TABLE OF CONTENTS - World Bankdocuments.worldbank.org/curated/pt/159631468333589940/E... · Web viewAfter the Open Forum, the Agreed Upon Studies To be Undertaken and Agreed Upon

ENVIRONMENTAL IMPACT STATEMENT

for the

Light Rail Transit Line 1 South Extension Project

Volume 1

Submitted by

Light Rail Transit Authority

August 21, 2008

i

E1970

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

ii

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1513.3.2 Fauna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

3.4 Socio-Economic Environment . . . . . . . . . . . . . . . . . . . . . . . 156

3.4.1 The National Capital Region or Metropolitan ManilaThe Host Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156

3.4.2 Cavite : The Host Province in the South End . . . . . . 1583.4.3 The Host Cities and Municipalities . . . . . . . . . . . . . . 1613.4.4 The Direct Impact Area . . . . . . . . . . . . . . . . . . . . . . . 1653.4.5 Affected Population Group . . . . . . . . . . . . . . . . . . . . 1663.4.6 Socio-Economic Profile of the Affected Group . . . . . 1693.4.7 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, and2. 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

4 FUTURE ENVIRONMENTAL CONDITIONSWITHOUT THE PROJECT . . . . . . . . . . . . . . . . . . . . . . . . . . 207

iv

4.1 Physical Environment . . . . . . . . . . . . . . . . . . . . . . . . . 2084.2 Biological Environment . . . . . . . . . . . . . . . . . . . . . . . . 2104.3 Socio Economic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210

5 IMPACT ASSESSMENT, MITIGATION AND ENHANCEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212

Impact Identification, Prediction and Evaluation . . . . . .212

5.1.1 Pre-Construction Phase . . . . . . . . . . . . . . . . . . . 2135.1.2 Construction Phase . . . . . . . . . . . . . . . . . . . . . . . 2135.1.3 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. . . . . . . . . . . . . . . . . . . . . 2446.3.2 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2466.2.3 Specific Objectives . . . . . . . . . . . . . . . . . . . . . . . 2476.3.4 Compensation Package . . . . . . . . . . . . . . . . . . . 2486.3.5 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

6.10 Environmental Monitoring Program . . . . . . . . . . . . . . . . . 261

6.10.1 Monitoring Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

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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 1Figure 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 2Figure 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

Figure 2.9 The Technically Preferred Route

Figure2.10 The Proposed LRT Line 1 Extension Route

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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

Figure 2.30 Functional Plan for the Intermodal Facility at Zapote Station

Figure 2.31 General Vehicle Configuration of the Extension

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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 3PHYSICAL 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

SOCIO-ECONOMIC ENVIRONMENT

viii

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 6Figure 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 TABLESEXECUTIVE SUMMARY

Measures of Social Acceptability

Potential Impacts and Mitigation/Enhancement Measures

ix

CHAPTER 1Table 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 2Table 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 3Physical Environment

Table 3.2.1 Terrain Characteristics along the Pasay-Zapote Coastline

Table 3.2.2 Major Earthquakes that affected Metro Manila and its Vicinity

x

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 EnvironmentTable 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 EnvironmentTable 3.4.1 Affected Groups by type, By Area

Table 3.4.2 Number of Business Establishments According to Type of Business

Table 3.4.3 Number of Business Establishments According to Type of

Business/Merchandize

xi

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 5Table 5.1 Census & Survey of affected Households in Affected Settlement

Areas

Table 5.2 Predicted Resultant Noise Levels

CHAPTER 6Table 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 APPENDICESAppendix 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

ABREVIATIONS

xii

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

PEA Public Estate Authority

PO Peoples Organization

xiii

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

BASIC INFORMATION

xiv

The Proponent

Light Rail Transit AuthorityAdministration Bldg., LRTA CompoundAurora Blvd., Pasay City, Metro Manila

Telephone Nos.

832-31-41 to 60833-24-66LRTA

Proponent’s Representative:

Mr. Teodoro B. Cruz, Jr.AdministratorLRTA

The Preparer

ECOSYS Corporation48-B Times St., West Triangle, Diliman, Quezon City

Telephone Nos.

414-42-65414-42-83

Telefax No.414-43-79

xv

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

xvi

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.

i

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,

ii

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

iii

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

iv

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

v

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.

vi

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

vii

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

viii

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.

ix

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)

x

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.

xi

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

xii

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

√

xiii

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.

xiv

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.

xv

Potential Impacts and Mitigation / Enhancement Measures

Parameters Impacts Duration and Degree of Impacts

Mitigation /Enhancement Measures

Pre-Construction and Construction Phase Physical Environment

Geology The proposed Extension Route lies in the vicinity of a seismically active area that could induce ground shaking

Long -term negative

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-rupture process of a predicted earthquake;

the geology along the seismic wave's path of travel ( the propagation path ) from the fault to a particular site;

the subsurface geology at sites expected to be affected by this predicted earthquake

the nonlinear response of geologic formations to strong ground motion; and

the nonlinear response of large structures to strong ground motion.

Susceptibility to liquefaction and ground settlement

Long -term negative

The following mitigation measures shall be evaluated in terms of appropriateness to site conditions:

use of bored cast-in-place-reinforced concrete piles with diameters of 1000-1800 mm.

use of foundations consisting of groups of piles with a pile cap

use of alternate foundation using a single diameter caisson per column

installation of bored caissons or driven stell or pre-cast concrete piles

Nevertheless a moren detailed subsurface inverstigation in consonacne with the Detaile Engineering Design Stage is deemed necessary. This can be undertaken so that the potential for liquefaction and ground settlement for certain sections

xvi





can be more ascertained

Hydrology & Water Quality Possible increase in turbidity and downstream sediment loading of the rivers, creeks and tidal channels along the proposed alignment due to excavation and bored piling activities

Long -term negative

These impacts are unavoidable, but short-term in nature. Condition of the water in the rivers and creeks is expected to be back to normal after the construction works are completed. It is important to note here that the watercourses traversed by the alignment already exhibit very poor water quality, having high BOD and Total Suspended Solids (TSS) levels. These waterways provide poor habitat for wetland vegetation and aquatic fauna.

Water Quality Possible contamination of groundwater due to excavation of landfill areas in Brgy. Manuyo I

Short-term negative

Location of aquifer zones must be exhaustively studied before any excavation activity is started, particularly in the landfill areas.

Once established, excavation limits must be properly delineated and strictly complied with.

Excavated garbage from the said landfill areas must be immediately hauled out and brought to DENR-approved disposal sites. These garbage materials msut be prohibited from being stockpiled, to avoid contamination of nearby water bodies and possibles spread of pathogenic organisms.

Possible aggravatrion of existing flooding problems in San Dionisio, La Huerta, Manuyo I, Pulang Lupa, Longos, and Talaba

Short-term negative

Proponent msut ensure that appropriate mitigation measurs are put in place and strictly complied with, so that these areas can be protected from further degration. Some of these are:

Contractor must be prohibited from stockpiling constrcution spoils anywhere near watercourses nor artificial drainage systems to avoid clogging of these drainagy systems;

Conventional sedimentation and erosion

xvii





control measures must be put in place;

Sufficient and effective drainage systems must be incorpo rated in the detailed design of the structures and stations to offset effects of increase in amount of impermeable surfaces as well as differences in elevation between the the raised (constructed) areas and the surrounding low-lying communities.

Air & Noise Quality Increase in exhaust gas emission levels with the operation of different construction equipment

Increase in noise level due to operation of various pre- construction and construction equipment and machinery

Increase in Total Suspended Particulate (TSP) Levels due to dust generated during construction

Short -term negative



Regular maintenance of the construction heavy equipment and other smoke emitting machinery must be strictly complied with

Proper scheduling of high noise generating pre-construction activities during the daytime.

Temporary noise barriers such as gavlanized iron shields must also be used particularly in noise-sensitive areas such as churches, schools, and hospitals in the immediate vicinities of the construction area.

Being the direct noise recievers, construction workers must be provided with earmuffs.

Use of mufflers and noise suppressors, and regular maintenance of heavy equipment, construction machinery, and other support vehicles.

Spraying of the exposed and/or cleared sites with the use of water spraying tankers.

xviii

Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and

Degree of ImpactsMitigation /Enhancement Measures

Pre-Construction and Construction Phase Biological Environment

Flora Minimal loss of the natural and cultivated vegetative covers in areas traversed by the alignment

Insignificant The mangrove species observed alont the routs 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

Proponents must comply with the governing rules and regulations regarding tree cutting.

Aquatic & Terretrial Fauna Pre-construction and construction activities along the rivers and creeks traversed by the alignment will pose no significant effect

Insignificant Abundance of guppies or mosquito fish, plus the deformed morphology of some species of phytoplankton are indicators of a polluted habitat. Analysis of the benthos (sandy to blackfish mud) showed no traces of l ive macro-invertibrates and

xix

Potential Impacts and Mitigation / Enhancement Measureson aquatic faunal. microorganisms.

The present physico-chemical condition of the waterways, particularly the high levels of Biological Oxygen Demand (BOD), cannot support survival of higher form aquatic faunas.

Since the project area will traverse urbanized areas, it is not expected to have any significant effect on existing terrestial fauna, since most of these are of the domesticated type (i.e., cats, dogs, chickens).

xx

Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and Degree

of ImpactsMitigation /Enhancement Measures

Pre-Construction and Construction Phase Socio-Economic Environment

Displacement of residential houses, and few commercial and business establishments along the right-of-way of the alignment.

Generation of employment with

Long term, negative

Short-term

Different resettlement packages will be designed according to the types and specific situations of population groups that may be displaced by the project. That is . .

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. );

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 the

xxi

Potential Impacts and Mitigation / Enhancement Measuresthe project area Disturbance of business

Disturbance of business activities in affected commercial areas

postive

Short-term negative

construction period must be given to the residents in the direct impact area

Construction activities along 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.

If necessary, 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.

Vendors will have to be temporarily relocated to other parts of the Baclaran commercial area so as to minimize economic dislocation. Proponent has to work this out the municipal and barangay LGUs concerned.




Disturbance of institutional buildings and places of worship

Increased traffic congestion and changes in traffic patterns

Short-term negative

Short-term negative

Noise barriers and aesthetic features shall be incorporated in the LRT structural design in keeping with the over all atmosphere of the Baclaran Church, while alos complementing the modernization effort in the Baclaran Commercial Area. This shall also be applied in consideration of the requirements of school zones.

The MMDA-approved Traffic Management Plan must be strictly implemented.

To furhter improve traffic flow, blockage of roads, particularly by heavy equipment and vehicles (such as delivery and hauling trucks) must be minimized if not

xxii

Potential Impacts and Mitigation / Enhancement Measuresavoided.

Transport of guideway beams must be done during the nighttime when there are less vehicles on the road.

Possible disturbance to underground and overhead utility lines (water, sewerage, gas, electricity, telephone) during excavation and erection of fixed facilities

Short-term negative

Works involving service interruptions shall be dealt with in an expeditious, internationally accepted manner which reduces disruptions to a tolerable level.

All of the major authorities having jurisdiction over the provision of utilities shall be contacted, as necessary, during the development and implementation phases.

Reducing disruption of munucipal emergency services (police, fire, ambulance) shall be addressed through staged construction and traffic maintenance strategies to be developed as part of the traffic Management Plan.

Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and

Degree of ImpactsMitigation /Enhancement Measures


Air & Noise Quality Decline in emission rates and concentrations of air pollutants along the main roads in the project area

Long-term positive

Studies of similar transit system indicate that the overall impact of an introduction of an LRT System would be a decline in emission rated and concentration of vehicular pollutants such as hydrocarbons (HC), carbon monoxide (CO), NO2, PM10, and lead.

Possible increase in the level Although effects on the Balcaran Church religious xxiii

Potential Impacts and Mitigation / Enhancement Measuresof noise due to train operation

Computed resultant noise levels show 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 (located approx. 60 meters from the source) in terms of nuisance from the noise it wll generate.

However noise generated by the train will significantly affect areas 10 to 30 meters from the source

Insignificant

Long-term negative

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.

Potential Impacts and Mitigation / Enhancement MeasuresParameters Impacts Duration and Degree

of ImpactsMitigation /Enhancement Measures


Enahancement of students' mobility and productivity

Long-term positive

Improved students' performance can be expected through this improved transport system

Enahncement of the aceptability of Off-Mter Manila relocation sites

Long-term positive

With the proposed integrated and conitnuous LRT system from Monumento to Bacoor, social acceptability of relocation sites is hoped to be enhanced. This is because this efficient mass

xxiv

Potential Impacts and Mitigation / Enhancement Measurestransport system could bring its capacity to bridge the distance between off-metropolis relocation areas and livelihood centers such as markets in Baclaran, Divisoria, Pasay and Quiapo, and the factories within and immediately outside Metro Manila.

0 Decongestion of Entry Point into Cavite and CALABARZON.

Boosting of Developing Business/Commercial/Tourism Areas in Las Piñas, Parañaque & Bacoor (long term, positive)

Long-term negative

Long-term positive

One major positive socioeconomic impact of this project is providing an efficient mass transit system that enhances workforce mobility between the industrial zones Valenzuela, Bulacan and the CALABARZON area.

Shorter travel time and more comfortable travel circumstances will allow workers a better physical and psychological state to undertake productive work.

The project creates the benefit by way of accomodating expanding ridership between various parts of Metro Manila and Cavite. If more passengers are encouraged to take the LRT, other public utility vehicles like jeeps, mega-taxis and buses plying the narrow Bacoor streets can be reduced.

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 embardk in the planned station at the corner of Coastal and MIA Roads.

xxv

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

1

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

2

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:

3

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

4

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

5

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 pressureSPL - normalized sound level pressure level based on observed –track distance to train length ratio (See Figure 1.1)

A - mean number of axles of vehiclesN - is the number of vehiclesIv - is the vehicle length in metersV - 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-

6

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)

7

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

8

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:

To gather baseline data on the socio-economic and cultural situation of

the affected communities and stakeholders;

To measure the project’s social acceptability among the various

stakeholders;

To identify relevant socio-economic-cultural factors that affect

community acceptance;

To gather perceptions of different stakeholder groups about the project

especially those pertaining to project impacts;

9

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:

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.

Socio-economic and Perception Survey of business establishments,

building owners in affected business areas.

Socio-economic and Perception Survey of ambulant and fixed stall

vendors.

Perception Survey of affected institutions

Key informant interview

Barangay assemblies

Multisectoral Scoping Meetings

Coverage of the Household Census and Sample Surveys are shown in Tables 1.1, 1.2, and 1.3.

10

Table 1.1 Census & Survey of Affected Households in Affected Settlement Areas

Settlement AreaNumber of Structures

Number of Households

Covered


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

Piñas16 50 0

4. Daang Kariton/Calle5/Gabriel

Compound, Pulang Lupa 1Las

Piñas

46 55 0

5. Irasan/Kawayanan, Pulang

Lupa 1Las Piñas20 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 95 011.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

11

Size Population1. Redemptorist Road, Baclaran, Parañaque 200 66 16.5 Building owners/administrators 8 Small Business owners 38 Big Business owners 202. 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 36.7Ambulant 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.

12

Social Preparation ActivitiesAs 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.

13

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

14

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.

15

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

16

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.

17

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.

18

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.

19

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.

20

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.

21

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.

22

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;

23

(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 RoutesRapid Transit ServiceObjective: 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).

24

Table 2.1 Evaluation Criteria and Factors of the Alternative RoutesProperty Requirements

Objective: aims minimize lands to beConsumed 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 UseObjective: 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.

CostObjective: aims to construct the most cost-effective facility

Capital Cost – minimize capital cost of the facility.

Environmental AspectObjective: 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 ImpactsObjective: 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.

25

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.

Table 2.2 Summary of Rationale for Routes Screened OutRoute Section Route Segment Rationale for Screening

26

Table 2.2 Summary of Rationale for Routes Screened OutNorth Section 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

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);

27

Table 2.2 Summary of Rationale for Routes Screened Out displacement of residences;

displacement of existing businesses and commercial premises;

impacts to historical corridor and designated tourism zone; and

costly relocation of utilities.Tramo Road (5C) limited space for intermodal facilities;

proximity effects (noise/visual);

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;.

SOURCE: SNC Lavalin & LRTA 1999. Feasibility Study for the Manila LRT Line 1 Extension, Volume 2

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

28

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.

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.

29

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.

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

30

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.


CriteriaCriteria Weights

Factors Factor Weights

1. Rapid Transit Service

2.5 1.1 Service Coverage 4.0

1.2 Accessibility 4.0

1.3 Convenience 1.5

1.4 Directness of Route 0.5

TOTAL 10.0

2. Network Integration

1.0 2.1 Network Connectivity 5.0

2.2 Intermodal Integration 5.0

TOTAL 10.0

3. Property Requirements

0.5 3.1 Property Taking 6.0

3.2 Lane Reductions 4.0

31


CriteriaCriteria Weights

Factors Factor Weights

TOTAL 10.0

4. Land Use 2.5 4.1 Support Future Land Use 7.0

4.2 Impact to Built Environment 3.0

TOTAL 10.0

5. Environmental 2.0 5.1 Noise 2.0

5.2 Visual Intrusion 3.0

5.3 Cultural/Heritage Sites 4.0

5.4 Natural 1.0

TOTAL 10.0

6. Cost 1.0 6.1 Capital Cost 10.0

7. Traffic Impacts 0.5 7.1 Traffic Impacts Around

Stations

6.0

7.2 Traffic Disruption DuringConstruction

4.0

TOTAL 10.0

TOTAL 10.0

SOURCE: SNC Lavalin & LRTA, 1999. Feasibility Study for the Manila LRT Line 1 Extension, Volume 2

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.

32

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.

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.

33

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

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

34

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

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

35

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.

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

36

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

(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

37

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

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;

38

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

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

39

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

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;

40

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

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

41

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).

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

42


ITEM NUMBER

ITEM CRITERIA

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.

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.

43


ITEM NUMBER

ITEM CRITERIA

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

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

44

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

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

45

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

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:

46

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.

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

47

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

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.

48

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

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.


Number Station Description Span Arrangement1 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 32m/40m/32m

49


Number Station Description Span ArrangementParañaque River

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

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

50

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

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).

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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

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

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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-

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

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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 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:

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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:

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:

55

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:

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

56

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.

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.

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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

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

58

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

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.

59

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

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.

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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.

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.

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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

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.

62

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

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.

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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, 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

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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

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

65

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.

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

66

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

(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

67

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.

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.

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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

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

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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)

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.

70

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.

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

71

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;

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 PhasesThe Pre-Construction and Construction Phases of the project shall involve the

following activities:

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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

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

73

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;

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

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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

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.

75

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

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

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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.

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.

77

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.

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;

78

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:

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

79

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.

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.

80

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

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.

81

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

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

82

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.

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

83

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

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;

84

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

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

85

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

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

86

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.

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.

87

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.

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.

88

Table 2.7 Pre-Cast Yard Equipment RequirementsEquipment 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

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

89

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

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.

90

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.

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

91

Table 2.8 Crew Requirements at the Pre-Cast Yard Crew Number

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

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.

92

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

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 $250,000,000Land Acquisition

Sub-total Land Acquisition $ 23,000,000Electrical and Mechanical Systems

Sub-total Electrical and Mechanical Systems $324,000,000Grand Total $597,000,000


93

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 Quantity950 cat loader c/w Quick Attach 4D8N Dozers 2EX300 Excavators 4235 Cat Backhoes 2EX270 Hoe c/w Hoe Pak 2JD 250 Dozer 1Dump Trucks 6120 cat Graders 2 Manitowoc 777 Crawler Cranes 435 T. Grove R.T Cranes 285 T. Truck Crane 135 T. Truck Crane 150 T. Truck Crane 2Concrete Mixer Trucks 4ELBA Concrete Pumps 2Batchplant and Concrete Mixer 1Mechanics Truck 25-Ton I.R. Rollers 2185 CFM Diesel-Powered Compressors 3400 Amp Welders 6Cat 500 KUA Gen Sets 2Mobile Light Towers 610 T. Forklift Trucks 26” Sludge Pumps 4Water Chiller 1LG450 Dynapac Compactors 2250 CFM Air Compressors 2Pick-up Trucks 10SOURCE: SNC Lavalin, 1999. Manila LRT Line1 Extension Offer for Implementation and Operation, Volume II Implementation & Technical Plan

94

Table 2.11 Minimum Essential Equipment Required for Beam Erection

Equipment QuantityBeam Launcher-FOB Manila 1Straddle Carriers 2Generator for above 1200 T. Crawler Cranes 2950 Cat Front End Loader 1Millar Big 40 welders 3Man Lifts-Articulated 2Beam Transporters c/w Steering Trailers 4185 CFM Compressors 1Special Scaffold for access to bearing plates over water

1

Fuel and Maintenance Truck 1Pick-up Trucks 1135 T. Grove R.T Crane 1Conexes 6SOURCE: 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.

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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

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 UnitEXCAVATIONSClearing and Grubbing 4 haStripping 204,000 m3

Bulk Excavation (cut to fill) 292,200 m3

Detailed Excavation 177,817 m3

TOTAL 674,017 m3

BACKFILLSGranular 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


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.

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2.4.3 Operational PhaseThe 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

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

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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:

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.

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3 BASELINE ENVIRONMENTAL CONDITIONS

3.1 Environmental Study Area…………………………………….3-1

3.2 Physical Environment………………………………………….3-1

3.3 Biological Environment……………………………………....4-43

3.4 Socio-Economic Environment………………………………3-50

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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.

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

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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

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

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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.

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.

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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.

103

TABLE 3.2.1 Terrain Characteristics along the Pasay - Zapote Coastline

Terrain Unit Relief Morphology Process Lithology Soil

Hydrolic Condition Vegetation

Subsidence Potential

Liquefaction Potential

Tiadal FlatAlmost flat terrain

with slight undulation

An area of deposition both

by fluvial and sea action

during high tide.

Unconsolidated inter-layered sand silt and

clay.

Poorly developed

Ponded water in basins,

Inundated during High

tides

Patches of mangroves High Risk High Risk

Tidal Channels

Topographic longitudinal depressions

acting as drasinage lines.

Seeting of suspended

sediments with tidal flow.

Inter-layers of silt, clay and

sandNo soil

developedMarine water

fluctuating with the tide.

Channel species along

the banks.High Risk High Risk

BeachesAlmost flat

terrain, gently sloping toward

the sea.

Active marine aggradation

more dominant than

dehradation.

Muddy sand with fine gravel

No soil developed

Marine water fluctuating with

the tide.Absent Low Risk Medium Risk

Beach ridges

Elongated parallel ridges of low

relief along the coast line.

Reworked artificially with

various development

works.

Mainly sand with shell

fragments and gravel.

Poorly developed

Well-drained, with saline or

brackfish ground water.

No natural vegetation.

Mainly transplanted

species.

Low Risk Medium Risk

Back swamps

Broad topographically low areas on the landward side of the beach ridges.

Accretion from settling of

suspendend sediments

brought in by the tide and floodwaters.

Mainly layered silt, clay and fine sand, which may

contain peat or humic

materials.

No soil developed

Subject to constant

flooding by the tide. Serves as repository for excess flood

waters from the highlands

Mangrove and swamp

vegetation along the

margins and levees. Used as fishponds and salt beds.

High Risk High Risk

Alluvial Lobes

Slightly elevated fan shaped lobes

at the flanks of the highlands.

Accumulation of fluvial laid

sedimentary debris.

Layered silty, clayey, sand and gravel on

weathered tuffaceous bedrock.

Poorly developed soil

from in situ weathering of

bedrock

Well defined channel lines

conveying sheet wash and

surface flows

Mixed,mainly transplanted 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 VIIIViolent 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 VIIIViolent 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 IXConsidered as one of the most destructive quake ever to hit manila, destroying most of the building and leveled the manila cathedral

1658 Aug IXLeveled most building made of wood and timber

1677 Dec VIICaused ground fissuring in places, damaged old and unstable buildings, tsunamigenic

1684 Aug VII Strong quake, but caused minimal damage1767 Nov VII Strong quake, but caused minimal damage1770 Dec VII Strong quake, but caused minimal damage1771 Feb VII Strong quake damages in Ermita and Antipolo

Church1796 Nov VII Strong quake, but no serious damage1824 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 damage1829 Dec VII Strong quake, partial damage to several

buildings1830 Jan VII Strong quake, but no serious damage1852 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 damage1880 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 VIIIConsiderable damage to buildings on alluvial plains in Manila, temporary disruption of communication lines

1972 April VII Several buildings partially damaged1973 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

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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

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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 andTanaka (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.

115

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

Type of Deposits

General distribution of cohesion lees sediments in

deposits

Livelihood that cohesion less sediments when saturated, would be susceptible to liquefaction

(age of deposit)

<500 yr Holocene Pleistocene Pre- Pleistocene

Continental DepositRiver channel Locally variable Very high High Low Very LowFlood Plain Locally variable High Moderate Low Very LowAlluvial 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 ZoneDelta Widespread Very high High Low Very LowEstuarine Widespread High Moderate Low Very LowBeach 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 LowFore shore Widespread High Moderate Low Very LowArtificial

117

Table 3.2.3 Classification for Liquefaction SusceptibilityUncompacted 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.

118

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,

119

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

120

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.

121

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 CoastlineMoonwalk (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:

123

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.

124

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

125

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.

126

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

127

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).

128

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.

130

131

Table 3.2.5 Physical Properties and Use of the Rivers and Creeks Traversed by the Proposed LRT Line 1 Extension Route

Sampling Stations

1 2 3 4 5 6 7Sampling Station Names & Locations

DENR Standard (Class SC)

Parañaque River Brgy. 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, Pulang Lupa, L.P.

Zapote River Pulang Lupa L.P.

Time Sampled 1130 530 600 700 1000 1030 1100Parameters pH (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 Oxygen Demand (BOD), mg/L 7 mg/L 7.1 126 12.3 81.5 14.1 8.9 2.9

TSS mg/L

Not more than 30 mg/L increase 112 40.5 52.5 52 98.2 168 128

Oil & Grease (Petroleum Ether Extract) mg/L 3 mg/L N.D 0.78 N.D. 1.2 1.5 1.1 N.D.

Turbidity & Color Turbid, light

brownish green Very turbid, blackVery turbid, dark

green Very turbid, blackTurbid, light brownish

greenTurbid, light brownish

greenTurbid, light brownish

green

River Use Channel mouth,

navigation Navigation Navigation Navigation

Navigation, water source for salt bed/fishpond

Channel mouth, navigation, water

source for salt bed/fishpond

Channel mouth, navigation, water

source for salt bed/fishpond

132

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

133

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

134

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

135

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 5 th station was

established in Las Piñas Elementary School., whereas the 6 th

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 StandardsSO2 NO2 TSP SO2 NO2 TSP

1 1250-135025 June 1999 1 hour 181.987 144.126 1406.053 340 260 300

1845-1945 25 June 1999

1 hour 209.562 143.384 633.029 340 260 300

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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 StationsSta.1 In front of the Baclaran Church (along the center island of Roxas

Boulevard)Sta.2 In front of Uniwide Coastal MallSta.3 School ground of La Huerta Elementary School, La Huerta,

Paranaque CitySta.4 Vacant Lot along Dr. Santos Ave. ( near the site of the proposed C-

5 Highway)Sta.5 Las Piñas Elementary SchoolSta.6 Under the Coastal Road FlyoverSta.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

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Table 2.3.8 Observed Noise Level along the Proposed LRT Line 1 Extension Route

SamplingStation Noise Levels in dB(A)

Morning (05hrs-09hrs)

Daytime(09hrs-18hrs)

Evening (18hrs-22hrs)

Nighttime(22hrs-05hrs

DENRStandard 50 55 50 45

1 77 80 78 75

2 74 78 75 71

3 61 60 58 57

4 67 64 65 60

5 69 68 65 61

6 75 75 72 69

7 66 70 68 58

Sampling StationsSta.1 In front of the Baclaran Sta.2 In front of Uniwide Coastal MallSta.3 School ground of La Huerta Elementary School, La Huerta,

Paranaque CitySta.4 Vacant Lot along Dr. Santos Ave. ( near the site of the proposed

C-5 Highway)Sta.5 Las Piñas Elementary SchoolSta.6 Under the Coastal Road FlyoverSta.7 Parking lot of St. Dominic Hospital, Bacoor, Cavite

Noise Measurement at the Baclaran Church Vicinity

138

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 area0721 57-59 Sound system noise0722 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-

139

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 area0750 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 area0802 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 church0809 72-88* Noise were measured outside due to rain0810 70-76*0811 58-62*0812 60-70*0813 62-66 Noise from Mass activities observed0814 62-67 -do-0815 66-70 -do-, push cart passes the near the area0816 59-63 -do-0817 62-65 -do-0818 62-64 -do-0819 60-63 -do-0820 60-65 -do-

140

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


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 noted1357 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 noise1408 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-

141

1425 68-74 -do-, sound of plane was also noted1426 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 area1442 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-

142

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


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 observed1718 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-

143

1745 62-71 -do-1746 63-69 -do-1747 63-71 -do-1748 61-63 Mass ended, people passing and talking near the area1749 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 observed1806 6271 -do-1807 62-74 -do-1808 63-65 -do-1809 61-63 -do-1810 62-69 -do-

144

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


0900 65-69 Sound system noise, peopled passing the area0901 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 notes0906 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 rain0913 *0914 *0915 *0916 *0917 *0918 66-68 Mass on-going, talking sounds from people’s movementsWere observed near the area0919 64-70 Sound system noise0920 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’ noise0929 72-74 -do-0930 68-74 -do-0931 64-72 -do-

145

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 area0950 63-66 -do-, noise from vendors0951 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-

146

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


1238 60-63 Mass on-going, vehicular noise was audible 1239 62-64 Noise from sound system and sampaguita vendors observed1240 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 observed1256 63-69 -do-, sampaguita vendor’s noise dominate1257 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 noted1305 62-68 -do-1306 63-67 -do-1307 62-65 -do-1308 63-66 -do-

147

1309 62-70 -do-, noise from an aircraft was also recorded1310 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 recorded1319 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

148

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


1811 63-66 Mass on going, noise from people moving in area was noted1812 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 observed1827 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 observed1840 68-71 -do-1841 71-73 -do-

149

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 area1849 62-66 -do-, noise from sampaguita vendors was observed1850 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 peoplePassing by were observed1905 62-72 noise from singing choir was recorded1906 62-64 -do-1907 60-62 -do-1908 60-66 -do-1909 62-64 -do-1910 62-65 -do-

150

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 TrainDistance from

RailwayFor 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

151

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 Environment3.3.1 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

152

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 SitesCollection 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)


Golden Haven Station (1:00P.M.)

Dominant Present Absent Absent

Las Piñas River (8:15A.M.)


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

153

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

154

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 AlignmentCollection Site/ Time collected

Surface waterTemp (C˚(

Salinity(ppt)

Water clarity(cm)

Proposed Ninoy 37 4 45

155

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 SitesPhytoplankton Zooplankton Nekton

Ceratium sp. Cladocera GuppyCeratium contortum Copepoda

Chaetophora sp. RotiferaOscillatoria sp

Phormidium sp.Anabeana

156

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 Environment3.4.1 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)

157

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%.

158

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

1 1 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

159

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

160

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

161

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.

163

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.

164

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.

165

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:

166

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 AreaArea Dominant Land Use Type Affected Groups

Parañaque1. Redemptorist Road, Brgy.

Baclaran

Commercial Building Owners Big business

establishments Small-medium

enterprises within the big commercial building

Fixed stall vendors Ambulant vendors Baclaran Church

2. Section of the Coastal Road, Brgy. Tambo

Commercial Uniwide Coastal Mall Big Business

establishments Small-medium

enterprises within 4 Since there was yet no finality about the alignment, the proponent and the Public Participation Team agreed on a 30-meter working width.

167

Table 3.4.1 Affected Groups, By Type , By AreaUniwide Coastal Mall

3. Portion of Asiaworld Properties, Brgy. Don Galo5

Commercial/residential Private property owners

4. Riverbank under the jurisdiction of Bryg. Don Galo (North bank of Parañaque River)

Residential/Institutional Brgy. Don Galo Sports Complex

Informal Settlers

Las Piñas1. Abuhan, Brgy. Manuyo 1

Agricultural (fishponds/saltbeds)

Informal settlers Fishponds/salted owners6

2. Abc, Real St. Brgy. Pulang Lupa 1

Residential/ Commercial NHA lot awardees/applicants

Small house & lot renters

Private residential property owners

Commercial

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.

168

Table 3.4.1 Affected Groups, By Type , By Areaestablishments (ABC/Lovers’ Disco, Automotive shop, bus terminal)

Las Piñas Elementary School

3. Tramo St., Pulang Lupa 1

Residential/Commercial NHA lot awardees/applicants

4. Daang Kariton/Celle 5 Gabriel COmpound

Residential/Commercial Informal settlers Private residential

property owners Sarao Sogo

5. Irasan, Kawayanan

Agricultural Private property owners/tenants

Fishpond/saltbed owners

Cock breeding farm

Bacoor1. East side of Coastal Road starting from Bayer signage, Brgy. Longos/Zapote

Residential Private residential property owners

Informal settlers

2. Portion of Brgy. Talaba 2

Residential Undocumented occupants of property under Spanish title

Barangay Chapel AMA Bank

3. East side of Talaba Diversion Road, Brgy. Talaba 4 (site of 2-3 meter road widening)

Commercial/institutional 3 households Talaba Elementary

School Talaba 4 Barangay

Hall Bacoor Police Station Bacoor Fire Station Building owners Small-medium

enterprises Private Hospital

169

3.4.6 Socio-Economic Profile of Affected Population Groups

3.4.6.1 Parañaque

Redemptorist Road, Barangay Baclaran 7

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.

170

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 NumberDry goods market/Shopping centers 23Food chains/Restaurants 19Commercial banks 18Supermarkets 5Wet Markets 5Drug Stores 5Theaters 5Gasoline station 1

Total 81

In Redemptorist Road alone, there are twenty-four (24) commercial and mixed commercial-residential establishments.

South side of Redemptorist Road

1. Rofer Land (under construction)2. Montemayor Market3. Rosy’s Bridal Spot4. Baclaran Rural Bank5. Segundina Market (under renovation)

North side of Redemptorist Road

1. McDonald’s Restaurant (newly constructed)2. Santiago Flea Market3. Cherry-Vic Bldg.4. AVK Redemptorist Store5. Rosy’s Commercial-residential building6. Commercial-residential building (no name)7. Residential building (no name)

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8. Cherry’s Native lechon commercial-residential building9. 3094 Building10. McDonald’s-Redemptorist11. Ling Nam Bldg. (Ortigas Realty)12. Micar Shopping Center13. Venus Bldg.14. RPG Mart15. Jollibee/Datamex Building16. 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

172

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

173

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

flowers, etc. About 45% sell various types of clothes (t-shirts, 9 See pertinent tables on Vendors for more details.

174

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

176

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.

Reasons enumerated for non-acceptance are: loss of costumers and

significant decrease in earnings and worse, closure of businesses

11 See pertinent tables on Vendors for more details.

177

(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 Tambo 12

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

big parking area. It started its operations in 1996 but their performance up

to this been way below their expectations.

12 See pertinent tables on US Coastal Mall Establishments for more details

178

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.

Table 3.4.3 Number of Business Establishments According to Type of Business/Merchandize

Type of Number

179

Table 3.4.3 Number of Business Establishments According to Type of Business/Merchandize

Business/MerchandizeFood chains/restaurants 8Jewelry stores 7Footwear 6Apparel 5Commercial banks 4Appliances, Furniture & Accessories Center

3

Bookstores 2Amusement centers 2Optical shops 2Music Store 2Photo shop 2Others 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 13 14

These informal settler communities are located on the fringes of the south

bank of the Parañaque River. With the help of local interviewers, the

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.

180

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.

Average family size is 4.5. Total affected population is four hundred twenty-five (425) persons.

181

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.

182

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

sales personnel, government staff, and streetsweepers. 2% earn incomes

as laundry women for neighbors.

183

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 ProjectMajority (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%.

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%).

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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.

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.

15 See pertinent Las Piñas-related tables for more details.

185

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.

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

186

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

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.

187

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.

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.

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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.

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%).

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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.

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.

16The proponents initially designated 30 meters but requested that another 15 meters more be covered.

190

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”.

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

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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

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.

17 See pertinent Bacoor-related tables for more details.

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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.

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.

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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.


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.

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

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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.

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

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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.


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.

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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.

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

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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

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.

198

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.

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.

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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 Conditiona

lNo No

ChoiceNo

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,

Parañaque (river bank)

9.09 9.09 81.82 0.00 0.00

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

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Table 3.4.4b LRT Project Acceptability (Business Establishments)Business Establishments Yes Conditional NO NO

ChoiceNo

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

ChoiceNo

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?”

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.

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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 0.6410. Talaba 2, Bacoor, Cavite 2.11 81.05 10.53 4.21 2.11Acceptability (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%.

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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)

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 No

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Table 3.4.5c LRT Project Acceptability (If Respondent is Affected) Vendors

Choice 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.

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.

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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

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

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(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.

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.

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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.

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,

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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.

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.

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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

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

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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

IMPACT:

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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

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

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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)

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.

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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

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.

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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)

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:

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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.

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.

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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.

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

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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

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

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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


Covered


Not Interviewed

1. Abuhan Manuyo, 1 Las Piñas 16 15 42. Abc, Pulang Lupa 1, Las Piñas 25 34 13. Tramo, Pulang Lupa 1, Las Piñas 16 50 04. 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

8. Longos, Bacoor Cavite 110 157 59. Talaba 2, Bacoor Cavite 61 95 010. Talaba 4, Bacoor Cavite 3 1 2TOTAL 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.

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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.

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;

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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


Hydrology and Water Quality

IMPACT:

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.

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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.

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:

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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.

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)

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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:

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;

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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)

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)

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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.

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

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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

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.

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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.

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

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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

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:

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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.

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.

233

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


Air Quality

IMPACT:

Decline in emission rates and concentrations of air pollutants (Long-term, negative)

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,

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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

Table 5.2 Predicted Resultant Noise levelsFor 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:

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Table 5.2 Predicted Resultant Noise levels

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

(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

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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

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)

237

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.

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.

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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.

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.

239

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).

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.

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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 ImpactsThe 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;

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.

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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 PLANLRT LINE 1 CAVITE EXTENSION PROJECTAlso 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.

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.

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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 propertiesb. Deed of Sale (LRTA Board Resolution)c. Titling

5. LRTA/Consultants

6. If owners disagree to the offer: Initiate expropriation proceedings

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

LRTA/Consultants

244

Table 6.1 Procedures for Right-Of-Way (R-O-W) Acquisition

f. TitlingNote: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

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

245

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:

Generala. 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

246

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

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)

247

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

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);

248

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.

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

249

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.

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.

250

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 management6.5.1 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;

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

251

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;

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.

252

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.

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:

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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

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

254

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.

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.

255

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:

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

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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

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

257

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

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:

258

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

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:

259

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

dialogue and communication with the authorities and companies having

jurisdiction over utilities. The Program Management office will produce and obtain

260

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 Program6.10.1 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);

(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;

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(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

6.10.2 The Multi-Partite Monitoring Team (MMT)

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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

Representative(s) from the building owners along Redemptorist

Representative(s) from the Federation of Baclaran Vendors

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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

Representative(s) from commercial and industrial extedblishment in

Talaba 2 and 4

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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 of Monitoring

Methods of Analysis/Execution DENR Standard Implementor

CONSTRUCTION PHASEBIOLOGICALTree Cutting Center median, Ninoy

Aquino Ave. Mangroves, Ninoy Aquino Sation

Daily Monitoring team must ensure that tree cutting is limited within the needed ROW only

N. A. PARAÑAQUE MMT

Air Quality (TSP) At all populated areas affected by dust (i.e. Brgys. Baclaran, La Huerta, Pulang Lupa, Zapote and Talaba

Weekly during construction

high volume Sampler- Gravinetric

TSP = 230mg/Ncm DENR NCR

Noise Leval Areas affected by the construction noise particularly at Baclaran Church, san Dionisio, San Nicolas Church, La Huerta, Elementary School Las Piñas Elementary School Talaba Elementary School St. Dominic hospital

Weekly during construction

Noise Meter Noise = 230mg/Ncm DENR NCR

Water Quality BOD, TSS and oil and grease of surface water

All Major bridge sites, RCBC and RCPC Sites

Quarterly during construction

standard EMPASS- EQD water quality analysis

class "SC" BOD - 10 mg/L TSS 30 mg/L increase Oil and Grease - 3 mg/L Bacteria must not exceed MPN of 500 per 100 ml. Oil and grease 5 mg/L

268




Parameters to be monitored Stations to be Monitored Frequency of Monitoring

Methods of Analysis/Execution

DENR Standard Implementor

Waste management and disposal

All operations with excavation activities, particularly within the landfill areas in Manuyo I

weekly during construction

Site inspection Based on EMP DENR - NCR LAS PIÑAS MMT

Bacteriological content of groundwater

Groundwater (from exixting deepwells) in Manuyo I

before and after excavation activities in the landfill areas in Manuyo I

Multiple - Tube Fermentation Tecnique or membrane Filter

For class "GA" water Total Coliform: 50 MPN/100 ml (based on the geometric mean of the MPN of coliform organism during a 3 - month period)

Department of Health (DOH) upon the request of the Proponent

SOCIAL

Traffic Management Road section and crossings affected by guideway and station construction (Refer to Section 6.5.1.1)

Daily Site observation and sationing

Based on EMP MMDA PARAÑAQUE MMT LAS PIÑAS MMT BACOOR MMT

Compliance of Contractor to occupational health and saty rules and regulation

all construction areas weekly during construction

Site inspection of work areas including sanitation facilities

Based on EMP PARAÑAQUE MMT LAS PIÑAS MMT BACOOR MMT

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OPERATIONAL PHASEBIOLOGICAL

Mintenance/enhancement of mangrove areas in the immediate vicinity of the project

Mangrove areas in La Huerta, Pulang Lupa and Langos

Quarterly Site inspection of work areas including sanitation facilities

Based on EMP DENR - NCR PARAÑAQUE MMT LAS PIÑAS MMT BACOOR

PHYSICALAgravation of flooding (if any)

Low-lying flood-prone areas in Brgys. La Huerta San Dionisio, Manuyo I, Pulang Lupa, Zapote and Talaba (Pls refer to Flg. 3.2.8

Quarterly with the first year of operation and annually thereafter for four years (particularly during the rainy season)

Site inspection, interview with affected communities

Data must be compared with historical records of DPWH

DPWH Southern Metro Manila Engineering District PARAÑAQUE MMT LAS PIÑAS MMT BACOOR MMT

Ground settlement with station locations

Stations located in areas with high ground settlement potential, namely (Ninoy Aquino, Dr. Santos, Manuyo I Las Piñas and Zapote Stations)

Annually Site observation and measurements

Historical data must be complied for meaningful interpretation

MMDA LGUs of Parañaque, Las Piñas , and Bacoor LRTA SNC LAVALIN

SOCIALEfficiency of traffic management measures and parking restrictions

All Stations Daily (for Traffic Officer and personnel)

Site patrolling Strict implementation of traffic rules and regulations stiff penalties for violators

Based on EMP and Traffic Management Plan

MMDA LGUs of Parañaque, Las Piñas , and Bacoor LRTA SNC LAVALIN

SOCIAL

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Efficiency of public and private transit operations

All stations with intermodal facilities such as Dr. Santos, Zapote and Niog

Daily (for Traffic Officer and personnel)

Site patrolling Strict Implementation of traffic rules and regulations Stiff penalties for violators

Based on EMP and Traffic Management Plan

MMDA LGUs of Parañaque, Las Piñas, and Bacoor LRTA SNC LAVALIN

Maintenance of Peace and Order

All Stations Daily (for Peace and Order personnel)

Site visibility At least two Barangay paece and order personnel must be assigned at each station to deter "pick pocket" and maintain peace and order in the area

Based on EMP and existing laws

LGUs of parañaque, Las Piñas, and Bacoor Barangay Tanod

Cleanliness and baesthetic appeal

Structures, stations, and immediate surroundings

Monthly Site monitoring Maintenance of landscape areas Stiff penalties for violators

Based on EMP LGUs of parañaque, Las Piñas, and Bacoor LRTA SNC LAVALIN

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6.11 INSTITUTIONAL PLANThe 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 / ConcessionaireAs 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.

3. National Housing Authority

272

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

273

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.

274

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/MilestonesMONTH 1

Week One Social Investigation

Week Two Assessment of Social Acceptability

Week Three 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

275

posters;

(ii) Conceptualization and design of a 20- Minute audiovisual presentation regarding the project.

Submission of Action Plan and PR materials

Month 2 – 12

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.

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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.

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