continuously varying vertical and horizontal curvature and superelevation. In
addition a high precision jigging system will locate the threaded inserts in the
second stage pour for the attachment of the track hardware.
Each tangent beam form, lower section, will consist of three meter tub sections
and ten three meter loaf sections which will adjust only to a vertical curve. The
upper section will consist of ten three meter parapet wall sections complete with
the insert setting jigs. Pre-stressing of the tangent beams will be accomplished
through the use of external stressing abutments and sandwich plates.
The curve form, bottom section, will consist o twenty 1.5 meter long segments
located adjacent to each other. Each segment will consist of an individual
adjustable tub form set in a moveable frame. The individual segments will have
horizontal and vertical adjustments while the tubs will be capable of being rotated
within the segments. The parapet wall forms with the insert jigs for curved
beams will be similar to the tangent units but will be limited to 1.5 meter lengths
to facilitate forming the required curvature. Curved beams will be
produced by adjusting the segments and tubs to the computer generated formset
data for each beam. The post tensioning of the curve beams and the grouting will
be completed in the storage and finishing area of the pre-cast facility.
88
Fabrication of the forms will take place at the form supplier’s facility. The forms
will then be transported to the pre-cast yard where they will be positioned and
assembled on designated beds. Once the forms have been installed they will be
calibrated before going into production, and then again at regular intervals
throughout the duration of beam production. Throughout the calibration
sequence, quality control inspectors will verify all form positioning dimensions
and certify that forms are suitable for beam production.
Pre-Casting Facility
A pre-cast facility, specifically designed to produce the trapezoidal box beams,
will be constructed. The pre-cast yard equipment requirements are summarized
in Table 2.7. The size and layout of the production facility will be determined by
the Project schedule, beam production requirements, and the anticipated ratio of
curve to tangent beams. Current information indicates that six (6) forms (4
tangent and 2 curved) will be required to meet the proposed schedule. This and
the amount of beam storage will give the size of the site required for the pre-cast
operation.
Table 2.7 Pre-Cast Yard Equipment Requirements
Equipment Number
70-tone straddle carriers 2
Lindon L30/75 tower cranes 4
28-tone Grove. R.T. Crane 1
950 Caterpillar front and end loaders 3
Modified 5 m3/hr concrete pump truck complete with
placing booms
2
Batch Plant and 2m3 mixer (60 m3/hr) c/a Auto Mixer
control, control room, insulated water tank and chiller
1
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Table 2.7 Pre-Cast Yard Equipment Requirements
5-million BTU steam generators complete with motorized control valve, automatic controls and time and temperature recording equipment
3
Truck mounted Miller Big 40 welder 1
300 amp wire feed welders 2
Grout mixer and pump 1
5 tone caterpillar forklift 2
5 tone Hiab truck 1
Multi strand stressing jacks complete with hydraulics and recording equipment for post tensioning
1
Prestress jacks c/a pump hoses and gauges 2
Sandblasting pot and 185 c.f.m. diesel power compressor
1
300 c.f.m. electrical stationary compressor 2
Miller Big 40 welders-trailer mounted 2
Covers for curing beams 6
10 tone caterpillar forklift 1
SOURCE: SNC Lavalin, 1999. Manila LRT Line 1 Extension Offer for Implementation and Operation, Volume II Implementation &
Technical Plan
The forms will laid out in three rows, two rows of two tangent forms and one row
of two curve forms. Each form row will have a moveable telescoping shelter on
tracks which can be moved over any form to protect it from the weather during
concreting operations.
Since this plant will be in operation for three (3) months prior to the
commencement of installation of pre-cast beams, storage for two hundred and
fifty beams is required. In view of this, the pre-cast facility will require a total site
area of approximately 7 hectares
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Quality Control
A comprehensive Quality Control Program will be implemented. All quality related
items will be identified, monitored, and recorded. This will involve a series of
inspection and sign off stages during the production cycle. Subsequent stages of
production will not proceed until the current stage has been inspected and signed
off verifying compliance with specifications.
Pre-Casting Operations
The pre-cast operation will typically require a Pre-Cast Plant Manager, a Pre-
Cast Project Engineer, a Production General Superintendent, an Equipment and
Maintenance Superintendent and a Pre-Cast Quality Control Engineer. Seventy-
nine (79) Superintendents, 9 Engineers, 16 Inspectors and 5 CAD Operators will
answer to these senior supervisors. Twenty-one (21) Foreman and 290 Trades
Personnel will complete the staffing of this facility (See Table 2.8).
Staff work will be staggered shifts generally beginning at 5:00 a.m. daily, at which
time Quality Control inspectors will break concrete cylinders to confirm the
concrete release strengths. As the day continues, beams will be removed from
forms and transported to the finishing storage yard. Concurrently, other forms will
be cleaned and adjusted. Rebar cages will also be placed in appropriate forms.
Concrete batching and placing will begin at 1:00 p.m. Shifts will commence and
end throughout the day until approximately 1:00 a.m. at which time concrete
placing will be completed and the forms covered for steam curing. This routine
will be completed every working day.
The equipment required in the operation of the pre-cast yard is all commercially
manufactured and readily available with the possible exception of the straddle
carriers. Preliminary inquiries indicate a delivery time close to five months for
delivery of the two straddle carriers.
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Table 2.8 Crew Requirements at the Pre-Cast Yard
Crew Number Rebar Cage Fabrication
Tangent (8 x 4 beds) 32 Curve (12 x 2 beds) 24 Fabricate Special End Cages 6
Sub-Total 1 62 Production
Tangent (10 x 4 beds) 40 Curve (12 x 2 beds) 24 Concrete Placing (2 crews of 14) 28 Dry Finish 24 Yarding 8 Post Tensioning 4 Grouting 2 Formset 8 Miscellaneous and clean-up 10
Sub-Total 2 148 Operators
Tower Crane 4 Straddle Carriers 4 Swampers 8 Loaders 6 Crane 2 Forklift 6 Concrete Pump Truck 4 Batch Plant 2 Hiab Truck 2
Sub-Total 3 38 Services
Maintenance 9 Welders 12 Carpenters 12 Quality Control 16 Storemen 4 Surveyors 2 Rodmen 2
Sub-Total 4 57 TOTAL 305
SOURCE: SNCLavalin, 1999. Manila LRT Line 1 Extension Offer for Implementation and Operation, Volume II Implementation & Technical Plan
92
Associated Civil Works
Enumerated below are associated civil works that will be involved during
implementation of the project.
• modification, widening and/or restoration of roads in which guideways and
stations will be constructed (Redemptorist Road, Roxas Boulevard, Ninoy Aquino
Avenue, and talaba Diversion Road); and
• relocation and diversion of utilities that conflict with guideway or station
construction
Construction Schedule
The Proponents are committed to deliver the proposed LRT Line 1 Extension
Project within the term of the current Government Administration, and have
developed an implementation plan and schedule to engineer and construct the
project in 3 ½ years. A preliminary Summary Level Overview Implementation
Schedule for the proposed project is presented on Figure 2.36.
Project Cost
A cost estimate (Table 2.9) has been prepared for the southern extension to the
existing LRT Line 1, with a total length of 11.674.9 meters and eight (8)
passenger stations. The pre-operational capital costs are broken down into:
• Infrastructure Works, including land acquisition allowance; and
• Electrical and Mechanical Works.
All costs are Year 1999 prices stated in U.S. Dollars, without allowance for
escalation or inflation, using foreign exchange rates of:
• $ 0.67 Canadian Dollar to one (1) U.S. Dollar; and
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• 40 Philippine Peso to one (1) U.S. Dollar
•
The capital cost of the project has been estimated based on unit prices obtained
from local Filipino Contractors and quotations from international equipment
suppliers. Experienced gained in previous projects has also been incorporated to
account for special conditions and complexities of the project.
Table 2.9 Estimated Capital Cost for the Proposed LRT Line 1 Extension Project
Item Description Cost (US$) Civil Works
Sub-total Civil Works
$250,000,000
Land Acquisition
Sub-total Land Acquisition $ 23,000,000
Electrical and Mechanical Systems
Sub-total Electrical and Mechanical Systems $324,000,000Grand Total $597,000,000
SOURCE: SNC Lavalin, 1999. Manila LRT Line 1 Extension Offer for Implementation and Operation, Volume II Implementation & Technical Plan
List of Construction Equipment for the Project
Listed in Tables 2.10 and 2.11, respectively, are the minimum essential
equipment required for the construction of substructure and beam erection.
Table 2.10 Minimum Essential Equipment Required for Substructure Construction
Equipment Quantity 950 cat loader c/w Quick Attach 4 D8N Dozers 2 EX300 Excavators 4 235 Cat Backhoes 2 EX270 Hoe c/w Hoe Pak 2
94
Table 2.10 Minimum Essential Equipment Required for Substructure Construction JD 250 Dozer 1 Dump Trucks 6 120 cat Graders 2 Manitowoc 777 Crawler Cranes 4 35 T. Grove R.T Cranes 2 85 T. Truck Crane 1 35 T. Truck Crane 1 50 T. Truck Crane 2 Concrete Mixer Trucks 4 ELBA Concrete Pumps 2 Batchplant and Concrete Mixer 1 Mechanics Truck 2 5-Ton I.R. Rollers 2 185 CFM Diesel-Powered Compressors 3 400 Amp Welders 6 Cat 500 KUA Gen Sets 2 Mobile Light Towers 6 10 T. Forklift Trucks 2 6” Sludge Pumps 4 Water Chiller 1 LG450 Dynapac Compactors 2 250 CFM Air Compressors 2 Pick-up Trucks 10 SOURCE: SNC Lavalin, 1999. Manila LRT Line1 Extension Offer for Implementation and Operation, Volume II Implementation & Technical Plan
Table 2.11 Minimum Essential Equipment Required for Beam Erection
Equipment Quantity Beam Launcher-FOB Manila 1 Straddle Carriers 2 Generator for above 1 200 T. Crawler Cranes 2 950 Cat Front End Loader 1 Millar Big 40 welders 3 Man Lifts-Articulated 2 Beam Transporters c/w Steering Trailers 4 185 CFM Compressors 1
95
Special Scaffold for access to bearing plates over water
1
Fuel and Maintenance Truck 1 Pick-up Trucks 11 35 T. Grove R.T Crane 1 Conexes 6 SOURCE: SNC Lavalin , 1999. Manila LRT Line 1 Extension Offer for Implementation and Operation, Volume II mplementation & Technical Plan
Source of Construction Materials
Aggregates for the proposed project will be procured from five (5) locations outside Metro
Manila as identified by the Engineering Consultants (Figure 2.37).
The identified areas are:
1. Porac, Pampanga;
2. Plaridel, Bulacan;
3. Montalban, Rizal;
4. Calamba, Laguna; and
5. Sariaya, Quezon
Based on the Consultants’s account the areas have unlimited quantities of gravel
and sand.
Availability of Support Services and Facilities
Support services and facilities that are required for the implementation of the LRT
Line 1 Extension Project does not constitute a problem. Water resources,
electricity and other support services are available within the project site.
Earthworks Volume and Disposal Site
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The total volume of earthworks estimated is about 674,017 m3. Total backfill
materials is estimated at around 569,147 m3. Details on the type of activity and
the corresponding quantity of earthworks are presented in Table 2.12.
Table 2.12 Earthworks Computation for the Proposed LRT Line 1 Extension Project
Earthworks Quantity Unit EXCAVATIONS Clearing and Grubbing 4 ha Stripping 204,000 m3
Bulk Excavation (cut to fill) 292,200 m3
Detailed Excavation 177,817 m3
TOTAL 674,017 m3
BACKFILLS Granular materials ¾” minus 15,000 m3
Road Surfacing 1 ½ “ minus 32,560 m3
Road Sub-base 12”/10”/6” minus 341,570 m3
Structural Fills 3” minus 12,000 m3
Native Fills 167,817 m3
TOTAL 569,147 m3
SOURCE: SNC Lavalin, 1999. Manila LRT Line 1 Extension Offer for Implementation and Operation, Volume II Implementation & Technical Plan
Disposal of earthworks materials/construction spoils are yet to be finalized.
However the exact location of these sites shall be submitted to the DENR for
approval prior to disposal.
2.4.3 Operational Phase
The LRT 1 Line Extension shall be opened to traffic after the construction period
of 3.5 years.
2.4.3.1 Train Configuration and Fleet Size
The fleet will be configured into four-vehicle trains with a total length of
approximately 108 meters based on a 27-meter nominal length for a light
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rail vehicle with single articulation. The design capacity of each 4-vehicle
train is 1,358 passengers at a total density of seven (7) passengers per
square meter standing and peripheral seating arrangement.
The fleet size is calculated for initial and ultimate system capabilities of
17,000 and 30,000 passengers per hour per direction (pphpd)
respectively, based on a design capacity of 1,358 per train. For the initial
operation (Year 2005), the Project will require an operating fleet of ten
(10) trains plus one (1) spare train for a total of forty-four (44) vehicles.
For the ultimate operation, it will require an additional operating fleet of six
(6) trains for a total of twenty-four (24) vehicles.
2.4.3.2 Operating Schedules and Service Levels
The integrated LRT Line 1 will provide service 17.5 hours per day for 365
days per year. The full system is in operation from 0500-2230 hours.
Outside these hours, start-up and shutdown periods are required for trains
to build up service and, at the end of the day, to finish their run and return
to the depots.
For a weekday, the passenger demand and corresponding service levels
can be classified into peak and off-peak periods. The existing LRT Line 1
currently has two (2) peak periods on a weekday from 0600-0800 hours
and from 1600-1900 hours. The present service level of the existing Line
1 in the midday off-peak period is 80% of the peak period.
The fleet deployment diagram shown on Figure 2.38 illustrates the typical
existing service profile for LRT Line 1, which similarly be followed for the
LRT Line Extension. The percentages shown are approximate and refer to
the active fleet. The routine fleet arrangement through a normal operating
day comprises:
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• Fleet mobilization and build-up to 60% level;
• Build-up to 100%;
• Peak-hour operation;
• Fleet reduction to 80%;
• Midday operation at 80% level;
• Build-up to 100%;
• Fleet reduction to 60%;
• Operation at 60% fleet level; and
• Service phase-out and fleet removal
Table 2.13 presents the active fleet sizes, fleet allocation on the existing
and the Extension segments, and headways for two-system configurations
and operating modes. It should be noted that values displayed are
projections and may change somewhat with the implementation of the
Project to suit the Phase II Capacity Expansion Project.
Water Supply and Demand
Water supply requirement for the construction activities will be sourced from
existing water districts through huge water tankers. During the operational phase,
water usage shall be minimal, and limited to domestic use only, i.e., for usage in,
and maintenance of comport rooms.
3 BASELINE ENVIRONMENTAL CONDITIONS
3.1 Environmental Study Area…………………………………….3-1 3.2 Physical Environment………………………………………….3-1
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3.3 Biological Environment……………………………………....4-43 3.4 Socio-Economic Environment………………………………3-50
3 BASELINE ENVIRONMENTAL CONDITIONS
3.1 Environmental Study Area
The proposed LRT Line 1 Extension will traverse three (3) Cities in Metro Manila
namely, Pasay, Parañaque, and Las Piñas, and the Municipality of Bacoor in the
Province of Cavite.
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In assessing the possible impacts of the proposed project to the recipient
communities, the following delineation was used. The Direct Impact Area (DIA)
refers to areas within the construction limit (within the Right-of-Way) that will be
directly affected by the construction activities, by way of physical displacement of
houses and improvements. The Indirect Impact Area (IIA) on the other hand
refers to areas which will be indirectly affected by impacts such as increase in
noise levels and NOx, SOx, and TSP levels, traffic congestion, and the like. See
Figure 3.1.
3.2 Physical Environment
3.2.1 Geomorphology
The project area lies on the delta plain bounded by the Manila Bay on the west,
the western flank of the Guadalupe Plateau on the east, and the slopes of the
Tagaytay highlands at the south. The slopes of these highlands serve as the
catchment areas for the river systems that bisect the project area. The
Parañaque and Las Piñas River, and their contributaries drain from the slopes
Guadalupe Plateau, on the other hand, the Zapote River drains from the
Tagaytay Highlands.
At present, the plain is fully developed and highly urbanized, which altered the
inherent features of each geomorphic unit. From the coastline, the original terrain
shows a tidal flat, beach ridges, marsh-backswamp, crevass splay, and tidal
channels. The eastern edge of the corridor fringes the distal edge of the volcanic
apron of the Tagaytay Highlands.
The overall terrain development occurred during the last sea level regression.
Terrestrial sediments delivered by the river systems into the coast where
reworked by the coastal dynamics and processes operating along the coastline.
These sediments where eventually deposited and reflects their environment of
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deposition. The continued sedimentary accretion contributed to the seaward
progradation of the coastline, synchronous with sea level retreat.
Geomorphologic Features
As shown on Figure 3.2.1 and summarized on Table 3.2.1, the
geomorphological features identified in the project area are the following;
Tidal Flats
Tidal flats are featureless plains bordering the seaward side of the strand
line dissected by a network of tidal channels. During flood period, tidal
waters enter the channels, overtopping the channel banks and inundate
the adjacent flats. Following the period of slack water, the tidal water
drains via the channels and re-exposes the flats. The terrain is generally
covered with fine-grained detritus and mud, subject to inundation by the
rise and fall of the tide. These materials are deposited in the zone
between the low tide limit and the maximum swash line.
Backswamps
Backswamps are topographically low areas on the landward side of the
beach ridges and serves as natural repository of floodwater from the high
land and is subject to inundation during high tide. Meandering tidal
channels bounded by levees serves as the water conduits. Abandoned
channels, which are filled up channel lines, reflected as longitudinal
depressions in aerial photographs are common. Pockets of mangrove
vegetation are present in some segments bordering the river channels in
the area.
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Backswamps are commonly used as fishpond during the rainy season and
as salt beds during summer. Large sections are extensively filled up which
are used as housing, industrial, and commercial site. Fill materials varies
from garbage, construction spoils, and other undifferentiated materials.
Beach Ridges/Coastal Dunes
Beach ridges/coast dunes are essentially longitudinal continues mounds
of low relief along the coastlines. These topographic features run parallel
to the dominant wind direction and were formed by the deposition of sand
transported by longshore current. These are sediments derived either from
those delivered into the sea by the river systems or those from offshore
areas and are reworked and redistributed along the coastline. The
seaward progradation is the beachfront response to the rich sediment
influx and sea regression.
Alluvial Lobes and Crevasse Splays
Alluvial lobes are fan-shaped features formed by the dumping of
sediments debris from the highlands, and those deposited by the river
systems such as the upstream portions of Parañaque River.
Crevasse splays are tongue-shaped deposits of sediments along the
banks at the upper portion of Zapote River, particularly along the Alabang-
Zapote Road. The deposits were laid when flood waters overtopped the
channel banks.
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TABLE 3.2.1 Terrain Characteristics along the Pasay -Zapote Coastline
TerrainUnit Relief Morphology Process Lithology Soil
HydrolicCondition Vegetation
SubsidencePotential
LiquefactionPotential
Tiadal FlatAlmost flat terrain
with slightundulation
An area ofdeposition both
by fluvial andsea action
during high tide.
Unconsolidatedinter-layeredsand silt and
clay.
Poorlydeveloped
Ponded water inbasins,
Inundatedduring High
tides
Patches ofmangroves High Risk High Risk
TidalChannels
Topographiclongitudinaldepressions
acting asdrasinage lines.
Seeting ofsuspended
sediments withtidal flow.
Inter-layers ofsilt, clay and
sand
No soildeveloped
Marine waterfluctuating with
the tide.
Channelspecies along
the banks.High Risk High Risk
Beaches
Almost flatterrain, gentlysloping toward
the sea.
Active marineaggradation
more dominantthan
dehradation.
Muddy sandwith fine gravel
No soildeveloped
Marine waterfluctuating with
the tide.Absent Low Risk Medium Risk
Beachridges
Elongated parallelridges of low
relief along thecoast line.
Reworkedartificially with
variousdevelopment
works.
Mainly sandwith shell
fragments andgravel.
Poorlydeveloped
Well-drained,with saline or
brackfishground water.
No naturalvegetation.
Mainlytransplanted
species.
Low Risk Medium Risk
Backswamps
Broadtopographicallylow areas on thelandward side ofthe beach ridges.
Accretion fromsettling of
suspendendsediments
brought in bythe tide andfloodwaters.
Mainly layeredsilt, clay andfine sand,which may
contain peat orhumic
materials.
No soildeveloped
Subject toconstant
flooding by thetide. Serves asrepository forexcess flood
waters from thehighlands
Mangrove andswamp
vegetationalong the
margins andlevees. Usedas fishpondsand salt beds.
High Risk High Risk
AlluvialLobes
Slightly elevatedfan shaped lobes
at the flanks ofthe highlands.
Accumulation offluvial laid
sedimentarydebris.
Layered silty,clayey, sandand gravel on
weatheredtuffaceousbedrock.
Poorlydeveloped soil
from in situweathering of
bedrock
Well definedchannel lines
conveying sheetwash and
surface flows
Mixed,mainlytransplanted Low Risk Low Risk
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3.2.2 Geology
Based on the environment of deposition, sediment deposits in the project area are
Classified into six (6) Lithologic Units namely, abandoned channel deposits,
active channel deposits, backswamp deposits, beach sand deposits, tidal flat
deposits fill, and reclamation materials.
Abandoned Channel Deposits
Abandoned channel deposits are mainly fining upward sequence of
unconsolidated very poorly sorted very sandy gravel, very gravelly
very coarse to fine sand capped by humic fine sand and silt. The
gravel and coarse sand are sub-rounded to well-rounded.
Active Channel Deposits
Active channel deposits are unconsolidated, very poorly sorted
sand, and gravel with size ranging from coarse sand fraction to very
coarse gravel. Layers of silt, clay, and mud are also present. Due to
the high concentration of hydrocarbons in the polluted waters of
these channels, there is a possibility for the presence of fluid mud,
composed of dense mass of very plastic layer silt and clay at the
bottom of the channels.
Backswamp Deposits
Tidal marsh deposits are mainly very humic dark grayish to black
silty, clayey fine to medium sand with moderately well sorting.
These deposits are rich with moderately decomposed vegetable
remains. Poorly sorted gravelly coarse to medium sand serves as
the basement.
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Beach Sand Deposits
Beach sand deposits are mainly very loose poorly sorted coarse to
medium sand and gravel. Gravel sizes range from fine to coarse
fraction, and are either well-rounded or flat. Alternating lenses of
gravelly sand and sandy gravel are common. Beach sand deposit
inter-tongue with back swamp and tidal flat deposit.
Tidal Flat Deposit
Tidal flat deposits are bioturbated, fine and medium sand inter-
layered with silt and clay concentrated along the seaward side of
the strand line. Accretion is mainly caused by deposition of
suspended sediments during high tides.
Fill and Reclamation Materials
Fill and reclamation materials are accordingly defined based on the
materials used. Those used in filling in low-lying areas within the
backswamp are classified as fill materials, composed of garbage,
construction spoils, and other undifferentiated materials. On the
reclamation areas along the Manila Bay coastline, the materials
used are hydraulic fills of sand sourced from offshore. These
materials have varying engineering and foundation properties,
where sand and those of pre-identified filling materials are more
predictable, thus appropriate measures could easily be applied.
3.2.3 Stratigraphy
Compilation of available core logs from earlier projects done in the vicinity of the
proposed project corridor shows three (3) major geotechnical/geological zones
and are presented on Figure 3.2.2.
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The topmost layer (Zone 1) is recent unconsolidated marine material
predominantly comprised of clay and sandy silt or silty sand becoming firm at the
bottom near the contract with the second layer of sand and gravel. The N-value
is commonly 1 to 2 and rarely goes beyond 6. Minimum thickness is 1.5 meters
to 12.5 meters.
The second layer (Zone II) is a Pleistocene to Recent marine deposit that
persists to the top of the third zone of tuffaceous sandstone bedrock. Its N value
varies from a low of 20 to greater than 50 and is therefore substantially
compacted.
Zone III is the underlying bedrock where Zone II rests. It is made up of a series of
low dipping beds of volcanic derived tuffaceous and conglomeratic sandstones.
The zone is very dense to very hard with N values greater than 60.
A geological cross-section perpendicular to the Pasay-Zapote Coastline is
presented on Figure 3.2.3.
3.2.4 Seismicity
Based on records, Metro Manila had experienced numerous earthquakes in the
past. Listed on Table 3.2.2. are twenty-eight (28) of these events, but are by no
means complete as other events less than Intensity VII are not included. On the
average, Manila is likely to be hit by a perceptible (Intensity IV) earthquake every
year and by a destructive earthquake once every 15 years. A rough estimate of
the average return period for Intensity VIII earthquake such as the 1990 Baguio
earthquake is about 79 years based on five events that occurred from 1599 to
1970. Records also show that four (4) extremely strong events (Intensity IX)
occurred from 1645 to 1863 with an average return period of 54 years. An
extremely strong earthquake has not shaken the metropolis for the last 130
107
years. However, available instrumental data during the last century suggest that
the return period for such big earthquake could be as low as 250 years (J.A.
Daligdig & G.M. Besana 1993).
Table 3.2.2 Major Earthquakes that Affected Manila and its Vicinity (1599-1990)
EVENT INTENSITY (in Metro Manila)
IMPACTS
1599 June VIII Violent earthquake damaging principal edifices in the city. Including Sto. Domingo Church founded on adobe and fissuring of stone vault on the Society of Jesus
1601 Jan
VIII Violent earthquake, completing the destruction of the 1599 quake, immensely damaging the city destroying many stone houses, churches and causing unspecified number of casualties
1645 Nov
IX Considered as one of the most destructive quake ever to hit manila, destroying most of the building and leveled the manila cathedral
1658 Aug
IX Leveled most building made of wood and timber
1677 Dec
VII Caused ground fissuring in places, damaged old and unstable buildings, tsunamigenic
1684 Aug VII Strong quake, but caused minimal damage 1767 Nov VII Strong quake, but caused minimal damage 1770 Dec VII Strong quake, but caused minimal damage 1771 Feb VII Strong quake damages in Ermita and Antipolo
Church 1796 Nov VII Strong quake, but no serious damage 1824 Oct VIII Destructive quake, demolished several
churches, private homes and bridges, leveled military barracks to the ground
1828 Nov VII Strong quake, but no considerable damage 1829 Dec VII Strong quake, partial damage to several
buildings 1830 Jan VII Strong quake, but no serious damage 1852 Sept IX Destructive quake, serious damage to public
buildings, churches monasteries and private houses
1862 March
VII Strong quake, slight damages to houses and buildings
1863 June IX More than 1,000 buildings partially to totally damaged including old churches and edifices
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Table 3.2.2 Major Earthquakes that Affected Manila and its Vicinity (1599-1990)
EVENT INTENSITY (in Metro Manila)
IMPACTS
that survived past earthquakes, extensive fissuring and liquefaction, tsunami reported from China Sea.
1869 Oct VII Strong quake, but no considerable damage 1880 July VIII About 30 public buildings and 200 private
residences were partially / totally damaged, mostly on tile roofed structures, ground fissuring and possible liquefaction along Pasig river near present Malacañang Palace and estuaries of Binondo, Sta. Cruz, Quiapo, Pandacan and Sta. Ana.
1885 Nov VII Strong quake but no serious damage, loud sub-terranean noises heard in Marikina and Manila
1937 Aug VII Strong quake but considerable damage crack and subsidence reported in some areas.
1968 Aug VII
Collapse of the six-storey Ruby Tower, a number of major buildings located north and south of Pasig River delta plain incurred moderate to severe non-structural and structural damage.
1970 April VIII Considerable damage to buildings on alluvial plains in Manila, temporary disruption of communication lines
1972 April VII Several buildings partially damaged 1973
March VII Minor damage to high rise buildings compared
to extensive damage within the epicentral area. 1977
March VII Twenty two buildings had cracked walls and
broken windows
1990 July VII Minor damage to buildings, subsidence in reclaimed areas.
Adopted from J.A. Daligdig & G.M. Besana 1993
3.2.5 Earthquake Generators The more important potential earthquake generators likely to affect the Metro
Manila area are the Manila Trench, Philippine Fault, Lubang Fault and the
Marikina Fault. Instrumental data exist on the recent activity along these first
109
three sources of earthquakes, some of which has caused considerable damage
to the city. As for the Marikina Fault, although no historical seismic event can be
definitely related to it, the fault cuts across the eastern fringes of Metro-Manila.
(See Figures 3.2.4 – Active and Suspected Faults and Seismic Sources in
Central Luzon)
Manila Trench
The Manila Trench is located west of Luzon and extends from Taiwan in
the north to Mindoro in the south. The trench marks the trace of the
subduction of oceanic crust of the South China Sea Basin underneath the
Luzon arc. It is associated with an active volcanic arc which includes Mt.
Pinatubo. The trench is expressed as a narrow but deep bathymetric
feature that reachers a maximum depth of 5,100 meters west of Manila.
The deformation of trench sediments, as seen from seismic reflection
profiles taken across the trench, also shows that the trench is active
(Hayes and Lewis, 1984)
The Manila Trench is a major earthquake generator. The distribution of
earthquake foci defines a belt which dips to the east to a depth of 220
kilometers (Hamburger et al, 1983). Focal mechanism solutions are
those of thrusting events. It has been suggested that the 1677 and 1863
earthquakes might have been triggered by this Trench. The first
occurrence resulted in the generation of tsunamis hitting the western coast
of Luzon and fissuring in Manila. The second likewise resulted in
tsunamis and the collapse of numerous buildings due to ground
shaking.Extensive fissuring, liquefaction and seische along the Pasig
River were also observed (Daligdig and Besana, 1993).
110
Philippine Fault
The Philippine Fault is a major left lateral strike slip fault that cuts across
the entire length of the Philippine archipelago. It is an intra-arc wrench
fault located behind a zone of oblique convergence. The concept of shear
partitioning (Fitch, 1972) predicts that the Philippine Fault must have
accommodated the trench-parallel component of the Eurasian-Philippine
Sea Plate convergence. This last attribute, together with the Philippine
Fault being a basement-cutting fault, have not been highlighted in early
descriptions.
Lubang Fault
The Lubang Fault is a major left lateral strike slip fault that branches off
from the Philippine Fault near Masbate and continues along the Verde
Passage between Luzon and Mindoro towards the Manila Trench. This
fault is seismically important and is associated with left lateral strike slip
focal mechanism solutions. Although the main fault passes south of
Lubang Island, a possible branch passes between the island of Lubang
and Ambil.
Marikina Valley Fault System
The Marikina Valley Fault System consists of the East and West Marikina
Fault. The West Marikina Fault extends over a distance of 90 kilometers
from north of Amang Rodriguez to the Tagaytay Ridge. Its east-facing
scarp is slightly curvilinear. Its trend varies from NNE-SSW along its
northern portion to north-south / NNW-SSE along its southern portion. The
height of this scarp varies along strike from 100 meters west of Amang
Rodgriguez to a much higher values where the fault forms the eastern limit
of Tagaytay Ridge. Where the Pasig River crosses the West Marikina
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Fault, the scarp measures 30 meters and the river entrenches itself in the
Pleistocene Guadalupe Formation.
Surface water usually follows the shortest route downslope and streams
are therefore expected to follow the regional slope of an area. However,
in the Muntinlupa area, the streams trend NNE-SSW, oblique to slope
produced by West Marikina Fault scarp. These streams are clearly fault-
controlled and correspond to a series of NNE-SSW faults. These
structures have been interpreted as being due to pull-apart basin
formation. However, such an interpretation requires the presence for a
second major strike slip fault to the west but the presence of this fault still
has to be demonstrated. These oblique faults are instead interpreted as
faults in riedel position to the West Marikina Fault. These en echelon
faults are definitely active and actual displacements in man-made
structures have been made.
The shorter East Marikina Fault extends for more than 20 kilometers
from north of Amang Rodriguez to Marikina. However, its southern
termination is less clear and the fault may continue for another 20
kilometers towards Laguna de Bay. Its west-facing escarpment is
likewise curvilinear. Its trend varies from NNE-SSW near Amang
Rodriguez to NNW-SSE near Angono. The fault scarp has a maximum
height of 450 meters east of Rodriguez and likewise cuts the Guadalupe
Formation to the south.
Although the exact deformation history of the Marikina Valley is unknown,
important vertical displacements are predicted. Trenching by PHIVOLCS
across the East Marikina Fault shows both thrust and strike slip
components. In Brgy. Pututan, Muntinlupa City, vertical displacements of
up to 40 centimeters has occurred along the en echelon faults since
1990. That the fault is definitely active is exhibited by displacements of
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man-made structures in Brgy. Pututan and the thrusting of basement
rocks over recent alluvium as observed from the trenches.
3.2.6 Hazard Identification
Geological Hazards
The existing geological, geomorphic and tectonic conditions posses
certain geological hazards that will affect the project. These include 1)
ground shaking, 2) ground rupture, 3) liquefaction, and 4) floods. The
three are directly caused by earthquakes due to the presence of
earthquake generators near the area, the last is consequent to the areas
geologic and geomorphic setting.
3.2.6.1 Ground Shaking
Strong ground vibrations caused by the passage of seismic waves from the
earthquake source (foci) to the ground surface may cause damages to the
proposed project. The intensity of ground shaking in a given area is influenced
by the magnitude of the earthquake, distance of the site from earthquake
generator, and the modifying effects of subsoil conditions, Usually, the shallower
the earthquake source and the close the area from the epicentral area, the
stronger is the felt intensity within the particular site. The resulting possible
damage can be exuberated by the quality of the materials used, the quality of the
design and the mode of construction.
Maps from previous workers had shown the probable level of ground shaking on
a regional context, where the intensity of the ground shaking is usually translated
into percentage of the ground acceleration (g). These hazard maps took into
113
consideration the contribution of all possible earthquake generators within a
broad area for certain span of time (e.g. 100-year return period) and the result
expressed in probabilities (e.g. 90% of non-exceedence).
Recent works of Bautista et.al (1992) shown on Figures 3.2.4a & 3.2.4b predict
ground acceleration (PGA) of values of 0.15g to 0.17g for a 50- year return
period and 0.20g to 0.22g for 250 years. However, the study did not
incorporate the Marikina Fault system as a source of their model. Activity of the
Marikina fault is difficult to quantify at present due to absence of instrumental
records of seismicity. The inclusion of this information could considerably alter
the map of probable levels of ground shaking.
Possible ground acceleration in Metro–Manila prepared by Daligdig and Besana
(1992) used an attenuation relation derive by Fukushima and Tanaka (1990) in
combination with historical, instrumental and empirical seismicity data. It is
based on the hypothetical assumption that a magnitude 7.5 earthquake is
generated from the Marikina Valley Fault System (MVFS) as presented on
Figure 3.2.5. In terms of ground shaking, it is assumed that a magnitude 7.5
from MVFS as a worst case scenario for Metro Manila. The PGA values may
reach up to 1.0g within the epicentral area for areas underlain by soft soils, while
those with bedrock close to the epicenter could experience PGA of about 0.4g.
This is likely to be experienced in Marikina Valley and in the northern and
western coastlineof Laguna de Bay, followed by the areas on the Pasig River
delta plain towards Zapote-Bacoor with PGAs of 0.4g to 0.8g.
An earthquake with a magnitude of 8.0 generated at the Philippine Fault segment
east of Quezon could generate PGA within at the Metropolis in the order of
magnitude of 0.4g and 0.15g for soft and hard rock conditions respectively. For
other earthquakes generated further away from the metropolis, PGA of 0.18g or
lower may affect Metro –Manila (PHIVOLCS 1993).
114
3.2.6.2 Grounds Rupture
Surface rupturing of the breaking and movements of the ground along an active
fault trace could result to horizontal/vertical shifting of the ground or a
combination of both. Damage can be severe for structures directly straddling
and located within a narrow zone of the active fault traces. For the 1990
earthquake, the deformations zone range from 5-10 meters from the surface
rapture. The location, pattern, and style of surface faulting generally appear to
occur along pre-existing active fault traces, hence the precise delineation of
these traces is very important in mitigating the damages due to surface rupturing.
At present, there is an unconfirmed extension of the East Zambales Fault which
runs along eastern Zambales, crossing the western part of Parañaque city
(project area), and extends southeast to Laguna de Bay (Yumul 1997). It is
possible that ground rapture may occur along the route corridor if the fault line is
really present.
3.2.6.3 Liquefaction
Soil liquefaction is phenomenon in which a soil deposit below the groundwater
table loses a substantial amount of strength due to strong earthquake ground
shaking and becomes fluid-like. Some soil type tend to compact during
earthquake shaking; this tendency for compaction will induce excess pore water
pressures in the soil that, in turn, causes a reduction in strength of soil. A
liquefied soil becomes fluid-like and this condition may continue for some period
of time following the earthquake, depending on the soil permeability and drainage
conditions, until the excess pore water pressure dissipates.
The route corridor is an old tidal flat area, which is commonly underlain by layers
of silt, sand, and clay. These materials are highly susceptible to liquefaction.
However, this tidal flat area has been modified by large backfilling and
reclamation that hampered the identification of zones susceptible to liquefaction.
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Potential consequence of liquefaction includes:
• Reduction or loss of foundation-bearing strength that can lead to large
settlements due to shear failure in the weakened soil;
• Flotation of the light-weight structures embedded in the liquefied soils.
• Differential compaction due to soil densification as excess pore water
pressures dissipate, which can lead to differential settlements in the
structure foundation;
• Lateral movements due to lateral spreading or flow sliding of liquefied soils
can lead to total and differential movements of the structures;
• Increase lateral pressures on the retaining walls;
• Settlements hazards due to sand boils which involves ejection of liquefied
soils to ground surface through vents; and,
• Gound oscillation where ground overlaying liquefied soil experiences large
displacement transient oscillations that results to fissures, buckling and
thrusting of structures.
Factors affecting Liquefaction Susceptibility
The primary factors affecting the susceptibility for liquefaction are as
discussed follows:
Composition of the Soils
Youd and Perkins present an empirically based correlation that relates the
geologic age and environment of deposition to liquefaction susceptibility as
shown on Table 3.2.3. Geologically young (less than 500 years old),
relatively unconsolidated cohesion less soil, which occur locally in river
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channels, food plain, uncompacted artificial fills etc. are expected to have a
high to very high susceptibility for liquefaction if they occur below ground
water table. The depositional environment of the soil has a strong influence
on the grain size distribution and the relative density and structural
arrangements of gains. Geologic provenance (i.e. the nature of source area)
also has strong influence in the composition of the deposit.
Sand and silty sand are particularly susceptible to liquefaction. All cohesion
less soil (silt and gravel) and some sensitive clays have exhibited liquefaction
– type strength losses are susceptible to liquefaction.
Table 3.2.3 Classification for Liquefaction Susceptibility
Livelihood that cohesion less sediments when saturated, would be susceptible to liquefaction
(age of deposit) Type of Deposits
General distribution of cohesion lees sediments in
deposits <500 yr Holocene Pleistocene Pre-Pleistocene
Continental Deposit River channel Locally variable Very high High Low Very Low Flood Plain Locally variable High Moderate Low Very Low Alluvial fan & plain
Widespread Moderate Low Low Very Low
Marine terraces & Plains
Widespread Moderate Low Low Very Low
Delta & fan-delta
Widespread High Moderate Very Low Very Low
Coastal Zone Delta Widespread Very high High Low Very Low Estuarine Widespread High Moderate Low Very Low Beach Widespread High wave energy
Widespread Moderate Low Very Low Very Low
Low wave energy
Widespread High Moderate Low Very Low
Lagoonal Widespread High Moderate Low Very Low Fore shore Widespread High Moderate Low Very Low Artificial
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Table 3.2.3 Classification for Liquefaction Susceptibility Uncompacted fill
Widespread Very high
Compacted fill
Widespread Low
After Youd and Perkins, 1978
Relative Density and Structure of the Soil
Soils that have higher relative densities and more stable soil structure
have a lower susceptibility to liquefaction. With increasing age of the
deposit, relative density tend to increase as particle gradually work closer
together, through slight particle reorientation and cementation. Thickness
of overburden also increase with age and increased pressure associated
with thicker overburden tend to increase the density of the soil deposit
(Youd & Perkins, 1978).
The SPT-N values are good indicator of soil density since as relative
density increases the SPT blow (N-values) also increase.
Groundwater Level or State of water Saturation
Soil must be saturated to liquefy thus liquefaction susceptibility of a soil is
varies depth to groundwater where an increase in depth of groundwater
lowers the soil deposit’s susceptibility to liquefaction.
Groundwater level may vary substantially between wet and dry season
and this must be taken into consideration in the analysis of the
groundwater level. Cohesionless soils that lie above the highest seasonal
level groundwater are considered to have a very low susceptibility to
liquefaction. Soils below groundwater have decreasing susceptibility as
the depth of groundwater overburden increases.
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Liquefaction Hazard Zonation
Based on the distribution of the Quaternary deposits and their
susceptibility to liquefaction as characterized, zones having uniform
susceptibility to liquefaction were defined on Figure 3.2.6.
The presence of soft saturated unconsolidated material with very low N
values up to a depth of 10 meters from the surface along the reclamation
site makes the area a high risk zones for liquefaction. Tidal flat,
backswamp, abandoned channels where also included due to the likely
presence of similar materials.
Areas underlain by substantially compacted beach sands with are
classified as moderate risk areas. Areas with near surface presence of
bedrock overlain by relatively thin alluvial materials area classified as low
risk areas.
3.2.6.4 Flooding
Flooding is a recurrent problem that poses difficulties and danger
especially to low-laying areas with inadequate drainage system such as
Parañaque and Las Piñas. In flood control and drainage study of Metro
Manila by JICA in March 1990, the Parañaque-Las Piñas area was
identified as a “lowland along the Manila Bay” which “received serious
flooding in 1986 due to the inland water as well as the flooding of the
river.”
Aside from climatic condition, other factors that contribute to flooding are,
rapid urbanization, inadequate to non-existent drainage system, improper
waste disposal and clogging, low river capacity and lack of maintenance,
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tidal transgression, squatter encroachment along water ways, institutional
problems and financial constraints.
Flooding within the project areas could be classified in to two (2) general
categories namely channel floods and basinal floods as shown in
Figure 3.2.7
Channel floods are confined along the channel systems characterized by
relatively swift flow velocity and flood level rise. Flood periods are short,
relative to duration and intensity of the rain. This commonly results to over
bank flow, inundating the adjacent low laying areas. River channels in the
area if not buried in debris, have very low water capacity, which impedes
the flow toward Manila Bay.
Basinal floods commonly occur on the tidal flat and backswamp areas,
consequential to the very flat gradient and low topography making these
areas natural flood basins. Period of inundation takes a longer time to
recede. This is aggravated when high tide in Manila Bay impedes the
outflow of waters through river systems. Filling of large section of the
original flood basin further complicated the flood problem.
3.2.7 Surface Hydrology
River Systems Along the Route Corridor
Drainage within route corridor is served by three (3) major drainage systems (i.e.
Parañaque, Las Piñas , and Zapote Rivers) that empties into the Manila Bay
through two (2) main outlets as shown in Figure 3.2.8. Within the coastal plain,
the river course is morphologically controlled, running parallel to the coastline
following the land ward boundary of the beach ridges and exhibits a meandering
course. This area also acts as natural catch basin surface water coming from the
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flanks of Guadalupe Plateau and Tagaytay Highlands. The flow in the coastal
Plain is generally sluggish, dominated by standstill water condition. This is
mainly caused by the influence of tidal fluctuations and the terrain’s flat
topography with elevation ranging from 2 meters below sea level in some
sections just to 3 meters above sea level.
The Parañaque River that merges with the Las Piñas River drains the northern
end of the corridor before flowing into the manila Bay through an outlet channel
in Brgy. La Huerta, Parañaque City. Both rivers drains the highly urbanized
western flank of the Guadalupe Plateau, where the Parañaque River catches the
drain water from area of Malibay, Dasmariñas Village and Fort Bonifacio while
Las Piñas River receives the drain water from the municipalities of Las Piñas and
Parañaque.
The Zapote River serves as the main river system at the southern ends of the
project area. The watershed area stretches south to Dasmariñas, Cavite at the
northern flank of Tagaytay Highland. The river’s tributaries and gullies are
vertically incised marked by steep gully walls and shows parallel pattern.
Initially the watershed areas where open space grass and farmland as illustrated
on Figure 3.2.9. This allowed infiltration from surface runoff from rainwater into
the porous bedrock of tuff and vulcanoclastic debris. At present the watershed
area of the Parañaque and Las Piñas river are highly urbanized while that of the
Zapote River are being developed at an accelerated rate. Urbanization in the
watershed areas had affected the hydraulic regime of the river systems by
changing the discharge characteristic as well transported load. The development
had replaced the natural fields and grasslands, degrading the river systems and
increased the discharge several folds. Flood becomes frequent and loads
increase. Consequently, less water is able to infiltrate into the soil due to paving
of large areas. The affects runoff by causing the peak discharge to oocur in a
shorter period of time a storm with increased flood flow velocity relative to the
duration and rain intensity.
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The natural gullies now as the receiving conduits for storm drains. During the dry
months, channel flow is mainly derived from domestic sewage with very minimal
base flow. Flush flood condition occurs during the rainy months, as storm runoffs
from storm drains are collected and channeld into the catchment basins at the
coastal palins.
The catchment basin at the coastal plains on the other hand had been converted
into fishpond and salts beds. Large areas where filled up and reclaimed, and the
banks of channel system encroached with various forms of structures. The
construction of water channels is aggravated by rapid siltation through
uncontrolled damping of garbage. Though various alterations have been made,
the function of the area is still and will remain a catchment basin for runoffs
coming from highlands thus making it prone to floodings. Table 3.2.4 gives a list
of the water courses along the Baclaran-Zapote-Bacoor coastline.
Table 3.2.4 List of Creeks and Waterways along the Baclaran-Zapote-Bacoor
Coastline
LENGTH WIDTH LENGTH WIDTH
Parañaque Las Piñas
Villanueva Creek 7,920 m 7 m Las Piñas River
Parañaque River 3,200 m 20 m Zapote River 2,650 m 6 m
Don Galo River 3,125 m 15 m Las Piñas River
(Tribu)
7,500 m 10 m
Kayboboy Creek 1,680 m 8 m (Dalig Creek) 1,520 m 4 m
Sapang Buwaya 7,527 m 6 m Kay Konti River
Cu-cut Creek 2,100 m 4 m Kay Almirante Creek 650 m 6 m
San Dionisio
River
3,235 m 10 m Tunton Creek 3,850 m 6 m
Baliuag Creek 2,050 m 7 m Marubs Creek 3,500 m 5 m
Moonwalk
(Mariville)
1,723 m 8 m Naga Creek (Tribu) 2,075 m 4 m
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Table 3.2.4 List of Creeks and Waterways along the Baclaran-Zapote-Bacoor
Coastline
Moonwalk (Paete) 380 m 8 m Talon Creek (Viat
Creek)
8,532 m 8 m
Balok-balok 1,300 m 8 m Almanza Creek 4,812 m 8 m
34,240 m Pasong Cobra Creek 2,443 m 7 m
39,532 m
SOURCE : DPWH Southern Metro Manila Engineering District.
River Use
The existing coastal road and dunes provide a natural protection from strong
waves for the fisher folks settled along the riverbanks near the mouth of
Parañaque, Las Piñas, Zapote Rivers. These fishers folks using boats with
outriggers, only use the rivers as access to their fishing grouds in Manila Bay.
These boats are docked along sections of the riverbanks. Aside from navigation,
river water is used in stocking the fishponds and salt beds along the channel
banks.
Tidal Regime
Baseline data provided here are on tidal fluctuations in Manila Bay since the
project area is primarily influenced by this waterbody. Tidal ranges and cycles at
the Manila Bay are being observed and recorded by the Hydrographic and
Geodetic Survey Department of the National Mapping and Resource Information
Agency (NAMRIA) using a tide gauge installed at Pier 15 of the Manila South
Harbor (BM 4B). The following table shows the list of datum planes for Manila
Bay from 1970-1988:
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Datum Plane for Manila Bay, Series = 1970-1988
Tide Component Elevations in Meters
Above Mean Lower Low
Water (MLLW)
Bench Mark (BM 4B) 3.240
Mean High Water (MHW) 0.858
Mean Sea Level (MSL) 0.475
Mean Low Water (MLW) 0.100
Mean Higher High Water (MHHW) 1.003
SOURCE NAMRIA, 1999. Tide and Current Tables. Oceanography
Division, Hydrographic and Geodetic Survey Department. 243 pp.
Hydrology and Flooding
As mentioned in Section 3.2.1 of the EIS document, the project area lies on a
fully developed, highly urbanized, delta plain. It forms part of the low-lying areas
of Metro Manila, bound on the west by the Manila Bay. These areas mainly
consist of tidal flats and marsh-backswamp areas with beach ridges, crevasse
splays, and tidal channels in between. This geomorphologic setting makes these
areas highly susceptible to flooding. The situation is much more aggravated by
the effects of rapid urbanization and development---land filling of large sections
of the original flood basin, inadequate to non-existent drainage system, improper
waste disposal, and squatter encroachment along river banks.
There are three (3) major river systems draining the Parañaque and Las Piñas
areas namely the South Parañaque River, the Las Piñas River, and the Zapote
River. These are interconnected by the San Dionisio and Parañaque River. The
three major waterways cause serious flooding to the area due to river channel
overflow (JICA, 1990). The lower and middle reaches of the South Parañaque
River and its major tributary, the Dongalo River, are affected by tidal fluctuation.
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As a result, the bankfull flow capacity becomes almost nil when the tidal level of
the Manila Bay rises to near its mean spring high tide of 11.30 m.
In the same manner, about 5-km stretch of Las Piñas and Zapote Rivers is
likewise affected by tidal fluctuation. During the high tide regimes of the Manila
Bay, the bankfull flow capacity in the downstream of Las Piñas River is also
almost nil, with the middle stream having about 10m3/s of the bankfull flow
capacity.
Based on the aforementioned 1990 JICA Study, low areas along the Parañaque-
Las Piñas area that suffer from flooding due to inland water (catchment area)
cover around 1,543 hectares.
3.2.8 Land Use
3.2.8.1 Existing Land Use Types
General land use types in the Project Area (Cities of Pasay,
Parañaque, and Las Piñas, and Municipality of Bacoor) mainly
consists of the following: (i) Low to Medium Residential, (ii) Mixed
Residential/Commercial, (iii) Industrial, (iv) Mixed-Use Agricultural,
and (v) Reclamation Area. Due to its proximity to the business
districts and highly urbanized areas of Metro Manila such as the
Makati Central Business District (CBD), the Ortigas Sub-Urban
Center, and the Manila CBD, it has become an extension of these
growth areas, and is rapidly developing into suburban communities
and satellite subcenters.
Pasay City
The Ninoy Aquino International Airport and appurtenant facilities
occupy more than fifty percent (51%) of the land area of Pasay
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City (Pasay City Socioeconomic Profile, 1999). Reclamation areas
intended for future development commercial zone comprise around
19%, and the rest (30%) consist of residential, commercial,
industrial, institutional, and cultural.
Commercial development in Pasay City occurs along major roads
such as Taft Avenue, Antonio S. Arnaiz (Libertad), Gil Puyat
(Buendia), F.B. Harrison, Roxas Blvd, and EDSA. Due to its limited
land area, “mixed zones” of residential and commercial use are
common. Only a small portion of Pasay City shall be traversed by
the Project (i.e., from existing depot to boundary with Parañaque
City near Redemptorist).
Parañaque City
Existing land use types mainly consist of the following (i)
Residential (51.79%), (ii) Reclamation Area (17.76%), (iii)
Commercial (11.92%), (iv) Industrial (11.49%), (v) Institutional
(3.81%), (vi) Utilities (NAIA, 2.67%), (vii) Creeks and Rivers
(0.73%), and (viii) Open Spaces/Parks and Playgrounds (0.30%).
Residential areas constitute the largest portion of Parañaque City,
starting from Barangay Tambo, down to the other barangays of the
City. Commercial areas, just like other urbanizing cities, are
concentrated along main highways such as Ninoy Aquino and Dr.
Santos Avenues. However, Parañaque’s principal CBD remains to
be Barangay Baclaran, which is also the seat of the popularly
known Baclaran Chuch. In the absence of an Existing Land Use
Map for Parañaque, the Proposed Land Use Map is presented as
Figure 3.2.10.
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The Project shall traverse Barangay Baclaran along Redemptorist
Street, as well as the fast growing corridors along Ninoy Aquino
and Dr. Santos Avenue. Other influence areas are mainly
residential to mixed residential/commercial in Barangays
Tambo(including Uniwide Coastal Mall and other medium to large
business establishments along the Coastal Road), Dongalo
(including a portion of Asiaworld Properties and Barangay Don
Galo Sports Complex), San Dionisio, and La Huerta.
Las Piñas City
Land use in Las Piñas City is mainly dedicated to the following: (i)
Residential (low density, medium density, and high density) (ii)
Commercial (primary, secondary, tertiary), (iii) Industrial (light
industrial zone, medium industrial zone), (iv) Institutional, (v)
Saltbeds/Fishponds, (vi) Vacant/Open Areas, (vii) Parks and
Playgrounds, and (viii) Utilities. Please refer to Figure 3.2.11
Among the different types of residential areas, the Medium Density
development areas comprised of 1, 133 hectares make up the
majority. This is followed by the High Density development areas
(268 ha), which are located mostly in blighted areas in the City’s
northern fringes facing the coastline, in vacant lands and open
spaces, and towards the southern limit. Only 35 hectares of land is
occupied by the Low Density residential areas. These are mostly
found at the eastern portion of the City.
Commercial establishments and large shopping malls (i.e., Shoe
Mart South Mall, Manueala Metropolis, and Filinvest City) are
located along the Alabang-Zapote Road. Several manufacturing
firms comprise the industrial establishments occupying about 136
hectares. These are located along the Alabang-Zapote Road
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corridor, Barangay Pamplona Uno, Pamplona Tres, Talon Singko,
Pulang Lupa Dos, and BF International.
Out of 1,038 hectares of open spaces, vacant lands, and reclaimed
areas, only 40 hectares are dedicated to parks, playgrounds, and
other recreational uses. The rest have been planned for various
urban uses.
The influence areas in Las Piñas City are fishponds and salt beds
in Barangay Manuyo Uno and Pulang Lupa, and
residential/commercial areas also in Barangay Pulang Lupa.
Municipality of Bacoor
Based on the Provincial Physical Framework Plan/
Comprehensive Provincial Land Use Plan of Cavite,
Bacoor, along with the
Municipalities of Dasmariñas and Imus, having populations more
than 100,000 are classified as small cities. They are envisioned as
the international production and distribution centers on industry and
commerce.
The influence areas would be Barangays Longos/Zapote 5 and
Talaba 2 (residential) and Barangay Talaba 4
(commercial/institutional).
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3.2.8.2 Proposed Future Land Use
Among the development areas in the above mentioned Cities and
Municipality, the Las Piñas –Parañaque Commercial Zone (LP-PCZ), a
planned commercial development area is deemed as most compatible
with the proposed Line 1 Extension Project. The LP-PCZ occupies
approximately 160 hectares of land, most of which are presently used
as salt beds and fishponds. This area has been classified by the City of
Las Piñas as High Density Commercial Development (C3). It is
located east of the Ninoy Aquino Avenue and Tramo Road, along the
tributaries of Parañaque River (Please refer to Figure 3.2.12). Aside
from the planned commercial/residential subcenter, it will also include a
250,000-person capacity stadium/ampitheater for religious services. In
terms of infrastructure support, a C-5 link is planned to dissect the LP-
PCZ, plus a new six-lane north-south spine road that will skirt the
eastern edge of the development area, and provide a link from Dr.
Santos to Quirino Avenue.
3.2.9 Pedology
Pedologically, soil cover is absent in the study area. Those present are
Hydrosols, composed of unconsolidated layered and intertonguing silt, clay and
sand of marine origin. These are commonly overlain by uncharacterized fill
metrials due to extensive reclamation / backfilling works done in large areas
along the Bacoor-Zapote-Baclaran coastal plain. On the
geotechnical sense, these materials where described as soft and
loose marine deposit found overlying tuff materials classified as Guadalupe Tuff
as observed from the five (5) boreholes done along the route (Figure 2.34).
129
3.2.10 Water Quality and Limnology
Water samples were collected from the rivers and creeks traversed by the
proposed Extension Project. Seven (7) sampling stations were selected (Figure
3.2.13). Field measurements were taken for temperature and pH using a
thermometer and a digital pH-meter, respectively. The samples were later
brought to SGS Philippines Inc. in Makati City, for laboratory analyses. The
samples were analyzed for Biological Oxygen Demand (BOD), Oil and Grease,
and Total Suspended Solids (TSS). The results of the field measurements and
laboratory analyses are presented in Table 3.2.5.
As can be discerned from the table, all the samples, except Sample No. 7, taken
from Zapote River in Pulang Lupa exceeded the DENR standard for the 5-day
20o BOD level, which is 7 mg/L. Samples from San Dionisio (126 mg/L) and Las
Piñas Rivers (81.5 mg/L) show the highest levels whereas the rest are just near
the maximum. High BOD levels indicate that these river systems contain very
high amounts of effluents with organic matter and thus, are polluted. This high
demand depletes the dissolved oxygen needed to support plant and animal life.
This explains why there are no higher forms of aquatic organism found in these
river systems.
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Table 3.2.5 Physical Properties and Use of the Rivers and Creeks Traversed by the Proposed LRT Line 1 Extension RouteSampling Stations
1 2 3 4 5 6 7Sampling StationNames & Locations
DENR Standard(Class SC)
Parañaque RiverBrgy. La Huerta
San Dionisio River,Brgy. La Huerta
San Dionisio River,Brgy. La Huerta
Las Piñas River,Ilaya Las Piñas
Talaba Creek Maliksi,Bacoor
Zapote River, PulangLupa, L.P.
Zapote River PulangLupa L.P.
Time Sampled 1130 530 600 700 1000 1030 1100
ParameterspH (range) 6.8-8.5 7 6.7 6.9 6.6 6.7 6.7 6.7Temperature ° C Max.
3° increase 37 °C 35 °C 36 °C 36 °C 37 °C 37 °C 37 °C5-day 20°Biological OxygenDemand (BOD),mg/L 7 mg/L 7.1 126 12.3 81.5 14.1 8.9 2.9
TSS mg/L
Not more than30 mg/Lincrease 112 40.5 52.5 52 98.2 168 128
Oil & Grease(Petroleum EtherExtract) mg/L 3 mg/L N.D 0.78 N.D. 1.2 1.5 1.1 N.D.
Turbidity & ColorTurbid, light
brownish green Very turbid, blackVery turbid, dark
green Very turbid, blackTurbid, light brownish
greenTurbid, light brownish
greenTurbid, light brownish
green
River UseChannel mouth,
navigation Navigation Navigation Navigation
Navigation, watersource for saltbed/fishpond
Channel mouth,navigation, water
source for saltbed/fishpond
Channel mouth,navigation, water
source for saltbed/fishpond
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3.2.11 Meteorology
Climate Type
The closest sypnotic meteorological station in the Cities of Pasay,
Parañaque, and Las Piñas, and the Municipality of Bacoor, Cavite is
Port Area, Manila. Based on the climatological normal at this station
shown on Table 3.2.6., the climate in the area belongs to Type I of the
Modified Corona’s Classification (Figure 3.2.14). Two (2) pronounced
seasons; the wet and dry characterize this type of climate. A very
defined rainy season occurs in the months of June to September, the
dry season on the other hand, is experienced during the months of the
November to April. August is the wettest month, whereas April is the
driest.
Temperature
The mean monthly temperature in the project areas is 28.0°C. The
minimum monthly temperature is 24.8°C, occurring in January and
February, while the maximum monthly temperature is experienced in
April at 33.4°C. The warmest months are April to June with mean
values ranging from 29.0°C to 29.8°C.
Air Streams
The principal air streams that significantly affect the study areas are the
Northeast Monsoon, Southwest Monsoon, and the North Pacific
Trades. The Northeast Monsoon predominates from October to May,
while the Southwest Monsoon prevails during June to September. The
North Pacific Trades is the southern portion of the North Pacific
anticlyclone. Having passed over a vast expanse of the North
132
Pacific Ocean, this air stream is classified as a maritime tropical air
mass.
This air stream which is extremely warm, is generally dominant over
the entire Philippines in April and early May. It commonly arrives in the
country from an easterly direction but may come from any direction
from northeast to southeast.
Wind
A wind rose diagram is a graphical presentation that depicts a bivariate
frequency distribution table of wind speed and direction. It shows how
much of the tome(expressed in percent) that a certain range of wind
speed, certain wind direction, using the 16 points of the compass.
In the study area, the nearest station is Port Area, Manila. The
information contained in the Wind Rose Diagram attached as
Appendix E, is taken from daily data for the period 1987 to 1996.
Based on existing literature, the prevailing wind direction in Metro
Manila is southwestward in the rainy season and eastward during the
dry season. The average wind velocity is approximately 3 meters per
second outside of the tropical cyclone season.
Rainfall
The highest average monthly rainfall in the project areas occurs during
the month of August. With an average of 463.5 mm. The lowest
monthly average rainfall in the area is during the month of February,
with an average of 5.5 mm. The rainy season coincide with the
occurrence of the Southwest Monsoon in the months of June to
133
September, the dry season on the other hand, is experienced in the
months of November to April.
Relative Humidity
Relative humidity is controlled by the availability of moisture and air
temperature. The relative humidity in the study areas is highest in the
months of July to September. This coincides with the availability of
moisture during these months. The months of December to February
are relatively humid compared to those in March to April, due to the low
temperatures brought about by the tail of the cold front during the
northeast monsoon season. The transition months have intermediate
values because of the average rainfall during these months.
Major Cyclones
The Philippines has an average cyclone passage of about 20 per year.
In the study areas, the average frequency of cyclone passage is five
(5) in every three (3) years. These cyclones have greater frequencies
in the months of July, October, and November.
3.2.12 Air Quality and Noise Level
3.2.12.1 Ambient Air Quality
Baseline air quality samplings for air pollutants such as Total
Suspended Particulate (TSP), Sulfur Dioxide (SO2), and Nitrogen
dioxide (NO2) were conducted along the proposed route. The data
gathered shall be the basis in determining the changes of the
134
pollutant levels during the construction and operational phase of the
project.
Seven ( 7 ) ambient air quality sampling stations were identified to
determine the present quality of air along the proposed route.
Sampling Station 1 was set-up along the center median of Roxas
Bouleverd, in front of Baclaran Church. At this station, four (4) 1-
hr sampling intervals were conducted in two consecutive days.
The 2nd sampling station was established in front of the Uniwide
Coastal Mall. Another station was put up along the grounds of La
Huerta Elementary School. Sta. 4 was entrenched on a vacant lot
along Dr. Santos Avenue in San Dionisio. The 5th station was
established in Las Piñas Elementary School., whereas the 6th
station was set-up under the Coastal Road Flyover. The last
sampling station was put up along the parking lot of St. Dominic
Hospital in Bacoor, Cavite. In general a 1-hour air quality sampling
was conducted for all the sampling stations.
As clearly shown in the Table 3.2.7, TSP levels at stations 1, 2, 5
and 6 exceed the DENR Standard. On the other hand, TSP
concentrations of the rest are well within the standards. The results
of the other pollution indicators are way below the set standard.
Table 3.2.7 Observed Ambient Air Quality along the Proposed LRT Line 1 Extension Project
Sampling Station Date & Time Ave.
Time Concentration in µg/Ncm
Sampling Results DENR Standards SO2 NO2 TSP SO2 NO2 TSP
1250-1350 25 June 1999
1 hour 181.987 144.126 1406.053 340 260 300 1
1845-1945 25 June 1999
1 hour 209.562 143.384 633.029 340 260 300
135
Table 3.2.7 Observed Ambient Air Quality along the Proposed LRT Line 1 Extension Project
0810-0910 26 June 1999
1 hour 136.491 108.774 754.289 340 260 300
2325-2425 26 June 1999
1 hour 141.456 117.839 657.706 340 260 300
2 1125-1225 25 June 1999
1 hour 88.236 49.443 335.766 340 260 300
3 1710-1810 25 June 1999
1 hour 20.220 21.755 105.039 340 260 300
4 0950-1050 25 June 1999
1 hour 33.364 46.229 228.340 340 260 300
5 1500-1600 25 June 1999
1 hour 60.663 32.632 856.670 340 260 300
6 1020-1120 26 June 1999
1 hour 65.718 43.056 792.671 340 260 300
7 1205-1305 26 June 1999
1 hour 46.049 31.726 146.721 340 260 300
Sampling Stations
Sta.1 In front of the Baclaran Church (along the center island of Roxas Boulevard) Sta.2 In front of Uniwide Coastal Mall Sta.3 School ground of La Huerta Elementary School, La Huerta, Paranaque City Sta.4 Vacant Lot along Dr. Santos Ave. ( near the site of the proposed C-5 Highway) Sta.5 Las Piñas Elementary School Sta.6 Under the Coastal Road Flyover Sta.7 Parking lot of St. Dominic Hospital, Bacoor, Cavite
3.2.12.2 Ambient Noise Level
Noise Level sampling were also conducted at the same locations
as that of the air quality sampling stations (Figure 3.2.15). Based
on the sampling carried out, the high noise levels recorded were
due to the instantaneous peaks of passing trucks, buses, tricycles
and all sorts of vehicles along the established sampling stations.
The results of the said monitoring are summarized in Table 3.2.8
136
Table 2.3.8 Observed Noise Level along the Proposed LRT Line 1 Extension Route
Sampling Station
Noise Levels in dB(A)
Morning (05hrs-09hrs)
Daytime (09hrs-18hrs)
Evening (18hrs-22hrs)
Nighttime (22hrs-05hrs
DENR Standard
50 55 50 45
1 77 80 78 75
274 78 75 71
361 60 58 57
467 64 65 60
569 68 65 61
6 75 75 72 69
7 66 70 68 58
Sampling Stations
Sta.1 In front of the Baclaran Sta.2 In front of Uniwide Coastal Mall Sta.3 School ground of La Huerta Elementary School, La Huerta, Paranaque City Sta.4 Vacant Lot along Dr. Santos Ave. ( near the site of the proposed
C-5 Highway) Sta.5 Las Piñas Elementary School Sta.6 Under the Coastal Road Flyover Sta.7 Parking lot of St. Dominic Hospital, Bacoor, Cavite
Noise Measurement at the Baclaran Church Vicinity
137
The purpose of the noise survey was to determine ambient noise level at
the Baclaran Church and its entrance gate along the Redempotorist Road.
A 1-minute average ambient noise level measurements were conducted
during morning, early evening and afternoon period which coincides the
expected AM and PM Peak periods, as well as Off-Peak operations of the
proposed LRT Extension Project. The results of the sampling are
presented in Tables 3.2.9 a-c and Tables 3.2.10 a-c. The average
baseline noise level at the Baclaran Church area show an average
Table 3.2.9a Observed Noise Level near the Church and Convent during AM Peak July 21, 1999 7:20AM to 8:20AM
Time Noise Levels in dB(A) Remarks 0720 56-59 Mass-on-going, talking, walking sounds observed near area 0721 57-59 Sound system noise 0722 57-60 -do- 0723 56-58 -do- 0724 57-61 -do- 0725 58-63 -do- 0726 57-61 -do- 0727 57-64 -do- 0728 58-66 -do- 0729 58-64 -do- 0730 60-66 -do- 0731 64-68 -do- 0732 66-69 -do- 0733 62-68 -do- 0734 57-60 -do- 0735 60-66 -do- 0736 59-61 -do- 0737 58-63 -do- 0738 57-62 -do- 0739 56-62 -do- 0740 54-59 -do- 0741 55-57 -do- 0742 58-60 -do- 0743 62-66 -do- 0744 64-70 -do-
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0745 64-68 -do- 0746 58-60 -do- 0747 59-63 -do- 0748 61-64 -do- 0749 57-59 Mass ended, people passing & talking near the area 0750 56-59 -do- 0751 57-59 -do- 0752 60-64 -do- 0753 57-60 -do- 0754 58-60 -do- 0755 57-61 -do- 0756 66-68 -do- 0757 67-70 -do- 0758 61-63 -do- 0759 60-62 -do- 0800 62-64 -do- 0801 60-66 Mass started, sound system noise, people passing the area 0802 58-63 -do- 0803 60-66 -do- 0804 63-68 -do- 0805 62-66 -do- 0806 60-65 -do- 0807 59-62 -do- 0808 64-71* *Noise were measured inside the church 0809 72-88* Noise were measured outside due to rain 0810 70-76* 0811 58-62* 0812 60-70* 0813 62-66 Noise from Mass activities observed 0814 62-67 -do- 0815 66-70 -do-, push cart passes the near the area 0816 59-63 -do- 0817 62-65 -do- 0818 62-64 -do- 0819 60-63 -do- 0820 60-65 -do-
139
Table 3.2.9b Observed Noise level near the Church Door and Convent during the Off-Peak July 21, 1999 1:51 PM to 2:55 PM Time Noise Levels in dB(A) Remarks 1351 60-62 Noise by people passing was observed near the area 1352‘ 60-62 -do- 1353 60-62 -do- 1554 61-63 -do- 1355 62-64 -do- 1356 64-68 -do-, sound from a passing plane was noted 1357 62-63 -do- 1358 60-62 -do- 1359 60-62 -do- 1400 61-62 -do- 1401 61-62 -do- 1402 62-63 -do- 1403 62-66 -do- 1404 61-63 -do- 1405 62-64 -do- 1406 62-65 -do- 1407 72-75 mass started, noise from singing choir, sound system’s noise 1408 63-67 -do- 1409 64-68 -do- 1410 64-67 -do- 1411 63-68 -do- 1412 62-68 -do- 1413 63-68 -do- 1414 63-68 -do- 1415 62-68 -do- 1416 62-68 -do- 1417 64-65 -do- 1418 68-74 -do- 1419 66-73 -do- 1420 66-73 -do- 1421 64-72 -do- 1422 68-73 -do- 1423 66-72 -do- 1424 62-68 -do-
140
1425 68-74 -do-, sound of plane was also noted 1426 64-72 -do- 1427 64-70 -do- 1428 65-72 -do- 1429 66-73 -do- 1430 67-75 -do- 1431 64-74 -do- 1432 65-73 -do- 1433 64-75 -do- 1434 65-72 -do- 1435 63-71 -do- 1436 62-69 -do- 1437 62-68 -do- 1438 63-67 -do- 1439 65-73 -do- 1440 63-68 -do- 1441 61-66 Mass ended, noise due to people’s movements in the area 1442 63-68 -do- 1443 64-72 -do- 1444 64-71 -do- 1445 64-71 -do- 1446 63-68 -do- 1447 64-69 -do- 1448 64-68 -do- 1449 63-68 -do- 1450 63-68 -do- 1451 63-68 -do- 1452 62-68 -do- 1453 63-68 -do- 1454 62-67 -do- 1455 63-68 -do-
141
Table 3.2.9c Observed Noise level near the Church Door and Convent during the Off-Peak July 21, 1999 5:10 PM to 6:10 AM Time Noise Levels in dB(A) Remarks 1710 62-64 Mass on-going, noise due to peopled movement were noted (talking, walking) 1711 64-66 -do- 1712 62-65 -do- 1713 61-64 -do- 1714 61-64 -do- 1715 61-64 -do- 1716 62-64 -do- 1717 65-68 Singing choir was observed 1718 64-72 -do- 1719 64-72 -do- 1720 64-68 -do- 1721 61-67 -do- 1722 62-71 -do- 1723 62-67 -do- 1724 62-71 -do- 1725 60-69 -do- 1726 64-70 -do- 1727 65-71 -do- 1728 68-76 -do- 1729 65-75 -do- 1730 60-64 -do- 1731 62-66 -do- 1732 67-74 -do- 1733 62-65 -do- 1734 64-72 -do- 1735 64-76 -do- 1736 64-67 -do- 1737 68-76 -do- 1738 58-62 -do- 1739 59-64 -do- 1740 63-69 -do- 1741 64-75 -do- 1742 62-66 -do- 1743 64-69 -do- 1744 62-66 -do-
142
1745 62-71 -do- 1746 63-69 -do- 1747 63-71 -do- 1748 61-63 Mass ended, people passing and talking near the area 1749 60-64 -do- 1750 59-62 -do- 1751 59-61 -do- 1752 61-63 -do- 1753 60-62 -do- 1754 61-63 -do- 1755 58-62 -do- 1756 59-61 -do- 1757 58-62 -do- 1758 60-63 -do- 1759 61-65 -do- 1800 60-62 -do- 1801 62-63 -do- 1802 61-62 -do- 1803 61-63 -do- 1804 61-63 -do- 1805 68-76 Mass started, sound system’s noise, noise created by people passing by were observed 1806 6271 -do- 1807 62-74 -do- 1808 63-65 -do- 1809 61-63 -do- 1810 62-69 -do-
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Table 3.2.10a Observed Noise level near the Church’s Entrance and Convent during the Off-Peak July 21, 1999 9:00 AM to 10:00 PM Time Noise Levels in dB(A) Remarks
0900 65-69 Sound system noise, peopled passing the area 0901 64-68 Noise by sampaguita vendors, vehicles noise was audible 0902 66-70 -do- 0903 66-70 -do- 0904 68-70 -do- 0905 71-75 Mass started, singing choir was notes 0906 64-67 -do- 0907 70-72 -do- 0908 68-70 -do- 0909 69-70 -do- 0910 66-69 -do- 0911 64-66 -do- 0912 * * No measurement were done due to rain 0913 * 0914 * 0915 * 0916 * 0917 * 0918 66-68 Mass on-going, talking sounds from people’s movements Were observed near the area 0919 64-70 Sound system noise 0920 64-70 -do- 0921 63-68 -do- 0922 62-68 -do- 0923 63-67 -do- 0924 62-68 -do- 0925 62-68 -do- 0926 60-65 -do- 0927 62-64 -do- 0928 70-74 Sampaguita vendors’ noise 0929 72-74 -do- 0930 68-74 -do- 0931 64-72 -do-
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0932 68-73 -do- 0933 68-70 -do- 0934 58-60 -do- 0935 68-72 -do- 0936 62-67 -do- 0937 64-67 -do- 0938 66-68 -do- 0939 67-70 -do- 0940 68-71 -do- 0941 66-71 -do- 0942 68-71 -do- 0943 66-70 -do- 0944 66-70 -do- 0945 64-66 -do- 0946 67-70 -do- 0947 62-66 -do- 0948 62-66 -do- 0949 64-68 Mass ended, people passing and talking near the area 0950 63-66 -do-, noise from vendors 0951 65-69 -do- 0952 62-64 -do- 0953 63-68 -do- 0954 62-68 -do- 0955 63-64 -do- 0956 64-66 -do- 0957 64-70 -do- 0958 62-68 -do- 0959 63-67 -do- 1000 66-71 -do-
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Table 3.2.10b Observed Noise Level near the Church’s Entrance Gate during Off-Peak July 21, 1999 12:38 PM to 1:40 PM Time Noise Levels in dB(A) Remarks 1238 60-63 Mass on-going, vehicular noise was audible 1239 62-64 Noise from sound system and sampaguita vendors observed 1240 64-68 -do- 1241 60-66 -do- 1242 64-65 -do- 1243 66-68 -do- 1244 61-65 -do- 1245 62-64 -do- 1246 63-64 -do- 1247 68-70 -do- 1248 64-67 -do- 1249 64-65 -do- 1250 64-65 -do- 1251 64-66 -do- 1252 60-65 -do- 1253 63-65 -do- 1254 60-64 -do- 1255 58-68 Mass ended, noise from people’s movements observed 1256 63-69 -do-, sampaguita vendor’s noise dominate 1257 64-70 -do- 1258 66-68 -do- 1259 65-69 -do- 1300 63-64 -do- 1301 63-68 -do- 1302 62-66 -do- 1303 64-65 -do- 1304 64-68 Mass started, noise from people passing the area was noted 1305 62-68 -do- 1306 63-67 -do- 1307 62-65 -do- 1308 63-66 -do-
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1309 62-70 -do-, noise from an aircraft was also recorded 1310 62-64 -do- 1311 61-66 -do- 1312 62-64 -do- 1313 63-69 -do- 1314 63-66 -do- 1315 61-65 -do- 1316 64-71 -do- 1317 66-72 -do- 1318 66-69 -do-, noise from an aircraft was recorded 1319 61-64 -do- 1320 65-69 -do- 1321 64-66 -do- 1322 63-65 -do- 1323 64-69 -do- 1324 64-69 -do- 1325 63-66 -do- 1326 62-72 -do- 1327 62-65 -do- 1328 65-70 -do- 1329 62-72 -do- 1330 62-65 -do- 1331 64-70 -do- 1332 64-68 -do- 1333 63-66 -do- 1334 64-71 -do- 1335 61-63 -do- 1336 62-64 -do- 1337 64-67 -do- 1338 62-69 -do- 1339 61-63 -do- 1340 64-71 -do-, aircraft’s noise was observed
147
Table 3.2.10c Observed Noise Level near the Church’s Entrance Gate during PM Peak July 21, 1999 6:11 Pm to 7:10 PM
Time Noise Levels in dB(A) Remarks 1811 63-66 Mass on going, noise from people moving in area was noted 1812 62-68 -do- 1813 64-65 -do- 1814 63-67 -do- 1815 64-67 -do- 1816 64-68 -do- 1817 62-67 -do- 1818 64-68 -do- 1819 68-74 -do- 1820 63-67 -do- 1821 62-66 -do- 1822 62-66 -do- 1823 64-71 -do- 1824 62-66 -do- 1825 62-67 -do- 1826 66-70 -do-, noise of sampaguita vendors observed 1827 65-71 -do- 1828 66-72 -do- 1829 65-70 -do- 1830 66-70 -do- 1831 64-72 -do- 1832 62-66 -do- 1833 63-70 -do- 1834 62-64 -do- 1835 65-72 -do- 1836 64-66 -do- 1837 68-74 -do- 1838 62-63 -do- 1839 69-70 -do-, noise of sampaguita vendors observed 1840 68-71 -do- 1841 71-73 -do-
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1842 74-76 -do- 1843 74-76 -do- 1844 70-74 -do- 1845 68-70 -do- 1846 68-70 -do- 1847 68-75 -do- 1848 66-75 Mass ended, people passing and talking near the area 1849 62-66 -do-, noise from sampaguita vendors was observed 1850 64-72 -do- 1851 62-66 -do- 1852 64-68 -do- 1853 62-66 -do- 1854 64-70 -do- 1855 66-72 -do- 1856 64-68 -do- 1857 64-66 -do- 1858 60-64 -do- 1859 60-64 -do- 1900 62-64 -do- 1901 62-66 -do- 1902 63-64 -do- 1903 60-63 -do- 1904 64-76 Mass started, sound system’s noise, movements of people Passing by were observed 1905 62-72 noise from singing choir was recorded 1906 62-64 -do- 1907 60-62 -do- 1908 60-66 -do- 1909 62-64 -do- 1910 62-65 -do-
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Noise Prediction at the Baclaran Church Area
This study was undertaken to predict the noise level to be generated by the
proposed LRT Line 1 Extension that could affect the Baclaran Church. The study
limits the noise source from the steel wheel-rail interaction. The vibrations
originated from the roughness in the rail and the wheel surfaces.
Factors which influence the level of vibration are vehicle type, train, length,
distance of the observer from the train, type of geologic medium, type of surface
or underground structure supporting the track, and the track and the type of
fastener.
Results of predicted noise levels based on consumptions using Peter’s model
(See section 1.1 Methodology) is provided in Table 3.2.11.
Table 3.2.11 Results of Predicted Noise Levels to be
Generated by the LRT Train
Distance from Railway
For 34 kph train For 60 kph train
10 m 71.6 dB (A) 77.8 dB (A)
30 m 65.6 dB (A) 71.8 dB (A)
60 m 60.6 dB (A) 66.8 dB (A)
For comparison, actual measurement of noise was conducted on board the
existing LRT Line 1 from Monumento to Buendia Station. The observed noise
level ranged from 70 to 94 dB(A), the higher value of which, was due to the
150
train’s acceleration. The average level was at 85 dB(A) in a good condition rail
track and a maximum of 94 dB(A) in a rough portion of the rail track.
Prediction of noise levels combining the effects of present levels vis-à-vis the
LRT train operation is discussed in Chapter 5.
3.3 Biological Environment
3.3.1 Flora
There are two (2) major types of vegetation types identified in the area
based. The flora community in the project area can be classified based on
ocular survey into. These are the i) Natural Vegetation Type consist of
residual Mangrove Forest and Grassland, and ii) Cultivated Vegetation
Type, which is primarily composed of Built-up Vegetation.
Natural Vegetation Type
3.3.1.1 Mangrove River Systems
The mangal or bakawan, better known as mangroves today, is a
unique ecosystem in the coastal areas of tropical regions. It is not
only the habitat, of fishes, shrimps, shells, crabs, and other aquatic
and terrestrial fauna, but it is also the haven of shrubs and trees
useful to humans and to domestic animals (Buot, 1994). The most
widespread use of mangrove areas, however, is its conversion into
fishpond and human settlement areas which is deleterious to the
organisms thriving in the said habitat. Mangrove deforestation and
conversion results to the river pollution thus destroying the habitat,
which makes it inhabitable for living organisms of economic value.
Mangrove Plants
151
The Mangrove plants presently thriving in the area of study is
shown in Table 3.3.1. The presence, absence and dominance of
each species observed and identified were also noted. From the
observations done in all four sites, there is relatively few mangrove
species in the area and that the area is deforested. Houses built in
the surrounding river are observed instead of a mangrove forest.
Seedlings of mangrove trees just beside the La Huerta Elementary
School near the proposed Ninoy Aquino Station was also observed,
an indication that a mangrove rehabilitation programme is being
implemented in the area. Based on local accounts, the
rehabilitation was conducted by the DENR and now continued by a
group from UP, Los Baños.
Table 3.3.1 Mangrove Species Observed from the Collection Sites
Collection Site/ Time collected
Aegiceras sp. Bruguiera sp. Excoecaria sp.
Prosopis vidaliana
Proposed Ninoy Aquino Station (9:00A.M.)
Dominant Present Present Present
San Dionisio River (12:00NN)
Dominant Present Present Present
Golden Haven Station (1:00P.M.)
Dominant Present Absent Absent
Las Piñas River (8:15A.M.)
Dominant Present Present Present
Aromang Dagat Prosopis vidaliana, more commonly known as aromang dagat is a shrub
or a small tree from 2-6 meters tall. It is an erect or sometimes sprawling
plants with numerous strong, sharp spines. It is known to have been
introduced in the country from Mexico. At present like in the project area,
flourish in back beaches along and near tidal streams.
3.3.1.2 Grassland
152
The grasslands in the project area are commonly covered with two (2)
species of grass. Saccharum spontaneum (talahib) and Imperata
cylindtica (kogon). Although both these species are perfectly adaptive to
wind dispersal, Saccharum, a much taller and coarser species with a
clumping habit is more dominant and widespread.
Other grass species present in the area include Paspalum conjugatum
(laau-laau, T-grass), Minosa pudica (makahiya), Urena lobata (kulut-
kulutan), Aneilema malabaricum (bangal), Axonopus compresus (carabao
grass), Chrysopogon acicyulatus (amorsecos), and Pennisetum
polystachyon (buntot pusa).
Cultivated Vegetation Type
Built-up Vegetation
Built-up vegetation referred to here consist of ornamental plants found
around the settled areas, as well as those along roadsides and medians.
Some of the identified species are: Boungavilla spectabilis
(Boungainvillea), Mussaenda doña aurora (Noña Aurora, Hibiscus rosa-
sinensis (gumamela), Polyalthia longifolia (Indian tree), Plumeria obtuse
(kalachuching puti), Canna indica (Bandera Española), Cordiaeum
varriegatum (San Francisco), Acacia auriculiformis (Japanese acacia),
Samanea saman (acacia), Acacia mangium (mangium), Erythrina
variegate (dapdap), and Pterocarpus indicus subsp indicus (narra).
3.3.2. Fauna
3.3.3.2.1 Terrestrial Fauna
153
No in-depth study was conducted for the identification of wildlife fauna
(terrestrial) since the alignment will traverse areas that are mostly built-up.
Nevertheless field observation of some common birds and domesticated
animals were noted, and are included in this section.
The most commonly observed bird species are Passer montanus (tree
sparrow), Cypselus subfurcatus (house swift), and Apus pacificus (white-
rumped swift). Passer montanus is known to have been introduced
around Manila from Japan or Formosa in the 1930’s. On the other hand,
Apus pacificus can be found throughout the archipelago
On migration from eastern Siberia to Australia. (John Eleuthere DuPont.
Philippine Birds Monograph Series No. 2, 1971).
Domesticated animals noticed include common house cats, dogs, and
chickens.
3.3.2.2 Aquatic Fauna
Physicochemical Characteristics of the River Systems
Observations on the present physicochemical characteristics of the river
systems of Las Piñas and Parañaque were conducted on July 1999. The
river is relatively shallow and the color of the water from the surface is
black as the color of the sediments. They exhibit foul odor as reflected
also in the areas of study due to domestic and industrial wastes
accumulated in the river system.
Table. 3.3.2 Physicochemical Characteristics of the Rivers Taversed by the Alignment Collection Site/ Time collected
Surface water Temp (C�̌
Salinity (ppt)
Water clarity (cm)
Proposed Ninoy 37 4 45
154
Aquino Station (9:00AM) San Dionisio River (12:00NN)
38 2 37
Golden Haven Cemetery Station (1:00PM)
27 2 35
Las Piñas River (8:15AM)
36 4 35
Biological Component of the River Pelagic Table 3.3.3 shows the biological components observed from the rivers. Six (6)
species of phytoplankton were identified so far, and three (3) genera of
zooplankton. The nekton observed, and identified so far are two (2) species of
guppy or the mosquito fish and they are relatively abundant and dominant.
Abundance of this type of organism is an indicator of a polluted habitat adding
the deformed morphology of some species of phytoplankton. Existence of these
kind of organisms may be due to the wastes coming from the drainage of several
sources and the anthropogenic wastes coming straight from the houses built
within the river system.. The pollutants draining and diluting the river may change
the rivers’ water quality that is harmful to organisms and thus change the
composition of the organisms.
Table 3.3.3 Plankton and Nekton Observed from the Collection Sites Phytoplankton Zooplankton Nekton
Ceratium sp. Cladocera Guppy Ceratium contortum Copepoda
Chaetophora sp. Rotifera Oscillatoria sp
Phormidium sp. Anabeana
155
Benthic
The observed benthic composition of the mangrove river system of the proposed
Ninoy Aquino Terminal, san Dionisio and the site at Golden Haven cemetery
were to be almost the same. Benthos can be described as sandy to blackish-
mud with no traces live macro-invertebrates and microorganisms. Thrown
garbage from the households settled at the bottom and adds up to the heavy
metal accumulation and organopollutants.
Resident macrofauna from mid-littoral zone were not observed. Empty shells of
young Terebralia sulcatus were present in mangrove banks. Not even a single
gastropod was observed alive even those gastropods that reside in mangrove
trees. The absence of gastropods threatens the system since they act as useful
in monitoring marine water pollution (Walsh, et al., 1995).
With the composition of the three mangrove rivers systems, depletion of
macroinvertebrates takes place.
3.4 Socio-Economic Environment
3.4.1 The National Capital Region or Metropolitan Manila:
The Host Region
Metropolitan Manila is the country’s primary, economic, social and cultural
center. It is now composed of eleven (11) cities and six (6)
156
municipalities, covering a total land area of 635 square kilometers.
Being strategically located at the mid-section of the Luzon Island, it links
Luzon’s northern and southern provinces.
Based on its 1995 population of 9.5 million and an annual growth rate of
3.3% its current population is computed to be 10,765,115. It is a very
crowded area with a population density of 14,800 persons per square
kilometers. Using 1995 as base year, the NCR population is expected to
double in 21 years.
Total labor force of Metro Manila, as of January 1999, is 5.561 million
with an employment rate of 85%.
Metro Manila evolved as a result of the rapid urbanization of the City of
manila which was the dominant commercial business district of the
country. Intense economic activities causing high in-migration spurred
development of adjacent areas like Makati city, Cubao in Quezon City,
and Ortigas Center in Pasig City. In the 1980s, development reached the
peripheries such as Novaliches, the cities of Marikina, Muntinlupa, Las
Piñas, and several towns in Cavite, Laguna and Bulacan.
Population grew very fast in the 1960s and 1970s with growth rates at
4.9% and 4.1%, respectively.
Metro Manila’s predominant land use is residential with 65% of its area
devoted to housing development. Commercial and industrial
areas account for 5% and 3% respectively. Agricultural lands
which are mostly found in the fringes and parts of the inner core,
comprise 14%. Open spaces, largely located in Quezon City and Las
Piñas represent 2.5%.
157
The Metro Manila Development Plan 1996-2016 characterizes the regions’
land use trends as follows:
• Increasing density and size of squatter settlements • Development of medium-scale residential subdivisions in the
peripheries of the inner and intermediate cores with low cost housing occurring at the outer core
• Proliferation of major commercial centers along EDSA and
other major roads • Infilling of other urban areas with high-density housing.
For the past 20 years, development in Metro Manila has been towards
Parañaque, Las Piñas and Muntinlupa in the south, to Novaliches in the
north, and to Marikina Valley in the east. Strongest growth was noted in
the northeast (Quezon City) and in the south towards Muntinlupa. The
same trends are predicted to continue with growth extending to
neighboring towns of adjacent provinces.
Not to be overlooked however, are the industrial developments in the
municipality of Valenzuela, administratively falling under the Province of
Bulacan, but also part of the National Capital Region.
It is significant for this study because of its proximity to Monumento in
Kalookan City where the LRT Line 1 starts.
3.4.2 Cavite: The Host Province in the South End1
The Province of Cavite since the 1980s has been
transformed from a largely agricultural area into a developing
zone of industrialization, tourism, and commercial activities. These
changes are attributed to the government’s program to direct
11 This report includes a discussion on Cavite Province because the southern end of the proposed project reaches up to the Municipality of
Bacoor, one of the major entry points to the province and the Calabarzon area
158
developments outside of Metro Manila towards CALABARZON (Cavite,
Laguna, Batangas, Rizal and Quezon). Cavite’s proximity to Metro Manila
had made it a logical expansion area for urbanization, business and
housing development. It is less than 30 minutes away from the Ninoy
Aquino International Airport.
It has since joined the league of 20 first class provinces in the country with
an annual income of P300 million. It has ranked the highest in terms of
foreign investments
(354 million) in Region IV and second to Laguna in local investments
(P633 million).
In 1995, Cavite already had fifteen (15) fully operational industrial estates
with six more in the planning stage. The province at that time already
listed about 500 firms including the 200 firms within the Cavite Economic
Zone. These companies with total capitalization reaching P26 billion
employed slightly less than 80,000 workers. Companies in the drawing
board are expected to bring in additional capitalization of P17 billion.
In the same period, besides the seven (7) DOTC-accredited resort hotels,
five (5) world class golf courses with residential estates have been
completed.
Cavite is also a preferred expansion site for tertiary educational
institutions, which were originally based only in Manila or Quezon City. As
of 1995, province has recorded 21 and 8 private and public colleges,
technical and vocational schools, respectively, that have set up branches
in various parts of Cavite. Among the better known institutions are: De La
Salle University (including its medical school), Philippine Christian
University, Technological University of the Philippines, AMA Computer
College, and Systems Technology Institute (STI). Cavite also hosts
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seven (7) training centers including those of the Development Academy of
the Philippines and International Institute for Rural Reconstruction.
Agriculture
Besides employment in industrial and tourism estates and economic
zones, the other major source of livelihood in the province are farming,
commercial fishing and fishpond operations. Rice, coffee, banana,
pineapple and other fruits comprise the major agricultural crops. Seventy-
five percent (75%) of Cavite’s 106,079 hectares remain committed to
agricultural activities. As of 1995, 477 hectares are devoted to bangus
(milkfish) and prawn culture. About 20,000 fisherfolks are engaged in
commercial and non-commercial fishing.
Business & Industry
Five years ago, Cavite recorded a total of 40,523 business
establishments aside from the numerous business locators in the
industrial estates and economic zones. Retail/wholesale outfits, followed
by banking and finance companies, and manufacturing establishments
dominated the list. In 1994, total capitalization reached P2.6billion.
Aside from commercial businesses, the province hosts 311 cottage
industries with a capitalization of P23 million. These cottage industries
are involved in food processing, garments, metal crafts, and handicrafts
provided employment to about 2,000 persons.
Housing Facilities
160
As of 1993, at least 3,000 hectares of the provincial land area have been
used for residential subdivisions and socialized housing projects to
accommodate the spill-over population from Metro Manila. Among the
host municipalities with biggest areas for housing development projects
are Bacoor, Dasmariñas, and Tanza. Recently, residential
subdivisions have also arisen in Tagaytay City, Trece
Martires City, Silang, Gen. Mariano Alvarez, and Gen. Trias.
These are also the
same areas wherein the industrial and tourism developments have been
recently occurring.
3.4.3 The Host Cities & Municipalities
The City of Parañaque: Towards Greater Heights
Parañaque has attained cityhood only recently but it aims to become a
self-sustaining and lead city within the next few years. It is one of the
more urbanized areas of Metro Manila with a population of 446,145
growing yearly at the rate of 4.6%. With a land area of 4,657 hectares
(including the reclamation area), it is the third largest within the National
Capital Region.
Parañaque City’s renewed potential for commercial and residential
development comes from the reclamation effort along Manila Bay under
the Boulevard 2000 Project. When completed, Parañaque’s land area
shall have increased by 18% or 827 hectares.
Barangay Baclaran remains the main Central Business District (CBD) of
Parañaque. Areas along Ninoy Aquino Avenue and A. Santos Avenues
(or Sucat Road) are emerging commercial and business centers. Main
streets within Barangay BF Homes, Better Living Subdivision and
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Multinational Village have also witnessed the mushrooming of small to
medium-scale business establishments.
During the Ramos Administration, expectations have been built up
towards high-end mixed-use development in the reclamation area along
Manila Bay. A few years hence, the Uniwide Coastal Mall and several
skyscrapers arose, along with upscale residential subdivisions in the
much-touted Asia World City. Yet, business has yet to pick up in this site.
In 1997, registered business and commercial establishments reached a
total of 12,818. Majority (53%) of the establishments belongs to the
wholesale and retail sector. More than one-fifth (22%) are service
contractors. The rest are eateries/restaurants (7%), manufacturing firms
(4%), and exporters (2%). Twelve percent (12%) were grouped as various
establishments.
Industrial firms are concentrated along the South Superhighway. These
are mostly electronics and garments factories. In 1994, these totaled
about 247 with aggregate investments of P15 billion.
With only 13 hectares devoted to agriculture, activities in this sector are
very minimal. Fishing is confined along the coastal areas of Manila Bay.
Prior to intense housing developments in the southern part Metro Manila,
District II of Parañaque was among the first areas to be developed into
residential subdivisions in the 1970s up to the early 1980s. On the other
hand, District I represents Parañaque’s traditional residential communities.
Like most areas of Metro Manila, Parañaque has not been spared of a big
share of depressed communities. The city government has pinpointed
168 blighted areas.
162
The City of Las Piñas: The Gateway to Calabarzon2
Geographically, Las Pinas straddles the gateways to CALABARZON.
One entry point at the eastern part of the city leads to
Laguna and Batangas via the South Superhighway.
The other gate is the Coastal Road to the
west along Manila Bay that leads to Cavite and southward to
Batangas. These two gateways are linked by the Alabang-Zapote Road.
Two other major arteries, Sucat Road and Calle Real (now the Quirino
Avenue) which combines with the Coastal Road complete the triangle that
defines Las Piñas’ strategic geographic function south of Metro Manila.
Within this triangle lies 3,000 hectares of prime urban land going through
consistent development into a first class city.
Las Piñas is mainly a residential area for Metro Manila workers and
businessmen. Almost half of its land area is devoted to medium-density
residential subdivisions interspersed by high-density communities. The
latter are generally found in blighted areas in the city’s northern fringes
facing the coastline. Low-density residential areas comprise a small
portion in the eastern side of the city.
Unlike the industrializing sites in CALABARZON area, Las Piñas houses
mostly small-medium enterprises (SMEs) as most of its big factories have
relocated outwards to the CALABARZON area. Ninety percent (90%) of
its total 10,000 business establishments are SMEs, which are touted as
the entrepreneurship base of city’s future role as the “Southgate of Metro
Manila.”
2 This section is largely based on the Comprehensive Development Plan of Las Piñas, Volume 2, March, 1997.
163
Most of the commercial establishments and large shopping malls are
located along the Alabang-Zapote Road. These establishments include
Shoemart (SM) South Mall, Manuela Metropolis and Filinvest City.
Two years ago, the city government has declared the old Calle Real from
the Parañaque boundary up to Zapote bridge as the “Las Piñas Historical
Corridor,” a Spanish type tourist destination. Restoration of buildings and
landmarks has since been undertaken in this part of the city.
Very little agricultural activity is undertaken in residual farmlands, salt beds
and fishponds, which comprise a total of three percent (3%) of the total
land area of Las Piñas.
Vacant or open space represents 31% of Las Piñas. This is however on
the decline due to conversion to residential and other uses.
As of 1995, Las Piñas recorded a population of 413,086. With an
average growth rate of 6.39%, the city will have a populace of 528,011 by
year 2000.
The Municipality of Bacoor3
Like Parañaque and Las Piñas, the municipality of Bacoor is also a
catchment area for overspill population from Metro Manila. It currently has
a population of 250,821 persons and 52,594 households in its 73 all-urban
barangays. Growth rates since the 1980s ranged from 9-11% annually
compared to 5-7% in the 1970s.
Authorities say that development of residential subdivisions was partly
spurred by the opening of the Manila-Cavite Coastal Road in the 1980s.
Increases in population have been attributed to in-migration of families
who were able to buy residential properties from the various housing
3 Data for this section were largely based on the Socio-economic Profile of the Municipality of Bacoor and NSO.
164
projects, and those who opted to move into urban environs to improve
their access to Metro Manila-based job opportunities.
Trade, commerce and service sectors constitute the primary sources of
income for the Bacoor population. These are mostly wholesale, retail
(sari-sari stores) and restaurant establishments. Business establishments
are mostly concentrated in Zapote, Panapaan, Mabolo and Talaba.
Other income earners are small-scale manufacturing, cottage
industries, and fishing which includes oyster mussel culture.
Agriculture experienced a rapid decline due to land conversion for
subdivisions.
In 1995, registered business establishments reached a total of 3,690.
This number does not include establishments within the Shoemart (SM)-
Bacoor Commercial Complex and other commercial buildings that recently
sprouted along Aguinaldo Highway.
Bacoor also has a total of 94 schools, all types, public and private. Official
documents cite that rapid urbanization has definitely led to population
increases which consequently lead to bigger demand for urban services
including a more efficient mass transport system. Current problems faced
by the municipality are unemployment, traffic congestion due to narrow
streets, low-cost housing shortage, unsanitary living conditions, and
flooding in low-lying areas including the Poblacion.
3.4.4 The Direct Impact Areas
This study concentrated on direct impact areas defined as follows:
165
• Where houses and properties would be hit (i.e. 10 meter
ROW tract)4;
• Where necessary project-related road widening would be
done;
• Where land for stations would be acquired;
• Where establishments and vendors would be physically and
economically affected;
• Where socio-religious centers and landmarks would be
potentially disturbed.
3.4.5 Affected Population Groups
Table 3.4.1 shows the affected population groups by type and by
area. Please refer to Figure 3.1 for the Impact Area and
Settlement Map, and Figures 3.4.1 a-f for the Settlement Maps on
a per barangay basis.
Table 3.4.1 Affected Groups, By Type , By Area
Area Dominant Land Use Type Affected Groups
Parañaque 1. Redemptorist Road, Brgy.
Baclaran
Commercial ¾ Building Owners ¾ Big business
establishments ¾ Small-medium
enterprises within the big commercial building
¾ Fixed stall vendors ¾ Ambulant vendors ¾ Baclaran Church
2. Section of the Coastal Road, Brgy. Tambo
Commercial ¾ Uniwide Coastal Mall ¾ Big Business
establishments ¾ Small-medium
4 Since there was yet no finality about the alignment, the proponent and the Public Participation Team agreed on a 30-meter working width.
166
Table 3.4.1 Affected Groups, By Type , By Area enterprises within Uniwide Coastal Mall
3. Portion of Asiaworld Properties, Brgy. Don Galo5
Commercial/residential
¾ Private property owners
4. Riverbank under the jurisdiction of Bryg. Don Galo (North bank of Parañaque River)
Residential/Institutional ¾ Brgy. Don Galo Sports Complex
¾ Informal Settlers
Las Piñas 1. Abuhan, Brgy. Manuyo 1
Agricultural (fishponds/saltbeds)
¾ Informal settlers Fishponds/salted owners6
2. Abc, Real St. Brgy. Pulang Lupa 1
Residential/ Commercial ¾ NHA lot awardees/applicants
¾ Small house & lot renters
¾ Private residential property owners
5 Land Acquisition Team of LRTA and SNC-Lavalin Inc. took charge of this segment. PAGE 3-59 6 Affected fishpond/saltbed owners could not be located during the scoping and data-gathering phases. Two meetings were attempted but these did not materialize.
167
Table 3.4.1 Affected Groups, By Type , By Area ¾ Commercial
establishments (ABC/Lovers’ Disco, Automotive shop, bus terminal)
¾ Las Piñas Elementary School
3. Tramo St., Pulang Lupa 1
Residential/Commercial ¾ NHA lot awardees/applicants
4. Daang Kariton/Celle 5 Gabriel COmpound
Residential/Commercial ¾ Informal settlers ¾ Private residential
property owners ¾ Sarao ¾ Sogo
5. Irasan, Kawayanan
Agricultural ¾ Private property owners/tenants
¾ Fishpond/saltbed owners
¾ Cock breeding farm
Bacoor 1. East side of Coastal Road starting from Bayer signage, Brgy. Longos/Zapote
Residential ¾ Private residential property owners
¾ Informal settlers
2. Portion of Brgy. Talaba 2
Residential ¾ Undocumented occupants of property under Spanish title
¾ Barangay Chapel ¾ AMA Bank
3. East side of Talaba Diversion Road, Brgy. Talaba 4 (site of 2-3 meter road widening)
Commercial/institutional ¾ 3 households ¾ Talaba Elementary
School ¾ Talaba 4 Barangay
Hall ¾ Bacoor Police Station ¾ Bacoor Fire Station ¾ Building owners ¾ Small-medium
enterprises ¾ Private Hospital
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3.4.6 Socio-Economic Profile of Affected Population Groups
3.4.6.1 Parañaque
Redemptorist Road, Barangay Baclaran7
Barangay Baclaran is one of the sixteen barangays of the City of
Parañaque. It is bounded by the Baclaran River in the east, Pasay City on
the north edge, Manila Bay on the west side and Barangay Tambo in the
south.
Baclaran is historically known for the Wednesday Novenas at the Mother
of Perpetual Help National Shrine at the Redemptorist Church which
regularly bring in some 10,000 people from different parts of the country.
It later became a center for trade and commerce, being the melting pot of
people bound for the other areas of Parañaque, Las Piñas City, Cavite
and other Southern Luzon provinces.
As stated in the community’s socio-economic profile (1996), Baclaran has
81 major business establishments, composed of shopping malls,
restaurants, commercial banks, supermarkets, wet markets, drug stores,
theaters, and a gasoline station. Not to mention the thousands of small
7 See pertinent Parañaque-related tables for more details.
169
businesses in the different shopping centers along Redemptorist Rd.,
Quirino Ave., and other major thoroughfares. (See Table 3.4.2)
Table 3.4.2 Number of Business Establishments According to Type of Business
Type of Business Number Dry goods market/Shopping centers 23 Food chains/Restaurants 19 Commercial banks 18 Supermarkets 5 Wet Markets 5 Drug Stores 5 Theaters 5 Gasoline station 1
Total 81
In Redemptorist Road alone, there are twenty-four (24) commercial and mixed commercial-residential establishments.
¾ South side of Redemptorist Road
1. Rofer Land (under construction) 2. Montemayor Market 3. Rosy’s Bridal Spot 4. Baclaran Rural Bank 5. Segundina Market (under renovation)
¾ North side of Redemptorist Road
1. McDonald’s Restaurant (newly constructed) 2. Santiago Flea Market 3. Cherry-Vic Bldg. 4. AVK Redemptorist Store 5. Rosy’s Commercial-residential building 6. Commercial-residential building (no name) 7. Residential building (no name)
170
8. Cherry’s Native lechon commercial-residential building 9. 3094 Building 10. McDonald’s-Redemptorist 11. Ling Nam Bldg. (Ortigas Realty) 12. Micar Shopping Center 13. Venus Bldg. 14. RPG Mart 15. Jollibee/Datamex Building 16. PCI Bank Bldg. 17. FUAGVMI Trade Center (recently renovated) 18. Berma Center (Shopping center/theater) 19. Besta Center Potentially Affected Groups
Building Owners
At present, Baclaran is going through a phase of modernization, most
especially along the busy streets of Redemptorist and Quirino. Very
noticeable changes are the recent renovation of Berma Shopping
Center/Theater and FUAGVMI Trade Center. Other obvious
developments are the newly constructed 3-storey McDonald’s restaurant
building at the corner of the north side of Redemptorist Rd. and Quirino
Ave., and Rofer Land at the South side, which is on the initial stages of
construction. Segundina Market located at the south side of Redemptorist
is also currently being renovated.
These said establishments, according to Bryg. Captain Rolando C.
Cailles, contribute heavily to Barangay Baclaran’s yearly income in the
form of real property taxes, business taxes, etc.
Tenant Business Owners
Two to three hundred small and big businesses currently operate in the
area. McDonald’s, Jollibee, Dunkin Donuts, Uniwide Family Store, and
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PCI Bank are among the big businesses situated along the proposed
alignment. Small-to-medium-scale tenant business owners are engaged
in the retail of clothing/apparel and eatery businesses. Around two
hundred fifty business owners of these types abound in the shopping
centers mentioned earlier. (This number may have increased, considering
that during the survey period, the 3-storey FUAGVMI Trade Center was
still in the latter phase of renovation.)
Vendors
According to Ms. Norma Sandoval, President of the
Federation of Baclaran Vendors, there are about five (5)
thousand fixed-stall and ambulant vendors in Barangay Baclaran. Along
redemptorist Road alone, there are 120 fixed stall vendors while another
three to five hundered of the ambulant type, abound in this busy street.
Fixed-stall vendors are usually those with a 2-4 square-meter tent-like
business posts on the sidewalks of Redemptorist Rd. Ambulant vendors,
on the other hand, are those that stay on the unoccupied parts of the
pavement and a large portion of the street usually their mobile carts
(kariton) or oversized baskets or bilaos, where they display their goods.
Profile of Potentially Affected Groups
Business Establishments8
Length of Stay in Baclaran. Most of the buildings in Baclaran were built
between the 1960s and the 1970s. A few were either constructed or
renovated very recently like in the case of Berma Shopping Mall and
Fuagvmi Shopping Center others currently being rebuilt. It may also be
8 See pertinent tables on Business Establishments for more details
172
interesting to note that Besta Shopping Mart, the oldest building along
Redemptorist, was built in the 1920s.
Out of the 66 building and business owners interviewed, 73% are
newcomers in Baclaran. They started business operations only in the
1990s. Around 15% began in the 1970s.
Space Occupied. Majority of the tenant business owners occupy below 20
square meters of commercial space. Some even make do with two
square meters or less.
Type of Merchandize/Business. About 65% of the business owners
in Baclaran are engaged in the apparel trade. Items
sold range from t-shirts, pants, blouses, skirts and other
ready-to-wear items. The remaining 32.5% of the respondents are in the
restaurant/eatery business.
Vendors9
Length of Stay in Baclaran. Unlike the established big and small business
enterprises, the vendors started out early in Baclaran. Most of them
(73%) came in the 1960s up to the 1980s.
Space Occupied. In contrast to the bigger traders in the area, most fixed-
stall vendors have to make do with a one-or-two-square-meter makeshift
business posts, and even worse for ambulant vendors where their mobile
carts and native bilaos measure only to about one square meter.
Type of Merchandize/Business. Goods range from apparel/clothing,
various accessories, footwear to religious items, candles and fresh
9 See pertinent tables on Vendors for more details.
173
flowers, etc. About 45% sell various types of clothes (t-shirts,
pants,shorts,baby dresses, etc.), 21%, accessories such bags, hair clips,
wallets, and 13% hopes to earn a living from selling religious items,
candles and fresh flowers to church-goers.
Why Redemptorist? The results of the perception survey conducted reveal
various reasons why so many traders pick this area for business. Majority
of the respondents (61%) expressed that Redemptorist Road is the center
of Baclaran and that it is in this particular area where business is
flourishing or as they say “malakas and kita”.
Source of Capital Almost 70% of the respondents say that their primary
source of capital is in the form of loans, either from private individuals or
various lending institutions. Sixty-two percent (62%) of the vendor-
respondents stated that they have to turn to usurious loans the vendor-
respondents stated.
(“5-6”) for their revolving capital. The lucky ones started business with
their own savings (18%) while around 6% get their goods on a
consignment basis. 86% of the vendor-respondents also said that their
loan payments are collected on a daily basis, and that they should earn an
extra P200 daily to pay for their principal and interest.
“Taxes”. Taxes or fees charged come in various forms. The
barangay tax or “buwis sa barangay” ranges from two to six pesos daily
while the municipal tax or “buwis sa munisipyo” varies from two to ten
pesos also collected on a daily basis. These “taxes” are collectively
known as ALKABALA. Some fixed stall vendors also say that thay
purposely do not open on Tuesday and Thursday because it is during
these days when corrupt policemen usually drop by to collect what the
vendors call “tong” or “Lagay”.
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Income. Average daily income ranges from P100 to P600. Sixty-three
percent (63%) of the respondent mentioned that they earn P300 and
below, 9% say around P400 to P600 while the rest refuse to answer the
question. Eighty-five percent (85%) of those interviewed also added that
their small business in Baclaran is their only source of income/livelihood.
Level of Organization. From among the vendors interviewed, 81% are
members of the different member-organizations under the Federation of
Baclaran Vendors, headed by Ms. Norma Sandoval. Ms. Sandoval also
cited that there are thirty member-organizations under the said federation.
One of the vendor-organizations in Redemptorist Road mentioned is the
Redemptorist Religious Sidewalk Vendors, Religoius & Dry Goods
Association, Inc. The vendor-members also said that their federation has
nothing against the LRT project except that they cannot agree to the
proposal that the LRT Line 1 extension pass through Redemptorist Road.
Perceptions About the Project
Business Establishments10
More than a hundred building/business owners were approached during
the survey but unfortunately about 50% of them refused to be interviewed.
The perception survey reveals that only 58% of the building/business
owners are aware about the project. When asked if they agree to the
project, 85% answered in the affirmative. But when further asked
regarding the proposed Redemptorist alignment, the answer was a
categorical no (85%).
10 See pertinent tables on Establishments for more details
175
The reasons given for a low acceptability are as follows: perceived decline
in business as in the case of Carriedo and Avenida (mamamatay ang mga
negosyo & matutulad ang Baclaran sa Carrriedo at Avenida); disturbance
to church-goers and to the solemn atmosphere of Redemptorist Church
(apektado and Simbahan); Vehicular and pedestrian traffic congestion
(sisikip and daan); and loss of income for public utility vehicle drivers and
operators.
When asked about what the project must do to somehow address the
negative impacts of the project, the most common responses were:
“Anywhere but Redemptorist Road” and “Consider other alternative routes
such as Quirino Ave., EDSA-Roxas Blvd., and Airport Rd.”, expressed in
the native tongue as Huwag sa Redemptorist idaan and LRT and Sa
Quirino Ave./EDSA/Roxas Blvd. /Airport Rd. idaan.
As far as perceived impacts are concerned,
almost 88% of the respondents said they could
see how they could benefit from the project and that they could not
mention even one good effect to them and the community, as a whole.
About 9% though, expressed that this could ease the traffic problem and
that this would be favorable for commuters.
Vendors11
As gleaned from the perception survey, majority (81%) already knows
about the project. But when asked it they agree to and accept the project,
85% said no.
11 See pertinent tables on Vendors for more details.
176
Reasons enumerated for non-acceptance are: loss of costumers and
significant decrease in earnings and worse, closure of businesses
(mawawalan ng costumers, kita, o hanapbuhay), severe traffic congestion,
and destruction of the divine and solemn atmosphere of Baclaran church
(masisira/magiging maingay sa simbahan). Some even expressed their
fears of Baclaran being like the virtually dead Avenida and Carriedo, which
prior to the LRT Line 1 construction was one of the major business centers
in Metro Manila.
When asked about what the project proponent must do to somehow
address the negative impacts of the project, the vendor-respondents gave
answers similar to those of the tenant business owners such as “Huwag
sa Redemptorist idaan ang LRT,” and “ Ideretso sa QuirinoAve.” Some
even strongly stated that they would be better off without the LRT Line 1
Extension Project.
Like in the case of business owners, the 95% of the vendor-respondents
also think that they are bound to lose more rather than
benefit from this project . When asked about the possible
positive impacts of the project all they could say was “none.”
Only 2% of them said that the project could improve the traffic situation
and somehow lessen pollution caused by vehicular traffic.
Section of Coastal Road, Barangay Tambo12
Uniwide Sales Coastal Mall is just one of the several commercial centers
in different parts of Metro Manila established by Uniwide Holdings Inc.
owned by Mr. Jimmy Gao. The mall is composed of two buildings and a
12 See pertinent tables on US Coastal Mall Establishments for more details
177
big parking area. It started its operations in 1996 but their performance up
to this been way below their expectations.
The mall is situated at the west side of Coastal Road in Barangay Tambo,
Parañaque City. The structure, which occupies 5.6 hectares, stands on a
10-hectare land leased from the Public Estates Authority (PEA).
According to Engr. Tolentino, Uniwide sales Coastal Mall building
administrator, only 50 of the 830 commercial spaces available are
currently under lease contracts by medium to large business enterprises.
The LRT Line 1 Extension is certainly a welcome boost for business and
trade in this area.
Commercial banks such as, the Bank of the Philippine Islands, Equitable
Bank, Philippine Bank of Commerce and Ecology Bank are among the big
business groups in the center. The more popular food chains such as
Jollibee, Mc Donalds, Shakeys and Greenwhich Pizza Parlors also
maintain big commercial spaces at the ground floor. About 25 small
traders occupying temporary mini business stalls stand in the corridors
near the mall’s entrances.
As culled from the survey, all the seventeen (17) business
owners/managers interviewed are new tenants. Eleven out of the
seventeen (58%) respondents started in 1998 while the rest only came in
this year.
As mentioned earlier, there are fifty (50) small to big businesses currently
operating in the center composed of restaurants, shoe stores, apparel
shops, commercial banks, jewelry stores, bookstores, and amusement
centers shown in Table 3.4.3.
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Table 3.4.3 Number of Business Establishments According to Type of
Business/Merchandize Type of
Business/Merchandize Number
Food chains/restaurants 8 Jewelry stores 7 Footwear 6 Apparel 5 Commercial banks 4 Appliances, Furniture & Accessories Center
3
Bookstores 2 Amusement centers 2 Optical shops 2 Music Store 2 Photo shop 2 Others 7
Total 50
The perception survey reveals that 58% already know about the proposed
project. Majority (95%) also said that they are in favor of the project.
Reasons given for high project acceptability are: there would be more
customers because of the proposed location of an LRT station at the
intersection of the proposed location of an LRT station at the intersection
of Coastal and MIA Roads, less traffic and fast transport system.
The respondents (63%) however raised concern for serious traffic
problems especially during the construction phase and they suggested
that re-routing be considered to address this problem.
Barangay La Huerta Riverbank Informal Settlers 1314
13Two respondent-households each from M. Rodriguez and In front of Iglesia ni Kristo indicated that they are house-and lot-owners. Their documented properties may have only encroached on government land. 14 See pertinent La Huerta-related tables for more details.
179
These informal settler communities are located on the fringes of the south
bank of the Parañaque River. With the help of local interviewers, the
Public Participation Team was able to group them according to their
specific locations, namely: M. Rodriguez, opposite Iglesia ni Kristo
Church, and Tabon.
The informal settlers in M. Rodriguez comprise the cluster of thirty five
(35) households at the mouth of the Parañaque River where it joins Manila
Bay. Dwellings are mostly one-room affair shanties on stilts.
The next cluster comprises forty-eight (48) households opposite the
Iglesia ni Kristo Church up to the Sto. Niño Bridge. The structures made
of light materials and galvanized iron sheets are poorly constructed 2-3
level extensions of better made houses. They are accessible through
narrow alleys from the barangay proper. Interviews revealed that majority
of those living here are actually second generation families of original
middle to low income La Huerta residents.
Also on the south bank of Parañaque River but on the east side of Sto.
Niño Bridge is the Tabon cluster, composed of eleven (11) households,
which is located beside the La Huerta Barangay Hall and behind the La
Huerta Elementary School. Respondents said that thay were relocated
here during the construction of the Coastal Road.
The quick census identified a total of seventy-one (71) dwellings
occupied by ninety-four (94) households. Twelve percent (12%) are
women-headed households.
Majority (75%) is a single household per dwelling families. Fourteen
percent (14%) indicated that they share their residence with another
family. Ten percent (10%) share their abodes with two other families.
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Average family size is 4.5. Total affected population is four hundred
twenty-five (425) persons.
Residence History & Status of Occupancy. The majority respondents in
M. Rodriguez and those located in front of Iglesia ni Kristo indicated that
they are standing on public land. In Tabon, almost 50% admitted that they
are occupying public lands. The other half said that their homelots are
privately owned and that they are occupying it for free.
For Iglesia ni Kristo cluster, majority (71%) own their dwellings. Six
percents (6%) are house renters. Two percents (2%) are house and lot
renters and 17% are either dwelling sharers or rent-free dwelling
occupants.
In Tabon, three (3) households are house owners on public land; six (6)
households are house owners in private land. Two (2) households are
occupying dwellings for free.
In M. Rodriguez, majority (54%) are house renters; 34% are house
owners; and 5% occupy rent-free dwellings. The rest claim to be house-
and-lot-owners.
Residence history date corroborate that majority in Tabos and Iglesia ni
Kristo are long-termers. M. Rodriguez has relatively more new settlers.
At least 11 households that they came from Freedom Island and other
parts of La Huerta where clearing of informal settlers have previously
occurred.
Also when asked how they settled in their current place of residence, more
than half from both Tabon and Iglesia ni Kristo clusters said that they were
actually born there.
181
Age. Majority of the household 64% of husbands, and 73% of the wives
heads are young with ages ranging from 16 to 44 years old. About 5% of
the households’ heads are senior citizens. The rest are 45 to 59 years
old.
Educational Attainment. Education levels for both female and male
household heads are low. Slightly more than 20% finished high school.
Not more than 10% finished college or vocational degrees.
Household Income. Based on the NSO 1995 poverty figures, 20% of the
respondent families fall below the food threshold of P41,850 yearly for a
family of six. Forty-five percent (45%) fall below the poverty line which is
P67,872 annually for a family of six. Using the national poverty threshold
figure of the National Anti-Poverty Commission which is P132,000 yearly
for a family of six (equivalent to P11,000 income per month),
approximately 80% of the families are classified as poor.
Sources of Income. The male adult household heads earn incomes from:
sea-based activities such as fishing, mussel-gathering, wharf porters, fish-
bidding (40%); as skilled workers such as drivers, carpenters, musicians
(20%); as unskilled labor (11%). Others (12%) are rank-and-file
government or private sector employees. Some (7.5%) have their own
small-scale business such as sari0sari store owners, market stall holders,
making and selling sweets and merienda (snack) items. 2.5% are
overseas contract workers. 7.5% are jobless.
The women are mostly housewives with no gainful source of income
(74%). Some (15%) are self-employed as fish and mussel vendors and
bidders, sidewalk vendors, beauticians. A few (8.5%) are employed as
182
sales personnel, government staff, and streetsweepers. 2% earn incomes
as laundry women for neighbors.
Offsprings of working age earn incomes as drivers, as sales and service
workers, vendors. One works as a teacher.
Places of Work. Almost half (49%) of the respondents who are gainfully
employed, work in La Huerta and other nearby barangays of Parañaque,
The others work in neighboring towns (Las Piñas, Muntinlupa), and within
Metro Manila such as Manila, Makati City, Quezon City and Navotas. One
said he works in Laguna.
Community Cohesion. From the interviews, all the three clusters exhibited
very slight sense of community cohesion. This was expressed mainly
through community leaders that they recognize. The Barangay Captain
topped the list of ten leaders mentioned.
Perception about the Proposed Project
Majority (64%) of the respondent-households are familiar with the project.
Scoping meetings, interviews, LRT project personnel, and neighbors are among
their sources of information.
Initially when asked, in general if they agree to the project, 30% said yes. 50%
said no.
However, to the question, if directly affected, would they agree to the project, the
affirmative answers decreased to 3%. Those who said no decreased to 17%.
Conditional answers increased to 71%.
183
Among the conditions given are: decent in-city relocation package (51%), fair
negotiations (15%), disturbance and damage compensation/financial assistance
(13%), and execution of a written agreement (6%).
3.4.6.2 Las Piñas15
Informal Settlers in Abuhan, Barangay Manuyo 1
Abuhan is accessible through maze of narrow alleys from a relocation site called
Poultri Compound. Some respondents said that Abuhan is part of the Villar-
Aguilar property, which is planned to be transformed into a commercial center.
Other said it is public land.
The Abuhan Community is located on a strip of land along one of the creeks in
Manuyo 1. It is visible from within the Golden Haven Memorial Park. Within the
30-meter width, the Public Participation Team identified eighteen (18)
households but only fifteen (15) were available for interviews. Dwellings
are connected one-room structures built from light materials and GI sheets.
Twelve (12) households live in their own one-room structures. Three families
share their dwelling with one other household. Average household size is 4.4.
Computed affected population is sixty-six (66).
Ages of female and household heads range from 20 to 54 years old. Two (2)
households were headed by senior citizens. Three (3) households are headed
by women.
Of the twenty-eight (28) household heads, thirteen (13) finished high school.
Seven (7) are college or vocational course graduates. The rest finished
elementary school.
15 See pertinent Las Piñas-related tables for more details.
184
The husbands are all gainfully employed as skilled and unskilled workers, except
for two (2) who gave no answer. Eleven (11) of the female adult heads are
housewives with no gainful employment. The four (4) get their income from
doing laundry, working as a factory worker, as a maid, and from a small sari-sari
store.
Based on the NSO 1995 poverty statistics, six households fall below the poverty
line. Other revealed their incomes to be within the range of P70,000 to slightly
over P200,000 per year.
Five (5) households joined the community in the 1990s. The rest started living
there in the 1980s and earlier. Six (6) household heads said they were born in
that community. Others came from other parts of Las Piñas and from Negros
Occidental
Twelve (12) households said they own their dwellings. One (1) indicated that
they are renters. The rest gave no answers.
Thirteen (13) families or 87% said that hay belong to a neighborhood association.
The rest indicated no membership. High community cohesion could be attributed
to community organizing efforts of the Urban Poor Affairs Office to prepare the
community for eventual relocation.
Perception about the Project
All the respondents have heard about the proposed project. Accordingly, they
were iformed by the Las Piñas Urban Poor Affairs Office that they will be affected
by the project and that they were informed that they will be relocated. Most of
them have no objections to the project for as long as they will b properly
relocated. A minority indicated that employment opportunities and financial
assistance from the Project Proponents can make life easier for them.
185
The ABC Community, Pulang Lupa 1
This is an old residential/commercial community located on the north approach of
the Real Bridge from Zapote. Affected are a mix of modest private residential
and commercial properties and low-income renters of small homelots and
dwellings, which are not easily visible from the roadside. Within the 30-meter
width, the Team identified thirty-four (34) households. Average household size is
4.9. Total affected population is about 167.
Affected private properties are the ABC/Lovers’ Disco, an automotive shop and a
bus terminal.
On the south approach of the Real Bridges is the Las Piñas Elementary School.
Sources of Income. Majority of the male adult heads are of skilled and unskilled
workers and those with small scale businesses. Two thirds of the women are
housewives. A few gain income as dancers, employee and factory worker. The
rest do laundry or have a small sari-sari store.
Household Income. Slightly less than half fall below the NSO poverty line. The
other half indicated incomes ranging from P70,000 to P200,000 yearly.
Residence History. Almost half are old timers in the community having been
there between the 1930s and the 1980s. The rest came in the 1990s.
Community Cohesion. Only 12% indicated membership to a community
organization. The rest are not organized in any way.
Perceptions about the Project
186
Slightly more than half has heard about the project but their information is on a
hearsay basis.
When asked in general if they agree to the project, 62% said yes. Less than 29%
said no. The rest gave no answer.
However, to the question “if directly affected would you agree to the project?”
only 3% categorically said yes. Twenty-nine percent (29%) said no. Sixty-five
(65%) gave conditional answers.
Conditions to make them agree to the project are: decent and in-city relocation
package (48%), fair compensation (29%), financial assistance (6%).
Tramo Street., Pulang Lupa 1
This community of NHA lot awardees and applicants is found on the north
approach of Tramo Bridge along Tramo, St in Barangay Pulang 1. Within the 30-
meter width, the Team identified 50 households. Average household size is
4.12. Total affected population is 206.
Looking at the concrete one to three level structures, this section of Tramo St.
has metamorphosed from an informal settlers’ depressed area into an improved,
though still congested, residential community.
Ten families are single households to one dwelling. Six (6) families share their
house with another family. Twenty (20) families are three households in one
dwelling. Fifteen (15) respondents said that they share their house with four (4)
other families.
187
Educational Attainment. The educational attainment level is slightly higher than
the other affected communities. More than 33% of the adults are high school
graduates. Twenty percent (20%) have college or vocational degrees.
Sources of Income. They earn regular incomes as employees, skilled and
unskilled workers. Some have their own small-scales business. Owing to higher
educational level, 66% of the wives are gainfully employed.
Household Income. Only 36% are below the NSO poverty line. Twenty percent
(20%) earn incomes between P180,000 to more than P20,000 a year. The rest
reported incomes ranging from P70,000-170,000 annually.
Residence History. Seventy-five percent (75%) of the respondents are old time
residents having joined the community between the 1920s and the 1980s.
Community Cohesion. Next to Abuhan, the community displays high level of
cohesion. They have shown substantial participation in scoping meetings. The
survey data also indicate that 56% of the households are organized. NHA may
have been instrumental in organizing them. One of the recognized leaders is Mr.
Boy dela Cruz.
Perceptions about the Project.
Majority of the respondents (82%) have heard about the project. Their sources
of information are municipal and barangay officials, the neighborhood
association, EIA Team. Several heard it from the grapevine.
They are also aware that their houses may be directly affected and that the
proposed project is likely to push through.
188
When asked if they agree to the project even if their properties are affected, 12%
categorically said no. Eight percent (80%) gave conditional answers. Eight
percent (8%) abstained.
Conditions to make them agree to the project are: decent relocation package
(43%), in-city relocation (12%), fair compensation (31%) and preferential
employment (10%).
Informal Settlers in Daang Kariton/Calle 5/Gabriel Compound in Barangay
Pulang Lupa 1
This community is located behind ABC and along
the north bank of the creek. This place is called by different names:
Daang Kariton or Calle 5 or Gabriel Compound. It is accessible through a narrow
alley from the Petron gasoline station along Real Street. This big informal
settlers community is not visible from the road. Part of it can be seen from the
Real Bridge. The occupied area is public land.
Entry into this place is difficult without a guide familiar to the maze of alleys and
footpaths. It is a very congested area similar to an unending interconnection of
rooms, which serve as abodes for hundreds of families.
Within the 45-meter width, 16 54 households were identified. Three (3)
households are headed by senior citizens. Average household size is 3.83.
Total affected population is 211.
Majority own the dwellings that they built or acquired them buying the structure or
the rights to occupy the space. The rest are either renters of the dwellings or
shares.
16The proponents initially designated 30 meters but requested that another 15 meters more be covered.
189
Residence History. Majority are old timers to the place having settled in the
community between the 1920s and the 1980s. Thirty-three percent (33%) said
they were born there. About 20% joined the community in the late 1990s.
Community Cohesion. Majority of the respondents (63%) indicated that they are
members of a community organization. Twenty-two percent (22%) said they are
not organized. The rest gave no answer.
Sources of Income. Majority of the male adults earn incomes as skilled and
unskilled workers, and as rank & file employees. Almost 70% of the women are
not gainfully employed. A few work of employees, sales workers and maids.
Household Income. Based on the NSO poverty statistics, 54% of the families live
below the poverty line. But if the NAPC poverty figure us used, 80% of the
household would be classified as poor.
Perception about the Project
Only 63% of the respondents know about the project. They got their information
from the neighborhood association, from barangay officials and project personnel
who did fieldwork in the area. Those who have heard about the project know that
if the project pushes through that they will be displaced.
When asked, in general, if they agree to the project, 67% said No. Twenty-nine
percent (29%) said yes. The rest gave no answer.
They were asked a second acceptability question : “ if their property will be
directly affected by the project will they give up their property?” To this, 49% still
said No. Most of those who previously saidyes (33%) said “It depends”.
190
Condition to make them agree to the project are:in-city and decent relocation
package, fair compensation, and financial assistance.
Irasan, Kawayanan
Irasan is a vernacular term for saltbed. This community is composed of clumps
of not more than temporary dwellings in the fishpond/saltbed area of Pulang
Lupa 1. This area is mostly private property with different owners. Some said
some parts are public land. Entry into this place is via Bernabe Compound, then
through a foot bridge crossing the Munting Ilog Creek.
Twenty-eight (28) households were identified within the 30-meter width.
Average household size is 3.4. Total affected population is 95.
Previously, it was only tenant/caretakers and fishponds/saltbed workers and their
families who live here. Relatives and friends with no other place to stay later
joined in.
Most of the households already know about the project. When asked in general,
whether they agree to the project , 89% said yes; 4% said no. The rest gave no
answer.
But when asked if they are willing to give way to the project if in case their
dwellings will be affected, 11% said no. Seventy-one percent (71%) said it
depends if their conditions are met.
The conditions are: relocation (54%), fair compensation (8%), and financial
assistance (37%).
3.4.6.1 Bacoor, Cavite17
Section of Barangay Talaba 2, Bacoor
17 See pertinent Bacoor-related tables for more details.
191
This community is located at the west side of the Talaba Diversion Road.
Affected in this area are 95 households. Half of the respondent-households
joined the community only in the 1990s. Half of them are long-time residents
having settled in the community between the 1930s and the 1980s. The
community bears the markings of urban blight but it might be too hasty to tag all
the households as squatters or informal settlers.
Informants revealed that the occupied land is covered
by an old Spanish title which none of them had the privilege to
see. Accounts say that the land belongs to certain Cuenca Sisters who were
allegedly killed because of ownership conflict over said property. The title
supposedly disappeared with the death of the Cuenca Sisters.
Old-timers said that they used to pay lot rentals collected by self-designated
relatives of the Cuencas. But through time, the collectors stopped collecting the
regular rentals. As nobody knew who was in charge of the land, people freely
joined the community. They secured their own spaces and built their own
community. They secured their own spaces and built their own dwellings. Some
unscrupulous occupants even put up additional structures for rent. Some bought
rights to the space and the dwelling. Almost half are house owners and the other
half are house renters. One (1) household indicated that they own their house
and lot.
Majority of the households (83%) are single family per dwelling occupants.
Twelve percent (12%) share their dwelling with another family. Four percent
(4%) live with two other families. Household size is 4.5. Total affected
population is 426. More than 40% of both male and female adult heads are high
school graduates. Almost 10% are college and vocational course graduates.
192
Of the 70 male adult heads who indicated their livelihood, 62% are skilled and
unskilled workers. 16% are salaried employees; 4% depend on the sea for a
living; and the rest have their own small scale business. Three percent (3%)
receive old-age pensions.
Among the women, 74% are housewives. The rest are employees, factory
workers and vendors. One has a sari-sari store.
Several families gain additional income from rooms for rent, pensions,
scholarships and money sent by relatives in Metro Manila or abroad.
Based on NSO poverty figures, 50% fall below the poverty threshold. Using the
NAPAC poverty statistics, 72% are considered poor.
In terms of community cohesion, less than 20% are organized. Among the
organizations mentioned are samahan ng mga Magkakapitbahay, Talaba Ladies
Club, and Samahan ng mga Mangingisda.
Perceptions about the Project
Majority (86%) have heard about the proposed project. Information sources are:
scoping meetings, barangay officials, project personnel, and neighbors. They
recognize the potential benefits from the project such as: less traffic, faster
means of transportation, development and improvement of Bacoor. On the other
hand, they also realize that they could be displaced by the project. The area
could get noisy and construction activities could get into their way.
When asked if they generally agree to the project, 54% said yes and 37% said
no. A few said “no choice” or “it depends”. The rest gave no answer.
193
If affected by the project, concurrence decrease 2% and non-concurrence
decrease to 11%. Majority (81%) gave conditional answers. Eight percent (8%)
said “no choice”. The rest said “I don’t know” or did not answer at all.
Conditions to make them agree to the project are: decent relocation package
(53%), fair compensation (28%), balik-probinsya package (2%) and financial
assistance (2%).
Longos, Bacoor
The affected section of Barangay Longos starts from the Bayer sign on the east
side of the coastal road up to the bend that goes to either the Alabang-Zapote
Rd. or the Talaba Diversion Road. Also affected are three dwellings behind the
Samsung signage at Longos-Kanluran.
The area where the census took place covers a total of 45 meters. The first
census was done 30 meters from the edge of the east side of the Coastal Road
where three rows of houses from the bend to the Bayer signage were covered.
Later, a second census was done covering another 15 meters. The proponent
still has to decide where the final 10-meter ROW will be located.
Within the 45 meters, a total of 157 affected households were identified.
Average household size is 5.9. Total affected population is 627.
This place is a de facto relocation site of families who were displaced by Manila-
Cavite Coastal Road Project. Affected households had no place to go and they
resettled here by themselves. Some asked permission from the barangay
captain who had jurisdiction over the area. A few admitted that they have in fact
received payments from previous relocation programs such as that in Freedom
Island. It is largely public land but some respondents indicated that certain parts
of it have been titled.
194
Forty-two percent (42%) are house owners on public land. Fifteen percent (15%)
are house owners on private land. Thirty-four percent (34%) are house renters.
Eight percent (8%) are house & lot owners, though some of them may be
standing on family-owned lots.
Houses are mostly one level structures made up to light materials and galvanized
iron sheets or nipa shingles. There is hardly any space that separates one
household from the other. In some parts along the bend are better constructed
houses including the two-storey concrete house of the Longos Barangay
Captain. It is in this part of the community that most of the old time residents can
be found.
Twenty-five percent (25%) of the male heads of the respondent-households
depend on the sea for livelihood. One half are skilled workers and unskilled
workers. Others operate small-scale businesses like sari-sari stores, and selling
and distribution of water. A few are salaried professionals, government
employees and overseas contract workers.
Almost half of the women are housewives. More than 20% earn incomes from
selling fish and other goods. Some are factory workers. Others have small
stores or work as laundrywomen. Only a handful are professionals.
More than 50% of the households fall below the poverty line, based on NSO
poverty figures. Using the NAPC poverty statistics, about 60% are considered
poor. Ten percent (10%) reported incomes higher than P200,000 a year.
When asked if they are members of any organization in the community, only 22%
said yes.
Perceptions about the Project
195
Majority (92%) of the respondent-households have heard about the proposed
project. They also know that part of Longos falls within the alignment which
means that their dwellings could be directly affected.
Most of them got their information from the barangay officials and from the
scoping meetings.
When asked in general if they accept the project, 69% said no and 21% said
yes. Eight percent (8%) said “it depends” and the rest did not answer.
If affected by the project, 91% said they can concur to the project if their
conditions are met. Two percent (2%) still said yes and 6% said no.
Conditions to convince them to agree to the project are: decent relocation
package with facilities (43%), fair compensation (61%), financial assistance (4%)
and preferential employment and livelihood program (3%).
East Side of Talaba Diversion Road, Barangay Talaba 4
This section does not fall within the ROW tract but rather an area where
necessary road widening will take place. Affected here are parking areas of
fifteen (15) business establishments, four (4) institutional properties, and three
(3) households.
These establishments range from a medium-size hospital, to a construction
supply store and a kitchenette (carinderia). The institutional properties include
the Bacoor Fire Station, Bacoor Police Station, Talaba Elementary School and
the Talaba 4 Barangay Hall. The three (3) affected houses are a shanty, an
apartment house and an elegant bungalow.
196
Most of the affected private parties are hesitant to
give way to the project. For the government owned properties,
the heads said that they have no choice. However if they indeed will be
affected, they would like the lost space or affected building to be replaced. Extra
open space at the back of the institutional properties can still be bought.
3.4.7 Measure of Social Acceptability
Social Acceptability is defined in the DENR-DAO 96-37 Procedural Manual as
“the result of a process that is mutually agreed upon by the DENR, the
stakeholders and the proponent to ensure that the concerns of the
stakeholders, including affected communities, are fully considered and/or
resolved in the decision making process for granting or denying the
issuance of an ECC.” It also means that the proponent is able to come up with
mitigating and enhancement measures to address relevant and valid issues.
These measures must be backed up by available resources to implement them,
along with the proponent’s commitment, through agreements and guarantess to
fulfill such measures.
Based on the same DAO, social acceptability is determined by the following:
(i) Ecological and environmental soundness of the proposed project
(ii) Effective implementation of the public participation process
(iii) Resolution of conflicts
(iv) Promotion of social and intergenerational equity and poverty
alleviation
Item (i) is addressed by the whole EIS document, together with an Environmental
Management Plan that is an integral part of the EIS. This can also be supported
197
by Barangay, municipal, or provincial resolutions endorsing the project, and
endorsement letters from local NGOs and POs.
Item (ii) was accomplished through the series of project presentations and
consultations with the stakeholders prior to the Formal Scoping Session, together
with the results of the Perception Survey conducted. An approved Scoping
Report, with matrices signed by the participating stakeholders is another strong
proof of meaningful public participation.
As in any other developmental project that will unavoidably entail disturbance to
commercial activities, conflicts with business establishments owners are
expected. Item (iii) can thus be addressed through a negotiated agreement
(MOA) between LRTA and the concerned business groups.
Item (iv) can be addressed through an effective Social Development Program
(Please refer to Section 3.4.7.6) that aims to provide venues for alternative
sources of livelihood, particularly to those whose livelihood will be adversely
affected by the proposed project (e.g., fisherfolks, saltbed and fishpond workers,
fixed stall vendors, ambulant vendors, etc.).
3.4.7.1 Results from Scoping Meetings
Based on the numerous scoping meetings held on the provincial,
city/municipality, and barangay levels, and even with affected groups like
business establishments and vendors, there is general public acceptance of the
proposed project because of its potential contribution toward easing the
enormous traffic problem within Metro Manila without adding on the air pollution
load over the metropolis. Documentation of the scoping meetings corroborates
this assertion.
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3.4.7.3 Perception Survey
General Concurrence to the Project
Tables 3.4.4 a-c show the affected population groups, concurrence to the
project. Note that the percentage of concurrence is high for both business
establishments and vendors.
However, fort the affected settlement areas, the percentages of acceptability
vary. The average percentage of concurrence for affected households is 37.8
Table 3.4.4a LRT Project Acceptability (Settlement Areas)
Settlement Area Yes Conditional No No
Choice
No
Answer
1. Abuhan, Manuyo 1, Las Piñas 0.00 93.33 0.00 0.00 6.67
2. Abc, Pulang Lupa 1, Las Piñas 61.76 0.00 29.41 0.00 8.82
3. Tramo, Pulang Lupa 1, Las Piñas 46.00 0.00 46.00 0.00 8.00
4. Daang Kariton/Calle 5/Gabriel
Compound, Pulang Lupa 1, Las
Piñas
29.09 0.00 65.45 0.00 5.45
5. Irasan/Kawayanan, Pulang Lupa
1, Las Piñas
89.29 0.00 3.57 0.00 7.14
6. M. Rodriguez, La Huerta,
Parañaque (riverbank)
28.57 5.72 48.57 8.57 8.57
7. In front of Iglesia ni Kristo, La
Huerta, Parañaque (river bank)
39.58 2.08 50.00 2.08 6.25
8. Tabon/Barangay Hall, La Huerta, 9.09 9.09 81.82 0.00 0.00
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Table 3.4.4a LRT Project Acceptability (Settlement Areas)
Parañaque (river bank)
9. Longos, Bacoor, Cavite 21.02 7.64 69.43 0.00 1.91
10. Talaba 2, Bacoor, Cavite 53.68 1.05 36.84 2.11 6.32
Acceptability (Affected
Households)
37.81 11.89 43.11 1.28 5.91
Table 3.4.4b LRT Project Acceptability (Business Establishments)
Business Establishments Yes Conditional NO NO
Choice
No
Answer
1.Redemptorist Road, Baclaran,
Parañaque
84.85 0.00 13.64 0.00 1.52
2. Coastal Mall, Coastal Road,
Tambo Parañaque
94.74 0.00 0.00 0.00 5.26
3. Talaba Diversion Road, Talaba 4,
Bacoor
No data available
Acceptability (Business
Establishments)
89.80 0.00 6.82 0.00 3.39
Table 3.4.4c LRT Project Acceptability (Vendors)
Affected Group Yes Conditional No No
Choice
No
Answer
1. Fixed-stall vendors 93.18 0.00 0.00 0.00 6.82
2. Ambulant vendors 97.06 0.00 2.94 0.00 0.00
Acceptability (Vendors) 95.12 0.00 1.47 0.00 3.41
Concurrence to the Proposed Alignment
Tables 3.4.5 a-c presents the percentage of concurrence or non-concurrence to
the proposed alignment. The specific question asked was: “If affected, will you
give way to the project?”
200
The three (3) affected population groups’ responses to this question differ.
Conditional Acceptability (from affected households)
Careful analysis of the alignment acceptability data shows that the project can be
made acceptable to directly affected communities for as long as their conditions
of proper relocation and reasonable negotiations are met.
Note also that letters from organizations representing affected communities do
not categorically endorse or reject the project. They request for clarity on what
packages will be offered to affected households depending on their status of
occupancy or ownership.
Table 3.4.5a LRT Project Acceptability (If Respondent is Affected) –
Settlement Areas
Settlement Area Yes Conditional No No
Choice
No
Answer
1. Abuhan, Manuyo 1, Las Piñas
0.00 80.00 20.00 0.00 0.00
2. Abc, Pulang Lupa 1, Las Piñas
2.94 64.71 29.41 0.00 2.94
3. Tramo, Pulang Lupa 1, Las Piñas
0.00 80.00 12.00 4.00 4.00
4. Daang Kariton/Calle 5/Gabriel Compound, Pulang Lupa 1, Las Piñas
7.27 32.73 49.09 7.27 3.64
5. Irasan/Kawayanan, Pulang Lupa 1, Las Piñas
0.00 71.43 10.71 7.14 10.71
6. M. Rodriguez, La Huerta, Parañaque (riverbank)
8.57 68.57 20.00 2.86 0.00
7. In front of Iglesia ni Kristo, La Huerta, Parañaque (river bank)
0.00 79.17 18.75 0.00 2.08
8. Tabon/Barangay Hall, La Huerta, Parañaque (river bank)
0.00 100.00 0.00 0.00 0.00
9. Longos, Bacoor, Cavite 1.91 91.08 5.73 0.64 0.64 10. Talaba 2, Bacoor, Cavite 2.11 81.05 10.53 4.21 2.11
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Table 3.4.5a LRT Project Acceptability (If Respondent is Affected) –
Settlement Areas
Acceptability (Affected Households)
2.28 74.87 17.62 2.61 2.61
Split Vote (from affected business establishments)
In the case of business establishments, two (2) of the areas categorically said no
the proposed alignment. It is however, very encouraging to note that alignment
acceptability in the Coastal Road section is rather high at 95%.
Furthermore, Mr. Cailles, Barangay Captain of Baclaran, also stated in an
interview that things can be settled through a series of negotiations with the
concerned business establishments.
Table 3.4.5b LRT Project Acceptability (If Respondent is Affected)-
Business Establishments
Business Establishments Yes Conditional NO NO
Choice
No
Answer
1.Redemptorist Road, Baclaran,
Parañaque
12.12 0.00 84.85 1.52 1.52
2. Coastal Mall, Coastal Road,
Tambo Parañaque
94.74 0.00 0.00 0.00 5.26
3. Talaba Diversion Road,
Talaba 4, Bacoor
14.29 14.29 71.43 0.00 0.00
Acceptability (Business
Establishments)
40.38 4.76 52.09 0.51 2.26
Negative Vote (from Vendors)
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The table below clearly depicts a negative acceptability rating, as far as the
Redemptorist stretch is concerned. This could however change if serious talks
with the concerned vendors’ groups to address their issues and concerns, are
immediately conducted through Ms. Norma Sandoval, the president of the
Federation of Baclaran Vendors.
Table 3.4.5c LRT Project Acceptability (If Respondent is Affected)
Vendors
Affected Group Yes Conditional No No
Choice
No
Answer
1. Fixed-stall vendors 4.55 4.55 84.09 4.55 2.27
2. Ambulant vendors 5.88 2.94 85.29 2.94 2.94
Acceptability (Vendors) 5.22 3.75 84.69 3.75 2.61
Analysis of Votes
Looking at the second column of Tables 3.4.5 a-c which give the number of
“Yes” responses to a question if they are willing to give way to the project if they
are directly affected, one would readily conclude that project acceptability is very
low. That is, only 2.28% from the affected households, 40.38% from business
establishments, and 5.22% from vendors said yes. Comparing these values with
the general concurrence to the project (Tables 3.4.4a-c), one can clearly see
that these businessmen are NOT against the project, in fact they are FOR the
project, as long as it does NOT directly affect them. This trend of thought is
strongly manifested by high YES answers in Table 3.5.4b and c and very low
YES answers in Tables 3.5.5b and c. This is understandable since most
businessmen would welcome a mass transport system that can deliver so many
customers at one single time. However, not all of them would be willing to
sacrifice some losses in income during the construction period.
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The vendors are in a more difficult situation since they don’t have that much
savings to cover losses but on the contrary, even have loans to pay. Based on
the socioeconomic survey conducted, almost 70% say that their capital are
sourced from either private individuals or lending institutions, a high percentage
said they had to turn to usurious loans or “5-6” for their revolving capital. These
loans, aside from having interest rates, are paid on a daily collection basis.
Surprisingly for the affected households, a high 74.87% gave CONDITIONAL
answers against only 17.62% NO vote. Analyzing the conditions they cited
during the survey, the top two answers are (i) “decent in-city relocation
package” and (ii) “just compensation”. This means that if the Proponent can
make the necessary arrangements to address these conditions, then these
conditional votes may become YES votes.
3.4.7.3 Process Documentation
The Need for Process Documentation
The Proposed alignment will traverse three (3) cities (i.e Pasay, Las Piñas, and
Parañaque), and the Municipality of Bacoor in Cavite. These areas are currently
densely populated, albeit most of the segments of the alignment are found within
public domain.
The Department of Environment and Natural Resources’ DAO 37 Series of 1996
categorically states the need for social acceptability in projects that affect the
lives of the stakeholders. In the event that some stakeholders are found to have
justifiable issues and concerns regarding the project, the Project Proponent must
go through all means possible – initiate dialogues/consultations to reach certain
reasonable agreements. Conduct information and educational drives, etc. – to
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convince the stakeholders that the project will not create major impacts on their
lives.
The LRT Line 1 South Extension Project initially encountered negative
perceptions from the stakeholders. It is therefore imperative to discuss the
process by which the Proponent, through its Community Relations Team
(COMREL), launched two (2) programs – Information Education and
Communications (IEC), and Community Relations (ComRel) Campaigns.
Five (5) months after the EIC and ComRel activities have been conducted, most
of the stakeholders have recognized that the Project will not totally disrupt their
economic and everyday activities.
Major Issues and Concerns
In this project, the construction of the Baclaran segment will temporarily affect the
economic activities of building owners and.
Brgy. La Huerta
A series of meetings with certain individuals ensured. Major Joey Marquez
requested that the alignment be moved to other parts of the City because of the
representation of the residents from the area. Further, Congressman Roilo
Golez organized a consultative meeting where the Proponent and the residents
were given the chance to present their respective sides. Due to the concern and
clamor verbalized by the residents and local officials, the Proponent is
considering the use of Brgy. Sto. Niño, at the northern side of Parañaque River,
as an alternative route.
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Squatter Families Along the Danger Zones
A pro-active relationship has been developed between the stakeholders and the
Proponent, through its ComRel Team. A highly participatory approach is
currently bring implemented in the selection of possible relocation sites.
Health
Morbidity and Mortality
Available data on mortality rates were obtained from the municipal records of
Parañaque and Bacoor, and are attached as Appendix G. Note that for Bacoor,
data re limited to Barangays Talaba II, III, V and VI only.
Health Facilities
A list of hospitals, private clinics, private physicians, private dentist, lying-ins,
drug stores, and dental clinics were obtained from the Office of the Municipal
Health Officer of Parañaque and is provided as Appendix H.
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4 FUTURE ENVIRONMENTAL CONDITION WITHOUT THE PROJECT
4.1 Physical Environment………………………………………………………4-1
4.1 Biological Environment…………………………………………………….4-3
4.2 Socio Economic……………………………………………………………. 4-3
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4 FUTURE ENVIRONMENTAL CONDITIONS WITHOUT THE PROJECT
4.1 Physical Environment
Geomorphology and Geology
Natural processes of alluvial, tidal and coastal sedimentation and deposition will
remain the same even without the proposed project. However as ore areas are
developed in the highlands and coastal areas, less and less sediment supply will
be available for deposition.
Surface Hydrology
Without the project the coastal plain will continue to function as natural catch
basin surface water coming from the flanks of Guadalupe Plateau and Tagaytay
Hihglands.
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The catchment basin at the coastal plains on the other hand had bee converted
into fishponds and salt beds. Large areas where filled up and reclaimed, and the
banks of channel system encroached with various froms of structures. The
construction of water channels is aggravated by rapid siltation through
uncontrolled dumping of garbage. Though various alterations have been made,
the function of the area is still and will remain a catchment basin for a runoffs
coming from the highlands thus making it prone to floodings.
Land Use
The main land use types will generally remain the same. However, the area had
been experiencing rapid urbanization which triggered the conversion of some
land into other use. Notable of this is the conversion of some land into other use.
Notable of this is the conversion of some agricultural land into
Commercial and residential use. It may be worth nothing that due to the area’s
susceptibility to liquefaction and subsidence, future expansion should be located
in zones underlain by bedrock and more competent materials.
Air Quality and Noise Level
The existing ambient air quality and noise levels in the area will remain relatively
the same wihtout the proposed project. However, gradual increase in TSP
concentrations and levels of noise may be expected due to natural increase in
population and the addition of vehicles plying the existing roads.
Without the proposed project, the chance to reduce emission rates and
concentrations of air pollutants (9TSP, SOX, CO, HC, NOX) by means of a shift
from vehicles emitting these pollutants to an electrically powered rail system, and
would be missed.
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Through the provision of an effective inter-modal system, traffic flow can be much
improved, and thus reduce traffic congestion. This, in turn, will reduce the
vehicles idle operation time, which causes incomplete combustion of fuel, thus
minimizing pollution. Without the proposed project, these cannot be realized.
Given the worsening traffic condition in the project corridor, levels of air pollutants
may even drastically increase.
Climate
Without the project, there are no major development in terms of infrastructure
and industries in the area that are foreseeable in the future. Thus, changes in
the local climate due to urbanization are not ex;pected to happen.
4.2 Biological Environment
Flora
Without the project, the flora community withint the project area will remain the
same. The patches mangrove species observed somehow is expected to be
turned into a mangrove forest. In the real sense. However, this can only happen
if the water quality of river systems within these mangrove areas will not continue
to decline. Another requirement for a healthy mangrove area is the supply of
sediments needed by the tree species as a substrate that serve as habitat for
other marine organisms such as oyters, crabs, and other bivalves. Given the
continuous and extensive land development (filling up of highland areas and
backswamps), there may come a time that these mangrove areas eventually
perish due to lack of sediments, or improper proportions of salt, water, and
organic content
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Fauna
Without proposed project the type and distribution of terrestrial fauna (mainly
domesticated animals) is expected to remain the same. The limited number and
type of aquatic fauna I expectd to remain the same, given the very high BOD
levels. However, if the dumpinf of pollutive effluents into the river sytems in the
area continues, there may even come a point in time when even the simplest
from of aquatic life cannot be sustained by these river systems.
4.3 Socio Economic
Without the proposed project the following envisioned benefits CANNOT be
realized:
• Enhancement of workforce mobility between the industrial zones in
Valenzuela, Bulacan, and the CALABARZON area;
• Enhancement of students’ mobility and productivity in coming to and
from Metro Manila and the Southern Tagalog region;
• Enhancement of the Acceptability of Off-Metro Manila Relocation Sites;
• Additional entry points into Las Piñas and Parañaque, instead of
queuing through Quirino Ave.;
• Decongestion of the entry point into Cavite and the CALABARZON;
• Boosting of developing business/commercial/tourism areas in Las
Piñas, Parañaque, and Bacoor
• Increased income fo host LGUs as a result of development;
• And other indirect benefits as a result of better and more efficient
mobility and access.
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5 IMPACT ASSESMENT, MITIGATION, & ENHANCEMENT
5.1 Impact Identification, Prediction and Evaluation . . . . . . . . . . . . . . . . . . . . . . . 5-1 5.2 Unavoidable and Residual Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
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5 IMPACT ASSESMENT, MITIGATION, AND ENHANCEMENT
Impact Identification, Prediction and Evaluation
This chapter discusses the possible impacts of the environment to the proposed project
and the possible effects of the project to the environment. Based on the evaluation of
the identified impacts, appropriate mitigating measures are recommended.
Pre-construction Phase
Physical Environment
In assessing the probable impacts of the existing physical environment to the
proposed LRT Line 1 Extension Project, The EIA Team adopted the concept of a
preemptive mitigation. Preemptive mitigation is the process of anticipating and
investigating the dynamics and processes that would trigger the occurrence of a
hazard before it occurs.
Geology
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IMPACT:
The proposed Extension Route lies in the vicinity of a seismically active
area that could induce grounds shaking. (Long-term, negative)
Ground shaking is one of the destructive effect of an earthquake, which
commonly results to damage or destruction of structures. Experience suggests
the need to know more about the surficial and subsurface geology at sites likely
to be affected by earthquakes and about the response of geologic formulations
and large structures to strong ground motion.
MITIGATION: The seismic risk at particular sites have to be characterized before building
critical public structures that can reasonably be expected to resist earthquake
damage. This could be met by developing methods to accurately account for.
• the fault-rature process of a predicted earquake; • the geology along the seismic wave’s path of travel (the
propagation path) from fault to a particular site;
• the subsurface geology at sites expected to be affected by this predicted earthquake;
• the non-linear response of geologic formulation to strong
ground motion; and
• the non-linear response of large structures to strong ground motion.
Civil structures are designed to remain elastic and exhibit little or no damage as a
result of small earthquake. For large, less frequent earthquakes, however, it is
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economically unrealistic to design structures that can remain entirely elastic. By
design, structures are expected to suffer damage when subjected to large
earthquakes. A key requirement for modeling the mechanical response of a
structure is knowledge of realistic estimates of how the ground beneath the
structure will move during an earthquake. Methods for predicting ground motion
at specific sites that would result from earthquakes on known faults.
Accurate numeral simulations of the nonlinear behavior of soil and structures can
provide a more realistic picture of how a structure actually responds during
strong ground motion. With this information, engineers can be more confident
that a designed structure will survive a large-magnitude earthquake. These
analyses can provide valuable information on designing structures for seismic
safety. Realistic nonlinear analysis provides a tool for making the seismic
calculation and assist in the development of more economical design schemes.
IMPACT: Ground rupture commonly occurs along fault traces and rupture zone
consequential to the movement of active faults. (Long-trem negative)
Ground rupture commonly occurs along fault traces.Some quarters believes that ruptures zone consequential to the movement of Marikina Fault may be present. Evidences of this fault tracers remains obscured by the urbanization in the metropolis. MITIGATION:
With the Marikina Fault’s proximity to the project area and in light with the Kobe
earthquake experience it may be prudent to validate such possibility so
appropriate measures could be applied if so warranted.
IMPACT:
Susceptibility to liquefaction and ground settlement. (long-term, negative)
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Since the proposed alignment lies is an area underlain by unconsolidated send,
silt, and clay materials that naturally posses high liquefaction potential, the
structures and stations may be highly susceptible to these geomorphological
hazards.
Results of the intial five (5) boreholes drilled along the alignment, plus data from
adjacent subsurface investigations for other projects show that the subsurface
soils mostly consist of generally sot/loose marine deposits near the ground
surface, overlying the residual soils of Guadalupe tuff material (SNC Lavalin
1999)
MITIGATION:
The following mitigation measure was taken from the Technical Plan of the Offer
for implementation and Operation prepared by LRTA.
“The geological conditions and local geotechnical experience suggest the use of
bored cast-in-place reinforced concrete piles with diameters of 1000-1800 m.
These piles are to be designated based on skin friction and will extend from 8-22
meters in depth depending on site conditions. For the loads and forces
imposed on the guideway substructures, the foundations will consist of groups of
piles with a pile cap. Pile groups will vary from six to twelve piles with an
average of nine piles for the guideway columns. The pile cap size will vary with
pile group size with an average size of 8.5 m2 by 1.3 m deep.
Alternate foundation using a single diameter caisson per column has also been
explored and could show some advantages in schedule and cost. Equipment
availability is an issue with this type of construction and will need further
investigation during the design development.
The installation of bored caissons within marine or river environments is difficult
and costly. Driven steel or pre-cast concrete piles are typically more appropriate
216
in these condition but do not appear to be used to any great extent in the Manila
construction market. An investigation to the availability of equipment and
reliability of such installations in the local area will be evaluated during the design
development phase.
The geotechnical investigation has found liquefaction indicators in boreholes 1, 2,
and 3 at Redemptorist, MIA, and Dr. Santos Stations respectively. (Please see
Figure 2,34 for the borehole locations). In boreholes 1 and 3 the areas of
liquefaction risk are near surface in relatively thin. At borehole 2 , the liquefiable
layer is about 9 meters below grade. Based on the conditions found at boreholes
1 and 2, no ground conditioning has been provided for this area. In the case of
borehole 3, an allowance for downdrag on the piled foundations in this area has
been provided for. In general, since the geotechnical investigation has found
very little evidence of potential for surface or near surface liquefaction flow, there
has been no provision for ground conditioning for any of the foundation,”
Considering that a limited number of boreholes were used to have an ideas of
the condition of the foundation material, a more detailed subsurface investigation
is deemed necessary. This can be undertaken in consonance with the detailed.
Engineering Design Stage so that the potential for liquefaction and ground
settlement for certain sections can be more ascertained.
Air and Noise Quality
IMPACT:
Increase in exhaust gas emission levels with the operation of different pre-construction equipment. (Short-term, negative)
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Exhaust gas emission such as NO2, SO2, CO, hydrocarbons, etc.generated by
the different pre-construction equipment and machinery that would be utilized for
site clearing and grubbing.
MITIGATION:
One of the factors affecting the ambient air quality is the increase in exhaust gas
emission such as NO2, CO, hydrocarbons, etc. produced by the different pre-
construction equipment and machinery. To control such emissions, and to
prevent drastic effects especially to personnel handling the job, regular
maintenance of the construction heavy equipment and other smoke emitting
machinery must be strictly complied with. The measures will help minimize
emission of noxious gases and even particulates.
IMPACT:
Increase in noise level due to operation of various pre-construction equipment and machinery. (Short-term, negative) Noise level is expected to increase during due to the roar and racket from various
pre-construction equipment and machinery.
MITIGATION:
It is expected that noise will be generated during the pre-construction phase of
the project particularly during demolition/clearing of permanent structures along
the alignment. This impact can be addressed through proper scheduling of high
noise generating pre-construction activities during the daytime. Temporary noise
barriers such galvanized iron shields must also be used particularly in noise-
sensitive areas such as churches, schools, and hospitals in the immediate
vicinity of the construction area.
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Being the direct noise receivers, construction workers must be provided with
earmuffs. The use of mufflers and noise suppressors, and regular maintenance
of heavy equipment, construction machinery, and other support vehicles is also
recommended.
Biological Environment
Flora
IMPACT:
Minimal loss of the natural and cultivated vegetative covers in areas
traversed by the alignment. (Insignificant)
Site clearing and grubbing activities along the areas traversed by the alignment
will unavoidably cause the removal of natural (i.e. mangroves and other coastal
vegetation) and cultivated vegetation covers (along center medians)
MITIGATION:
The mangrove species observed along the route is very limited and only occurs
in patches. The guideway alignment will cause minimal effects on the mangrove
species and other coastal vegetation covers since it will be fully elevated and will
be on columns. It is expected that disturbance of mangroves will occur during
pre-construction and construction stages.
Proper relocation of the mangrove nursery at the back of La Huerta Elementary
School, where the proposed Ninoy Aquino Station is located, will be accordingly
coordinated to the proper authority/agency such as DENR-Region IV and U.P.
Los Baños.
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To compensate for the trees that would be cut during project implementation, the
Proponents must comply with the governing rules and regulations regarding tree
cutting.
Aquatic and Terrestrial Fauna
IMPACT:
Pre-construction and construction activities along the rivers and creeks
traversed by the alignment will pose no significant effect on aquatic fauna.
This is because the present physico-chemical condition of the waterways,
particularly the high level of Biological Oxygen demand (BOD), cannot support
survival of higher form aquatic faunas. Some Biological indicators obtained from
the water collectors from Parañaque, San Dionisio, and Las Piñas Rivers such as
species of phytoplankton, the Ceratium sp. Support this observation. The
deformation of the organism’s morphological structure is an indication that
something is wrong in the habitat system. Like lack of nutrient and heavy metal
lods. Zooplankton such as the Cladocerants, Coppepods, and Rotifers were also
observed. Presence or absence of certain organisms is also an indication of
water pollution. Good examples are absence of gastropods and dominance of
mosquito fish. Guppies or commonly known as mosquito fish are highly tolerant
of pollutants while other organisms are threatened.
Since the project area will traverse urbanized areas, it is not expected to have
any significant effect on existing terrestrial fauna, since most of these are of the
domesticated type. (i.e. cats, dogs, chickens).
Socio Economic Environment
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IMPACT:
Permanent displacement of residential houses, and few commercial and business establishment along the right-of-way-of the alignment. (Long-term, negative) Like all other infrastructure projects with earthmoving activities, especially those
passing thorough congested residential areas like Metro Manila, the proposed
project will potentially displace residential communities in various locations as
indicated in Table 5.1.
Displacement of informal settlers on public land, NHA awardees/applicants,
privately owned houses and lots major concerns.
Table 5.1 Census & Survey of Affected Households in Affected Settlement Areas.
Settlement Area Number of Structures
Number of Households
Covered
Number of Households
Not Interviewed
1. Abuhan Manuyo, 1 Las Piñas 16 15 4
2. Abc, Pulang Lupa 1, Las Piñas 25 34 1
3. Tramo, Pulang Lupa 1, Las Piñas 16 50 0 4. Daang Kariton Calle 5/Gabriel Compound Pulang Lupa 1, Las Piñas
46 55 0
5. Irasan/Kawayanan Pulang Lupa 1, Las Piñas
20 28 0
5. M. Rodriguez, La Huerta, Parañaque (river bank)
35 35 1
6. In front of Iglesia Ni Kristo, La Huerta Parañaque (river bank)
39 48 2
7. Tabon/Barangay Hall, La Huerta, Parañaque (river bank)
7 11 0
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Table 5.1 Census & Survey of Affected Households in Affected Settlement Areas. 8. Longos, Bacoor Cavite 110 157 5
9. Talaba 2, Bacoor Cavite 61 95 0
10. Talaba 4, Bacoor Cavite 3 1 2
TOTAL 378 529 15
Note: The number of affected households in settlement areas will decrease,
because during actual construction the impact area could be 10 instead of 30 m.
MITIGATION:
Different packages will have to be designed according to the types and specific
situations of population groups that may be displaced by the project. Project
proponents have to realize that affected groups will not voluntarily put up their
homes and properties for sale. They are being asked by the Proponent and the
government to give way to the project. As such, the guiding attitude should not
only be towards offering acceptable packages but to open up opportunities for
them to improve the affected communities’ current situation. Only through the
latter can the pain of displacement and fear for uncertainties can be addressed.
Private property owners comprise the less difficult groups to transact with.
Schedule of fair market values from various institutions (e.g. Development Bank
of the Philippines, real estate agencies, etc.) can be use to draw up acceptable
pricing standards. Thereafter, case-to-case negotiations can proceed.
All means have to be exhausted to maintain the gains of NHA lot
awardees/applicants. if they need to be relocated they should be extended the
same if not a better package than what NHA has already given them. NHA
advice has to be sought to ensure that the lot awardees and applicants do not
forfeit the opportunity that NHA has offered them.
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Informal settlers do not comprise a homogenous group. Different packages will
have to be worked out for the following:
• Those qualified for relocation/resettlement (They should satisfy the
NHA requirements such as: long-term residency within the
community; with their own dwelling structures; falling within the
poverty line; not owning any property elsewhere.);
• Shares;
• Renters;
• Other types of community dwellers;
• Sea-dependent dwellers
• Women-headed households; and
• Senior citizen-headed households
A community Relations Group (CRG) is currently on field to attend to social
preparation requirements and to facilitate communication and negotiations with
affected households and private property owners.
The CRG is also closely coordinating with the host LGUs and appropriate
agencies of government towards the formulation and implementation of a
multipartite Social development for Affected Communities (Please refer to
Section 6.3 of this report)
Construction Phase
Physical Environment
Hydrology and Water Quality
IMPACT:
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Possible increase in turbidity and downstream sediment loading of the
rivers, creeks, and tidal channels along the propolsed alignment due to
excavation and bored piling activities. (Short-term, negative)
MITIGATION:
Excavation and pile driving activities have its own potential impact on adjacent
water qualify. During excavation, displaced, newly exposed, loose,
unconsolidated materials will be subject to immediate erosion losses during high
precipitation periods. Soil/sediments transported may be carried directly to an.
IMPACT:
Possible aggravation of existing flooding problems in San Dionisio, La
Huerta, Manuyo 1, Pulang Lupa, Longos, and Talaba. (Short-term negative)
The following activities may aggravate the existing flooding problems in the
above mentioned areas.
• Improper handling, storage, and hauling of excavated materials,
particularly along station location may clog existing drainage systems.
• Increase in stormwater run-off due to the increase in the amount of
imperrmeable surfaces (as a result of the viaduct, road and station construction) would change the flood storage capacity of waterways and its floodplains.
• Filling up or raising of previously swampy areas (such as NInoy
Aquino, Dr. Santos, Manuyo Uno, Las Piñas and Zapote stations) above the present elevation would result in to a change in run-off pattern, aggravating flooding in the lower-lying areas.
MITIGATION:
It is important to note here that flooding is an existing environmental problem in
the project area, and that it is not the goal of the proposed project to solve this.
224
Aside from being natural receptacles of water (being geomorphologically a catch
basin), flooding problem in the above mentioned areas have been aggravated by
rampant filling of large tracts of wetlands without providing proper drainage
facilities. Worst than this is that even natural waterways have been filled up. In
addition, fill materials used in some areas are impermeable trashes that contain
large quantities of plastic.
Given this situation the proponent must ensure that appropriate mitigating
measures are put in place and strictly complied with, so that these areas can be
protected from further degradation. These are:
• Contractor must be prohibited from stockpiling construction spoils
anywhere near watercourses nor artificial drainage systems to
avoid clogging of these drainage systems.
• Conventional sedimentation and erosion control measures must be
put in place;
• Sufficient and effective drainage systems must be incorporated in
the detailed design of the structures and stations to offset effectes
of increase in amount of impermeable surfaces as well as
differences in elevation between the raised (construction) areas
and the surrounding low-lying communities.
Air and Noise Quality
IMPACT:
Increase in Toatal suspended Particulate (TSP Levels to dust generated during construction. (Short-term, negative) Dozing, ripping, loading pile hammering, and rock and/or earth moving activities
within the project site during construction period will contribute to the generation
of dust aside from the regular traffic movement along the existing roads.
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MIGITATION:
The impact regarding the increase in the TSP levels during the pre-construction
and construction stage of the project can be mitigated through spraying of the
exposed and/or cleared sites with the use of water spraying tankers.
IMPACT:
Increase in exhaust gas emission levels with the operation construction equipment (Short-term, negative) Exhaust gas emission such as NO2 ,SO2, CO, hydrocarbons, etc. are also
predicted to be present once construction activities commence with the operation
of the different construction equipment and machinery.
MITIGATION:
One of the factors affecting the ambient air quality in the construction area is the
increase in exhaust gas such as NO2, SO2, CO, hydrocarbons etc.
Produced by the different construction equipment and machinery. To control
such emission, and to prevent drastic effects especially to personnel handling the
job , regular maintenance of the construction heavy equipment and other smoke
emitting machinery must be strictly complied with. This measures will help
minimize emission of noxious gases and even particulate
IMPACT:
Increase in noise level due to construction activities. (Short-term, negative)
Noise level is expected to increase and cause disturbance particularly during
construction, due to the roar and racket from the heavy eqauipment.
MITIGATION:
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Noise generation, though inevitable, can be effectively reduced and minimize to
comply within tolerable levels, through:
• Provision of temporary noise barriers such as galvanized shields,
enclosing the construction area, particularly near Baclaran Church,
Iglesia Ni Kristo Church, San Nicolas Church, La Huerta
Elementary School, St. Paul’s College, Las Piñas Elementary
School, Talaba Elementary School, St. Dominic Hospital, and other
highly populated areas;
• Provision of earmuffs to the construction personnel operating the
heavy equipment
• Use of mufflers and noise suppressors for the construction heavy
equipment and machinery when noise levels are expected to go
beyond tolerable limit;
• Proper scheduling of construction works; i.e. high noise generating
activities must be scheduled during the daytime; and
• Regular maintenance of heavy equipment, construction machinery,
and other support vehicles through checking of observed abnormal
noise and vibration.
Bored piling, a lower noise generating activity compared to pile driving will be
adopted during foundation works.
Socio Economic Environment
IMPACT:
Generation of employment within the project area. (Short-term, positive)
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During the construction period, temporary employment will be available,
particularly to residents within the direct impact area.
ENHANCEMENT:
Priority in hiring of qualified laborers and workers during the construction period
must be given to the residents in the direct impact area
IMPACT:
Disturbance of business activities in affected commercial areas:
(Short-term, negative)
Owners of commercial buildings and establishments and ambulant vendors along
the Redemptorist Road will experience temporary disturbance to their business
activities during the construction period.
Yet the building and establishment owners claim that they could possibly
experience a fatal decline in business similar to what happened in Avenida Rizal
when the LRT Line 1 was built. This contention cannot be easily negated
because of the absence of empirical cause-effect post-project evaluation studies
on LRT Line 1
The redeeming factor for the Redemptorist Road commercial area is that unlike
in Avenida, refurbishing and modernization of buildings have consistently been
undertaken to boost its attractiveness customers and consumers. Presently, it
has the elements of an upgraded commercial center (big airconditioned malls,
department stores, new theaters, major food chain establishments, moderately
priced wholesale and retail merchandise) to ensure massive and consistent
patronage. This is not to mention the 10,000. devotees that go to Baclaran
Church every Wednesday for the perpetual Help Novenas.
Fixed stall owners and vendors on the south sidewalks of Redemptorist Road will
have to be temporary displaced to give way to the LRT structure.
228
If indeed business activities would be hampered, Barangay Baclaran would also
be negatively affected in terms of decreased daily dues from vendors and
decreased income taxes from the establishments.
MITIGATION:
Further consultations have to be pusued with affected business establishments
and vendors along Redemptorist Road to convince these affected groups that the
proposed project is far improved version of the first LRT project. The proposed
project takes into full consideration stakeholders concerns related to economics,
aesthetic, space, traffic and culture.
Construction activities in the Redemptorist Road section will have to be
undertaken in the shortest period of time, in consideration of the affected groups
including the Mother of Perpetual Help Shrine and its devotees.
Vendors will have to be temporarily relocated to the other parts of the Baclaran
commercial area so as to minimize economic dislocation. Proponent has to work
this out with the municipal and barangay LGUs concerned.
In the extreme the proponent may have to prepare for safety net programs for
vendors, establishments and small-medium enterprises (SMEs) in cases of
extended construction time, which may lead to major financial difficulties for
these groups. Financial consultants may have to be tapped for this purpose.
The informal Sector of the national Anti-proverty Commission may also be in
position to render some advice with regard amelioration and alternative livelihood
programs for affected vendors.
The above discussion focuses on the adverse impacts of the project during the
construction period. It should be noted that these are short term impacts only. A
completely different scenario can be expected during the operational stage. In a
meeting held in August 6, 1999, representatives from Metropolitan Manila
229
Development Authority (MMDA) informed the proponent that they will declare the
Redemptolrist Road as pedestrian mall with only one service lane for vehicles
going to the Baclaran Church. A draft Memorandum of Agreement (MOA)
between the proponent, the MMDA, the Parañaque Local Government Officials,
and the affected stakeholders is currently being reviewed.
These condition meetings with various national agencies such as the MMDA
shall continue until a sustainable and workable Stakeholders-Proponent
relationship is attained.
IMPACT:
Disturbance of institutional buildings and places of worship.
(Short-term, negative)
Parts of the alignment will be located uncomfortably near schools and two
churches. Concern have been raised about noise disturbance in several schools
namely: Las Piñas elementary School, Talaba Elementary School, St. Paul
College in Parañaque and High School in La Huerta.
The problem for Talaba Elementary School is bigger in the sense that road
widening will eat up part of the school grounds and possibly part of one of the
school buildings. Road widening will bring the school dangerously near to The
Talaba Diversion Road.
Road widening will also affect other institutional properties along Talaba
Diversion Road such as the Bacoor Fire Station, Bacoor Police Station and the
Talaba 4 Barangay Hall.
230
if the station along the Real St. near Las Piñas elementary School materializes,
the school may experience severe noise disturbance not only from the LRT
system but from increased passenger/vehicle volume coming to and leaving the
station.
MITIGATION: Noise barriers aesthetic features shall be incorporated in the LRT structural
design in keeping with the over-all atmosphere of the Baclaran Church, while
also complementing the modernization effort in the Baclaran Commercial Area.
This is also in consideration of the requirements of school zones
IMPACT:
Right-Of-Way Acquisition for the proposed LRT Line 1 Extension will cause minimal property losses. (Long-term, negative)
Since proposed alignment will only require a maximum of 10 meters ROW,
losses to properties are expected to be at the minimum.
MITIGATION:
Just compensation based on the existing DPWH Right-Of-Way Acquisition
Guidelines must be accorded to property owners.
IMPACT:
Increased traffic congestion and changes in traffic patterns.
(Short-term, negative)
It will be necessary to restrict some roadway, parking and footpath space for use
by construction activities and staging of the works (i.e., construction vehicle
access; storage of materials and equipment). The types of temporary impacts
231
which will be experienced by the traveling public will include increase traffic
congestion and changes in traffic patterns. These will be as a result of either
voluntary alterations in trip routes by motorist, cyclists and pedestrians
attempting to avoid construction zones, of instituted strategic re-routing (detours)
of all traffic (based on MMDA-approved Traffic Management Plan. This may
result in avoidable delays to trip makers. It is expected that during the course of
the construction period the level of initial inconvenience will be reduced as trip-
makers who are able to so adjust the timing and or/patterns of travel.
MITIGATION:
The MMDA-approved Traffic Management Plan must be strictly implemented. To
further improve traffic flow, blockage of roads, particularly by heavy equipment
and vehicles (such as delivery and hauling trucks) must be minimized if not
avoided. Transport of guideway beams must be done during the nighttime when
there are less vehicles on the road.
IMPACT:
Possible disturbance to underground and overhead utility lines (water, sewerage, gas, electricity, Telephone) during excavation and erection of fixed facilities. (Short-term, negative) Aside from these, some individual service lines may require relocation. A
detailed assessment of construction requirements will be conducted during the
development phase.
In addition to work in the immediate project area, the introduction of the power
supply connections between local grid stations and the LRT traction power sub-
station will require excavation for underground installation of cable. The lengths
of these power supply connections will vary from station to station. These
excavation activities also have the potential for disturbance of existing
underground utilities.
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Furthermore, local emergency services (fire, police, ambulance) may require
some rerouting as a result of the aforementioned barrier effects during
construction of the viaduct within major roads corridors.
The effects of such disturbance are expected to be short term and are typically
related to cutting in of services which have been relocated.
MITIGATION:
Works involving service interruptions will be dealt with in an expeditious,
internationally accepted-manner which reduces disruptions to a tolerable level.
For example, if a major relocation is required, theline will be laced in its new
position without activating it and will be subsequently cut in quickly during low
consumption periods to minimize inconvenience all authorities. All of the major
authorities.
Having jurisdiction over the provision of utilities will be contacted, as necessary,
during the development and implementation phases.
Reducing disruption of municipal services (police, fire, ambulance) will be
addressed through the staged construction and traffic maintenance strategies to
be developed as part of the Traffic Management Plan.
5.1.3. Operational Phase
Physical Environment
Air Quality
IMPACT:
Decline in emission rates and concentrations of air pollutants (Long-term, negative)
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Result of ambient air quality sampling very high concentrations of TSP, Sox1 and
NOx1 which may be attributable to vehicular exhaust emissions. In general it is
expected that there will be a considerable long term impro0vement in air quality
along the project corridor as a result of the operation of the LRT Line 1
Extension. One way is through the reduction and better management of bus and
jeepney routes/traffic serving the serve corridor, reducing the emission of harmful
diesel exhaust from vehicles that old and poorly maintained. The decline in
emission concentrations can thus be attributed to the replacement of vehicles
emitting carbon monoxide (CO), total hydrocarbons (HC), and nitrogen oxide
(NOx) by an electrically powered LRT System. Consequently, there will be a
remarkable reduction in traffic congestion, increase in average vehicle speeds,
and decline in the vehicles idle operation time, thus decreasing CO and HC
emissions.
With regards to secondary vehicle pollutans such as total suspended particulates
(TSP), particulate matter 10 microns (PM10), lead and sulfur dioxide (SO2)
studies of seminar transit systems indicate that the overall impact of an
introduction an LRT System would be a decline in emission rates and
concentration.
Noise Quality
IMPACT:
Possible increase in the level of noise due to train operation . (Long-term,
negative)
Prediction of the resultant noise level based on Peter’s model (See Chapter 1 for
Methodology) was conducted to qualify possible impacts of LRT Operation to
“noise-sensitive” areas such as the Baclaran Church Results of the computation
are presented in Table 5.2
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Table 5.2 Predicted Resultant Noise levels
For 34-kph train speed For 60-kph train speed
Distance* From
LRT-1
Extension
(Computed)
From
Baseline
Data
(Actual)
Resultant
(computed)
From
LRT-1
Extension
(Computed)
From
Baseline
Data
(Actual)
Resultant
(computed)
10 m 71.6 62.0 72.1 77.8 62.0 78.0
30 m 65.6 62.0 67.2 71.8 62.0 72.2
60 m 60.6 70.0 70.6 66.8 70.0 71.7
Note:
Distance from train bridge centerline (source) to the observer (receptor)
10 m – observer’s location is approximately along the Redemptorist Road
30 m – observer’s location is approximately midway between the source and the
church
Door
60 m – observer’s location is approximately beside the Baclaran Church side door
The following findings are drawn from Table 5.2
(i) Existing noise level inside the Baclaran Church premises (i.e. near
the Side door), based on actual measurements (21 July 1999
sampling) are Actually higher than the noise to be generated by
the operation of the LRT train (See Chapter 3 for computation)
(ii) The predicted resultant noise levels (Actual + LRT Train) namely,
0.6 dB(A) (for 34 kph train speed) and 71.7 dB(A) (for 60 kph train
speed) do not significantly differ from the baseline data of 70 dB(A),
having differences of only 0.6 and 1.7 dB(A) respectively
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(iii) Noise levels along the Redemptorist Road would significant
increase from 62.0 dB(A) to 72.1 and 78.0 dB(A) for train speeds of
34-kph and 60-kph, respectively.
(iv) In the same manner, noise levels at 30 meters away from the
source would also significantly increase from 62.0 dB(A) to 67.2
and 72.2 dB(A) for train speeds of 34-kph and 60-kph, respectively.
It can be reduced from these findingd that the operation of the LRT trains,
whether at the minimum 34-kph or maximum 60-kph, will NOT
significantly affect the Baclaran Church activities in terms of nuisance
from the noise it will generate.
MITIGATION:
Although effects on the Baclaran Church religiously rites/activities are expected
to be minimal, it may be worthwhile to adopt noise minimization measures such
as the provision of noise barriers, or by using shock absorber pads and ballast to
help reduce noise and vibration.
Socio Economic Impacts
IMPACT: Enhancement of workforce Mobility & Productivity. (Long-term, positive) The LRT Line 1 which starts in Monumento and the LRT Line 1 Extension which
initially ends in Bacoor but which could be extended to Imus and Dasmariñas
comprise an integrated system. One major positive socioeconomic impact of this
project is providing an effecient mass transit system that enhances workforce
mobility between the industrial zones in Valenzuela, Bulacan and the
CALABARZON area. This fast and continuous means of transportation gives the
labor force in NCR and parts of Region IV more chances of getting available jobs
without having to consider the distance between their home and their place of
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work, Ultimately, residents of Metro Manila and its spill-over population would be
served.
Shorter travel time and more comfortable travel circumstances also allow
workers a better physical and psychological state to undertake productive work.
Consequently, Project benefits can be translated into higher labor productivity.
IMPACT:
Enhancement of of Students’ Mobility and Productivity (Long-term, positive)
Metro Manila, particularly Manila and Quezon City is a major educational center.
Cavite is also developing into an expansion site for tertiary educational and
technical training. Just as comfort and speed have been extended to workers,
the same is also being preoffered to students.
Through this improved transport system within Metro Manila, improved students’ performance can be expected.
IMPACT:
Enhancement of the Acceptability of Off-Metro Manila relocation Sites. (Long-term, positive) Congestion in Metro Manila is a given. As such, most resettlement efforts have
been directed away from the metropolis. Further, relocation sites outside of NCR
have always met strong opposition as relocated families become economically
dislocated because of lack of livelihood opportunities in the resettlement areas.
They also complain of being cut off from their former places of work or sources
of income and sustenance.
One strong impact that this efficient mass transport system could being is its
capacity to bridge the distance between off-metropolis relocation areas and
livelihood centers such as markets in Baclaran, Divisoria, Pasay and Quiapo and
factories within and immediately outside of Metro Manila.
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With the proposed integrated and continuous LRT system from Monumento to
Bacoor, social acceptability of relocation sites is hoped to be enhanced.
IMPACT:
Additional Entry Points into Las Piñas and Parañaque. (long-term, positive) Presently, entry point into Las Piñas and Parañaque are limited and congested.
Entry into Las Piñas from northern Metro Manila is via Quirino Avenue and the
more circuitous route via the coastal Road and Alabang-Zapote Road. Routes to
Parañaque are through the south Superhighway and also via Quirino Avenue.
The proposed project adds entry points into Parañaque and Las Piñas. It
enhances the efforts of the Las Piñas City government to realize its goal of
making Las Piñas the Gateway to CALABARZON.
IMPACT:
Decongestion of Entry Point into Cavite and CALABARZON. (long-term, positive)
Currently, Bacoor, being one entry point into the CALABARZON from Metro
Manila, faces enormous traffic problems because of its narrow road system. This
can not be easily remedied by road widening initiatives due mainly to budgetary
constrains but also of complicated and explosive Right-of-Way acquisition
procedures.
The project creates the benefit by way of accommodating expanding ridership
between various parts of Metro Manila and Cavite. If more passenger are
encourage to take the LRT, other public utility vehicles like jeeps, mega-taxi and
buses plying the narrow Bacoor Streets can be reduced. So as not to completely
displace these public utility systems, terminals can be set up along Aguinaldo
Avenue to encourage them to go into southward routes leading to the various
industrial-economic zones and even domestic tourism destinations within and
outside cavite.
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IMPACT:
Boosting of Developing Business/Commercial/Tourism Areas in Las Piñas,
Parañaque & Bacoor (Long-term, positive)
Heavily considered in the project alignment are currently developing and future
commercial sites in Parañaque and Las Piñas. Three of them are the Boulevard
2000, the Las Piñas commercial center in Manuyo I and the SM Complex along
Dr. A Santos Avenue.
The Uniwide Coastal Mall and its occupant enterprises forsee a strong boost in
terms of patronage as a result of LRT line 1 Extension riders that will alight from
and embark in the planned station in front of the Coastal Mall.
LRT stations are similarly planned for Ninoy Aquino Avenue and the planned
commercial centers in Manuyo 1.
IMPACT:
Pro-rated Tax Payments to or Profit sharing Schemes will benefit Host
LGUs (Long-term, positive)
So that local Government Units especially those on the barangay level can learn
to appreciate the project’s potential benefits, the LRTA may have to consider how
its operating organizations can make pro-rated tax contributions to host
organizations of the LRT system. Presently no endorsements have come from
barangay LGU as the official cannot see direct benefits accruing to their
barangays. If the LRT charter does not allow tax payments, other possible
benefit packages for LGus can be worked out. These could be in the form of
civic project (sports, education or social service).
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OTHER ENHANCEMENT MEASURES:
• it is unclear to the LGUs (based on the LRT Line 1
Experience) how the management and maintenance of the
LRT structure including the spaces below, and the LRT
stations will be undertaken. Early on, LRTA must come to a
decision on this and which must be consequently
communicated to concerned LGUs. Budgetary requirements
must also be discussed.
• It is also came out during the scooping session that the LRT
Line 1 project must be friendly to People with Disabilities
(PWDs). For example, structures, including comfort rooms
must allow for wheelchair access.
• The station must have enough provisions for safety and
security
• Fares must be affordable to the riding public. Discounts
should be extended to students PWDs and senior citizens
Unavoidable and Residual Impacts
The following are the perceived unavoidable and residual impacts that may
occur:
• The increase in noise level during operation is mainly unavoidable but can be
mitigated;
• An increase in crime rates as a result of the influx of different kinds of people
in and out of the stations is also unavoidable, but can be mitigated by
providing a security force that will be visible at all stations. Local police force
will be called on extreme scenarios;
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• Although the operation of the LRT system will result into better vehicular
traffic flow, influx of so many people alighting from the trains at any given time
may cause traffic congestion, particularly when people do not use the street
jumpers (pedestrian overpasses) that will be provided.
6 ENVIRONMENTAL MANAGEMENT PLAN
6.1 Constructions Contractor’s Environtment
Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.2 R-O-W Acquisition Procedures . . . . . . . . . . . . . . . . . . 6-1
6.3 Social Development Plan . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.4 Resettlment Action Plan . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.5 Traffic Management . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.6 Utilities Management Plan . . . . . . . . . . . . . . . . . . . . . . 6-19
6.7 Waste Management and Disposable Plan . . . . . . . . . . .6-20
6.8 Contingency Response Plan . . . . . . . . . . . . . . . . . . . . . 6-20
6.9 Abandonment Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
6.10 Envrinmental Monitoring Program . . . . . . . . . . . . . . . . .6-22
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6 ENVIRONMENTAL MANAGEMENT PLAN LRT LINE 1 CAVITE EXTENSION PROJECT Also known as Line 1 South Extension Project)
6.1 The project will be implemented on a public-private partnership through solicited
mode under the Contract- Add and Operate (CAO) arrangement., LRTA will award the
concession to the winning concessionaire which will be selected through an
international competitive bidding. The concessionaire will extend / add to the existing
LRT Line 1 System, owned by the LRTA, and will operate the extended system for a
period of 36 years..The Environmental Management Plan will be implemented by the
concessionaire.
6.2 Construction Contractor’s Environmental Program
A Construction Contractor’s Environmental Program will be made available upon the
completion of the Detailed Engineering Design. The rules, regulations and
conditions stipulated in the Environmental Compliance Certificate (ECC) must be
incorporated in the contract between the Concessionaire and whoever will be selected
as Constructors. This may be patterned after but not limited to Clause 19 of the DPWH
Bid Documents Volume II, which states that the “Contractors shall comply with the
measures given in the Environmental Compliance Certificate “ issued by the
Environmental Management Bureau (EMB). A copy of the said Clause is attached as
Appendix G.
242
6.2 R-O-W Acquisition Procedures
The R-O-W acquisitions procedures to be adopted by the proponent is briefly described
in Table 6.1.
Table 6.1 Procedures for Right-Of-Way (R-O-W) Acquisition
ACTIVITY RESPONSIBLE ENTITY
1. Identification and verification of affected properties 1. Consultants
2. Issuance of Notice to Owners
2. LRTA
3. Submittal of Documents
a. Preliminary plan of affected areas in A3 size drawing showing the alignment
b. Certified true copy of TCT, OCT and Tax Declaration
3. Consultants
4. Negotiations Offers to acquire properties based on Administrative Order No. XX (A. O. XXX), i.e.,
a. Zonal value
b. Replacement cost for improvements
4. LRTA/Consultants
5. If owners agree to the offer: Submit the following:
a. Parcellary survey of affected properties b. Deed of Sale (LRTA Board Resolution) c. Titling
5. LRTA/Consultants
6. If owners disagree to the offer: Initiate expropriation proceedings
LRTA/Consultants
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Table 6.1 Procedures for Right-Of-Way (R-O-W) Acquisition
a. Legal Team to file in the Courts
b. To deposit/pay owner 100% cost of the property based on the zonal value.
c. Hearing d. Court decision (LRTA to pay agreed cost of the
property as determined by court) e. Payment
f. Titling
Note: 1. Permission to enter can be requested from the property owner while negotiation is in progress. 2. For properties under expropriations---permission to enter could be requested in court as soon as The case is filed and the required deposit is paid by LRTA. 3. Parcellary Survery---can be made as soon as the property owner accepts the offer to be signed By property owners or authorized representative before submission to the Land Management Bureua (Bureau of Lands) for registration. 4. Payments 50% down payment as soon as Deed of Sale is completed 50% balance, after the title of Ownership is transferred to LRTA
6.3 Social Development Program (SDP)
6.3.1 Objectives of the SDP
Social development is best described as a process of planned social change
designed to promote the well being of the population as a whole in conjunction
with a dynamic process economic development (Middgley 1995, 25). Social
analysis’ particular contribution to social development is the assurance that the
244
people – and their attendant capacities, values and needs – are placed at the
center of the development process. Some of the aspects that are analyzed in
the context of development intervention relate to:
a. improvement or impoverishment of livelihoods;
b. access to or exclusion from resources; and
c. expansion of knowledge.
After a thorough study of the history and present conditions prevalent in the
areas if concern, the Community Relations Team of the Joint Venture Company
conducted a rather extensive and exhaustive community immersion to validate
the views of social analyst regarding squatter colonies. In view of the above, the
ComRel Team of SNC-LRTA has culled a Social Development Plan relative to
the planned development, the impacts on the informal settlers and its attendant
mitigating measures to at least soften the impact on those who will be directly
affected by the Project.
Concomitant to this, the Social Development Program of SNC-LRTA will revolve
around the following precepts:
a. This plan is for the socially-disadvantaged communities where the alignment will pass through;
b. The Proponent will provide an initial social to those impacted by the project;
c. It will seek to stimulate self-reform through action-learning processes;
and
d. devise nascent social management partnerships between civic groups/networks. To fully realize the mission/vision of the Joint Venture Company with respect to its
Social Development Plan, the company, through its ComRel Team will undertake the
following objectives:
General
245
a. To foster a positive, socially responsible and environment friendly corporate
image for SNC-LRTA; and
b. To build goodwill, trust and confidence between the Proponent and the various
audiences and stakeholders affected by the Project, which can withstand periods
of stress and conflict.
Specific
a. To undertake social Development projects/activities to be funded by the
Proponent which will redound not only to the host community’s benefits, but
the intermediate and larger environment as well.
b. To formulate and execute the resettlement plan together with the affected
stakeholders found along the alignment.
c. To implement information activities that will project the positive contributions
of Proponent and help mitigate whatever adverse effects the contributions of
Proponent and help mitigate whatever adverse effects the Project may
spawn.
6.3.2 Methodology
Given the financial constraints faced by the national and local government institutions,
conventional approaches to socialized housing can never replace self-help initiative
in accommodating those who are not supplied by the market (Berner 1977,33). The
important ingredient in this scenario is people’s active participation.
Tapping local leaders among the squatter families, the ComRel Team will endeavor to
maximize these individuals who are willing to volunteer their respective time and effort
for the sake of their respective associations. The ComRel team will provide a
mechanism that would weed out undesirable elements that may disrupt the process of
social change among most of the relocates. Additionally, the ComRel Team will
246
conduct a series of training for a year and half with potential strategic structural change
agents among the squatter families as target audience. It must be noted that
“structures do not exist independently of people but are created, enforced, altered and
reinforced by actual actors (Smith 1989, 355).
The basic premise of establishing strategic structural change agents is to transform
quasi-groups with unrecognized common interest and goals of appropriation into
strategic groups. The transformation of “quasi-groups” an sich (objectively existing)
in the sense of Dahrendorf (1957) into groups fur sich (perceiving themselves as such)
is a necessary condition for collective action integration, the emergence of a common
lifestyle, increasing self-recruitment and the foundation of voluntary organizations
(Evers 1973, 114f; Evers and Schiel 1988,26f) may eventually result.
With the assistance of the ComRel Team, strategic action will therefore ensure upon the
establishment of an association composed of strategic structural change agents as
representatives of the relocates/beneficiaries. They will embark on concerted group
action to alleviate not just their current conditions but also plan and develop schemes by
which they may be able to attain short and long term goals. Suffice it to say that the
recruitment of change agents will not stop with the election of association leaders. A
judicious search for potential leaders will be conducted on a regular basis. A conduct of
leadership training at the grass roots level will also be facilitated. Further, the ComRel
6.3.3 Specific Activities
Concomitant with the general objectives and thrust of the Social Development Program,
the following activities will be accomplished within the next year and a half;
a. Series of training on Social/Behavioral Change to be conducted up to the
grassroots level;
b. Coordination with both concerned national and local government offices
and Non-governmental Organizations along Parañaque River certain
247
portions of the tributaries and easements of creeks found along Las Piñas
and Bacoor) in a river/tributary revival movement. Thus efforts to assist
this movement will be crucial in terms of Local government partnership;
c. Organization of Settlers Associations;
d. Inventory of affected properties and stakeholders and actual tagging (to avoid the mushrooming of settlements along the alignment);
e. Establishment of a Grameen Banking system;
f. Spiritual upliftment among relocates;
g. Skill training; and
h. Livelihood training for the establishment of micro-industries.
Actual resettlement of displaced settlers will commence from fourth quarter of year
2008. A year and three months preparatory stage for the resettlement of displaced
families will ensure that said families will be more than adequately equipped to become
responsible homeowners who are prepared to pay off their respective amortization. In
accordance with the Social Development Plan developed specifically for this alignment,
the new homeowners, by end-year 2008, will have initially established certain micro-
industries that will assist them in paying off the balance for their respective house loans.
Consistent and in compliance with the Urban Development and Housing Act (UDHA) or
Republic Act No. 7279, the proponent – through its Relocation Consultants, will
coordinate with the local government unit heads, national housing agencies and
financial aid only to the rightful settlers/beneficiaries.
6.3.4 Compensation Package
A package that includes both disturbance and damage compensation for the displaced
settlers will be given in accordance with existing Philippine Laws.
248
It should be noted that the list of recipients for this compensation package will still have
to go screening by a Committee composed of the Association of Settlers, a Local
Government Unit representative, Non-Governmental Organization, etc. The said
Committee will go over the preliminary list and weed out professional squatters who
may try to avail of the said package. This would ensure the delivery of the said financial
aid to the rightful settlers/beneficiaries
6.3.5 Livelihood Assistance
Most of the beneficiaries of the social development and resettlement programme of the
live either in relative or absolute poverty. Assistance in drawing-up livelihood projects
will be conducted by the Proponent. The ComRel Team will facilitate networking with
national agencies such as the Department of Social Welfare and Development,
Department of Labor and Employment, Department of Trade and Industry, Design
Center of the Philippines, etc. for possible livelihood projects. The Comrel Team will
also tap grants for possible socio-economic endeavors.
Skills training in coordination with the Technical and Educational Skills Development
Administration (TESDA) will be scheduled before the construction of the LRT Project so
that qualified stakeholders may be able to avail of employment opportunities from the
Project.
6.4 Resettlement Action Plan
Since self-help initiatives have been found to be theoretically and empirically feasible
and effective means that will ultimately break the vicious cycle of squatting, the
participatory approach is deemed as a positive step towards the full implementation of a
resettlement action. It should be noted that the stakeholders have always been
encouraged by the LRTA Consultants to ventilate their concerns and act on them at the
soonest possible time if such issues are deemed urgent.
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The action plan adopted by the Joint Venture Company will put emphasis on the
strengthening of association groups, rather than resort to the usual “dole-out” system.
The Social Development Programme developed by the LRTA Consultants will hopefully
discourage mendicancy among the stakeholders. It will seek to empower the
stakeholders so that they may be able to chart their future and trek the better way
towards poverty alleviation.
The Proponent will focus more on social development efforts that will inculcate in the
minds of the resettled stakeholders the value of acquiring their respective home lots.
Additionally, the Proponent shall initiate self-reliance activities among the stakeholders.
This means that the Proponent will conduct seminars/workshops in coordination with
national agencies that have the expertise in livelihood projects and skills training.
Proponent will also work towards facilitating the integratation of resettled groups in their
new environment by consulting with the future host communities
Land acquisition has been identified as the most crucial task that the association must
endeavor to facilitate. Figure 6.1 illustrates how this activity will be undertaken. Table
6.2 shows the timeframe for relocation.
6.5 Traffic management
6.5.1 During Construction
The construction of the LRT1 Extension will affect various roads and highways.
The major affect will be caused by construction and will be temporary. In a few
instances, however, the guideway will be located within, and require permanent
modification of, existing roadways. The impact on roads and traffic will fall into
the following main categories.
• permanent road modifications to accommodate guideways columns;
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• temporary traffic restrictions in streets where guideways will be
constructed;
• general construction traffic movements for delivering construction
materials and equipment, and removing excavated and waste materials;
and
• special traffic movements for delivering the guideway superstructure box-
beam girders from the precasting facility to the erection locations along the
guideway.
Special traffic movements will be planned well in advance with the appropriate
authorities, and arranged to minimize their impact on traffic. Where necessary,
such movements will occur at night. General construction traffic movements will
also be planned in advance to minimize their impact, and will be timed for off-
peak traffic periods as far as is practicable, and at night where necessary.
The most significant impact will be where the guideway is constructed in existing
roads. Guideway substructure piling, pilecaps, columns and crossheads will be
built at approximately 30-meter intervals along the alignment, and the precast
concrete box-beam superstructure girders will then be erected. The construction
activity will include:
• installation of between 6 and 12 large diameter bored piles at each
column, including placing piling concrete and reinforcement,
• excavations in the order of 9 m x 9 m x 3.5 m deep, with trench sheeting
support, for pilecap construction at each column;
• placing of formwork, reinforcing steel and concrete for pilecaps, then
backfilling the excavation;
• erecting reinforcing cages, formwork and bearings for columns and
crossheads, placing concrete, then removing formwork;
• erection of superstructure girders;
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• road restoration.
In some locations, particularly where working space is restricted, a single large
(approximately 3 m diameter) caisson foundation may be preferred to the traditional
piles and pilecap construction.
Management of Roads Affected by Guideway Construction
The roads that will be directly affected by ghuideway construction are as follows:
Redemptorist Road:
The guideway will run along the south curb lane of Redemptorist Road between Taft
Avenue and Roxas Boulevard. The road will be permanently reduced from four to three
traffic lanes to accommodate the guideway columns, as indicated on Figure 1.2
However there are plans to convert Redemptorist Road into a pedestrian mail with one
traffic lane for private vehicles. The street vendors stalls along the south side of
Redemptorist Road will have to be temporarily relocated prior to construction.
It is envisaged that the superstructure girders in Redemptorist Road will be erected
using a longitudinal launching methodology due to the limited space available for
operating cranes. For safety reasons, traffic will not be permitted to travel beneath the
operating launchers and the same traffic restrictions will apply for both the substructure
and superstructure construction.
The roadway will be reduced to two traffic lanes as indicated in Figure 6.2 for
approximately 14 weeks during guideway substructure construction, and for
approximately 15 days during erection of the superstructure girders. These periods
may be sequential or separated by a period of time, depending on the detailed
construction schedule developed.
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Work will be arranged to minimize impact on the commercial premises along the north
side of Redemptorist Road and to ensure access is always available to the Mother of
Perpetual Help Church.
Roxas Boulevard Crossing:
The guideway will curve over Roxas Boulevard from Redemptorist Road and then run
south along and outside the west side of Roxas Boulevard. A guideway column will be
located in the service road divider island of Roxas Boulevard. Roxas Boulevard will be
permanently reconfigured slightly at this location as necessary to accommodate the
column. Roxas Boulevard will be reduced to three traffic lanes in each direction for
approximately three weeks during construction of the piled foundations, pilecap, column
and crosshead.
It is envisaged that the guideway superstructure girders across Roxas Boulevard will
also be erected using the launching method, and in two staged. Firstly, the southbound
lanes will be closed, traffic will be diverted into the northbound lanes with two lanes one
way and one lane the opposite way. The northbound lanes will then be closed for one
night and traffic re-routed to the southbound lanes to complete the superstructure
erection across Roxas Boulevard.
No other major impacts are expected to Roxas Boulevard, as the guideway running
south form the crossing at Redemptorist Road will be outside the Roxas Boulevard right
of way.
Coastal Road Bridge Crossing:
The guideway will run along and outside the west side of the Roxas Boulevard before
curving over that highway at the Parañaque River. The guideway is expected to clear
span the Coastal Road Bridge at the Parañaque River, and not to affect the roadway
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itself. The roadway will, however, be closed for one or two nights during erection of the
guideway girders.
Ninoy Aquino Avenue:
After leaving the Parañaque River bank, the guideway will run along the centre median
of Ninoy Aquino Avenue until Dr. Santos Avenue. The guideway columns will be
located within the existing centre median, and the street lighting columns will be
relocated form the centre median to each side of the road. Trees affected by the
guideway construction will be relocated in advance.
The total length of guideway along Ninoy Aquino Avenue will be approximately, one
kilometer. To Limit the traffic disruption, the guideway substructure will be constructed
in a series of “rolling” construction operations, in approximately 500m sections. These
sections will require work site approximately 12 meters wide by 550 meters long, plus
areas at each end to accommodate traffic diversion taper lengths. To accommodate
this, the road will be temporarily widened to maintain two traffic lanes in each direction
over the length of the construction section, as indicated in Figure 6.3. Substructure
construction in each section will take approximately 16 weeks to complete. As the
substructure is completed in each section, that part of the road will be restored and the
work site and construction operations will move to the next section.
The superstructure beams will be installed sequentially along the completed
substructure using the launcher placing system. This again will involve a rolling
sequence of work sites and traffic restrictions to provide safe working space.
Approximately four beams will be erected each day and each work site will involve a
lane closure in each direction for a distance of 100 m plus transition.
Tapers at each end. Beam erection along Ninoy Aquino Avenue will take 4 weeks to
complete.
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Dr. Santos – Talaba Diversion Road
There are no existing roads along this 5-Kilometre section of alignment. Temporary
roads and water crossings will have to be designed and built to accommodate the
movement of construction equipment along this stretch of the guideway.
The beams for the superstructure will continue to be erected linearly southward from Dr.
Santos Station.
Tramo Road Crossing:
The guideway is expected to clear span over Tramo Road and the substructure
construction should not affect traffic on the road. The road will, however, be closed for
one night to erect the guideway beams.
Quirino Avenue Crossing:
The guideway is expected to clear span over Quirino Avenue and the substructure
construction should not affect traffic on that road. The road will, however, be closed for
one night to erect the guideway beams.
Talaba Diversion – MCCR Link Road Crossing:
The guideway is expected to clear span over the TAlaba Diversion – MCCR Link Road
and the substructure construction should not affect traffic on that road. The road will,
however, be closed for one night to erect the guideway beams. A traffic plan to divert
traffic through this area will be designed and approved prior to the closure.
Talaba Diversion Road:
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The guideway will run along a new center median in the Talaba Diversion Road
between approximately Real Street and the General E. Aguinaldo Highway. To
accommodate the guideway columns, the road will be permanently widened by three
meters on its east side and have a new center median constructed. During substructure
construction, the road will be reduced to one-traffic lane in each direction for
approximately 20 weeks, as shown in Figure 6.4a. A possible traffic re-routing plans is
shown in Figure 6.4b.
Guideway superstructure girders are expected to be installed using the launching
method and at a rate of four girders per day in a rolling construction sequence along the
road in approximately 100 m sections. To accommodate this, the road will be reduced
to one-traffic lane in each direction over the length of each construction section, plus
area at each end to accommodate traffic tapers. It will take approximately 21 days of
such localized traffic restrictions to erect all of the girders along Talaba Diversion Road.
General E. Aguinaldo Highway Crossing:
The guideway is expected to clear span over the General E. Aguinaldo Highway.
Constuctin of the northern substructure for this crossing will take place during the 15-
week lane closure for substructure construction along the Talaba Diversion Road.
Construction of the southern substructure will not affect traffic along the highway,
although the highway will be closed for one night during the erection of the guideway
beams. A traffic plan to divert traffic through this area during the beam erection will be
designed and approved prior to the closure. The plan will ensure uninterrupted access
to the hospital.
A Traffic Management Plan for each of the work will be prepared and agreed with all
applicable authorities prior to affecting traffic in that area. The following principles will be
followed in the preparation of Traffic Management Plans:
• vehicular and pedestrian traffic will be managed in a safe and efficient manner;
• safety of the general public and work crews will be paramount;,
• staging strategies and timing of work will be set to maintain flows
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• with minimal disruption to peak-hour traffic;
• night activities will be used to minimize impact on traffic;
• work zone protection and isolation will be achieved using barriers and screens;
• traffic diversions will be arranged, sign posted and publicized in advance to avoid
causing confusion to motorists; and
• roadway and traffic alterations will be engineered and approved in advance; and
flexibility and responsiveness will be built into all plans.
The Traffic Management Plans will address all pertinent issues, such as:
• work site extent, duration, access and egress arrangements for construction in
roadways;
• vehicular traffic lanes that will be maintained for public use, and temporary traffic
diversion arrangements;
• public and construction safety provisions, including flagging, barriers, hoarding,
signage and lighting;
• diversion of traffic to adjacent roads/streets to reduce traffic volumes within the
construction area;
• construction traffic routes and movements to and from the work site, and
procedures and timing for any special traffic movements, such as pre-cast
concrete guideway girder deliveries;
• public information measures via posted notices and the media.
The program Management Office will start the traffic planning process during the
Preliminary Design Phase, and will establish an inter-active dialogue and
communication with the authorities having jurisdiction over roads and traffic. The
Program Management Office will produce and obtain approval for detailed Traffic
Management Plans during the detailed design and construction phases.
6.5.2 During Operation
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The provision of major intermodal facilities as part of the overall project layout, will
provide smoother traffic flow of buses and jeepneys through the station site and to/from
adjacent streets (Please refer to Figures 6.5 a-e). As mentioned in Section 2.4.1.6 of
this EIS document, salient features of the intermodal facilities include:
a) Unloading and loading of bus and jeepney passengers within the
intermodal facilities rather than on adjacent streets will prevent disruption and
impedance of traffic flow along adjacent streets;
b) Stations along Roxas Boulevard ( Redemptorist, MIA, and Asia World )
are located adjacent to the planned bus terminals o the PEA, which will
facilitate the transfer of passengers between buses and jeepneys;
c) Las Piñas and Ninoy Aquino Stations will be provided with on-site
facilities for smooth transfer of passengers between the Extension and buses
and jeepneys;
d) Pedestrian crossovers will be provided at Redemptorist, MIA, and Asia
World Stations to avoid traffic disruption from pedestrian crossings;
e) Traffic regulation shall be in coordination with the MMDA.
For stations along existing highways/roads, frontage control through improvement of
sidewalks, limitation of parking, loading and unloading, and otheractivities along the
roadside, shall be implemented to ensure safety of pedestrians and avoid other types of
roadside friction.
6.6 Utilities Management Plan
An examination of available utility plans for the guideway alignment was
undertaken to assess the impact of utility relocation, protection and abondoment
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measures. A schedule of these major services and the proposed method of
addressing conflicts have been prepared and available for submittal if necessary.
The major features of these are:
• The Overhead Transmission Lines along the proposed alignment , 34.5
kV, 115 kV and 230kV, which will require relocation, avoidance or
protection.
• Any and all underground utilities (sewer, water) that would require
relocation – specifically along Redemptorist Road, NInoy Aquino Avenue
and Las Piñas / Talaba Diversion Road.
Detailed plans will be developed for the management of all existing utility
services along the guideway alignment during the Preliminary Design Phase.
These will be prepared in consultation with, and agreed by, the applicable utility
authorities. The utility management plans will be developed using the following
principles:
• everything possible will be done to avoid conflict with major utility services;
this will include the guideway alignment adjustments and locating columns
and footing where practicable to avoid major serevices, and adopting
construction methodology to support and protect major services in place;
• for unavoidable major utilities conflicts will be relocated or diverted in
advance of guideway construction wherever possible;
• minor utilities conflicts will be relocated or diverted in conjuction with the
construction of the guideway works.
• The timing and execution of utility relocationsand diversions, and in
particular for major utilities, will be selected to minimize impact to those
served by the utility;
• the goal will be to find cost efficient solutions that can minimize impact to
utilities and those served by them.
The Program Management office will start the utility management planning
process during the Preliminary Design Phase, and will establish an inter-active
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dialogue and communication with the authorities and companies having
jurisdiction over utilities. The Program Management office will produce and obtain
approval for detailed Utility Management Plans during the detailed design and
construction phases.
6.7 Waste Management and Disposal Plan
The Proponent shall submit a waste management and disposal plan to the DENR
for approval prior to the implementation of the project.
6.8 Contingency Response Plan
6.8.1 During Construction
(i) Adequate warning signs, barricades, warning lights including
traffic aides must be provided at all times during constructions;
(ii) The Contractor must be required to provide vehicles for emergency
cases.
(iii) Proper handling of garbage that may be excavated from the Manuyo area
to avoid ground water contamination;
(iii) The Contractor will also be required to implement the following:
• Adopt appropriate construction procedures;
6.9 Abandonment Plan
Abandonment measures must be implemented after the construction activites. Upon
completion of the project, all parties concerned, such as the LRTA, the DENR, and the
LGUs m ust inpesct the area to check if:
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temporary structures, if not usable anymore are dismantled, and stockpiled materials
are property disposed of;
interrupted power and water service connections are properly re-installed, and in the
usual functioning condition;
construction equipment and used materials are transported back to the constractors;
and
temporary camp of the construction workers and facilities are cleared of debits;
The proponent must continuously implemented maintenance activities to preserve and
restore the existing infrastructures in good operating conditions. An abandonment
phase is not envisioned at this point.
6.10 Environmental Monitoring Program
6.10.1 Monitoring Activities
The following activities will be monitored during the Construction Phase:
(i) Implementation of approved plan/program on structural, drainage,
Waste disposal, TSP control, noise pollution control, tree cutting, etc.
(ii) Implementation of MMDA Approved Traffic Management Plan
(including Traffic Rerouting Plan)
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(iii) Assigning of traffic aides, particularly at existing busy roads such as
Redemptorist, Tramo, Talaba Diversion Road, and others;
(iv) To minimize the dust build-up, water trucks equipped with water spraying
equipment must be on stand-by, particularly in highly populated areas in
Brgys. Baclaran, La Huerta, Pulang Lupa, Manuyo, Zapote, and Talaba;
(v) Conduct of air quality and noise level sampling. The parameters to
be measured are STP and noise. Monitoring stations will be located
on construction sites that are near settlement areas (i.e., Brgys.
Baclaran, La Huerta, Pulang Lupa, Manuyo, Zapote, Talaba). Noise
level monitoring must be conducted more frequently in construction
areas near schools, hospital and churches (i.e., Baclaran church,
San Nicolas Church, La Huerta Elementary School, Las Piñas
Elementary School, Talaba Elementary School, St. Dominic
Hospital);
(vi) Water quality along the waterways. Following parameters may be
monitored: BOD, TSS, and oil and grease particularly at bridge sites;
(vii) Bacteriological sampling and analysis of groundwater from existing deep
wells within the vicinity of the excavated landfill area in Brgy. Manuyo I;
(viii) Compliance to occupational health and safety regulations by the
Constuctor must be regularly monitored (i.e., if all equipment are in good
working conditions, or if workers are equipped with safety gears at job
sites);
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(ix) To achieve waste reduction, suitable surplus excavation of filling materials
onsite will be reused (except for garbage) as well as recovery and reuse
of scrap lumber, mental and concrete;
(x) Regular inspection of the sanitary conditions at worker camps to prevent
the spread of diseases;
The following are the activities that will be monitored during the Operation Phase:
(i) Maintenance /enhancement of mangrove areas in the immediate vicinity
of the project, particularly in La Huerta, Pulang Lupa, and Longos;
(ii) Possible aggravation of flooding;
(iii) Possible ground settlement, particularly within station locations in areas
with high ground settlement potential such as La Huerta, San Dionisio,
Manuyo I, Pulang Lupa, and Zapote;
(iv) Efficiency of traffic management measures and parking restrictions around
stations, with focus on those with intermodal facilities (i.e., Dr. Santos,
Niyog and Zapote);
(v) Adequacy of safety features to minimize roadside frictions involving
vehicular and pedestrian traffic;
(vi) Efficiency of public and private transit operations at all stations with focus
on those with intermodal facilities;
(vii) Maintenance of peace and order, particularly at station locations where
different types of people come and go;
(viii) Cleanliness and aesthetic appeal of the structures, stations, as well as its
immediate surroundings
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6.10.2 The Multi-Partite Monitoring Team (MMT)
As stipulated in DAO 96-37, a Multi-Partite Monitoring Team (MMT) must be formed
immediately after the issuance of the Environmental Compliance Certificate (ECC). The
main goal of the MMT is to monitor the Proponent’s as well as the Constructor’s
compliance to the ECC conditions, the Environmental Management Plan (EMP), and
other applicable laws, rules, and regulations. In addition to these, the MMT shall also :
(i) Gather relevant data to determine possible causes of unavoidable
and residual adverse impacts and validity of public complaints or concerns
about the project; and
(ii) Prepare, integrate, and disseminate monitoring reports and submit
recommendations to the DENR
MMT Team Composition
Since the project area covers a considerably long stretch of alignment with multi-
type stakeholders, it is recommended that three (3) MMT’s are formed; one for each
host municipality--- Parañaque, Las Piñas, and Bacoor.
The Parañaque MMT:
The Following is a list of the proposed members of the Parañaque MMT:
• Concerned CENRO as Chairperson
• City Planning and Development Coordinator of Parañaque
• Barangay Captains of Baclaran, Tambo, Don Galo, and La Huerta
• Representative(s) from Baclaran Church
• Representative from Iglesia ni Kristo, La Huerta
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• Representative(s) from the building owners along Redemptorist
• Representative(s) from the Federation of Baclaran Vendors
• Representative(s) from the La Huerta Elementary School
• Representative form the DPWH-Southern Metro Manila Engineering
District
• Representatives from NGOs / Pos operating in the area
• Representative from the women sector
The Las Piñas MMT:
• Concerned CENRO as Chairperson
• City Planning and Development Coordinator of Las Piñas
• Representative from the local Urban Poor Affairs Office
• Barangay Captains of Manuyo I and Pulang Lupa I
• Representative(s) from fishpond and saltbed operators
• Representative(s) from commercial and industrial establishments in
Pulang Lupa
• Representatives from NGOs/Pos operating in the area
� Representative from women sectors
The Bacoor MMT:
� Concerned CENTRO as Chairperson
� Municipal Planning and Development Coordinator of Bacoor
� Representative from the local Urban Poor Affairs Office
� Barangay Captains of Zapote, Longos, Talaba 2 and Talaba 4
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� Representative(s) from commercial and industrial extedblishment in
Talaba 2 and 4
� Representatives from NGOs/Pos operating in the area such as the
Samahan ng mga Mangingisda, Samahan ng mga Magkakapitbahay
Talaba Ladies Club
� Representative from St. Dominic’s Hospital
6.10.3 Environmental Monitoring Matrix
Table 6.3 Identifies the “critical questions” to be addressed and shows the proposed
Environmental Monitoring Program for the
Implementation of the proposed lifeline.
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Table 6.3 Environmental Monitoring ProgramParameters to be
Monitored Station to be Monitored Frequency ofMonitoring
Methods ofAnalysis/Execution DENR Standard Implementor
CONSTRUCTION PHASEBIOLOGICALTree Cutting Center median, Ninoy
Aquino Ave. Mangroves,Ninoy Aquino Sation
Daily Monitoring team mustensure that tree cuttingis limited within theneeded ROW only
N. A. PARAÑAQUEMMT
Air Quality (TSP) At all populated areasaffected by dust (i.e.Brgys. Baclaran, LaHuerta, Pulang Lupa,Zapote and Talaba
Weekly duringconstruction
high volume Sampler-Gravinetric
TSP = 230mg/Ncm DENR NCR
Noise Leval Areas affected by theconstruction noiseparticularly at BaclaranChurch, san Dionisio,San Nicolas Church, LaHuerta, ElementarySchool Las PiñasElementary SchoolTalaba ElementarySchool St. Dominichospital
Weekly duringconstruction
Noise Meter Noise = 230mg/Ncm DENR NCR
Water Quality BOD, TSSand oil and grease ofsurface water
All Major bridge sites,RCBC and RCPC Sites
Quarterly duringconstruction
standard EMPASS-EQD water qualityanalysis
class "SC" BOD - 10mg/L TSS 30 mg/Lincrease Oil andGrease - 3 mg/LBacteria must notexceed MPN of 500per 100 ml. Oil andgrease 5 mg/L
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Table 6.3 Environmental Monitoring ProgramParameters to be
Monitored Station to be Monitored Frequency ofMonitoring
Methods ofAnalysis/Execution DENR Standard Implementor
Parameters to be monitored Stations to be Monitored Frequency ofMonitoring
Methods ofAnalysis/Execution
DENR Standard Implementor
Waste management anddisposal
All operations withexcavation activities,particularly within thelandfill areas in Manuyo I
weekly duringconstruction
Site inspection Based on EMP DENR - NCRLAS PIÑAS MMT
Bacteriological content ofgroundwater
Groundwater (fromexixtingdeepwells) in Manuyo I
before and afterexcavationactivitiesin the landfill areas inManuyo I
Multiple - TubeFermentationTecnique ormembrane Filter
For class "GA" waterTotal Coliform:50 MPN/100 ml(based on thegeometric mean of theMPN of coliformorganism during a3 - month period)
Department ofHealth(DOH) upon therequest of theProponent
SOCIAL
Traffic Management Road section andcrossingsaffected by guidewayandstation construction(Refer to Section 6.5.1.1)
Daily Site observation andsationing
Based on EMP MMDAPARAÑAQUEMMTLAS PIÑAS MMTBACOOR MMT
Compliance of Contractor tooccupational health andsaty rules and regulation
all construction areas weekly duringconstruction
Site inspection of workareas includingsanitation facilities
Based on EMP PARAÑAQUEMMTLAS PIÑAS MMTBACOOR MMT
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Table 6.3 Environmental Monitoring ProgramParameters to be
Monitored Station to be Monitored Frequency ofMonitoring
Methods ofAnalysis/Execution DENR Standard Implementor
OPERATIONAL PHASE
BIOLOGICAL
Mintenance/enhancement ofmangrove areas in theimmediate vicinity of theproject
Mangrove areas in LaHuerta, Pulang Lupa andLangos
Quarterly Site inspection of workareas includingsanitation facilities
Based on EMP DENR - NCRPARAÑAQUEMMTLAS PIÑAS MMTBACOOR
PHYSICAL
Agravation of flooding (ifany)
Low-lying flood-proneareas in Brgys. La HuertaSan Dionisio, Manuyo I,Pulang Lupa, Zapote andTalaba (Pls refer to Flg.3.2.8
Quarterly with the firstyear of operation andannually thereafter forfour years (particularlyduring the rainyseason)
Site inspection,interview with affectedcommunities
Data must becompared withhistorical records ofDPWH
DPWH SouthernMetro ManilaEngineeringDistrictPARAÑAQUEMMTLAS PIÑAS MMTBACOOR MMT
Ground settlement withstation locations
Stations located in areaswith high groundsettlement potential,namely (Ninoy Aquino,Dr. Santos, Manuyo I LasPiñas and ZapoteStations)
Annually Site observation andmeasurements
Historical data must becomplied for meaningfulinterpretation
MMDALGUs ofParañaque,Las Piñas , andBacoor LRTASNC LAVALIN
SOCIAL
Efficiency of trafficmanagement measuresand parking restrictions
All Stations Daily (for TrafficOfficer and personnel)
Site patrollingStrict implementation oftraffic rules andregulationsstiff penalties forviolators
Based on EMP andTraffic ManagementPlan
MMDALGUs ofParañaque,Las Piñas , andBacoor LRTASNC LAVALIN
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Table 6.3 Environmental Monitoring ProgramParameters to be
Monitored Station to be Monitored Frequency ofMonitoring
Methods ofAnalysis/Execution DENR Standard Implementor
SOCIALEfficiency of public andprivate transit operations
All stations withintermodal facilities suchas Dr. Santos, Zapoteand Niog
Daily (for Traffic Officerandpersonnel)
Site patrollingStrict Implementation oftraffic rules andregulationsStiff penalties forviolators
Based on EMPand TrafficManagement Plan
MMDALGUs ofParañaque,Las Piñas, andBacoorLRTA SNCLAVALIN
Maintenance of Peace andOrder
All Stations Daily (for Peace andOrder personnel)
Site visibilityAt least two Barangaypaece and orderpersonnel must beassigned at eachstation to deter "pickpocket" and maintainpeace and order in thearea
Based on EMP andexisting laws
LGUs ofparañaque,Las Piñas, andBacoorBarangay Tanod
Cleanliness and baestheticappeal
Structures, stations, andimmediate surroundings
Monthly Site monitoringMaintenance oflandscape areasStiff penalties forviolators
Based on EMP LGUs ofparañaque,Las Piñas, andBacoorLRTASNC LAVALIN
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6.11 INSTITUTIONAL PLAN
The task of implementing the Environmental Management Plan lies on the
collaborative efforts of the project proponent and the inter-agency members.
For the partnership to be effective, roles and services among the inter-agency
members are defined in order to determine their level of complementation and
point of convergence.
1. LRTA – Line 1 Extension / Concessionaire
As proponents and direct implementor of the project, it shall undertake the
following:
• Construction of the infrastructure plan
• Provision of relocation plan for the affected families based on R.A. 7279
• Spearhead the clearing of the area of informal settlers.
• Ensure the integration of the Social Development program to the physical
accomplishment of the project.
• Prepare the affected families for their eventual relocation
• Assist the relocates in the accomplishment of requirements for relocation
• Coordinate with the respective government agencies involve in facilitating
the smooth relocation of the affected families.
• Organize an inter agency committee to facilitate the clearing of the area
and the implementation of the Social Development Program.
2. Housing and Urban Development Coordinating Council (HUDCC)
The over-all management and monitoring of the social development program
shall be provided by HUDCC being the chair of the Executive Committee. Its
main task is orchestrate and monitor all efforts undertaken to fulfill the project
commitment to social development.
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3. National Housing Authority
• As the primary housing agency, NHA leads the identification of a
relocation site and the beneficiary selection committee as well as assist in
the social preparation phase and in the transfer of the informal settlers to
their relocation area.
• Provide an orientation to the new settlers regarding rules and regulations
governing the relocation site and takes over the management of the
relocation program once the transfer has been executed.
4. Local government of Parañaque, Las Piñas and Cavite up to the
Barangay Level.
• As spelled out in the UDHA Law. The local government is responsible for
the demolition and relocation of the Informal settlers affected by the
project,
• Given the mandate of operationalizing the Social Reform Agenda on the
local level, the LGU’s concern ensures that the Minimum Basic Needs
interventions are incorporated in the project.
• Provides a venue for the homeowners association to participate in Local
Governance.
• Taps the Local Social Services unit to spearhead the intergration of the
Comprehensive and Integrated Delivery of Social Services to the affected
families.
5. Presidential Commission for the Urban Poor (PCUP)
• The PCUP is tasked to ensure that individual rights of the affected families
are protected and that these families are properly consulted.
• Provide assistance in sourcing out employment opportunities and skills
training to the families that would be relocated.
6. Community Representatives from the affected areas
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The community representatives and the affected families themselves play
a major role in actively participating in their own development.
6.12 Information, Education, and Communication (IEC) Program
This section briefly describes the general and specific objectives of
the IEC campaign to be carried out by the Community Relations
(ComRel) Team of the joint Venture Company.
6.12.1 General Objectives
a. To help familiarize all concerned parties with the benefits
that will accrue from the project and the mitigative measures
that will be undergone to minimize its costs;
b. To assist in providing a social response channel through
which legitimately affected parties can articulate their
sentiments and demands;
c. To help mitigate the social opposition to the proposed
project;
d. To foster a positive, socially responsible and environment
friendly corporate image for LRTA; and
e. To build goodwill, trust and confidence between LRTA and
the various audiences and stakeholders affected by the
Project, which can withstand periods of stress and conflict.
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6.12.2 Specific Objectives
(i) To help formulate an integrated information dissemination
and education campaign in pursuit of the above general
objectives;
(ii) To help conduct community-organizing work among the
affected communities;
(iii) To help win support for the proposed project from residents,
“informal dwellers”, economic, political, and other social
groupings along the LRT 1 Extension route;
(iv) To undertake IEC/ComRel projects/activities to be funded by
LRTA which will redound not only to the host community’s
benefits, but also to the intermediate and larger environment
as well; and
(v) To implement information activities, which will projects the
positive contributions of LRTA and help, mitigate whatever
adverse effects the Project may spawn.
6.12.3 Activities/Milestones
MONTH 1 Week One
¾ Social Investigation Week Two
¾ Assessment of Social Acceptability Week Three
¾ Action Planning
� Formulation of Recommended Packages and benefits that may accrue to the communities affected by the Project;
� Formulation of specific IEC and ComRel plans
` (i) Conceptualization and design of flyers and
274
posters;
(ii) Conceptualization and design of a 20- Minute
audiovisual presentation regarding the project.
¾ Submission of Action Plan and PR materials
Month 2 – 12
¾ Conduct of ComRel and IEC activities, as approved by LRTA. For
COMREL activities, these may be undertaken by means (but not
limited to) of the following:
� Draft a Social Development Plan;
� Draft a project specific IEC/ComRel Plan;
� Hold focused group discussions (FGD’s) with
People’s Organizations (PO’s), Non-Governmental
Organizations (NGO’s),church groups, women’s
groups, disadvantaged groups and other affected
stakeholders, distributed accordingly among the
municipalities concerned;
� Process documentation of all consultations and
dialogues with LGU’s, NGO’s, PO’s etc. and
� Recruitment and mobilization of allies for the Project.
Year 2 – 3 (Construction Phase)
The proponent shall institute an effective information, education and
communication (IEC) program. This will enable the proponent to disseminate
enough information about its plans, hiring, and the proponent to disseminate
enough information about its plans, hiring and other relevant data that are for
public consumption. Emphasis of the IEC program shall be on the environmental
management and monitoring plans and how the local community can participate
actively and meaningfully in implementing such plans. This can be handled by
the Community Relations Team within the corporation.
275
Year 4 - 25 (Operations Phase)
The ComRel Team will institutionalize the feedback mechanism where the general
public may be able to ventilate issues and concerns that have substantial basis so that
the Joint Venture Company may be able to judiciously act on it. IEC efforts in terms of
projects benefits and development will also be enhanced and prepared for public
consumption.
276
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