The Metro Manila Subway and its Potential Impact on

Urban Mobility and Quality of Life

ANTHONY GOMEZ, CRISSA REI ADORNA, EMMANUEL ARIZOBAL II, JANNELLE DIAZ,
JUSTINE ROSE PULIDO, MARC LAXAMANA, SONNYBOY GUTIERREZ, ZALDY ZOREN CLAVERIA

Eulogio “Amang” Rodriguez Institute of Science and Technology, Manila, 1008, Sampaloc, Philippines
Civil Engineering Department, EARIST, Manila, 1008, Sampaloc, Philippines
College of Engineering, EARIST, Manila, 1008, Sampaloc, Philippines
Corresponding Author: pulido1920338@gmail.com

Copyright©2023 by authors, all rights reserved. Authors agree that this article remains permanently
open access under the terms of the Creative Commons Attribution License 4.0 International License

Abstract IIA Indirect Impact Area

JICA Japan International Cooperative Agency
This comprehensive research explores
MMSP Metro Manila Subway Project
the potential impact of the Metro Manila Subway NCR National Capital Region
on urban mobility and quality of life in the PNR Philippine National Railways
ROW Right of Way
Metropolitan area. The results of the research will
TSP Total Suspended Particulates
provide valuable insight into the feasibility and
desirability of the Metro Manila Subway system.
1. Introduction
The Metro Mania Subway Project (MMSP)
(Phase 1) is a railway system that will connect
North Caloocan or Mecauayan in Bulacan and
Dasmariñas in Cavite through the National
Capital Region.
The study will analyze how the subway
system could improve urban mobility, reduce
traffic congestion, and improve the overall quality
of life in the region. The research will include an
Figure 1. METRO MANILA SUBWAY
examination of the economic, social, and
PROPOSED TRAIN DESIGN
environmental benefits associated with the
subway system, as well as an exploration of the
Metro Manila, the capital city of the
challenges and issues that may arise from its
Philippines, and its inhabitants appear to be
implementation.
constantly moving. The need to maintain the fast-
Key Words
paced lifestyle that Manila demands persists,
CBDs Central Business District
nevertheless. The public transportation system is
ODA Official Development Assistance
DED Detailed Engineering Design one of these infrastructures that is most notable
DIA Direct Impact Area for its literal inability to keep up.
DOTr Department of Transportation
EDSA Epifanio Delos Santos Avenue
 Currently, it has become commonplace for project alternatives, project size, description of
commuters to wait hours for their transit, project phases, manpower requirements, project
assuming any is even going to be available. Many cost, the people, impact identification,
people have gotten accustomed to spending hours assessment and mitigation and the survey result
on the road because of traffic, so their total time interpretation.
spent traveling is substantially longer in addition 2.1 Project Description
to the wait time for their commute.
Project Location and Area
Less than 100 miles (160 km) of railroad in
The proposed Metro Manila Subway Project
the Philippines are in use, and hundreds of miles
(Phase 1) is 28.3 kilometers (km) long.
more of track are idle. Although the government
of this country has ambitious intentions to expand
its train system, travelers currently have little use
for it. Except for the three elevated rail systems in
Manila (LRT1, LRT2, and MRT3), which are
incredibly affordable, effective, and reach a
sizable portion of the city's tourist attractions.
The Philippines has a limited rail
infrastructures, hence buses are the primary mode
of regional transportation. The quality of these
services varies greatly. Many people travel on
outdated buses with rough seats, little leg room,
and frequent crowding. Due to heavy traffic and
poor roads, your trip will be quite slow regardless
of the type of bus you select.
Better transportation systems, like the Mega
Manila Subway, have stronger effects on the
Figure 2. METRO MANILA SUBWAY
Philippine economy and urbanity as the PROJECT ALIGNMENT MAP
government invests heavily in infrastructure
2.2 Description of Impact Areas
under the Build, Build, Build program. The Mega
Most of the proposed railway for the
Manila Subway, one of its ground-breaking
Central Zone of the Metro Manila Subway Project
initiatives, is now under construction and is
will be underground, with structures above ground
expected to complement Makati's existing
serving as station entrances and exits. The
intracity subway system. It is anticipated that
metropolis of Metro Manila will be traversedby
using the subway will make travel less stressful
the MMSP alignment. The Central Business
and allow users to save more time.
Districts (CBDs) are where most of the route is
2. Materials and Methods located; these include Quezon City, Ortigas
This part includes the project description, Center, Bonifacio Global City, and a section of
description of impact areas, project rationale, Makati City's underground. The majority of the
areas the railway will travel through are therefore QUEZON CITY
highly developed urban commercial and
residential areas. The intended depot's site is in
Brgy. Valenzuela City Ugong.
As they are designed for train
maintenance and servicing, the site is long and
narrow. The depot location in Brgy is one of the
MMSP's direct impact areas (DIA). Valenzuela
City's Ugong, the locations where the thirteen (13)
stations will be built, the construction site for
stations and railroad buildings, the shieldmachine
base where the underground tunnels will be dug,
PASIG CITY
and the underground space in between stations.
It should be noted that while the project is
still in the feasibility study stage, the precise
locations of construction yards and shield bases
are still subject to change. The construction plan
for the subway project will be finalized during the
Detailed Engineering Design (DED) phase.

Figure 3. Depicts the map of the alignment

showing the barangays that it will pass through

VALENZUELA CITY
MAKATI CITY
TAGUIG CITY
PARANAQUE CITY
2.3 Project Rationale
In 2013, the “Roadmap Study” was
launched with the goal of creating two railway
lines to form the primary public transportation
system in the National Capital Region, Region III,
and Region IV-A. This was done in order to
promote sustainable development in the Greater
Capital Region (GCR) and reduce the negative
impact of transportation-related issues
economic growth. One of the main objectives of
this plan is to complete the Metro Manila Subway
Project by 2030, which will connect San Jose Del
Monte in the north to Dasmariñas in the south,
passing through Metro Manila.
Philippines, one of the vibrant
developing nations in Asia, was dealing with
serious issues as a result of rapid urbanization and
failing public transportation infrastructure.
According to census data, Manila's population
rose from 7.92 million in 1990 to 12.88 million in
2015, making it the capital city of the Philippines.
In a heavily urbanized metropolis like
Manila, a poor public transportation infrastructure
can seriously impact residents' daily lives. Due to
the poor railway infrastructure, commuters in
Metro Manila are forced to use buses or jeepneys,
which need lengthy trips.
Redevelopment/rehabilitation in the city
center, the provision of affordable housing, and
improvement of disaster risk areas were only a
few of the key solutions to resolving the issues.
Urban problems such as high density and
degraded environment, disaster risks and traffic
congestions were also addressed. In order to
achieve this and promote sustainable urban
growth, cluster development in suburban regions
like Bulacanin the north and Laguna in the south,
connected by a north-south transport corridor of
highways and urban railways, should be
recommended.
The North South Commuter Railway
Project (Malolos to Tutuban) and the Metro
Manila Subway Project (Phase 1) from Quirino
Highway to FTI that aims to provide a safe, quick,
and reliable railway system are two projects that
the Philippine Government will build in order to
on
be able to promote inclusive growth and improve
transportation system s within and outside of
Metro Manila.
2.4 Project Alternatives
The inadequate mass transit services in Metro
Manila have been a major contributor to the
worsening traffic congestion, hindering the
development of the city. If the proposed Metro
Manila Subway Project (MMSP) is not Shield Machine
Construction
implemented, it will be difficult to achieve Depot Base Area
Yard Area (m2)
/Station (m2)
sustainable development. Additionally, the
increasing number of vehicles on the roads will
Valenzuela - -
lead to further environmental degradation due to Depot
air pollution and noise. As a result, the Zero Quirino 16,924.66 3,305.02
Highway
Option (Without Project) case was not chosen. Tandang Sora 4,452.69 3,568.67
2.5 Project Size North Avenue 7,392.33 3,621.95
The table below shows the estimated Quezon 10,396.20 3,508.96
Avenue
surface area for the depot, station facilities,
East Avenue 10,075.21 2,954.34
construction yard, and shield machine base.
Anonas 8,122.60 3,984.65
Due to the overlap of these locations, such as in
Katipunan 12,764.27 -
Quirino Highway, Anonas, Katipunan, Ortigas
Ortigas North 5,436.64 3,640.83
South, Kalayaan, and BGC Stations, there are
Ortigas South 4,511.24 3,466.08
some duplicates in the stated areas for the
Kalayaan 12,439.89 3,474.20
stations, construction yard, and shield machine Avenue
Bonifacio 19,954.33 -
base.
Global City
Cayetano 6,499.15 3,784.85
Estimated Project Area
Blvd.
Station Facility FTI 10,403.11 3,656.18
Station Area
Station 2 (Entrance/Exit)
(m )
(m2)
2.6 Description of Project Phases
Valenzuela 317,300.00 -
Depot The numerous tasks to be carried out
Quirino 9,245.43 2,400.00
Highway during the Pre-Construction, Construction,
Tandang Sora 5,119.23 1,600.00 Operational, and Abandonment Phases of the
North Avenue 8,137.63 1,960.00
Subway Project are described in this section.
Quezon 4,103.27 1,600.00
Avenue
2.6.1 Pre-Construction Phases
East Avenue 14,478.1 1,600.00
Anonas 5,119.04 1,240.00 This phase will involve the acquisition of
Katipunan 5,119.01 1,960.00
ROW at the proposed depot, stations, and
Ortigas North 5,119.03 1,240.00
Ortigas South 5,119.06 1,600.00 underground land that is 50 meters away from the
Kalayaan 4,622.55 1,240.00 proposed structures.
Avenue
Bonifacio 8,137.46 3,040.00 Clearing of existing vegetation and the
Global City
Cayetano 8,155.18 1,600.00 removal and demolition of existing structures on
Blvd. the proposed depot and stations are examples of
FTI 12,027.4 1,960.00
site preparation works.
2.6.2 Construction Phase top down. The building serves as a strut for
retaining walls.
2.6.2.1 Construction Methodology
Tunnel Construction
2.6.2.1.1 Construction at Stations
For the sections between stations, the
Large-scale construction equipment is
shielded tunneling method is chosen as the
positioned on the ground to build the Reinforced
construction technique. However, the
Concrete (RC) diaphragm wall, lay the road
construction method must be changed if NATM
decking, perform excavation work, and build the
is ultimately determined to be the more
structure frame for the stations. The following
advantageous method through the thorough
countermeasures are considered to avoid blocking
geological survey in the DED phase.
traffic flow:
The shielded tunneling method and
The shielded tunnel cannot be built without a
NATM are depicted in the images below.
shield machine base surrounding a station. Instead
of being located on a road, this shield machine Shield Excavate the ground using a shield machine
and construct a tunnel by assembling
base must be built on newly acquired private concrete or steel blocks in a circular shape.

property.
Lane closures must be carried out to ensure work
space on land that is difficult to acquire for a
temporary road due to tall structures on private
land.
A temporary road is planned to provide enough
space for a construction yard by acquiring private
land as much as possible along the route.
Therefore, the current number of lanes is
maintained, and traffic congestion is reduced.
At the station section, a box tunnel will be
constructed using the cut and cover method. It is
advised to use a diaphragm wall as a retaining
wall based on the 13 stations' common conditions.
To build the diaphragm wall, the ground must be
NAT Excavate the ground transversally using an
excavated while being stabilized with polymer or excavation machine, construct a tunnel while
M retaining earth pressure by falsework.
bentonite slurry. Concrete is poured to form the
diaphragm wall after rebar cages are set up at the
excavated holes.

The excavation method will be top-down. In

this procedure, excavation is done concurrently Method of Non-Cut and Cover Construction
with building the structure's base slabs from the (Shield tunneling and NATM)
 The tunnel boring machine (TBM) is the
specific shielded tunneling method to be used,
and it consists of a shield (a large metal cylinder)
and trailing support mechanisms. At the front of
the shield is a rotating cutting wheel. A chamber
behind the cutting wheel is where the excavated
soil is either mixed with slurry or left alone (earth
pressure balance or EPB shield). The type of
TBM suitable for MMSP will be determined by
the results of the detailed soil survey, which will
be conducted during the DED stage.
There are also systems in place to remove
machine base must be approximately 3,500m2 in
size for two TBMs per site.
The excavation plan for the TA shield is
shown below. The precise number of TBMs that
will operate concurrently will be determined by
factors such as construction cost and completion
date. During the DED phase, this will be
determined. The plan for shortening the
construction period, cost reduction, and possible
application of NATM alternative are some of the
issues that must still be considered during detailed
design.

the soil (or soil mixed with slurry). Behind the

chamber is a set of hydraulic jacks supported by
the finished section of the tunnel that are used to
push the TBM forward. Once a certain distance
has been excavated (roughly 1.5 -2 meters), the
erector is used to construct a new tunnel ring. The
erector is a rotating system that picks up precast
concrete segments and positions them where they
are needed.

The TBM will enter the stations through

the cut and cover sections. The shielded tunneling
machine will then excavate underground to form
a tunnel. Excavated soil will exit through the cut
and cover section through which it entered.
Behind the shield, inside the tunnel's finished
Typical TBM Operation Scheme Shielded
section, are systems for excavated soil removal,
Tunnel Excavation Planning
slurry pipelines (if applicable), control rooms,
Depot Construction
rails for transporting precast segments, and so on.
The project line's depot will be built
Tunnel construction necessitates a large
higher than the current ground by an
amount of space for a shielded tunneling machine,
embankment. Though the embankment structure
such as material stock, various equipment and
will be studied further in the Detailed Design
tanks, disposal soil pits, machinery (backhoe,
stage, it is necessary to prepare any retaining
trucks) space, and the slurry plant. The shield
structures around the embankment in order to
ensure the largest depot possible within the
limited site.
Though the embankment structure will
be studied further during the DED stage, the
reinforced retaining wall (RRR) is initially
selected as the most appropriate type of retaining
structure for the depot embankment. This is due
to cost and feasibility, the height of retaining
structures, and the foundation ground conditions.
Reinforced retaining walls are
constructed with reinforced materials (steel
plates, cloth, plastics, etc.) in backfill and are
designed to stand at a right or nearly right angle
to the ground. It is suitable for heights of less than
10 m, is inexpensive, and has a high structural
capacity.
During depot construction, the majority
of the time would be spent on embankment work
over a large area. Retaining-wall construction
would take place in between embankment
construction.
Source of Power Supply
Power or electricity will be obtained by
tapping into the nearest power source or by using
a generator set. Contractors will be required to
submit a generator set environmental and safety
management plan.
Water for construction
Water supply for the project's
construction will be coordinated with the water
utility service provider. The contractor will
provide water tankers.
2.6.3 Operational Phase
Subway Operation Plan
The subway operation plan is as follows:
The fundamental ideas for the train operation plan
were decided by the current situations involving
commuter trains and subways in other nations.
First, Train service hours There are 18 hours of
train service each day (4:30 a.m. to 10:30 p.m.).
Concentrated Rate of Passengers During Peak
Hours. The MMSP route is anticipated to
experience high demand in the morning and
evening from commuters and students.
Acceptable congestion rate According to the "7
passengers/m2" or "Added Weight 3" (crush
loaded weight) train capacity concept, the
acceptable congestion rate is 100% or less. Train
type There will be two types of trains: express and
local.
Daily Train Operation
The number of trains operated during
peak hours is determined to meet passenger
demand, while the number of trains operated
during off-peak hours is determined to consider
passenger convenience, which may be slightly
greater than passenger demand. Most railroad
companies limit the number of trains that run
during off-peak hours to 50-60% of those that run
during peak hours. This concept takes into
account the number of operated trains for MMSP
during off-peak hours. The table below shows the
estimated daily number of trains in operation in
2025 and 2030.
Train Travel Time
Express and local train travel times are
calculated using a computer-aided simulation. For
this simulation, the alignment information and
rolling stock specifications chosen for this study
are used. Calculating the travel time and including
some recovery time. The Metro Manila Subway
express train journey time from Quirino highway
to FTI in 2025 is 31m and 5 sec, with just 7
stations and a scheduled speed of 48.5km/h. The
local train from Quirino Highway to FTI takes 42
minutes and 20 seconds (without passing: 39
minutes and 20 seconds) and stops at 13 stations
at a speed of 35.6 kilometers per hour.
Source of Power Supply
To ensure high reliability of power
supply during the operation, adequate
redundancies in the transmission and distribution
will be incorporated in the detailed design stage.
2.6.4 Abandonment Phase
The subway is estimated to operate for
about 50 years, semi-permanently. During
abandonment, there will be no major changes
that will be done on the structures and land.
Decommissioning/ demobilization activities
after construction and an abandonment
framework are described in Section 7. A
Detailed Abandonment Plan will be submitted
ninety (90) days prior to abandonment phase.
2.7 Manpower Requirements
There will be about 5,000 workers, both
skilled and unskilled, during the project's pre-
construction and construction phases. Depending
on the length of construction and the number of
construction tools, like shielding machines, the
actual labor force varies greatly. More or less
1,400 people are predicted to be employed by the
subway system during the operation phase to staff
the stations, operate the system, and maintain the
trains at the depot. The precise number of workers
needed will be decided upon during the detailed
design phase.
Since Japanese technology will likely be
used for the subway project, some of the technical
staff will be supplied by Japanese consultants.
While the local construction company will hire
labor for the construction projects, the Japanese
consulting firm will hire the majority of the
technical staff.
By the Philippine Labor Codes, Republic
Act No. 10911, also known as the Anti-Age
Discrimination in Employment Act, and Republic
Act No. 7277, also known as the Magna Carta for
The majority of the manpower will come
from Metro Manila, and hiring locals in the
regions where the MMSP alignment will be
situated will be given preference. To ensure
compliance, the hiring policy will be spelled out
in the TORs and contracts with the local
contractors.
2.8 Project Cost
The project would require a PhP355.6bn
($7bn) investment, which will be financed by a
JICA Official Development Assistance (ODA)
loan. The loan will have an annual interest rate of
0.10% and will be repayable in 40 years with a
12-year grace period. In March 2018, JICA inked
an agreement with the Government of the
Republic of the Philippines to offer an ODA loan
of up to 104.53 billion pesos ($940 million) for
phase one of the Manila subway.
2.9 The People
Socio-economic profile
The total population of NCR at
12,877,253 accounted for about 12.8% of the
Philippine population based on the latest 2015
Census of Population by the Philippine Statistics
Authority. The population of NCR grew faster
than the rest of the country, with an average
increase of 1.58% annually, during the period
2010 to 2015. The increasing population growth
rate in NCR is indicative of in-migration due to
the educational and economic opportunities
associated with urban life. NCR is composed of
sixteen cities and one municipality.
The MMSP alignment will traverse 6 of
these cities, namely, Valenzuela, Quezon City,
Pasig, Makati, Taguig and Parañaque. It will pass
through the Central Business Districts of Quezon
City, Ortigas Center in Pasig, Makati and
Bonifacio Global City in Taguig, characterized as
highly developed urban commercial and
residential
areas. Central Luzon on the north through the
North Luzon Expressway. Southwest of Manila is
the Manila-Cavite Expressway running along the
coast of Bacoor Bay after south of Roxas
Boulevard.
Four railway systems currently operate
within Metro Manila, LRT 1 along R-2 in the
southern section and R-9 in the northern segment,
LRT 2 along R-6 and MRT 3 on C- 4, and the
PNR South Commuter Line from Tutuban,
Manila to Alabang in Muntinlupa. Discussion of
specific socio-economic environment for the
affected cities of the project is provided in the
succeeding sections.
Demography
Demographic data for the six affected
cities of MMSP Phase I based on 2015 Census is
summarized in Table 40. Quezon City has the
highest population and population density among
the cities of Metro Manila.
Local Economy
Ugong in Valenzuela City is currently a
mixed land use area consisting of low to medium
rise residential buildings, commercial
establishments and industries. Quezon City,
covering about 50% of the MMSP alignment in
the Central Zone, is a major contributor of
service-oriented establishments in Metro Manila.
It is the site of main broadcast stations in the
Philippines, information technology companies
and a hub of commercial centers, including large
shopping malls like SM North EDSA, Araneta
Cubao Center and Trinoma. Economic activities
in Pasig City are dominated by business
establishments engaged in personal and
community services.
Service Utilities
A Utility Survey was conducted by
RRGSON Engineering to assess the impact of the
subway project on existing utility structures and
facilities such as flyovers, underpass roads,
elevated and at-grade railways, water pipes,
sewage pipes, electric power distribution lines,
telecommunication cables, etc. along the subway
alignment. The survey found that there are three
main types of utilities that exist along the
proposed alignment: electrical utilities, water and
sewerage utilities, and electronic and
communication utilities. These utilities are
located along existing road networks that the
proposed alignment will traverse. Some of these
utilities are located underground within private
compounds, such as Trinoma Mall, Eton-Centris,
Corinthian Hills and Corinthian Garden
Subdivisions, MERALCO compound in Quezon
City and Bonifacio Global City in Taguig. The
subway will be designed to utilize deep
underground space to avoid disruption of utility
services or conflict with existing structures.
Coordination with public utilities such as
MERALCO, Maynilad, MWCI and PLDT will be
done during the planning and construction phases,
and a Utility Management Plan will be developed
to address any potential conflicts. The plan will
aim to avoid conflict with major utility services,
and to relocate or divert utilities in advance of
construction activities if necessary.
Transport Networks
The presence of the Metro Manila
Subway in the future will have an impact on the
existing transport network. Currently, there are 10
radial roads and 5 circumferential roads that
connect Metro Manila to surrounding cities and
provinces.
The sixth circumferential road is
currently under construction. Metro Manila is also
linked by expressways to other regions such as
CALABARZON and Central Luzon. In terms of
railway network, there are three elevated railway
systems currently operating in Metro Manila:
Light Rail Transit (LRT) 1, LRT-2, and Metro
Rail Transit (MRT)-3. A fourth railway line, the
PNR South Commuter Line, connects Tutuban in
Manila to Alabang in Muntinlupa, and the PNR
North Commuter Line is expected to open in
2021. Road transport in Metro Manila includes
private vehicles and public transport vehicles
such as buses, jeepneys, UV express service,
taxis, tricycles and pedicabs. According to a
study, the estimated travel demand within and
to/from Metro Manila has decreased by 7% for
public transport and increased by 15% for private
vehicles due to the growth in car ownership and
decline of car occupancy rate. The Metro Manila
subway will likely affect the traffic flow, and
change the transportation behavior of the people.
Cultural/ Historical Sites
The proposed subway project, the Metro
Manila Subway Project (MMSP), aims to
improve the lives of people by preserving cultural
sites for future generations. The design and route
of the subway and the location of the depot in
Brgy. Ugong, Valenzuela City will not entail any
displacement or removal of historic sites and
structures. However, there is a potential impact of
the project on the historical Fort Bonifacio War
Tunnel during construction due to the inducement
of ground borne noise and vibration. The extent
of vibration will depend on the distance between
the subway and the existing tunnel, as well as the
method used for boring and the underground
structure. An Occupational Health and Safety
Management Plan will be implemented to ensure
the health and safety of workers and passengers,
including providing personal protective
equipment, deploying security guards, and
establishing an emergency response plan. The
plan will also address potential health concerns
from unsanitary conditions by providing sanitary
facilities.
2.10 Impact Identification, Assessment sector and local community is necessary to

and Mitigation implement access improvement.

Improved Traffic Mobility Enhance Employment and Productivity

The proposed subway project in Metro The project is expected to improve

Manila will improve the traffic situation and mobility between Metro Manila's Central

reduce travel time for commuters. It is estimated Business Districts through a mass transit system,

that the project will save commuters 107 minutes along with providing easier travel to educational

of travel time per passenger, resulting in an and other institutions. The subway system would

increase in employee productivity of around provide employment for 1,400 people, along with

PHP39 M per day. To ensure efficient, reliable creating job opportunities for 220,000 people. To

and safe operation of the system, linkages with ensure efficient, reliable, and safe operations of

other modes of transportation such as LRT, MRT, the subway, linkages with other modes of

bus and jeepney stations should be considered. transportation such as LRT, MRT, buses, and

Affordable fares should be offered, with jeepneys should be considered. Fares should also

discounts for students, persons with disabilities be accessible to the public, and discounts should

and senior citizens. To address potential increased be extended to students, persons with disabilities,

vehicular flow in areas adjacent to stations, and senior citizens. To address the potential

coordination with the MMDA and LGUs should increase in traffic in areas adjacent to subway

be done. stations, conversion of construction yards into

The Transit Oriented Development sidewalks, taxi bays, unloading/loading stations,

(TOD) concept will be implemented after the or public transport central stations should be

construction works of the Metro Manila Subway considered, along with coordination with MMDA

Project (MMSP). This will ensure mobility of and local governments to assign traffic enforcers.

people and accessibility to services and activities, Public Safety

and promote compact and energy efficient urban Implementation of an Occupational

spatial structure at and around the stations. The Health and Safety Management Plan to ensure the

TOD concepts include providing safe and health and safety of workers and passengers at

convenient pedestrian access, universal access for train stations and depots, including providing

all passengers, connecting neighboring business/ personal protective equipment, deploying security

commercial facilities with stations, integrating guards, and establishing an emergency response

feeder public transportation services, converting plan. The plan will also address potential health

construction yards into sidewalks, taxi bays, concerns from unsanitary conditions by providing

unloading and loading stations, direct transfer sanitary facilities.

with other railway systems, and transit terminals The subway system will implement

connecting BGC Station with the Makati-Pasay- various safety measures to ensure safe operation.

Taguig Mass Transit System Loop (MTSL) These measures include the use of train protection

Project. Coordination with the relevant public systems, such as Automatic Train Control and
Automatic Train.
2.11 Survey Result Interpretation
The following is the presents the research
findings, the analysis and interpretation of data
gathered from the answers thru google form
questionnaires. The said data were presented in
tabular, graph and percentage form in accordance
with the specific questions.
Pie graph 1 indicates that 14(28%) of our
respondents are daily commuter, 6(12%)
commute once a week, 11(22%) commute less
than once a week and most of our respondents
commute several times a week which garnered
19(38%) of the total respondents.
Table 2: Means of Transportation

Table 1: Age of Respondents

Age No. of Response Percentage No. of

Percentage
Means of Response
15-20 11 22 Transportation

21-25 36 72

26-30 1 2
Bus 8 16

31-35 1 2

36-40 0 0 Jeepney 33 66

41-45 0 0

46-50 1 2 Motorcycle 2 4

TOTAL 50 100

Table 1 shows that 11(22%) of the Train 2 4

respondent has the age of 15-20 answered the

questionnaire, 36(72%) from the age of 21-25,
Tricycle 4 8
and 1(2%) from the age of 26-30, 31-35 and 46-
50. Therefore most of our respondent came from
Others 1 2
21-25 of age and answered our questionnaire.

TOTAL 50 100
Pie Graph 1: How often do you use
public transportation?

How often do you use public Table 2 reveals that 8(16%) of the
transportation? respondent answered that the bus is their mode of

Daily
transport, 33(66%) answered jeepney, 2(4%)
from answered motorcycle and train, 4(8%) for
22% Once a week
28% motorcycle and 1(2%) answered others.
Therefore most of our respondent commute using
Several times
12% a week the jeepney serving as the most popular means of
38%
Less than public transportation in the Philippines.
once a week
Pie Graph 2: Potential Benefits of Metro Manila According to the pie graph 3, 52% of our
Subway respondents thinks that the Metro Manila Subway
is affordable price just like the existing trains in
Potential Benefits of the Metro Metro Manila. While the 36% answered maybe
Manila Subway
and the remaining 4% answered no.
Improved
Travel Time Pie Graph 4: Metro Manila Subway will
improve Urban Mobility and Quality of Life in
Metro Manila
Reduced
Traffic
22% Congestion Do you think Metro Manila Subway
38% will improve Urban Mobility and
2%
Quality of Life in Metro Manila?
Less Air
Pollution
38%

20%
Improved Yes
Access to 4%
Public No
Transportation Maybe
76%

The pie graph 2 depicts that the potential

benefits of Metro Manila Subway (MMS),
19(38%) answered MMS can improved their
travel time and reduced traffic congestion,
11(22%) answered MMS can improved access to
public transportation meanwhile, 1(2%) of our
respondents chose less air pollution.
The pie graph 4 indicates that 33(76%) of
the respondents answered that the Metro Manila
Subway can improved the urban mobility and
quality of life in Metro Manila, 10(20%)
answered no while the remaining 2(4%) answered

Pie Graph 3: Affordability of Metro Manila maybe. Therefore, most of our respondents
Subway believe that the Metro Manila Subway can
improved the urban mobility and quality of life in
Do you think Metro Manila Subway Metro Manila.
is affordable?
The results presented above are based solely
on the thoughts of 50 respondents, each of whom
has a unique perspective on the Metro Manila
36% Yes
Subway Project.
No
52% Maybe 3. Conclusion
Land acquisition is required for the

4% MMSP's implementation in Metro Manila's

densely populated districts, from the depot's
location in Valenzuela City in the north to the
cities of Quezon, Pasig, Makati, Taguig, and The right of way refers to the ability to
Parañaque in the southern region of the cross across or through privately owned land.
Central Zone. The construction of the Private property "must not be removed for the
stations, along with the construction yards public purpose without just recompense,"
and shields, would require the relocation of states Republic Act No. 8974.
structures, as well as affected persons (APs) 4. Acknowledgements
who may own or lease, reside in or operate a
On our comprehensive research journey,
business from, or both, in said structures. The
we had to take the help and guidelines of
basic subway will travel through
some respected people, who deserve our
subterranean sections.
greatest gratitude
The engineering team looked at many
We would like thank the people who
alignment options to see which one would be
helped us in some way in order for us to
the most cost-effective while also having the
comply the requirements in this subject.
least negative effects on the environment and
We would like to thank, our parents, for
society. Displacement of APs could only be
always motivating us that we can do that, all
limited, as is typical in highly populated and
we need to do is to trust God and do our part.
developed areas. Construction yards and
For providing and sustaining our financial
shields' dimensions, forms, and surface areas
needs in this journey. Foremost, we would
were meticulously calculated and optimized
like to express our sincere gratitude to our
in order to achieve this.
Engr. Ket Chua for the continuous support to
The Metro Manila Subway's actual
this study and research, for his patience,
construction is finally about to get underway
motivation, enthusiasm, and immense
with the deployment of the tunnel boring
knowledge. His guidance helped us in all the
machine, starting the process of excavating
time of research and writing of this research.
the line's underground stations after yet
Last but not the least, we thank God for
another delay caused by right-of-way
the gift of life, health, and talent he has
concerns.
bestowed us, truly, with God there is nothing
Transportation Secretary Jaime Bautista
impossible. Thank you Lord for keeping us
said that the Metro Manila Subway Project
safe everyday and for giving the knowledge
has officially passed the "point of no return"
and wisdom while making this research.
for actually building the nation's first subway
on Monday morning at the opening of the
project's tunnel boring equipment. REFERENCES
Recall that some property owners Department of Transportation Metro Manila
continued to refuse to cede their land to the Subway Project (MMSP) Phase 1 Environmental
government, causing the project to be delayed Performance Report and Monitoring Plan (2019)
once more due to right-of-way concerns. https://eia.emb.gov.ph/wpcontent/uploads/2019/08/
MMSP-EPRMP_ExecutiveSummary_English.pdf
Japan International Cooperation Agency
(JICA). Information Collection Survey for the
Mega
Manila Subway Project in the Republic of the
Philippines. Final Report. September 2015.

Metro Manila subway. (2020, April 26). Railway

Technology.
https://www.railwaytechnology.com/projects/metro
-manila-subway/

Philippine Bases Conversion and Development

Authority. Site Development Plan for the Fort
Bonifacio War Tunnel.

Philippine Population Density (Based on the 2015

Census of Population)
https://psa.gov.ph/content/philippine-population-
density-based-2015-census-population

Google Drive Link:

https://drive.google.com/drive/folders/1YcQ-
1UPGQXBReNHpJzicdSTKRWDz3Z1I?usp=shar
e_link