The main proponent of the Metro Manila Subway Project is the Department of Transportation of the Republic of the Philippines. The details of this vendible were taken first hand from JICA and DOT.
Can you imagine how many heavy equipment, machinery, power generators, air-conditioners and chillers, towers material and escalators this project will entail? Not only the construction and engineering companies will goody from this massive infrastructure project, but the real manor as well.
Metro Manila Tube
Today it is a Tube, Maybe a Hyperloop in the future.
The Metro Manila Tube or Subway Line 9, formerly referred to as the Mega Manila Subway (Metro Manila Underground Train), is an underground rapid transit line currently under construction in Metro Manila, Philippines. The 28.3-kilometer line, which will run north–south between the cities of Quezon City, Pasig, Makati, Taguig and Parañaque, will serve thirteen stations between the Quirino Highway and FTI stations. It will moreover serve as the country’s first uncontrived airport rail link, with a workshop line to Ninoy Aquino International Airport (NAIA). The line is designed to connect with the other urban rail transit services in the region, including Line 1, Line 3, and Line 7 at the North Avenue Common station which is moreover currently under construction; the planned Line 8 (PNR East-West Railway); the existing Line 2; the planned Line 5 (Makati Subway); and the existing Metro Commuter Line of the Philippine National Railways.
Construction began on February 27, 2019, and is expected to finish by 2025. It is to be numbered Line 9 on future Manila Metro maps. The project is expected to forfeit PHP227 billion (US$4.5 billion as of 2017), to be included in the national upkeep in the pursuit years. It is expected be the most expensive transport project to be undertaken by the Duterte administration. The government of Japan has expressed willingness to help in tent the expenses of the subway, and the first part of a 104.5 billion yen loan was signed by Japan.
The Proposed Metro Manila Subway Project (MMSP)
The Metro Manila Subway Project (MMSP) is the first overly subway project in Metro Manila that will connect North Caloocan or Meycauayan in Bulacan and Dasmariñas in Cavite through the National Capital Region. This is a project proposed by the Department of Transportation or DOTr.
PHASE 1: THE ROUTE
The proposed route of the MMSP Phase I or the Central Zone starts at Mindanao Avenue – Quirino Highway in Quezon City and ends in FTI, Taguig City, with a proposed depot in Brgy. Ugong, Valenzuela City.
There will be 13 underground stations traversing six cities in NCR namely: Valenzuela City (for the depot),Quezon City, Pasig City, Makati City, Taguig City and a small portion of Parañaque City. The Depot for trains covers well-nigh 28.8 hectares of land zone whilom ground.
BASIC DESIGN
| Length | 28.3 kilometer (km) |
| Tunnel Structure | Double Tube Single Track (Standard diameter: 6.8 meters) |
| Travel Time (Mindanao Ave. – FTI) | 31 min 5 sec (Express), 42 min 20 sec (Local) |
| Scheduled Speed 4 | 8.5 km/h (Express), 35.6 km/h (Local) |
| Gauge | 1,435 mm (Standard gauge) |
| Number of Stations | 13 (Underground) |
| Station Platform Length | 210 meters |
| Depot for Trains | 1 site (25.5 hectares, aboveground) |
| No. of Passengers: | Year 2025: 365,000/ day |
| Year 2030: 669,000/ day | |
| Year 2035: 973,000/ day |
Tentative Station Name |
Local Government Unit (LGU) |
|
| 1 | Mindanao Avenue – Quirino Highway | Quezon City |
| 2 | Tandang Sora | Quezon City |
| 3 | North Avenue | Quezon City |
| 4 | Quezon Avenue | Quezon City |
| 5 | East Avenue | Quezon City |
| 6 | Anonas | Quezon City |
| 7 | Katipunan | Quezon City |
| 8 | Ortigas North | Pasig City |
| 9 | Ortigas South | Pasig City |
| Makati: Traverse within the city | ||
| 10 | Kalayaan Avenue | Taguig City |
| 11 | Bonifacio Global City (BGC) | Taguig City |
| 12 | Cayetano Boulevard | Taguig City |
| 13 | FTI | Taguig City |
| Paranaque: Traverse within the city | ||
PROJECT PROPONENT
Metro Manila Subway Project is a project proposed by the Department of Transportation (DOTr), the primary government agency that provides the policy, planning, implementation, promotion, minutiae and regulation of the country’s network of transportation.
The Environmental Impact Assessment (EIA) Study was vicarious through Japan International Cooperation Agency (JICA).
SUBWAY: A NECESSARY INVESTMENT FOR OUR FUTURE
- Eases traffic congestion in EDSA and expansion of transport network eastward
- Reliable, unscratched and well-appointed transportation for commuters using cutting-edge technology
- Encourages increasingly socio-economic activities and balanced urban minutiae in nearby station areas
- Provides largest connectivity via a north-south backbone for the Greater Capital Region
Designing the MMSP: Options Considered
ROUTE OPTIONS
Three route alternatives for Metro Manila Subway Project were studied in the planning stage:
- Option 1: EDSA Route
- Option 2: Greenhills Route
- Option 3: Katipunan Route
Route options were evaluated based on the following criteria:
- Estimated project cost
- Flood risk
- Demand forecast
- Earthquake risk
- Fare revenue
- Required project area
- Economic loss due to traffic jams
- Estimated Project
- Affected Persons
- Connectivity with CentralBusiness Districts (CBDs)
- Noise and vibration
- Intermodal connectivity
After evaluation of the JICA Study Team and discussions among relevant organizations including DOTr, Department of Public Works and Highways (DPWH), Metro Manila Minutiae Authority (MMDA), and Philippine Bases Conversion and Development Authority (BCDA), Option 3 was evaluated to unzip most of the objectives and was selected.
DEPOT LOCATION OPTIONS
Two candidate sites of the depot location, one in Mindanao Avenue in Valenzuela City, and one in General Luis in Caloocan City, were studied in the planning stage. Mindanao Avenue was selected based on discussions among the relevant organizations in the same manner as the route alternatives.
The pursuit criteria were used in the selection of depot location:
- Construction cost
- Existing and planned land use
- Number of unauthentic structures
- Flood risk
- Land vanquishment zone and cost
OPTIONS FOR CONSTRUCTION METHOD
For the underground structure, two methods of construction were compared: (1) cut & imbricate methods, in which excavation starts on the ground level and forms spaces from there down, and (2) the non-cut & imbricate methods, which includes the shield tunneling method and the New Australian Tunneling Method (NATM), both of which involve an excavation machine that goes through the earth to form spaces.
For stations, the cut and imbricate method was selected based on cost, construction period, and social and environmental considerations. For the excavation method between stations or withal the project line, the non-cut & imbricate tunneling method, specifically the “shielded tunneling method”, is recommended, based on the same evaluation criteria used for the construction at the station sections.
Excavation method will be finalized in the Detailed Engineering Diamond Phase based on the results of geotechnical survey.
OPTIONS FOR TUNNEL STRUCTURES
For the tunnel structures, Double Tube Single Track (DTST) and Single Tube Double Track (STDT) were compared in the tunnel structure plan with respect to construction cost, construction period, occupying width of platform and ventilation requirements. DTST was found increasingly favorable to a shielded tunnel in the line.
PROJECT IMPLEMENTATION TIMELINE
Metro Manila Subway Project is unscientific to start operation by 2025.
- Detailed engineering diamond phase (2018 to 2020)
- Land vanquishment and resettlement (2018 to 2020)
- Construction(2020 to 2025)
Assessing and Minimizing Impacts
WHAT ARE ENVIRONMENTAL IMPACTS?
The environmental impacts of the Metro Manila Subway Project were studied for the variegated phases of the project:
- Pre-construction Impacts, which refers to changes to the existing environment resulting from transplanting of construction sites and land acquisition
- Construction Impacts, which refer to shortterm potential impacts directly during construction
- Operational Impacts, which describe longterm effects from the operation and maintenance of the subway.
The project will stave or find ways of lessening permanent impacts wherever possible, and plans will be made to minimize the disruption caused by temporary impacts.
A summary of the major environmental impacts is provided in the pursuit table.
| Activities that may rationalization impacts | Potential Impacts |
| Impacts on Natural Environment | |
| Generation of subversiveness and construction wastes | Soil pollution |
| Earthwork activities (tunneling, excavation, backfilling and stockpiling) | Soil erosion, slope failures, landslides and ground subsidence |
| Leaks and willy-nilly spills on soil | Soil contamination |
| Generation of excavated soil (approximately 4.4M m3 ) from excavation/ tunneling | – Increased siltation of water bodies
– Aesthetic impacts |
| Generation of solid wastes from the construction workforce | – Land and water contamination
– Aesthetic impacts – Spread of diseases |
| Liquefaction | Damage to underground structures and overlying structures in the event of an earthquake |
| Ground shaking/ground rupture | Damage to components of the construction work |
| Clearing and excavation activities | Increase in suspended sediments in the receiving water |
| Clearing and excavation activities | Flooding and inundation due to clogged waterways considering of construction debris |
| Excavation works | Lowering of groundwater level due to inflow of groundwater into underground tunnel |
| Generation of dusts and particulates from earthmoving, subversiveness and stockpiling | Temporary increase of dusts |
| Emission from vehicles and gensets | Temporary increase of air pollutant emissions |
| Movement and operation of construction machinery | Increase noise level and ground vibration during construction |
| Clearing and removal of trees | Loss of threatened and other tree species within the project site |
| Impacts on People | |
| Involuntary Resettlement | Displacement of residents, commercial and industrial establishments withal the proposed alignment |
| Land use and utilization of local resources | Potential mismatch with other government infrastructure projects (e.g. DPWH’s C6 Project) |
| Activities that may rationalization impacts | Potential Impacts |
| Service utilities | Service utilities interruption |
| Employment/ Livelihood | – Temporary disturbance of commercial establishments
– Decline or eventual loss of businesses in unauthentic areas – Generation of temporary employment |
| Traffic condition | Increase in traffic congestion; Threat to availability of health services |
| Health and safety | Increased risk of accidents due to improper work values which may threaten health and safety of workers and local residents. |
ENVIRONMENTAL IMPACTS DURING OPERATIONS
| Activities that may rationalization impacts | Potential Impacts |
| Impacts on Natural Environment | |
| Leaks and willy-nilly spills of chemicals, expressly at the depot area | Soil contamination |
| Solid waste generation | – Land and water contamination
– Aesthetic impacts – Spread of diseases |
| Geological hazards (liquefaction, Ground shaking/ground rupture) | Damage to underground structures and overlying structures |
| Domestic wastewater generation | Pollution of receiving water bodies |
| Maintenance and repair activities in the depot | Pollution of receiving water body, specifically Tullahan River |
| Heavy rainfall | Flooding and inundation of subway facilities |
| Changes in groundwater flow | Ground subsidence due to lowering of groundwater level |
| Operation of service vehicles and standby generator set | Air Pollution |
| Increase in air pollutants from increased vehicles withal stations | Air Pollution |
| Generation of low frequency noise from structure-borne noise and ground vibration | May rationalization mental stress to residence |
| Climate change | – Accelerated structural fatigue and materials failure
– Greater demands on the construction, operation and maintenance of inflowing tenancy and drainage structures – Increase Greenhouse Gas emissions due to increased demand for cooling system of passenger cars, towers offices and ticket booths |
| Climate change | Indirect impact -Increased vulnerability of passengers to spread of vitiating disease via a mass transportation system |
| Employment and livelihood | – Enhanced commuters mobility
– Largest physical and psychological state of commuters resulting from shorter and increasingly well-appointed travel time – Increase economic worriedness virtually the stations – Employment of skilled personnel to operate and maintain the railway system |
| Traffic Condition | – Easement of traffic congestion
– Increased vehicular spritz in areas proximal to stations |
| Health and safety | Risk of accidents due to improper work ethics |
Engaging Stakeholders in Public Dialogue
A cadre part of the Metro Manila Subway Project environmental impact assessment is the consultation with the people who will be directly and indirectly unauthentic by the project during construction and operation, such as people who will use the subway, live or own businesses/structures near the alignment. Relevant government agencies such as DENR, DPWH, MMDA, BCDA, PHIVOLCS, Presidential Commission for the Urban Poor, specific barangays and local government departments were involved in the consultation meetings.
Stakeholders’ consultation meetings and public scoping were conducted for the six (6) cities along the Metro Manila Subway Project structuring from March to August 2017. The public consultation has allowed the proponent to requite the polity a better understanding of the planning of the Project and site-specific factors and constraints that have to be taken into worth of in selecting the preferred structuring and diamond of the Project.
Commitments to Mitigate Negative Impacts
As part of the Environmental Impact Assessment Process, DOTr and the JICA Study Team worked closely together with key stakeholders to write issues and develop workable solutions.
DOTr shall submit the necessary requirements to obtain an Environmental Compliance Certificate (ECC) from the Environmental Management Bureau Central Office of the DENR. DOTr is single-minded to implement an Environmental Management and Monitoring Plan in order to mitigate the major environmental impacts of the project from preconstruction to operation stages.
DOTr shall moreover implement a Resettlement Action Plan in vibrations to the law to ensure that unauthentic households and establishments are provided a proper relocation zone and/or justly compensated.
For increasingly details well-nigh the project, visit DOTr and JICA
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