Philippines - Metro Manila Urban Transport Integration (MMUTRIP) Project : environmental assessment (Vol. 1 of 3) : Environmental assessment report & executive summary (REVISED)

E- 344 7 VOL. 1 Philippines: Metro Manila Urban Transport Integration Project (MMUTRI P) DPWH / DOTC / MMDA Draft Environmental Analysis December 1999  ------  OVERVIEW On May 1997, the Metro Manila Urban Transport Integration Project (MMURTRIP) was initiated by the Government through the Department of Public Works and Highways (DPWH) and in coordination with the Department of Transportation and Communication (DOTC) and the Metro Manila Development Authority (MMDA) to improve transport facilities in selected areas of Metro Manila. The project is expected to be implemented through World Bank funding support. MMURTRIP is now on the process of preparing the necessary documents needed based on World Bank and DENR guidelines prior to implementation of the traffic management scheme. This report presents the Initial Environmental Examination (IEE) of the MMURTRIP undertaken by the Environmental Impact Assessment Project (EIAPO), DPWH to secure the Environmental Compliance Certificate (ECC) or Certificate of Non-Coverage (CNC) prior to project implementation. The subject of environmental examination presented in this report consists of: Phase l: 1. LRT Line 2 Corridoe 2. EDSA LRT Line 3 Corridor 3. MARIPAS-Marikina Valley, Project - Marcos Highway (Marcos Bridge to Masinag) 4. Secondary Roads - Ortigas Avenue (C5 to Tikling) - Legarda - Aurora Boulevard - Pasong Tamo - Quezon Boulevard - D. Romualdez Phase Il: 1. Southern Corridor - Bicutan - Alabang - Sucat 2. MARIPAS - Marikina Valley, Project - Marcos Highway (Katipunan-Major Dizon) - Radial Road IlIl (R3)  3. Secondary Roads - Don Mariano Marcos Avenue - Banawe - Moriones - Quirino Highway - Antonio Arnaiz - South Supe Highway West/East Service Road - Pedro Gil/Panaderos - Gil Puyat - M. de la Fuente (Trabajo) - Hacobo Fajardo (Lealtad) - Tayuman - 1 oth Avenue Summary of Costs and Project Financing and the Implementation Schedule is presented in the Annexes. The project will involve pavement rehabilitation through drainage and sidewalk improvements with traffic management measures, improvement of intersections (new traffic signals, marking for pedestrian crossing and minor widening), and road improvement (re-surfacing). Pedestrian barriers on median and on sidewalk and new signalized pedestrian crossing will also be provided. The objective of the project is to address the deterioration of urban transport situation in Metro Manila by improving integration and management of the transport system. The focus is on actions within selected areas which would enhance the use of public transport, improve the effectiveness of the committed mega-projects and offer road access.  INTRODUCTION The Public and Private transport system of Metro Manila and its environs which makes use of the existing road system consist mostly of tricycles, jeepneys, cars, buses and trucks. With the continually rising number of the vehicles it may result to heavy traffic flows along and particularly in certain corridors along Metro Manila. An example of this is the heavy concentration of cars and buses along EDSA. The conceptual road network of Metro Manila comprises 10 radial roads and 5 circumferencial roads. However, the existing road network has become inadequate to meet the transport demands of the expanding metropolis due to partially developed primary road system, lack of a well planned and developed secondary arterial and distributor roads, uncoordinated and inaccessible private roads and inadequate drainage structures and road appurtenances. At present, the urban structure of Metro Manila is characterized as follows: a. The main transport network, including the radial and circumferential roads, emanates from the traditional Central Business District (CND) in the City of Manila. Some of these routes are still incomplete. C4 (EDSA) is the main ring road through which traffic between the north and south Luzon passes. b. Sub-CBDs are found along C-4 at Baclaran, Makati, Ortigas-Shaw, Cubao and Monumento. Of these, makati and Ortigas-Shaw are the most important. c. Large-scale commercial facilities (e.g. shopping centers, supermarkets and recreational facilities) are concentrated in strategic locations, such as, along Aurora Blvd. (SM Centerpoint), Ortigas Ave. (Greenhills Shopping Center), at the junction of EDSA and North Avenue (SM City), EDSA-JP Rizal (Guadalupe Commercial Complex), Commonwealth Avenue (Ever-Gotesco), Zapote-Alabang Road (SM South mall), Regalado Ave.-Quirino Highway (SM Fairview) and along Rl Expressway (Uniwide Coastal Mall). d. Industrial developments are mainly located around the port area, along or in the vicinity of the Pasig and Marikina Rivers and along major roads such as C5, South Superhighway, Quirino Highway (R8), Mc Arthur Highway (R9) and the North Diversion Road. Likewise, there are lots of future major developments that will have significant impacts on the urban structure of the metropolitan. Cognizant of the problems posed by these developments on the road network, the Government has initiated to construct high impact projects both using public and private sector funds. Among the projects presently being implemented include the Metro Manila Skyway, Maniloa-Cavite Toll Expressway, the MRT Lines 3 and 2, EDSA-Ayala/Pasay Road Interchange and the Kalayaan-Buendia viaduct.  However, the simultaneous construction of these projects have resulted in traffic congestion not only along routes traversed by these projects but also along the routes of the project area. Observations made on the existing environmental concerns in the project area includes: 1. Indiscriminate bus/FX loading and unloading practices 2. Waiting passengers overflow on streets 3. Frontage parking operations interfering crossing facilities, bus stops and passenger waiting facilities. 4. Poor interface between pedestrian crossing facilities, bus stops and passenger waiting facilities. 5. Inadequate crossing facilities and poor sidewalks especially in areas with heavy pedestrian traffic. Sidewalks are occupied by vendors right up to the curb. People walk on carriageways and cross everywhere. 6. Poor and inadequate lighting 7. Indiscriminate pedestrian crossing practices 8. Some of the existing signalized intersection is now closed.  The conceptual road network of Metro Manila comprises of 10 radial roads and 5 circumferencial roads. However, the existing road network has become inadequate to meet the travel demands of the expanding metropolis due partially developed primary road system, lack of a well planned and developed secondary arterial and distributor roads, uncoordinated and inaccessible private roads and inaccessible  I  Secondary roads program is one of the project component for Metro Manila Urban Road Transport Integration Project (MMURTRIP). The objective of MMURTRIP is to address the deteriorating urban transport situation in Metro Manila by improving integration and management of the transport system. The focus is on actions within selected areas which would enhance the use of public transport, improve the effectiveness of the mega-projects and offer strategic road access particularly outside EDSA. Aurora Boulevard, Pasong Tamo, Quezon Boulevard and D. Romualdez which are classified under secondary roads play an important feeder and distribution function for both private and public transport vehicles. Measures to Minimize Negative Impacts Although the adverse impacts are short term in nature the following are planned actions or countermeasures for adverse impacts: Pre - Construction As soon as the contract for the project has been approved and the notice to proceed is released, management should brief the workers on their respective job assignments, proper use, care and maintenance of equipment and pertinent rules and regulations of the DPWH, DOH, DOLE, DENR in order to ensure the health and safety of laborers and the settlers to minimize damage of the environment. Environmental Issues Dust/Air Pollution Earth borrowing sites, waste disposal sites, and asphalt mixing sites should be identified on this stage to concern with the enviromnental issues. Water Pollution Sewage disposal facilities should be considered to treat the sewage before entering into public water source. Noise Sound barriers should be incorporated. Population/Socio-Economic Coordination with concerned offices and agencies for proper settlement and  compensation for the displacement/dislocation of sidewalk vendors. A Resettlement Action Plan (RAP) is being undertaken by Consultants to address such problem. Prior to implementation, Project Affected Persons (PAPs) should be properly compensated or relocated to avoid problems during implementation. Impact during Construction Phase 1 Dust/Air Pollution - During implementation, the extent of air pollution is minimal and temporary. Mitigation measures: - dust discharge associated with cement storing and handling at the site will be eliminated through the use of ready mixed concrete - vehicles delivering materials should be covered to reduce spills - limit dust with a sprinkler system 2. Noise Pollution - During work execution, noise impacts can be limited by: - using equipment with less noise generation - installing temporary barriers or screens - working during regular business hours - maintenance of machinery and vehicles should be enhanced to keep their noise at a minimum. 3. Soil Erosion/Water Pollution Mitigation Measures: - in building permanent drainage system, temporary canals and culverts will be built for the sake of irrigating drainage - all necessary measures will be taken to prevent earthworks and stone works from impeding the existing drainage system - all justifiable measures will be taken to prevent the waste water produced in construction from entering the system 4. Construction Camp - Sufficient measures will be taken in the construction camps, i.e. provision of garbage tanks and sanitation facilities. Waste in septic tanks will be cleared periodically. Special attention shall be paid to the sanitary condition of cammps. 5. Traffic Management - Installation of warning signs and detour to ensure continuous flow of traffic and minimize traffic disturbance. 6. PopulationlSocio-eonomic issues - Although the construction activities are not expected to significantly affect the people, the DPWH and Contractor shall quickly address any related issues or problems with the help of the concerned LGUs. The  EIAPO and the RAP Team shall actively participate in the resolution of issues/problems. Mitigative measures on this issue during construction includes: - maintain access during work execution - enclose the work site with fencing for safety - plan specific iteneraries for site machinery traffic - define traffic rules encouraging contractors to respect highway regulations 7. Employment - Hiring of local worklers during construction will enhance beneficial impact on local labor employment. 8. Potential environrnental effects on public health and safety of workers and the public; strict compliance of industrial- health hazards laws and regulations; provision of workers camp, water supply and waste management for workers. Operation and Maintenance Phase The proponent shall accept the project from the contractor after final inspection of the completed project and all the environmental requirements have been satisfied. The proponent shall then tum-over the project to the concerned LGU who will be responsible for the operation and routine periodic maintenance of the facilities. Maintenance of Drainage System - Part of the regular maintenance should include the clearing and cleaning of drainage structures. Not only will this prevent minor or major flooding of the road, but also will allow water to drain into the main water courses. Vehicle Management - Public will be educated about the regulations on air pollution and noise of vehicles. Contingency Plans There are no major environmental hazards expected to arise during implementation and after the project completion. Abandonment Phase Abandonment of the project site after the turn over shall take the form of simple withdrawal of the equipment and the labor force from the area. The site will be restored to natural and stable condition.  Building materials for work camps and other materials remaining after the completion of the project shall be turned over to URPO and BOT under the DPWH.  Executive Summary.rtf  I  I I  I I I:  INITIAL ENVIRONMENTAL EXAMINATION METRO MANILA URBAN TRANSPORT INTEGRATION PROJECT Section I General Information 1.Project Name LRT Line 2 Corridor 2. Project Location This corridor extends some 12 km from a terminal station at the intersection of C.M. Recto Avenue and Evangelista St. in the City of Manila, to a second terminal (and depot) at santolan, adjacent to the Marcos Highway. From C.M. Recto, the route follows Legarda St. then crosses A.H. Lacson (C-2) into Ramon Magsaysay Blvd. The remainder of the route follows Aurora Blvd. (R-6) to cross EDSA at Cubao and Katipunan Ave. at the Katipunan Flyover. Thereafter, it follows the Marcos Highway to descend into the Marikina Valley and cross the Marikina River to Santolan. 3.Project Proponent Department of Public Works and Highways Contact Person Godofredo Z. Galano -Built Operate Transfer (BOT)/Traffic Engineering Center (TEC) Elsie Joson -Urban Roads Project Office (URPO) Address DPWH, Bonifacio Drive Port Area, Manila Designation Director of TEC/BOT Director PMO-URPO Tel/Fax # 527-56-28/527-89-21/527-27-12 E-mail Dpwheia@skyinet. net  4.Project Category and The project covers: Project Components - traffic management at and between intersections - measures for controlling inappropriate frontage activity - road improvements (including drainage) - sidewalk improvements - additional lighting - intersection improvements - pedestrian barriers - replacement of signal for pedestrian crossing 5.Project Objectives : The objective of the project is to address the deteriorating urban transport situation in Metro Manila by improving integration and management of the transport system. The focus is on actions within selected areas which would enhance the use of public transport, improve the effectiveness of the committed mega-projects and offer strategic road access particularly in areas outside EDSA. 6.Project Cost : See Annex 7.Project Schedule : See Annex  Section II. Description of Existing Environment i. Physical Environment Components / Parameters Yes No Remarks A. ) Does the road pass through flat terrain? X (0-8% slope) In what portion? B.)Does the road pass through rolling to undulating to rolling terrain? (8-18% slope) X C.) Does the road pass through rolling to moderately steep / steeply mountainous X terrain? (18-40% slope) D.) Is the road terrain steeply mountainous? (above 50% slope) E.) Is the road project near or within a forest reserve or a protected watershed area? If X "Yes", Name of area and how near? Meters F.) 1. Would there be berthing or pier structure along the shoreline/tidal zone that are prone to storm/monsoonal tidal surges? X 2. Does the road project passes thru shoreline? X G.) Is the area prone to erosion? If so, what is the status; slight, moderate or severe X H.) Are there existing natural hazards on the area? E.g. landslides, gullying, subsidence. If "Yes" enumerate them? X I.) Are there drainageways/creeks within the area draining toward communities downstream? X J.) Is the road project prone to flooding/storms surge area? X  11. Biological / Ecological Environment Parameters Yes No Remarks a.) Is the road project adjacent to a natural ecosystem x 1. Forest x 2. Coastal/marine x 3. Grassland x 4. Mangrove x 5. Agriculture .x 6. Lake & river |7. Others b.) Is there any wildlife that could be affected? x c.) Are there trees that will be cut within the project site? X d.) Are there vegetation with economic value within the project site that could be X affected? d.) Are there fishery resources that could be affected by the project X  111. Socio-Economic Environment The project will not in anyway cause adverse effects on the socio-economic environment. It is expected, however, that impacts beneficial to the surrounding community will be created as a result of the major developments on the transport infrastructure system. The proposed improvements such as traffic signal synchronization, upgrading of sidewalks, removal of commercial activities along roadside will bring efficiency in traffic and vehicle movements, reduction in travel time and pedestrian safety.  Section III: Environmental Impact Checklist Initial Environmental Examination Environmental Parameters Positive Impact No Negative Impact ___ _Impact High Med Lo Hig Med Low _ _ _ _ _ _ _ _ __ _ _ w h 3 2 1 0 3 2 1 1. Physical _ _ :_ =__ Erosion __ = X Drainage X X Regional Hydrology/ X Flooding _ _ Ground water table X X Water quality X Waste water flow = X = Air quality X House quality _ _ X Land Conversion= __ _____ X Others : (Specify)_________ E11. Biological / Ecological = = = Mangrove X Coral reefs X Endangered Species X Aquatic life __ X Wildlife . X Others: (Specify) 111. Human Interest (Social) _ = Labor & employment X =_= = Housing & Social Services x _ Population X _ X_=X= Culture & Lifestyle X _ Transportation X Public Health & Safety X Vulnerable groups X I P's X _ _ Historical / Archeological Interest X Tourism X = XX Others : (Specify) X = _  Section IV - Environmental Assessment Because of its function as a major urban radial route - this road project is designated as radial road R6 in the Metro Manila road hierarchy. Along its inner section the route passes through old, but very busy commercial areas, where physical conditions are far from good. The area around C.M. Recto and Legarda is also occupied by many schools and colleges that generate large movements of students at certain times of day, added to which the roadway in Legarda is fairly narrow. Between A.H. Lacson and the San Juan River, the route is wider, with buildings generally set back in a more planned design. Here commercial activity is not so intense, but there are still many schools and some government buildings. At the corner with G. Araneta Avenue (C3) lies SM Centre Point - one of the large retail complexes operated by Shoe Mart. Beyond the San Juan River, as far as Cubao, the route passes through a largely residential area with some small businesses as well as more schools and colleges. In many places the roadway here is much narrower-barely two lanes in each direction, sidewalks are poor or non-existent and buildings are located quite close to the roadway. Being one of the major urban sub-centres in Metro manila, the area round Cubao is commercially very active, with much pedestrian and roadside activity. Cubao is also a major public transport hub, with 32 jeepney routes and 45 bus routes currently terminating there, and others passing through. Beyond Cubao, the route continues to pass through a highly commercialized part of Aurora Blvd. before coming to an area near Katipunan that is fronted by schools and office developments. Throughout this section, sidewalks are often in poor condition and informal activities (such as the construction and repair of jeepneys) often spill over onto the roadway. The final section to Santolan passes through a cutting in the Marikina Valley escarpment. The RROW are generally wider here, and frontage activity is less obvious. With the implementation of the project, no properties will be affected considering that the proposed component of the project is only improvement of the existing traffic facilities.  Section V. Project Activities The Proposed actions in this corridor are concentrated on improving the general flow of traffic, improving passenger handling capabilities in the vicinity of the proposed LRT stations and providing better facilities for integration between road and rail based transport modes. To achieve this, corridor management measures are proposed, including (but not limited to) the following: - a coordinated traffic signal system along the corridor; - physical and management actions (such as frontage control through sidewalk improvements and limitation of parking, loading/unloading and other roadside activities) to ensure maximum operating efficiency and pedestrian safety; - similar actions along side roads leading to major intersections, especially where public transport routes are involved or where such actions are required to ensure maximum efficiency of traffic signal equipment; - closure of selected side roads to separate/rationalise pedestrian and vehicular movements in the vicinity of proposed LRT stations or other transport interchange points. For sidewalks, the objective is to bring them up to uniform standards, wherever possible, with a view to reducing side friction effects to a minimum and providing a safe and convenient facility for the passage of pedestrians. Special consideration will be required in the vicinity of proposed LRT stations. Special consideration will also be required in locations where there are arcaded sidewalks (which are usually regarded as public right-of-way within private property).  Section VI. Environmental Management Plan Although the adverse impact are minimal and short term in nature considering that the proposed project involves only traffic management wherein emphasis is on the improvement and better management of existing facilities improvements of intersection, road pavements, sidewalks an Environmental Management Plan is presented in this IEE. The following are the planned actions or countermeasures on the adverse environmental impacts: PROJECT MODERATE MITIGATION OR RESPONSIBL COST PHASE OR ENHANCEMENT E SIGNIFICANT MEASURES PERSON IMPACTS I.Pre- Hiring of Local DPWH will prioritize DPWH, LGUs Nil Construction labour force the people residing in concerned the area for the Contractor construction labor force Spoil and Strict Consultants Nil construction enforcement/implem DPWH, DEN R waste disposal entation of health hazards laws and regulations IL. Air Pollution/ During construction DPWH, Nil Construction Dust discharge the extent of air Contractor Phase pollution is minimal and DENR and temporary. Dust discharge associated with cement storing and handling at the site will be eliminated through the use of ready mixed concrete Heavy dust generation is not expected during construction activities. Noise Equipment with less DPWH, Nil Generation noise generation will Contractor be used during and DENR construction. Socio-Economic Although the DPWH, Issues construction activities Contractor are not expected to LGUs  significantly affect the concerned people, the DPWH and Contractor shall quickly address any construction-related issues or problems with the help of the concerned LGUs. Employment Hiring of local Contractor, Nil workers during DPWH and construction period LGUs will enhance beneficial impact on local labor employment Traffic Installation of DPWH, Nil Management warning Signs. Contractor, MMDA Ensure continuous flow of traffic and minimize traffic disturbance Ensure good behavior of construction traffic through restriction, incentives and ________________ ____________ sanctions Public Health/ Strict enforcement/ DPWH Nil Sanitation Implementation of Contractor health hazards laws and regulations 111. Operation Noise Enforce use of good DPWH,LGU Nil and mufflers; driver Police MMDA Maintenance education and local ordinance on proper use of horn Risk of Install safety features DPWH, Nil increased following local Contractor accident consultation LGU  Section VI. Environmental Monitoring Plan The proposed impact and compliance monitoring is intended for the continued observation and evaluation of the integrated impacts during the entire phase of project cycle. The proponent will closely coordinate with the DENR and the LGUs on the monitoring activities. For a smooth implementation of the project, the proponent will appoint a monitoring team for proper coordination with the DENR and the LGUs. A Multi-Partite Monitoring Team (MMT) will be created to monitor compliance to the conditionalities of ECC and monitor the environmental impacts that may arise before, during and after implementation of the project. The composition of the MMT are: 1. Representative from the Proponent 2. Representative from DENR/EMPAS 3. Representative from Local Government Unit (LGU) 4. Representative from NGO 5. Representative from the EIAPO PROJECT ISSUES SUBJECT OF REMARKS/ RESPONSI- PHASE MONITORING MEASURES BILITY 1. Pre- Hiring of Number of skilled Ensure that local LGU, DPWH, Construc- labor force and unskillied local labor force are NHA and tion Phase workers being prioritized. other concerned agencies II. Air pollution Air pollution Air pollution is only DENR, DPWH Construc- level/dust discharge minimal and tion Phase temporary during Compliance with air construction, standard sprinkling of water on dust producing piles/mounds. Noise Monitor noise level Schedule DENR, DPWH pollution according to operation of standards. equipment at daytime Monitor the compliance of  contractor to mitigation measures Traffic Traffic Flow/ Install traffic signs DPWH, Management subject to Contractor supervision of the MMDA MMDA traffic personnel. Spoil and Monitor Solid Waste Identification of Contractor Constructio Management Plan Disposal Sites and DPWH, DENR n waste implement the Disposal Solid Waste Management Plan  Screening Checklist Project: MMURTRIP EIAPO LRT Line 2 Corridor Social and Environmental Management System (Ma Bridge-Recto) ~~~~~~~~~~~~Form No., Page 1 of 3 (Marcos Bridge-Recto) Revision No., 14/12/99 Checklist to determine whether the project is an Environmental Critical Project: Project Description Yes No Explanation a) Is the project a new construction . b) Does the project comprise realignments exceeding the maximum length shown in the third column of Table 2 c- I) Does the road project comprise widening >20%. This shall be measured in relation to the existing width of the paved area or travel width of gravel roads. c-2) Does the road project include widening that will ' result in one or more additional lanes. d) Is it expected that the road project will increase the Although the AADT is expected to increase for this sub-component is above access to the influence area by 50% or more as measured 50% the project is intended to alleviate the present and future traffic by an increase in the Annual Average Daily Traffic over congestion by means of providing signalization, pedestrian improvements. the first five year period Thus, the increase of traffic is not caused by the project and therefore the project is not considered to be an Environmental Critical Project. e) Is the project a water impoundment project with a 3 capacity of >20 million m3. ) Does the project comprise betterment, improvement or replacement of bridges with more than 4 spans and/or exceeding 80 m. If the yes is the correct answer to just one of the questions a) - f) then the project shall be considered as an Environmental Critical Project. Prepared by/date Approved by/date Submitted to/date Benjamin Austria Glenn Morgan World Bank  Screening Checklist Project: MMURTRIP EIAPO LRT Line 2 Corridor Social and Environmental Management System Form No., Page 2 of 3 (Marcos Bridge-Recto) Revision No. 14/12/99 Checklist to determine whether the project is located in an Environmental Critical Area: Question Yes No Rating Actual Explanation if Yes Rating I) Does the project traverse and/or are the project located in NationalI Park/Watershed/Sanctuary 2) Does the project traverse and/or are the project located in an 2 Aesthetic potential tourist spot 3) Does the project traverse and/or are the project located in an area 4 4 with endangered species 4) Does the project traverse and/or are the project located in an area 4 3 with unique/archeological/scientific area 5) Does the project traverse and/or are the project located in an area 4 5 with indigenous culture communities 6) Does the project travese and/or are the project located in an area 4 I with high incidence of natural hazards 7) Does the project travese and/or are the project located in an area 4 5 with critical slopes (>40%) 8) Does the project travese and/or are the project located in an area 4 3 with prime agricultural land 9) Does the project travese and/or are the project located in a 4 2 recharge area for aquifers 10) Does the project travese and/or are the project located in an area 4 2 with protected water bodies I I) Does the project travese and/or are the project located in a 4 4 mangrove area 12) Does the project travese and/or are the project located in an area 4 with coral reefs Total Rating 0 If yes to just one of the questions and with a total rating less than 5 then an IEE shall be prepared. If the total rating is 5 or above an EIS shall be prepared. Prepared by/date Approved by/date Submitted to/date Benjamin Austria Glenn Morgan World Bank  Shift in horizontal Shift in horizontal Maximum total length realignment (m) for realignment (m) for lowland permitted for non-critical mountainous roads roads (<200 m above sea projects (m) (>200 m above sea level) level) 0-1 0-2 1,000 1-2 2-5 500 2-5 5-10 100 5-10 10-20 50 >10 >20 ECP Table 2 Maximum length of realignments  S;ocial and Lnvironmental Management System Form No. Page I of I Revision No. 0, 14/12/99 ENFORM I DEPARTMENT OF ENVIRONMENT AND NATURAL RESOURCES Region: NCR - National Caoital Region I. Name Proponent DPWH - URPO PMO II. Address 2nd St., Port Area Manila Ill. Project Name or Title MMURTRIP - LRT Line 2 Corridor Marcos Bridge-Recto IV. Project Location (See map attached) Barangay C.M. Recto Municipality Manila Province : Metro Manila V. Description of Project: This corridor extends some 12 km from a terminal station at the intersection of C.M. Recto Avenue and Evangelista St., in the City of Manila, to a second terminal (and adopt) at Santolan, adjacent to the Marcos Highway. From C.M. Recto, the route follows Legarda St. then crosses A.H. Lacson (C-2) into Ramon Magsaysay Blvd. The remainder of the route follows Aurora Blvd., (R-6) to cross EDSA at Cubao and Katipunan Ave., at the Katipunan flyover. Thereafter, it follows the Marcos Highway to descend into the Marikina Valley and cross the Marikina River to Santolan I hereby certify that the above information are true to my knowledge and I shall be held liable if found to be untrue. Date Filed Signature of Proponent or Authorized Representative Prepared by/date Approved by/date Submitted to/date Benjamin A usteria/Dolly Vilorial Glenn Morgan Pnu,k,,, Aviorn WnrId Rfl,-  I I' I i.  'A I  INITIAL ENVIRONMENTAL EXAMINATION METRO MANILA URBAN TRANSPORT INTEGRATION PROJECT Section I General Information 1 .Project Name EDSA (LRT Line 3 Corridor) 2.Project Location EDSA is one of the most important transport corridors in Metro Manila. It extends in broad arc from Roxas Boulevard in the south, to Monumento, in the north, and is designated as Circumferential Road 4 (C4) in the Metro Manila road hierarchy. 3.Project Proponent Department of Public Works and Highways Contact Person Godofredo Z. Galano -Built Operate Transfer (BOT)/Traffic Engineering Center (TEC) Elsie Joson -Urban Roads Project Office (URPO) Address DPWH, Bonifacio Drive Port Area, Manila Designation Director of TEC/BOT Director PMO-URPO Tel/Fax # : 527-56-28/527-89-21/527-27-12 E-mail : Dpwheia@skyinet.net 4.Project Category and : The project covers: Project Components - traffic management at intersections - bus stopping management - frontage management - intersection improvements - replacement of existing signals for selected pedestrian crossings - sidewalk improvements (clearing of obstruction and paving) - new pedestrian overpasses 3  - pedestrian barriers - road improvement (including sidewalks) - Bollards (for pedestrianization) - Additional lighting - Service road barrier 5.Project Objectives The objective of the project is to address the deteriorating urban transport situation in Metro Manila by improving integration and management of the transport system. 6.Project Cost See annex 7.Project Schedule See annex 4  Section II: Description of Existing Environment I. Physical Environment Components I Parameters Yes No Remarks A. ) Does the road pass through flat terrain? X (0-8% slope) In what portion? B.)Does the road pass through undulating to rolling terrain? (8-18% slope) X C.) Does the road pass through rolling to moderately steep / steeply mountainous X terrain? (18-40% slope) D.) Is the road terrain steeply mountainous? (above 50% slope) X E.) Is the road project near or within a forest reserve or a protected watershed area? If X "Yes", Name of area and how near? Meters F.) 1. Would there be berthing or pier structure along the shoreline/tidal zone that are prone to storm/monsoonal tidal surges? X 2. Does the road project passes thru shoreline? If "Yes", how far? m. X G.) Is the area prone to erosion? If so, what is the status; slight, moderate or severe X H.) Are there existing natural hazards on the area? E.g. landslides, gullying, subsidence. If "Yes" enumerate them? X I.) Are there drainageways/creeks within the area draining toward communities downstream? X J.) Is the road project prone to flooding/storms surge area? X 5  111. Biological / Ecological Environment Parameters Yes No Remarks a.) Is the road project adjacent to a natural ecosystem x 1. Forest x 2. Coastal/marine x 3. Grassland x 4. Mangrove x 5. Agriculture x 6. lake& river 7. Others b.) Is there any wildlife that could be affected? c.) Are there trees that will be cut within the project site? X d.) Are there vegetation with economic value within the project site that could be X affected? d.) Are there fishery resources that could be affected by the project X 6  111. Socio-Economic Environment The project will not in anyway cause adverse effects on the socio-economic environment. It is expected, however, that impacts beneficial to the surrounding community will be created as a result of the major developments on the transport infrastructure system. The proposed improvements such as traffic signal synchronization, upgrading of sidewalks, removal of commercial activities along the roadside will bring efficiency in traffic and vehicle movements, reduction in travel time and pedestrian safety. 7  Section III: Environmental Impact Checklist Initial Environmental Examination - _| Environmental Parameters Positive Impact No Negative Impact Impact High Med Lo Hig Med Low w h 3 2 1 0 3 2 1 1. Physical Erosion X _ Drainage = X = Regional Hydrology i X Flooding Ground water table X Water quality X Waste water flow X Air quality _ X House quality = X Land Conversion X Others :(Specify) 11. Biological / Ecological Mangrove = X = - Coral reefs X _ Endangered Species X Aquatic life _ _ X Wildlife _ |_ _ X Others: (Specify) lli. Human Interest (Social) . Labor & employment X X Housing & Social Services x Population X __ Culture & Lifestyle X Transportation X Public Health & Safety X = =_=_ Vulnerable groups X IP's X Historical / Archeological Interest X Tourism X _ Others: (Specify) 8  Section IV - Environmental Assessment EDSA is designated as a bus corridor by DOTC and it is the most heavily trafficked bus corridor in the Metropolis, with bus flows in the core section of the route exceeding 6,500 per 14-hour day in each direction and averaging about 600 buses in each direction during peak hours. The structure of services is such that most bus routes in Metro Manila converge on EDSA. It is a wide road-generally with 5 lanes in each direction-and is grade-separated at most locations where it crosses major radial routes. From Roxas Boulevard to the South Superhighway (SSH), at Magallanes, EDSA passes through an area of older commercial development backed by dense residential areas. Here commercial activity spills onto the street and there is also much public transport passenger activity, especially in the vicinity of the LRT Line 1 EDSA station. Beyond the SSH, as far as Buendia (Gil Puyat) Avenue, the route is flanked by the walls of prosperous subdivisions, which result in minimal frontage access. Only in the vicinity of the Ayala Centre-in front of the Shoe Mart department store- do such effects make themselves felt. Along this section the three at- grade intersections (with Pasay road, Ayala Ave. and Buendia Ave.) present major obstacles to movement of both traffic and pedestrians, and regularly generate long traffic delays. The section of EDSA between Buendia Avenue and the Pasig River, at Guadalupe Bridge, continues to be flanked by sub-division walls on the western side, while the eastern side is lined for the most part by low-intensity commercial activity, backed by dense low-rise residential development. At the northern end, however, the commercial activity intensifies around the Guadalupe market, as does public transport passenger activity. This regularly results in the congestion for through traffic, which is made worse when queues from the two intersections on J.P. Rizal Street extend back onto the main carriageway. Between the Pasig River and Ortigas Ave., EDSA passes close to the major new urban sub-centre of Ortigas. As its southern end, this part of the route is lined with relatively low intensity commercial development, but this intensifies around Shaw BLVD. Where there are several large commercial and retail complexes, including the SM Mega Mall. On the eastern side of EDSA, and to the south of Shaw Boulevard. Lies the EDSA Central bus and jeepney terminal, which together with other smaller terminals in the area generates significant public transport passenger movements. The intersections with Shaw Boulevard and Ortigas Avenue are both grade-separated, the former being grade-separated in both directions and the latter having flyovers for left-turning vehicles, as well as along EDSA itself. The section of EDSA beyond Ortigas Avenue, as far as Santolan road, passes between high-income sub-divisions and two military camps. There is therefore 9  little frontage activity, and even where this does exist it poses little problem to passing traffic. Beyond this, the corridor changes character again, with a series of underpasses and flyovers and inter-linked service roads taking traffic through the busy Cubao area. Here frontage activity is at its highest and roadside conditions are at their worst-although the presence of service roads protects through traffic from much of the resulting disruption. From East Avenue to North Avenue, EDSA is fronted by government office complexes and low-intensity commercial developments, which have little impact on traffic flow. Work is in hand to grade-separate the two major intersections in the area (at Quezon Avenue and North Avenue), thus reducing the delays that are currently experienced at those locations. The implementation of the project showed that no properties will be affected and no person will be displaced considering that the proposed project component is only measures for improving transport facilities. Section V: Project Activities The primary objective of the proposed bus management measures relates to bus stopping arrangements that would be needed to adjust the position of some existing bus stops (particularly taking into account their inter-relationship with LRT station access points) and to reconsider the stopping pattern of bus services (effectively amending the existing bus stop segregation scheme). A more permanent system of barriers and segregation will need to be considered and bus stops will need to be more clearly marked. The LRT Line 3 is under construction and is expected to be in operation by the end of 1999, and there are ongoing traffic signal upgrading and re-paving contracts. 10  Section VI: Environmental Management Plan Although the adverse impact are minimal and short term in nature considering that the proposed project involves only traffic management wherein emphasis is on the improvement and better management of existing facilities, improvements of intersection, road pavements, sidewalks an Environmental Management Plan is presented in this IEE. The following are the planned actions or countermeasures on the adverse environmental impacts: PROJECT MODERATE MITIGATION OR RESPONSIBL COST PHASE OR ENHANCEMENT E SIGNIFICANT MEASURES PERSON IMPACTS I.Pre- Hiring of Local DPWH and DPWH, LGUs Nil Construction labour force Contractor will concerned prioritized the people Contractor residing in the area for the construction labor force Spoil and Establish Consultants, Nil construction guidelines/criteria for DPWH, DENR waste disposal spoil disposal methods/sites II. Air Pollution/ During construction, DPWH, Nil Construction Dust discharge the extent of air Contractor Phase pollution is minimal and DENR and temporary. Dust discharge associated with cement storing and handling at the site will be eliminated through the use of ready mixed concrete Heavy dust generation is not expected during construction activities. Noise Equipment with less DPWH, Nil Generation noise generation will Contractor be used during and DENR construction. Socio-Economic Although the DPWH, Issues construction activities Contractor are not expected to LGUs 11  significantly affect the concerned people, the DPWH and Contractor shall quickly address any construction-related issues or problems with the help of the concerned LGUs. Employment Hiring of local Contractor, Nil workers during DPWH and construction period LGUs will enhance beneficial impact on local labor employment Traffic Installation of DPWH, Nil Management warning Signs, Contractor, Detour MMDA Ensure continuous flow of traffic and minimize traffic disturbance Ensure good behavior of construction traffic through restriction, incentives and sanctions Public Health/ Strict enforcement/ DPWH Nil Sanitation Implementation of Contractor health hazards laws and regulations 111. Operation Noise Enforce use of good DPWH,LGU Nil and mufflers; driver Police MMDA Maintenance education and local ordinance on proper use of horn Risk of Install safety features DPWH, Nil increased following local Contractor accident consultation LGU 12  Section VIl: Environmental Monitoring Plan The proposed impact and compliance monitoring is intended for the continued observation and evaluation of the integrated impacts during the entire phase of project cycle. The proponent will closely coordinate with the DENR and the LGUs on the monitoring activities. For a smooth implementation of the project, the proponent will appoint a monitoring team for proper coordination with the DENR and the LGUs. A Multi-Partite Monitoring Team (MMT) will be created to monitor compliance to the conditionalities of ECC and monitor the environmental impacts that may arise before, during and after implementation of the project. The composition of the MMT are: 1. Representative from the Proponent 2. Representative from DENR/EMPAS 3. Representative from Local Government Unit (LGU) 4. Representative from NGO 5. Representative from EIAPO PROJECT ISSUES SUBJECT OF REMARKS/ RESPONSI- PHASE MONITORING MEASURES BILITY 1. Pre- Hiring of Number of skilled Ensure that local LGU, DPWH, Construc- labor force and unskilled labor force are and other tion Phase workers being prioritized concerned agencies II. Air pollution Air pollution Air pollution is only DENR, DPWH Construc- level/dust discharge minimal and tion Phase temporary during Compliance with air construction, standard sprinkling of water on dust producing piles/mounds Noise Monitor noise level Schedule DENR, DPWH pollution According to operation of standards. equipment at daytime Monitor the compliance of contractor to mitigation measures I 13  Traffic Traffic Flow/ Install traffic signs DPWH, Management subject to Contractor supervision of the MMDA MMDA traffic personnel Spoil and Monitor Solid Waste Identification of Contractor Constructio Management Plan Disposal Sites and DPWH, DENR n waste implement the Disposal Solid Waste Management Plan 14  Screening Checklist Project: MMURTRIP EIAPO EDSA LRT Line 3 Corridor Social and Environmental Management System EDSA LRT Line 3 Corridor ~~~~~~~~~Form No. , Page I of 3 Revision No., 14/12/99 Checklist to determine whether the project is an Environmental Critical Project: Project Description Yes No Explanation a) Is the project a new constructioin b) Does the project comprise realignments exceeding the maximum length shown in the third column of Table 2 c-I) Does the road project comprise widening >20%. This - shall be measured in relation to the existing width of the paved area or travel width of gravel roads. c-2) Does the road project include widening that will result in one or more additional lanes. d) Is it expected that the road project will increase the Although the AADT is expected to increase for this sub-component is above access to the influence area by 50% or more as measured 50% the project is intended to alleviate the present and future traffic by an increase in the Annual Average Daily Traffic over congestion by means of providing signalization, pedestrian improvements. the first five year period Thus, the increase of traffic is not caused by the project and therefore the project is not considered to be an Environmental Critical Project. e) Is the project a water impoundment project with a capacity of >20 million m3. f) Does the project comprise betterment, improvement or replacement of bridges with more than 4 spans and/or exceeding 80 m. If the yes is the correct answer to just one of the questions a) - f) then the project shall be considered as an Environmental Critical Project. Prepared by/date Approved by/date Submitted to/date Benjamin Austria Glenn Morgan World Bank  Screening Checklist Project: MMURTRIP EIAPO Social and Environmental Management System EDSA LRT Line 3 Corridor Form No., Page 2 of 3 Revision No., 14/12/99 Checklist to determine whether the project is located in an Environmental Critical Area: Question Yes No Rating Actual Explanation if Yes Rating I) Does the project traverse and/or arc the project located in National 4 5 ParklWatershed/Sanctuary _ 2) Does the project traverse and/or are the project located in an 4 2 Aesthetic potential tourist spot 3) Does the project traverse and/or are the project located in an area 4 4 with endangered species 4) Does the project traverse and/or are the project located in an area 4 3 with unique/archeological/scientific area 5) Does the project traverse and/or are the project located in an area 4 5 with indigenous culture communities 6) Does the project travese and/or are the project located in an area 4 I with high incidence of natural hazards 7) Does the project travese and/or are the project located in an area 4 5 with critical slopes (>40%) . 8) Does the project travese and/or are the project located in an area 4 3 with prime agricultural land 9) Does the project travese and/or are the project located in a 4 recharge area for aquifers 10) Does the project travese and/or are the project located in an area 4 2 with protected water bodies _ I I) Does the project travese and/or are the project located In a 4 4 mangrove area I_ _ . 12) Does the project travese and/or are the project located in an area 4 5 with coral reefs ___ _____ Total Rating 0 If yes to just one of the questions and with a total rating less than 5 then an IEE shall be prepared. If the total rating is 5 or above an EIS shall be prepared. Prepared by/date Approved by/date Submitted to/date Benjamin Austria Glenn Morgan World Bank  Shift in horizontal Shift in horizontal Maximum total length realignment (m) for realignment (m) for lowland permitted for non-critical mountainous roads roads (<200 m above sea projects (m) (>200 m above sea level) level) 0-1 0-2 1,000 1-2 2-5 500 2-5 5-10 100 5-10 10-20 50 >10 >20 ECP Table 2 Maximum length of realignments