Environmental Impact Assessment

February 2019

Republic of the : Malolos-Clark Railway Project (Solis to Blumentritt Section of North South Railway Project)

Addendum to Volume 4 - Noise and Vibration Analysis

Prepared by the Department of Transportation for the Asian Development Bank.

This environmental impact assessment 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. Your attention is directed to the “terms of use” section on ADB’s website.

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.

Environmental Impact Statement Report (EISR) – Addendum to Volume IV THE NORTH SOUTH RAILWAY PROJECT (NSRP)

Operational Noise Impact Assessment (Solis to Blumentritt Section of North South Railway Project)

1. INTRODUCTION

1. This report presents findings of the additional noise assessment carried out due to operation of Solis to Blumentritt section of the North South Railway Project (NRSP). This section of the NSRP is proposed to be implemented as a part of Malolos-Clark Railway Project being funded jointly by the Asian Development Bank (ADB) and the Japanese International Cooperation Agency (JICA). The Department of Transportation (DOTr) is the Executing Agency of the Project.

2. Two previous assessments were conducted under the project to determine the risks from noise impacts due to the operation of the railway project. The first assessment was conducted from January to May 2018 as part of the Feasibility Study and concluded that a 2-m noise barrier would be adequate to meet the Japanese Noise Standards. However, the study was not considered robust and detailed enough ADB’s Safeguards Division to demonstrate that the anticipated impacts on identified sensitive receptors along the railway alignment would be compliant with ADB’s Safeguard Policy Statement (2009). As a result another study was commissioned in October 2018 to determine attributable noise impacts from the project. This study, however, recommended noise protection barriers taller than 5 meters. These may be able to attenuate noise to acceptable levels (i.e. no increase of 3 dB(A) above baseline as a result of the project), but the protection measures introduced other risks and challenges including redesign of the platforms to carry the additional loads, as well as risk of damage from high wind shear during extreme typhoon events. The proposed mitigation measures were also considered intrusive and affecting the urban landscape. As a result, ADB requested the conduct of an additional, more comprehensive noise impact assessment based a on internationally accepted methodology.

3. Since the Solis to Blumentritt section of the NRSP will be implemented as part of the MCRP, this assessment was limited to the operational noise assessment for Solis to Blumentritt section only. The detailed noise and vibration assessment for the entire NSRP is planned to be carried out during processing of the NSRP loan. The study, presented in this Annexure, was initiated in November 2018, and completed in February 2019. This Annexure is provided as an Addendum to Volume 4 of the NSRP EIA.

4. The study focuses only on Solis to Blumentritt section of NSRP and built on the two previous assessments and took advantage of updated information from the feasibility study and preliminary engineering designs. The impact prediction and assessment were also improved using modeled baseline noise to address some of the limitations resulting from limited available baseline data. Other enhancements as compared with the two previous assessments include:

• Use of rail elevations based on engineering drawings; • More customized train noise using electric multiple unit reference noise levels for propulsion and wheel-rail region and actual train lengths; and

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• Assessment focusing on demonstrating the project’s compliance with the World Bankg Group’s Environment, Health and Safety Guideline (2007) requirement of no net increase in ambient noise levels of more than 3dB(A) at nearest sensitive sites as a result of the project (applicable to areas with ambient noise levels exceeding the relevant noise standard at pre-project stage).

5. As this study built on the past two assessments, limitations of these studies were also partly carried over, the most important one being the limited number of sampling points (01) along the Solis-Blumentritt railway alignment to establish the ambient noise levels without the project (baseline). Additional noise measurements were undertaken by the JICA team but results were not available when this assessment was conducted. In the absence of such additional baseline data, it was agreed to model ambient noise baseline based on Traffic Noise Model 2.5 of the US Federal Highway Administration (FHWA). While not ideal, the impact assessment team concluded that the approach was acceptable to establish the baseline on which the noise impact model could be build. The model will be re-run once additional baseline and DED are available to confirm the findings of this study, or to identify additional mitigation measures, as needed.

2. DESCRIPTION OF SOLIS - BLUMENTRITT SECTION

6. The Solis to Blumentritt Station of MCRP will extend the NSCR railway line from a junction point between Solis Station and Tutuban Station to a newly constructed station in Blumentritt, Santa Cruz, City. This section comprise of around 1.1 km elevated double track alignment. Blumentritt Station will become an important transfer station for passengers, who will be able to change trains and continue their journey with Light Rail Transit (LRT) Line 1, which runs North- South through Manila City and connects as well to LRT Line 2 and Line 3. The Solis Station to Blumentritt Station, is part of the North South Railway Project and it is proposed to implement this section as part of MCRP. The projects will promote and ensure sustainable development of , Greater Capital Region (GCR), and the Philippines.

7. The Solis to Blumentritt section of NSRP starts at 1+300 km near Solis Station and end at 2+405 km just after Blumentritt station, covering a total length of 1.105 km. Following Figures (Figure 1, 2, and 3) showing alignment and plan profile of the Solis-Blumentritt section.

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Figure 1: Track Alignment of Solis-Blumentritt Section (Part-1)

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Figure 2: Track Alignment of Solis-Blumentritt Section (Part-2)

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Figure 3: Track Alignment of Solis-Blumentritt Section (Part-3)

3. NOISE ASSESSMENT

3.1 National Laws, Regulations, and Guidelines

3.1.1 Ambient Noise Standards

8. Presidential Decree (PD) 984 the Pollution Control Law (1976) defined pollution while PD 1152 the Philippine Environmental Code (1977) section 5 required the establishment of community noise standards and Section 6 for standards for noise-producing equipment. In 1978, the implementing rules and regulations of PD 984 and sections 74 to 79 provided the national noise standards. In 1980, the government amended the noise regulation:

• No one will be allowed to emit noise levels greater than the ambient noise standards or a level that could cause adverse effect to the public; • The ambient noise level limit may be increased by 5dB(A) in areas directly fronting or facing a four-lane road, or by 10 dB(A) on wider roads; and • Redefined Classes B, C, and D areas as zoned or used as commercial, light industrial, and heavy industrial.

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Table 1: Environmental Quality Standards for Noise in General Areas (NPCC 1980) Category Maximum Allowable Noise (dBA) by time periods Daytime (9:00AM- Morning/Evening (5:00AM- Nighttime (10:00PM- 6:00PM) 9:00AM/ 6:00PM-10:00PM) 6:00AM) AA 50 45 40 A 55 50 45 B 65 60 55 C 70 65 60 D 75 70 65 • Class AA- a section of contiguous area which requires quietness, such as areas within 100 meters from school site, nursery schools, and special house for the aged • Class A- a section of contiguous area which is primarily used for residential area • Class B-a section of contiguous area which is primarily a commercial area • Class C – a section of contiguous area reserved as light industrial area • Class D – a section which is primarily reserved for heavy industrial area

3.1.2 Occupational Noise Standards

9. The succeeding Table presents the Philippine Department of Labor and Employment’s prescribed noise limits at averaging times of 0.25-8 hours, provided peak levels will not exceed 140 dB(A).

Table 2: Permissible Noise Level, Department of Labor and Employment Duration per day, hours Sound levels, slow response 8 90 6 92 4 95 3 97 2 100 1.5 102 1 105 0.5 110 0.25 115

3.1.3 Noise as Nuisance

10. Several laws require the control of noise as public nuisance as follows:

• Civil Code of the Philippines, Republic Act 386 (1949), Art. 682; “Every building or piece of land is subject to the easement which prohibits the proprietor or possessor from committing nuisance through noise, jarring, offensive odor, smoke, heat, dust, water, glare and other causes.” • The Local Government Code, RA 7160 (1991) empowered barangay officials to “enforce laws and regulations relating to pollution control and protection of the environment” and “promote the general welfare of the barangay” through ordinances, zoning restrictions and local licensing requirements.

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3.1.4 World Bank Group's Environmental, Health, and Safety Guidelines on Noise Management

11. In compliance with ADB’s Safeguard Policy Statement (2009), all projects supported by ADB must apply pollution prevention and control technologies and practices consistent with international good practices as reflected in internationally recognized standards such as the World Bank Group's Environmental, Health and Safety Guidelines (WBG EHS Guidelines 2007). The EHS Guidelines prescribe that noise prevention and mitigation measures should be applied where predicted or measured noise impacts from a project facility or operations exceed the applicable noise level guideline at the most sensitive point of reception. The WBG EHS Guidelines further stipulate that noise impacts should not exceed the levels presented in Table 3, or result in a maximum increase in background levels of 3 dB at the nearest receptor location off-site. The WBG EHS Guidelines values are for noise levels measured out of doors, and are based on Guidelines for Community Noise, World Health Organization (WHO), 1999.

Table 3: WBG EHS (Noise Level) Guidelines Receptor One Hour Laq dB(A) Daytime, 07:00-22:00 Nighttime, 22:00-07:00 Residential; institutional; educational 55 45 Industrial; commercial 70 70

3.2 Methods for Assessing Impacts

3.2.1 Sensitive Receptors Identification

12. In the previous study, numerous sensitive receptors were identified along the preliminary rail alignment. These are generally grouped into 2 as within and outside 100 meters of the rail center lines. Within 100 meters, a total of 57 sensitive receptors were identified and 45 receptors were identified beyond 100m. This study started with the same list but was later reduced and rationalized based on three criteria; i) selecting a representative structure along a row of structures located parallel along the rail alignment, ii) built on the previous assessment of sensitive receptors that will not be affected based on distance and shielding; and iii) based on complaints received during the public consultations. The succeeding figures present the locations and names of the sensitive receptors, which are divided into 2 sections of the Solis-Blumentritt alignment.

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Figure 4. Sensitive Receptors Identified along Solis-Blumentritt Section 1

Figure 5. Sensitive Receptors identified along Solis-Blumentritt Section 2

13. The complete list of sensitive receptors is provided in Table 4. In total there are 20 sensitive receptors identified in Solis-Blumentritt Section.

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3.2.2 Baseline Noise Recorded Levels

14. A total of 15 noise monitoring stations were established along the Solis-Calamba section from January 27 to March 27, 2018. A total of four time slices with hourly samples were taken as follows.

• morning (5:00 AM to 9:00 AM); • daytime (9:00 AM to 6:00 PM); • evening (6:00 to 10:00 PM); and • nighttime (10:00 PM to 5:00AM).

15. This report made use of the monitoring results recorded at station 1, located within the existing PNR RoW with geographic coordinates (14°37’42.17” N; and 120°58’32.88” E) adjacent to the BLISS residential area, which is approximately 150m from PNR Solis station and about 25m north of Gregoria de Jesus Elementary School. The noise level recorded here serve as the baseline along the Solis-Blumentritt section in the assessment of the noise impacts. However, it should be emphasized that the noise levels recorded at this station represents a less noisy area as compared to the actual noise levels along the Solis-Blumentritt section. This is primarily due to the lack of road traffic and less human activities surrounding the monitoring station. This also explains the higher noise levels during night time as compared with day time values. Noise levels recorded at Station 01 are as follows:

• Daytime/nighttime – 65.4 dB(A); • Daytime – 57.9 dB(A); • Daytime – 62.4 dB(A); and • Nighttime – 60.1 dB(A).

3.2.3 Monitoring Equipment, Sampling and Averaging Time

16. To cover the number, locations, and frequency of measurements defined by JICA, two sets of monitoring equipment were used to measure noise, including the Extech Models No. SDL6001 and No. SL3552. Model SDL 600 is a sound level meter that records measurements between the range of 30 to 130 dB(A) in an SD Card ready for PC processing to compute averaged sound level (Leq). Model SL355 is a dosimeter that complies with ANSI S1.43 – 1997 for integrating sound level meters. It can log up to 12,000 readings and in sound level mode, can display and record continuous equivalent noise level (Leq), peak, and sound exposure level (SEL). The sampling train consisted of an integrated sound level meter which included a microphone and preamplifier, windscreen, tripod set at 1.2m above ground, microphone extension cable, and laptop for data logging connected through a USB.

17. A total of fifty (50) noise levels were measured per time period per station. The noise levels recorded using SL600 were then processed using MSEXCEL to derive the A-weighted one-hour equivalent noise level (Leq), which is the energy average sound level represented by the following equation.

1 User Guide is available for download at http://www.extech.com/resources/SDL600_UM.pdf 2 User Guide is available for download at http://www.extech.com/resources/SL355_UM-en.pdf

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18. Limitations in noise measurement methodology. Noise measurements conducted from January 27, 2018 to March 7, 2018 for this project were less than as defined by the US Federal Highway Administration (2018)3 as measurements mainly followed the national protocol. Some improvements that would ensure a more accurate transit noise assessment include the following: • Instrumentation. Use of integrating sound level meter or analyzer on all measurements, preferably with capability of sampling in consecutive, one-minute intervals. This will allow the elimination of “bad” data that is contaminated or unrepresentative without losing an entire measurement.4 • Sampling Period. The goal of noise measurement is to determine the existing noise levels in terms of Leq(h) (or L10(h)) to represent the worst noise hour. As highlighted in FHA 2018 (footnote 3), both with and without a major road nearby, the worst noise hour will occur between 6:00 a.m. and 7:00 p.m. However, the assessment may benefit from having a longer measurement duration for at least one site to help identify the worst noise hour. • Measurement repetition. The FHWA recommends one approach in dealing with the uncertainty of worst noise conditions, i.e. “to measure at each site during two different times of the day (or on two different days). If the measured Leq for the two measurements are within 3 dB of each other, arithmetically average them and round off to a whole number. If the L eq differ by more than 3 dB, there is some cause of the variation. Measure a third time and then average the closest two of the three Leq values and round off to a whole decibel.” • Traffic data. Majority of the sampling points and sensitive receptors are located along the Manila North Road or McArthur Highway where the dominant noise source is road transport. Traffic data, which includes traffic count and speed for each vehicle type, are important parameters in the model calibration and in the assessment of future noise impacts. • Weather data. No weather data was gathered contemporaneous with the noise level measurement. Meteorological conditions, especially wind speed and direction, which can affect measured noise levels near a highway should be properly monitored and recorded. This effect typically increases in magnitude with increasing distance from the source. Other factors that can affect sound include temperature, humidity, and barometric pressure.

19. These limitations in the background noise measurements will be corrected in the additional baseline noise measurements to be conducted during the ongoing detailed engineering design phase. Figure 6 show the locations of the noise monitoring stations for NSRP project.

3 FHA (2018) “Noise Measurement Handbook.” Final Report. FHWA-HEP-18-065 4 To illustrate, several measurements along major roads were contaminated with unrepresentative noise like dog barking and children shouting and affected the TNM 2.5 model in estimating the noise levels outside the measurement points. A one-minute interval Leq measurement would allow the removal of these 1-minute bad measurements and replacement with a representative sample rather than repeating the entire measurement. Either class 1 or class 2 SLMs are acceptable for use in traffic noise projects.

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Figure 6: Location of Ambient Noise Monitoring Stations

20. The World Bank Group’s noise level guideline is considered as free-field consistent with its monitoring requirement which states “Monitors should be located approximately 1.5 m above the ground and no closer than 3 m to any reflecting surface (e.g., wall).“ It should be noted that SO 1996-2:2017 Acoustics -- Description, measurement and assessment of environmental noise -- Part 2: Determination of sound pressure levels provides correction factors when microphones are located less than 2m of the reflecting surface only and therefore distances greater than 2m is generally construed as free field measurements.

3.3 Noise Modeling – Operation Phase

3.3.1 Model Description

21. SoundPlan was utilized to assess the noise impacts from the operation of the elevated commuter railway with the following considerations:

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• Project Setup; o 2 variants, with and without noise protection o Country standards: FTA/FRA HSGT 2005 o 2 time slices • Railway; o Train Type = high speed electric multiple unit (EMU) train with 4 engines and 4 coaches with a total train length of 152 meters. Noise levels for train and coach are as follow: § Engine: propulsion reference noise level is 89 dB(A); wheel-rail region is 91 dB(A) § Coach: reference noise level is 90 dB(A) o Design Speed: § Section 1 approaching the curve: Both the Tutuban and regular commuter train (assumed north bound) are travelling at 55 kmph on the average while the airport express is running at 60 kmph § On section 2, average speed of the Tutuban and regular express stopping and moving out of the Blumentritt Station are travelling at 45 kmph while the airport express will not stop at the Blumentritt station with a sustained sped of 55 kmph o No of trips: 2 trains/hour; 4 commuter express trains/hour; 6 commuter trains/hour with assumed split of 60% daytime and 40% night time for the north-south tracks while the Tutuban line will carry 2 trips/hour.; o Rail elevation: taken from detailed drawings per section ranging from 16m to 25m above ground; • Receptor; o Terrain points from Google Earth o Structure location and extent digitized from Google Earth o Structure height referred from Street View • Barrier; o 2m high concrete wall, 1.8m away from the rail head with 5 dB(A) reflection loss and 8 meter high wall surrounding the Blumentritt station.

22. The 2m concrete high noise protection wall was the starting point of the assessment as this was already identified in the Feasibility Study to meet Japanese ambient noise standards5. The first objective of the assessment was to determine the adequacy of this proposed 2m high wall in attenuating noise below the 3dB(A) guideline value (i.e. maximum increase in background levels of 3 dB at the nearest receptor location off-site).

3.3.2 Results and Discussions

23. The succeeding figures illustrate the contour plots for the said scenarios for selected sensitive receptors while the succeeding paragraphs presents the summary of the baseline and projected noise from the railway project. The plots illustrate the effectivity of the parallel 2-meter concrete noise protection wall and the 8-m station wall in containing the noise from the trains.

5 Pp 9-51 to 55 and Table 9.1.33 Prediction of Noise Level from Train Operation, Feasibility Study

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Figure 7: Solis-Blumentritt Section 1 - Noise Contours without Noise Protection Walls, Day Time

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Figure 8: Solis-Blumentritt Section 1 - Noise Contours without Noise Protection Walls, Night Time

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Figure 9: Solis-Blumentritt Section 1 - Noise Contours with Noise Protection Walls, Day Time

Figure 10: Solis-Blumentritt Section 1 - Noise Contours wit Noise Protection Walls, Night Time

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Figure 11: Solis-Blumentritt Section 2 - Noise Contours without Noise Protection Walls, Day Time

Figure 12: Solis-Blumentritt Section 2 - Noise Contours without Noise Protection Walls, Nighttime

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Figure 13: Solis-Blumentritt Section 2 - Noise Contours with Noise Protection Walls, Day Time

Figure 14: Solis-Blumentritt Section 2 - Noise Contours with Noise Protection Walls, Night Time

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4. CONCLUSIONS

24. Based on noise measurements at N01, all measured background noise values are higher than the WBG noise level guideline for day and night time.

25. The projected noise levels from the railway project with a 2-m concrete noise barrier as currently included in the feasibility study is adequate to ensure no increase in background levels of more than 3 dB(A) at the nearest receptor location off-site provided on both the northern and southern sides of the platform. The provision of these pair of walls on each track is important on sections where the tracks are located at different elevations. However, in section where these tracks share the same elevation, the outermost platforms will have one wall towards the receptors.

26. The 8-meter station wall is an effective sound barrier, provided a continuous wall in the transition point between the 8m station wall and the 2m noise protection is maintained.

27. The succeeding Table 4 presents the summary of the assessment comparing with noise protection against the risk of increasing the baseline noise level beyond 3dB(A). Although this study considers the 2m noise protection barrier as a mitigation measure, this is actually built-in to the engineering design and its height reduction or total removal as “no-protection” scenario is not applicable.

28. The modelling utilized slow speeds on the commuter trains, which were assumed to stop at the Blumentritt station while the Airport Commuter Express will pass the station at 60kph. Even at high rail elevation of almost 25m, significant uncontrolled noise levels are anticipated. As illustrated in the succeeding Table 4, the loudest uncontrolled noise levels were registered on receptors along southern border of the rail project particularly along the New st. and the Celadon Properties as follows:

o The 5-storey Sofitec building at the cor of Abad Santos and New Antipolo will be exposed to more than 55 dB(A) noise levels during the entire day; o The Trinity Baptist Church will be exposed to uncontrolled noise levels of more than 56 dB(A) during the entire day; o Houses at Ipil cor Antipolo and Narra cor Antipolo will be exposed to at least 54 dB(A) noise levels during the entire day o Houses nearest to ROW at Celadon will be exposed to uncontrolled noise levels of at least 58dB(A) during the nighttime.

29. However, the installation of a 2m noise barrier coupled with the station walls will avoid any significant incremental impacts and is expected not to increase the baseline in the area which is already exposed to high noise levels as supported by the recorded baseline monitoring records.

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Table 4: Summary of Assessment Showing the Recorded and Modeled Baselines, Predicted Noise Levels from the Train Operation, Combined Noise, and Comparison with the WBG 3dB(A) Guide Value Sensitive Receptors Predicted Noise Recorded Baseline Baseline + Predicted Is the Sensitive Receptors Predicted Noise Recorded Baseline Baseline + Predicted Is the Predicted+Baselin Predicted+Baseline Day Night Day Night Day Night e< 3dB(A) Day Night Day Night Day Night < 3dB(A) Chinese Temple Tan Gak Bio GF 34.6 34.6 61.7 60.1 61.7 60.1 YES Celadon 1 GF 35.8 36.9 61.7 60.1 61.7 60.1 YES 1F 34 34.1 61.7 60.1 61.7 60.1 YES 1F 35.4 36.5 61.7 60.1 61.7 60.1 YES 2F 33.6 33.8 61.7 60.1 61.7 60.1 YES 2F 35.3 36.4 61.7 60.1 61.7 60.1 YES Congregasyon ng Mangagawa GF 36.1 35.9 61.7 60.1 61.7 60.1 YES 3F 35.4 36.5 61.7 60.1 61.7 60.1 YES Emmanuel Community Hospital GF 32.2 32.6 61.7 60.1 61.7 60.1 YES Celadon 2 GF 37.1 38.3 61.7 60.1 61.7 60.1 YES 1F 31.3 31.7 61.7 60.1 61.7 60.1 YES 1F 37.1 38.3 61.7 60.1 61.7 60.1 YES 2F 30.9 31.4 61.7 60.1 61.7 60.1 YES 2F 37.2 38.4 61.7 60.1 61.7 60.1 YES Harvesters Christian Fellowship GF 31.6 31.8 61.7 60.1 61.7 60.1 YES 3F 37.4 38.6 61.7 60.1 61.7 60.1 YES Ipil cor New Antipolo GG 38.7 39 61.7 60.1 61.7 60.1 YES Celadon 3 GF 38 39.3 61.7 60.1 61.7 60.1 YES 1F 38.7 39.1 61.7 60.1 61.7 60.1 YES 1F 38.7 40 61.7 60.1 61.7 60.1 YES 2F 38.7 39.1 61.7 60.1 61.7 60.1 YES 2F 39.7 40.9 61.7 60.1 61.7 60.2 YES 3F 38.8 39.3 61.7 60.1 61.7 60.1 YES 3F 40.9 42.1 61.7 60.1 61.7 60.2 YES 4F 39 39.5 61.7 60.1 61.7 60.1 YES Conergys GF 30.9 31.8 61.7 60.1 61.7 60.1 YES LBC GF 35.9 35.9 61.7 60.1 61.7 60.1 YES 1F 30 30.9 61.7 60.1 61.7 60.1 YES 1F 35.6 35.7 61.7 60.1 61.7 60.1 YES 2F 29.3 30.2 61.7 60.1 61.7 60.1 YES 2F 35.4 35.6 61.7 60.1 61.7 60.1 YES 3F 29.4 30.3 61.7 60.1 61.7 60.1 YES 3F 35.3 35.6 61.7 60.1 61.7 60.1 YES 4F 29.6 30.6 61.7 60.1 61.7 60.1 YES 4F 35.2 35.6 61.7 60.1 61.7 60.1 YES 5F 30 31 61.7 60.1 61.7 60.1 YES Narra cor New Antipolo GF 37.2 37.4 61.7 60.1 61.7 60.1 YES 6F 30.9 31.9 61.7 60.1 61.7 60.1 YES 1F 37.2 37.4 61.7 60.1 61.7 60.1 YES 7F 31.9 32.9 61.7 60.1 61.7 60.1 YES 2F 37.2 37.5 61.7 60.1 61.7 60.1 YES 8F 33.1 34.1 61.7 60.1 61.7 60.1 YES 3F 37.3 37.7 61.7 60.1 61.7 60.1 YES 9F 34.1 35.2 61.7 60.1 61.7 60.1 YES 4F 37.6 37.9 61.7 60.1 61.7 60.1 YES 10F 34.8 35.9 61.7 60.1 61.7 60.1 YES 5F 38.2 38.2 61.7 60.1 61.7 60.1 YES 11F 35.1 36.2 61.7 60.1 61.7 60.1 YES Quezon City High School GF 32.1 32.3 61.7 60.1 61.7 60.1 YES 12F 35.2 36.3 61.7 60.1 61.7 60.1 YES 1F 31.5 31.7 61.7 60.1 61.7 60.1 YES 13F 35 36.1 61.7 60.1 61.7 60.1 YES 2F 31.2 31.6 61.7 60.1 61.7 60.1 YES 14F 34.7 35.7 61.7 60.1 61.7 60.1 YES 3F 31.2 31.7 61.7 60.1 61.7 60.1 YES Manuel L Quezon HS GF 38.7 39.5 61.7 60.1 61.7 60.1 YES 4F 31.2 31.8 61.7 60.1 61.7 60.1 YES 1F 38.1 38.9 61.7 60.1 61.7 60.1 YES Sofitec GF 38.3 38.6 61.7 60.1 61.7 60.1 YES 2F 37.9 38.7 61.7 60.1 61.7 60.1 YES 1F 38.3 38.7 61.7 60.1 61.7 60.1 YES 3F 37.9 38.7 61.7 60.1 61.7 60.1 YES 2F 38.3 38.8 61.7 60.1 61.7 60.1 YES Mariano Ponce GF 38.4 39.2 61.7 60.1 61.7 60.1 YES 3F 38.4 39 61.7 60.1 61.7 60.1 YES 1F 37.7 38.6 61.7 60.1 61.7 60.1 YES 4F 38.6 39.2 61.7 60.1 61.7 60.1 YES 2F 37.2 38 61.7 60.1 61.7 60.1 YES Substantion House GF 33.3 33.9 61.7 60.1 61.7 60.1 YES San Roque de Manila GF 36 36.8 61.7 60.1 61.7 60.1 YES Trinity Baptist Church GF 39.7 40 61.7 60.1 61.7 60.1 YES 1F 34.8 35.6 61.7 60.1 61.7 60.1 YES 1F 40 40.4 61.7 60.1 61.7 60.1 YES 2F 34.1 34.9 61.7 60.1 61.7 60.1 YES Unida Church Gagalangin 1F 36.3 36.5 61.7 60.1 61.7 60.1 YES 3F 35.2 36.1 61.7 60.1 61.7 60.1 YES Celadon Tower GF 28.4 29.4 61.7 60.1 61.7 60.1 YES 4F 35.8 36.7 61.7 60.1 61.7 60.1 YES 1F 27.2 28.3 61.7 60.1 61.7 60.1 YES 2F 26.9 27.9 61.7 60.1 61.7 60.1 YES 3F 27.6 28.6 61.7 60.1 61.7 60.1 YES 4F 28 29 61.7 60.1 61.7 60.1 YES 5F 28.3 29.4 61.7 60.1 61.7 60.1 YES 6F 28.8 29.9 61.7 60.1 61.7 60.1 YES 7F 29.5 30.6 61.7 60.1 61.7 60.1 YES 8F 30.4 31.5 61.7 60.1 61.7 60.1 YES 9F 31.2 32.4 61.7 60.1 61.7 60.1 YES 10F 32.2 33.3 61.7 60.1 61.7 60.1 YES 11F 32.9 34 61.7 60.1 61.7 60.1 YES 12F 33.3 34.5 61.7 60.1 61.7 60.1 YES 13F 33.5 34.7 61.7 60.1 61.7 60.1 YES 14F 33.6 34.7 61.7 60.1 61.7 60.1 YES

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