52083-002: Malolos-Clark Railway Project

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Environmental Monitoring Report

Semi-annual Environmental Monitoring Report No. 1 March 2020

PHI: Malolos-Clark Railway Project – Tranche 1 Volume VI

September 2019 – March 2020

Prepared by the Project Management Office (PMO) of the Department of Transportation (DOTr) for the Government of the Republic of the Philippines and the Asian Development Bank.

CURRENCY EQUIVALENTS (as of 30 March 2020)

Currency unit – Philippine Peso (PHP) PHP1.00 = $0.02 $1.00 = PHP50.96

ABBREVIATIONS ADB – Asian Development Bank BMB – Biodiversity Management Bureau Brgy – Barangay CCA – Climate Change Adaptation CCC – Climate Change Commission CDC – Clark Development Corporation CEMP – Contractor’s Environmental Management Plan CENRO – City/Community Environment and Natural Resources Office CIA – Clark International Airport CIAC – Clark International Airport Corporation CLLEx – Central Luzon Link Expressway CLUP – Comprehensive Land Use Plan CMR – Compliance Monitoring Report CMVR – Compliance Monitoring and Validation Report CNO – Certificate of No Objection CPDO – City Planning and Development Office DAO – DENR Administrative Order DD / DED – Detailed Design Stage / Detailed Engineering Design Stage DENR – Department of Environment and Natural Resources DepEd – Department of Education DIA – Direct Impact Area DILG – Department of Interior and Local Government DOH – Department of Health DOST – Department of Science and Technology DOTr – Department of Transportation DPWH – Department of Public Works and Highways DSWD – Department of Social Welfare and Development DTI – Department of Trade and Industry EA – Executing Agency ECA – Environmentally Critical Area ECC – Environmental Compliance Certificate ECP – Environmentally Critical Project EGF – Environmental Guarantee Fund EHS – Environmental Health and Safety EIA – Environmental Impact Assessment EIS – Environmental Impact Statement EISR – Environmental Impact Statement Report EMB – Environmental Management Bureau EMF – Environmental Monitoring Fund EMoP – Environmental Monitoring Plan EMP – Environmental Management Plan

ENRO – Environment and Natural Resources Officer EQPL – Environmental Quality Performance Level ERA – Environmental Risk Assessment ERP – Emergency Response Plan ESRD – Environment, Social and ROW Division EU – Environmental Unit FAM – Facility Administration Manual FMB – Forest Management Bureau GAF – Grievance Action Form GCR – Greater Capital Region GPS – Global Positioning System GRM – Grievance Redress Mechanism IEC – Information Education and Communication IEE – Initial Environmental Examination IFC – International Finance Corporation IIA – Indirect Impact Area IRR – Implementing Rules and Regulations ISF – Informal Settler Families JDT – JICA Design Team JICA – Japan International Cooperation Agency LGU – Local Government Unit LIAC – Local Inter-Agency Committee LRT – Light Rail Transit LRTA – Light Rail Transit Authority MCLUPZO – Manila City Comprehensive Land Use Plan and Zoning Ordinance MCRP – Malolos Clark Railway Project MCRRS – Manila-Clark Rapid Railways System MENRO – Municipal Environment and Natural Resources Office MGB – Mines and Geosciences Bureau MMDA – Metro Manila Development Authority MMSP – Metro Manila Subway Project MMT – Multipartite Monitoring Team MNTC – Manila North Tollways Corporation MOA – Memorandum of Agreement MPDO – Municipal Planning and Development Office MRT – Metro Rail Transit NAMRIA – National Mapping and Resource Information Authority NCCA – National Commission for Culture and the Arts NCR – National Capital Region NECP – Non-Environmentally Critical Project NGO – Non-Government Organization NHA – National Housing Authority NHCP – National Historical Commission of the Philippines NLEX – North Luzon Expressway NLRC – North Luzon Railways Corporation NM – National Museum NSCR – North South Commuter Railway Project NSCR EX – North South Commuter Railway Extension Project

NSRP – North South Railway Project NTP – Notice to Proceed ODA – Overseas Development Assistance OSH – Occupational Safety and Health PAF – Project Affected Families PAP – Project Affected Persons PD – Presidential Decree PEISS – Philippine Environmental Impact Statement System PEMAPS – Project Environmental Monitoring and Audit Prioritization Scheme PENRO – Provincial Environment and Natural Resources Office PEPRMP – Programmatic Environmental Performance Report and Management Plan PH – Public Hearing PMO – Project Management Office PNP – Philippine National Police PNR – Philippine National Railways PNSC – Philippine National Structural Code PO – People Organizations PPE – Personal Protective Equipment PRI – Philippine Railway Institute RA – Republic Act RAP – Resettlement Action Plan RHU – Rural Health Unit RIC – RAP Implementation Committee ROW – Right-of-Way SB – Sangguniang Bayan SCPW – Society for the Conservation of Philippine Wetlands Inc. SCTEX – Subic-Clark-Tarlac Expressway SDP – Social Development Plan SMR – Self-Monitoring Report SPS – Safeguard Policy Statement STPP – Sucat Thermal Power Plant SWMP – Solid Waste Management Plan TIA – Traffic Impact Assessment TMS – Train Management System TOR – Terms of Reference UNDP – United Nations Development Program UNESCO – United Nations Educational, Scientific and Cultural Organization

NOTE{S} (i) In this report, "$" refers to United States dollars

This environmental monitoring report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report CHAPTER 3 3 TRAFFIC ANALYSIS METHODOLOGY The current and future capacities of the study intersections were analyzed and presented herein. The area was divided into two sections: Solis to Blumentritt and Blumentritt to Calamba. Each section corresponds to two (2) horizon years which were considered in the assessment of the future capacity. The section of Solis to Blumentritt will undergo a rapid construction at the year 2020 and expected to operate at 2025. On the other hand, the section of Blumentritt to Calamba will be analyzed at the year 2025 for the construction period and 2030 for the operation period. Road capacities were analyzed mainly based on their level of service (LOS) and their capacity to carry additional vehicle volumes or margin traffic without being congested.

3.1 STUDY PERIODS

Current capacity analysis was based on the data from the traffic survey results. For the future capacity analyses, the intersections were assessed based on their capacity to carry the future general traffic and the traffic volumes generated during the railway construction and operation. Future general traffic is expected to rise due to increase in population, increase in car ownership and development of new offices, commercial facilities and housing, among others. However, improvements in the highway and railway network surrounding the rail alignment will also trigger diversion of routes or mode shifting.

In addition to general traffic, during construction period, the railway construction will bring about additional traffic volume in the form of trucks carrying soil fills, facilities, construction wastes among others, concrete mixers, coasters for workers and others. These construction-related vehicles will be plying to and from the construction yards that are located along the railway alignment. The viability of these locations to be opened as construction yards will be influenced by the capacity of the surrounding roads to carry the additional construction vehicle volumes.

Moreover, traffic conditions during this operation period will also be affected by the generation of feeder transportation to/from the railway stations and the shift in mode usage from existing public and private modes to the rail mode.

3.2 METHODOLOGY

The types of analysis that were performed to further synthesize the results of the survey are as follows:

a. Intersection delay as measure for level of service (LOS) b. Queuing analysis c. Signal optimization of signalized intersections

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report d. Calculation of margin for additional vehicles during construction and operation periods.

PTV VISTRO 6, a traffic engineering software, will be used for all these analyses. PTV VISTRO is a traffic engineering software used to evaluate the impacts of proposed future developments on the transportation network for small and medium sized networks. It is considered as an all-in-one solution for traffic analysis needs, where one can analyze traffic operations, evaluate new development impacts and optimize signal timing. It can be utilized to analyze an interaction, a corridor or a road network.

The analyses in PTV VISTRO are conducted based on Highway Capacity Manual (HCM) 6th Edition. HCM is a most widely used and accepted traffic analysis technique that serves as standards of several countries in defining their respective road capacity manuals.

For this study, level of service (LOS) is the parameter being used to examine the capacity of road sections and intersections. LOS is a standard used to analyze the operating conditions of a given roadway segment or intersection. It is defined based on a scale represented by LOS A to LOS F. LOS A represents free flowing traffic conditions with no restrictions on maneuvering or operating speeds, low traffic volumes and high speeds. LOS F represents forced flow, many stoppages, and low operating speeds. It is standard norm for public roads to maintain LOS D or better at existing intersections and roadway segments. a) Intersection Delays and LOS

The main operating parameters in determining LOS as specified in the HCM is the average vehicle control delay per vehicle and volume to capacity ratio (VCR). Based on HCM, the other types of delay are traffic delay resulting from the interaction of vehicles causing drivers to reduce their speed below the free-flow speed, geometric delay caused by geometric features forcing vehicles to reduce their speed in negotiating a system element, and incident delay where additional time experienced as a result of an incident. Delay are calculated in terms of seconds per vehicle (sec/veh) per approach and for the entire intersection.

Unsignalized and signalized intersections have different delay ranges primarily due to driver expectation. Signalized intersections are designed to carry higher volumes of traffic and therefore higher levels of delay are acceptable. On the other hand, the level of service of roundabouts are determined based on volume-weighted mean delay. Table 3.1. summarizes HCM's description of the corresponding LOS levels for each type of intersection. In the study area, twenty-one (21) intersections are modeled as signalized, one (1) is a roundabout while the rest are unsignalized.

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Table 3.1. LOS Criteria (HCM) Signalized Unsignalized Roundabout Control Control Mean LOS Description Delay VCR Delay VCR Delay VCR (sec/veh) (sec/veh) (sec/veh) VCR is low and either progression is A ≤ 10 ≤ 1.0 ≤ 10 ≤ 1.0 ≤ 10 ≤ 1.0 exceptionally favorable or the cycle length is very short. VCR is low and either progression is highly B >10-20 >10-15 >10-15 ≤ 1.0 ≤ 1.0 ≤ 1.0 favorable or the cycle length is short. Progression is favorable or the cycle length is moderate. The number of vehicles stopping is C >20-35 >15-25 >15-25 ≤ 1.0 ≤ 1.0 ≤ 1.0 significant, although many vehicles still pass through the intersection without stopping. VCR is high and either progression is ineffective or the cycle length is long. Many D >35-55 >25-35 >25-35 ≤ 1.0 ≤ 1.0 ≤ 1.0 vehicles stop and individual cycle failures are noticeable. VCR is high, progression is unfavorable and the E >55-80 >35-50 >35-50 ≤ 1.0 ≤ 1.0 ≤ 1.0 cycle length is long. Individual cycle failures are frequent. VCR is very high, progression is very poor and the cycle F >80 >1.0 >50 >1.0 >50 >1.0 length is long. Most cycles fail to clear the queue. b) Queuing Analysis

Queue length is one of the primary measures of intersection performance, whether signalized or unsignalized. The detailed analysis methodology for Signalized and Unsignalized Two-Way Stop

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Controlled (TWSC) and All-Way Stop Controlled (AWSC) intersections can be found in HCM Chapters 18, 19 and 20, respectively.

Queue develops when demand exceeds capacity or when an arrival headway is less than the service time. Queuing inherently forms at intersections where certain approaches are denied of movement. For signalized intersections, this happens when traffic signal halts the flow of a set of movements. For AWSC intersection, this forms in instances when vehicles wait for those ahead of the approach to select a gap in traffic (brought about by opposing and conflicting approaches) through which to execute their desired movements. Queue length is expressed in terms of meters (m). Queue length in meters is calculated by multiplying total vehicles in queue by 7.62 meters (25 feet). An example of the output of queuing analysis from Vistro can be seen in Figure 3.1.

Figure 3.1. Queuing Analysis in PTV Vistro 6 c) Signal Optimization of Signalized intersections

Traffic conditions changes over time. One way of maintaining desired LOS of an intersections is by regularly updating the intersection’s traffic signal cycle lengths, phasing and timing to correspond to the current traffic flow conditions. In this study, signal optimization is performed to the twenty-one (21) intersections with working traffic signals during the surveys to determine any improvement to the existing v/c, delay and LOS based on the weekday AM peak data.

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Figure 3.2. Signal Optimization of PTV Vistro 6

Signal optimization is conducted using PTV VISTRO 6. The software is capable of two levels of signal optimizations, namely, local optimization and network optimization. Since the subject intersections are not adjacent to each other, only local optimization of individual signalized intersections is performed. At local level, either “split” only or “split and cycle time” can be optimized. Moreover, optimization of split can be done by two methods, that is, by balancing v/c for each approach and by minimizing the delay of the critical movement. For each of the signalized intersections, the optimized scenario with the lowest delay is presented.

PTV VISTRO 6 software utilizes a simplex algorithm for the split optimization. On the other hand, cycle length optimization is done iteratively by evaluating the cycle lengths based on user inputted lower and upper bounds and step size. d) Vehicle Margin Calculation for Construction Period

Traffic volumes were projected to 2020 and 2025 for the Construction Year using the growth rates determined per survey location to establish the future general traffic. On top of the traffic growth for each survey location, the additional traffic that could still be accommodated was estimated by adding the incremental volumes to the movements going to the construction yards and depot until LOS D, which is the acceptable LOS, was reached.

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report The effect of construction yard is analyzed particularly on intersections near the twelve (12) construction yards listed in Table 3.2 and shown in Figure 3.3 to Figure 3.5.

Table 3.2. Intersections affected during Construction Period Construction Yard Station Code Intersection 1 W7 Quirino Ave/ Paco-Sta Mesa Rd 2 W8 Quirino Ave/ Pedro Gil St 3 W8 Quirino Ave/ Pedro Gil St 4 W10 E&W Service Rds / Abenida Lawton 5 E10 E Service Rd/ General Santos Ave 6 W12 E&W service Rds / Meralco Rd Paranaque-Sucat Rd 7 E15 J Luna St/ A. Mabini St 8 W18 Manila S Rd/ Rizal Blvd 9 W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd 10 W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd 11 W19 Manila S Rd/ Pulo-Diezmo Rd 12 W21 Manila S Rd/ Jose P Rizal St

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Figure 3.3. Intersections affected during Construction Period (Area 2)

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Figure 3.4. Intersections affected during Construction Period (Area 3)

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Figure 3.5. Intersections affected during Construction Period (Area 4)

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The additional vehicles entering and exiting the construction yards and depot were assumed to be equal. There could be more than one direction that could be taken to these areas. The distribution of these margin traffic to each of these directions were based on the present volume proportions (volumes in 2018).

For example: In the case of the intersection located in San Pedro - Survey location E15 (J Luna St/ A. Mabini St), the nearest construction yard is CY 7. Construction vehicles are assumed to pass all the legs of the intersection. Traffic distribution to this intersection is based on the current turning movement volume of E15. Figure 3.6 shows the existing volumes of E15 (J Luna St/ A. Mabini St) with the applied growth rate of 1.16.

Figure 3.6. Projected Turning Volumes for E15 during Operation Period (2030)

The total volume going to the direction of construction yard is 425 PCU. The volume proportions of the three movements of concern are as follows:

Thru (from North Leg): 85.88% with 365 PCU Left Turn (from East Leg): 14.12% with 60 PCU

The same method of calculation is done to compute the distribution of trips exiting the construction yard. Trip Distribution for each movement are:

Right Turn: 92% with 483 PCU Thru: 8% with 42 PCU

Trips were added incrementally to the intersection by setting 1 trip in and 1 trip out, generated by the railway station, then checking the LOS of the intersection. If the LOS is better than LOS D both trips in and trips out of the construction yard will increased by 1 until the borderline between LOS D and LOS SMDI CONSULTANTS, INC. | TRAFFIC ANALYSIS METHODOLOGY 3-10

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report E is reached. For the example above, an additional of 224 PCU generated by the construction yard could still be accommodate in the intersection. e) Vehicle Margin Calculation for Operation Period

Traffic volumes were projected to 2025 and 2030 for the Operational Year using the growth rates determined per survey location to establish the future general traffic. On top of the traffic growth for each survey location, feeder vehicles are expected to be added on top of the regional growth brought about by the operation of the railway. The maximum allowable additional traffic due to the feeder vehicles on top of the projected regional traffic were calculated based on the LOS of the intersections.

The effect of feeder traffic is analyzed particularly on intersections near the nineteen (19) railway stations listed in Table 3.3 and shown in Figure 3.7 to Figure 3.10.

Table 3.3. Intersections affected during Operation Period Station Direction of Vehicle Margin Intersection Code (Feeder Vehicles) W3 Tayuman Rd/ Rizal Ave Towards Blumentritt Station E4 Maceda St/ Espana Blvd Towards Espana Station W5 Governor Forbes/ Espana Blvd Towards Espana Station E6 Ramon Magsaysay Blvd- Service Rd Rail Crossing Towards Santa Mesa Station W7 Quirino Ave/ Paco-Sta Mesa Rd Towards Paco Station W8 Quirino Ave/ Pedro Gil St Towards Paco Station W9 R3 Rd Service Rd/ Buendia Ave Towards Buendia Station W10 E&W Service Rds/ Buendia Avenue Towards EDSA and Nichols Station E9 E Service Rd/ C5 Entrance Towards FTI Station E10 E Service Rd/ General Santos Ave Towards Bicutan Station W11 E&W Service Rds/ Dona Soledad Rd Towards Bicutan Station E11 Manuel L. Quezon/ Meralco Rd Towards Sucat Station W13 E&W Service Rds/ Montillano St Towards Alabang Station E12 Ilaya/ Montillano St Towards Alabang Station E13 Amparo St/ Rizal St Towards Muntinlupa Station E15 J. Luna St/ A. Mabini St Towards San Pedro Station E16 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd Towards Pacita Station E17 Manila S Rd/ Malvar St Towards Biñan Station E18 Manila S Rd/ Rizal Blvd Towards Santa Rosa Station E19 Rizal Blvd/ Tatlong Hari St Towards Santa Rosa Station W18 Manila S Rd/ Rizal Blvd Towards Cabuyao Station W19 Manila S Rd/ Pulo-Diezmo Rd Towards Cabuyao Station W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd Towards Banlic Station E21 JP Rizal St/ Parian Rd Towards Calamba Station W21 Manila S Rd/ Jose P Rizal St Towards Calamba Station

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Figure 3.7. Intersections affected during Operational Period (Area 1)

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Figure 3.8. Intersections affected during Operational Period (Area 2)

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Figure 3.9. Intersections affected during Operational Period (Area 3)

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Figure 3.10. Intersections affected during Operational Period (Area 4)

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report To illustrate, in the case of E13 (Amparo St./ Rizal St.) located in Muntinlupa City. The nearest railway station is Muntinlupa Station located at the west of this intersection. Feeder vehicles are assumed to pass along the North, East and South leg of this intersection. Traffic distribution to this intersection is based on the current turning movement volumes of E13. Figure 3.11 shows the turning volumes at E13 (Amparo St./ Rizal St.) with the growth rate of 1.39.

Figure 3.11. Projected Turning Volumes for E13 during Operation Period (2030)

The total volume going to the direction of Muntinlupa Station is 253 PCU. The volume proportions of the three movements of concern are as follows:

Right Turn (from North Leg): 4.35% with 11 PCU Thru (from East Leg): 40.71% with 103 PCU Left Turn (from South Leg): 54.94% with 139 PCU

The same method of calculation is done to compute the distribution of trips exiting the railway station. Trip Distribution for each movement are:

Right Turn: 50.63% with 120 PCU Thru: 43.88% with 104 PCU Left Turn: 5.49% with 13 PCU

Trips were added incrementally to the intersection by setting 1 trip in and 1 trip out, generated by the railway station, then checking the LOS of the intersection. If the LOS is better than LOS D both trips in and trips out of the construction yard will increased by 1 until the borderline between LOS D and LOS E is reached. For the example above, an additional of 94 PCU generated by the railway station could still be accommodate in the intersection.

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report CHAPTER 4 4 CURRENT CAPACITY ANALYSIS SUMMARY The classification (signalized, unsignalized or roundabouts) of the 45-survey location in the study are listed in Table 2.1. List of Survey Intersections. Analyses on road section capacity and queuing, delay and LOS of approaches and intersections were undertaken considering the overall AM peak volumes from 7:00AM to 8:00AM of weekday.

4.1 UNOPTIMIZED CONDITIONS it was determined that 21 out of the 45 intersections are already beyond their capacities as characterized by LOS F. The worst delay was calculated for W10 (E&W Service Rds / Abenida Lawton) at 967.40 seconds per vehicle while the longest queue length was determined to be at E18 (Manila S Rd/ Rizal Blvd) which reaches 1.389 kilometers, but this reduces to 339.37 meters once the existing traffic signal is optimized. The delays and level of service are also illustrated in Figure 4.1 to Figure 4.4.

Table 4.1. Current Capacity Analysis - Unoptimized 2018 Code Area Intersection LOS Delay Queue Length (sec/veh) (m) W1 1 Juan Luna St/ Hermosa St C 15.92 34.32 W2 1 Tayuman Rd/ Abad Santos St E 64.41 232.68 W3 1 Tayuman Rd/ Rizal Ave C 24.48 125.81 W4 1 Governor Forbes/ Dimasalang Rd F 109.72 569.60 W5 1 Governor Forbes/ Espana Blvd F 140.26 630.72 W6 1 C2/ R6 F 161.85 475.25 E1 1 Abad Santos Ave/ Hermosa St F 431.35 1048.14 E2 1 Aurora Blvd/ Dimasalang Rd F 81.01 322.77 E3 1 Maceda St/ Maria Clara St C 18.00 38.95 E4 1 Maceda St/ Espana Blvd E 61.84 244.45 E5 1 Gregorio Araneta Ave/ Santa Mesa Blvd F 220.81 493.09 E6 1 Ramon Magsaysay Blvd- Service Rd Rail Crossing E 37.10 40.78 W7 2 Quirino Ave/ Paco-Sta Mesa Rd C 19.91 69.95 W8 2 Quirino Ave/ Pedro Gil St F 389.27 1292.10 W9 2 R3 Rd Service road/ Buendia Ave E 68.69 343.17 W10 2 E&W Service Rds / Abenida Lawton F 967.40 1074.62 W11 2 E&W Service Rds/ Dona Soledad Rd F 447.13 765.61 W12 2 E&W service Rds / Meralco Rd Paranaque-Sucat Rd F 776.85 1068.84 E7 2 Dr Jose P. Rizal Ave/ Chino Roces Ave C 16.45 4.94 E8 2 Amorsolo St/ Antonio Arnaiz Ave D 49.26 282.75

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THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report 2018 Code Area Intersection LOS Delay Queue Length (sec/veh) (m) E9 2 E Service Rd/ C5 entrance F 358.52 533.96 E10 2 E Service Rd/ General Santos Ave C 21.32 107.00 E11 2 Manuel L. Quezon/ Meralco Rd F 21.36 18.21 W13 3 E&W Service Rds/ Montillano St B 13.21 24.46 W14 3 Manila S Rd/ Susana Rd F 209.37 812.24 W15 3 Manila S Rd/ Magsaysay Rd F 211.51 524.45 W16 3 Daang Governor/ Soro-Soro Barangay Rd E 39.78 84.07 W17 3 Binan-Sta Rosa Access Rd/ B 13.29 26.76 E12 3 Ilaya/ Montilliano St D 26.81 43.05 E13 3 Amparo St/ Rizal St C 15.27 8.28 E14 3 Arandia St/ Rodriguez St B 11.46 8.32 E15 3 J Luna St/ A. Mabini St C 18.60 9.73 E16 3 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd F 136.17 332.70 E17 3 Manila S Rd/ Malvar St F 432.98 924.05 E18 3 Manila S Rd/ Rizal Blvd F 188.19 1389.67 W18 4 Manila S Rd/ Rizal Blvd D 35.75 219.53 W19 4 Manila S Rd/ Pulo-Diezmo Rd E 65.47 395.98 W20 4 Manila S Rd/ Mayapa-Canlubang Cadre Rd F 432.18 596.59 W21 4 Manila S Rd/ Jose P Rizal St F 86.55 314.95 E19 4 Rizal Blvd/ Tatlong Hari St A 9.27 3.83 E20 4 Marinig/ B 14.79 6.84 E21 4 JP Rizal St/ Parian Rd B 14.73 15.25 S1 4 Manila S Rd/ Bucal Bypass Rd F 96.98 373.46 S2 4 Manila S Rd/ Maahas Rd F 325.88 367.29 S3 4 Pili Dr/ IPB Rd B 14.97 27.01

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Figure 4.1. Area 1 Current Intersection Delays and LOS

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Figure 4.2. Area 2 Current Intersection Delays and LOS

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Figure 4.3. Area 3 Current Intersection Delays and LOS

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Figure 4.4. Area 4 Current Intersection Delays and LOS

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Traffic signals at 19 signalized intersections were optimized and presented in Table 4.2. . The optimal signal phasing and timings for these intersections where determined using the parameters of working traffic signals. The results show improvements in delay and LOS when signal optimization is performed. As discussed earlier in optimization methods are employed and run by the PTV VISTRO software. The level of service of W2 (Tayuman Rd/ Abad Santos St), E1 (Abad Santos Ave/ Hermosa St), E2 (Aurora Blvd/ Dimasalang Rd), E4 (Maceda St/ Espana Blvd), E5 (Gregorio Araneta Ave/ Santa Mesa Blvd), W14 (Manila S Rd/ Susana Rd), W19 (Manila S Rd/ Pulo-Diezmo Rd), W21 (Manila S Rd/ Jose P Rizal St), and S1 (Manila S Rd/ Bucal Bypass Rd) became acceptable after their signals were optimized. The longest queue was determined to be at E18 (Manila S Rd/ Rizal Blvd) which reaches 1389.67 meters, but this reduces 339.37 meters once the existing traffic signal is optimized.

Table 4.2. Current Capacity Analysis - Optimized Existing Optimized Code Area Intersection LOS Delay Queue LOS Delay Queue (sec/veh) Length (m) (sec/veh) Length (m) W2 1 Tayuman Rd/ Abad Santos St E 64.41 232.68 D 48.08 148.32 W3 1 Tayuman Rd/ Rizal Ave C 24.48 125.81 C 22.03 116.07 W4 1 Governor Forbes/ Dimasalang Rd F 109.72 569.60 F 83.23 372.70 W5 1 Governor Forbes/ Espana Blvd F 140.26 630.72 F 101.26 694.00 W6 1 C2/ R6 F 161.85 475.25 F 130.31 148.10 E1 1 Abad Santos Ave/ Hermosa St F 431.35 1048.14 C 32.63 106.00 E2 1 Aurora Blvd/ Dimasalang Rd F 81.01 322.77 C 29.05 120.29 E4 1 Maceda St/ Espana Blvd E 61.84 244.45 C 33.84 216.75 E5 1 Gregorio Araneta Ave/ Santa Mesa F 220.81 493.09 C 32.79 104.99 Blvd W8 2 Quirino Ave/ Pedro Gil St F 389.27 1292.10 E 75.54 691.16 E8 2 Amorsolo St/ Antonio Arnaiz Ave D 49.26 282.75 D 38.79 195.57 W14 3 Manila S Rd/ Susana Rd F 209.37 812.24 D 40.59 142.39 W15 3 Manila S Rd/ Magsaysay Rd F 211.51 524.45 E 76.53 360.94 E17 3 Manila S Rd/ Malvar St F 432.98 924.05 F 157.91 666.76 E18 3 Manila S Rd/ Rizal Blvd F 188.19 1389.67 F 117.66 339.37 W18 4 Manila S Rd/ Rizal Blvd D 35.75 219.53 B 15.60 93.85 W19 4 Manila S Rd/ Pulo-Diezmo Rd E 65.47 395.98 D 41.38 150.43 W21 4 Manila S Rd/ Jose P Rizal St F 86.55 314.95 D 43.58 304.15 S1 4 Manila S Rd/ Bucal Bypass Rd F 96.98 373.46 C 29.69 104.55

SMDI CONSULTANTS, INC. | CURRENT CAPACITY ANALYSIS SUMMARY 4-7

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report CHAPTER 5 5 CONSTRUCTION PERIOD SUMMARY This chapter presents the future traffic conditions during the construction stage. The future traffic analyses for the Commuter line is divided into two sections. The Solis to Blumentritt is to be analyzed in the year 2020 while the Blumentritt to Calamba section at 2025. Traffic volumes were projected to 2020 or 2025, as shown in Table 5.1. In addition to this general traffic during construction period, the railway construction will bring additional traffic volume in the form of trucks carrying soil fills, facilities, construction wastes among others, concrete mixers, coasters for workers and others. These construction-related vehicles will be plying to and from the location of the railway stations.

Several capacity analyses are performed for the construction period, namely, a) LOS analysis and b) construction vehicle margin determination, and c) depot connection

Table 5.1. Growth Rates (Construction Period) Area 2020 2025 1 0.9576 0.9058 2 0.9523 3 1.1630 4 1.2377 Total 1.0267

5.1 LEVEL OF SERVICE ANALYSES

5.1.1 2020 Construction Period

For the year 2020, it is expected that delay will decrease during the construction phase. Level of Service will either decrease or remain the same. Survey Locations W1, W2, W3, and E1, delays were reduced to at least 5% while W2, W4, and E2 remains at either LOS E or F. Survey Locations W2 and E2 if optimized, the LOS improved to LOS D or C.

Table 5.2. Summary of LOS Analysis for Construction Period (2020) 2020 2020 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) W1 1 Juan Luna / Hermosa St. B 14.97 W2 1 Tayuman / Abad Santos Ave. E 60.83 D 44.16 W3 1 Tayuman Rd. / Rizal Ave. C 23.17 C 21.54 W4 1 Gov. Forbes (Lacson) / Dimasalang Rd. F 98.89 E 70.90 E1 1 Abad Santos Ave. / Hermosa St. F 407.22 C 31.62 E2 1 Aurora Blvd. / Dimasalang E 70.91 C 24.83

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-1

Figure 5.1. Area 1 2020 LOS and Delay

5.1.2 2025 Construction Period

All stations within Area 1 and Area 2 are projected to have delays less than the current condition with delay reduction ranging from 0.61 to 68.15 seconds per vehicle or from 3.71% to 27.11%. Only Survey Location E2 showed improvement of one level in their corresponding levels of service while the rest remained at the same level. On the other hand, all stations within Area 3 and Area 4 are projected to have increase in delay. Stations within acceptable level of service D or better in the current condition exhibited increase in delay ranging from 0.80 to 36.97 seconds per vehicle or from 5.22% to 103.41% worsening the level of service of stations W18 and E12 from D to E and F, respectively. On the other hand, Survey Locations W13, W17, E13, E14, E15, E19, E20, E21 and S3, despite increase in delay and worsening of level of service for some, all remain within acceptable level of service D or better.

Table 5.3. Summary of LOS Analysis for Construction Period (2025) 2025 2025 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) W4 1 Governor Forbes/ Dimasalang Rd F 88.68 E 59.41 W5 1 Governor Forbes/ Espana Blvd F 102.24 E 73.04

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-2

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report 2025 2025 Optimized Code Area Intersection Delay Delay LOS LOS (sec/veh) (sec/veh) W6 1 C2/ R6 F 136.53 F 100.75 E2 1 Aurora Blvd/ Dimasalang Rd E 59.50 C 21.29 E3 1 Maceda St/ Maria Clara St C 15.13 E4 1 Maceda St/ Espana Blvd D 48.83 C 32.49 E5 1 Gregorio Araneta Ave/ Santa Mesa Blvd F 173.64 C 26.14 Ramon Magsaysay Blvd- Service Rd Rail E6 1 D 28.64 Crossing W7 2 Quirino Ave/ Paco-Sta Mesa Rd C 17.78 W8 2 Quirino Ave/ Pedro Gil St F 365.33 E 65.17 W9 2 R3 Rd Service road/ Buendia Ave E 62.41 W10 2 E&W Service Rds / Abenida Lawton F 890.61 W11 2 E&W Service Rds/ Dona Soledad Rd F 396.05 E&W service Rds / Meralco Rd Paranaque- W12 2 F 716.63 Sucat Rd E7 2 Dr Jose P. Rizal Ave/ Chino Roces Ave B 10.08 E8 2 Amorsolo St/ Antonio Arnaiz Ave D 45.61 D 36.13 E9 2 E Service Rd/ C5 entrance F 320.07 E10 2 E Service Rd/ General Santos Ave C 16.93 E11 2 Manuel L. Quezon/ Meralco Rd C 19.64 W13 3 E&W Service Rds/ Montillano St C 16.00 W14 3 Manila S Rd/ Susana Rd F 288.41 E 74.35 W15 3 Manila S Rd/ Magsaysay Rd F 286.86 F 127.86 W16 3 Daang Governor/ Soro-Soro Barangay Rd F 77.27 W17 3 Binan-Sta Rosa Access Rd/ C 16.29 E12 3 Ilaya/ Montilliano St F 52.85 E13 3 Amparo St/ Rizal St C 17.99 E14 3 Arandia St/ Rodriguez St B 12.26 E15 3 J Luna St/ A. Mabini St C 23.00 E16 3 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd F 213.92 E17 3 Manila S Rd/ Malvar St F 559.38 F 322.98 E18 3 Manila S Rd/ Rizal Blvd F 1394.55 F 187.71 W18 4 Manila S Rd/ Rizal Blvd E 72.72 C 26.53 W19 4 Manila S Rd/ Pulo-Diezmo Rd F 121.24 F 97.64 W20 4 Manila S Rd/ Mayapa-Canlubang Cadre Rd F 632.66 W21 4 Manila S Rd/ Jose P Rizal St F 129.36 F 88.43 E19 4 Rizal Blvd/ Tatlong Hari St B 10.17 E20 4 Marinig/ C 17.82 E21 4 JP Rizal St/ Parian Rd C 20.42 S1 4 Manila S Rd/ Bucal Bypass Rd F 102.04 E 71.90 S2 4 Manila S Rd/ Maahas Rd F 522.34 S3 4 Pili Dr/ IPB Rd D 28.95

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-3

Optimized Conditions

Optimized Conditions Figure 5.2. 2025 Area 1 Unoptimized and Optimized LOS and Delay

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Unoptimized Conditions Optimized Conditions Figure 5.3. 2025 Area 3 Unoptimized and Optimized LOS and Delay

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Unoptimized Conditions Optimized Conditions Figure 5.4. 2025 Area 3 Unoptimized and Optimized LOS and Delay

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Unoptimized Conditions Optimized Conditions Figure 5.5. 2025 Area 4 Unoptimized and Optimized LOS and Delay

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5.2 ACCESS TO CONSTRUCTION YARDS

There are twelve (12) construction yards and depot during the construction stage. The construction yards are surrounded within the study area as shown in Figure 3.3 to Figure 3.5. The depot is determined to be located at Mamatid, Calamba, Laguna. W8 (Quirino Ave/ Pedro Gil St) and W20 (Manila S Rd/ Mayapa – Canlubang Cadre Rd) will serve as access for two construction yards while the rest will serve one. The transport of construction materials to and from the construction yards along the national roads are expected to create a concentration of construction vehicles. Therefore, the intersections near the alignment and the depot are analyzed to determine their capacity to accommodate additional construction vehicles before reaching congestion level of LOS E. This number of additional construction vehicles is referred to as margin.

On the other hand, construction at the section of Blumentritt to Calamba are set on the year 2025. As observed in Table 5.4, 6 out of 10 intersections are already beyond their capacity during the peak hour as characterized to have a LOS E or F. Similarly, a large margin is observed during the evening period of 10:00PM to 6:00AM. The largest margin is seen at W18 (Manila S Rd/ Rizal Blvd) in the city of Sta. Rosa and the lowest margin is at W10 (E&W Service Rds / Abenida Lawton) in Taguig City. W10 is a major intersection as it connects Pasay City (Airport Area), Taguig City (Bonifacio Global City), and SLEX/ South Super Highway which explains the worst condition of the intersection.

Table 5.4. Summary of Construction Vehicles Margin (2025) PEAK HOUR EVENING 10:00PM - 7:00AM - 8:00AM Code Intersection Area 6:00AM Large Large PCU PCU Trucks Trucks W7 Quirino Ave/ Paco-Sta Mesa Rd 2 1468 587 47294 18918 W8 Quirino Ave/ Pedro Gil St 2 0 0 18189 7276 W10 E&W Service Rds / Abenida Lawton 2 0 0 586 234 E10 E Service Rd/ General Santos Ave 2 698 279 56363 22545 W12 E&W service Rds / Meralco Rd Paranaque-Sucat Rd 2 0 0 983 393 E15 J Luna St/ A. Mabini St 3 224 90 18143 7257 W18 Manila S Rd/ Rizal Blvd 4 1011 404 60542 24217 W19 Manila S Rd/ Pulo-Diezmo Rd 4 0 0 18584 7434 W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd 4 0 0 918 367 W21 Manila S Rd/ Jose P Rizal St 4 0 0 27790 11116

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Figure 5.6. Area 2 Large Trucks Margin during 10:00PM to 6:00AM

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Figure 5.7. Sucat and Area 3 Large Trucks Margin during 10:00PM to 6:00AM

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Figure 5.8. Area 4 Large Trucks Margin during 10:00PM to 6:00AM

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The depot for North-South Commuter Rail (South Line) will be situated in Mamatid Road in Cabuyao, Laguna. There is route from Manila Port to the depot as seen in Figure 5.9 was suggested by Metro Manila Development Authority (MMDA) as it is a common truck route even during daytime. There will also be two candidate ports in Manila where large equipment will be imported, namely, Manila International Container Terminal and Manila Harbor Centre.

Figure 5.9. Port to Depot

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-12

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report The route passes through Radial Road 10, Padre Burgos Ave., Finance Rd., Ayala Blvd., San Marcelino St., Qurino Ave., SLEX – Cabuyao Exit, Manila S Rd., and Mamatid Rd. Following this route, the trucks will travel approximately 53.7 km to 57.65 km from Manila International Container Terminal or Manila Harbor Centre, respectively. The proposed route will pass through curbs and intersections where the trailer truck will need to maneuver over while turning. The critical areas for turning vehicles along each route have been identified namely, Ayala Blvd/ San Marcelino St, Quirino Ave/ San Marcelino St, Osmeña Hwy/ Quirino Ave, and Manila S Rd/ Mamatid Rd.

In analyzing the clearances between the trucks and the curbs or physical obstructions, swept path analysis using AUTOTURN software was performed to simulate the turning movement of the trucks. The vehicles used in the analysis were first remodeled to follow the dimensions of truck provided by the client. Figure 5.10 shows the dimensions of the trailer trucks used in AUTOTURN. The 36.63-meter trailer truck 1 is assumed to load a 22-meter long rollingstock which will be considered in evaluating clearances.

Figure 5.10. Vehicle Template of the Trailer Truck 1

Table 5.5 provides a summary of results of the swept path analyses conducted to determine the feasibility of two route options to be used as access of Trailer Truck 1 (36.63-meter) long truck from ports to depot. To properly appreciate the results of the study, it is important to note the following assumptions used in the software:

• The shape of the carrier is different from the actual truck. For the analysis, the carrier is assumed to have a uniform width of 3.5m (to simulate the condition of the carrier housing the 3.5m-wide rollingstock) wherein the actual carrier is narrower. • A multi-wheel steering truck can not be simulated in the software thus, if the actual truck has this capability, the clearances are expected to be wider.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-13

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report • The assumptions in the analysis is conservative therefore, it could be noted that if the truck without multi-wheel steering function can pass the intersection based on the AutoTurn analysis, a truck with multi-wheel steering function can also pass the intersection.

Table 5.5. Results of the Swept Path Analysis Intersection Curve or Trailer Truck 1 No. Intersection With a turning angle of 302°, the trailer truck (occupying the Ayala Blvd/San opposite lanes) cannot turn at the intersection going to San 1 Marcelino St Marcelino St, specially that there is an existing island with street light pole blocking the way. Quirino Ave/San The trailer truck swept path overlaps with the island along 2 Marcelino St Quirino Ave. Osmeña Hwy/ The trailer truck swept path overlaps with the existing 3 Quirino Ave channelizing island at the intersection. Manila S Rd/ Mamatid Rd, having a width of 6.3 meters, gives no room for the 4 Mamatid Rd. trailer truck when turning.

The main issue of concern that resulted from the swept path analysis is the presence of raised and channelizing islands at Ayala Blvd/San Marcelino St (Figure 5.11), Quirino Ave/San Marcelino St (Figure 5.12), and Osmeña Hwy/ Quirino Ave (Figure 5.13). Also, even when the channelizing island is to be removed, there is still a 0.5 meter overlap between the swept path and the intersection curb.

In addition, the Manila S Rd/ Mamatid Rd intersection lacks space during a turn when accessing Mamatid Rd going to the depot. The trailer truck also introduces a safety concern with respect to the pedestrians shoeing along the limited walkway and buying goods from the street vendors.

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Figure 5.11. AutoTurn Simulation at Ayala Blvd/San Marcelino St

Figure 5.12. AutoTurn Simulation at Quirino Ave/San Marcelino St

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Figure 5.13. AutoTurn Simulation at Osmeña Hwy/ Quirino Ave

Figure 5.14. AutoTurn Simulation at Circumferential Road 3

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-16

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report An alternative option in transporting the rolling stock which strategically avoids passing through the LRT 1 alignment having a height limitation of 4.27 m. Trucks will be passing through Roxas Boulevard, NAIA Expressway and South Luzon Expressway as seen in Figure 5.15. The critical points for turning are also illustrated in the figure.

Figure 5.15. Alternative Route Option from Port to the Depot

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-17

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Table 5.6. Results of the Swept Path Analysis Intersection Curve or Intersection Trailer Truck 1 No. 1 EDSA Ext./Roxas Blvd. Clear EDSA Ext./Diosdado 2 Clear Macapagal Blvd. Diosdado Macapagal 3 Clear Blvd./NAIA Expressway 4 Sales Rd./ Lawton Ave The trailer truck’s swept path overlaps with the moveable barriers along SLEX. Mamatid Rd, having a width of 6.3 meters, gives no 5 Manila S Rd/ Mamatid Rd. room for the trailer truck when turning.

One of the issues of concern that resulted from the swept path analysis is the presence of moveable barriers along South Luzon Expressway near the intersection of Sales Rd./Lawton Ave (Figure 5.19). Removing the barriers near the right turn along South Luzon Expressway will make way for the trailer truck to turn with ease going to Cabuyao, Laguna Depot.

Figure 5.16. AutoTurn Simulation at EDSA Ext./ Roxas Blvd.

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-18

Figure 5.17. AutoTurn Simulation at EDSA Ext./Macapagal Blvd

Figure 5.18. AutoTurn Simulation at Macapagal Blvd./NAIA Expressway

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-19

Legend: Moveable Barriers

Figure 5.19. AutoTurn Simulation at Sales Rd./Lawton Ave

SMDI CONSULTANTS, INC. | CONSTRUCTION PERIOD SUMMARY 5-20

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report CHAPTER 6 6 OPERATION PERIOD SUMMARY Similar to the construction period, analysis for the operation period is divided into two sections. The section of Blumentritt to Solis is to be analyzed at year 2025 while the section of Blumentritt to Calamba at year 2030. Traffic volumes were projected to 2025 and 2030 using the regional growth rate factor from JICA Design Team, as shown in Table 6.1. Aside from the growth of general traffic, the traffic conditions during this period will also be affected by the generation of feeder transportation to/from the railway stations and the shift in mode usage from existing public and private modes to the rail mode.

Table 6.1. Growth Rates (Operational Period) Area 2025 2030 1 0.9067 0.9273 2 0.8951 3 1.3900 4 1.4106

6.1 LOS ANALYSIS RESULTS

6.1.1 2025 Operation Period

In the case of Survey Locations W1, W2, W3 and E1, delays will be reduced to 5% to 7% when compared to the 2020 traffic conditions, which corresponds to around 0.97 to 30 seconds delay per vehicle. Survey Locations W2, W4, E1 and E2 will remain at either LOS E or F as characterized by long queues and forced flow condition with momentary stoppage.

Table 6.2. Summary of LOS Analysis for Operational Period (2025) 2025 2025 Optimized Code Area Intersection LOS Delay LOS Delay (sec/veh) (sec/veh) W1 1 Juan Luna / Hermosa St. B 14.00 W2 1 Tayuman / Abad Santos Ave. E 57.00 D 40.74 W3 1 Tayuman Rd. / Rizal Ave. C 21.87 C 20.99 W4 1 Gov. Forbes (Lacson) / Dimasalang Rd. F 88.68 E 59.41 E1 1 Abad Santos Ave. / Hermosa St. F 376.91 C 30.47 E2 1 Aurora Blvd. / Dimasalang E 59.50 C 21.29

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-21

Figure 6.1. 2025 Area 1 LOS and Delay

6.1.2 2030 Operation Period

All stations within Area 1 and Area 2 are projected to have delays less than the current condition with delay reduction ranging from 1.17 to 68.15 seconds per vehicle or from 7.11% to 33.96%. Survey Locations W1, E2, E4, E6, and E10 showed improvement of one level in their corresponding levels of service while the rest remained at the same level. In the case of the remaining stations in Area 1 and Area 2, level of service remains at F. On the other hand, all stations within Area 3 and Area 4 are projected to have increase in delay. Survey Locations within acceptable level of service D or better in the current condition exhibited increase in delay ranging from 1.72 to 158.09 seconds per vehicle or from 18.55% to 589.67% worsening the level of service of stations W18, E12, and S3 to F. Furthermore, survey locations W13, W17, E13, E14, E15, E19, E20, and E21, despite increase in delay and worsening of level of service for some, all remain within acceptable level of service D or better.

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-22

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Table 6.3. Summary of LOS Analysis for Operational Period (2030) 2030 2030 Optimized Code Area Intersection LOS Delay LOS Delay (sec/veh) (sec/veh) W4 1 Governor Forbes/ Dimasalang Rd F 92.70 E 63.75 W5 1 Governor Forbes/ Espana Blvd F 110.18 E 79.05 W6 1 C2/ R6 F 141.97 F 106.75 E2 1 Aurora Blvd/ Dimasalang Rd E 63.93 C 22.53 E3 1 Maceda St/ Maria Clara St C 15.68 E4 1 Maceda St/ Espana Blvd D 50.92 C 32.78 E5 1 Gregorio Araneta Ave/ Santa Mesa Blvd F 183.15 C 27.25 E6 1 Ramon Magsaysay Blvd- Service Rd Rail Crossing D 30.07 W7 2 Quirino Ave/ Paco-Sta Mesa Rd C 16.10 W8 2 Quirino Ave/ Pedro Gil St F 341.56 E 56.80 W9 2 R3 Rd Service road/ Buendia Ave E 57.96 W10 2 E&W Service Rds / Abenida Lawton F 818.66 W11 2 E&W Service Rds/ Dona Soledad Rd F 348.42 W12 2 E&W service Rds / Meralco Rd Paranaque-Sucat Rd F 657.40 E7 2 Dr Jose P. Rizal Ave/ Chino Roces Ave C 15.28 E8 2 Amorsolo St/ Antonio Arnaiz Ave D 43.23 C 34.19 E9 2 E Service Rd/ C5 entrance F 282.21 E10 2 E Service Rd/ General Santos Ave B 14.08 E11 2 Manuel L. Quezon/ Meralco Rd C 18.20 W13 3 E&W Service Rds/ Montillano St C 23.53 W14 3 Manila S Rd/ Susana Rd F 406.19 F 143.98 W15 3 Manila S Rd/ Magsaysay Rd F 406.20 F 285.66 W16 3 Daang Governor/ Soro-Soro Barangay Rd F 160.95 W17 3 Binan-Sta Rosa Access Rd/ D 25.30 E12 3 Ilaya/ Montilliano St F 184.90 E13 3 Amparo St/ Rizal St C 24.59 E14 3 Arandia St/ Rodriguez St B 13.78 E15 3 J Luna St/ A. Mabini St D 34.21 E16 3 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd F 357.43 E17 3 Manila S Rd/ Malvar St F 721.13 F 509.01 E18 3 Manila S Rd/ Rizal Blvd F 1733.04 F 297.02 W18 4 Manila S Rd/ Rizal Blvd F 107.46 D 45.16 W19 4 Manila S Rd/ Pulo-Diezmo Rd F 168.71 F 149.85 W20 4 Manila S Rd/ Mayapa-Canlubang Cadre Rd F 776.00 W21 4 Manila S Rd/ Jose P Rizal St F 184.76 F 132.09 E19 4 Rizal Blvd/ Tatlong Hari St B 10.99 E20 4 Marinig/ C 20.50 E21 4 JP Rizal St/ Parian Rd D 29.58 S1 4 Manila S Rd/ Bucal Bypass Rd F 202.05 F 118.37 S2 4 Manila S Rd/ Maahas Rd F 669.60 S3 4 Pili Dr/ IPB Rd F 60.16

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Unoptimized Conditions

Optimized Conditions Figure 6.2. 2030 Area 1 Unoptimized and Optimized LOS and Delay

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Unoptimized Conditions Optimized Conditions Figure 6.3. 2025 Area 2 Unoptimized and Optimized LOS and Delay SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-25

Unoptimized Conditions Optimized Conditions Figure 6.4. 2025 Area 3 Unoptimized and Optimized LOS and Delay

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Unoptimized Conditions Optimized Conditions Figure 6.5. 2025 Area 4 Unoptimized and Optimized LOS

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During the operation period, the rail crossing at Dr. ML Carreon St. will be changed into a multi-level crossing. A viaduct will be constructed for train operations making Dr. ML Carreon St. not be passable to vehicles having a height of 3.5 meters or more. The number of vehicles that will be passing through this rail crossing during the operation period are summarized in Table 6.4. This will affect the large vehicles passing through this crossing especially those coming to and from the warehouses along Dr. ML Carreon St. Most of these trucks pass through during the truck ban window starting at 10:00AM.

Table 6.4. Vehicles at Dr. ML Carreon St during Operation Period Northbound Southbound Vehicles to Vehicles to Total number Total number be diverted Ratio be diverted Ratio of vehicles of vehicles (Trucks) (Trucks) 06:00-07:00 599 8 0.014 802 9 0.011 07:00-08:00 713 10 0.014 924 4 0.004 08:00-09:00 741 16 0.022 751 23 0.030 09:00-10:00 604 11 0.018 650 24 0.037 10:00-11:00 623 26 0.042 581 30 0.051 11:00-12:00 602 22 0.036 520 30 0.057 12:00-13:00 551 25 0.046 534 32 0.061 13:00-14:00 567 25 0.044 566 35 0.062 14:00-15:00 592 18 0.030 638 32 0.051 15:00-16:00 725 30 0.041 640 32 0.049 16:00-17:00 860 17 0.020 591 13 0.021 17:00-18:00 1041 14 0.014 683 9 0.013 18:00-19:00 984 12 0.012 554 7 0.013 19:00-20:00 881 8 0.009 503 9 0.018 20:00-21:00 760 4 0.005 525 10 0.019 21:00-22:00 653 13 0.019 459 12 0.025

There are two detour routes being examined to address this limited access crossing. Case 1 will require northbound traffic to pass through W8 (Quirino Ave / Pedro Gil St) and W7 (Quirino Ave / Paco – Sta Mesa Road) while the southbound traffic will detour at Cordillera, Lubiran, New Panaderos Extension and Pedro Gil St. as illustrated in Figure 6.6.

For Case 2, those coming from Paco – Sta Mesa Road whose destination is along Dr. ML Carreon St., will also need to pass through W7 and W8 but the current configurations of these intersections do not allow these movements as seen in Figure 6.7. It is assumed in the analysis that these two movements will be permitted. The northbound traffic is still the same as Case 1.

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-28

Figure 6.6. Detour Route 1 from Dr. ML Carreon St. (NB and SB)

Figure 6.7. Detour Route 2 to Dr. ML Carreon St. (SB)

The available margin for the concerned survey intersections namely W7 (Quirino Ave / Paco – Sta Mesa Road) and W8 (Quirino Ave / Pedro Gil St) were compared to the projected number of vehicles

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-29

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report that will be passing through the limited access rail crossing. The resulting levels of service were also determined. It can be observed from the results of simulating Case 1 as summarized in Table 6.5 that W7 (Quirino Ave / Paco – Sta Mesa Road) can still accommodate large numbers of trucks. On the other hand, only specific time periods (6:00 to 7:00, 11:00 to 12:00, 15:00 to 16:00, 17:00 to 18:00, 20:00 to 21:00 and 21:00 to 22:00) can accommodate large number of trucks at W8 (Quirino Ave / Pedro Gil St) when compared to the projected number of vehicles that will be diverted.

On the other hand, W8 (Quirino Ave / Pedro Gil St) will be nearing or reaching its capacity from 6:00 AM to 8:00 PM if Case 2 will be implemented as diverted trucks will be adding to two movements in the intersection. It is therefore recommended on the basis of the conducted capacity analysis that Case 1 is a better alternative.

Table 6.5. Vehicle Margin Analysis Vehicle Margins LOS (Case 1) LOS (Case 2) W7 W8 W7 W8 W7 W8 06:00-07:00 47380 23 B D B E 07:00-08:00 39760 0 B E C E 08:00-09:00 42300 0 B E C E 09:00-10:00 36800 0 C F C F 10:00-11:00 39760 7 B E C F 11:00-12:00 49760 23 B D B F 12:00-13:00 45740 0 B F B F 13:00-14:00 49760 7 B E B F 14:00-15:00 49140 16 B E B F 15:00-16:00 49760 31 B D B F 16:00-17:00 44700 0 B F B F 17:00-18:00 47940 31 B D B E 18:00-19:00 52380 0 B E B F 19:00-20:00 69940 0 B E B E 20:00-21:00 75220 116 B C B C 21:00-22:00 69940 111 B C B C

6.3 VEHICLE MARGIN ESTIMATION

Feeder vehicles are expected to be added on top of the regional growth brought about by the operation of the railway. The effect of feeder traffic is analyzed particularly on intersections listed in Table 6.6. These intersections are near the planned railway stations.

Table 6.6. Intersections affected during Operational Period

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-30

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Station Direction of Vehicle Margin Intersection Code (Feeder Vehicles) W3 Tayuman Rd/ Rizal Ave Towards Blumentritt Station E4 Maceda St/ Espana Blvd Towards Espana Station W5 Governor Forbes/ Espana Blvd Towards Espana Station E6 Ramon Magsaysay Blvd- Service Rd Rail Crossing Towards Santa Mesa Station W7 Quirino Ave/ Paco-Sta Mesa Rd Towards Paco Station W8 Quirino Ave/ Pedro Gil St Towards Paco Station W9 R3 Rd Service Rd/ Buendia Ave Towards Buendia Station W10 E&W Service Rds/ Buendia Avenue Towards EDSA and Nichols Station E9 E Service Rd/ C5 Entrance Towards FTI Station E10 E Service Rd/ General Santos Ave Towards Bicutan Station W11 E&W Service Rds/ Dona Soledad Rd Towards Bicutan Station E11 Manuel L. Quezon/ Meralco Rd Towards Sucat Station W13 E&W Service Rds/ Montillano St Towards Alabang Station E12 Ilaya/ Montillano St Towards Alabang Station E13 Amparo St/ Rizal St Towards Muntinlupa Station E15 J. Luna St/ A. Mabini St Towards San Pedro Station E16 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd Towards Pacita Station E17 Manila S Rd/ Malvar St Towards Biñan Station E18 Manila S Rd/ Rizal Blvd Towards Santa Rosa Station E19 Rizal Blvd/ Tatlong Hari St Towards Santa Rosa Station W18 Manila S Rd/ Rizal Blvd Towards Cabuyao Station W19 Manila S Rd/ Pulo-Diezmo Rd Towards Cabuyao Station W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd Towards Banlic Station E21 JP Rizal St/ Parian Rd Towards Calamba Station W21 Manila S Rd/ Jose P Rizal St Towards Calamba Station

As seen on Table 6.7, E9 (E Service Rd/ C5 entrance), W10 (E&W Service Rds / Abenida Lawton), W11 (E&W Service Rds/ Dona Soledad Rd), E16 (Manila S Rd/ San Francisco Rd/ A Bonifacio Rd), E17 (Manila S Rd/ Malvar St.) and W20 (Manila S Rd/ Mayapa-Canlubang Cadre Rd) cannot accommodate additional feeder vehicles within the 16-hour period of 6:00AM to 10:00PM. These intersections are already at its full capacity which is characterized of having a level of service of E or F. Intersections E9, W10, and W11 are major intersections within Metro Manila that connects major cities of Paranaque, Taguig, and Pasay. On the other E16 and E17 are intersections that connects to the bypass and national road of Biñan, Laguna. The highest margin at 58,719 PCU can be observed at E4 (Maceda St/ Espana Blvd) in Manila while the lowest margin at 185 PCU can be observed at W19 (Manila S Rd/ Pulo-Diezmo Rd) in Cabuyao, Laguna. Table 6.7. Summary of Vehicle Margins - Operation Period 6:00AM to Code Intersection Area 10:00PM

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-31

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report E4 Maceda St/ Espana Blvd 1 58,719 E6 Ramon Magsaysay Blvd- Service Rd Rail Crossing 1 5,194 W3 Tayuman Rd/ Rizal Ave 1 54,025 W5 Governor Forbes/ Espana Blvd 1 4,514 E10 E Service Rd/ General Santos Ave 2 29,005 E11 Manuel L. Quezon/ Meralco Rd 2 6,144 E9 E Service Rd/ C5 entrance 2 0 W10 E&W Service Rds / Abenida Lawton 2 0 W11 E&W Service Rds/ Dona Soledad Rd 2 0 W7 Quirino Ave/ Paco-Sta Mesa Rd 2 36,399 W8 Quirino Ave/ Pedro Gil St 2 2,647 W9 R3 Rd Service road/ Buendia Ave 2 2,904 E12 Ilaya/ Montilliano St 3 1,093 E13 Amparo St/ Rizal St 3 2,718 E15 J Luna St/ A. Mabini St 3 6,027 E16 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd 3 0 E17 Manila S Rd/ Malvar St 3 0 E18 Manila S Rd/ Rizal Blvd 3 518 W13 E&W Service Rds/ Montillano St 3 6,939 E19 Rizal Blvd/ Tatlong Hari St 4 30,993 E21 JP Rizal St/ Parian Rd 4 10,983 W18 Manila S Rd/ Rizal Blvd 4 14,595 W19 Manila S Rd/ Pulo-Diezmo Rd 4 185 W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd 4 0 W21 Manila S Rd/ Jose P Rizal St 4 20,084

As construction period is set earlier within the area of Solis – Blumentritt, survey location W3 (Tayuman Rd/ Rizal Ave) is affected and it forecasted to be in operation in the year 2025. The number of vehicles in PCU that can still be accommodated for survey location (Tayuman Rd/ Rizal Ave) for each time slot are summarized in Table 6.8.

Table 6.8. Summary of Vehicle Margin for Survey Location W3 Survey 2025 Area 1 Location W3 Time LOS Margin 06:00-07:00 C 3183 07:00-08:00 C 2743 08:00-09:00 C 3079 09:00-10:00 C 3130 10:00-11:00 B 3350 11:00-12:00 B 3527 12:00-13:00 C 3130 13:00-14:00 B 3350 14:00-15:00 C 3236 15:00-16:00 C 3183

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-32

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Survey 2025 Area 1 Location W3 16:00-17:00 B 3407 17:00-18:00 C 2979 18:00-19:00 B 3527 19:00-20:00 B 3783 20:00-21:00 B 4463 21:00-22:00 B 4548

Survey Location W3 (Tayuman Rd/ Rizal Ave) can accommodate more feeder vehicles within the whole 16-hour duration. The highest margin is seen during the wee hours of 9:00PM – 10:00PM while the lowest margin is during the peak hour of 7:00AM – 8:00AM.

Figure 6.8. Area 1 Vehicle Margins – Operation Period

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-33

Figure 6.9. Area 2 Vehicle Margins – Operation Period

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-34

Figure 6.10. Area 3 Vehicle Margins – Operation Period

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-35

Figure 6.11. Area 3 Vehicle Margins – Operation Period

SMDI CONSULTANTS, INC. | OPERATION PERIOD SUMMARY 6-36

This chapter summarizes the results of the capacity analyses conducted, the particular issues of concern per survey location and recommended traffic management measures for Metro Manila and Laguna province.

• Contain the movement of pedestrians by properly designating and marking pedestrian crossing, implementing an anti-jaywalking policy and improvement of pedestrian facilities. • Causes of roadside friction should be removed such as parked cars, ambulant vendors and loading / unloading of public utility vehicles at different locations. • Construction vehicles should be deployed from 10 PM to 6 AM when the intersections can accommodate more vehicles without experiencing congestion. • Information dissemination using social media, tri-media, preselling to local government units, information, education and communication (IEC) campaigns and the like should be effectively conducted so motorists can avoid the areas affected by the construction. • Transit Oriented Development (TOD) measures to be planned by the TOD team should be considered during the operation period to encourage walking to/from railway stations. • Plan routes for high-occupancy public utility vehicles as feeder mode to the railway stations to minimize the number of private cars plying major roads.

There will be major disruption in the flow of vehicular traffic in the affected areas once the construction of the railway project proceeds. Effective traffic management measures are needed to minimize these major disruptions. It is also important to get the full support of the local leaders in the area in order to implement these traffic management measures. Given that the causes of traffic congestion and delay were already identified, the following traffic management measures and other schemes are recommended to minimize the effect of the construction.

It is also important to get the full support of the local leaders in the area in order to implement these traffic management measures. The following are suggested areas where LGUs can assist in traffic management: • Facilitate meetings with affected groups (tricycle drivers, vendors)

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-1

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report • Help clear the road from illegal parking and ambulant vendors, especially along detours and construction truck routes • Help secure the vicinity of construction sites for safety and security reasons • Assist in the traffic management schemes during construction period, such as in facilitating road closure, whenever necessary, during transport of long trucks carrying rolling stock. There will be provision of traffic barriers, flag men/ traffic enforcers and signages, as part of the cost from the construction contractor during construction period.

7.1 METRO MANILA

The North South Railway Project (Solis to Calamba) will be passing through the cities of Manila, Makati, Taguig, and Muntinlupa. Each city will have a corresponding rail station with Manila having 4 stations (Blumentritt, Espana, Santa Mesa and Paco Stations), Makati having 2 stations (Buendia and EDSA). Taguig and Muntinlupa will have 3 stations each.

Figure 7.1. Metro Manila SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-2

The capacity of 17 out of 28 intersections surveyed within Metro Manila are already at LOS F or LOS E as seen in Table 7.1 which means these intersections are already beyond its capacity or the intersection experiences a high delay. It was observed that 6 intersections (W2, E1, E2, E4, E5, W14) can improved if signal were to optimize. The lowest number of Trucks margin is at W10 at Taguig. When the NSCR – Solis to Calamba line officially operates at 2030, feeder vehicles are expected to be attracted to the railway stations. It was determined that that W10, W11 and E9 are intersections that cannot accommodate anymore vehicle margin as characterized by LOS E or F.

7.1.2 Issues on Traffic Management

Survey Issue Traffic Management Measure Location W1, E1, E6 Presence of side Contain the presence of side vendors such as they do not impede vendors traffic flow. W1 Presence of pedicabs Provide formal terminals to pedicabs and they should be contained adding to road friction in local roads and prohibited in national highways W9, E8 Lack of signages at rail Install appropriate and ample signage meters before the crossing crossing for both directions (westbound and eastbound). E6, W11, Vendors on the Clear the carriageway of the railway alignment. Relocate vendors on E10 carriageway/ rail a safer location. alignment W10, E9, Rampant loading/ Formal loading / unloading stops a few meters before the E10, W13, unloading of buses and intersection should be provided for public transport utility vehicles W14 PUJs to reduce roadside friction. Buses should only load/unload at the terminal.

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-3

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Table 7.1. Study Intersections in Metro Manila Construction Period Operation Period Large Margin Margin 2020 2025 Trucks 2025 (6AM 2030 (6AM Name Intersection Name LGU 2018 Optimized 2020 2025 Margin 2025 2030 Optimized Optimized (10PM to Optimized to Optimized to 6AM) 10PM) 10PM) W1 Juan Luna St/ Hermosa St Manila C C B B B B W2 Tayuman Rd/ Abad Santos St Manila E D E D E D W3 Tayuman Rd/ Rizal Ave Manila C C C C C C 54,025 W4 Governor Forbes/ Dimasalang Rd Manila F F F E F E F E F E W5 Governor Forbes/ Espana Blvd Manila F F F E F E 4,514 W6 C2/ R6 Manila F F F F F F E1 Abad Santos Ave/ Hermosa St Manila F C F C F C E2 Aurora Blvd/ Dimasalang Rd Manila F C E C E C E C E C E3 Maceda St/ Maria Clara St Manila C C C C C C E4 Maceda St/ Espana Blvd Manila E C D C D C 58,719 E5 Gregorio Araneta Ave/ Santa Mesa Blvd Quezon City F C F C F C Ramon Magsaysay Blvd- Service Rd Rail E6 Manila E E D D D D Crossing 5,194 W7 Quirino Ave/ Paco-Sta Mesa Rd Manila C C C C 18918 C C 36,399 W8 Quirino Ave/ Pedro Gil St Manila F E F E 7276 F E 2,647 W9 R3 Rd Service road/ Buendia Ave Makati City E E E E E E 2,904 W10 E&W Service Rds / Abenida Lawton Taguig/ Pasay F F F F 234 F F 0 W11 E&W Service Rds/ Dona Soledad Rd Taguig/ Parañaque F F F F F F 0 E&W service Rds / Meralco Rd W12 Muntinlupa F F F F F F Paranaque-Sucat Rd E7 Dr Jose P. Rizal Ave/ Chino Roces Ave Makati C C B B C C E8 Amorsolo St/ Antonio Arnaiz Ave Makati D D D D D C E9 E Service Rd/ C5 entrance Taguig F F F F F F 0 E10 E Service Rd/ General Santos Ave Taguig C C C C 22545 B B 29,005 E11 Manuel L. Quezon/ Meralco Rd Muntinlupa F F C C C C 6,144 SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-4

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Construction Period Operation Period Large Margin Margin 2020 2025 Trucks 2025 (6AM 2030 (6AM Name Intersection Name LGU 2018 Optimized 2020 2025 Margin 2025 2030 Optimized Optimized (10PM to Optimized to Optimized to 6AM) 10PM) 10PM) W13 E&W Service Rds/ Montillano St Muntinlupa B B C C C C 6,939 W14 Manila S Rd/ Susana Rd Muntinlupa F D F E F F E12 Ilaya/ Montilliano St Muntinlupa D D F F F F 1,093 E13 Amparo St/ Rizal St Muntinlupa C C C C C C 2,718 E14 Arandia St/ Rodriguez St Muntinlupa B B B B B B

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-5

Figure 7.2. Issues for Traffic Management in City of Manila

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-6

Figure 7.3. Issues for Traffic Management in City of Makati

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-7

Figure 7.4. Issues for Traffic Management in Cities of Taguig and Parañaque

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-8

Figure 7.5. Issues for Traffic Management in Muntinlupa City

7.2 PROVINCE OF LAGUNA

Traffic surveys were conducted in each cities and towns of San Pedro, Biñan, Sta. Rosa, Cabuyao, Calamba and Los Baños. The Province of Laguna will house the following railway stations: San Pedro, Pacita, Biñan, Sta. Rosa, Cabuyao, Banlic, and Calamba Station. The depot is located in the province at Cabuyao.

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-9

Figure 7.6. Province of Laguna

7.2.1 Capacity Analysis

7 out of the 17 survey intersections located in Laguna have acceptable levels of service considering their current unoptimized signal programs. The highest number of construction vehicles can be accommodate by W18 (Manila S Rd/ Rizal Blvd) in Sta. Rosa while the lowest among those analyzed is at W20 (Manila S Rd/ Mayapa-Canlubang Cadre Rd) in Calamba. When the NSCR already operates, it is also W20 (Manila S Rd/ Mayapa-Canlubang Cadre Rd) that cannot accommodate feeder vehicles anymore, together with survey intersections E16 (Manila S Rd/ San Francisco Rd/ A Bonifacio Rd) and E17 (Manila S Rd/ Malvar St) both in Biñan.

7.2.2 Issues for Traffic Management

Survey Issue Traffic Management Measure Location E17, E18 Unoptimized Optimization of traffic signals according to the vehicle flow will Signal minimize the delays at the intersections. E17, E19, W18 Rampant loading/ Formal loading / unloading stops a few meters before the unloading of buses intersection should be provided for public transport utility and PUJs vehicles to reduce roadside friction. Buses should only load/unload at the terminal. W20, W21 Presence of make-Restrict tricycles from plying along Manila S Road and provide shift tricycle alternative routes. terminal

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-10

THE DETAILED DESIGN STUDY (INCLUDING SUPPLEMENTARY FEASIBILITY STUDY) OF THE MALOLOS – CLARK RAILWAY PROJECT AND THE NORTH SOUTH RAILWAY PROJECT – SOUTH LINE (COMMUTER) (Solis - Calamba)) Draft Traffic Impact Assessment Report Table 7.2. Capacity Analysis on the Study Intersections in Laguna Large Trucks Margin 2025 2030 Name Intersection Name LGU 2018 Optimized 2025 Margin (10PM 2030 (6AM to Optimized Optimized to 6AM) 10PM W15 Manila S Rd/ Magsaysay Rd San Pedro F E F F F F W16 Daang Governor/ Soro-Soro Barangay Rd Biñan E E F F F F W17 Binan-Sta Rosa Access Rd/ Biñan B B C C D D E15 J Luna St/ A. Mabini St San Pedro C C C C 7257 D D 6,027 E16 Manila S Rd/ San Francisco Rd/ A Bonifacio Rd Biñan F F F F F F 0 E17 Manila S Rd/ Malvar St Biñan F F F F F F 0 E18 Manila S Rd/ Rizal Blvd Sta. Rosa F F F F F F 518 W18 Manila S Rd/ Rizal Blvd Sta. Rosa D B E C 24217 F D 14,595 W19 Manila S Rd/ Pulo-Diezmo Rd Cabuyao E D F F 7434 F F 185 W20 Manila S Rd/ Mayapa-Canlubang Cadre Rd Calamba F F F F 367 F F 0 W21 Manila S Rd/ Jose P Rizal St Calamba F D F F 11116 F F 20,084 E19 Rizal Blvd/ Tatlong Hari St Sta. Rosa A A B B B B 30,993 E20 Marinig/ Cabuyao B B C C C C E21 JP Rizal St/ Parian Rd Calamba B B C C D 10,983 S1 Manila S Rd/ Bucal Bypass Rd Calamba F C F E F F S2 Manila S Rd/ Maahas Rd Los Baños F F F F F F S3 Pili Dr/ IPB Rd Los Baños B B D D F F

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-11

Figure 7.7. Issues for Traffic Management in the Cities of San Pedro and Biñan

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-12

Figure 7.8. Issues for Traffic Management in the Cities of Sta. Rosa and Cabuyao

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-13

Figure 7.9. Issues for Traffic Management in City of Calamba and Los Baños

SMDI CONSULTANTS, INC. | SUMMARY AND RECOMMENDATIONS 7-14

Environmental Monitoring Report

Semi-annual Environmental Monitoring Report No. 1 March 2020

Appendix N: Summary of Grievances Received

PHI: Malolos-Clark Railway Project – Tranche 1

Prepared by the Project Management Office (PMO) of the Department of Transportation (DOTr) for the Government of the Republic of the Philippines and the Asian Development Bank.

REPUBLIC OF THE PHILIPPINES DEPARTMENT OF TRANSPORTATION RAILWAYS SECTOR

NORTH-SOUTH COMMUTER RAILWAY EXTENSION PROJECT GRIEVANCE REDRESS MECHANISM (GRM) SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019

Table 1. Grievances Received per Helpdesk and per Area Affected

GRM HELPDESK1 AREA AFFECTED2 LOCATION LOCATION GRIEVANCE GRIEVANCE GRIEVANCE GRIEVANCE CODE % % % % COUNT COUNT COUNT COUNT

91.16 91.16 CENTRAL CENTRAL CEN 134 134 % % CAPAS, TARLAC3 CAP 0 0.00% 0 0% BAMBAN, TARLAC3 BAM 0 0.00% 0 0% MABALACAT, MAB 1 0.68% 0 0% NORTH NORTH PAMPANGA 30.61 ANGELES, PAMPANGA ANG 4 2.72% 9 6.12% 11 7% 45 % SAN FERNANDO, CSF 1 0.68% 21 14% PAMPANGA STO. TOMAS, STO 0 0.00% 0 0% PAMPANGA MINALIN, PAMPANGA MIN 0 0.00% 0 0%

1 Helpdesk where the grievance was raised. 2 Concerned area of the grievance, e.g. grievance was raised through Mabalacat Helpdesk but is regarding a concern in Angeles. 3 Helpdesk not yet operational

SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019 Page 1 of 5 GRM HELPDESK1 AREA AFFECTED2 LOCATION LOCATION GRIEVANCE GRIEVANCE GRIEVANCE GRIEVANCE CODE % % % % COUNT COUNT COUNT COUNT

APALIT, PAMPANGA APL 3 2.04% 2 1% CALUMPIT, PAMPANGA CLP 0 0.00% 9 6% MALOLOS, PAMPANGA MAL 0 0.00% 2 1% MANILA, NCR MNL 1 0.68% 33 22% MAKATI, NCR MKT 0 0.00% 9 6% TAGUIG, NCR TAG 0 0.00% 0 0% PARANAQUE, NCR PRN 0 0.00% 2 1%

SOUTH SOUTH MUNTINLUPA, NCR MUN 1 0.68% 17 12% 69.39 4 2.72% 102 SAN PEDRO, LAGUNA SPD 0 0.00% 16 11% % BINAN, LAGUNA BIN 0 0.00% 14 10% STA. ROSA, LAGUNA STR 2 1.36% 2 1% CABUYAO, LAGUNA CBY 0 0.00% 2 1% CALAMBA, LAGUNA CMB 0 0.00% 7 5% 100 TOTAL 147 100% 147 100% 147 147 100% %

SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019 Page 2 of 5 Table 2. Grievances Received per Type

North Area South Area TYPE TOTAL

Count % Count % Resettlement Action Plan (RAP) 45 30.61% 100 68.03% 145 Environment Related 0 0.00% 0 0.00% 0 Staffs Related 0 0.00% 1 0.68% 1 Other Concerns 0 0.00% 1 0.68% 1 147

SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019 Page 3 of 5 Table 3. Grievances Received per Concern Sub-Type

COMMON ISSUES

North Area South Area TYPE TOTAL

Count % Count % compensation 4 2.72% 9 6.12% 13 demolition concern 3 2.04% 5 3.40% 8 inquiry 0 0.00% 0 0.00% 0 inquiry appraisal 1 0.68% 1 0.68% 2 inquiry masterlist 0 0.00% 11 7.48% 11 inquiry resettlement 1 0.68% 3 2.04% 4 inquiry ROW map 10 6.80% 16 10.88% 26 inquiry tax dec 0 0.00% 1 0.68% 1 inquiry timeline 2 1.36% 4 2.72% 6 meeting request 0 0.00% 3 2.04% 3 ownership validation 6 4.08% 3 2.04% 9 relocation concern 3 2.04% 10 6.80% 13 relocation extra-judicial settlement 3 2.04% 1 0.68% 4 request for fences 1 0.68% 0 0.00% 1 request for realignment 0 0.00% 1 0.68% 1 request for updates 0 0.00% 1 0.68% 1 survey 4 2.72% 3 2.04% 7 tagging concerns 7 4.76% 30 20.41% 37 147

SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019 Page 4 of 5 Table 2. Status of Grievances

North Area South Area STATUS TOTAL

Count % Count % Done/Resolved 43 29.25% 95 64.63% 138 On-going 1 0.68% 5 3.40% 6 Pending 1 0.68% 2 1.36% 3 147

SUMMARY OF GRIEVANCES RECEIVED AS OF 19 DECEMBER 2019 Page 5 of 5 Environmental Monitoring Report

Semi-annual Environmental Monitoring Report No. 1 March 2020

Appendix O: Monitoring Manual Outline

PHI: Malolos-Clark Railway Project – Tranche 1

Prepared by the Project Management Office (PMO) of the Department of Transportation (DOTr) for the Government of the Republic of the Philippines and the Asian Development Bank.

Environmental Monitoring Manual Structure

Cover Page Document Identification Table of Contents List of Acronyms Executive Summary 1. Project Background 1.1 The NSCR Extension Project (MCRP) 1.2 The Multi Tranche Financing Facility (MFF) 1.2.1 ADB MFF 1.2.2 JICA Co-Financing 1.3 Current Active Contracts 2. Environmental Categorization of the Project 3. Scope of the Manual 3.1 Compliance Monitoring Report (CMR) 3.2 Compliance Monitoring Verification Report (CMVR) 3.3 Multi-partite Monitoring Team (MMT) Verification Report 3.4 Environmental Management Bureau (EMB) Compliance Evaluation Report (CER) 3.5 Monthly Environmental Monitoring Report 3.6 Quarterly Environmental Monitoring Report 3.7 Semi-annual Environmental Monitoring Report 3.8 Web-based Report Uploading 3.8.1 EMB 3.8.2 DOTr 3.8.3 ADB 4. Approach and Methodology for Monitoring of Compliance with the EMP 4.1 Monitoring Checklists 4.2 Sampling and Laboratory Testing (Contractor-driven) 4.3 Stakeholder Consultations 4.4 Site Instructions for Corrective Actions 5. Institutional Arrangement for EMP Implementation 5.1 DOTr 5.2 GCR 5.3 Contractor 5.4 External Monitoring Agent (EMA) 6. Environmental Performance Monitoring

6.1 Compliance with Loan Covenants, and National Laws and Regulations 6.1.1 Compliance with Covenants Stipulated in the Loan Agreement 6.1.2 Compliance with National Environmental Laws and Regulations 6.2 Compliance with the Environmental Management Plan 6.3 Monitoring of Environmental Quality Parameters 6.3.1 Ambient Air Quality Monitoring 6.3.2 Water Quality Monitoring 6.3.3 Noise Level Monitoring 6.3.4 Vibration 7. Recording Grievances on Environmental and Safety Issues of the Project 8. Environmental Performance Rating System

Annexes • Proforma Proponent CMR Annex 3_1 (Annex 3_1 of DAO 03-30 and its RPM) • Proforma MMT CMVR (Annex 3_2 of DAO 03-30 and its RPM) • Proforma EMB CER (Annex 3_3 of DAO 03-30 and its RPM) • Multipartite Monitoring Team (MMT) MOA • Multipartite Monitoring Team (MMT) Manual of Operation • Compliance Checklists for each Contract Package (Contract/GS 118-based; EMP-based; and EMoP- based) • Pro-forma Monthly Progress Report • Pro-forma Quarterly Monitoring Report • Semi-Annual Environmental Monitoring Report (SEMR) Template

Environmental Monitoring Report

Semi-annual Environmental Monitoring Report No. 1 March 2020

Appendix P: Summary Registers for Project Supervision

PHI: Malolos-Clark Railway Project – Tranche 1

Prepared by the Project Management Office (PMO) of the Department of Transportation (DOTr) for the Government of the Republic of the Philippines and the Asian Development Bank. Appendix P: PRO FORMA SUMMARY REGISTERS (To be refined further during the next Reporting Period)

Appendix _ Summary Register of CEMP Submissions Date of GCR Contractor Identification and Date of Date of DOTr Date of ADB Approval/No Remarks Revision History Submission Review Review Approval

Source: DOTr and PNR from Contractor Submissions.

Appendix _ Summary Register of Trainings Conducted No. of Training Title Training Date Training Venue Training Cost Remarks Participants

Source: DOTr and PNR

Appendix _ Summary Register of Environmental Permits/Licenses/Registration Records Registration Particulars Date of Application Date of Issue Remarks Number ECC for Temporary Facilities Quarry Permit from the LGU Water Extraction Permit Water Discharge Permit Permit to Operate Generators (Air Pollution Source Installation) Others: Please specify

Source: DOTr and PNR from Contractor Submissions.

Appendix _ Summary Register of Press Releases/Articles Reference Journalist/Reporter/W Headline Date of Publication Publisher Remarks No. riter

Source: DOTr and PNR.

Appendix _ Summary Register of Accidents/Incidents/Near Misses Reference Safety Record No. of No. of No. of Near No. Contractor Identification Hours (Zero Remarks Accidents Incidents Misses Harm)

Source: DOTr and PNR from GCR and Contractor Safety Report Submissions. Monthly distribution per Quarterly and Semi-annual Annual Reporting shall be provided per contract as separate attachments to this summary.

Appendix _ Summary Register of Corrective Action Reference Non-Conformance Against Contractor Contractor Date of No. Environmental Contractual Date of Issuance Remarks Corrective Action Compliance Requirements

Source: DOTr and PNR from GCR and Contractor Submissions. Monthly distribution per Quarterly and Semi-annual Annual Reporting shall be provided per contract as separate attachments to this summary.

Appendix _ Summary Register of Stop-work Orders Issued Reference Date of Issuance by Contractor Date of Compliance No. Stop Work Order Request DOTr, PNR and Remarks Corrective Action by Contractor GCR

Source: DOTr and PNR from GCR and Contractor Submissions. Monthly distribution per Quarterly and Semi-annual Annual Reporting shall be provided per contract as separate attachments to this summary.

Appendix _ Summary Register of Reported Waste Volumes Reference Total Volume Volume per Waste Type Contractor Identification Disposal Destination/Remarks No. 1 2 Others

Source: DOTr and PNR from Contractor Submissions. Monthly distribution per Quarterly and Semi-annual Reporting shall be provided per contract as separate attachments to this summary. Note: 1 and 2 – Identify waste type.

Appendix _ Summary Register of Affected Cultural and Historical Structures Reference Structure Identification and Number Affected Remarks No. Contractor Identification Location Number Affected Planned Actual 1 2 Others

Appendix _ Summary Register of Chance Finds Reference Artifact Identification Contractor Identification Location Archival Destination/Remarks No. 1 2 Others

Appendix _ Summary Register of Affected Trees Number of Cut Trees Number of Earthballed Trees Reference Contractor Identification Location Endemic Non-endemic Endemic Non-endemic No. R T E IL FT NFT R T E FT F NFT

Source: DOTr and PNR from Contractor Submissions. Monthly distribution per Quarterly and Semi-annual Reporting shall be provided per contract and per species type as separate attachments to this summary. Note: R – Rare; T – Threatened; E – Endangered; IL-IUCN Listed; FT - Forest trees species; NFT - Non-forest tree species. A row for planting locations and survival rate shall be provided per contract and per species.

Summary Register of Affected Trees and Other Vegetation Number of Cut Trees/Other Vegetation Number of Earth-balled Trees/Other Vegetation Reference Contractor Native Location Endemic Endemic Native (Non-Endemic) No. Identification (Non-Endemic) Exotic Exotic N LC NT VU EN CR N LC NT VU EN CR N LC NT VU EN CR N LC NT VU EN CR

Note: N – Conservation status not evaluated or data deficient; LC – Least Concern; NT – Near-Threatened; VU – Vulnerable; EN – Endangered; CR – Critically Endangered

Summary Register of Affected Trees and Other Vegetation Category Action Taken Contractor (Endemic/ Native Conservation Reference No. Location Species Name (Cut/ Earth- Remarks Identification Non-Endemic/ Status1 – balled) Exotic)

1Conservation Status Categories: N – Not evaluated or data deficient; LC – Least Concern; NT – Near-Threatened; VU – Vulnerable; EN – Endangered; CR – Critically Endangered

Summary Register of Greening Program/Seedling Replacement for Removed Trees Name of Number of Survival Reference Contractor Area Planted Location Site Code Species Seedlings No. Identification (ha) % Survival Date Counted Planted Planted

Appendix _ Summary Register of Contractor Labor and Employment Labor and Employment Classification Project Affected Employment Reference No. of Skilled No. of Semi-skilled No. of Skilled No. of Semi-skilled Contractor Identification Location No. LGBT/ LGBT/ LGB LGB M F M F M F M F Q Q T/Q T/Q