MANILA

MRT L4
Loan-3886 Phi

DETAILED ARCHITECTURAL AND ENGINEERING DESIGN

CONSULTANT (“DEDC”) (50288-001)

PROJECT DESCRIPTION FOR SCOPING

September 2022 · PN 102337 · C.D. 400
 INDEX OF CONTENT

1. PROJECT DESCRIPTION ..................................................................................... 1

1.1. PROJECT LOCATION AND AREA ............................................................................. 2
1.1.1. Accessibility of the Project Site ............................................................... 2
1.1.2. Vicinity and Impact Areas ....................................................................... 4
1.2. PROJECT RATIONALE ......................................................................................... 14
1.3. PROJECT ALTERNATIVES .................................................................................... 16
1.3.1. Criteria for Determining Preliminary Options ......................................... 16
1.3.2. ROW Alternative Options ...................................................................... 17
1.3.3. Structure Alternative Options ................................................................ 19
1.3.4. Depot Alternative Options ..................................................................... 24
1.3.5. Technology Option ................................................................................ 25
1.3.6. No Project Option ................................................................................. 25
1.4. PROJECT SIZE ................................................................................................... 26
1.5. PROJECT COMPONENTS ..................................................................................... 26
1.5.1. Main Components................................................................................. 26
1.5.2. Support Facilities .................................................................................. 26
1.5.3. Pollution Control Devices ...................................................................... 26
1.6. PROCESS/TECHNOLOGY .................................................................................... 28
1.7. PROJECT UTILITIES ............................................................................................ 28
1.7.1. Fuel Requirement ................................................................................. 28
1.7.2. Power Supply ....................................................................................... 28
1.7.3. Water Supply ........................................................................................ 28
1.8. PROJECT PHASES .............................................................................................. 28
1.8.1. Pre-Construction Phase ........................................................................ 28
1.8.2. Construction Phase .............................................................................. 29
1.8.3. Post Construction Phase ...................................................................... 29
1.8.4. Operation Phase ................................................................................... 29
1.8.5. Abandonment Phase ............................................................................ 29
1.9. LABOR REQUIREMENTS ...................................................................................... 30
1.9.1. Required Work Force ............................................................................ 30
1.9.2. Policy of Job Opportunities ................................................................... 30
1.10. PROJECT SCHEDULE AND TIMELINE .................................................................... 31
1.11. PROJECT COST ................................................................................................. 31
1.12. PRELIMINARY IDENTIFICATION OF KEY ENVIRONMENTAL IMPACTS ......................... 32

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 INDEX OF TABLES

Table 1-1: Proposed Project, Proponent, and EIA Preparer Details ....................................... 1
Table 1-2: Districts of Metro Manila........................................................................................ 4
Table 1-3: Districts of Rizal Province ..................................................................................... 4
Table 1-4: Direct and Indirect Impact Barangays of the Proposed MRT4 ............................... 5
Table 1-5: Indicators and Weights for the Multicriteria Analysis of Alternatives .................... 16
Table 1-6: Qualitative Analysis of Alignment Ideas .............................................................. 17
Table 1-7: Viaduct Typologies.............................................................................................. 19
Table 1-8: Station Typologies .............................................................................................. 22
Table 1-9: Comparison of Transportation Modes ................................................................. 25
Table 1-10: Estimated Work Force for the MRT4 ................................................................. 30
Table 1-11: Indicative Timeline of MRT4 Project Implementation ......................................... 31
Table 1-12: Initial Environmental Management Plan ............................................................ 32

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 INDEX OF FIGURES

Figure 1-1: Proposed MRT4 Alignment .................................................................................. 3

Figure 1-2: Direct and Indirect Impact Areas in Quezon City .................................................. 7
Figure 1-3: Direct and Indirect Impact Areas in San Juan City ............................................... 8
Figure 1-4: Direct and Indirect Impact Areas in Mandaluyong City ......................................... 9
Figure 1-5: Direct and Indirect Impact Areas in Pasig City ................................................... 10
Figure 1-6: Direct and Indirect Impact Areas in the Municipality of Cainta ............................ 11
Figure 1-7: Direct and Indirect Impact Areas in the Municipality of Taytay ........................... 12
Figure 1-8: Aerial Photograph of the Proposed Depot Location for the MRT4 ...................... 13
Figure 1-9: Map of Existing and Approved Urban Railway Systems in Metro Manila ............ 15
Figure 1-10: Depot Location Options ................................................................................... 24

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 ACRONYMS AND ABBREVIATIONS

ADB Asian Development Bank

AO Administrative Order
BMB Biodiversity Management Bureau
BOD Biochemical Oxygen Demand
DENR Department of Environment and Natural Resources
DOH Department of Health
DOTr Department of Transportation
ECC Environmental Compliance Certificate
EHS Environmental, Health, and Safety
EIA Environmental Impact Assessment
EMB Environmental Management Bureau
FS Feasibility Study
FTA U.S. Department of Transportation, Federal Transit Administration
IATF Inter-Agency Task Force
IDOM IDOM Consulting, Engineering, Architecture, S.A.U.
IRR Implementing Rules and Regulations
ISO International Organization for Standardization
LGU Local Government Unit
NPCC National Pollution Control Commission
PPE Personal Protective Equipment
WBG World Bank Group

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1. PROJECT DESCRIPTION
The Manila MRT Line 4 Project (MRT4) is a proposed metro rail transit system intended to
serve the eastern side of Metro Manila including the highly populated areas of the Province of
Rizal. Based on the recent feasibility study1, the MRT4 is approximately 15.56 km long with 12
stations. The system will start at N. Domingo Station near the intersection of Granada Street
and N. Domingo Street in Quezon City close to the LRT Line 2 (Gilmore Station) and will end
at Taytay Station near the Taytay Public Market at the intersection of Taytay Diversion Road
and Manila East Road. Table 1-1 provides the key information on the proposed Project, the
Proponent, and the EIA preparer.

Table 1-1: Proposed Project, Proponent, and EIA Preparer Details

Project Name Proposed Manila MRT Line 4 Project (MRT4)
Project Location Alignment: Stations: Depot:
• Quezon City • Quezon City • Taytay, Rizal
• San Juan City • San Juan City
• Mandaluyong City • Pasig City
• Pasig City • Cainta, Rizal
• Cainta, Rizal • Taytay, Rizal
• Taytay, Rizal
Project Type Railway System
Project Area • Line: 15.56 km
• Station: 12 stations
• Depot: approximately 11 ha plus provisional 3 ha (future)
extension
Major Components of the • Main Railway Line
Project • Stations
• Maintenance Depot
• Electromechanical System
• Rolling Stock
Estimated Total Project PHP 58,920.30 million (ADB)
Cost (including Financing
Charges)
Project Duration • Pre-Construction: 2021-2024
• Construction: 2024-2027
• Full Operations: 2028

PROFILE OF THE PROPONENT

Name of Proponent Department of Transportation (DOTr)
Address DOTr Head Office, Pinatubo Street corner Osmeña Street, Clark
Freeport Zone, Angeles City, Pampanga
Authorized Signatory/ Cesar B. Chavez, PhD, MNSA, CESE
Representative Undersecretary for Railways
Direct Line No.: +63 2 8726-7128

Jomar S. Ramos
Project Manager of Line 4 Project
Email Address: [email protected]
Contact No.: +63 2 8714-1943

1
Line 4 Feasibility Study, Revised Final Feasibility Study, Ref. No. SPI/REP/19/003/NEDASPI/REP/19/003/NEDA, 19 June 2019,
Systra Philippines.

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 PROFILE OF THE EIA PREPARER
EIA Preparer IDOM Consulting, Engineering, Architecture SAU
Address Unit D, 20th Floor, Menarco Tower, 32nd Street, Bonifacio Global City,
Taguig City
Contact Person José Ignacio Peñas García
Project Team Leader
Telephone No.: +34 914 44 11 74

Jose Marie U. Lim

EIA Team Leader
Note: Review of the Appraisal of the Feasibility Study (Final Report). Results & Recommendations, May 2022
is ongoing during the preparation of this document (PDS). Some project details may be subject to changes.

1.1. PROJECT LOCATION AND AREA

1.1.1. Accessibility of the Project Site
The study area covers a total of six (6) local government units (LGUs): four (4) cities in the
eastern district of Metro Manila and two (2) municipalities in the 2nd District of Rizal.

Figure 1-1 shows the alignment of the proposed transport system running through the cities
of Quezon, San Juan, Mandaluyong, Pasig, and the municipalities of Cainta and Taytay. The
corridor includes the whole stretch of Ortigas Avenue, Ortigas Avenue Ext., and Taytay
Diversion Road.

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 Figure 1-1: Proposed MRT4 Alignment

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1.1.2. Vicinity and Impact Areas
1.1.2.1. Metro Manila
Metropolitan Manila (Metro Manila), officially known as the National Capital Region (NCR), is
considered as the Philippines’ main gateway and center for economy, education,
entertainment, and government. It is bordered by the province of Bulacan to the north, Rizal to
the east, Laguna to the south, Cavite to the southwest, and Manila Bay to the west. With a
total land area of 619.54 km2, Metro Manila is divided into four (4) districts and is composed of
16 cities and one (1) municipality, as presented in Table 1-2.

Table 1-2: Districts of Metro Manila

District City Municipality
Capital District (1st District) Manila -
Eastern Manila District (2nd Mandaluyong, Marikina, Pasig, -
District) Quezon, San Juan
Northern Manila District (3rd Caloocan, Malabon, Navotas, -
District) Valenzuela
Southern Manila District (4th Las Piñas, Makati, Muntinlupa, Pateros
District) Parañaque, Pasay, Taguig

1.1.2.2. Rizal Province

Rizal is a mountainous province in Region IV-A (also known as CALABARZON: Cavite,
Laguna, Batangas, Rizal, Quezon) situated on the western slopes of the Sierra Madre
Mountain ranges. It is bounded by Bulacan Province to the north, Quezon Province to the east,
Laguna Province and Laguna de Bay to the south and southwest, and Metro Manila to the
west and northwest. It has a total land area of 1,192 km2 subdivided into four (4) districts with
13 municipalities and one (1) component city2, as presented in Table 1-3.

Table 1-3: Districts of Rizal Province

District City Municipality
1st District - Rodriguez, San Mateo
2nd District Antipolo Cainta, Taytay
3rd District - Angono, Binangonan
4th District - Baras, Cardona, Jala-jala,
Morong, Pililla, Tanay, Teresa

1.1.2.3. Impact Areas

The direct and indirect impact areas were delineated based on country safeguard system
(CSS) guidelines (i.e., Annex 2-2 of DAO 2003-30). Direct impact areas (DIAs) are generally
areas where structures will be built during construction and the project operations will be
conducted. Whereas indirect impact areas (IIAs) are areas immediately adjacent to the
coverage of the project facilities and project operations.

The DIAs cover the MRT4 right-of-way (ROW) with an estimated total length of 15.56 km, as
well as the proposed depot site. In terms of socio-economic benefits, the DIAs include the 15
host barangays and the six (6) host city/municipal Local Government Units (LGUs) in Metro

2
According to the Republic Act No. 7160, there are three legal categories of cities in the country: highly urbanized cities (HUC),
independent component cities (ICC), and component cities. Component cities are those that do not meet the established
requirements (e.g., minimum population, minimum annual income).

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Manila and Rizal Province, which are considered as the project beneficiaries for the additional
employment, business opportunities, taxes, and benefits from road decongestion and
expanded economic opportunities in the region.

The IIAs will cover the adjacent and nearby barangays and city/municipal LGUs who will also
benefit from the rapid economic growth brought about by the stable and reliable means of
transportation in the Project area.

Table 1-4 lists the direct and indirect impact barangays of the Project.

Table 1-4: Direct and Indirect Impact Barangays of the Proposed MRT4
LGU Host/Direct Impact Indirect Impact Barangays
Barangay(s)
Quezon City Valencia, Ugong Norte District I: Alicia, Bagong Pag-asa, Bahay Toro,
Balingasa, Bungad, Damar, Damayan, Del Monte,
Katipunan, Mariblo, Masambong, N.S. Amoranto
(Gintong Silahis), Nayong Kanluran, Paang Bundok,
Pag-ibig sa Nayon, Paltok, Paraiso, Phil-Am, Ramon
Magsaysay, Salvacion, San Antonio, San Isidro
Labrador, San Jose, Santa Cruz, Santa Teresita, Santo
Cristo, Talayan, Veterans Village and West Triangle

District II: Bagong Silangan, Batasan Hills,

Commonwealth, Holy Spirit and Payatas

District III: Amihan, Bagumbuhay, Bagumbayan,

Bayanihan, Blue Ridge A, Blue Ridge B, Camp
Aguinaldo, Claro, Dioquino Zobel, Duyan-Duyan, E.
Rodriguez, East Kamias, Escopa I, Escopa II, Escopa
III, Escopa IV, Libis, Loyola Heights, Mangga, Marilag,
Masagana, Matandang Balara, Milagrosa, Pansol,
Quirino 2-A, Quirino 2-B, Quirino 2-C, Quirino 3-A, Saint
Ignatius, San Roque, Silangan, Socorro, Tagumpay,
Villa Maria Clara, West Kamias and White Plains

District IV: Bagong Lipunan ng Crame, Botocan,

Central, Kristong Hari, Damayang Lagi, Doña Aurora,
Doña Imelda, Doña Josefa, Don Manuel, East Triangle,
Horseshoe, Immaculate Conception, Kalusugan,
Kamuning, Kaunlaran, Krus na Ligas, Laging Handa,
Malaya, Mariana, Obrero, Old Capitol Site, Paligsahan,
Pinyahan, Pinagkaisahan, Roxas, Sacred Heart, San
Isidro Galas, San Martin de Porres, San Vicente, Santo
Niño, Santol, Sikatuna Village, South Triangle, Tatalon,
Teachers Village East, Teachers Village West, U.P.
Campus, U.P. Village

District V: Bagbag, Capri, Fairview, Greater Lagro,

Gulod, Kaligayahan, Nagkaisang Nayon, North Fairview,
Novaliches Proper, Pasong Putik Proper, San Agustin,
San Bartolome, Santa Lucia and Santa Monica

District VI: Apolonio Samson, Baesa, Balon-Bato, Culiat,

New Era, Pasong Tamo, Sangandaan, Sauyo, Talipapa,
Tandang Sora and Unang Sigaw

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 LGU Host/Direct Impact Indirect Impact Barangays
Barangay(s)
San Juan City Greenhills Addition Hills, Balong–Bato, Batis, Corazón de Jesús,
Ermitaño, Isabelita, Kabayanan, Little Baguio,
Maytunas, Onse, Pasadeña, Pedro Cruz, Progreso,
Rivera, Saint Joseph (Halo-Halo), Salapán, San
Perfecto, Santa Lucia, Tibagan, West Crame
Mandaluyong Wack-Wack Greenhills Addition Hills, Bagong Silang, Barangka Drive,
City Barangka Ibaba, Barangka Ilaya, Barangka Itaas,
Buayang Bato, Burol, Daang Bakal, Hagdan Bato Itaas,
Hagdan Bato Libis, Harapin Ang Bukas, Highway Hills,
Hulo, Mabini – J. Rizal, Malamig, Mauway, Namayan,
New Zañiga, Old Zañiga, pag-Asa, Plainview, Pleasant
Hills, Poblacion, San Jose, Vergara
Pasig City San Antonio, Ugong, Bagong Ilog, Bagong Katipunan, Bambang, Buting,
Rosario, Santa Lucia Caniogan, Dela Paz, Kalawaan, Kapasigan, Kapitolyo,
Malinao, Manggahan, Maybunga, Oranbo, Palatiw,
Pinagbuhatan, Pineda, Sagad, San Joaquin, San Jose,
San Miguel, San Nicolas, Santa Cruz, Santa Lucia,
Santa Rosa, Santo Tomas, Santolan, Sumilang
Cainta Santo Domingo, San San Andres (Pob.), San Roque, Santa Rosa
Isidro, Santo Niño,
San Juan
Taytay San Isidro, Dolores, Muzon, Santa Ana
San Juan

The DIAs and IIAs in each host city/municipal LGU are presented in the satellite maps shown
in Figure 1-2 to Figure 1-7. Figure 1-8 shows the aerial photograph of the proposed depot
location in Brgy. San Juan, Taytay.

Conduct of drone survey in the vicinity of the proposed stations was not advisable/feasible due
to the presence of constraints, such as high-rise buildings, signal towers, transmission lines,
as well as heavy foot vehicle traffic and privacy concerns in the area.

In place of drone shots, satellite maps with geotagged street/ground-level photographs of the
proposed stations’ vicinity are presented in this document to show the general situation in the
project sites at present.

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 General site vicinity of the proposed Valencia Station
(view of Gilmore Ave. westbound near the Gilmore Tower;
surrounding areas are mostly residential and commenrcial)

General vicinity of the proposed EDSA Station

(view of Ortigas Ave. westbound approaching EDSA; to the left is
the EDSA Shrine with the POEA Building in the background;
surrounding areas are mostly commercial and institutional)

Note: The project site vicinity photographs were taken by the EIA Study Team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-2: Direct and Indirect Impact Areas in Quezon City

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 General site vicinity of the proposed Bonny Serrano Station
(view of Gilmore Ave. westbound approaching Col. Bonny
Serrano Ave.; surrounding areas are mostly commercial)

General site vicinity of the proposed Greenhills Station

(view of Gilmore Ave. westbound approaching Wilson St.
intersection; surrounding areas are mostly commercial)

Note: The project site vicinity photographs were taken by the EIA Study Team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-3: Direct and Indirect Impact Areas in San Juan City

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 General site vicinity of Ortigas Ave. in Brgy. Wack-Wack
Greenhills (near the La Salle Green Hills; surrounding areas are
mostly residential and institutional)

There is no proposed MRT4 station within the jurisdiction of

Brgy. Wack-Wack Greenhills, Mandaluyong.

Note: The above photograph of the project site vicinity is taken from Google Streetview. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-4: Direct and Indirect Impact Areas in Mandaluyong City

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 General site vicinity of the proposed MERALCO Station
(view of Ortigas Ave. westbound approaching Emerald Ave.
intersection; surrounding areas are mostly mixed-use)

General site vicinity of the proposed Tiendesitas Station

(view of Ortigas Ave. westbound near Valle Verde; surrounding
areas are mostly residential)

General site vicinity of the proposed Rosario Station

(view of Ortigas Ave. westbound near Sto. Rosario de Pasig
Parish; surrounding areas are mostly commercial and institutional)

Note: The project site vicinity photographs were taken by the EIA Study Team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-5: Direct and Indirect Impact Areas in Pasig City

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 General site vicinty of the proposed St. Joseph Station
(view of Ortigas Ave. Ext. westbound near SM City East Ortigas;
surrounding areas are mostly commercial, residential, and
institutional)

General site vicinity of the proposed Cainta Junction Station

(view of Ang Sepoy at Maglalatik statue at Ortigas Ave. Ext.
intersection with Felix Ave.; surrounding areas are mostly
commercial)

General site vicinity of the proposed San Juan Station

(view of Ortigas Ave. Ext. westbound past Valley Golf & Country
Club area; surrounding areas are mostly commercial)

Note: The project site vicinity photographs were taken by the EIA Study Team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-6: Direct and Indirect Impact Areas in the Municipality of Cainta

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 General site vicinity of proposed Tikling Junction Station
(view of the Taytay Rotonda Monument from the overpass;
surrounding areas are mostly institutional, commercial, and
residential)

General site vicinity of proposed North Manila Road Station

(view of SM City Taytay; surrounding areas are mostly
commercial and open spaces)

General site vicinity of proposed Taytay Station

(view of the Taytay Veterans Memorial Park; surrounding areas
are mostly commercial)

Note: The project site vicinity photographs were taken by the EIA Study Team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-7: Direct and Indirect Impact Areas in the Municipality of Taytay

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 The Taytay Municipal Hall – institutional area
(view from Don Hilario Cruz Ave.)

Grassy open spaces and parking lots,

such as the one shown in the above photograph,
are found in the vicinity of the proposed Depot location.

Note: The aerial photograph was taken by the EIA Study team in September 2022. Additional 360° photos of the project alignment vicinity may be accessed here.

Figure 1-8: Aerial Photograph of the Proposed Depot Location for the MRT4

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1.2. PROJECT RATIONALE
Inadequate or underdeveloped infrastructure has been identified as one of the key constraints
on the Philippines’ growth. Among the direct impacts of inadequate infrastructure are the high
costs of doing business, which undermine business potential and economic opportunities,
especially in rapidly growing urban areas. The government has been increasing public
infrastructure investments under the “Build, Build, Build” Program to raise the Philippines’ long-
term growth potential.

To materialize the goals of infrastructure investment, the government requested the Asian
Development Bank (ADB) to help the two key agencies responsible for national public
infrastructure projects, namely the Department of Transportation (DOTr) and the Department
of Public Works and Highways (DPWH), to support pre-investment and investment activities,
which will in turn help to accelerate the Investment Coordination Committee (ICC) review and
approval process and ensure timely, high-quality procurement and implementation3.

Expansions of integrated and mass transit public-transport systems throughout Metro Manila
are key projects for urban development, and, as such, MRT4 is ranked as a priority
infrastructure investment project.

A large volume of the population living in the eastern side of Metro Manila and Rizal Province
work in the Central Business Districts (CBDs) within Metro Manila, requiring daily commute to
and from their places of work. MRT4 aims to reduce traffic congestion, reduce greenhouse gas
(GHG) emissions by shifting transport volumes from road to rail, reduce travel times, enhance
connectivity to the existing railway systems (see Figure 1-9 on the following page), and
improve accessibility within the area, thereby increasing the level of productivity of the people
and affected businesses.
Different earlier plans for an urban mass transit system along the Ortigas Avenue, linking
Ortigas Center in Metro Manila to Taytay, Rizal, have been proposed in the years 2001 and
2015, respectively, but these proposals have not been developed further. Subsequently, the
National Economic and Development Authority (NEDA) engaged in 2018 a consultant4 to
conduct an initial feasibility study5 for the MRT4.

The Feasibility Study for MRT4 was prepared in early 2019. Comments from NEDA were
provided in May 2019 and incorporated by the consultant in a revised and final feasibility study
in June 2019, for purposes of seeking the ICC/NEDA6 endorsement and NEDA Board approval
for the project. The Feasibility Study identified the preferred transport corridor, respective
system alignment, feasibility of different mass transit system solutions, station locations, a
general station design concept, and the depot area and concept. Different other aspects
related to particular investment prerequisites, such as requirements and options related to
required land acquisition, resettlement, other environmental and social safeguards, or gender

3
The government’s official request for ADB’s assistance was made on 8 February 2017
4
SYSTRA Philippines Incorporated, Pasig City, Philippines
5
In December 2017, SYSTRA Philippines was contracted by NEDA to conduct a Value Engineering / Value Analysis (VE/VA)
study on the proposed Light Rail Transit (LRT) Line 4 Project of the Department of Transportation (DOTr), in reference to the 2015
Ortigas LRT Project – Strategic Report by Castalia Strategic Advisors and Deloitte. This study, respectively the scope of the study
was subsequently, in September 2018, changed as to prepare an ICC-grade feasibility study for the respective MRT4 line.
6
Investment Coordination Committee – Cabinet Committee (ICC-CabCom) of the National Economic and Development Authority
(NEDA)

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aspects, have not been analyzed and incorporated during this initial feasibility study, and are
yet to be complemented.

In line with the official endorsement process, the ICC/NEDA endorsed7 on 20 December 2019
the MRT4 project for the NEDA Board approval, based on the initial Feasibility Study, to be
financed by Official Development Assistance (ODA).

Source: Line 4 Revised Final Feasibility Study, 19 June 2019 [SPI/REP/19/003/NEDA]

Figure 1-9: Map of Existing and Approved Urban Railway Systems in Metro Manila

7
https://neda.gov.ph/icc-cabcom-endorses-12-projects-for-neda-board-approval/

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1.3. PROJECT ALTERNATIVES
1.3.1. Criteria for Determining Preliminary Options
The assessment of the different possible transport systems is made through a Multicriteria
Analysis: 1) initial analysis of the characteristics of the systems to be assessed is made; and
2) generation of alternatives with consideration of intimate linkage of headway/capacity of rail
vehicle (number of car)/system capacity.
The major driver to determine the type of system to implement is the passenger volume
[demand] at the most crowded section of the line, during peak hour. This demand is strongly
determined by the adopted service headway. Together with the desired level of service, the
required capacity that the system must fulfil is set.
The selection of the suitable alternative is made with the help of a set of indicators and a
weighting structure, with which the evaluation and scoring of each of them can be developed
and, as result, the best alternative can be selected. The set of indicators and a weighting
structure is grouped into four main categories in order to tackle all relevant aspects that have
an influence in the selection of system process. For the selection of weights, the proposed
Macbeth methodology (currently under final assessment) has been used.
The indicators and weights are presented in Table 1-5.
Table 1-5: Indicators and Weights for the Multicriteria Analysis of Alternatives
Indicators Weights
Service and Operation 25%
• Total number of coaches
• Headways
• Platform width
• Platform length
• Capacity at given headway
Rolling Stock Characteristics 25%
• Rolling stock service life
• Rolling stock specifications
• Type of traction
• Rolling stock adaptability
• Cost of rolling stock
Required Infrastructure 25%
• Infrastructure CAPEX
• Construction timeline
• Depot CAPEX (2025)
• Depot CAPEX (2055)
Social and Environmental Impact 25%
• Energy consumption
• Noise and vibration
• Direct GHG emissions (due to rubber tires)
• Infrastructure footprint (urban blight, visual intrusions)
Source: Appraisal of the Feasibility Study (Final Report). Results & Recommendations [MRT4-IDOM-LWD-
ROU-RPT-GE-GEN-000005-F-03], May 2022

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1.3.2. ROW Alternative Options
The alignment ideas brought forward were assessed mainly on the following: a) the potential
for integration or connection with existing rail network (existing and planned rail lines); b) right-
of-way (ROW) issues, such as crossing of waterways, width of roads traversed, existing
underground and elevated structures such as flyovers, underpasses, etc.; and c) estimated
length of alignment.

Table 1-6: Qualitative Analysis of Alignment Ideas

Alignment Estimated Advantages Disadvantages
Length
AL1 Taytay to EDSA/Shaw: 14.2 km Enters the Ortigas Potential issues at
Ortigas – ADB Avenue central business Ortigas Ave. corner
– MRT3 Shaw district (CBD) so it ADB Ave., and at San
is able to service Miguel Ave. corner
commuters working Shaw Blvd. due to tight
in this area turning radius
Connects to:
1. Future subway
2. MRT3 Shaw
AL5 Taytay to LRT2 V. 19.2 km Enters the Ortigas Difficulty of crossing
Mapa: Ortigas – ADB central business EDSA along Shaw
Avenue – EDSA/Shaw district (CBD) so it Blvd. due to presence
Blvd – V. Mapa is able to service of the MRT3 Station
commuters working and vehicle flyover
in this area Building over or on the
Penetrates banks of the San Juan
Mandaluyong City River will increase
by one of its main capital costs
thoroughfares Potential conflict in the
(Shaw Boulevard) area where the
Connects to: alignment follows the
1. Future subway San Juan River, which
2. MRT3 Shaw is also the alignment of
Blvd. the Skyway Stage 3
3. LRT2 V. Mapa Project.
AL11 Taytay to LRT2 16.1 km Most of the Ortigas Does not
Gilmore: Ortigas – Avenue ROW traverse/access the
Ortigas/EDSA – seems sufficient to center of Ortigas CBD
Gilmore accommodate a Difficulty of crossing
transit system EDSA along Ortigas
Connects to: Avenue because of
1. Future subway existing infrastructure
2. MRT3 Ortigas
3. LRT2 Gilmore
AL12.1 Taytay to Roxas 23.1 km Fulfills a complete Significantly larger
Boulevard: Ortigas – East-West radial investment cost due to
ADB Avenue – Shaw line length of line
Blvd – New Panaderos May connect to any • Potential difficulty in
Street – Pedro Gil – mass transit crossing the San Juan
Roxas Boulevard planned for Radial River (where
Road 10 (R-10) Lambingan Bridge is
Connects to: located)
1. Future subway
2. MRT3 Shaw
Blvd.
3. LRT1 Pedro Gil

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Project Description for Scoping
Alignment Estimated Advantages Disadvantages
Length
AL13 Taytay to Quezon Ave. 21.9 km There may be a East-West Rail project
(future EastWest Rail): large ridership not implemented yet
Ortigas – ADB Avenue potential along Potential conflict in the
– Shaw Blvd – V. Mapa Quezon Avenue area where the
– G. Araneta Ave. – Penetrates both alignment follows the
Quezon Ave. Mandaluyong and San Juan River, which
Quezon City is also the alignment of
Connects to: the Skyway Stage 3
1. Future subway Project.
2. MRT3 Shaw
3. LRT2 V. Mapa
4. Future East-
West Rail
AL14 Taytay to LRT1 24.9 km Connects to: Does not
Balintawak: Ortigas – 1. Future subway traverse/access the
Gilmore – E. Rodriguez 2. LRT2 Gilmore center of Ortigas CBD
– Mayon Street – A. 3. LRT1 Balintawak Difficulty of crossing
Bonifacio – EDSA EDSA along Ortigas
Balintawak Avenue because of
existing infrastructure
Parts of Mayon Street
are narrow (possible
ROW issues)
Potential conflict with
Skyway Stage 3
Project’s ROW (Mayon
Street)
AL15 Taytay to LRT1 5th 24.4 km Has potential for Does not
Ave.: Ortigas – Gilmore future extension traverse/access the
– E. Rodriguez – towards the west center of Ortigas CBD
Mayon Street – 5th (Manila Bay / North Difficulty of crossing
Avenue – LRT1 5th Harbour) EDSA along Ortigas
Avenue Connects to: Avenue because of
1. Future subway existing infrastructure
2. LRT2 Gilmore Parts of Mayon Street
3. LRT1 5th are narrow (possible
Avenue ROW issues)
AL15.1 Taytay to North 28.3 km May connect to any Significantly larger
Harbour Area: Ortigas mass transit investment cost due to
– Gilmore – E. planned for R-10 length of line
Rodriguez – Welcome Takes passengers No existing mass
Rotonda – Mayon up to the Manila transit lines to connect
Street – 5th Avenue – North Harbour to on the west of Rizal
LRT1 5th Avenue – C3 Connects to: Avenue Extension
– North Harbour Area 1. Future subway (after LRT1 5th Avenue)
2. LRT2 Gilmore
3. Future East-
West Rail
4. LRT1 5th
Avenue
Source: Line 4 Revised Final Feasibility Study, 19 June 2019 [SPI/REP/19/003/NEDA]

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Project Description for Scoping
1.3.3. Structure Alternative Options
1.3.3.1. Viaduct
The proposed viaduct typologies are described in Table 1-7.

Table 1-7: Viaduct Typologies

Typology Description
Precast Concrete • To be constructed in reinforced and prestressed concrete.
Box Segments • To be precast segmental with match-cast segments span-by-span
erection by launching gantry.
Typical cross
section at mid-
span

Typical cross
section over
piers

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Project Description for Scoping
Typology Description
Typical
elevation

Precast Concrete • To be constructed in reinforced and prestressed concrete.

U-Shaped • To be precast segmental with match-cast segments span-by-span
Segment erection by launching gantry.
Typical cross
section at mid-
span

Typical cross
section over
piers

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Project Description for Scoping
Typology Description
Typical
elevation

Precast Concrete • To be constructed in reinforced and prestressed concrete.

Dapped-End • To be erected using crawler cranes or truck mounted cranes.
Girders Typical cross
section at mid-
span

Typical cross
section over
piers

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Project Description for Scoping
 Typology Description
Typical
elevation

Source: Appraisal of the Feasibility Study (Final Report). Results & Recommendations [MRT4-IDOM-LWD-
ROU-RPT-GE-GEN-000005-F-03], May 2022

1.3.3.2. Stations
Three (3) station typologies were defined during the FS Appraisal: Standard Wide; Standard
Narrow; and Singular. Table 1-8 provides the description of each station typology.

Table 1-8: Station Typologies

Typology Description
Standard
Wide

Size 120 m x 28 m
Concourse 1
Levels These stations located in the median of the street would have 3 levels.
• Ground level: access level for stairs and lifts towards the station and
the pedestrian overpass. It is considered a station supported by 3
columns in its cross-section, a central one in the median of the
street, and 2 more on the sidewalks since this is required by the
approximately 28-m width.
• Concourse level: entrance level to the station, Pedestrian overpass,
Fare gates, and facilities. From this level, it would start, towards the
platform level.
• Platform level: level of the passage of trains with side platforms. It is
accessed through fixed and mechanical stairs and elevators. It also
has emergency stairs.

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Project Description for Scoping
Typology Description
Standard
Narrow

Size 120 m x 17 m
Concourse 1
Levels These stations located in the median of the street would have 3 levels.
• Ground level: From the new volumes located on both sides of the
roadway, there would be stairways and lift access to the Concourse
level and pedestrian overpasses located on the upper floor.
Commercial spaces would be relocated on this level.
• Concourse level: entrance level to the station, Pedestrian overpass,
Fare gates, and facilities. From this level, it would start, towards the
platform level.
• Platform level: level of the passage of trains with side platforms.
Access is via horizontal walkways from the new access volumes to
each of the station's side platforms. It also has emergency stairs.

It is considered a station supported by 1 central pillar in its cross-section

since in this situation it is 17 m wide and structurally so.
Singular

Size 150 m x 28 m
Concourse 2 concourses that would laminate the two circulations towards the
correspondence lines
Remarks The station requires dimensions greater than standard stations due to
its strong ridership figures. It requires 6 escalators per platform + fixed
stairs and elevators.
Source: Appraisal of the Feasibility Study (Final Report). Results & Recommendations [MRT4-IDOM-LWD-
ROU-RPT-GE-GEN-000005-F-03], May 2022

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Project Description for Scoping
1.3.4. Depot Alternative Options
Three (3) potential depot sites, presented in Figure 1-10, were initially considered. The lands
are all privately owned and will require a legal framework for resettlement and ROW resolution.

a. The first option (orange), known as the Comeco Compound, is located in the
vicinity of Tiendesitas, SM Center Pasig, and Rockwell in Pasig City. Although
there are existing structures on the lot, proper planning and negotiations can be
made to accommodate the depot.

b. The second option (purple) is a vacant property situated beside the SM Taytay
BPO in Taytay. The area, however, is insufficient for the depot requirement;
hence, it will be necessary to acquire some of the private properties beside it.

c. The third option (blue), previously known as the Excelsior Villas, is an abandoned
village owned by the Club Manila East Resorts & Hotels8. The area of the vacant
lot is adequate to accommodate the proposed depot.

Source: Line 4 Revised Final Feasibility Study, 19 June 2019 [SPI/REP/19/003/NEDA]

Figure 1-10: Depot Location Options

Aside from the proximity, space availability, and minimal ROWA, the value of land is a primary
factor to be considered. The price of land in Metro Manila is higher compared to Rizal. To limit
acquisition of residential and commercial properties and minimize cost for the purchase of land,
the depot is proposed to be located in the third option (blue).

The depot tracks will be connected to the main line by a traverser, which moves horizontally.
Features of the depot shall include, but not limited to, the following: a) Stabling facility; b)

8
Information from Taytay Municipal Assessor’s Office

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Project Description for Scoping
Stabling track; c) Traverser system; d) Maintenance tracks; e) Storage warehouse (for tools
and spare parts); f) Workshop facility; g) Substation; h) Project offices; i) Parking area for depot
employees.

The design layout of the depot shall incorporate an arrangement of tracks, with adequate
spacing and length, and traverser to facilitate operational flexibility and efficiency. Depot
operations will be planned on a 24-hour basis.

1.3.5. Technology Option

Based on the studies to be developed in the next stages of the Project, the main alternatives
being considered are: 1) Monorail; 2) Light Rail Transit; and 3) Metro Rail Transit. Table 1-9
provides the comparison of these transportation modes.

Table 1-9: Comparison of Transportation Modes

Configuration Features
Monorail • Offers a frequent, reliable, safe, and fast
(MR) service
• Fully automated operation enabling short
headways and maximized system capacity
• Low visual impact to fit urban environment
• Easy urban integration through sharp
curves and steep grades

Light Rail • Optimized operations and maintenance

Transit (LRT) • Uncompromised passenger safety
• Requires a superstructure for the rails
• Less width, therefor less capacity per coach
and narrower footprint that MRT

Metro Rail • Highly utilized worldwide, reliable, and

Transit (MRT) robust
• Wider, with larger capacity but larger
footprint
• Employ international mass transit standards
for durable robust design with large number
of suppliers
• Heavier systems mean lower slopes and
wider curves

Source: Appraisal of the Feasibility Study (Final Report). Results & Recommendations [MRT4-IDOM-LWD-
ROU-RPT-GE-GEN-000005-F-03], May 2022

1.3.6. No Project Option

Ortigas Avenue is considered as a main thoroughfare that links Rizal Province and Metro
Manila. In 2021, the annual average daily traffic (AADT) along this corridor had reached up to
185,699, which is 81.26% higher than the 2012 figures. Only 9.07% of these vehicles are public

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Project Description for Scoping
transportation (e.g., jeepneys, buses, UVs, taxis).9 With insufficient options available to the
public, these public transport modes often experience overcrowding and running at
overcapacity. Other people tend to acquire more private vehicles, adding to the growing road
congestion. It is known that traversing Ortigas Avenue from Tikling in Taytay, Rizal, to the
Ortigas Central Business District or EDSA-Crossing in Mandaluyong City during peak hours
can take an average of about three hours, thus, decreasing productive/economic and leisure
time for men and women in their pursuit of better quality of life.
This status quo may persist without the proposed Project unless other measures with the same
objectives are implemented.

1.4. PROJECT SIZE

The proposed MRT4 is a linear infrastructure with a total length of 15.56 km from Brgy.
Valencia, Quezon City to Brgy. San Juan, Taytay, Rizal. It has 12 stations.

1.5. PROJECT COMPONENTS

This section presents an overview of the main components, support facilities, and pollution
control devices for the proposed MRT4.

1.5.1. Main Components

The main components of MRT4 includes: 1) Main Railway Line; 2) Stations; 3) Maintenance
Depot; 4) Electromechanical System; and 5) Rolling Stock.

1.5.2. Support Facilities

The support facilities for MRT4 will include: 1) Substation Facilities; 2) Drainage Facilities; and
3) Administration and Operation Center.

1.5.3. Pollution Control Devices

1.5.3.1. Air and Noise Pollution Control Devices
The air pollution and noise levels which will be generated during construction of the MRT4 are
temporary in nature. Nonetheless these will be appropriately mitigated. To minimize dust
suspension, the following measures will be implemented:
• Minimize alteration of topography and removal of vegetation to minimize earthworks;
• Regular cleaning and clearing of construction access /sites of spoils and debris from
construction equipment and vehicles and wetting of ground soil when necessary;
• Store excavated materials at designated disposal areas. Construction materials and
trucks loaded with spoils will be covered;
• Undertake daily cleaning of paved routes around the pier construction sites;

9
https://mmda.gov.ph/images/Home/FOI/Annual-Average-Daily-Traffic-AADT/AADT_2021.pdf

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Project Description for Scoping
 • Control vehicle movement maintaining the speed limit within the construction site to
<10 kph;
• Plant vegetation on bare ground as early as possible and create a vegetated buffer
zone where possible.
• Regular preventive maintenance of heavy equipment, machineries, and service
vehicles to meet the DENR Emission Standards. Wherever possible, use electrically
powered equipment;
• Minimize vehicle transport by maximizing the use of site-generated materials.
• Air quality will be monitored at identified baseline sampling points including nearby
sensitive receptors (residential, school and hospital areas) and ecologically significant
area/s (if any) likely to be affected by the operation of construction machines and
evaluate effectiveness of the air pollution reduction measures provided.
To mitigate the potential impacts of noise, the following measures will be implemented:
• Plan construction activities in consideration of time and scale of construction to
optimize the use of construction equipment, machineries, and vehicles to minimize
nuisance noise. Schedule high noise generating activities during daytime to reduce
disturbance to nearby communities/sensitive receptors;
• Provision of temporary and permanent noise barriers;
• Provision of noise control devices, such as mufflers and noise suppressors, for all
construction equipment and machineries to help minimize the generation of noise;
• Use of electric instead of diesel-powered equipment and hydraulic tools instead of
pneumatic tools;
• Regular inspection and preventive maintenance of heavy equipment, machineries and
service vehicles to meet the DENR Emission Standard;
• Minimize vehicle transport by maximizing the use and recycling of materials generated
on-site;
• Provision of training on noise mitigation and provide appropriate personal protective
equipment (PPE), e.g., earmuffs to construction workers; and
• Monitor noise levels at identified sampling points including nearby sensitive receptors
(residential, school and hospital areas) including ecologically significant area/s (if any)
likely to be affected by the operation and evaluate effectiveness of the noise reduction
measures provided.

1.5.3.2. Water Pollution Control System

Wastewater from the administration and Depot Facilities will be treated in a Sewage Treatment
Plant (STP) prior to discharge into the receiving body of water. Effluent from the STP will be
monitored to ensure that its quality meets the DENR standards.

1.5.3.3. Solid Waste Management System

Waste material generated will be classified as hazardous and non-hazardous wastes.
Separate receptacles and storage areas will be established for each type of waste identified
at the Project site.
Non-hazardous solid wastes will be classified as compostable, re-usable, recyclable, and
residual. These will then be properly disposed of based on their classification. DOTr will comply

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Project Description for Scoping
with disposal regulations as stipulated in the Ecological Solid Waste Management Act of 2000
or Republic Act 9003.
Hazardous wastes will be classified based on Republic Act 6969 or the Toxic Substances and
Nuclear Wastes Control Act 1990. These will be handled, stored, and transported according
to Philippine standards and treated through DENR-accredited hazardous waste treaters.

1.6. PROCESS/TECHNOLOGY
The recommended system based on the scores obtained is to be a MRT system, which can
start operation with an initial number of cars of 5 (total train capacity of 1,000 pax) and headway
starting at 4 min, and which capacity can be increased by reducing headway (through CBTC)
and/ or increasing the number of cars (at a second stage).

1.7. PROJECT UTILITIES

Utility requirements during the construction phase include fuel, power supply, and water
supply.
1.7.1. Fuel Requirement
Fuel requirement during construction will be for the use of heavy equipment, transport, and
service vehicles. Fuel requirement during operation will be for the use of back-up generators
at stations during power interruption and for the service vehicles.
1.7.2. Power Supply
Power supply during construction will be sourced either by tapping at the nearest electricity
source or through a generator set. Contractor will be required to submit an environmental and
safety management plan for the use of generator sets. To ensure high reliability of power
supply during the operation, adequate redundancies in the transmission and distribution will
be incorporated in the detail design stage. Power supply will be sourced out from MERALCO.
1.7.3. Water Supply
Water for construction of the project will be taken from existing water sources of the LGUs,
through the local water providers in the area or by sourcing it out and delivery via water tank
trucks. Water supply during the operational phase will be sourced from the local water districts.
Water usage will be minimal and limited to domestic use only (e.g., for usage in and
maintenance of comfort rooms, etc.).

1.8. PROJECT PHASES

This section describes the various activities to be undertaken during the Pre-Construction,
Construction, Post-Construction, Operational, and Abandonment Phases of the Project.

1.8.1. Pre-Construction Phase

This phase consists of activities prior to construction. These include preparatory works like
feasibility study and detailed engineering design. Specifics are as follows:

a) Detailed design and surveys;

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Project Description for Scoping
 b) Acquisition of Environmental Compliance Certificate (ECC);
c) Preparation of relevant plans and programs;
d) Utility Diversion/Relocation Planning;
e) Land acquisition for the depot area and project ROW;
f) Resettlement of Project-affected people;
g) Bidding and selection of contractor/s;
h) Acquisition of permits;
i) Procurement of construction materials, Rolling Stock, and E&M System; and
j) Implementation of environment mitigation measures of pre-construction activities.
1.8.2. Construction Phase
a) Preparation of construction site, including clearing of existing vegetation, removal of
existing structures along the MRT4 alignment, and earthmoving activities;
b) Transport of materials;
c) Construction of temporary facilities, depot, viaduct, embankment and at grade
structures and station;
d) Manufacturing of girder for elevated section;
e) Implementation of environment mitigation measures, monitoring of construction
activities; and
f) Implementation of Traffic Management Plan.
1.8.3. Post Construction Phase
a) Demolition of all temporary structures/facilities;
b) Decommissioning and removal of construction machinery and equipment from the site;
c) Clean-up and restoration/rehabilitation activities; and
d) Selection of Operator.
1.8.4. Operation Phase
a) Test run of the MRT4 trains;
b) Maintenance work of passenger facilities, such as the station;
c) Maintenance of rolling stock;
d) Maintenance of E&M System including power supply system, automatic ticketing
system;
• Implementation of the EMP and EMoP; and
• Commercial operation (optional).
1.8.5. Abandonment Phase
In the unlikely event that the operation of the proposed MRT4 is no longer deemed feasible to
operate and maintain, a decommissioning or abandonment plan will be prepared by the
Proponent. The abandonment plan will specify the proposed studies to be conducted (e.g., site
assessment) and what equipment can be recovered, relocated, or sold, and the area will be
developed based on the next industrial use of the site. If soil contamination is present, the
subject area will be decontaminated through the appropriate measures. The green buffer zone
will have to be retained.

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1.9. LABOR REQUIREMENTS
1.9.1. Required Work Force
Table 1-10 presents the labor requirements during the Pre-Construction, Construction, and
Operation phases of the proposed MRT4.

Table 1-10: Estimated Work Force for the MRT4

Project Phase Civil E&M Rolling Stock Others Total Mode of Hiring
Pre-Construction 56 5 15 10* 86 Direct hiring
Construction ~3,500 ~750 ~750 - ~5,000 Through Contractor/s
Operation 62 326 35 42^ 465 Direct hiring
Notes: The figures provided in this table are estimates.
(*) Additional utility personnel (security, drivers, helpers, etc.)
(^) Other department personnel (Management, Admin & Finance, CS & PR)

1.9.2. Policy of Job Opportunities

1.9.2.1. Priority Hiring of Locals
Work force requirements during the construction phase will be sourced through the local
Contractors that will be hired for the Project. Work force during the pre-construction and
operation phases will be hired directly by the DOTr. Hiring of workers through agencies is
discouraged. In compliance to Republic Act No. 6685 (RA 6685), DOTr will hire at least 50%
of unskilled workers and 30% of the skilled labor requirement from the unemployed bonafide
and actual residents of project affected cities, with priority given to the host barangays. The
prioritization of project affected communities in terms of job opportunities are also required
under the RAP of the Project. Local Contractors will be held to the policies set forth within the
terms of reference and contracts to ensure compliance.
1.9.2.2. Policy on Equal Job Opportunities
DOTr is committed to provide equal opportunities for employment of everyone, in compliance
with the Labor Codes of the Philippines, Republic Act No. 10911 known as the Anti-Age
Discrimination in Employment Act, and RA 7277 known as the Magna Carta for Disabled
Person. DOTr will provide equal opportunities for employment of men and women, based on
their abilities, knowledge, skills, and qualifications, rather than on age or disability.
Where possible, provisions to encourage women’s participation in labor-based work during the
construction phase will be included in the TORs and contracts of local Contractors (e.g., female
hiring to comprise 20% of the total workforce in skilled and unskilled positions). Provisions to
ensure equal payment for equal work between male and female workers and for the payment
of benefits for women to be given directly to them will also be included in the TORs and
contracts.
To ensure that no person will be discriminated or refused employment based on his/her
disability or age, DOTr will coordinate with the respective Public Employment Service Office
(PESO) of each LGU to develop and administer testing and evaluation instruments for effective
job selection and training. For disabled persons, the Contractors may consider engaging in
sheltered employment. Sheltered employment as defined in RA 7277 is the provision of
productive work for disabled persons through workshop, providing special facilities, income-
producing projects or homework schemes with a view to give them the opportunity to earn a

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Project Description for Scoping
living thus enabling them to acquire a working capacity required in open industry. In the
placement of disabled persons in sheltered employment, the Contractors will be required to
accord due regard to the individual qualities, vocational goals, and inclinations of the disabled
persons to ensure a good working atmosphere and efficient production as required in Section
6 of RA 7277.
To encourage the participation of the contractor in promoting the welfare of disabled persons
and to ensure gainful employment for qualified disabled persons, DOTr will assist the
contractor in availing the following incentives as provided for in RA 7277: Private entities that
employ disabled persons who meet the required skills or qualifications, either as regular
employee, apprentice or learner, will be entitled to an additional deduction, from their gross
income, equivalent to twenty-five percent (25%) of the total amount paid as salaries and wages
to disabled persons: Provided, however, that such entities present proof as certified by the
Department of Labor and Employment that disabled persons are under their employ.
Provided, further, that the disabled employee is accredited with the Department of Labor and
Employment and the Department of Health as to his disability, skills, and qualifications.
Private entities that improve or modify their physical facilities in order to provide reasonable
accommodation for disabled persons will also be entitled to an additional deduction from their
net taxable income, equivalent to fifty percent (50%) of the direct costs of the improvements or
modifications. Note that this provision does not apply to improvements or modifications of
facilities required under Batas Pambansa Bilang 344 (An Act to Enhance the Mobility of
Disabled Persons by Requiring Certain Buildings, Institutions, Establishments and Public
Utilities to install Facilities and Other Devices).
The policy on hiring including the treatment of statutory benefits of the workers will be stipulated
in the TORs and contracts with the local Contractors to ensure compliance.

1.10. PROJECT SCHEDULE AND TIMELINE

The indicative timeline of project implementation is presented in Table 1-11.
Table 1-11: Indicative Timeline of MRT4 Project Implementation
Project Phase Indicative Timeline
Detailed Engineering Design (DED) Phase 4Q 2021 - 2Q 2023
Advance Early Works (Utilities) 3Q 2022 - 1Q 2024
Early Works (Site Clearance) 2Q 2023 - 4Q 2024
Construction 2Q 2024 - 2027
Partial Operations To be determined based on DED Phase
Full Operations 2028

1.11. PROJECT COST

The estimated total cost of the proposed MRT4 is Fifty-Eight Billion Nine Hundred Twenty
Million Three Hundred Thousand Pesos (PHP 58,920,300,000.00) based on the current
design of the project. This cost estimate is inclusive of Financing Charges amounting to One
Billion Eight Hundred Fifty Million Five Hundred Fifty Thousand Pesos (PHP
1,850,550,000.00).

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1.12. PRELIMINARY IDENTIFICATION OF KEY ENVIRONMENTAL IMPACTS
To address the potential environmental impacts of the proposed project, an environmental
management plan will be prepared, presenting the proposed mitigation and/or enhancement
measures that can be employed during the different phases of the project development. The
initial key environmental impacts identified, and the corresponding mitigating measures are
presented in Table 1-12.
Table 1-12: Initial Environmental Management Plan
Environmental Environmental Management and Mitigating Measures
Component Impacts
LAND Incompatibility with the • Coordination with the lot owners, LGUs, other
existing land use relevant agencies and concerned stakeholders
in acquiring and/or securing the ROW
Impairment of aesthetic • Maintain the construction site/yards clean and
view conduct rehabilitation after construction
• Provision of temporary screens/wall to minimize
visual clutter
• Designing the project facilities to harmonize with
the surrounding environment
Potential conflict with • Coordination with DPWH and other relevant
other government agencies and development of designs with
infrastructure projects compatible, non-overlapping structures
Accumulation of • Implementation of the solid waste management
construction debris and program by the contractor
other solid waste • Regular transport of construction debris and
other solid waste in the approved designated
area by the DENR
Generation of • Implementation of the same hazardous wastes
hazardous wastes management programs used in the existing
(used oil, busted bulbs) operations
• Segregation of hazardous materials by waste
type
• Storage of wastes in sealed and labeled
containers
• Treatment and disposal of wastes by DENR-
EMB accredited transporters, haulers, and
treaters
Possible damage to • Application of non-vibration and/or vibration-
nearby properties due avoiding techniques during construction, if
to construction works possible
• Notification of nearby residents and
establishments about use of heavy equipment
• Regular monitoring of vibrations
• (For hauling trucks) Compliance with road weight
limit standards to avoid ground vibration
Loss of flora and fauna • Conduct of 100% inventory of the affected trees
within ROW and Depot along the proposed alignment (including the
site depot site) and securing of tree cutting permit
(TCP) in compliance with DENR MC 2012-02
prior to any clearing activity
• Minimizing vegetation clearing to areas to be
developed only

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Environmental Environmental Management and Mitigating Measures
Component Impacts
• Implementation of tree and vegetation
management plan as part of the construction
plan
• Prioritizing areas not part of the development
within the ROW, around the stations and depot
for replanting activity to create buffer zone to
improve wildlife habitat
WATER Possible clogging of • Regular removal of silt and sediments
drainage and surface • Establishment of siltation ponds, silt traps, and
water due to siltation erosion barriers
Generation of domestic • Implementation of basic housekeeping policies
wastewater from • Provision of sanitation facilities (i.e., portable
construction toilets, showers, etc.)
Potential impact on • Implementation of best engineering practices
groundwater level during construction
• Installation of monitoring wells
Deterioration of surface • Provision of sewage treatment plant (STP) and a
water due to discharge separate treatment facility for non-sewage waste
of untreated wastewater waters at each commuter station and depot to
in stations and the meet the general effluent standards
Depot • Handling of potential contaminants during
operation phase will be compliant with RA 6969
AIR, NOISE, Generation of dust • Minimizing/preventing unnecessary earth-
AND during construction movement
VIBRATION • Regular watering of construction sites that will
generate dust
• Avoiding long exposure of excavated soil piles to
strong winds by applying canvass covers
• Adjusting construction activities in consideration
to weather system, identifying periods of high
winds and drought that aggravated dust
transport
• Controlling vehicle movement and maintaining
the speed limit within the construction site to <10
kph
• Regular cleaning and clearing of construction
access / sites surfaces of spoils and debris from
construction equipment and vehicles and wetting
of ground soil in the construction site when
necessary
Generation of air • Proper and regular maintenance of heavy
emissions and noise equipment and vehicles
during construction • Monitoring of ambient air quality in the
construction sites, as may be required
• Performing of noisy activities during daytime
• Designing and installation of effective noise
barriers and absorbers along the alignment
especially in areas with sensitive facilities and
install noise control devices such as mufflers and
noise suppressors to all construction equipment
and machineries
• Monitoring of construction noise to ensure that
Lmax at sensitive areas (residences, institutions,

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Project Description for Scoping
Environmental Environmental Management and Mitigating Measures
Component Impacts
and hotels) does not exceed 85dB(A) daytime
and evening, and 80 dB(A) during nighttime
Increase in ambient • Planning and implementation of construction
vibration level during activities in consideration to time, duration, and
construction scale to optimize the use construction
equipment, machineries, and vehicles. Schedule
high vibration generating activities during
daytime to reduce disturbance to nearby
communities
• Selecting construction equipment and
machineries matching the scale of the
construction and with minimal vibration
generation if possible
Increase in ambient • Optimizing the number of train operation at
noise level during nighttime to reduce generated noise
operation • Provision of high concrete noise barriers along
the alignment especially along areas identified
as sensitive receptors
• Provision of noise control device such as muffler
to all stationary sources (i.e., generator set)
• Regular inspection and proper maintenance of
trains and tracks to reduce operational noise
PEOPLE Generation of • Priority hiring of qualified residents of the host
employment, taxes, and communities
additional income • Priority purchasing of local items, if applicable,
within the host communities
Increased occupational • Requiring all personnel to wear proper PPE
safety and health risks • Supervision of all civil and electro-mechanical
during construction works by trained engineers
• Provision of first-aid stations, safety equipment,
and signage at working areas
• Implementation of the Occupational Health and
Safety Management Plan
• Provision of appropriate PPE to all personnel
undertaking maintenance work
Impacts on cultural • Designing of the project components to minimize
heritage sites the effect on important cultural landmarks and
heritage sites along the ROW
Threat to public health • Provision of security guards in all stations to
and safety direct passengers on the safe zone
• Provision of sanitary facilities or utilities in all
stations and depot
Generation of traffic • Provision of early warning devices/road signs
during construction • Provision of parking spaces within project site
• Implementation of Traffic Management Plan in
coordination with the concerned LGU offices
Reduction of travel time • Promoting the benefit of reduced travel time
for commuters using mass transit over other modes of
transportation

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Project Description for Scoping