DEPARTMENT OF TRANSPORTATION (DOTr)

REPUBLIC OF THE PHILIPPINES

THE DETAILED DESIGN STUDY

OF THE
METRO MANILA SUBWAY PROJECT
IN
THE REPUBLIC OF THE PHILIPPINES

DRAFT FINAL REPORT

April 2022

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS GLOBAL CO., LTD.

TOKYO METRO CO., LTD.
JAPAN INTERNATIONAL CONSULTANTS FOR TRANSPORTATION CO., LTD
ALMEC CORPORATION
KATAHIRA & ENGINEERS INTERNATIONAL
PACIFIC CONSULTANTS CO., LTD
TONICHI ENGINEERING CONSULTANTS, INC.
 The Detailed Design Study of the Metro Manila Subway Project in the Republic of the Philippines
DRAFT FINAL REPORT Part I: Facility Planning and Design

CHAPTER 6 TRANSIT ORIENTED DEVELOPMENT (TOD)

6.1 Approach for TOD

6.1.1 Overall

(1) Basic Concept of TOD

The ultimate goal of TOD is to realize the compact urban development with the public transport system
where land is effectively used, the environment is preserved, high mobility and accessibility are ensured,
and impacts of the climate change is mitigated. In order to realize this goal, the objectives of TOD are the
following:

(i) To increase the ridership of public transport hub by improving the transport access to the public
transport hubs (walking, bicycle, motorcycle, bus, jeepneys, UV Express, private vehicles, etc.);
(ii) To contribute to local economic development by realizing compact and mixed-use urban development
at and around the public transport hubs; and,
(iii) Improving social and environmental conditions in the city/community (modal shift to public transport,
provision of new affordable housings, promotion of resettlement from informal settlement and hazard
areas, etc.).

The realization of TOD brings huge benefits to the different spatial level of urban areas, depending on how
TOD concepts are applied. The influence area of the urban railway system, with regard to the concept of
TOD, is classified into three: station area (200m radius from the station), walking distance (up to 800m
radius), and accessible areas (up to 5 – 10km radius). TOD projects are mainly composed of transport
improvement projects and urban development projects (Table 6.1.1).

Table 6.1.1 TOD Projects

Category Coverage Major Components of TOD Railway
Transport 1. Station Building • Intermodal facility (located under viaduct or in the
R=800m
development station building)
2. Intermodal • Intermodal facility (e.g. station plaza, bus stop, taxi
Facility Area bay, parking etc.) 1
• Pedestrian facility (sidewalk, deck, elevator, 2
escalator, underground walkway etc.)
• Vehicular road network 3
• Traffic management
• Feeder service (bus, taxi etc.)
4
3-4. Station Area - • Same as above except for intermodal facility
Railway Corridor
Urban 1. Station Building • In-Station commercial facility R=800m
development 2. Intermodal • Shops in intermodal facility
Facility Area • Underground shopping mall 1
2
3. Station Area • Urban redevelopment (CBD, Suburban center,
/Catchment Area Neighborhood center etc.) 3
4. Railway Corridor • Urban development/ redevelopment
• New town development

Source: JICA Study Team

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(2) TOD Potential of MMSP

In order to decongest the city center, expand service coverage of public transport, and promote ordered
urban developments along railways by private investment, it is necessary to develop intermodal transfer
facilities for various public transport systems and guide urban development at and around stations in
integrated manner with transport development. TOD potentials of MMSP are summarized as follows:

a) Integrated development with Central Business District (CBD): The station area and its surrounded
areas will be developed with an existing or planned CBD in an integrated manner to provide good
intermodal transfer facilities, mitigate traffic congestion, and promote economic activities. The potential
areas are Quezon City CBD, Ortigas Center and Fort Bonifacio areas.

b) Promotion of suburban area development: New urban centers will be created along MMSP to provide
urban services and public infrastructures such as roads, urban utilities and social housing. The potential
areas are Quirino Highway Station and Tandang Sora Station areas.

c) Utilization of government lands: To realize TOD in short-term, government lands owned by DND,
NHA, BCDA, NAMRIA and DepEd will be utilized in North Avenue Station, Quezon Avenue Station,
East Avenue Station, Camp Aguinaldo Station, Bonifacio Global City Station, Lawton Station and
Senate-DepEd Station.

d) Utilization of station construction yards: Station plazas will be developed in station construction yards
to ensure the provision of intermodal transfer facilities at stations for better station access.

(3) Scope of TOD in MMSP

Components of TOD projects under MMSP are classified as follows;

(i) TOD Concept Plans around Stations (see 6.1.2): It is significant to implement urban and transport
development projects around MMSP stations especially within walking distance for promoting socio-
economic development and station accessibility. In TOD concept plans, vision, urban and transport
development orientation and projects are proposed.
(ii) Intermodal Transfer Facilities (see 6.1.3): In order to provide the better accessibility to the MMSP
stations, station plazas, PUV bays, sidewalk improvement and footbridges will be constructed as a part
of MMSP ODA loan.
(iii) Non-Rail Business (see 6.1.4): Structures for in-station commercial business will be also included as
a part of station construction to improve the convenience of MMSP users. In addition, the
recommended advertising locations are also proposed.
(iv) Institutional Arrangement (see 0): To realize the TOD, various institutional arrangements are
required including implementation plan formulation, land re-zoning and others. Since some of the
TOD projects may not be implemented as a part of the ODA loan, establishment of the institutional
system on TOD is important for medium to long-term visions.

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(4) Review on the Current Conditions around MMSP Stations

Stations of MMSP will locate in Quezon City, Pasig City, Taguig City, Paranaque City and Pasay City. In
order to formulate TOD concept plan, existing condition and on-going/planned projects around MMSP
stations (about 3-5km radius from stations) are reviewed.

Table 6.1.2 Existing and Planned Urban and Transport Development along MMSP
Urban Development Transport Development
Station1/ LGU
Existing Plans/Projects Existing Plans/Projects
1) Quirino Quezon -  Development plan of property -  NLEx Seg.8.2
Hwy. City owner of station location.  Mindanao Ave.
Extension
2) Tandang -  Development plan by Robinsons. - -
Sora
3) North Ave.  New Quezon CBD:  Vertis North (Ayala)  LRT1  Common Station
Triangle Park  MRT3  MRT 7
(Quezon City)  MMICP
 Greenways
4) Quezon  NHA property development  MRT3  Quezon BRT/Line 10
Ave. (Filinvest)  MRT7
 Eton Centris
5) East Ave. -  MP of Military Hospital  MRT3 -
6) Anonas  LBL City Center  LBL new building  LRT2 -
 DMCI development
7) Camp -  Redevelopment of Camp Aguinaldo -  C. Bonny Serrano Ave.
Aguinaldo Widening
8) Ortigas Pasig City2/  Ortigas Center (OCLP)  Redevelopment of Metrowalk Area  MRT3  Line 4
 Benpres Redevelopment Project
(FPH)
9) Shaw  Greenfield District  Capitol Commons (OCLP) - -
10) Kalayaan Taguig City  Uptown Bonifacio  World Commerce Center  St. Monica-  Skytrain
Ave. (Megaworld) (Megaworld) Lawton  Makati Subway
 International Finance Center Bridge
(Megaworld)
11) Bonifacio  BGC (BCDA)  Redevelopment of Market! Market!4/ - -
Global City
12) Lawton  McKinley Hills  McKinley West (Megaworld) -  Lawton Ave. Widening
(Megaworld)  NAMRIA Residential Tower  Bonifacio South Main
13) Senate- -  Senate Building - Blvd.
DepEd  Redevelopment of DepEd property  NSCR
 Development by SM PH
14) FTI Paranaque -  ARCA South (Ayala)  PNR  C6 Expressway
City  NSCR
 TCITX
 PNR South Long Haul
15) Terminal 3 Pasay City  Newport City  NAIA T3 Open Parking - -
(Megaworld) Development Project
 Cargo building development (PSI)
1/ East Valenzuela Station in Valenzuela City is a terminal station, but this station is out of MMSP-JDT scope.
2/ A part of the west of Ortigas Station belongs to Mandaluyong City.
3/ It is planned that facilities of Market! Market! which is leased out and operated by Ayala will be returned to BCDA by 2025.
Source: JICA Study Team

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Source: JICA Study Team

Figure 6.1.1 MMSP and Existing Land Use (2013)

6.1.2 TOD Concept Plan

(1) Urban Development Orientation

In general, the station catchment area covers walking distance (400-800m radius). Among them, to focus
on implementation of projects of urban development, transport facility development and traffic
management with priority, designation of “TOD Area” under the zoning plan is proposed. Inside TOD Area,
several conditions are set to promote TOD with public and private partnership.

(i) Designation of location and size of intermodal transfer facilities: To secure lands for intermodal
transfer facilities for long-term view, locations and sizes of these facilities should be designated in the

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urban plan. These facilities are generally developed by public sector, but it is also possible to impose
the development of these facilities on private sector based on a principle of beneficiary-to-pay.
(ii) Amendment of land use zoning: At present, railway alignment and station locations have not been
considered in CLUPs, so LGUs need to amend CLUPs by reflecting these facility locations. It is
suggested to amend the proposed TOD Area into mixed-use area and relax Floor Area Ratio (FAR) to
promote intensive urban development and provide intermodal transfer facilities. In built-up areas, it is
difficult to acquire lands for intermodal transfer facilities, so these facilities should be developed as a
part of commercial and business facilities at mixed-use lands.
(iii) Development conditions for private developers: To promote urban development around and at
station areas, development conditions for private developers should be provided. For example; (a) with
preferable conditions such as FAR relaxation, tax exemption of public facility lands in development
area, etc. and (b) with requirements to develop transport facilities and public spaces. If a private
development would like to connect their building to MMSP stations directly, they should shoulder the
cost of constructing underground walkways.

(2) Transport Development Orientation

The significant goal of transport development and traffic management plan is to increase the ridership of
MMSP and mitigate the traffic congestions within the project affected areas. In order to achieve this goal,
the objectives of transport development are to;

(i) Provide the better pedestrian environment to encourage people to shift from vehicles to walking within
walking distance to MMSP stations;
(ii) Provide the better access to and from MMSP stations by PUV, providing station plazas or PUV bays
at MMSP stations as well as rerouting PUVs,
(iii) Provide the better traffic management at and around MMSP station to secure the traffic safety and
avoid causing traffic congestions at and around MMSP stations; and,

(iv) Improve and/or widen local roads to allow proper firefighting operations.

1) Improvement of Pedestrian Space

In general, the sidewalk condition is very poor in Metro Manila except BGC area. The sidewalks are very
narrow, have many obstacles such as utility poles, footbridge columns and potholes, and poor pavement.
In order to promote walking access to the MMSP stations, sidewalks need to be improved and widened
within walking distance from MMSP stations. The walking distance is defined as 800m in MMSP.

Considering the traffic situation along the roads, the sidewalk improvement and widening shall target only
arterial roads and collector roads. These roads are defined as follows (Figure 6.1.2);

(i) Arterial road is a backbone of traffic and a high capacity road that carries longer-distance flows
between important centers of activity. Mainly National Road is classified here.

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(ii) Collector road is a low-to-moderate-capacity road that moves traffic from local streets to arterial
roads. This is mixed of National Road and Municipal Road, depending on the area.

(iii) Local road is a low capacity road that provides access to the traffic emanating from the properties
and discharge them onto collectors. Municipal Road, Barangay Road and private road are classified
here.

Collector Road
Arterial Road

Local Street

Source: JICA Study Team

Figure 6.1.2 Road Hierarchy

Design Guidelines, Criteria and Standards, 2015 of DPWH states that a good minimum width for a sidewalk
that allows two people to pass is 1.8m. However, considering the wheel chair users, the minimum width is
proposed as follows;

(i) Arterial road: 3.5m to accommodate one pedestrian and one wheel chair per direction.

(ii) Collector road: 2.0m to accommodate one wheel chair per direction.

Arterial Road Collector Road

Source: MLIT, Japan

Figure 6.1.3 Concept of Minimum Width of Sidewalk

In general, sidewalk widening is more difficult than sidewalk improvement due to the required land
acquisition. However, instead of acquiring land along the sidewalk/road, there are other scheme to widen
the sidewalk as follows;

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(i) Reduce the number of carriageway lane;

(ii) Reduce the width of carriageway lane; and,
(iii) Underground installation of utilities.

Figure 6.1.4 shows the example of each case in Japan.

Example 1: Reducing the number of carriageway lane (Kyoto City)

The number of lanes was reduced from 4-lane to 2-lane for widening the sidewalk. On the other hand,
the wide carriage way with 9.0m was kept to accommodate the zebra zone for emergency situation.
Before
Sidewalk Carriageway Sidewalk Before
3.5m 15.0m 3.5m

Shoulder
Shoulder

After
Sidewalk Carriageway Sidewalk
6.5m 9.0m 6.5m
Shoulder
Zebra zone
Shoulder

After

Example 2: Reducing the width of carriageway lane (Nagano City, Nagano Prefecture)
The sidewalks were widened 1.5-m each towards carriageway. The pavement color of widened sidewalk
part was chosen as the similar color of existing sidewalk.

Before
Sidewalk Carriageway Sidewalk
4.5m 9.0m 4.5m Before

After
After
Sidewalk Carriageway Sidewalk
6.0m 6.0m 6.0m

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Example 3: Underground installation of utilities (Toyama Prefecture)

Utility poles were installed underground to clear up the road side for pedestrians.

Before After

Source: MLIT

Figure 6.1.4 Sidewalk Widening Projects in Japan

2) Improvement of Road-based Public Transport Services

In order to encourage MMSP use, the availability of PUV routes to/from MMSP stations and the quality of
their services are the key. PUB route rationalization and PUV modernization programs have been
implemented by DOTr. Therefore, it is important to consider the station locations of MMSP in those
programs.

The review of existing PUV routes were conducted based on the available PUV route network prepared in
2012 by DOTC (former DOTr). Therefore, the validation of the update route may be required. The exiting
PUV with fixed routes are only buses and jeepneys. 1 So, the routes of PUB and PUJ were reviewed,
including the premium point to point bus (P2P Bus) and BGC bus.

PUBs are mainly operated along the primary roads such as EDSA, Mindanao Avenue, Commonwealth
Avenue, Aurora Boulevard and Ortigas Avenue while PUJs runs along both the primary roads and
secondary roads. Most of the MMSP affected areas are covered by PUB and/or PUJ.

In terms of the service level, it cannot be said they have good services in terms of safety, comfortability
and convenience. The driving skills and manners of PUV drivers are also low. However, P2P Bus and BGC
Bus are providing better service, so that there is an opportunity to improve other PUB and PUJ services
together with increase of fare level.

3) Improvement and Widening of Local Roads

It can be observed that many local roads particularly in low-income residential areas have less than 4.5m,
which is narrower than ideal road width for barangay roads. The narrow roads obstruct disaster prevention
activities, emergency medical service and fire activities as well as bring negative impact on lighting and

1 UV Express is a point to point service, and their route has flexibility.

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ventilation. Therefore, these roads should be widened, taking an advantage of MMSP development to
revitalize those areas. At the same time, the network improvement can be considered to improve traffic
circulation.

4) Improvement of Traffic Management

The construction of the Metro Manila Subway will change the traffic situation around the station locations,
and it will become more complicated and cause congestion. To minimize the congestion, the construction
of the station plaza is necessary. However, the local government doesn’t have enough experience to plan
the traffic management related to station plaza, and in the Philippines, traffic management planning is in
the basic stage, especially on the part of conducting discussions among cross-functional organizations.
Moreover, the traffic management strategy after construction is out of this project.

Meanwhile, after the construction of MMSP, it is important to ensure smooth traffic flow using proper
traffic management resulting to being convenient to the MMSP users. However, in the Philippines, because
the traffic situation dynamically changes, it is difficult to realize the importance of traffic management like
in Japan and it is related to the drivers’ behavior and commuters. Therefore, in this project, the traffic
management is drafted as basic policy, and it is assumed that the plan will be more properly implemented
after MMSP operation by the local government.

Based on the shortage of the acquired area for station plaza stated in the previous section, it is necessary to
draft a traffic management plan. Soft measures and hard measures can be considered for the traffic
management plan, and based on the situation in the Philippines, soft measures are carried out with the
cooperation of MMDA and traffic enforcers, and a part of hardware measures can be developed in this
project. The following is a list of traffic management plans for this project:

Table 6.1.3 Traffic Management Scheme

Category Scheme Method
Soft ① Segregation of Pedestrians Deploy traffic enforcers to guide pedestrians not to intersect with vehicles by traffic
measure and Vehicles enforcer
Encourage the use of footbridges (if available)
Implement anti-jaywalking ordinances
② No Parking and Stopping Prohibit all parking and stopping except PUV Bays around stations and intersections
Implement no parking and illegal parking ordinances
③ PUV Bays Encourage the vehicles to park properly, which should not disturb the main lanes
Enforce corresponding ordinances/guidelines
④ Stopping along Slope Enforce to use of chocks when buses/jeepneys are stopping along a slope
⑤ Mitigation of Traffic Conflict Discourage traffic gridlock traffic by deploying enforcers and use hand signals
Enforce strict traffic rules/ordinances
⑥ Regulations for Through- Ban through-traffic in station plazas
traffic Regulation
⑦ Regulations for Large Ban large trucks to pass through, park and stop at/around station plazas unless they
Vehicles Regulation have proper authorization
⑧ Tricycle Regulations Ban tricycles to pass through, park and stop at/around station plazas unless they have
proper authorization. without permissions
⑨ Regulation of Stopping within Encourage to follow the traffic signals in order to avoid the traffic congestion around
Yellow Box station plazas
Enforce strict traffic rules/ordinances

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Category Scheme Method

Hard ⑩ Introduction of Traffic Introduce traffic lights/pedestrian lights with optimal cycle time to control the traffic flows
measure Light/Pedestrian Light
⑪ Additional Lane Add traffic lanes by narrowing the existing lane width (Road Diet)
⑫ Added/Close U-turn Slots Control queue length by introducing/closing U-turn lane and lane changing lane
management
Soft and ⑬ Consideration on the Study the number of parking entrance and the current traffic conditions around the large
hard Generated Traffic Volume development area
measure Implement the traffic management plan based on the traffic impact assessment when
traffic congestion is expected realized due to large volume of generated traffic
⑭ Measures on Left-turn Introduce traffic signal, left-turn lane and/or, additional lane for left-turn access/egress
Access/Egress to/from the station plaza. Or if introducing the above measures for left turning are not
possible, prohibit turn left entering
Source: JICA Study Team

MMDA is the main organization for carrying out these measures. However, road construction and pavement
marking is authorized by DPWH, changing the bus route is authorized by DOTr Road Infrastructure Sector,
tricycle regulation is authorized by LGUs, etc. There are many cases that inter-agency cooperation is
necessary to solve the traffic problem.

MMDA is planning to formulate a 5-year action plan for traffic management as a future project with the
cooperation of JICA. In this project, they are planning to formulate traffic management plans and
organizational collaboration to ease congestion bottlenecks. For this reason, the details of the traffic
management plan after the construction of MMSP can be done in collaboration with MMDA, other
organizations and the said project.

①Segregation of Pedestrian and Vehicles ②No Parking and Stopping

Deploy traffic enforcers to guide pedestrians not to intersect with Prohibit all parking and stopping except lay-by around stations and
vehicles intersections
Encourage the use of footbridges (if available) Implement no parking and illegal parking ordinances
Implement anti-jaywalking ordinances

③PUV Bays ④Stopping along Slope

Encourage the vehicles to park properly, which should not disturb the Enforce the use of chocks when buses/jeepneys are stopping along
main lanes a slope
Enforce corresponding ordinances/guidelines

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⑤Mitigation of Traffic Conflict ⑥Through-traffic Regulation

Discourage traffic gridlock by deploying enforcers and use hand Ban through-traffic in station plazas
signals
Enforce strict traffic rules/ordinances

⑦Regulations for Large Vehicles ⑧Tricycle Regulation

Ban large trucks to pass through, park and stop at/around station Ban tricycles to pass through, park and stop at/around station plazas
plazas unless they have proper authorization. unless they have proper authorization.

⑨Regulation of Stopping within Yellow Box ⑩Introduction of Traffic Light/Pedestrian Light

Encourage to follow the traffic signals in order to avoid the traffic Introduce traffic lights/pedestrian lights with optimal cycle time to
congestion around station plazas control the traffic flow
Enforce strict traffic rules/ordinances

⑪Added Lane ⑫Added/Closed U-turn Lane

Add traffic lanes by narrowing the existing lane width (Road Diet) Control queue length by introducing/closing U-turn lane and lane
changing management

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⑬Consideration on Generated Traffic Volume ⑭Measures on Left-turn Access/Egress

Study the number of parking entrance and the current traffic Introduce traffic signal, left-turn lane and/or additional lane for left-
conditions around the large development area turn access/egress to/from the station plaza. Or if introducing the
Implement the traffic management plan based on the traffic impact above measures for left turning are not possible, prohibit turn left
assessment when traffic congestion is realized due to large volume entering
of generated traffic

Source: JICA Study Team

Figure 6.1.5 Traffic Management Scheme

6.1.3 Intermodal Transfer Facilities

It is expected that many passengers come to station by bus, jeepney, UV Express/High Occupancy Vehicles
(HOV) and other transport modes, intermodal transfer facilities must be developed to avoid traffic
congestion in and around the station as well as to ensure safety and convenience for passengers. The
intermodal transfer facilities under MMSP is composed of station plaza, PUV stop, footbridge and sidewalk.
(Figure 6.1.6)

Station Plaza PUV Stop Footbridge Sidewalk

Source: JICA Study Team complied from different sources

Figure 6.1.6 Exampled of Intermodal Transfer Facilities

(1) Station Plaza

1) Purpose of Station Plaza (part of MMSP)

A station plaza is composed of a transport terminal/bay, pedestrian space, and public amenity space (e.g.,
waiting area and green area/garden). The development of a station plaza aims to improve safety,
accessibility and comfortability of station users, alleviate traffic congestion around the station, and facilitate
urban development around the station. Under MMSP, the station plaza will be constructed utilizing the
construction yard area and/or agreed area between DOTr and a property owner.

Development concepts of the station plaza are set as “Diversity”, “Green and Open” and “Interchange and
Connectivity” to assist the development policy of the TOD (Figure 6.1.7).

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Diversity

•Assist a multi-purpoes development in the area.

•Be friendly for different kind of people including all religion, gender and
family origin.
•Apply universal design.

Green and Open

•Assist the provision of green and open space in the area.

•Establish the image of the area since station plaza will be the face of the
area.
•Proivde relaxation space for station plaza users.

Interchenge and Connectivity

•Assist a function of transport gate of the area.

•Servve for several transport modes accessing to the station.
•Assure seamless transfer and smooth access.

Source: JICA Study Team

Figure 6.1.7 Development Concept of the Station Plaza

2) Functions of Station Plaza

In general, a station plaza has two main zones, namely transfer zone and public amenity zone (Figure 6.1.8).
The main functions and impacts are below;

Source: Right: JICA Design Team, Left: Website of Hachinohe City, Aomori Prefecture, Japan

Figure 6.1.8 Zoning of Station Plaza

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a) Transport Zone

This is an area where people transfer from one transport mode to the other conveniently and safely (e.g.,
jeepney to railway, private car to bus, etc.). If the area of transport zone is not enough, traffic congestion
around stations would be worse than the current situation. In addition, some people may not shift to the
railway if there is no comfort and convenient transfer facilities at the station. Some examples of transport
zone are shown below (Table 6.1.4).

Table 6.1.4 Examples of Transport Zone Layout

Integrated Type (standard) Separate Type Complex Type

(Nara Station) (Kakogawa Station) (Asahikawa Station)

Source: Compiled from several sources by JICA Design Team

b) Public Amenity Zone

This has five (5) functions as below;

(i) Communication Space Function: A station plaza provides a space for people to rest, gather and
interact. This function could contribute to increase the ridership and improve the environment around
the stations and transit-oriented development (TOD) catchment area;

(ii) Landscape Function: A station plaza contributes to improve the existing environment and
harmonization with surrounding environment. A station plaza could have unique landscape with trees,
fountains and other symbolic furniture. In addition, it is advisable to control a height, size and façade
of buildings around the station plaza to enhance the streetscape surrounding the station area;

(iii) Public Service Function: A station plaza also provide public services and facilities such as
information centers, information boards, public toilets and others. The services and facilities should
be provided considering characteristics and conditions around station plazas;

(iv) Disaster Management Function: A station plaza play an important role for disaster prevention in
densely populated areas/towns. In case of disasters such as flood, earthquake and fire, a station plaza
can be used not only for a temporary evacuation space but also for other purposes such as rescue
activities and medical centers; and,

(v) Landmark Function: Considering the above functions, the station plaza also play a role of the
landmark or face of that community where the station plaza is.

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Table 6.1.5 Examples of Use of Public Amenity Zone

Event/Festival Waiting Space Kiosk/Weekend Market

Kids Park Earthquake Drill

Source: Compiled from several sources by JICA Design Team

3) Station Plaza Planning

There are many methods to calculate the area of station plazas in Japan. However, the formula has been
changed to adopt transportation networks and situations. The area has been expanded, large enough to meet
the demands of the public. Station plazas can contribute to improve the living environment and enhance the
comfortability and safety of users. It also links with the increase of land prices around stations. However,
many private companies tend to implement urban development without the space for station plazas in Metro
Manila, and it makes the city more congested. It is necessary to understand the importance of a station plaza
and the land should be provided at an early stage.

The formula, the Station Plaza Planning Guideline of Japan of 1998 (98 models) 2 , has already been
introduced in the study on the standardization for integrated railway network of Metro Manila (SIRNMM)3.
However, the appropriate station plazas have not been developed until now, and the traffic congestion
around stations has not been alleviated and this causes the decrease of comfortability. The importance of a
station plaza has been neglected due to difficulties in land acquisition.

The formula for the calculation of a station plaza has been adopted for Metro Manila and the size of station
plaza has been made larger in order to meet demands of diversified purpose and enhance comfortability
and safety. The important consideration issues are stated below.

4) Size of Station Plaza

The size of a station plaza can be calculated by various formulas, but the formula shows only the minimum
size. It is necessary to collect a lot of information, modal share, the number of passengers and so on.

2 Ministry of Land, Infrastructure, Transport and Tourism, 1998

3 JICA, 2001

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However, according to Japanese examples, the size of a station plaza is more than 5,000 m2 for a medium-
sized station4, and more than 10,000 m2 for a terminal, large-sized5 and transfer stations. Moreover, the
length of the short-side of the area should be more than 50 m for the turning radius of buses.

In addition, the station plazas should be planned at both sides of the road since most of the alignment of
railway is planned under main roads and it is difficult for the opposite direction of public transport to enter
the station plaza.

5) Minimum Requirement for Station Plaza Design

(i) Accessibility: In order to secure the safety, convenience and comfort of station plaza users including
PUVs, through-traffic is not allowed. In, addition, the flows of vehicles and pedestrians should be
separated as much as possible.

(ii) Layout priority: The berth layout should be done with following priority; (i) disabled, (ii) bus, (iii)
jeepney, (iv) UV Express, (v) Taxi, and (vi) private vehicles. If unloading bay and loading bay is
separated, unloading bay should be more than loading bay. Parking space is less priority. Pedestrian
space in front of station entrance should be secured enough for both station users and station plaza
users.

(iii) Shape of station plaza: It is desirable that the aspect ratio is 1:1 to 1:3 for smooth transfer. However,
when land acquisition is difficult, the size and shape of station plaza should be considered flexible and
adapt to the environment. The minimum length is 40 – 60m. Turning radius is 12m.

Source: JICA Study Team

Figure 6.1.9 Size Sample of Medium-size Station Plaza

(iv) Unit size: The berth size for each vehicle is as follows.

4 No. of railway passenger is about 10,000 – 90,000 people/day.

5 No. of railway passenger is more than 90,000 people/day.

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Table 6.6 Berth Dimension per Vehicle Type

Bus Jeepney UV Express/Taxi/Car

Dimension of Berth
space between vehicles
to the required area
for parking

Source: JICA Study Team

6) Function of Station Plaza by Size

The functions depend on the size of the station plaza, and the transfer zone should be prioritized. After
scrutinizing the surrounding area’s conditions, the functions should be decided. Especially, the parking
related with traffic management, such as park and ride6 or kiss and ride7, should be placed in accordance
with the concepts around the area.

Table 6.1.7 Functions Depending on Size of Station Plazas

Loading/Unloading Berth
Size of Station Public Amenity
UV express / Parking
Plaza Bus Jeepney Zone
Car / Taxi
Large (≥0,000m2)     
Medium (≥5,000 m2)    - 
Small (Bus Bay)  - - - -
Source: JICA Study Team

Source: JICA Study Team

Figure 6.1.10 Sample Layout Plan of a Medium-sized Station Plaza in Metro Manila

6 Car parking in connection to public transport services. Passengers come to the station by their car and park it to transfer the
public transportation.
7 Drop off and pick-up zones. Passenger drop off near stations using a car while other people, family and friends, drive.

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The station plaza should be considered at the ground floor level as a general rule. However, the multi-story
station plaza has been developed for densely urbanized areas to utilize the limited area. If the multi-layer
station plaza will be adapted, the planning should be considered carefully because a multi-story station
plaza will have difficulties in adapting to future transportation system development because there is no
space to expand.

If the multi-story station plaza will be adopted, the following points should be considered:

(i) Passenger flow line and use of surrounding area;

(ii) Environmental impact and landscape;
(iii) Ease of managing the facilities;
(iv) Construction cost and management; and,
(v) Access to buildings around the station plaza.

(2) PUV Stops (part of MMSP)

Some stations do not have enough space for providing a station plaza, or a station plaza is not required due
to the presence of transport terminal nearby. In those cases, PUV stops can be provided near station
entrances to assure the convenient access and safety of station users. Basically, there are three types of PUV
stops (Figure 6.1.11). However, considering the current traffic conditions near MMSP stations, a bay type
was chosen under MMSP.

Source: JICA Study Team

Figure 6.1.11 Example of PUV Stop

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(3) Footbridge (part of MMSP)

The function of a footbridge is to improve accessibility and safety for pedestrians. The railway will be
located along main roads which will divide the area. Therefore, the connectivity shall be improved by
providing footbridges or underpasses. Footbridges should also be connected to buildings to directly increase
the number of passengers and comfortability.

Shin-Yokohama Station: Station Plaza and Footbridge Osaki Station: Footbridge

Source: Nikken Civil Journal
Figure 6.1.12 Footbridge

(4) Sidewalk (partially under MMSP)

Sidewalk is the basic infrastructure to promote safety and accessibility of station plaza. However, the
current situation of sidewalk around MMSP stations are poor. They are too narrow, having many obstacles,
not flat or not paved. Or, there are roads without clear sidewalk. Therefore, sidewalks will be improved
around MMSP stations.

(5) Underpass (provided by private sector)

An underpass is a solution to improve accessibility, especially for a subway, and it can ensure underground
accessibility to buildings and roads. In addition, underpasses can avoid the sun with an adequate air
conditioning system and provide users with comfortability. However, its construction is more expensive
than other pedestrian facilities, such as improvement of the existing walkway and footbridges. Therefore,
the construction of underpasses should be developed with the subway project.

Underpass around Meiji Jingu Mae Station

Source: JICA Study Team

Figure 6.1.13 Underpass

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6.1.4 Non-Rail Business

(1) Non-railway Business in Japan

Non-railway business (NRB) aims to increase revenue of railway operators through synergetic effects with
a railway business, as well as to improve convenience for railway users. Initially, the importance of NRB
was underestimated in Japan from the perspective of securing a revenue and ensuring safety of railway
users because the number of railway users had been increasing before. However, when the number of
railway users had been decreasing after 1990’s, in order to supplement a railway revenue and meet
diversifying needs and demands of railway users, the NRB has been gradually expanded especially for in-
station business, which is called “EKINAKA” in Japanese. There are various types of NRB such as stores,
vending machines, ATM, money exchange and advertising (Figure 6.1.14).

Stores: Convenience store, food and drink & retail stores Vending machine: Vending machine of drinks and snacks

Advertising: Rental busineness of advertising space at

ATM and money exchange machine
stations and rail cars

Parking for cars, motorbikes & bicycles: Rental business

Locker and luggage storage for parking space for railway users coming from out of
walking distance from station
Source: JICA Study Team

Figure 6.1.14 Types of NRB

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NRB of MMSP
EKINAKA, vending machine, ATM and advertising are proposed as the NRB of MMSP. These businesses
have been operated at the existing railways in Metro Manila which have stable demands, and it is easy for
railway operators to start with low business risks. Furthermore, it is possible to outsource its operation and
management and get rent incomes.

To implement these businesses, it is effective to plan a layout of the NRB spaces in line with station layout
plans. Initial installation of equipment together with station facilities is cheaper than installation after station
operation. Therefore, these equipment is already a part of design conditions at the potential EKINAKA
spaces of MMSP while other types of NRB can be considered depending on demands after railway
operation.

6.1.5 Institutional Arrangement for TOD

Organizational and institutional arrangement for construction, ownership, operation and management of
intermodal transfer facilities, station entrances and integrated development with property owners are
discussed in this section.

(1) Organization

As per the ODA project, DOTr owns the intermodal transfer facilities as part of their ROW. For the
appropriate operation as public transport facility, it is required to ensure public interests. Intermodal transfer
facilities will be basically constructed above/ around the underground stations. Unless DOTr acquires the
land, land ownerships of intermodal transfer facilities will be remained with property owners.

Table 6.1.8 Ownership and Management Organizations of Intermodal Transfer Facility

Organizations of Construction
Intermodal Transfer Facility Organizations of Operation and Management
and Ownership
Station plaza1) DOTr DOTr or Railway Operator
Loading and unloading bay (limited to public organizations in DOTr or Railway Operator
case of right transfer)
Footbridge2) MMDA or LGUs (same as existing facility)
Sidewalk DOTr or Railway Operator or DPWH (same as existing facility)
1) Equipment/facility of station plaza includes waiting shed, CCTV, seats, plants and playground equipment.
2) Equipment of footbridge includes roof, lighting, handrail, CCTV and elevator (if necessary).
Source: JICA Study Team

(2) Station Plaza

It is agreed that the station plaza, as a part of a station facility, will be constructed and owned by DOTr and
shall be operated and managed by either DOTr or railway operator. It is established that station plaza, as a
road traffic facility, includes public space such as pedestrian space and green areas, and some of them will
be constructed inside private lands. Therefore, the conditions of operation and management should be
discussed and agreed among DPWH, MMDA, LGUs, transport operators, private developers, etc.

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Table 6.1.9 Agreement on Station Plaza Operation and Management (Proposal)

Item Contents (draft)
Purpose To ensure safety and smoothness of access and transfer of pedestrian and vehicles, by ensuring public interests and
convenience of passengers.
Location and Location and facility boundary of station plaza by DOTr is designated, and land ownership boundary (Right of Way, boundary
Boundary of DOTr and property owner’s land is indicated in a station plaza location map.
Organizations DOTr discusses and agree with relevant organizations (DPWH, MMDA, LGU, private sectors) and roles for construction and
and Roles management of station plaza.
Facilities Facilities of station plaza are sidewalk, carriageway, loading and unloading bays (bus, PUV, jeepney, taxi, private vehicle,
etc.), drainage system, trees and greens, lighting, etc.
Maintenance Daily maintenance includes maintenance of plaza, water sprinkling and draining, caring of greens, inspection of lighting, etc.
In case of new construction, repair and renovation of facilities, based on discussion and agreement between DOTr and the
organization which require these facilities, and the designated entity construct them.
Operation  Guidance of general operation, monitoring and emergency response are conducted for public transport users, pedestrian
and vehicles.
 Traffic management and accident response are conducted based on discussion with MMDA and PNP-Highway Patrol
Group (HPG).
 Operator can collect fees from transport operators to use a station plaza.
Coordination  In case that land is owned by another entity, DOTr agrees lease/ right of use with land owners.
with property  Any development activities by property owners must not disturb public interests and functions of station plaza,
development  In case that land is owned by another entity, additional costs for reinforcement of structure and safety for station and
station plaza are owned by property owners.
Prohibited  Disturbing the public order and conduct actions that might hinder the use and management of the station plaza.
items  Damaging or vandalizing the facilities in the station plaza.
 Driving and parking vehicles beyond the designated location.
 Parking the motorcycles and bicycles in front of the station plaza.
Source: JICA Study Team

(3) Station Entrance connecting to Private Building

The underground walkway and station entrance connecting to the station concourse are operated and
managed as the part of the station facilities. If the station entrance is located in a private land, the “Right of
Use Agreement” will be made between DOTr and the private land owners to clarify the conditions for the
construction of the station plaza as well as the underground station, and operation of the station plaza by
DOTr or the railway operator. For this, major conditions that needs to be set are summarized as follows;

 To connect underground walkway and entrance connecting to private buildings, the private
developer needs to submit petition for construction, which construction cost and management
responsibility are owed by private.
 Facility property categories are based on boundary of property ownership and management.
 DOTr can propose to the private sector to construct ancillary facilities such as ventilation inside
private lands.

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Table 6.1.10 Conditions for Management of Station Entrance connecting to Private Buildings
(Proposal)
Item Facilities and Equipment Management
Property ownership Structure, finishing material, lighting, entrance Depending on the ownership of the entrance facility
shutter, CCTV, signboard of station information
Maintenance Maintenance and Structure, finishing material, lighting, entrance Depending on the ownership of the entrance facility
management shutter, CCTV, signboard of station information
Daily cleaning Finishing materials (floor, wall, ceiling) Depending on the ownership of the entrance facility
Inspection Lighting, signboard of station information, shutter Depending on the ownership of the entrance facility
Emergency Trouble of equipment, water leakage from Depending on the ownership of the entrance facility
response structure
Disaster response such as flooding from Cooperation between DOTr/ railway operator and
entrance, switching shutter private sector
Operation changing a bulb of lighting and signboard Depending on the ownership of the entrance facility
Payment for power and electricity
Change of signboard of station information By DOTr/ railway operator
Switching shutter (open and close) Owner of shutter hold a key
Another entity borrows a spare key in case of
emergency response
CCTV Depending on the ownership of the entrance facility
Video is submitted to DOTr/ railway operator
Source: JICA Study Team

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Stairs
Shutter

Road Signboard Station

Shutter

Stairs
Property
Building Ownership
owned by Boundary
property
owner Stairs

Signboard

Station facility owned by DOTr

Building facility owned by property owner
GROUND FLOOR B1 FLOOR LAYOUT
LAYOUT PLAN PLAN

Property
SECTION PLAN Ownership Shutter
Boundary
Stairs owned by property owner

Stairs owned by DOTr

Private
Building

Underground
Station
ROW

Station facility owned by DOTr

Private facility owned by property owner

Source: JICA Study Team

Figure 6.1.15 Example of Property Ownership of Station Entrance connecting to Another

Building

(4) Possible Integration of MMSP with Property Development

In order to enhance the benefit from MMSP construction, it is advisable to integrate the MMSP station
development with a property development. While DOTr constructs MMSP stations, its ground facilities and
station plazas, property owners can construct the followings with certain development and operation
conditions;

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(i) station building (s) above the station ground facilities and/or station plaza; and,
(ii) underground walkway (s) connection between MMSP Station and property owner’s building.
Station plazas can be also developed by property owner (s) as long as required functions of station plaza
can be secured. So, the station building can be integrated with station plaza better.

Station Building
<Integrated Development> by landowner

Station Plaza by DOTr

Ground Facilities1)
by DOTr

Underground Walkway
Connection by
landowner/building owner
1) entrances, ventilation, etc.
MMSP Station by DOTr

Source: JICA Study Team

Figure 6.1.16 Example of Integration of Station and Property Development

Station Building

Station Plaza

Station Entrance

Source: https://rurubu.jp/andmore/spot/80037805 Source: https://www.ryutsuu.biz/backnumber/store/h070729-4.html

Figure 6.1.17 Example of Integration of Station Figure 6.1.18 Example of Underground Walkway
Plaza and Station Building from Station

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6.2 TOD Plan of Quirino Highway Station Area

6.2.1 Current Situation

The station will be located at the corner of Mindanao Avenue and Quirino Highway.

(1) Demography

The population in Quezon City has been increasing and reached to three million people in 2015. On the
other hand, the population growth in Quirino Highway Station area was higher than the one of the city in
the period of 2010-2015 (Table 6.2.1). The existing residential areas in this area are mainly high-dense low-
income housing.
Table 6.2.1 Population
Population (person)
Area
2000 2010 2015
Quezon City 2,236,000 2,831,000 3,000,000
(Annual Average Growth Rate) - (2.39%) (1.17%)
Quirino Highway Station Area 8 29,277 46,663 51,813
(Annual Average Growth Rate) - (4.77%) (2.12%)
Source: PSA

(2) Land Use

Majority of the affected area is composed of residential areas. While the residential area on the west side
of Mindanao Avenue is composed of several subdivisions, the one on the east side seems to be a mix of
low-income housing and informal settlers. Many small and medium-sized commercial and business
buildings are concentrated along Mindanao Avenue and Quirino Highway. Wilcon Depot and MAN
Automotive Concessionaires Corporation are relatively bigger than other establishments. In addition,
Pacific Global Medical Center can be considered as one of the main destinations in this area. (Figure 6.2.1)

(3) Transport and Traffic Situation

Currently, buses and jeepneys run the route from Mindanao Avenue (south section) to Quirino Highway
and vice versa. Premium Point to Point (P2P) bus service is also operated along Mindanao Avenue but there
is no stop around Quirino Highway Station area. (Figure 6.2.2)

The intersection of Mindanao Ave. and Quirino Highway is heavily traffic, and two peak hours can be
observed from the traffic count results; one in 7am – 8am and another one in 5pm – 6pm. Main traffic flow
is from east to south and vice versa. (Figure 6.2.3)

(4) Relevant Projects

North Luzon Expressway (NLEX) Segment 8.2 (a 4-lane expressway) will be constructed from Segment
8.1 at Mindanao Avenue up to C.P. Garcia in Quezon City. In addition, the Mindanao Avenue Extension

8 The population was calculated based on the barangay population within 800m radius from the station.

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Project (8-lane road) has been discussed, which will change the traffic flow along Mindanao Avenue.

Intersection between Quirino

Hwy. and Mindanao Ave.

Wilcon Depot

PUV Loading/Unloading
Source: JICA Study Team
Figure 6.2.1 Existing Situation of Quirino Highway Station

(pcu/hr)
6,000

5,000

4,000

3,000

2,000

1,000

0
00:00-
01:00-
02:00-
03:00-
04:00-
05:00-
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-
22:00-
23:00-

From North From East From South From West

Source: JICA Study Team

Figure 6.2.3 Traffic Volume at Intersection of
Source: JICA Study Team Mindanao Ave. and Quirino Highway
Figure 6.2.2 Existing Public Transport Network
around Quirino Highway Station

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6.2.2 Voices of Resident and Visitors9

Living Environment: The overall satisfaction rate on living environment by residents in Quirino Highway
Station area is quite high with 97%. However, their evaluation on traffic conditions, public amenity such
as greenery areas and historical places, and availability of entertainment is low. This is because there is no
open spaces/parks and historical places and limited commercial areas in this area. (Figure 6.2.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 74%. For the facilities, street trees, crossing facilities, barrier
free facilities and PUV bays need to be improved. (Figure 6.2.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.2.4 Assessment on Living Figure 6.2.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
rather than faciltiies for vehicles. (Figure 6.2.6) In
light of the assessment on the current travel
environment, street trees and safe crossing faciltiies
including footbridge should be considered in the
station area development. Aside from the transport Source: JICA Study Team
facilities, the needs on information center/maps,
Figure 6.2.6 Transport Facility Needs at
multifuncitional toilets, baby care spaces and barrier
MMSP Station
free facilities are high. On the other hand, although
the residents are not satisfied with the availability of
commercial and recreational spaces, the needs for
those areas at the MMSP station is lower than the
needs for other faciltiies.

9 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 291 residents within 800m radius from
Quirino Highway Station.

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6.2.3 Development Orientation

(1) Development Issues

The main urban issues in this area are (i) division of the area by two (2) trunk roads, (ii) lack of commercial
and business facilities to create job opportunities and attract visitors, (iii) lack of public service facilities
for local communities, (iv) domination of the Blighted Area and low-income housing areas, and (v) floods
along Tullahan River and Bagbag Creek. MMSP development will be a trigger to divert from a mono-
residential suburban area to a mixed-use suburban center.

The main transport issues in this area are (i) traffic congestions along Mindanao Avenue and Quirino
Highway, (ii) lack of greenery area/open space, (iii) pedestrian unfriendly environment, (iv) lack of proper
loading/unloading PUV bays, and (v) lack of barrier-free facilities. In addition, considering Quirino
Highway Station will be the terminal station of MMSP Phase I, the intermodal transfer facility needs to be
developed at the station for MMSP users from this area, Valenzuela City, Caloocan City and the province
of Bulacan.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), Quirino
Highway Station Area is identified as one of the Blighted Areas. Quezon City CLUP implies the necessity
of urban renewal of the Blighted Areas, but also mentioned the capability of the city to implement the urban
renewal. As a conclusion, the possibility option is to carry limited pilot basis certain schemes of assistance
to owners of blighted property who are willing to invest in rehabilitation or home improvement.

As for the zoning of CLUP within 800m radius from the station, nearly half of land is designated as high-
density residential zone, and commercial zone is only 7%. Land use conversion is not planned in CLUP.
Table 6.2.2 Land Use Plan of the Quirino Highway Station Area
City Zoning Area within 800m radius Height Limit FAR
Quezon Medium Density Residential Zone R-2 62.9ha 31% 21m or 7F1) 81)
High Density Residential Zone R-3 87.4ha 44% 12m or 4F1) 61)
Major Commercial Zone C-2 14.5ha 7% 12m or 4storey1) 61)
Medium Intensity Industrial Zone I-2 32.9ha 16% 21m2) 81)
Utilities UTL 2.9ha 1% 15m2) 2-32)
Cemetery CEM 0.4ha 0% none none
Total 201.0ha 100%
Source: CLUP of Quezon City, 1) CLUP of Quezon City, 2) National Building Code

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Source: CLUP of Quezon City

Figure 6.2.7 Land Use Zoning Map of Quirino Highway Station Area

(3) Vision and Development Orientations

The Quirino Highway station is located at the main intersection in the north of Metro Manila, so it is
required to provide feeder service to north suburban areas with convenient transfer at the station. There is
a potential to develop affordable housings which will be convenient for commuting to the city center by
railway, and to develop a new commercial center, as a new growth center of Quezon City. For this, the
development vision and orientations are proposed as follows:

Vision: “The Quirino Highway Station Area will be a new suburban center with transport hub functions to
serve for north region of Mega Manila.”

Development Orientations:

 To promote urban upgrading of north-east station area including new commercial and service facility
development, urban renewal of the Blighted Area integrated with development of NLEX;

 To strengthen a transport hub function by providing feeder services with transport facilities; and,

 To provide affordable housings, access roads, open space and pedestrian facilities to improve living
environment of residential areas and to establish a resilient station area.

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Source: JICA Study Team

Figure 6.2.8 Development Orientation of Quirino Highway Station Area

(4) Urban Development Plan

To formulate a new suburban center in Quirino Station Area, adjoining area of the station will transform to
commercial areas.

(i) Suburban center development: at the north-east station area where low-rise commercial buildings
(Wilcon Depot) are clustered, mid-rise commercial and public service buildings (shopping mall,
amusement, library, park, etc.) will be redeveloped.

(ii) Roadside mixed-commercial development: along Mindanao Avenue and Quirino Highway, mid-
rise mixed-use commercial and residential buildings will be clustered with pedestrian space and street
trees. In case of emergency, trunk roads will be a main evacuation corridor, and mid-rise buildings
with a wide pedestrian space and street trees will be a buffer zone for flooding, fire and other disasters.

(iii) Station building development: It is proposed to construct a station building above the station with
some technical conditions. It is proposed to develop convenient facilities for station users, such as
admin service center, nursery, clinic, supermarket, etc.

(iv) Urban renewal of Blighted Area at north: Though the low-income housing area is out of proposed

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TOD area, urban renewal project will be initiated by public sector along with NLEX project, since
land values of these areas will be increased
after subway and highway development.

It is proposed to designate the area within 500m

radius from the station as TOD Area, which can
be classified as “Special Urban Development
Zone (SUDZ)” under the CLUP of Quezon City.
It is aimed to realize an intensive commercial and
residential development around the station as a
new north suburban CBD as well as intermodal
transfer facility at the station. Furthermore, Mid-
density Industrial Zone along the Quirino Source: JICA Study Team
Highway will be converted into Major Figure 6.2.9 Proposed Amendment of CLUP
Commercial Zone in future. and TOD Area

(5) Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve the access
to Quirino Highway Station by PUVs, complete road projects including a missing link, and regulate the
traffic around Quirino Highway Station.

(i) Improve the pedestrian

environment: In order to
increase foot traffic rather than
vehicle traffic, it is necessary to
improve the pedestrian
environment, especially within
800m radius from Quirino
Highway Station. Considering
the foot traffic potential, it is
advisable to provide 3.5-m width
of sidewalk for arterial roads and
2.0-m width of sidewalk for
collector roads. The roads which
is not satisfied these sidewalk Source: JICA Study Team
widths are shown in the figure Figure 6.2.10 Candidate Roads for Sidewalk Development
below. in Quirino Highway Station Area

(ii) Improve the PUV access to Quirino Highway Station: Since Quirino Highway Station is the
terminal station of MMSP Phase1, expected passengers are both residents accessing by feeder services
along trunk roads from north suburban areas and residents around the station. For this, it is necessary

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to develop the station plazas to provide good accessibility to the station users as well as to avoid the
additional traffic around the station. Considering the PUV traffic flow departing from the station, it is
desirable to provide station plazas at both sides of Mindanao Avenue in order to decrease the number
of cars, buses, jeepneys and UV expresses crossed the cross section. In accordance with the station
plaza development, PUV routes should be reconsidered to serve as a feeder service for MMSP.

Source: JICA Study Team

Figure 6.2.11 Proposed Station Plaza Location at Quirino Highway Station Area

(iii) Complete road projects including a missing link: In order to secure the smooth traffic flow, the
road hierarchy is important. This means that a collector road functions to distribute the traffic along
arterial roads to local roads. In this sense, it is worth to consider connecting Morning Glory Street
to Mindanao Avenue. Morning Glory Street is functioning as a collector road in Del Nacia Village
No. 3, but this is a dead-end.

Source: JICA Study Team

Figure 6.2.12 Proposed Missing Link Connection at Quirino Highway Station Area

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(iv) Regulate the traffic around Quirino Highway Station: Even if all the necessary hard
infrastructure is provided, the users are the key to mitigate the traffic congestions. Therefore, the
traffic regulation should be strictly enforced around Quirinio Highway Station as well as at the
station plaza.

(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.2.3 TOD Project List of Quirino Highway Station Area
Immediate Medium &
Short-term
Type Project Name (before MMSP Long-term Financial Source
(2022-2025)
opening) (after 2025)
Urban QH-U-1 CLUP amendment LGU
Project West station building at the
QH-U-2 Private
station
Commercial development at
QH-U-3 Private
north-east
Affordable housing development
QH-U-4 NHA/ Private
at north-east
Living environment improvement
QH-U-5 LGU
at south
Urban renewal of the Blighted
QH-U-6 LGU/ Private
Area at north
Transport QH-T-1 Footbridges crossing Mindanao
MMSP Component ODA
Project Ave.
QH-T-2 Sidewalk improvement DPWH/LGU
QH-T-3 West Station Plaza MMSP Component ODA
QH-T-4 East Station Plaza DOTr
QH-T-5 PUV route rationalization DOTr
QH-T-6 NLEX Seg. 8.2 TRB
QH-T-7 Improvement of missing Link DPWH
QH-T-8 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

6.2.4 MMSP Action Plan

(1) Current Situation and Issues around Quirino Highway Station

Mindanao Ave. in front of Quirino Highway Station has been facing the heavy traffic due to the lack of
road capacity and lack of appropriate PUV bay provision. Many people board and alight jeepneys in front
of HBC. For the pedestrians, the footbridge is provided at the intersection of Quirino Highway and
Mindanao Avenue, but its columns occupy the sidewalk and no elevator is provided.

Another issue is Bagbag Creek. Due to lack of creek capacity, adjacent area is identified as moderate to
highly flood prone area. Moreover, since sewerage system is not installed at upstream area, the water quality
of the creek is very poor.

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1,772 891 Wilcon Depot

Wilcon

516 Stockyard

1,523
557 Mindanao Avenue
（underpass）
2,124

1,206 885 hbc

Unit: PCU/Peak-hour

Source: JICA Study Team

Figure 6.2.13 Peak-hour Traffic Volume at Quirino Highway – Mindanao Avenue Intersection

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three entrances are developed; one near the intersection of Mindanao Avenue and
Quirino Avenue and two at the south-east of the station. Elevators are installed at both the north-west
and south-east of the station.

Table 6.2.4 List of Station Entrances of Quirino Highway Station

No. Direction Share of MMSP Ridership

1 • Mindanao Ave.-Quirino Hwy. Intersection • PUV bay at east side of Mindanao Ave. 60%
2 • Station plaza • Residential area at east side of Mindanao Ave. 25%
• Footbridge toward Wilcon Depot
3 • Pacific Global Medical Center • Residential area at west side of Mindanao Ave. 15%
Source: JICA Study Team

(ii) Pedestrian facilities: To ensure the safety of the pedestrians, the sidewalk must be improved, and the
roofed footbridges should be provided to cross intersections and trunk roads.

(iii) Intermodal transfer facilities: The intermodal transfer facility (station plaza and PUV bay) must be
developed to avoid traffic congestion at and around the station and to ensure the safety and convenience

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for passengers. The station plaza will be developed at the station along the southbound of Mindanao
Avenue while the existing PUV bay will be improved with new lane markers along the northbound of
Mindanao Avenue.

(iv) Station building: The private property owner of station area plans to develop the building after the
construction of MMSP. In order to assure the function of station and station plaza, DOTr should impose
the building conditions to the property owner.

Station Facilities Road & Transport Facilities

Underground station Replaced footbridge New PUV bay
1 Entrance/Exit (stairs and/or ESC) New footbridge Station plaza
Elevator (MMSP Entrance/Exit) Sidewalk Improvement
Elevator (Footbridge) Required land acquisition for footbridge

Vacant land Wilcon Depot

Wilcon
Stockyard

Mindanao Avenue
（underpass）

Pacific Global
1 Medical Center
3

2
hbc Station Plaza

Source: JICA Study Team

Figure 6.2.14 Key Plan of Quirino Highway Station

(3) Development Plan of Station Plaza

1) Passengers Transport Demand at Quirino Highway Station

a) Railway Passengers

Estimated daily and peak hour number of passengers of Quirino Highway Station is summarized in Table
6.2.5. Estimated daily number of passengers is 120,000 passengers/day in 2025, 119,000 passengers/day in
2035 and 117,000 passengers/day in 2045. Based on the HIS by MUCEP 10, the peak-hour rate is set at
12.5% for both of morning and evening peak hour.

10 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015

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Table 6.2.5 No. of Railway Passenger of Quirino Highway Station

Year 2025 2035 2045
No. of Passenger (passenger/day) 120,000 119,000 117,000
Peak-hour Ridership (passenger/hour) 15,000 15,000 15,000
Source: JICA Study Team
11
Modal share of railway passengers is estimated in the previous project by estimating the access and egress
mode to/from existing urban railways. Considering the characteristics of Qurino Highway Station, the
modal share of suburban stations was referred. Therefore, non-motorized transport (NMT) passengers
account for 43% of the total passengers and road-based transport passengers account for 55%. Based on
this, the number of passengers per access/egress mode is shown in Table 6.2.7.

Table 6.2.6 Modal Share of Quirino Highway Station Users

Mode Share (%)
Non-Motorized Transport (including Walk and Bicycle) 43.4%
Bus 5.1%
Jeepney 48.3%
UV 1.3%
Car 1.9%
Total 100.0
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the
Philippines (JICA, 2015)

Table 6.2.7 No. of Peak-hour Passenger at Quirino Highway Station by Access/Egress Mode
Unit: passenger/hour
Mode 2025 2035 2045
NMT 6,510 6,510 6,510
Bus 770 770 770
Jeepney 7,250 7,250 7,250
UV 190 190 190
Car 280 280 280
Total 15,000 15,000 15,000
Source: JICA Study Team

b) Other Users

Station plazas are used by not only railway passengers but also other people such as residents and visitors
of the area. The surrounding area of Quirino Highway Station is mainly residential areas, so that the number
of users who access/egress to/from Quirino Highway Station aside from the railway passengers is assumed
to be 20% of the railway passengers (Table 6.2.8). They will access/egress to/from destination/origin around
the station on foot.
These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and
pedestrian traffic volume to/from the station. Number of passengers is added to each mode and all number
of passengers is added to NMT since they access/egress to/from destination/origin around the station by
walk.

11 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines,
JICA, 2015

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Table 6.2.8 No. of Peak Hour Users of Quirino Highway Station Plaza by Travel Mode except
Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 150 150 150
Jeepney 1450 1450 1450
UV 40 40 40
Car 60 60 60
Total 1700 1700 1700
Source: JICA Study Team

c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of Quirino Highway Station Plaza
is shown in Table 6.2.9.
Table 6.2.9 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
NMT 8,210 8,210 8,210
Bus 920 920 920
Jeepney 8,700 8,700 8,700
UV 230 230 230
Car 340 340 340
Total 18,400 18,400 18,400
Source: JICA Study Team

d) Passenger Volume of Quirino Highway Station by Direction

Based on the ridership at LRT1 Monument Station12, the ratio of boarding and alighting passenger was
assumed at 80% and 20% in the morning peak hour and 20% and 80% in the evening peak hour.
Table 6.2.10 Share of Boarding and Alighting at the Station during Peak-hour
Peak Boarding Alighting Total
Morning 80.0% 20.0% 100.0%
Evening 20.0% 80.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.2.11).

12 Ridership data of LRT1 in February 2012 was used as a reference. February was chosen, which all schools are generally open.

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Table 6.2.11 Vehicle Occupancy Rate by Vehicle Type

Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR)
(JICA,2019)

The design target year is set at 2035 because the passenger demand in 2035 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.2.12)

Table 6.2.12 No. of Peak Hour Vehicle Volume by Direction in 2045

Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 22 5 27 5 22 27
Jeepney 791 198 989 198 791 989
UV 31 8 39 8 31 39
Car 136 34 170 34 136 170
Total 980 245 1,225 245 980 1,225
Source: JICA Study Team

b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.2.15. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.2.13.

North East South West Total

Within
2% 10% 2% 2% 17%
800m
Outside 42% 29% 7% 5% 83%
Total 44% 40% 10% 7% 100%

Source: JICA Study Team

Figure 6.2.15 Passenger Share by Area

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Table 6.2.13 Directional Vehicle Traffic Volume to/from the Station Plaza
Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 10 12 22 10 12 22
PUV 348 443 791 348 443 791
UV 14 17 31 14 17 31
Car 75 95 170 12 95 107
Total (vehicle) 447 567 1014 384 567 951
Total (PCU) 566 718 1284 503 718 1221
Source: JICA Study Team

(PCU/hour) North (PCU/hour) North

2120 1368 1940 2055

1284 1221
Station Plaza

Station Plaza
1554

1552
1437
1284 1221

2272 1520 2155 2270

South South

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.2.16 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

c) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.2.14).
Table 6.2.14 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Railway Users 5,208 1,302 6,510 1,302 5,208 6,510
Non-railway Users 340 1,360 1,700 1,360 340 1,700
Total 5,548 2,662 8,210 2,662 5,548 8,210
Source: JICA Study Team

Night-time and day-time population is estimated based on future land use as shown in Figure 6.2.17. This
data is used for estimating distribution of pedestrian traffic around the station.

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Source: JICA Study Team

Figure 6.2.17 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone.

Table 6.2.15 Peak Hour Pedestrian Volume in 2045

Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone
Inflow Outflow Total Inflow Inflow Inflow
North 1,281 496 1,778 496 1,281 1,778
East 2,155 429 2,584 429 2,155 2,584
South 1,267 1,060 2,327 1,060 1,267 2,327
West 845 677 1,521 677 845 1,521
Grad-total 5,548 2,662 8,210 2,662 5,548 8,210
Source: JICA Study Team

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Legend Legend
:MRT Line :MRT Line
: Railway Station : Railway Station
: Pedestrian Flow : Pedestrian Flow

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.2.18 Peak Hour Pedestrian Flow around the Station in 2045

North North
1,281 496 496 1,281

Station Station
Plaza Plaza
677 2,155 845 429
East

East
West

West

845 Station 429 677 Station 2,155

Plaza Plaza
8,152 2,038 2,038 8,152
Station Station
Entrance Entrance

1,060 1,267 1,267 1,060

West West

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.2.19 Peak Hour Pedestrian Flow in the Station Plaza in 2045

3) Zoning

Zoning plan was prepared based on the following precondition;

(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

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(ii) Bus berths shall be located along Mindanao Ave. since there is not enough space for bus to maneuver
while jeepney and UV Express berths shall locate inside the station plaza.; and,

(iii) Green and open Space is proposed around the station entrances/exits for people to gather and wait.

Quirino Hwy. Quirino Hwy.

Bus

Bus
Jeepn Jeepn
ey ey
Mindanao Ave.

Mindanao Ave.
UV UV
Car

Car
Atty 2 Atty 2

Legend Legend
: Transport Zone : Transport Zone
: Green Open Zone : Green Open Zone
: Station Entrance : Station Entrance
: Pedestrian Bridge : Pedestrian Bridge

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.2.20 Zoning Plan

4) Necessary Facility

a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.2.16). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.2.16 Service Time by Travel Mode
Travel Mode Item Time (min)
Turnover Rate of Berth 3
Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5
Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

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b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JDT, the
alighting times were set as below (Table 6.2.17).
Table 6.2.17 Alighting Time by Travel Mode
Travel Mode Time (sec./person)
Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

c) Number of Required Berth

The number of required berths shall be estimated by the equation below.

(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.2.18 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth
PUB 2 1
PUJ 20 10
UV 3 1
Car 12 6
Source: JICA Study Team

d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

Table 6.2.19 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for
(person/hour) Waiting Passengers (m2)
PUB 126 126
PUJ 581 581
UV 47 47
Car 57 1,140
Source: JICA Study Team

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5) Layout Plan

a) Transport Facility

Due to the space limitation, transport facilities are mainly located at the north part of the station plaza.
South part will provide only lay-by for taxi and private vehicles.

b) Green and Open Space

The green and open space is located on the walkway between station entrances and transport zone where
many passengers pass through. The plan of the green and open space is prepared based on following
precondition;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

Shelter Image Bike Parking Image

Source: JICA Study Team

Figure 6.2.21 Layout Plan of Quirino Highway Station

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A – A’ Section B – B’ Section

Source: JICA Study Team

Figure 6.2.22 Cross Section of Quirino Highway Station

c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal (Figure 6.2.23). Intersecting foot traffic with vehicle traffic shall be minimized.
Considering the planned building above the station, shelters are provided from an elevator to the bus bay
and from the station entrance to a taxi/car bay.

d) Concept of Spatial Allocation

It is clearly separated the transport terminal/bay for the public and private transport modes. The north side
of station plaza is assigned for the public use, and the south side of station plaza is for the private use. The
pocket park is also planned for a wee oasis. (Figure 6.2.23)

Source: JICA Study Team

Figure 6.2.23 Traffic Flow and Spatial Allocation of Quirino Highway Station

e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches and seating walls will be provided at pocket park for people to rest and wait. (Figure
6.2.24)

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Dita Banaba Ylang-Ylang Katmon

Source: JICA Study Team

Figure 6.2.24 Landscape Concept of Quirino Highway Station

(4) Development Plan of Footbridges

Two new footbridges will be constructed along Mindanao Avenue: Footbridge 1 shall be replacement of
the existing one, and Footbridge 213 shall be constructed newly. The required traveled way widths are as
follows (Table 6.2.20).

Table 6.2.20 Traveled Way Width of Footbridge for Quirino Highway Station

Width Footbridge 1 Footbridge 2

Current Traveled Way Width (m) Stair: 1.6m Walkway: 2.4m n.a.
Required Traveled Way Width (m) 4.0m 3.0m
Source: JICA Study Team

Footbridge 1: The width of existing footbridge is narrow considering the expected users of MMSP.
Although the required traveled way width is 4.0m, the design width shall be adjusted by the available land,
particularly the north side of Quirino Highway. In addition, this footbridge will connect the PUV bay at the

13 There was a footbridge before, but it was removed in 2011 after the construction of Mindanao Avenue Underpass.

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northbound of Mindanao Avenue with MMSP station. Therefore, the elevators will be installed for PWD
and others.

Footbridge 2: This is a secondary footbridge in terms of the MMSP users. Therefore, the required traveled
way width is narrower than Footbridge 1.

Both footbridges will have a shelter for comfortability of users as well as security cameras for security and
safety.

Footbridge 1:
Replacement Footbridge 2:
New

Source: JICA Study Team

Figure 6.2.25 Footbridge Layout Plan of Quirino Highway Station

6.2.5 Required Traffic Management at/around Quirino Highway Station

For Quirino Highway Station, it is difficult to manage the traffic operation on north exit, because left
turning vehicles will be blocked by through traffic, which leads to congestion. To mitigate this, left
turning going to the station should be thoroughly regulated or it can be restricted.

The major roads around the station are already crowded, land acquisition for road widening is necessary
to handled high traffic volume in the future.

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Source: JICA Study Team

Figure 6.2.26 Traffic Management Plan at Quirino Highway Station

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6.3 TOD Plan of Tandang Sora Station Area

6.3.1 Current Situation

The station will be located at the corner of Mindanao Avenue and Tandang Sora Avenue.

(1) Demography

The population in Quezon City has been increasing and reached to three million people in 2015. On the
other hand, the population growth in Tandang Sora Station area was much lower than the one of the city in
the period of 2010-2015 (Table 6.3.1).

Table 6.3.1 Population

Population (person)
Area
2000 2010 2015
Quezon City 2,236,000 2,831,000 3,000,000
(Annual Average Growth Rate) - (2.39%) (1.17%)
Tandang Sora Station Area14 29,081 43,315 44,807
(Annual Average Growth Rate) - (4.06%) (0.68%)
Source: PSA

(2) Land Use

The station will be located under Mindanao Avenue near the corner of Tandang Sora Avenue. The project
affected area is highly occupied by residential areas composed of several subdivisions. Many small and
medium-sized commercial and business buildings can be seen along Mindanao Avenue, Tandang Sora
Avenue and Road 20. Although there is no remarkable commercial and business structure, several religious
facilities are located in this area including The Church of Jesus Christ of Latter-day Saints, Iglesia Ni Cristo
and Our Lady of the Annunciation Parish & Shrine of the Incarnation. Besides, St. James College of Quezon
City, which is a private college, is also located in front of Tandang Sora Station, but was closed in June
2019. Robinson Land Corporations (RLC) already bought St. James College of Quezon City, and is
planning for the development.

(3) Transport and Traffic Situation

Currently, buses run the route along Mindanao Ave. while jeepneys are operating along Mindanao Ave.,
Tandang Sora Ave. and Congressional Ave. tPremium Point to Point (P2P) bus service is also operated
along Mindanao Avenue but there is no stop around Tandang Sora Station area. (Figure 6.3.2)

At the intersection of Mindanao Ave. and Tandang Sora Ave., two peak hours can be observed from the
traffic count results; one in 7am – 8am and another one in 5pm – 6pm. Main traffic flow is from north to
south and vice versa. (Figure 6.3.3) However, since Tandang Sora Ave. a is narrow road, traffic congestion
can be seen from time to time.

14 The population was calculated based on the barangay population within 800m radius from the station.

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(4) Relevant Projects

There are no confirmed projects in this area. However, the widening of Tandang Sora Avenue is highly
recommended in the Comprehensive Land Use Plan (CLUP) of Quezon City. This is because Tandang Sora
Avenue is considered as one of the backbone transportation networks of Quezon City. In addition, as mentioned
above, former St. James College of Quezon City will be redeveloped by RLC, but no detail information is
available.

Mindanao Ave.
Our Lady of the
Annunciation Parish and
Shrine of the Incarnation

Iglesia Ni Cristo
Mindanao Avenue
(proposed entrance location)
The Church of Jesus Christ
of Latter-day Saints

St. James College

Former St. James College

Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational
Commercial facilities along
Mindanao Avenue
Source: JICA Study Team

Figure 6.3.1 Existing Situation of Tandang Sora Station

(pcu/hr)
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.3.3 Traffic Volume at Intersection of
Figure 6.3.2 Existing Public Transport Network Mindanao Ave. and Tandang Sora Ave.
around Tandang Sora Station

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6.3.2 Voices of Resident and Visitors15

Living Environment: The overall satisfaction rate on living environment by residents in Tandang Sora
Station area is high with 81%. However, their evaluation on traffic conditions, public amenity such as
greenery areas and historical places is low. This is because there is no open spaces/parks and historical
places in this area. (Figure 6.3.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 60%. For the facilities, both pedestrian space including
sidewalk and crossing facilities and public transport facilities need to be improved. (Figure 6.3.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.3.4 Assessment on Living Figure 6.3.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
rather than faciltiies for vehicles. (Figure 6.3.6)
Considering the dissatisfaction level of residents,
sidewalk and crossing facilies should be improved.
Aside from the transport facilties at the ground,
information center/map and universal design are
demanded by the residents, including barrier-free Source: JICA Study Team
facilties and baby care space. Similar to Quirino
Highway Station, the needs for commercial space at Figure 6.3.6 Transport Facility Needs at MMSP
Station
the station is relatively low.

15 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 252 residents within 800m radius from
Tandang Sora Station.

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6.3.3 Development Orientation

(1) Development Issues

The main station users at Tandang Sora Station will be the residents in this area. Visitors of religious
facilities and possibly redevelopment area of former St. James College of Quezon City will also be
considered as potential users. Therefore, it is important to improve the pedestrian environment between the
station and those facilities. In addition, the lack of parks and recreational areas can be observed in this area.
The provision of parks and recreational area needs to be considered.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

According to the QC-CLUP 2011-2030, the areas along Tandang Sora Avenue is one of the non-growth
areas designated as Transitional Area. There is a serious backlog in the provision of community facilities
and services. So private development/ investments to thrive commercial growth areas are expected as one
of main access points crossing of Mindanao Avenue and Tandang Sora Avenue.

As for the zoning of CLUP within 800m radius from the station, more than half of land is designated
medium density residential zone (R-2) and commercial zones are about 20% only along two (2) trunk roads.
Table 6.3.2 Land Use Plan of the Tandang Sora Station Area
City Zoning Code Area within 800m radius Height Limit FAR
Quezon Medium Density Residential Zone R-2 118.9ha 59.1% 7F -
Medium Zoning Density Residential
R-2A 0.3ha 0.2% 7F -
Sub Zone
High Density Residential Zone R-3 32.9ha 16.4% - 6
Minor Commercial Zone C-1 11.8ha 5.9% 12m or 4F 4 - 10
Major Commercial Zone C-2 32.5ha 16.1% 12m or 4F 10
Institutional Zone Inst. 4.7ha 2.3% 9m or 3F 10
Total 201.0ha 100.0%
Source: Quezon City CLUP

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Source: Quezon CLUP

Figure 6.3.7 Land Use Zoning Map of Tandang Sora Station Area

(3) Development Vision and Orientations

Tandang Sora Station will be an intermediate station in suburban residential areas, and lifestyle-related
service and commercial facility development will be promoted for residents and the visitors of religious
facility.

Vision: “The Tandang Sora Station Area will be a lifestyle-related service and commercial area with feeder
services in suburban residential areas.”

Development Orientations:

 To promote urban upgrading along trunk roads to strengthen commercial and business functions in
suburban residential area;

 To facilitate a smooth transfer along Mindanao Avenue with feeder services from the station; and,

 To provide affordable housings along trunk roads which are convenient for employees commuting
from suburban area to the CBD by MMSP.

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Source: JICA Study Team

Figure 6.3.8 Development Orientation of Tandang Sora Station Area

(4) Urban Development Plan

To create a compact and convenient station area serving for suburban residential area, roadside areas around
the station will be converted to mixed-commercial and residential areas. Attractive and convenient
commercial and service facilities along the trunk roads will increase the station users.

(i) Roadside mixed-commercial development: mid-rise mixed-use commercial and residential

buildings will be clustered with pedestrian space and trees along Mindanao Avenue and Tandang
Sora Avenue. In case of emergency, trunk roads will be a main evacuation corridor. Mid-rise
buildings with wide pedestrian space and trees will be a buffer zone for flooding, fire and other
disasters.

(ii) Urban redevelopment of college land: The closed St. James College will be redeveloped to
commercial and business area with a station plaza which will directly connect to the underground
station.

It is proposed to designate the area within 200m radius from the station as TOD area, which can be classified
as “Special Urban Development Zone (SUDZ)” under the CLUP of Quezon City. Low-density Residential
Zone within walking distance will be converted into Mid-density Residential Zone together with access
road and public infrastructure improvement. It is proposed to upgrade the zoning along trunk roads and
residential areas as follows:

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- from “R-2 Medium Density Residential Zone” to

“R-2-A Medium Density Residential Zone A” to
develop mid-rise residential apartments; and,

- from “R-2 Medium Density Residential Zone” to

“C-2 Major Commercial” along Mindanao
Avenue to promote mixed-use commercial and
residential development
Furthermore, to implement TOD projects in
comprehensive manner, it is proposed to designate
“Special Urban Planning Zone” around the station with
incentives and guidance for TOD.
Source: JICA Study Team based on Quezon City CLUP
(5) Transport Development Plan
Figure 6.3.9 Proposed Amendment of
CLUP and TOD Area
The main objectives of transport development are to
improve pedestrian environment, improve the access to Tandang Sora Station by PUVs, develop road
network to access to Tandang Sora Station, and regulate the traffic around Tandang Sora Station.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from Tandang Sora
Station. Considering the foot traffic potential, it is advisable to provide 3.5-m width of sidewalk for
arterial roads and 2.0-m width of sidewalk for collector roads. The roads which does not satisfy these
sidewalk widths are shown in the figure below. However, sidewalks along Mindanao Ave. section
between Tandang Sora Ave. and Road 20 will be developed as a part of MMSP component.

Source: JICA Study Team

Figure 6.3.10 Candidate Roads for Sidewalk Development in Tandang Sora Station Area

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(ii) Improve the PUV access to Tandang Sora Station: Aside from the residents and visitors in the
station area, some people will access to the station by PUV via Tandang Sora Avenue. With current
situation of Tandang Sora Station, PUV bays can handle the demand enough. Considering the current
PUV route, it is advisable to provide the PUV bays along both Mindanao Avenue and Tandang Sora
Avenue. If the demand of MMSP increases dramatically or the land use of surrounding area is changed
in future, that is the time to consider developing the station plaza nearby Tandang Sora Station.

West
Station East
Plaza Station
Plaza

Legend
Proposed Station Plaza
Ideal PUV Flow
MMSP Station

Source: JICA Study Team

Figure 6.3.11 Candidate Location of Station Plaza for Tandang Sora Station Area

(iii) Develop road network: In order to secure the smooth traffic flow, the road hierarchy is important.
This means that a collector road functions to distribute the traffic along arterial roads to local roads.
However, several collector roads in Tandang Sora Station Area are dead-end. In order to improve
the vehicle traffic flow and secure evacuation route for the emergency, it is worth to consider to
connect those missing links. The missing links are shown in Figure 6.3.12.

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Source: JICA Study Team

Figure 6.3.12 Proposed Missing Link Connection at Tandang Sora Station Area

(iv) Regulate the traffic around Tandang Sora Station: Even if all the necessary hard infrastructure
is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around Tandang Sora Station.

(6) TOD Project List

Though a large-scale urban development won’t be expected in this area, it is required to strengthen urban
functions to serve for both passengers and local residents as a suburban service center of Tandang Sora area.

Before MMSP opening, intermodal transfer facility development around the station should be completed
which is not limited to MMSP Project coverage. Especially urban redevelopment project after the college
relocation will be a significant project to develop both commercial facilities and the station plaza.

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Table 6.3.3 TOD Project List of Tandang Sora Station Area

Mid& Long-
Immediate (before Short-term Financial
Project Name term (after
MMSP opening) (2022-2025) Source
2025)
Urban TS-U-1 CLUP amendment LGU
project TS-U-2 Open space and pedestrian space JICA-ODA/
MMSP Component
along Mindanao Avenue LGU
TS-U-3 Urban redevelopment with west
Private
station plaza
TS-U-4 Mixed-commercial and residential
development along Mindanao Private
Avenue
TS-U-5 Urban upgrading of residential
LGU/ Private
areas
Transport TS-T-1 Sidewalk improvement DPWH/LGU
project TS-T-2 MMSP Station, loading and
MMSP Component JICA-ODA
unloading space
TS-T-3 Mindanao Ave. sidewalk
MMSP Component JICA-ODA
improvement
TS-T-4 West Station Plaza DOTr/ DPWH/
LGU/ Private
TS-T-5 East Station Plaza DOTr/ DPWH/
LGU/ Private
TS-T-6 PUV route rationalization DOTr
TS-T-7 Access road improvement/
DPWH/LGU
development
TS-T-8 Traffic management MMDA
Source: JICA Study Team

6.3.4 MMSP Action Plan

(1) Current Situation and Issues

Mindanao Ave. in front of Tandang Sora Station has been facing the heavy traffic during the peak-hour due
to the lack of road capacity. Aside from the peak-hour traffic, additional traffic can be also observed during
the weekend at/around the religious facilities. The provision of sidewalk along Mindanao Avenue varies.
Some section has a wide sidewalk, but others are narrow and uneven.

Low to moderate floor hazard can be also observed along the creek at the west side of Mindanao Avenue.

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Tandang Sora Avenue

421 401
Rock Plaza
Shakey’s

1,779 1,759 Mindanao Avenue

4,107 4,244

410 547
St. James College of
Quezon City

Source: JICA Study Team

Figure 6.3.13 Peak-hour Traffic Volume at Tandang Sora Avenue – Mindanao Avenue Intersection

(2) Concept Plan

The station district development will revitalize this area as well as improve the traffic situation around the
station. The development components are as follows;

(i) Entrance: Four entrances are developed along the 12-m wide sidewalk (carriageway side). The
entrances will not block the access to commercial and residential facilities along Mindanao Avenue.

(ii) Pedestrian facilities: The detours along Mindanao Avenue during the MMSP construction will be
utilized as wide sidewalks after the construction of MMSP. Landscape will provide sunshade to
improve walkability.

(iii) Intermodal transfer facilities: Loading/unloading spaces for buses and jeepneys will be developed
along Mindanao Avenue utilizing the part of wide sidewalks. The loading/unloading space will not
block the access roads to commercial and residential facilities along Mindanao Avenue.

Table 6.3.4 List of Station Entrances of Tandang Sora Station

No. Direction Share of MMSP Ridership
1 • St. James College of Quezon City • North and west side of Mindanao Ave. 35%
2 • Rock Plaza • North and east side of Mindanao Ave. 25%
3 • Bus/Jeepney bay at west side of Mindanao Ave. • South and west side of Mindanao Ave. 20%
4 • Bus/Jeepney bay at east side of Mindanao Ave. • Shakey’s 20%
• South and east side of Mindanao Ave.
Source: JICA Study Team

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Station Facilities Road & Transport Facilities

Underground station Existing footbridge New PUV bay
1 Entrance/Exit (stairs and/or ESC) Sidewalk improvement Station plaza
Elevator (MMSP Entrance/Exit)

Tandang Sora Avenue

Rock Plaza
Shakey’s
2 4

Mindanao Avenue

1 3

St. James College of

Quezon City

Source: JICA Study Team

Figure 6.3.14 Key Plan of Tandang Sora Station

(3) Development Plan of Intermodal Transfer Facilities

1) Planning Conditions

The available space for the intermodal transfer facilities of Tandang Sora Station is limited with the 12-m
wide detour for MMSP construction. The available land is approximately 5,000 – 6,000m2 at the both side
of Mindanao Ave. Therefore, the intermodal transfer facilities shall be the combination of 12-m wide
sidewalk and loading/unloading bays.

2) Layout Plan

a) Transport Facility

Due to the space limitation, loading/unloading bays are located at the southern part of sidewalks.

b) Green and Open Space

The green and open space is located along the 12-m wide sidewalk along Mindanao Ave. The plan of the
green and open space is prepared based on following precondition;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

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Source: JICA Study Team

Figure 6.3.15 Layout Plan of Tandang Sora Station

A – A’ Section

B – B’ Section

Source: JICA Study Team

Figure 6.3.16 Cross Section of Tandang Sora Station

c) Concept of Traffic Flow

Tactile paving shall be installed along the entire sidewalk as well as the path between the station entrance
and PUV bay/terminal. Shelters shall be provided only along the PUV bays since there is a disruption of
access road to the residential compound.

d) Concept of Spatial Allocation

Since there is no enough available land to provide the PUV terminal, only PUV bays were allocated at the
both sides of Mindanao Ave.

Source: JICA Study Team

Figure 6.3.17 Traffic Flow and Spatial Allocation of Tandang Sora Station

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e) Landscape Concept

Along the sidewalk, local trees and shrubs shall be planted to create the shades and different landscapes for
the station users.

Palo Maria Palo Maria Shelter

Jeepney Bus
Banaba
Banaba Balitbitan
Bus Jeepney
Palo Maria Shelter

Palo Maria Banaba Balitbitan

Source: JICA Study Team

Figure 6.3.18 Landscape Concept of Tandang Sora Station

6.3.5 Required Traffic Management at/around Tandang Sora Station

One of the concerns in the Tandang Sora Station area is the possible renovation of St. James College of
Quezon City. If it happens, the road users in the area will increase. Since the said concern is currently
uncertain, this traffic management doesn’t consider it.

Currently, the southbound direction of Mindanao Avenue is congested. Adding a pick-up/drop off point
on the roadside should be added and on-street parking should be strictly prohibited, excluding the PUV
bays. There is a possibility that vehicles move to opposite direction for pickup. Therefore, a U-turn slot
is necessary to secure for the convenience of the user.

Source: JICA Study Team

Figure 6.3.19 Traffic Management Plan at Tandang Sora station

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6.4 TOD Plan of North Avenue Station Area

6.4.1 Current Situation

The station will be located beside Mindanao Avenue within Veterans Memorial Medical Center (VMMC)
Golf Course. It will be the transfer station between MMSP and LRT-1, MRT-3 and MRT-7.

(1) Demography

The population in Quezon City has been increasing and reached to three million people in 2015. On the
other hand, the population in North Avenue Station area has decreased in the period of 2010-2015 and was
45,000 people in 2015 (Table 6.4.1). The existing residential areas in this area are mainly high-dense low-
income housing and informal settlers. However, this area is designated as the Central Business District
(CBD) in Quezon City, and several large-scale urban development projects are going on. It implies that this
area has been developed, and its land use has been changing from residential to other uses.
Table 6.4.1 Population
Population (person)
Area
2000 2010 2015
Quezon City 2,236,000 2,831,000 3,000,000
(Annual Average Growth Rate) - (2.39%) (1.17%)
North Ave. Station Area16 43,000 51,000 45,000
(Annual Average Growth Rate) - (1.59%) (-2.53%)
Source: PSA

(2) Land Use

The affected area covers a part of Quezon City CBD which is known as Triangle Park. The large area of
this CBD is still under construction, but four large shopping malls are already opened, namely SM North
EDSA, Trinoma, Landmark and Ayala Malls Vertis North. The residential areas are located in the north of
SM North EDSA and the west side of EDSA, which is an exclusive subdivision called Phil-Am. VMMC
where North Ave. Station will locate is designated as an evacuation emergency field hospital.

(3) Transport and Traffic Situation

LRT-1 Roosevelt Station locates along EDSA about 500m westward from SM North EDSA while MRT-3
North Ave. Station locate at EDSA in front of Trinoma. For road-based public transport, the premium point-
to-point (P2P) bus services are provided. There are four (4) routes from Trionma to Clark International
Airport, Robinsons Place Malolos, Santa Maria and Park Square, and vice versa. The ordinary buses run
mainly along EDSA while jeepneys are operated along Mindanao Ave. and North Ave. (Figure 6.4.2)

The intersection of Mindanao Ave. and North Ave. is heavily traffic, and two peak hours can be observed
from the traffic count results; one in 7am – 9am and another one in 3pm – 4pm. Main traffic flow is from
north to east. (Figure 6.4.3)

16 The population was calculated based on the barangay population within 800m radius from the station.

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(4) Relevant Projects

For the railway project, MRT-7 is under construction, which connects San Jose Del Monte in Bulacan and
North Ave. in Quezon City. The Common Station for LRT-1, MRT-3 and MRT-7 is also under construction
at the corner of EDSA and North Ave., which will be about 700m away from North Ave. Station of MMSP.
For the road, the Metro Manila Interchange Project (MMIP) at the intersection of North Ave. and Mindanao
Ave. as well as at North Ave. and EDSA is under study. In addition, EDSA-Greenways funded by ADB is
also going on. This project aims to improve the pedestrian environment in North Triangle. Moreover,
several large-scale urban development projects are also ongoing, including Vertis North at North Triangle,
SM Hotel and Convention Center next to SM North EDSA, and others.

Quezon City Veterans Memorial Golf Course

Science High
San Francisco School
High School
SM Hotel

SM North EDSA
Veterans Memorial Medical Center

Common Sta.
North Ave.
Trinoma
Legend
MMSP Station
Residential
Vertis North
Landmark Commercial/Business
Triangle Park
Phil-Am Public Facilities
Parks/Recreational
Metro Manila Interchange
Project

Common Station Location

Source: JICA Study Team
Figure 6.4.1 Existing Situation of North Ave. Station

(pcu/hr)
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
00:00-
01:00-
02:00-
03:00-
04:00-
05:00-
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-
22:00-
23:00-

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.4.2 Existing Public Transport Network Figure 6.4.3 Traffic Volume at Intersection of
around North Ave. Station Mindanao Ave. and North Ave.

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6.4.2 Voices of Resident and Visitors17

Living Environment: The overall satisfaction rate on living environment by residents in North Ave.
Station area is relatively high with 75%. However, their evaluation on traffic conditions and
landscape/historical places are quite lower. Although many parts of this area is developed as a whole by
SM and Ayala, people do not feel they are creating good landscape or historical places. (Figure 6.4.4)

Travel Environment: Compared to the evaluation on the traffic conditions, people are satisfied more with
their overall travel environment. Among the travel environment components, people’s satisfaction is lower
on public transportation services such as distance to the public transport services and waiting environment.
(Figure 6.4.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.4.4 Assessment on Living Figure 6.4.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
and public transport related infrastructure rather than
faciltiies for private vehicles. (Figure 6.4.6) In light
of the assessment on the current travel environment,
the good intermodal transfer facilities such as station
plaza and PUV bay need to be provided at MMSP
station. Aside from the transport facilities, the needs Source: JICA Study Team
of recreational area at/around the station is low while
it is expected to have the government branch offices, Figure 6.4.6 Transport Facility Needs at
MMSP Station
public services and commercial facilities at the
station.

17 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 291 residents within 800m radius from
North Avenue Station.

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6.4.3 Development Orientation

(1) Development Issues

The main urban issues in this area are (i) the gap between the highly commercialized area and old dense
residential area, (ii) the presence of large-scale informal settlement areas, and (iii) protection of existing
green areas.

The main transport issues in this area are (i) traffic congestions along trunk roads such as EDSA, North
Ave. and Mindanao Ave., (ii) lack of pedestrian network, (iii) inadequate management of public
transportation at the bus/jeepney terminals of shopping malls, and (v) lack of barrier-free facilities. In
addition, North Ave. Station will be the transfer station from MMSP to LRT-1/MRT-3/MRT 7 and vice
versa, but the distance between North Ave. Station and the Common Station will be more than 700m.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), North Ave.
Station Area is identified as a part of CBD-Knowledge Community District which has total area of 1,862
hectares. This district is a showcase the realization of the new vision for Quezon City as the green lung of
Metro Manila, the health and wellness center, and the knowledge industry capital of the country. In CBD-
Knowledge Community District, North Ave. Station area is particularly belonging to QC-CBD which will
be established to foster a mixed-used development oriented towards transit facilities for improved
access/circulation and mobility. The special district includes substantial new corridors for better and safer
commercial and residential development.
Table 6.4.2 Land Use Plan of North Ave. Station Area
Zoning Area within 800m radius Height Limit FAR
Quezon 12m/ 4F 1) 12 1)
Low Density Residential Zone R-1 4.3ha 2.2%
10m/ 3F 2) 1.5 2)
12m/ 4F 1) 6 1)
High Density Residential Zone R-3 50.7 ha 25.2%
10-36m/ 3-12F 2) 1.8-8.1 2)
12m/ 4F 1) 4 1)
Minor Commercial Zone C-1 3.0 ha 1.5%
10-15m/ 3-5F 2) 1.7-3.0 2)
4 1)
Major Commercial Zone C-2 17.0 ha 8.5% 45m/ 15F 2)
3.6-9.0 2)
48-180m / 10 1)
Metropolitan Commercial Zone C-3 15.0 ha 7.5%
16-60F 2) 9-34 2)
Institutional Zone Inst. 61.4 ha 30.5% 9m/ 3F 3) 2.5 3)
QC-CBD Mixed-use Residential 17.7 ha 8.8% 18m/ 24F 1) 5.4-5.8 1)
Mixed-use Commercial 24.5 ha 12.2% None 1) 14-18 1)
Mixed-use with retail ground floor 3.9 ha 1.9% min 24F 1) 14-16 1)
Parks and Open Spaces 3.4 ha 1.7% - -
Total 201.0 ha 100.0%
Source: Quezon CLUP, 1) Quezon City CLUP, 2) National Building Code

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Source: Quezon CLUP

Figure 6.4.7 Land Use Zoning Map of North Ave. Station Area

(3) Vision and Development Orientation

The catchment areas of North Ave. Station and Quezon Avenue Station will be huge including the areas
connected by three urban railways (LRT-1, MRT-3 and MRT-7) and feeder service along trunk roads such
as EDSA, North Ave. and Quezon Ave., etc. The expected station users will be commuters and visitors to
the commercial facilities and transfer passengers from and to other railway lines. North Ave. Station and
Quezon Ave. Station will be both located at the Triangle Park, so one TOD Area will be designated for two
stations as an integrated area. For this, the development vision and orientations are proposed as follows:

Vision: “Integration of various transport hubs connecting rail and road transport services, and creation of
an urban amenity space for pedestrian as a competitive CBD.”

Development Orientations:

 To strengthen advanced commercial and business functions by promoting urban redevelopment

activities.

 To strengthen a transport hub function by connecting MMSP, Common Station and road transport
terminals.

 To provide amenity spaces for visitors and employees by developing pedestrian facilities and open
space as a symbol of the north CBD.

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Source: JICA Study Team

Figure 6.4.8 Development Orientation of North Ave. Station Area and Quezon Avenue
Station Area

(4) Urban Development Plan

To strengthen the capacity of Quezon CBD with stations, potential areas for land use conversion are:

(i) Advanced commercial and business center development of VMMC and golf course: It is proposed
to designate the area within 1km radius from two stations as TOD Area, including commercial areas
along EDSA in Triangle Park, the Veterans Memorial Golf Club and the residential area at the west
side of Mindanao Ave. In the proposed amendment of CLUP, the station locations will be reflected
into the Zoning Plan of Triangle Park, and the potential of future urban development of the VMMC
Golf Club should be considered.

(ii) Integrated transport hubs of MMSP and Common Station: The Triangle Park, one of the largest
CBDs of Metro Manila, will be the intermodal node of several urban railways. So, it is required to
improve public transport services and infrastructures with public and private partnership (PPP), in line
with commercial and business development initiated by private sector.

(iii) Urban renewal of Blighted Area: Some areas inside the Quezon CBD are occupied by the blighted
area. In line with urban redevelopment project by private sectors, public infrastructure and utilities will
be developed to serve for accessibility improvement to the stations.

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It is proposed to designate “Special Urban Development Zone (SUDZ)” as TOD area to expand the Quezon
Triangle CBD boundary toward north, and to integrate TOD areas of North Ave. Station, Quezon Avenue
Station and the Common Station. Furthermore, remaining industrial area inside commercial area will be
converted to “Metropolitan Commercial Zone” (C-3).

Land Use of North Avenue Station

Special Urban Development Zone

=TOD Area
(integrated of North Ave.& Quezon Ave.)

C-3

C-3

Source: JICA Study Team based on Quezon City CLUP

Figure 6.4.9 Proposed Amendment of CLUP and Designation TOD Area

(5) Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve PUV access,
missing links to ease the traffic congestions, and regulate the traffic around North Ave. Station. Parking
management may also need to consider encouraging people to travel on foot or by public transportation.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from North Ave.
Station. In case of North Ave. Station area, previously described EDSA Greenways Project is going
on under ADB. Therefore, it is expected to improve pedestrian network through this project. In
addition, MMSP will provide one footbridge crossing Mindanao Ave.

(ii) Improve the PUV access to North Ave. Station: Three transport stops at Common Station, SM PUV
Terminal and MMSP North Ave. Station will be provided in this area (Figure 6.4.10). According to
the comprehensive master plan, it is planned that people will move around by walking, bicycle and
loop bus in the QC-CBD. Since three terminals locate closely, the functions and PUV routes among
three terminals need to be planned appropriately to avoid the traffic congestions along North Ave. and
Mindanao Ave.

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Considering the number of daily ridership at Common Station (478,000 passengers18) and MMSP
North Ave. Station (142,000 passengers19), Common Station Transport Terminal will be the main
terminal in this area. Since the traffic flow of westbound of North Ave. cannot access to this terminal,
SM North EDSA Transport Terminal will supplement the function of main terminal. On the other hand,
MMSP North Ave. Station Plaza will serve the MMSP users and the visitors of future development of
VMMC, which will function as PUV stops. (Table 6.4.3)

Therefore, the PUV waiting berths should be provided more at Common Station Transport Terminal
and SM North EDSA Transport Terminal while PUV shall just load and unload the passengers at
MMSP North Ave. Station Plaza.
Table 6.4.3 Function of Public Transport Terminals in the Area

Terminal Function
MMSP North Ave. Station Plaza - Function as PUV stops
- PUV shall only load and unload passengers.
Common Station/Trinoma Transport Terminal - Function as South PUV terminal
- PUV can wait aside from loading and unloading passengers.
SM North EDSA Transport Terminal - Function as North PUV terminal
- PUV can wait aside from loading and unloading passengers.
Source: JICA Study Team

Source: JICA Study Team

Figure 6.4.10 Location of Public Transport Terminal around MMSP North Ave. Station

(iii) Connect a missing link: Snice the area of VMMC is about 650m x 880m big without roads and
located just next to the CBD, the additional road network is advisable together with the
redevelopment of VMMC.

(iv) Regulate the traffic around North Ave. Station: Even if all the necessary hard infrastructure is
provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around North Ave. Station as well as at the station plaza.

18 According to DOTr official, the expected number of passengers is 478,000 passenger/day in 2020.
19 Forecasted by JICA Study Team for year 2045.

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(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.4.4 TOD Project List of North Station Area
Immediate Medium &
Short-term Financial
Type Project Name (before MMSP Long-term
(2022-2025) Source
opening) (after 2025)
Urban NA-U-1 CLUP amendment LGU
Project Public space development around
NA-U-2 Private/ LGU
the station
Mixed use facility development
NA-U-3 Private
around the station
NA-U-4 Urban renewal of Blighted Area Private/ LGU
Advanced commercial and
NA-U-5 business center development of Private
VMMC and golf course
Transport NA-T-1 Pedestrian network development ODA/DOTr
Project NA-T-2 MMSP footbridge MMSP Component ODA
NA-T-3 MMSP Station Plaza ODA
NA-T-4 Common Station DOTr
NA-T-5 MRT7 construction DOTr/Private
NA-T-6 Missing link development DPWH
NA-T-7 Traffic management MMDA/LGU
Source: JICA Study Team

(7) Proposed TOD Block Plan

By utilizing a construction yard, not only the station plaza but also public open space and mixed-use
facilities will be developed in short-term. This block (~5ha) is a western part of the VMMC Golf Course
(~56ha) where has a potential of a large-scale urban development in future. For this, the block should be a
gateway of a future development area as well as the station, which has multi-functions of intermodal,
amenity, advanced technology and services, etc. It is proposed to ensure open space at the corner of the
intersection and at the south front of the station for pedestrian and station users for smooth access and
gathering.
Phase Projects

 Station Plaza, entrances

MMSP
 Pedestrian bridge

 Sidewalk with setback

(1) Short-term  Open space

 Pedestrian Walkway
 Mid& high-rise commercial
facility
(2) Mid-term
 Carriageway (with future
development)
(3) Long-term  High-rise residential facility
Source: JICA Study Team

Figure 6.4.11 Proposed TOD Block Plan and Projects around North Ave. Station

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6.4.4 MMSP Action Plan

(1) Current Situation and Issues

Intersection of Mindanao Ave. and North Ave. have been facing the heavy traffic congestions, especially
on-going MRT-7 construction adding the traffic at the said intersection. (Figure 6.4.12). For the pedestrian,
although sidewalks are provided along the roads, they are narrow. In contrast to the developed areas such
as Trinoma, Vertis North and SM North EDSA, the existing residential areas are dense and their roads are
very narrow.

Unit: PCU/Peak-hour Occupational Safety

and Health Center

Veterans Memorial
Medical Center
1,655 2,364

Vertis North
1,052
2,128

679

2,629
1,311 3,344 Trinoma

Source: JICA Study Team

Figure 6.4.12 Peak-hour Traffic Volume at Intersection of Mindanao Ave. – North Ave.

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Two entrances are developed; one near the intersection of Mindanao Ave. and
North Ave. and another at the north of the station. Elevators are installed at both the north and south
of the station.

Table 6.4.5 List of Station Entrances of North Ave. Station

No. Direction Share of MMSP Ridership

1 • Residential area at north of the station • Quezon City Science High School 30%
• Residential area at west of the station • SM North EDSA.
2 • Common Station • Vertis North 70%
• Trinoma • SM North EDSA
• Landmark
Source: JICA Study Team

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(ii) Pedestrian facilities: Since the station area and the residential area is divided by Mindanao Ave., the
footbridge crossing Mindanao Ave., located near Entrance 1 will be a part of MMSP component. This
will promote the accessibility from/to the residential areas at the west side of Mindanao Ave.

(iii) Intermodal transfer facilities: The station plaza will be provided within the VMMC Golf Club.
However, this will be operationalized after the construction of the remaining section, because the areas
will be used as the construction yard of the remaining section.

Veterans Memorial
Golf Club Vertis North

1 Station Plaza 2

Mindanao Ave.
MMICP:
Flyover
(planned)

MMICP: EDSA
Underpass Greenways
(planned)

Trinoma/ MRT3 Depot

(basement)
East Ave.

Station Facilities Road & Transport Facilities

Underground station Existing footbridge Existing PUV bay
Source: Google Earth (basemap)
1 Entrance/Exit (stairs and/or ESC) Replaced footbridge New PUV bay
Elevator (MMSP Entrance/Exit) New footbridge Station plaza SM Mall
Common Station/
Elevator (Footbridge) Sidewalk widening
PUV Terminal
Required land acquisition for footbridge (planned)

SM PUV
Terminal

Source: JICA Study Team

Figure 6.4.13 Key Plan of North Ave. Station

(3) Development Plan of Station Plaza

1) Passengers Transport Demand at North Ave. Station

a) Railway Passengers

Estimated daily and peak hour passenger of North Ave. Station is summarized in Table 6.4.6. Estimated
daily passengers is 97,000 passengers/day in 2025, 143,000 passengers/day in 2035 and 142,000
passengers/day in 2045. Based on the Household Interview Survey (HIS) by MUCEP 20, the peak-hour rate
is set at 12.5% for both of morning and evening peak hour.

20 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015

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Table 6.4.6 No. of Railway Passenger of North Ave. Station

Year 2025 2035 2045

No. of Passenger (passenger/day) 97,000 143,000 142,000
Peak-hour Ridership (passenger/hour) 12,000 18,000 18,000
Source: JICA Study Team

Modal share of railway passengers is estimated in the previous project21 by estimating the access and egress
mode to/from existing urban railways. The transfer passengers from/to MMSP to/from LRT-1, MRT-3 and
MRT-7 were computed by the demand forecast model. As a result, the transfer passengers from/to rail
account for 60% of the total ridership, non-motorized transport (NMT) passengers account for 20%, and
road-based transport passengers account for 20%. Based on this, the number of passengers per access/egress
mode is shown in Table 6.4.8.
Table 6.4.7 Modal Share of North Ave. Station Users

Mode Share (%)

Transfer between Railways 60.0
Non-Motorized Transport (including Walk and Bicycle) 19.2
Bus 6.0
Jeepney 11.7
UV 2.2
Car 0.9
Total 100.0
Note: “Transfer” means passengers transfer between MMSP and other railway lines (LRT-1, MRT-3 and MRT-7).
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines
(JICA, 2015)

Table 6.4.8 No. of Peak-hour Passenger at North Ave. Station by Access/Egress Mode
Unit: passenger/hour
Mode 2025 2035 2045
Transfer between Railways 7,200 10,800 10,800
NMT 2,300 3,450 3,450
Bus 720 1,080 1,080
Jeepney 1,410 2,120 2,120
UV 260 390 390
Car 110 160 160
Total 12,000 18,000 18,000
Source: JICA Study Team

b) Other Users

Station plazas are used not only by railway passengers but also other people such as residents and visitors
of the area. The surrounding area of North Ave. Station has been developed as a CBD of Quezon City.
Therefore, it is expected that people will access/egress to/from the area by several transport modes such as
walking, bicycle, railway, jeepney, bus and private car. The number of users who access/egress to/from
North Ave. Station aside from the railway passengers is assumed to be 50% of the railway passengers
(Table 6.4.9). They will access/egress to/from destination/origin around the station on foot.

These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and

21 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines,
JICA, 2015

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pedestrian traffic volume to/from the station. The number of passengers is added to each mode and the total
number of passengers is added to NMT since they access/egress to/from destination/origin around the
station by walk.
Table 6.4.9 No. of Peak Hour Users of North Ave. Station Plaza by Travel Mode
except Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 360 540 540
Jeepney 710 1060 1060
UV 130 200 200
Car 60 80 80
Total 1260 1880 1880
Source: JICA Study Team

c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of North Ave. Station Plaza is
shown in Table 6.4.10.
Table 6.4.10 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
Transfer between Railways 7,200 10,800 10,800
NMT 3,560 5,330 5,330
Bus 1,080 1,620 1,620
Jeepney 2,120 3,180 3,180
UV 390 590 590
Car 170 240 240
Total 14,520 21,760 21,760
Source: JICA Study Team

d) Passenger Volume of North Ave. Station by Direction

Based on the ridership at MRT-3 Shaw Blvd. Station22, the ratio of boarding and alighting passenger was
assumed at 30% and 70% in the morning peak hour and 50% and 50% in the evening peak hour.
Table 6.4.11 Share of Boarding and Alighting at the Station during Peak-hour

Peak Boarding Alighting Total

Morning 30.0% 70.0% 100.0%
Evening 50.0% 50.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.4.12).

22 Ridership data of MRT-3 in October 2016 was used as a reference. October was chosen, which all schools are generally open.

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Table 6.4.12 Vehicle Occupancy Rate by Vehicle Type

Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR) (JICA,2019)

The design target year is set at 2035 because the passenger demand in 2035 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.4.13)
Table 6.4.13 No. of Peak Hour Vehicle Volume by Direction in 2035
Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 14 33 47 24 24 48
Jeepney 108 253 361 181 181 362
UV 30 69 99 49 49 98
Car 36 84 120 60 60 120
Total 188 439 627 314 314 628
Source: JICA Study Team

b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.4.14. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.4.14.

North East South West Total

Within
1% 4% 1% 1% 6%
800m
Outside 51% 8% 22% 13% 94%
Total 52% 12% 23% 14% 100%

Source: JICA Study Team

Figure 6.4.14 Passenger Share by Area

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Table 6.4.14 Directional Vehicle Traffic Volume to/from the Station Plaza

Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 17 16 33 12 12 24
PUV 131 122 253 93 88 181
UV 36 33 69 25 24 49
Car 62 58 120 16 58 74
Total (vehicle) 246 229 475 146 182 328
Total (PCU) 311 290 600 192 226 418
Source: JICA Study Team

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.4.15 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

3) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.4.15).
Table 6.4.15 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Transfer
3,240 7,560 10,800 5,400 5,400 10,800
(between MMSP and Other Rail Lines)
Railway Users 4,976 4,104 9,080 4,540 4,540 9,080
Non-railway Users 1,316 564 1,880 940 940 1,880
Total 9,532 12,228 21,760 10,880 10,880 21,760
Source: JICA Study Team

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Night-time and day-time population is estimated based on future land use as shown in Figure 6.4.16. This
data is used for estimating distribution of pedestrian traffic around the station.

Residence &
Commercial
(19 ha)
Residence Night Daytime
(15.5 ha) 1,300 2,100
Night Daytime
5,100 1,700
Northwest
Residence &
Commercial Northeast
Shopping Mall (13.5 ha) Total Area: 55ha
(15.5 ha) Redevelopment
Night Daytime
30% Green areas
Night Daytime 1,400 1,500
20% road spaces

800m
- 35,700

Night Daytime
26,000 43,000
Shopping Mall
(12.5 ha)
Night Daytime
- 28,800 Residence
Mixed-use (13.5 ha)
(15.6 ha)
Southwest Night Daytime
Night Daytime
19,000 -
14,000 26,000

Residence (4 ha)
Night Daytime Southeast
140 190

Source: JICA Study Team

Figure 6.4.16 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone. The result is
shown in Table 6.4.16. Transfer passenger between MMSP and other railway line is included in the
southwest zone since Common Station is located at the corner of ESA and North Ave.

Table 6.4.16 Peak Hour Pedestrian Volume in 2035

Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone
Inflow Outflow Total Inflow Inflow Inflow
Northwest 228 69 297 61 259 320
Northeast 959 967 1,925 865 1,087 1,952
Southeast 1,159 557 1,716 499 1,314 1,812
Southwest 3,245 8,947 12,191 6,640 5,406 12,046
Grad-total 5,591 10,539 16,130 8,065 8,065 16,130
Source: JICA Study Team

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Legend Legend
：MRT Line ：MRT Line
: LRT Line : LRT Line
: Railway Station : Railway Station
: Pedestrian Flow : Pedestrian Flow

Station Station
Plaza Plaza

Common Common
Station Station

High- High-
school school

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.4.17 Peak Hour Pedestrian Flow around the Station in 2035

Station Station
Plaza Plaza
Northeast

Northeast
Northwest

Northwest

69 Station
959 259 Station
865
228 Plaza 967 61 Plaza 1,087
3,378 2,252 2,534 3,096
Station Station
Entrance Entrance

8,947 3,245 557 1,159 5,406 6,640 1,314 499

Southwest Southeast Southwest Southeast

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.4.18 Peak Hour Pedestrian Flow in the Station Plaza in 2035

4) Station Plaza Zoning

Zoning plan was prepared based on the following precondition;

(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

(ii) Jeepney and bus berths shall be located at north side to distribute passenger volumes since jeepney and

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bus have many passengers while the south station entrance will be used mainly by transfer passengers
from/to Common Station; and,

(iii) Green and open Space is proposed at the south side since majority of passengers are to/from south side
of the station.

Bus

Bus /
Jeepney Jeepney

Mindanao Ave.
Mindanao Ave.

Car
UV /
Car
UV

Legend Legend
: Transport Zone Green : Transport Zone
: Green Open Zone Open : Green Open Zone
: Station Entrance : Station Entrance
: Pedestrian Bridge : Pedestrian Bridge
: Pedestrian Flow

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.4.19 Zoning Plan

5) Necessary Facility

a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.4.17). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.4.17 Service Time by Travel Mode

Travel Mode Item Time (min)

Turnover Rate of Berth 3

Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5

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Travel Mode Item Time (min)

Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JICA Study
Team, the alighting times were set as below (Table 6.4.18).
Table 6.4.18 Alighting Time by Travel Mode

Travel Mode Time (sec./person)

Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

c) Number of Required Berth

The number of required berth shall be estimated by the equation below.

(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.4.19 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth

PUB 2 1
PUJ 7 3
UV 6 1
Car 7 3
Source: JICA Study Team

d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

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Table 6.4.20 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for

(person/hour) Waiting Passengers (m2)

PUB 189 189

PUJ 186 186
UV 104 104
Car 35 700
Source: JICA Study Team

6) Layout Plan

a) Transport Facility

Considering the main pedestrian flow from the direction of intersection of Mindanao Ave. and North Ave.,
transport facilities are located at the north part of the station plaza. Within the transport zone, it is expected
that public transport users are more than private car users. Therefore, the public transport terminal is located
close to the north entrance/exit of MMSP.

In addition, the entrance/exit of station plaza is limited to one (1) because of the following reasons;

(i) In order to accommodate the southbound traffic of Mindanao Ave. to the station plaza, opening of
median and installation of traffic signal is required. If the entrance and exit of station plaza is provided
separately, two traffic signals need to be installed along the heavily congested road of Mindanao Ave.,
which will produce the additional traffic congestions. Therefore, the entrance and exit of station plaza
is combined into one.

(ii) If the entrance and exit are separated, it might make confuse drivers even with enough signage.

b) Green and Open Space

The green and open space is located on the walkway between North Ave. Station and Common Station
which many passengers pass through. The plan of the green and open space is prepared based on following
precondition;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

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A’
Bus UV Express
B’
Open Space
Jeepney Car
A B

Shelter Image Wide Walkway Image

Source: JICA Study Team

Figure 6.4.20 Layout Plan of North Ave. Station Plaza

A – A’ Section

(Minanao
Ave.)

4.5m 11m 17m 11m 8m 5m

B – B’ Section

(Minanao
Ave.)

11m 4m

Source: JICA Study Team

Figure 6.4.21 Cross Section of North Ave. Station Plaza

c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal (Figure 6.4.22). Intersecting foot traffic with vehicle traffic shall be minimized.

d) Concept of Spatial Allocation

It is clearly separated the transport terminal/bay for the public and private transport modes. The north side
of station plaza is assigned for the public use, and the south side of station plaza is for the private use. The
open space is also planned in front of south entrance/exit of MMSP. (Figure 6.4.22)

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UV Express
Bus

Open Space

Jeepney Car

Pedestrian Flow
PUV Flow
Car/UV Express Flow

Source: JICA Study Team

Figure 6.4.22 Traffic Flow and Spatial Allocation of North Ave. Station

e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches will be provided at open space and walkway for people to rest and wait. (Figure
6.4.23)

Dita Dita

Banaba Banaba Dita

Katmon
Banaba
Bench Bench Bench

Dita Banaba Katmon

Source: JICA Study Team

Figure 6.4.23 Landscape Concept of North Ave. Station

(4) Development Plan of Footbridges

One new footbridge will be constructed along Mindanao Ave. The required traveled way widths are as
follows (Table 6.4.21).

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Table 6.4.21 Traveled Way Width of Footbridge for North Ave. Station

Width Footbridge

Current Traveled Way Width (m) NA

Required Traveled Way Width (m) 3.0m
Source: JICA Study Team

The footbridge will have a shelter for comfortability of users as well as security cameras for security and
safety.

Footbridge:
New Mindanao Ave.

Source: JICA Study Team

Figure 6.4.24 Footbridge Layout Plan of North Ave. Station

6.4.5 Required Traffic Management at/around North Ave. Station

Since there is no station plaza along the southbound of Mindanao Ave., it is necessary to install the traffic
signal at the entrance/exit of station plaza to accommodate the southbound traffic. In order to minimize the
impact of this traffic signal, it is advisable to add left-turn lane.

Legend
No stop/wait/park
Add left-turn lane
Prohibit pedestrian crossing
Regulate tricycle entry Add traffic signal

Mindanao Ave.

Source: JICA Study Team

Figure 6.4.25 Traffic Management Plan for North Ave. Station

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6.5 TOD Plan of Quezon Ave. Station Area

6.5.1 Current Situation

The station will be located within a property of Quezon City LGU at the north corner of EDSA and Quezon
Avenue, which is about 250m away from the Quezon Avenue Station of MRT-3.

(1) Demography

The population in Quezon City has been increasing and reached to three million people in 2015. On the
other hand, the population growth in Quezon Ave. Station area was lower than the one of the cities in the
period of 2010-2015 (Table 6.5.1). The existing residential areas in this area are mainly located at sub-
division and condominiums at commercial area. In addition, informal settlement areas are still remains at
planned development area of Quezon Triangle area.
Table 6.5.1 Population
Population (person)
Area
2000 2010 2015
Quezon City 2,236,000 2,831,000 3,000,000
(Annual Average Growth Rate) - (2.39%) (1.17%)
Quezon Avenue Station Area23 17,263 21,290 21,516
(Annual Average Growth Rate) - (2.12%) (0.12%)
Source: PSA

(2) Land Use

The project affected area is mix of residential and commercial/business areas. While the residential areas
are located mainly in the west side of EDSA, the commercial and business areas are located in the east side
of EDSA and the south side of Quezon Avenue. Currently, the east side of EDSA has been developed as
new Quezon City CBD. Therefore, more commercial and business facilities can be expected in the affected
area.

(3) Transport and Traffic Situation

Currently, buses run along EDSA and East Ave. – Commonwealth Ave. routes while jeepneys are operated
along both major roads and minor roads. Premium Point to Point (P2P) bus service used to be provided
from Eton Centris, but it seems to be terminated. (Figure 6.5.2)

The intersection of EDSA and Quezon Ave. is heavily traffic though there is underpass and overpass
provided. Two peak hours can be observed from the traffic count results; one in 8am – 11am and another
one in 5pm – 6pm. Due to the existing overpass and underpass at this intersection, main traffic flow is from
east to north or south. (Figure 6.5.3)

(4) Relevant Projects

As mentioned above, the development of Quezon City CBD is ongoing including NHA property
development by FilInvest and the redevelopment project of Eton Centris. There is also a bus rapid transit

23
The population was calculated based on the barangay population within 800m radius from the station.

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(BRT) project and a railway project proposed along Quezon Avenue. The BRT projects is called BRT Line
1 funded by the World Bank (WB). The railway project is called the East-West Rail Project or Line 8,
connecting Recto Avenue in the City of Manila to University Avenue at U.P. Diliman.

Landmark
Vertis North
Ninoy Aquino Parks
and Wildlife Center
Philippine Science
Highschool

EDSA North Bound

Philippine Children Lung Center of
Medical Center the Philippines
National Kidney
and Transplant
NHA Property Institute
Triangle Park

NPC

Intersection of EDSA and

Eton Centris BIR
Quezon Avenue
MMSP Station
Commercial/Buisiness

Width of Sidewalk (m)

ABS-CBN
Foundation Inc.
N

Sidewalk along EDSA

Source: JICA Study Team

Figure 6.5.1 Existing Situation of Quezon Ave. Station

(pcu/hr)
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team Figure 6.5.3 Traffic Volume at Intersection of
Figure 6.5.2 Existing Public Transport Network EDSA and Quezon Ave.
around Quezon Ave. Station

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6.5.2 Voices of Resident and Visitors24

Living Environment: The overall satisfaction rate on living environment by residents in Quezon Avenue
Station area is high with 89%. However, their evaluation on traffic conditions, public amenity such as
greenery areas and historical places is lower. This is because two main roads (i.e., EDSA and Quezon Ave.)
passes this area, which causes traffic congestions. In addition, the greenery and parks are only available
further to the east from this area. (Figure 6.5.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 76%. Particularly, the evaluation on waiting areas for railways
and PUVs is low. (Figure 6.5.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.5.4 Assessment on Living Figure 6.5.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
rather than faciltiies for vehicles. (Figure 6.5.6) In
light of the assessment on the current travel
environment, street trees and barrier free facilities
should be considered in the station area
development. Aside from the transport facilities, the
needs on information center/maps, multifancitional
toilets, and baby care spaces are high.
Source: JICA Study Team

Figure 6.5.6 Transport Facility Needs at

MMSP Station

24 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 149 residents within 800m radius from
Quezon Avenue Station.

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6.5.3 Development Orientation

(1) Development Issues

The main urban issues in this area are (i) divided areas by trunk roads (EDSA and Quezon Avenue), (ii)
remaining underdeveloped areas of Quezon CBD compared to the north triangle, and (iii) the presence of
large-scale informal settlement areas.

Quezon Ave. Station will be the transfer station from MMSP to MRT3/MRT8/BRT1 and vice versa, but
the distance between Quezon Ave. Station of MMSP and the Quezon Ave. Station of MRT3 will be more
than 200m including crossing the Quezon Ave. by a pedestrian bridge. The station locations of MRT8 and
BRT1 have not been decided yet. For this, the main transport issues in this area are (i) traffic congestions
along trunk roads such as EDSA and Quezon Ave., (ii) difficulty of smooth transfer between 4 stations as
well as other public transport modes, and (iii) lack of barrier-free facilities especially crossing trunk roads.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), Quezon Ave.
Station Area is identified as a part of CBD-Knowledge Community District which has total area of 1,862
hectares. This district is a showcase the realization of the new vision for Quezon City as the green lung of
Metro Manila, the health and wellness center, and the knowledge industry capital of the country. In CBD-
Knowledge Community District, Quezon Ave. Station area is particularly belonging to QC-Central
Business District (CBD) which will be established to foster a mixed-used development oriented towards
transit facilities for improved access/circulation and mobility. The special district includes substantial new
corridors for better and safer commercial and residential development.
Table 6.5.2 Land Use Plan of the Quezon Ave. Station Area
Zoning Area within 800m radius Height Limit FAR
Quezon 12m/ 4F 1) 12 1)
Low Density Residential Zone R-1 4.3ha 2.2%
10m/ 3F 2) 1.5 2)
12m/ 4F 1) 6 1)
High Density Residential Zone R-3 50.7 ha 25.2%
10-36m/ 3-12F 2) 1.8-8.1 2)
12m/ 4F 1) 4 1)
Minor Commercial Zone C-1 3.0 ha 1.5%
10-15m/ 3-5F 2) 1.7-3.0 2)
4 1)
Major Commercial Zone C-2 17.0 ha 8.5% 45m/ 15F 2)
3.6-9.0 2)
48-180m / 10 1)
Metropolitan Commercial Zone C-3 15.0 ha 7.5%
16-60F 2) 9-34 2)
Institutional Zone Inst. 61.4 ha 30.5% 9m/ 3F 3) 2.5 3)
QC-CBD Mixed-use Residential 17.7 ha 8.8% 18m/ 24F 1) 5.4-5.8 1)
Mixed-use Commercial 24.5 ha 12.2% None 1) 14-18 1)
Mixed-use with retail ground floor 3.9 ha 1.9% min 24F 1) 14-16 1)
Parks and Open Spaces 3.4 ha 1.7% - -
Total 201.0 ha 100.0%
Source: Quezon City CLUP, 1) Quezon City CLUP, 2) National Building Code

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Source: Quezon CLUP

Figure 6.5.7 Land Use Zoning Map of Quezon Ave. Station Area

(3) Vision and Development Orientation

The Quezon Avenue Station will be a south transport hub of the Quezon Triangle, together with the Quezon
Ave. Station and the Common Station at the north of Triangle. While the distance between the North Station
and the Common Station to transfer between MMSP and MRT3 is far (app. 600m), the distance to transfer
MMSP and MRT3 at the Quezon Avenue Station is near (app. 200m) with an appropriate pedestrian facility.
Attractive and safe pedestrian environment around the station will promote urban development projects at
the south of the Quezon CBD. For this, the vision and development orientations are proposed as follows:

Vision: “The Quezon Avenue Station Area will be a new urban core of the Quezon CBD as a mixed-use
commercial and business district with a transport hub connecting 4 railways.”

Development Orientations:

 To promote urban redevelopment around MMSP and MRT3 stations to provide convenient urban
services.

 To connect rail and road transport stations and cross EDSA with a pedestrian network.

 To provide new commercial services and business opportunities serving for residential areas at the
west of the EDSA.

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Source: JICA Study Team

Figure 6.5.8 Development Orientation of North Ave. Station Area and Quezon Avenue
Station Area

(4) Urban Development Plan

To promote integrated CBD with railway stations at the middle of Quezon CBD, potential areas for land
use conversion are:

(i) To promote urban redevelopment around MMSP and MRT3 stations to provide convenient
urban services: It is planned to redevelop present Eton Centris into high-rise 11 BPOs and a hotel.
The present Eton Centris Station (shopping mall) will be also redeveloped with a direct connection to
MRT3 station. In front of the Quezon Ave. Station of MMSP, a vacant NHA land will be also
redeveloped. It is expected many businesspersons will use these stations for work, so it is proposed to
develop a mixed-use commercial and business district including an intermodal transfer facility (station
plaza, loading and unloading facility), MRT8 and BRT1 stations, open space, etc. The underground
mall can be developed directly connected to an underground station.

(ii) To connect rail and road transport stations and cross EDSA with a pedestrian network: An
existing pedestrian bridges will be reconstructed crossing EDSA and Quezon Avenue with elevators.
It is proposed to connect this pedestrian bridge to a new pedestrian deck inside ETON Centris and
MRT3 station, so pedestrian will be able to transfer stations and to cross trunk roads separated from
road traffic. Together with wide sidewalk along EDSA and open space around new facilities, this

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station area will become a pedestrian oriented district.

(iii) To provide new commercial services and business opportunities serving for residential areas at
the west of the EDSA: Residential areas including subdivisions are spread at the west of EDSA, and
roadside facilities along Quezon Avenue are not intensively clustered, it is proposed new commercial
and business facilities will be developed at the west of EDSA, especially along Quezon Ave. to serve
for residential areas and offices.

It is proposed to designate “Special Urban Development Zone (SUDZ)” as TOD area to expand the Quezon
Triangle CBD boundary toward north, and to integrate TOD areas of Quezon Ave. Station, Quezon Avenue
Station and the Common Station. Each zoning of CLUP is not necessarily amended since mixed use
development is allowed around the Quezon Ave. Station.

Land Use of North Avenue Station

Special Urban Development Zone

=TOD Area
(integrated of North Ave.& Quezon Ave.)

Transit-oriented Mixed Use

Mixed-use Commercial
Mixed-use Residential
Mixed-use Institutional
C-3 Mixed-use Retail Ground Floor
Parks and Open Spaces

C-3

Source: JICA Study Team based on Quezon City CLUP

Figure 6.5.9 Proposed Amendment of CLUP and Designation TOD Area

(5) Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve the access
to Quezon Avenue Station by PUVs, provide good transfer environment between railway stations, and
traffic management around the stations.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from Quezon
Avenue Station. Considering the foot traffic potential, it is advisable to provide 3.5-m width of
sidewalk for arterial roads and 2.0-m width of sidewalk for collector roads. The roads which are not
satisfied these sidewalk widths are shown in the figure below.

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Source: JICA Study Team

Figure 6.5.10 Candidate Roads for Sidewalk Development in Quezon Avenue Station Area

(ii) Improve the PUV access to Quezon Avenue Station: Since Quezon Avenue Station area would be
a transport hub at Quezon CBD together with MMSP, MRT3 and BRT1, expected passengers are both
residents and visitors accessing by feeder services along trunk roads from adjoining areas around the
station. For this, it is necessary to develop the station plazas and/or intermodal transfer facilities to
provide good accessibility to the station users as well as to avoid the additional traffic along EDSA
and Quezon Ave. Considering the PUV traffic flow departing from the station, it is desirable to provide
station plazas at both sides of EDSA in order to decrease the number of cars, buses, jeepneys and UV
expresses crossed the cross section (Figure 6.5.11). PUV routes should be also reconsidered to serve
as a feeder service for MMSP accordingly.

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West
Station
Plaza

0 100 200m

Source: JICA Study Team

Figure 6.5.11 Proposed Station Plaza Location at Quezon Avenue Station Area

(iii) Provide good transfer environment between railway stations: As mentioned above, MMSP
Quezon Ave. Station will be a transfer station between MRT3 and MMSP. However, the distance
between two stations is more than 200m. It is important to provide the good transfer environment,
i.e., good walkway including the footbridge crossing Quezon Ave. The footbridge crossing Quezon
Ave. will be provided by MMSP, so that the remaining issue will be how to connect this footbridge
and MRT3 Quezon Ave. Station. Basically, there are three options below, which some of them
needs a coordination with private sector.

- Option 1: Extend MMSP footbridge up to MRT 3 Station along the northbound of EDSA

- Option 2: Extend MMSP footbridge up to MRT 3 Station along the southbound of EDSA

- Option 3: Extend MMSP footbridge up to Eton Centris

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Option Connection Point

Option 1

Option 2

Option 3

Source: JICA Study Team

Figure 6.5.12 Image of Options to Connect MMSP Footbridge and MRT3 Station

Source: JICA Study Team

Figure 6.5.13 Option of MMSP Connection to MRT 3 Station

(iv) Regulate the traffic around Quezon Ave. Station: Even if all the necessary hard infrastructure
is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around Quezon Ave. Station as well as at the station plaza.

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(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.5.3 TOD Project List of Quezon Station Area
Immediate Medium &
Short-term Financial
Type Project Name (before MMSP Long-term
(2022-2025) Source
opening) (after 2025)
Urban QA-U-1 CLUP amendment LGU
Project Pedestrian network and open space
QA-U-2 LGU/ private
development
QA-U-3 Urban redevelopment of ETON Centris Private
QA-U-4 Urban upgrading of the west of EDSA Private/ LGU
QA-U-5 Urban redevelopment of NHA land Private
Transport QA-T-1 Footbridges crossing the intersection of
MMSP Component ODA
Project EDSA and Quezon Ave.
QA-T-2 Sidewalk improvement DPWH/LGU
QA-T-3 East Station Plaza MMSP Component ODA
QA-T-4 West Station Plaza DOTr
QA-T-5 PUV route rationalization DOTr
QA-T-6 BRT1 construction DOTr
QA-T-7 MRT8 construction DOTr
QA-T-8 Connect MMSP Quezon Ave. Station and
Private
MRT3 Quezon Ave Station
QA-T-9 Traffic management MMDA/LGU
Source: JICA Study Team

(7) Proposed TOD Block Plan

The NHA site on the east side of Quezon Avenue Station is underutilized and has high potential for
integrated development with Quezon Avenue Station. A symbolic road will be developed with an
underground mall and pedestrian space directly connected to the station. In addition, a BRT station
integrated with commercial facilities will be built facing the plaza in front of the station to make it
convenient to transfer to the BRT station scheduled to be built along Quezon Avenue. The BRT station will
be connected to an underpass and pedestrian bridge to facilitate safe and smooth transfer between the
MMSP, MRT3, and BRT lines in a pedestrian-only space.

Phase Project
 3 station entrances and station plaza
(120m x 120m)
MMSP
 Limit construction above station and
station plaza
 Pedestrian walkway with underground
(1) Short-term mall (w=20m) connecting to station and
buildings
 BRT development
(2) Mid-term  Low-rise commercial building with BRT
station

 Mixed-use development
 Extension of underground mall/
(3) Long-term
pedestrian bridge connecting to BRT
station

Source: JICA Study Team

Figure 6.5.14 TOD Block Plan of Quezon Station Area

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6.5.4 MMSP Action Plan

(1) Current Situation and Issues

Quezon Avenue Station will be located at the intersection of EDSA and Quezon Avenue, and the area has
large traffic volume. Urban redevelopment of this area is still going on, which will create new CBD of
Quezon City. It is expected that the traffic volume of this area would be even more after on-going
construction is completed. In addition, although many people are using footbridge crossing EDSA and
Quezon Ave., the footbridge is not accommodating PWDs.

National Power
Corporation

Quezon Avenue
Avida Tower Vita

2,252 1,795 Centris Station

(to be reconstructed)

2,260
EDSA 1,806

MRT3 Quezon
Jose Abad Santos Avenue Station
Memorial School Churches
2,507 1,926
DILG

1,996 KUBOTA
1,411 Philippines

Source: JICA Study Team

Figure 6.5.15 Peak-hour Traffic Volume at EDSA Avenue – Quezon Avenue Intersection

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three entrances are developed; one in front of Avida Tower Vita, one along Stella
Street developed by Vertis North Cooperate, and another one near the intersection of EDSA and
Quezon Avenue. Elevator is installed near the intersection of EDSA and Quezon Avenue to assist the
station plaza users and passengers transferring to/from MRT 3.

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Table 6.5.4 List of Station Entrances of Quezon Ave. Station

No. Direction Share of MMSP Ridership

1 • Vertis North • Phil Am (Subdivision) 30%
• Jose Abad Santos Memorial School
2 • Vertis North • Philippine Science High School 20%
• Philippine Children’s Medical Center
3 • Station Plaza • Centris 50%
• MRT3 Quezon Avenue Station • South Triangle area
Source: JICA Study Team

(ii) Pedestrian facilities: To ensure the safety of the pedestrians, the sidewalk must be ensured/improved,
and the roofed footbridges should be developed to cross intersections and trunk roads. 25 There are
existing footbridges at the intersection of EDSA and Quezon Avenue. However, these footbridges need
to be replaced to new one, because the width of existing one is narrow to accommodate the demand
considering the MMSP passengers. The connection between MMSP and MRT 3 is still under
discussion and study.

(iii) Intermodal transfer facilities: It is assumed that many passengers will come to the station by bus,
jeepney, FX, etc. Therefore, the station plaza must be developed to avoid traffic congestion at and
around the station and to ensure the safety and convenience for passengers.

National Power
Philippines Corporation
Diamond Tower
(planned)
(under implementation)
Quezon Avenue/ BRT 1

BRT Line 1
Avida Tower
Sora Avida Tower Vita
(construction)

Station plaza Centris Station

(to be reconstructed)
2
1 3

EDSA

MRT3 Quezon
Jose Abad Santos Avenue Station
Memorial School Churches

DILG
Station Facilities Road & Transport Facilities
Underground station Existing footbridge Existing PUV bay
1 Entrance/Exit (stairs and/or ESC) Replaced footbridge Station plaza
Elevator (MMSP Entrance/Exit) New footbridge Skysuites Tower
(construction) KUBOTA
Elevator (Footbridge) Philippines

Source: JICA Study Team

Figure 6.5.16 Key Plan of Quezon Avenue Station

25 During the F/S, underground walkways were proposed to cross the intersections and trunk roads. However, considering the
safety and security, the publicity (24-hours access) and the project cost, underground walkway was replaced to the footbridges.

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(3) Development Plan of Station Plaza

1) Passengers Transport Demand at Quezon Ave. Station

a) Railway Passengers

Estimated daily and peak hour number of passenger of Quezon Ave. Station is summarized in Table 6.5.5.
Estimated daily number of passengers is 97,000 passengers/day in 2025, 143,000 passengers/day in 2035
and 142,000 passengers/day in 2045. Based on the HIS by MUCEP26, the peak-hour rate is set at 12.5% for
both of morning and evening peak hour.
Table 6.5.5 No. of Railway Passenger of Quezon Ave. Station
Year 2025 2035 2045
No. of Passenger (passenger/day) 28,000 65,000 68,000
Peak-hour Ridership (passenger/hour) 4,000 8,000 9,000
Source: JICA Study Team

Modal share of railway passengers is estimated in the previous project27 by estimating the access and egress
mode to/from existing urban railways. The transfer passengers from/to MMSP to/from MRT3 were
computed by the demand forecast model. As a result, the transfer passengers from/to rail account for 90%
of the total ridership, non-motorized transport (NMT) passengers account for 5%, and road-based transport
passengers account for 5%. Based on this, the number of passengers per access/egress mode is shown in
Table 6.5.7.
Table 6.5.6 Modal Share of Quezon Ave. Station Users
Mode Share (%)
Transfer between Railways 90.0
Non-Motorized Transport (including Walk and Bicycle) 4.8
Bus 1.5
Jeepney 2.9
UV 0.5
Car 0.2
Total 100.0
Note: “Transfer” means passengers transfer between MMSP and other railway lines (MRT-3).
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the
Philippines (JICA, 2015)

Table 6.5.7 No. of Peak-hour Passenger at Quezon Ave. Station by Access/Egress Mode
Unit: passenger/hour
Mode 2025 2035 2045
Transfer between Railways 3,210 7,200 8,090
NMT 380 380 430
Bus 120 120 140
Jeepney 230 240 270
UV 40 40 50
Car 20 20 20
Total 4,000 8,000 9,000
Source: JICA Study Team

26 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015
27 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines, JICA,
2015

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b) Other Users

Station plazas are used by not only railway passengers but also other people such as residents and visitors
of the area. The surrounding area of Quezon Ave. Station has been developed as a central business district
of Quezon City. Therefore, it is expected that people will access/egress to/from the area by several transport
modes such as walking, bicycle, railway, Jeepney, bus and private car. The number of users who
access/egress to/from Quezon Ave. Station aside from the railway passengers is assumed to be 50% of the
railway passengers (Table 6.5.8). They will access/egress to/from destination/origin around the station on
foot.

These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and
pedestrian traffic volume to/from the station. Number of passengers is added to each mode and all number
of passengers is added to NMT since they access/egress to/from destination/origin around the station by
walk.
Table 6.5.8 No. of Peak Hour Users of Quezon Ave. Station Plaza by Travel Mode
except Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 60 60 70
Jeepney 120 120 140
UV 20 20 30
Car 10 10 10
Total 210 210 250
Source: JICA Study Team

c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of Quezon Ave. Station Plaza is
shown in Table 6.5.9.
Table 6.5.9 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
Transfer between Railways 3,210 7,200 8,090
NMT 590 590 680
Bus 180 180 210
Jeepney 350 360 410
UV 60 60 80
Car 30 30 30
Total 4,420 8,420 9,500
Source: JICA Study Team

d) Passenger Volume of Quezon Ave. Station by Direction

Based on the ridership at MRT3 Shaw Blvd. Station28, the ratio of boarding and alighting passenger was
assumed at 30% and 70% in the morning peak hour and 50% and 50% in the evening peak hour.

28 Ridership data of MRT3 in October 2016 was used as a reference. October was chosen, which all schools are generally open.

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Table 6.5.10 Share of Boarding and Alighting at the Station during Peak-hour
Peak Boarding Alighting Total
Morning 30.0% 70.0% 100.0%
Evening 50.0% 50.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.5.11).
Table 6.5.11 Vehicle Occupancy Rate by Vehicle Type
Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR) (JICA,2019)

The design target year is set at 2035 because the passenger demand in 2035 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.5.12)
Table 6.5.12 No. of Peak Hour Vehicle Volume by Direction in 2045
Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 2 4 6 3 3 6
Jeepney 12 29 41 20 20 40
UV 3 7 10 5 5 10
Car 5 11 16 8 8 16
Total 22 51 73 36 36 72
Source: JICA Study Team

b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.5.17. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.5.13.

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North East South West Total

Within
11% 2% 13% 4% 31%
800m
Outside 4% 2% 50% 13% 69%
Total 16% 4% 63% 17% 100%

Source: JICA Study Team

Figure 6.5.17 Passenger Share by Area

Table 6.5.13 Directional Vehicle Traffic Volume to/from the Station Plaza
Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 1 3 4 0 3 3
PUV 4 25 29 3 17 20
UV 1 6 7 1 4 5
Car 2 14 16 3 14 17
Total (vehicle) 8 48 56 7 38 45
Total (PCU) 11 60 71 8 48 56
Source: JICA Study Team

North (PCU/hour) North (PCU/hour)

2518 2200 1990 2583

71 56
Station Plaza

Station Plaza
2507

1982

2575

71 56

2567 2260 2030 2631

South South

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.5.18 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

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3) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.5.14).
Table 6.5.14 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Transfer
(between MMSP and Other Rail Lines) 2,160 5,040 7,200 3,600 3,600 7,200
Railway Users 114 266 380 190 190 380
Non-railway Users 147 63 210 105 105 210
Total 2,421 5,369 7,790 3,895 3,895 7,790
Source: JICA Study Team

Night-time and day-time population is estimated based on future land use as shown in Figure 6.5.19. This
data is used for estimating distribution of pedestrian traffic around the station.

Source: JICA Study Team

Figure 6.5.19 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone. The result is
shown in Table 6.5.15. Transfer passenger between MMSP and other railway line is included in the
southeast zone since MRT3 Quezon Ave. Station is located at the corner of EDSA and Quezon Ave.

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Table 6.5.15 Peak Hour Pedestrian Volume in 2045

Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone
Inflow Outflow Total Inflow Inflow Inflow
Northwest 9 7 16 6 10 16
Northeast 113 161 274 145 128 272
Southeast 2,279 5,178 7,456 3,724 3,734 7,458
Southwest 21 23 44 20 24 44
Total 2,421 5,369 7,790 3,895 3,895 7,790
Source: JICA Study Team

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.5.20 Peak Hour Pedestrian Flow around the Station in 2045

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Station Station
Plaza Plaza

Northeast

Northeast
Northwest

Northwest
9 Station
113 10 Station
145
7 Plaza 161 6 Plaza 128
5,040 2,160 3,600 3,600
Station Station
Entrance Entrance

23 21 5,178 2,279 24 20 3,734 3,724

Southwest Southeast Southwest Southeast

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.5.21 Peak Hour Pedestrian Flow in the Station Plaza in 2045

4) Station Plaza Zoning

Zoning plan was prepared based on the following precondition;

(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

(ii) Green and open Space is proposed at the south side since majority of passengers are to/from south side
of the station.

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Le Le
ge ge
nd nd
Legend
Legend
: Transport Zone
: Transport Zone
: Green Open Zone
: Station Entrance
: Green Open Zone
: Pedestrian Bridge
: Station Entrance
: Pedestrian Bridge
: Pedestrian Flow

Green Green
Open Open
Zone Jeepney UV Zone Jeepney UV

Bus Car Bus Car

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.5.22 Zoning Plan

5) Necessary Facility

a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.5.16). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.5.16 Service Time by Travel Mode

Travel Mode Item Time (min)

Turnover Rate of Berth 3

Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5
Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

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b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JDT, the
alighting times were set as below (Table 6.5.17).
Table 6.5.17 Alighting Time by Travel Mode

Travel Mode Time (sec./person)

Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

c) Number of Required Berth

The number of required berth shall be estimated by the equation below.

(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.5.18 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth

PUB 1 1
PUJ 1 1
UV 1 1
Car 1 1
Source: JICA Study Team

d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

Table 6.5.19 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for

(person/hour) Waiting Passengers (m2)
PUB 23 23
PUJ 25 25
UV 14 14
Car 5 5
Source: JICA Study Team

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6) Layout Plan

a) Transport Facility

Considering the uncertain potential demand of station plaza by development around Quezon Ave. Station
and BRT1, relatively large parking spaces were secured at the transport zone. In addition, in order to spread
the pedestrian flow from the transport zone, bus berths are located near Entrance 3 of Quezon Ave. Station
while jeepney berths are located near Entrance 2.

b) Green and Open Space

The green and open space is located in front of Entrance 3 which is expected to accommodate the most
demand of Quezon Ave. Station. The plan of the green and open space is prepared based on following
precondition;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

Shelter Image Wide Walkway Image

Source: JICA Study Team

Figure 6.5.23 Layout Plan of Quezon Ave. Station Plaza

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A – A’ Section

B – B’ Section

Source: JICA Study Team

Figure 6.5.24 Cross Section of Quezon Ave. Station Plaza

c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal (Figure 6.5.25). Intersecting foot traffic with vehicle traffic shall be minimized.

d) Concept of Spatial Allocation

It is clearly separated the transport terminal/bay for the public and private transport modes. The EDSA side
of station plaza is assigned for the public use, and the inner side of station plaza is for the private use. The
open space is also planned in front of entrance3 of MMSP. (Figure 6.5.25)

Source: JICA Study Team

Figure 6.5.25 Traffic Flow and Spatial Allocation of Quezon Ave. Station

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e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches will be provided at open space and walkway for people to rest and wait. (Figure
6.5.26)

Dona Luz Banaba Katmon

Source: JICA Study Team

Figure 6.5.26 Landscape Concept of Quezon Ave. Station

(4) Development Plan of Footbridges

The existing U-shape footbridge at the intersection of EDSA and Quezon Ave. will be replaced with new
O-shape one. The required traveled way widths are as follows (Table 6.5.20).

Table 6.5.20 Traveled Way Width of Footbridge for Quezon Ave. Station

Width Footbridge

Current Traveled Way Width (m) 2.1 to 2.3m

Required Traveled Way Width (m) 4.0m
Source: JICA Study Team

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The footbridge will have a shelter for comfortability of users as well as security cameras for security and
safety.

Source: JICA Study Team

Figure 6.5.27 Footbridge Layout Plan of Quezon Ave. Station

6.5.5 Required Traffic Management at/around Quezon Ave. Station

A traffic signal needs to be installed at the entrance/exit of the station plaza for vehicles going to Quezon
Ave. via the southbound of EDSA. Otherwise, left-turn movement should be prohibited. Depending on the
design of BRT 1 (or called Quezon Ave. BRT), a new entrance/exit of station plaza might be required.

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Source: JICA Study Team

Figure 6.5.28 Traffic Management Plan for Quezon Ave. Station

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6.6 TOD Plan of East Avenue Station Area

6.6.1 Current Situation

The station will be located under Victoriano Luna (V. Luna) Avenue, at the east side of Quezon East
Triangle where hospitals, governmental facilities and residential area are gathered.

(1) Demography

The population in Quezon City has been increasing and reached to three million people in 2015. On the
other hand, the population growth in East Ave. Station area was negative in the period of 2010-2015 (Table
6.6.1). The existing residential areas in this area is kind of dense.
Table 6.6.1 Population
Population (person)
Area
2000 2010 2015
Quezon City 2,236,000 2,831,000 3,000,000
(Annual Average Growth Rate) - (2.39%) (1.17%)
Quezon Avenue Station Area29 26,119 30,130 29,318
(Annual Average Growth Rate) - (1.44%) (-0.54%)
Source: PSA

(2) Land Use

The affected area is highly occupied by residential areas. The station area is mainly surrounded by
residential areas and public facilities such as the Armed Forces of the Philippine (AFP) Medical Center,
National Intelligence Coordinating Agency (NICA), Philippines Statistical Authority (PSA), Land
Transportation Office (LTO), Land Transportation Franchising and Regulatory Board (LTFRB), Social
Security System (SSS), National Statistical Office (NSO), Land Registration Authority (LRA) and others.
The commercial areas concentrate more on Kamias Road.

(3) Transport and Traffic Situation

East Avenue Station locates close to GMA Kamuning Station of MRT-3 (about 450m away), but the actual
distance is more than 800m. Currently, only jeepneys pass Victoria Luna Avenue while bus service is
provided along East Avenue and EDSA. (Figure 6.6.2)

The intersection of East Ave. and V. Luna Ave. is experiencing the heavily traffic while the intersection of
V. Luna Ave. and Katipunan Ave. is still fine. Two peak hours can be observed from the traffic count
results; one in 8am – 9am and another one in 5pm – 6pm. The main traffic flow at the intersection of East
Ave. and V. Luna Ave. is from north to south and vice versa (i.e., along East Ave.). (Figure 6.6.3)

(4) Relevant Projects

There are no other noteworthy projects except for the Quezon City CBD development. While the Quezon
Avenue Station of MMSP is located in the North Triangle, the East Avenue Station will be at a convenient
location for visitors of East Triangle in Quezon City CBD.

29 The population was calculated based on the barangay population within 800m radius from the station.

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Triangle Park

SSS V. Luna Ave.

NSO
NIC

LRA
Philippines Mental
Health Association

LTO
Station Plaza Location
LTFRB AFP Medical Center at AFP Medical Center
Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Station Entrance
Location
Source: JICA Study Team
Figure 6.6.1 Existing Situation of East Avenue Station

(pcu/hr)
4,500
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
06:00-

07:00-

08:00-

09:00-

10:00-

11:00-

12:00-

13:00-

14:00-

15:00-

16:00-

17:00-

18:00-

19:00-

20:00-

21:00-

From North From East From South

Source: JICA Study Team

Figure 6.6.3 Traffic Volume at Intersection of
Source: JICA Study Team
East Ave. and V. Luna Ave.
Figure 6.6.2 Existing Public Transport Network
around East Ave. Station

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6.6.2 Voices of Residents30

Living Environment: The overall satisfaction rate on living environment by residents in East Avenue
Station area is high with 82%. However, their evaluation on public amenity such as greenery areas and
historical places, and availability of entertainment is quite low. This is because the area is mainly for
institutional, and less open spaces/parks and commercial areas are developed. (Figure 6.6.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 68%. The evaluations on all items except street light is low,
particularly the waiting environment for PUV and pedestrian spaces. (Figure 6.6.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.6.4 Assessment on Living Figure 6.6.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
parcking spaces for private vehicles. (Figure 6.6.6)
Since the roads around the station is narrow and
parking space is not available, it is also necessary to
study on the necessity of parking spaces for the
station users accessing by private vehicles. Aside
from the transport facilities, the needs on information
center/maps, multifancitional toilets, and universal
Source: JICA Study Team
design are high.
Figure 6.6.6 Transport Facility Needs at
MMSP Station

30 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 150 residents within 800m radius from
East Avenue Station.

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6.6.3 Development Orientation

(1) Development Issues

The main urban issues in this area are (i) few commercial and service facilities along V. Luna Ave., (ii)
domination of governmental institutes and organizations along East Avenue which are not used for daily
basis, and (iii) remained blighted area inside QC-CBD.

The main transport issues in this area are (i) narrow road and pedestrian space along V. Luna Avenue, and
(ii) unsafe pedestrian environment accessing to hospitals and government establishment along East Avenue.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), the station
area of 800m radius is occupied by high density residential zone and institutional zone, including the AFP
Medical Center at the south-east of the station. At the west side of East Avenue, mixed-use development is
planned under QC-CBD zoning.
Table 6.6.2 Present Land Use of the East Avenue Station Area

Zoning Area within 800m radius Height Limit FAR

Quezon City Medium Density Residential Zone R-2 10.3 ha 5.1% 10-15m/ 3-5F2) 1.3-1.52)
High Density Residential Zone R-3 65.3 ha 32.5% 12m/ 4F1) 61)
Minor Commercial Zone C-1 13.0 ha 6.5% 3-5F/ 10-15m2) 1.7-3.02)
Major Commercial Zone C-2 28.8 ha 14.3% 45m/ 15F2) 81)
Institutional Zone Inst 41.4 ha 20.6% 9m/ 3F1) 2.52)
Utilities UTL 7.2 ha 3.6% 15m2) 2.0-3.02)
QC-CBD Mixed-Use Commercial 20.2 ha 10.0% None 14-181)
Mixed-use Institutional 6.3 ha 3.1% 10-15F1) 4.5-5.02)
Mixed-use Retail with Ground Floor 3.2 ha 1.6% Min 24F1) 14-161)
Transit Oriented Mixed-Use 4.2 ha 2.1% - -
Parks and Open Spaces 1.2 ha 0.6% - -
Total 201ha 100%
Source: Quezon City CLUP, QC-CBD Development Plan,
1) Quezon City CLUP, QC-CBD Development Plan, 2) National Building Code

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Source: Quezon City CLUP, QC-CBD Development Plan

Figure 6.6.7 Land Use Zoning Map of East Avenue Station Area

(3) Vision and Development Orientations

The East Avenue station is located inside residential area, and many commuters and visitors will use the
station to walk to hospitals, governmental organizations, as well as planned development area of Quezon
East Triangle CBD. It is expected roadside area of V. Luna Ave. will be improved to ensure pedestrian
space and provide commercial and service functions for communities and station users. For this, the
development vision and orientations are proposed as follows:

Vision: “The East Avenue Station Area will be an entrance to healthcare and public services with local
commercial and service facilities.”

Development Orientations:

 To improve pedestrian environment along roads and at and around station plazas

 To promote urban redevelopment along V. Luna Avenue to provide local commercial and service
facilities

 To promote urban redevelopment of QC-CBD and urban upgrading of built-up area

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Source: JICA Study Team

Figure 6.6.8 Development Orientation of East Avenue Station Area

(4) Urban Development Plan

To formulate an attractive entrance and walking environment at and around the East Avenue Station,
roadside area of V. Luna Avenue will be upgraded.

(i) Urban redevelopment of residential area along V. Luna Avenue with setback: To provide
convenient commercial and service facilities for communities and station users, residential area along
V. Luna Avenue will be upgraded to mixed-use residential areas. It is proposed to regulate 3m- 5m
setback to ensure enough pedestrian space.

(ii) Urban upgrading of built-up area: Living environment of present residential areas will be improved
in terms of service facilities, road network and utilities.

(iii) Urban redevelopment of governmental institute area: In mid and long term, institutes and
government organizations will be relocated and mixed-use development will be promoted taking
advantage of increased number of visitors by MMSP development.

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It is proposed to designate the area between East

Avenue and Kalayaan Avenue as TOD Area,
which can be classified as “Special Urban
Development Zone (SUDZ)” under the CLUP of
Quezon City. It is proposed to designate a new
ROW to widen V. Luna Avenue (cf. 18m width,
4 lanes + 3m sidewalk for each side). In short-
term, it is proposed to designate a front setback of
3m- 5m to ensure pedestrian space in “C-1” zone
along V. Luna Avenue.

(5) Transport Development Plan

Source: JICA Study Team

The main objectives of transport development are Figure 6.6.9 Proposed Amendment of CLUP
to improve pedestrian environment, improve the and TOD Area
access to East Avenue Station by PUVs and control traffic around the station.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from East Avenue
Station. Considering the foot traffic potential, it is advisable to provide 3.5-m width of sidewalk for
arterial roads and 2.0-m width of sidewalk for collector roads. The roads which is not satisfied these
sidewalk widths are shown in the figure below.

Source: JICA Study Team

Figure 6.6.10 Candidate Roads for Sidewalk Development in East Avenue Station Area

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(ii) Improve the PUV access to East Avenue Station: Currently, the available public transport systems
along V. Luna Ave. are jeepney and tricycle. Therefore, depending on the needs to railway users, bus
routes along V. Luna Ave. need to be considered. In addition, station plazas will be provided at the
both side of V. Luna Ave. by MMSP. However, if buses would run along V. Luna Ave., these station
plazas also need to be modified.

(iii) Regulate the traffic around East Ave. Station: Even if all the necessary hard infrastructure is
provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around East Ave. Station as well as at the station plaza.

(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.6.3 TOD Project List of East Avenue Station Area
Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban EA-U-1 CLUP amendment LGU
Project Urban redevelopment of
EA-U-2 residential area along V. Luna Private/ LGU
Avenue with setback
EA-U-3 Urban upgrading of built-up area Private/ LGU
Urban redevelopment of
EA-U-4 Institute/ Private
government institute area
Transport EA-T-1 Sidewalk improvement MMSP Component ODA
Project EA-T-2 North Station Plaza MMSP Component ODA
EA-T-3 South Station Plaza MMSP Component DOTr
EA-T-4 PUV route rationalization DOTr
EA-T-5 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

6.6.4 MMSP Action Plan

(1) Current Situation and Issues

Although traffic volume is not high along V. Luna Ave., the traffic congestion can be observed along this
road due to the loading and unloading activities of jeepneys. In addition, the roads and sidewalk along the
roads in this area. Aside from traffic issues, flooding after the heavy rain is another issue in this area.

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Unit: PCU/Peak-hour

SSS

PSA

1,915 1,335 1,305 620

NICA
493 537 461
LRA
770 578 452
Philippine Mental
Health Association

1,841 1,538 1,374 638

Military
Hospital
Flora A Ylagan
High School

Source: JICA Study Team

Figure 6.6.11 Morning Peak-hour Traffic Volume at East Ave. – V. Luna Ave. Intersection and
Katipunan Ave. and V. Luna Ave. Intersection

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Four entrances are developed at the four corners of the station. Two elevators will
be installed at the both side of V. Luna Avenue. Considering the current traffic situation of V. Luna
Avenue, the station entrances will be developed with 12-m setback to accommodate the future possible
road widening.

Table 6.6.4 List of Station Entrances of East Avenue Station

No. Direction Share of MMSP Ridership

1 • NICA • Residential areas at north side of V. Luna Ave. 15%
• SSS
2 • Philippine Mental Health Association • Land Transport Office 15%
• Flora A Ylagan High School
3 • Bus/Jeepney bay at north side of V. Luna • Residential areas at north side of V. Luna Ave. 30%
Ave.
4 • Station Plaza • AFP Medical Center 40%
Source: JICA Study Team

(ii) Pedestrian facilities: The sidewalks along V. Luna Avenue will be improved to provide better
pedestrian access to the station.

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(iii) Intermodal transfer facilities: The station plaza will be developed within AFP Medical Center. This
station plaza will have the direct access of pedestrians both from sidewalk and AFP Medical Center.
In addition, the loading/unloading bay will be provided at the north side of V. Luna Avenue to serve
for the westbound traffic of the road.

SSS Station Facilities Road & Transport Facilities

Underground station Sidewalk improvement New PUV bay
1 Entrance/Exit (stairs and/or ESC) Station plaza
Elevator (MMSP Entrance/Exit)
Malakas

Mapagbigay
NICA
3
1
V. Luna Avenue
4 Station plaza
2

Kalayaan Ave.
East Ave.

Philippine Mental
Health Association
Malikasi

Military
Hospital
Flora A Ylagan
High School

Source: JICA Study Team

Figure 6.6.12 Key Plan of East Avenue Station

(3) Development Plan of Station Plaza

1) Passengers Transport Demand at East Ave. Station

a) Railway Passengers

Estimated daily and peak hour number of passengers of East Ave. Station is summarized in Table 6.6.5.
Estimated daily number of passengers is 120,000 passengers/day in 2025, 119,000 passengers/day in 2035
and 117,000 passengers/day in 2045. Based on the HIS by MUCEP 31, the peak-hour rate is set at 12.5% for
both of morning and evening peak hour.

Table 6.6.5 No. of Railway Passenger of East Ave. Station

Year 2025 2035 2045
No. of Passenger (passenger/day) 49,000 71,000 73,000
Peak-hour Ridership (passenger/hour) 6,000 9,000 9,000
Source: JICA Study Team

Modal share of railway passengers is estimated in the previous project 32 by estimating the access and egress
mode to/from existing urban railways. Considering the characteristics of East Ave. Station, the modal share
of suburban stations was referred. Therefore, non-motorized transport (NMT) passengers account for 43%

31 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015
32 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines,
JICA, 2015

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of the total passengers and road-based transport passengers account for 55%. Based on this, the number of
passengers per access/egress mode is shown in Table 6.6.7.

Table 6.6.6 Modal Share of East Ave. Station Users

Mode Share (%)
Non-Motorized Transport (including Walk and Bicycle) 43.4%
Bus 5.1%
Jeepney 48.3%
UV 1.3%
Car 1.9%
Total 100.0
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines
(JICA, 2015)

Table 6.6.7 No. of Peak-hour Passenger at East Ave. Station by Access/Egress Mode
Unit: passenger/hour
Mode 2025 2035 2045
NMT 2,600 3,900 3,900
Bus 310 460 460
Jeepney 2,900 4,350 4,350
UV 80 120 120
Car 110 170 170
Total 6,000 9,000 9,000
Source: JICA Study Team

b) Other Users

Station plazas are used by not only railway passengers but also other people such as residents and visitors
of the area. The surrounding area of East Ave. Station is mainly residential areas, so that the number of
users who access/egress to/from East Ave. Station aside from the railway passengers is assumed to be 20%
of the railway passengers (Table 6.6.8). They will access/egress to/from destination/origin around the
station on foot.
These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and
pedestrian traffic volume to/from the station. Number of passengers is added to each mode and all number
of passengers is added to NMT since they access/egress to/from destination/origin around the station by
walk.

Table 6.6.8 No. of Peak Hour Users of East Ave. Station Plaza by Travel Mode
except Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 60 90 90
Jeepney 580 870 870
UV 20 20 20
Car 20 30 30
Total 680 1,010 1,010
Source: JICA Study Team

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c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of East Ave. Station Plaza is shown
in Table 6.6.9.
Table 6.6.9 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
NMT 3,280 4,910 4,910
Bus 370 550 550
Jeepney 3,480 5,220 5,220
UV 100 140 140
Car 130 200 200
Total 7,360 11,020 11,020
Source: JICA Study Team

d) Passenger Volume of East Ave. Station by Direction

Based on the ridership at LRT1 Tayuman Station33, the ratio of boarding and alighting passenger was
assumed at 55% and 45% in the morning peak hour and 45% and 55% in the evening peak hour.
Table 6.6.10 Share of Boarding and Alighting at the Station during Peak-hour
Peak Boarding Alighting Total
Morning 55.0% 45.0% 100.0%
Evening 45.0% 55.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.6.11).
Table 6.6.11 Vehicle Occupancy Rate by Vehicle Type
Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR) (JICA,2019)

The design target year is set at 2045 because the passenger demand in 2045 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.6.12)

33 Ridership data of LRT1 in February 2012 was used as a reference. February was chosen, which all schools are generally open.

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Table 6.6.12 No. of Peak Hour Vehicle Volume by Direction in 2045

Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 9 7 16 7 9 16
Jeepney 326 267 593 267 326 593
UV 13 11 24 11 13 24
Car 55 45 100 45 55 100
Total 403 330 733 330 403 733
Source: JICA Study Team

b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.6.13. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.6.13.

North East South West Total

Within
45% 30% 7% 2% 84%
800m
Outside 1% 13% 0% 2% 16%
Total 46% 43% 7% 4% 100%

Source: JICA Study Team

Figure 6.6.13 Passenger Share by Area

Table 6.6.13 Directional Vehicle Traffic Volume to/from the Station Plaza
Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 4 5 9 4 5 9
PUV 150 176 326 150 176 326
UV 6 7 13 6 7 13
Car 46 54 100 4 54 58
Total (vehicle) 206 242 448 164 242 406
Total (PCU) 257 302 559 215 302 517
Source: JICA Study Team

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West (PCU/hour) West (PCU/hour)

578 537 637 335

Morning Peak

Evening Peak
257 215
Station Plaza

Station Plaza

PUV Bay
PUV Bay
235

33
257 215

578 537 637 335

East East

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.6.14 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

c) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.6.14).
Table 6.6.14 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Railway Users 2,145 1,755 3,900 1,755 2,145 3,900
Non-railway Users 455 556 1,011 556 455 1,011
Total 5,350 5,672 11,022 5,671 5,350 11,021
Source: JICA Study Team

Night-time and day-time population is estimated based on future land use as shown in Figure 6.6.15. This
data is used for estimating distribution of pedestrian traffic around the station.

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Institutional
Commercial (15 ha)
(12 ha) Residence &
Night Daytime Night Daytime Commercial
12,100 27,800 1,300 15,000 (58 ha)
Night Daytime Residence &
8,900 6,700 Commercial
(8 ha)
Commercial Night Daytime
(16 ha) Institutional 2,500 700
Night Daytime (8 ha)
14,600 26,900
Night Daytime Institutional
1,300 8,000 (17 ha)

Night Daytime
Residence &
1,300 17,000
Commercial
(18 ha)
Night Daytime Residence &
3,200 2,100 Commercial
(24 ha)
Night Daytime
6,500 2,500

Source: JICA Study Team

Figure 6.6.15 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone. The result is
shown in Table 6.6.15.

Table 6.6.15 Peak Hour Pedestrian Volume in 2045

Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone
Inflow Outflow Total Inflow Inflow Inflow
Northwest 674 927 1,601 927 674 1,601
Northeast 573 160 734 160 573 734
Southeast 553 468 1,021 468 553 1,021
Southwest 800 756 1,556 756 800 1,556
Total 2,600 2,311 4,911 2,311 2,600 4,911
Source: JICA Study Team

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Station Station
Plaza Plaza

Legend Legend
：MMSP ：MMSP
: Pedestrian Flow : Pedestrian Flow

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.6.16 Peak Hour Pedestrian Flow around the Station in 2045

West West
223 100 118 39
118 39 223 100

Station Entrance Station Plaza Station Entrance Station Plaza

West

West
East

East
1,755 1,755
2,145 2,145

182 97 140 113

140 113 182 97
South South

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.6.17 Peak Hour Pedestrian Flow in the Station Plaza in 2045

3) Station Plaza Zoning

Zoning plan was prepared based on the following precondition;

(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

(ii) Due to the space limitation, the PUV berth for the north station plaza is provided along V. Luna Ave.;
and,

(iii) Green and open Space is proposed around the station entrances/exits for people to gather and wait.

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d d
PUV Bay PUV Bay

Green Green
Legend Open UV Legend Open UV
: Transport Zone Zone : Transport Zone Zone
: Green Open Zone Jeepney : Green Open Zone Jeepney
: Station Entrance : Station Entrance
Bus Bus

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.6.18 Zoning Plan

4) Necessary Facility

a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.6.16). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.6.16 Service Time by Travel Mode
Travel Mode Item Time (min)
Turnover Rate of Berth 3
Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5
Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JDT, the
alighting times were set as below (Table 6.6.17).
Table 6.6.17 Alighting Time by Travel Mode
Travel Mode Time (sec./person)
Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

c) Number of Required Berth

The number of required berths shall be estimated by the equation below.

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(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.6.18 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth
PUB 1 1
PUJ 9 4
UV 2 1
Car 5 3
Source: JICA Study Team

d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

Table 6.6.19 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for
(person/hour) Waiting Passengers (m2)
PUB 52 52
PUJ 240 240
UV 20 20
Car 23 23
Source: JICA Study Team

5) Layout Plan

a) Transport Facility

Due to the space limitation, an entrance and exit of station plaza are separated and putting crossing between
loading/unloading bays are inevitable. In addition, the berth for UV Express and car are located along the
same bay.

b) Green and Open Space

The green and open space is located on the walkway between the station entrance and transport zone where
many passengers pass through. The plan of the green and open space is prepared based on following
precondition;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

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Shelter Image

Source: JICA Study Team

Figure 6.6.19 Layout Plan of East Ave. Station

A – A’ Section

B – B’ Section

Source: JICA Study Team

Figure 6.6.20 Cross Section of East Ave. Station

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c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal (Figure 6.6.21). Intersecting foot traffic with vehicle traffic shall be minimized.
Considering the planned building above the station, shelters are provided from an elevator to the bus bay
and from the station entrance to a taxi/car bay.

d) Concept of Spatial Allocation

It is clearly separated the transport terminal/bay for the public and private transport modes. The north side
of station plaza is assigned for the public use, and the south side of station plaza is for the private use. The
pocket park is also planned for a wee oasis. (Figure 6.6.21)

Source: JICA Study Team

Figure 6.6.21 Traffic Flow and Spatial Allocation of East Ave. Station

e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches and seating walls will be provided at pocket park for people to rest and wait. (Figure
6.6.22)

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Katmon

Dona Luz
Bench Bench

Katmon

Open
Space
Dona Luz

Dona Luz Katmon

Source: JICA Study Team

Figure 6.6.22 Landscape Concept of East Ave. Station

6.6.5 Required Traffic Management at/around East Avenue Station

For East Avenue Station, one of the concerns is that there is a slope near the station, especially on the
west side. This will cause vehicles to slide down and might lead to accidents or crashes. Therefore, the
use of chocks (or wedges) is necessary. When entering the station plaza, left turning will cause
congestion. Therefore, a rerouting plan should be considered since the road is too narrow to allow U-
turning vehicles. In addition, the pedestrian crossing should be added at the entrance/exit of the station
plaza, the traffic should be segregated into pedestrians and vehicles.

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Source: JICA Study Team

Figure 6.6.23 Traffic Management Plan at East Avenue Station

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6.7 TOD Plan of Anonas Station Area

6.7.1 Current Situation

The station will be located within the existing private property near Anonas Station of LRT Line 2 (LRT-
2). The distance between two stations will be about 100m.

Demography
The population in Quezon City has been increasing and reached to almost 3 million people in 2015. On the
other hand, the population growth in Anonas Station area was much lower than the one of the cities in the
last 15 years (Table 6.7.1).

Table 6.7.1 Population

Population (person)
Area
2000 2010 2015
Pasig City 2,173,831 2,761,720 2,936,116
(Annual Average Growth Rate) - (2.42%) (1.23%)
Anonas Station Area34 50,603 54,721 55,218
(Annual Average Growth Rate) - (0.79%) (0.18%)
Source: PSA

Land Use Development

The affected area is mix of residential, commercial/business and institutional areas. The most notable
commercial and business building is LRT City Center in front of Anonas Station of LRT-2. This building
is directly connected with Anonas Station of LRT-2 through a pedestrian deck. Most of the big properties
are public facilities, such as World Citi Colleges, World Citi Medical Center, Technological Institute of the
Philippines and others.

Transport Development

LRT2 runs along Aurora Blvd., which connects Recto Station in City of Manila and Santolan Station in
Pasig City. The ordinary buses are operated only along EDSA while jeepneys are operated along Aurora
Blvd. and other city and barangay roads including Anonas street. (Figure 6.7.2)

Aurora Blvd. is the main access road, which is one of ten radial roads in Metro Manila. This road has a long
morning peak from 6am to 10am. Main traffic flow is between east and west areas. (Figure 6.7.3)

Relevant Projects

There is an unsolicited proposal of C-5 Expressway, which will be an all-elevated expressway from the end
of NLEX Segment 8.2 in Luzon Ave., Quezon City to Cavitex C-5 South Link via Katipunan Ave. One of
the proposed interchanges is located at the intersection of Katipunan Ave. and Aurora Blvd. This may
change the traffic flow along Aurora Blvd. For the urban development, Infina Tower, a 40-storey building
that is under construction, is located next to NCBA. There is also a development plan of high-rise building
at a parking lot of LRT City Center as well as DMCI development plan at the east side of LRT City Center.

34
The population was calculated based on the barangay population within 800m radius from the station.

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Asian College
Parking Area of LRT City
Center

NCBA
World Citi
Colleges &
LRT City Center Infina Tower
Medical Center

Technological
Institute of the
Philippines

LRT-2 Anonas Station (left)

LRT City Center (right)
Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Footbridge along Aurora Blvd.

Source: JICA Study Team

Figure 6.7.1 Existing Situation of Anonas Station

(pcu/hour)
3,500
3,000
2,500
2,000
1,500
1,000
500
0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.7.3 Traffic Volume at Intersection of
Figure 6.7.2 Existing Public Transport Network
Aurora Blvd. and Anonas Street.
around Anonas Station

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6.7.2 Voices of Resident and Visitors35

Living Environment: The overall satisfaction rate on living environment by residents in Anonas Station
area is kind of low with 69%. Particularly, their evaluation on traffic conditions, air quality, noise, and
public amenity such as greenery areas and historical places is lower. This might be because Aurora Blvd.
is always congested and no green spaces/parks is available in this area. (Figure 6.7.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is even lower with 34%. For the facilities, street light and the distance to
railway station has relatively better evaluation. (Figure 6.7.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.7.4 Assessment on Living Figure 6.7.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
rather than faciltiies for vehicles. (Figure 6.7.6) In
light of the assessment on the current travel
environment, sidewalks and safe crossing faciltiies
including footbridge should be considered in the
station area development. Aside from the transport
facilities, the needs on public services, information
center/maps, universal design are needed at the
Source: JICA Study Team
MMSP Station.
Figure 6.7.6 Transport Facility Needs at
MMSP Station

35 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 261 residents within 800m radius from
Anonas Station.

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6.7.3 Development Orientation

Development Issues

The main urban issues in this area are (i) lack of attractive commercial facilities around LRT2 station, (ii)
domination of the blighted area and unclean canal around a hospital, (iii) limited development area around
the station.

The main transport issues in this area are (i) inconvenient access to LRT2 station, PUVs and a hospital, (ii)
limited space to load and unload PUVs along Aurora Boulevard, and (iii) poor sidewalks around Anonas
Station.

Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), most of the
station area is occupied high density residential zone. There are several institution zones where hospitals
(World Citi Medical Center), colleges (World Citi College, National College of Business and Arts, Asian
College), high schools (Quirino High School), etc. are located along Aurora Boulevard and in residential
areas. Commercial zone is limited only along trunk roads.
Table 6.7.2 Land Use Plan of the Anonas Station Area
City Zoning Area within 800m radius Height Limit FAR
Quezon Medium Density Residential Sub Zone R-2 0.5 0.3% 10-15m/ 3-5F2) 1.3-1.52)
High Density Residential Zone R-3 131.2 65.3% 12m/ 4F1) 1.8-8.12)
Minor Commercial Zone C-1 25.1 12.5% 10-15m/ 3-5F2) 1.7-3.02)
Major Commercial Zone C-2 29.4 14.6% 45m/ 15F2) 3.6-9.02)
Institutional Zone Inst. 14.8 7.4% 9m/ 3F1) 2.52)
Total 201.0ha 100%
Source: CLUP of Quezon City, 1) Quezon City CLUP, 2) National Building Code

Source: CLUP of Quezon City

Figure 6.7.7 Land Use Zoning Map of Anonas Station Area

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Vision and Development Orientations

The Anonas station is a transfer station to LRT2 Anonas Station and PUVs along Aurora Blvd. from east
of city center. Though LRT2 has been operated, commercial and business development is not so active to
serve for residential area. Furthermore, it is expected visitors of hospitals and university students will use
this station for commuting. After MMSP development, it is significant not only to utilize the land above
the station but also to promote urban redevelopment activities around the station. For this, the development
vision and orientations are proposed as follows:

Vision: “The Anonas Station Area will be intermodal station with LRT2 and PUVs as an eastern local
community center with a safe pedestrian environment.”

Development Orientations:

 To ensure smooth transfer between LRT2 and PUVs.

 To improve pedestrian environment along roads and at and around station.

 To promote urban redevelopment around a station to provide commercial and public service facilities.

Source: JICA Study Team

Figure 6.7.8 Development Orientation of Anonas Station Area

Urban Development Plan

To develop an intermodal station with LRT2 and PUVs in a safe pedestrian environment, station area
development will be conducted step by step. The potential areas for urban development are:

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(i) Development of station park and station building above the station: After construction of the
underground station, the construction yard will be utilized to develop a station park including a PUV
bay, open space and walkway to ensure smooth transfer to LRT2 station and PUV, and to connect
hindered residential areas to a trunk road. Above this station park, it is planned to construct a high-rise
building (BPOs, parking facilities, etc.) by the landowner.

(ii) Urban redevelopment of station adjoining area to ensure walkways to station and provide public
services: While the World Citi Medical Center, its college and the Technological Institute are located
near to the station, it will be difficult to walk along Aurora Boulevard because of narrow sidewalk and
waiting PUVs users. In mid-term, it is proposed to redevelop an area around these facilities to promote
commercial and public service development for hospital users, students and station users, so they will
be able to access these facilities directly from the station.

(iii) Urban redevelopment of commercial& business area and apartments with social housings: In
long-term, a comprehensive urban redevelopment will be conducted. Along the Aurora Boulevard,
commercial and business facilities will be
developed to increase job opportunities. Mixed-use
development will be promoted including
apartments, social housings, shops, park, etc.

To promote urban redevelopment and road

development, it is proposed to designate the area
surrounded by trunk roads (20th Ave. and J. P. Rizal) at
the south of Aurora Boulevard, and one block from
Aurora Blvd. at the north as TOD Area, which can be
classified as “Special Urban Development Zone
(SUDZ)” under the CLUP of Quezon City. As for the Source: JICA Study Team
zoning, R-3 at the adjoining area of the station will be Figure 6.7.9 Proposed Amendment of
converted to C-2. CLUP and TOD Area

Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, provide a station
plaza, and regulate traffic around the station.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from Anonas
Station. Considering the foot traffic potential, it is advisable to provide 3.5-m width of sidewalk for
arterial roads and 2.0-m width of sidewalk for collector roads. The roads which are not satisfied these
sidewalk widths are shown in the figure below.

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Source: JICA Study Team

Figure 6.7.10 Candidate Roads for Sidewalk Development in Anonas Station Area

(ii) Provide a Station Plaza: Due to limited area was secured for Anonas Station Plaza as MMSP
component, only small PUV bay will be provided upon operationalization of MMSP. Therefore,
appropriate station plaza should be developed in future. As this area is connected by LRT2 and MMSP,
it is expected that many people will access this area by PUVs. Potential areas for future station plaza
are parking area of World Citi Medical Center and Hi-top Supermarket.

Source: JICA Study Team

Figure 6.7.11 Proposed Station Plaza Location at Anonas Station Area

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(iii) Regulate the traffic around Anonas Station: Even if all the necessary hard infrastructure is provided,
the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation should be
strictly enforced around Anonas Station as well as at the station plaza.

TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.7.3 TOD Project List of Anonas Station Area
Immediate Medium &
Short-term
Type Project Name (before MMSP Long-term Financial Source
(2022-2025)
opening) (after 2025)
Urban AN-U-1 CLUP amendment LGU
Project Station Park and station building ODA (park)
AN-U-2
development above the station Private (building)
Commercial and public service
AN-U-3 Private
development around the hospital
Mixed-use development in the
AN-U-4 Private
station area
Transport AN-T-1 Sidewalk improvement DPWH/LGU
Project AN-T-2 Footbridges crossing Aurora Blvd. MMSP Component ODA
AN-T-3 Station Plaza DOTr
AN-T-4 PUV Bay MMSP Component ODA
AN-T-5 PUV route rationalization DOTr
AN-T-6 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

6.7.4 MMSP Action Plan

Current Situation and Issues

Aurora Blvd. in front of Anonas Station has been facing the heavy traffic due to the lack of appropriate
PUV bay provision. Many people board and alight jeepneys near the existing footbridge crossing Aurora
Blvd. As similar to many footbridges in Metro Manila, the stair of this footbridge occupies the entire
sidewalk.

Another issue is high dense community along the small creek flowing in parallel to A. Luna Street. This
community used to be informal settlers, but already entitled according to Quezon City LGU.

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Anonas Station
(LRT2)

Archdiocesan
Shrine of St. Joseph
Anonas
LRT City
Parking of Center
Church

1,422
1,364
378

699 World Citi

College
World Citi
Medical Center

1,570
1,190

Unit: PCU/Peak-hour
26

Source: JICA Study Team

Figure 6.7.12 Morning Peak-hour Traffic Volume at Aurora Blvd. – Anonas Street Avenue
Intersection

Concept Plan

The station district development will also provide good accessibility to MMSP station and LRT2 station as
well as improve the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Two station entrances will be developed. One at the north side of station near the
loading/unloading bay, and another at the south side of station which locate within the residential area.

Table 6.7.4 List of Station Entrances of Anonas Station

No. Direction Share of MMSP Ridership

1 • LRT-2 Anonas Station • North side of Aurora Blvd. 80%
• Loading/Unloading Bays at both side of • World Citi College
Aurora Blvd. • World Citi Medical Center
• LRT City Center • Technological Institute of the Philippines, Inc
• Archdiocesan Shrine of St. Joseph
2 • Residential areas at south side of station 20%
Source: JICA Study Team

(ii) Pedestrian facilities: In order to provide the better access to the World Citi Medical Center, the
sidewalk adjoining to loading/unloading bay will be improved. In addition, the existing footbridge will
be replaced to accommodate the expected demand of footbridge users considering MMSP. As well,

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the direct connection between MMSP Anonas Station and LRT-2 Anonas Station shall be provided
through LRT City Center and new LBL Building. Moreover, a wide walkway will be provided passing
through the existing parking space of LRT City Center.

(iii) Intermodal transfer facilities: Due to the constraints on land availability, only loading/unloading
spaces will be provided at the both side of Aurora Boulevard. Instead, the construction yard will be
mainly developed as open space.

(iv) Station building: The property owner, named LBL Prime Properties Inc., of the existing parking area
of LRT City Center has a plan to develop 30-storey building above the MMSP station. This building
will serve the multi-storey parking spaces and office spaces for BPOs.

Anonas Station
(LRT2)

Archdiocesan
Shrine of St. Joseph
Anonas
LRT City
Parking of Center
Church
LBL
Building
1 (planned)
2

Station plaza

World Citi
College

World Citi
Medical Center

Station Facilities Road & Transport Facilities

Underground station Replaced footbridge New PUV bay
1 Entrance/Exit (stairs and/or ESC) Sidewalk improvement Station plaza
Elevator (MMSP Entrance/Exit)
Required land acquisition for footbridge
Elevator (Footbridge)

Entrance/Exit built by private

Source: JICA Study Team

Figure 6.7.13 Key Plan of Anonas Station

Development Plan of Station Plaza

1) Layout Plan

(a) Transport Facility

As mentioned above, transport facility shall be only loading/unloading bay along Aurora Blvd. due to the
space limitation.

(b) Green and Open Space

The entire area of station plaza shall be served as green and open space. The plan of the green and open
space is prepared based on following precondition;

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(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

Piloti

Piloti Image Open Space Image

Source: JICA Study Team, Right: https://www.asunaro-studio.com/, Left: project.nikkeibp.co.jp

Figure 6.7.14 Layout Plan of Anonas Station Plaza

(c) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches will be provided at open space and walkway for people to rest and wait. (Figure
6.7.15)

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Dita

Katmon
Banaba
Banaba
Banaba Banaba
Dona Luz
Dita Dita
Katmon
Dita

Dita Banaba

Dona Luz Katmon

Source: JICA Study Team

Figure 6.7.15 Landscape Concept of Anonas Station

Development Plan of Footbridges

One new footbridge will be constructed along Aurora Blvd. to replace the existing one. The required
traveled way widths are as follows (Table 6.7.5). The width of existing footbridge is narrow considering
the expected users of MMSP. The required traveled way width is 3.0m. In addition, this footbridge will
connect the PUV bay at the westbound of Aurora Blvd. with MMSP station. Therefore, the elevators will
be installed for PWD and others. The footbridge will also have a shelter for comfortability of users as well
as security cameras for security and safety

Table 6.7.5 Traveled Way Width of Footbridge for Anonas Station

Width Footbridge

Current Traveled Way Width (m) Stair: 1.6m Walkway: 2.4m

Required Traveled Way Width (m) 3.0m
Source: JICA Study Team

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Footbridge:
Replacement

Source: JICA Study Team

Figure 6.7.16 Footbridge Layout Plan of Anonas Station

6.7.5 Required Traffic Management at/around Anonas Station

The PUV bay is too small and no parking can be provided. Therefore, the additional lands for station plaza
needs to be acquired. Based on the facility development plan, if the total area of development is large, there
is a possibility that a heavy traffic congestion will occur. For this, the traffic management plan considering
the roads around the area is necessary.

The south side is a residential area, and roads are too narrow. Securing the area for parking and
implementing strict parking regulations are necessary to mitigate possible traffic congestion in the area.

Legend
Stop/wait within lay-by only
No stop/wait/park
Segregate pedestrians and vehicles or add pedestrian signals

Source: JICA Study Team

Figure 6.7.17 Traffic Management Plan for Anonas Station

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6.8 TOD Plan of Camp Aguinaldo Station Area

6.8.1 Current Situation

The station will be located within the Camp Aguinaldo near the corner of Katipunan Avenue and Col.
Bonny Serrano Avenue.

Demography
The population in Quezon City has been increasing and reached to almost three million people in 2015. On
the other hand, the population growth in Camp Aguinaldo Station area was much lower than the one of the
cities in the last 15 years (Table 6.8.1).

Table 6.8.1 Population

Population (person)
Area
2000 2010 2015
Quezon City 2,173,831 2,761,720 2,936,116
(Annual Average Growth Rate) - (2.42%) (1.23%)
Camp Aguinaldo Station Area36 22,987 24,629 25,922
(Annual Average Growth Rate) - (0.69%) (1.03%)
Source: PSA

Land Use

About 1/4 of the project affected area is occupied by the Camp Aguinaldo, and the rest are mainly residential
areas. The small and medium-sized commercial and business buildings locate along Katipunan Avenue and
Col. Bonny Serrano Avenue. Mercury Drug Corp. Head Office is one of the biggest buildings in this area.
Although it is outside the affected area, Eastwood City which is one of the CBDs in Metro Manila is about
1km away from Camp Aguinaldo Station. Camp Aguinaldo Station will be the nearest railway station for
Eastwood City.

Transport Development

Jeepneys are available only along Col. Bonny Serrano Ave. and C-5 while P2P runs along C-5 and EDSA.

Both C. Bonny Serrano Ave. and Katipunan Ave. are the main access roads in this area. There are two
obvious peak hours; one in 8 – 9 am and another one in 6 – 7pm. In the morning peak hour, the main traffic
flow is from the north to the south and from the east to the west.

Relevant Projects

Currently C. Bonny Serrano Ave. is under widening by DPWH. Some section close to EDSA has been
completed, but the section toward the intersection of C. Bonny Serrano Ave. and Katipunan Ave. has not
been started yet. In addition, Similar to Anonas Station, the alignment of C-5 Expressway will pass through
this affected area. So far, there is no proposed interchange nearby. Another transportation project is Pasig
River-Marikina River-Manggahan Floodway Bridges Construction Project. Under this project, DPWH
plans to construct 12 new bridges in Metro Manila. One of them is G. Gabriel St. – Mercury Avenue Bridge.
Opening of this bridge will bring the better access to Camp Aguinaldo Station from Rizal Province.

36 The population was calculated based on the barangay population within 800m radius from the station.

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Residential Building at Camp

Aguinaldo

Mercury Drug
Corp. C. Bonny Serrano Avenue
Eastwood City
Camp Aguinaldo
Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Katipunan Avenue along

Camp Aguinaldo
Source: JICA Study Team
Figure 6.8.1 Existing Situation of Camp Aguinaldo Station

6,000
(pcu/hour)

5,000

4,000

3,000

2,000

1,000

0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.8.3 Traffic Volume at Intersection of C.
Figure 6.8.2 Existing Public Transport Network Bonny Serrano Ave. and Katipunan Ave.
around Camp Aguinaldo Station

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6.8.2 Voices of Resident and Visitors37

Living Environment: The overall satisfaction rate on living environment by residents in Camp Aguinaldo
Station area is relatively high with 84%. However, their evaluation on traffic conditions, noise and
landscape/historical places is lower. As mentioned in Chapter 6.8.1 above, C. Bonny Serrano Ave. is under
widening to respond to improve the traffic conditions in this area. (Figure 6.8.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 60%. For the facilities, the distance to public transportation
modes and their waiting environment have lower evaluation, which can be solved by constructing MMSP.
(Figure 6.8.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.8.4 Assessment on Living Figure 6.8.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

the importance both on the pedestrian infrastructures
and faciltiies for private vehicles. (Figure 6.8.6)
Although people are not satisifed with the current
facilities for PUVs, the importance on intermodal
facilities are lower than pedestrian and private
vehicles infrastrctures.

Aside from the transport facilities, the needs on

information center/maps and adoptation of universal
design on MMSP. Source: JICA Study Team
Figure 6.8.6 Transport Facility Needs at
MMSP Station

37 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 130 residents within 800m radius from
Katipunan Station.

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6.8.3 Development Orientation

Development Issues

The main urban issues in this area are (i) limited development area around the station, (ii) domination of
the Army land (Camp Aguinaldo) and subdivisions, and (iii) disaster risk by active fault at eastern area near
C-5.

The main transport issues in this area are (i) limited road network crossing Marikina River from east of the
city center, (ii) few public transportation network around the station, and (iii) unsafe pedestrian environment
around the station.

Development Orientation of this Area in Comprehensive Land Use Plan

In Quezon City Comprehensive Land Use Plan (CLUP) 2011 – 2030 (QC-CLUP 2011-2030), one-third of
the station area of 800m radius is occupied by institutional zone (Camp Aguinaldo), and most of other area
is residential area. Commercial zone is only 15% along a part of Katipunan Avenue and the north of Col.
Bonny Serrano Ave. At the east of C-5, social housing zone and industrial zone are donated on the way to
Eastwood City, a commercial district.
Table 6.8.2 Land Use Plan of the Camp Aguinaldo Station Area

City Zoning Area within 800m radius Height Limit FAR

Quezon
Low Density Residential Zone R-1 53.4 ha 26.6% 10m/ 3F2) 1.52)

Low Density Residential Sub Zone R-1A 5.4 ha 2.7% 10m/ 3F1) 121)
61)
High Density Residential Zone R-3 37.1 ha 18.4% 12m/ 4F1)
1.8-8.12)
41)
Minor Commercial Zone C-1 26.2 ha 13.0% 3-5F/ 10-15m2)
1.7-3.02)
121)
Major Commercial Zone C-2 3.1 ha 1.6% 45m/ 15F2)
3.6-9.02)
Medium Intensity Industrial Zone I-2 6.9 ha 3.5% 21m2) 2.5-3.02)

Socialized Housing Zone SHZ 2.7 ha 1.3% 12m/ 4F1) None

121)
Special Urban Development Zone SUDZ 2.6 ha 1.3% 10-12m1)
9.0-342)
Institutional Zone Inst. 63.5 ha 31.6% 15m2) 2.52)

Total 201.0ha 100%

Source: CLUP of Quezon City, 1) Quezon City Zoning Ordinance, 2) National Building Code

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Source: CLUP of Quezon City

Figure 6.8.7 Land Use Zoning Map of Camp Aguinaldo Station Area

Vision and Development Orientations

The Camp Aguinaldo Station is located in residential area, and the Army land where will be converted to
development area in case the Camp will be relocated. Additionally, same as Anonas Station, Camp
Aguinaldo Station will be also a gateway from eastern provinces to the city center. Furthermore, there is an
active fault at the eastern area along C-5, so disaster prevention measures and functions are required in this
station area.

While development area is limited in short-term, it is required to consider a dynamic urban renewal after
MMSP operation. For this, the development vision and orientations are proposed as follows:

Vision: “The Camp Aguinaldo Station Area will be a resilient commercial and business district with feeder
services to east of the city center.”

Development Orientations:

 To ensure safe pedestrian network and space.

 To provide feeder service to expand public transport network to east.

 To promote urban redevelopment around a station to provide commercial and residential facilities.

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Source: JICA Study Team

Figure 6.8.8 Development Orientation of Camp Aguinaldo Station Area

Urban Development Plan

To develop a community center with public transport and pedestrian network, the potential areas for urban
development are:

(i) Station building and station park development adjoining to the station: Since the underground
station will be located at the north-east of the Army land, it is proposed to redevelop adjoining area to
a station building and a station park, in addition to the station plaza of MMSP. For this, accessibility
and comfort of the station area will be improved, and the station area will become a landmark as a
community center of Camp Aguinaldo Station area.

(ii) Urban redevelopment of the blighted area to utilize as a disaster prevention park along C-5: To
secure evacuation from disaster (earthquake, fire, etc.), the social housing zone will be redeveloped to
a disaster prevention park. It will contribute to strengthen resilience of active fault area along C-5.
Original households of SHZ will transfer to new residential area in this station area.

(iii) Urban redevelopment of mixed-use commercial area and mid-rise residential area along trunk
roads: Along with road widening of C. Bonny Serrano Ave., roadside area will be redeveloped to
mixed-use development area and mid-rise residential area to provide new floors of commercial,
business and residential, including social housings. Furthermore, after relocation of the Camp in future,
the Army land will be developed to new strategic CBD with advantage of convenient access to the
station and EDSA.

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It is proposed to designate the area along trunk

roads as TOD Area, which can be classified as
“Special Urban Development Zone (SUDZ)”
under the CLUP of Quezon City. It is aimed to
promote commercial and residential
development around the station with transport
and road facilities. Proposed amendments of
CLUP are; (i) to convert from Institution to
“C-2” for station and relevant facility
development, (ii) to convert from SHZ to
“Park” to develop a disaster prevention park,
Source: JICA Study Team
and (iii) to convert from R-3 to “C-1” to
promote mixed-use development around the Figure 6.8.9 Proposed Amendment of
station. CLUP and TOD Area

Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve PUV access
to the station, connect a missing link in the road network, and regulate traffic around the station.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from Camp
Aguinaldo Station. Considering the foot traffic potential, it is advisable to provide 3.5-m width of
sidewalk for arterial roads and 2.0-m width of sidewalk for collector roads. The roads which is not
satisfied these sidewalk widths are shown in the figure below.

Source: JICA Study Team

Figure 6.8.10 Candidate Roads for Sidewalk Development in Camp Aguinaldo Station Area

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(ii) Improve PUV access to the station: In order to assure the PUV access to the station, provision of
a station plaza and rerouting of PUVs are necessary. The station plaza will be developed above the
station as a part of MMSP. So, PUV rerouting needs to be done by DOTr-Road infra. Particularly,
Camp Aguinaldo Station will be the nearest railway station to Eastwood City. The route between
Camp Aguinaldo Station and Eastwood City should be studied.

(iii) Connect a missing link: In order to secure the smooth traffic flow, the road hierarchy is important.
This means that a collector road functions to distribute the traffic along arterial roads to local roads.
In this sense, it is worth to consider to open up the road in the gated subdivision named White Plane,
to the public.

Source: JICA Study Team

Figure 6.8.11 Proposed Missing Link Connection at Camp Aguinaldo Station Area

(iv) Regulate the traffic around Camp Aguinaldo Station: Even if all the necessary hard
infrastructure is provided, the users are the key to mitigate the traffic congestions. Therefore, the
traffic regulation should be strictly enforced around Camp Aguinaldo Station as well as at the
station plaza.

TOD Projects

In order to achieve the development vision, proposed TOD projects are shown in Table below.

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Table 6.8.3 TOD Project List of Camp Aguinaldo Station Area

Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban KP-U-1 CLUP amendment LGU
Project Station building and station plaza Railway operator,
KP-U-2
private, LGU
KP-U-3 Disaster prevention park LGU, private
Mixed-use development along
KP-U-4 Private
Katipunan Ave.
Mid-rise residential area
KP-U-5 development along C. Bonny Private
Serrano Ave.
Transport KP-T-1 Sidewalk improvement DPWH/LGU
Project KP-T-2 Footbridges crossing C. Bonny
MMSP Component ODA
Serrano Ave.
KP-T-3 Footbridges at the intersection of
C. Bonny Serrano Ave. and MMSP Component ODA
Katipunan Ave.
KP-T-4 PUV route rationalization DOTr
KP-T-5 Station Plaza MMSP Component ODA
KP-T-6 Missing Link DPWH
KP-T-7 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

6.8.4 MMSP Action Plan

Current Situation and Issues

Since Camp Aguinaldo Station locates within Camp Aguinaldo, the station area is mainly occupied by the
Camp. However, residents in the area have been experiencing the traffic congestions along C. Bonny
Serrano Ave. because this road connects EDSA and C-5. Although there is a plan to widen C. Bonny
Serrano Ave., the improvement of pedestrian facilities including sidewalk has not been discussed yet.

1,745
1,638 681
2,205 985

1,582
La Maisons
Townhomes
2,207 992
Col. Bonny Serrano Ave.
(widening-10m-)

Hospital
(construction)
Camp Aguinaldo

Unit: PCU/Peak-hour
Source: JICA Study Team

Figure 6.8.12 Peak-hour Traffic Volume at Katipunan Ave. – C. Serrano Ave. Intersection

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Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three station entrances for public use and one for AFP designated will be
developed. For the public use, one will be at the north end of the station, one at station plaza, and
another one at the south end of the station.

Table 6.8.4 List of Station Entrances of Camp Aguinaldo Station

No. Direction Share of MMSP Ridership

1  Station plaza  The residential area at the north side of C. Bonny 50%
Serrano Ave.
2  Station plaza  Commercial buildings of DND 35%
3  Commercial buildings of DND  Katipunan Ave. 15%
4  Camp Aguinaldo (only for AFP)
Source: JICA Study Team

(ii) Pedestrian facilities: Since C. Bonny Serrano Avenue is widened for additional 12-m, a footbridge
will be provided between the station plaza and the area at the opposite side of the station plaza. In
addition, the existing footbridge at the intersection of C. Bonny Serrano Ave. and Katipunan Ave. will
be replaced, because the columns of this footbridge occupying the sidewalks. The replaced footbridge
will also have the bridge crossing C. Bonny Serrano Ave. at the east side of Katipunan Ave.

(iii) Intermodal transfer facilities: The station plaza will be developed within the Camp Aguinaldo
together with new access road connecting C. Bonny Serrano Ave. and Katipunan Ave.

(iv) Station building: Considering the commercial development plan of DND, some commercial building
spaces are secured within the station plaza.

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Station Facilities Road & Transport Facilities

Underground station Replaced footbridge New PUV bay
1 Entrance/Exit (stairs and/or ESC) New footbridge Station plaza
Elevator (MMSP Entrance/Exit) Required land acquisition for footbridge
Entrance/Exit built for Military

La Maisons
Townhomes
New Access Road from
Katipunan Ave. to Station Plaza

AFP
Station Plaza Commercial Proposed New Boundary
1 Building of Camp
2 3
Col. Bonny Serrano Ave.
(widening-12m-)

4
For AFP use only
Hospital
(construction)
Camp Aguinaldo

Source: JICA Study Team

Figure 6.8.13 Key Plan of Camp Aguinaldo Station

Development Plan of Station Plaza

1) Passengers Transport Demand at Camp Aguinaldo Station

(a) Railway Passengers

Estimated daily and peak hour number of passengers of Camp Aguinaldo Station is summarized in Table
6.8.5. Estimated daily number of passengers is 75,000 passengers/day in 2025, 79,000 passengers/day in
2035 and 80,000 passengers/day in 2045. Based on the HIS by MUCEP 38, the peak-hour rate is set at 12.5%
for both of morning and evening peak hour.
Table 6.8.5 No. of Railway Passenger of Camp Aguinaldo Station

Year 2025 2035 2045

No. of Passenger (passenger/day) 75,000 79,000 80,000
Peak-hour Ridership (passenger/hour) 9,000 10,000 10,000
Source: JICA Study Team

Modal share of railway passengers is estimated in the previous project 39 by estimating the access and egress
mode to/from existing urban railways. Considering the characteristics of Camp Aguinaldo Station, the
modal share of suburban stations was referred. Therefore, non-motorized transport (NMT) passengers
account for 43% of the total passengers and road-based transport passengers account for 57%. Based on
this, the number of passengers per access/egress mode is shown in Table 6.8.7.

38 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015
39 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines,
JICA, 2015

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Table 6.8.6 Modal Share of Camp Aguinaldo Station Users

Mode Share (%)

Non-Motorized Transport (including Walk and Bicycle) 43.4
Bus 5.1
Jeepney 48.3
UV 1.3
Car 1.9
Total 100.0
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines
(JICA, 2015)

Table 6.8.7 No. of Peak-hour Passenger at Camp Aguinaldo Station by Access/Egress Mode
Unit: passenger/hour
Mode 2025 2035 2045
NMT 3,900 4,330 4,330
Bus 460 510 510
Jeepney 4,350 4,840 4,840
UV 120 130 130
Car 170 190 190
Total 9,000 10,000 10,000
Source: JICA Study Team

(b) Other Users

Station plazas are used not only by railway passengers but also the residents and visitors of the area. The
surrounding area of Camp Aguinaldo Station is mainly residential areas, so that the number of users who
access/egress to/from Camp Aguinaldo Station aside from the railway passengers is assumed to be 20% of
the railway passengers (Table 6.8.8). They will access/egress to/from destination/origin around the station
on foot.
These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and
pedestrian traffic volume to/from the station. Number of passengers is added to each mode and all number
of passengers is added to NMT since they access/egress to/from destination/origin around the station by
walk.

Table 6.8.8 No. of Peak Hour Users of Camp Aguinaldo Station Plaza by Travel
Mode except Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 90 100 100
Jeepney 870 970 970
UV 20 30 30
Car 30 40 40
Total 1,010 1,140 1,140
Source: JICA Study Team

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(c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of Camp Aguinaldo Station Plaza
is shown in Table 6.8.9.
Table 6.8.9 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
NMT 4,910 5,470 5,470
Bus 550 610 610
Jeepney 5,220 5,810 5,810
UV 140 160 160
Car 200 230 230
Total 11,020 12,280 12,280
Source: JICA Study Team

(d) Passenger Volume of Camp Aguinaldo Station by Direction

Based on the ridership at MRT1 Tayuman Station40, the ratio of boarding and alighting passenger was
assumed at 55% and 45% in the morning peak hour and 45% and 55% in the evening peak hour.
Table 6.8.10 Share of Boarding and Alighting at the Station during Peak-hour
Peak Boarding Alighting Total
Morning 55.0% 45.0% 100.0%
Evening 45.0% 55.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

(a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.8.11).
Table 6.8.11 Vehicle Occupancy Rate by Vehicle Type
Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR) (JICA,2019)

The design target year is set at 2045 because the passenger demand in 2045 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.8.12)

40 Ridership data of LRT1 in February 2012 was used as a reference. February was chosen, which all schools are generally open.

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Table 6.8.12 No. of Peak Hour Vehicle Volume by Direction in 2045

Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 10 8 18 8 10 18
Jeepney 363 297 660 297 363 660
UV 15 12 27 12 15 27
Car 63 52 115 52 63 115
Total 451 369 820 369 451 820
Source: JICA Study Team

(b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.8.14. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.8.13.

North East South West Total

Within
24% 24% 4% 1% 54%
800m
Outside 9% 14% 22% 0% 46%
Total 33% 36% 26% 1% 100%

Source: JICA Study Team

Figure 6.8.14 Passenger Share by Area

Table 6.8.13 Directional Vehicle Traffic Volume to/from the Station Plaza
Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 7 3 10 7 3 10
PUV 269 94 363 269 94 363
UV 11 4 15 11 4 15
Car 47 16 63 47 16 63
Total (vehicle) 334 117 451 334 117 451
Total (PCU) 425 150 575 425 150 575
Source: JICA Study Team

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1,458 773

986 1,293

6 569 6 419 6 569 6 419

575 425 575 425

Station Plaza
Station Plaza

1,389 985 431 1,655

150 150

Morning Peak Hour (pcu/hour) Evening Peak Hour (pcu/hour)

Source: JICA Study Team

Figure 6.8.15 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

(c) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.8.14).
Table 6.8.14 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Railway Users 3,578 4,373 7,950 4,372 3,578 7,950
Non-railway Users 2,382 1,949 4,330 1,949 2,381 4,330
Total 5,960 6,322 12,280 6,321 5,959 12,280
Source: JICA Study Team

Night-time and day-time population is estimated based on future land use as shown in Figure 6.8.16. This
data is used for estimating distribution of pedestrian traffic around the station.

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Residence &
Commercial
(26 ha)
Night Daytime
6,100 1,700 Residence &
Residence & Commercial
Commercial (8 ha)
(37 ha) Night Daytime
Night Daytime 800 1,300
10,700 2,500

Residence &
Institutional Commercial
(63 ha) (66 ha)
Night Daytime
Night Daytime 5,300 3,900
1,700 1,800

Source: JICA Study Team

Figure 6.8.16 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone. The result is
shown in Table 6.8.15.

Table 6.8.15 Peak Hour Pedestrian Volume in 2045

Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone Inflow to Outflow from Inflow to Outflow from
Total Inflow
Station Plaza Station Plaza Station Plaza Station Plaza
Northwest 1,259 575 1,834 575 1,259 1,834
Northeast 812 690 1,502 690 812 1,502
Southeast 624 897 1,521 897 624 1,521
Southwest 200 414 614 414 200 614
Grad-total 2,895 2,576 5,471 2,576 2,894 5,470
Source: JICA Study Team

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Station Station
Plaza Plaza

Legend Legend
: MRT Line : MMSP
: Pedestrian Flow : Pedestrian Flow

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.8.17 Peak Hour Pedestrian Flow around the Station in 2045

Northwest Northeast Northwest Northeast

1,259 575 812 690 575 1,259 690 812

Station Station
Entrance Entrance

Station Station
Plaza Plaza
5,960 6,322 6,321 5,959

Station Station
Plaza Plaza

414 200 897 624 200 414 624 897

Southwest Southeast Southwest Southeast

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.8.18 Peak Hour Pedestrian Flow in the Station Plaza in 2045

3) Zoning Plan of Station Plaza Layout

Zoning plan was prepared based on the following precondition;

(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

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(ii) Green and open Space is proposed around the station entrances/exits for people to gather and wait.

Katipunan Ave. Katipunan Ave.

C. Bonny Serrano Ave.

Legend Legend
: Transport Zone Green : Transport Zone Green
: Green Open Zone Open UV/Car Open UV/Car
: Green Open Zone
: Station Entrance Zone : Station Entrance Zone Jeepney
Jeepney
: Pedestrian Bridge : Pedestrian Bridge
Bus : Pedestrian Flow Bus

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.8.19 Zoning Plan

4) Necessary Facility

(a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.8.16). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.8.16 Service Time by Travel Mode
Travel Mode Item Time (min)
Turnover Rate of Berth 3
Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5
Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

(b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JICA Study
Team, the alighting times were set as below (Table 6.8.17).
Table 6.8.17 Alighting Time by Travel Mode
Travel Mode Time (sec./person)
Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

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(c) Number of Required Berth

The number of required berths shall be estimated by the equation below.

(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.8.18 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth
PUB 1 1
PUJ 10 5
UV 2 1
Car 6 3
Source: JICA Study Team

(d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

Table 6.8.19 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for
(person/hour) Waiting Passengers (m2)
PUB 57 57
PUJ 267 267
UV 23 23
Car 27 27
Source: JICA Study Team

5) Layout Plan

(a) Transport Facility

Since the entire construction yard which can be utilized for station plaza is more than enough, some portions
were dedicated for the possible commercial use. Then, the access road for station plaza and this commercial
land shall be also provided connecting C. Bonny Serrano Ave. and Katipunan Ave. Transport zone was
allocated near C. Bonny Serrano Ave.

(b) Green and Open Space

The plan of the green and open space is prepared based on following preconditions;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

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(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

A’
B’

Open
Space

DPWH
Road
Widening
(~12m)
A B

Shelter Image

Source: JICA Study Team

Figure 6.8.20 Layout Plan of Camp Aguinaldo Station

A – A’ Section

(AFP
(Private
Property)
Property)
4.0m 8.0m 20.0m 7.0m 4.0m 7.0m 4.0m 7.0m 21.0m
1.0m

B – B’ Section

(Possible Future Development by AFP)

(AFP (Private
Property) Property)

8.0m 4.0m 16.0m 46.0m

1.0m

Source: JICA Study Team

Figure 6.8.21 Cross Section of Camp Aguinaldo Station

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(c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal as well as footbridges. Intersecting foot traffic with vehicle traffic shall be minimized.
For the vehicle traffic, since the width of service road within station plaza is limited, the direction coming
from transport has two lanes while the direction going to the transport zone has only one lane. (Figure
6.8.22)

(d) Concept of Spatial Allocation

In order to give the priority for public transport users, the bay without people cross the road is allocated for
the bus and jeepney. The open space is also planned near the north entrance. (Figure 6.8.22)

Pedestrian Flow
Vehicle Flow

Open
Space

DPWH
Road
Widening
(~12m)

Source: JICA Study Team

Figure 6.8.22 Traffic Flow and Spatial Allocation of Camp Aguinaldo Station

(e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
(Figure 6.8.23)

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Dita

Katmon
Banaba

DPWH
Road
Widening
(~12m)

Dita Banaba Katmon

Source: JICA Study Team

Figure 6.8.23 Landscape Concept of Camp Aguinaldo Station

Development Plan of Footbridges

Two new footbridges will be constructed along C. Bonny Serrano Avenue: Footbridge 1 shall be
replacement of the existing one, and Footbridge 2 41 shall be constructed newly. The required traveled way
widths are as follows (Table 6.8.20).

Table 6.8.20 Traveled Way Width of Footbridge for Camp Aguinaldo Station

Width Footbridge 1 Footbridge 2

Current Traveled Way Width (m) Stair: 1.4m Walkway: 2.4m n.a.
Required Traveled Way Width (m) 3.0m 3.0m
Source: JICA Study Team

Footbridge 1: The existing footbridge occupies the sidewalks and is a bit narrow considering the expected
users of MMSP. In addition, this footbridge is L-shape which means that people still need to cross at grade
over two legs of intersection. Therefore, this existing one shall be replaced with new O-shape footbridge.

Footbridge 2: Considering the location of station plaza and road widening of C. Bonny Serrano Ave., new
footbridge shall be provided along C. Bonny Serrano Ave. to secure the safe access from the north side of
C. Bonny Serrano Ave.

41 There was a footbridge before, but it was removed in 2011 after the construction of Mindanao Avenue Underpass.

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Both footbridges will have a shelter for comfortability of users as well as security cameras for security and
safety.

Footbridge 1:
Replacement

Footbridge 2:
New

DPWH
Road
Widening
(~12m)

Source: JICA Study Team

Figure 6.8.24 Footbridge Layout Plan of Camp Aguinaldo Station

6.8.5 Required Traffic Management at/around Camp Aguinaldo Station

An exclusive left-turn lane going to the station plaza should be provided along Col. Bonny Serrano Ave. In
addition, road signs should also be provided. Considering the development in the station plaza, if the traffic
volume in the station plaza is heavy, queueing and congestion will surely occur. To avoid the congestion
reaching to Col. Bonny Serrano Avenue and Katipunan Avenue from the station plaza, long access roads
are needed. Converting the east access road and Katipunan Avenue from unsignalized to signalized
intersection and augmented by traffic enforcers will help mitigate possible traffic conflicts in Katipunan
Avenue area. As for the north access, having a traffic signal going to the station plaza is needed to minimize
congestion, provided that the new traffic signal is synchronized with the existing traffic signals in the said
road.

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Road boundary
after widening Legend
Stop/wait within lay-by only
No stop/wait/park
Add left-turn lane
Segregate pedestrians and vehicles or add pedestrian signals
Operate/Add traffic signals
No stop within intersection

Regulate Thru-traffic/Tricycle Entry

Source: JICA Study Team

Figure 6.8.25 Traffic Management Plan at Camp Aguinaldo Station

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6.9 TOD Plan of Ortigas Station Area

6.9.1 Current Situation

The station will be located beside Meralco Avenue within the private property between Ortigas Avenue
and Dona Julia Vargas Avenue, at the north east of Ortigas Center CBD, which is one of the business and
financial centers of Philippines. This will be the transfer station to Ortigas Station of MRT 3 though the
distance between two stations is about 800m which is a walkable distance.

Demography
The population in Pasig City has been increasing and reached to about 755,000 people in 2015. On the
other hand, the population growth in Ortigas Station area was much higher than the one of the cities in the
period of 2010-2015 (Table 6.9.1).

Table 6.9.1 Population

Population (person)
Area
2000 2010 2015
Pasig City 505,058 669,773 755,300
(Annual Average Growth Rate) - (2.86%) (2.43%)
Ortigas Station Area42 8,969 14,059 17,201
(Annual Average Growth Rate) - (4.60%) (4.12%)
Source: PSA

Land Use
Since the station is located at Ortigas Center, the project affected area is occupied by highly commercial
and business uses. These are Metrowalk, MC Home Depot, Ortigas Home Depot, Rockwell Business Center,
The Podium, SM Mega Mall, Robinsons Galleria, Ayala Malls The 30th, San Miguel Corporation Head
Office, and others. Furthermore, some institutional buildings are located there, such as the Asian
Development Bank (ADB), The Medical City, Saint Pedro Poveda College and St. Paul College.

Transport Network

The ordinary buses are operated only along EDSA while Pasig City Bus is operated within Ortigas Center
which has four routes. The P2P bus services are also provided from Robinsons Galleria and Starmall Shaw.
There are six routes from Robinsons Galleria (to Antipolo Triangle Mall, Clark International Airport,
Glorietta 3, NAIA Terminal, Robinson Place Antipolo, and Starmall Alabang and vice versa) and two routes
from Starmall Shaw (to Starmall Alabang and Vista Mall Taguig and vice versa). The main jeepney routes
are along Ortigas Avenue and Meralco Avenue.

Meralco Ave. is congested almost all day. The peak hour at the intersection of Ortigas Ave. and Meralco
Ave. can be observed at 7am-8am, 10am-11am and 4pm-7pm. Main traffic flow is between east and south
areas.

Relevant Projects

LRT-4 will be operational by 2024, which will connect Taytay in Rizal Province to the City of Manila via

42 The population was calculated based on the barangay population within 800m radius from the station.

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Ortigas Avenue. The detailed engineering design of LRT-4 is on-going under ADB fund. With the support
of LGU of Pasig City, ADB is also working to create a Greenways demonstration in the Ortigas Center
called the Ortigas Greenways Project. The project will allow anyone coming to Ortigas Center to cut 10-25
minutes in their journeys from EDSA to sections of the business center by at-grade or elevated walkway.
In addition, demolition of Meralco Flyover is under study by Pasig City. For the urban development project,
the area where Metrowalk and Ortigas Home Depot locate will be redeveloped together with MMSP
construction.

Robinsons
Galleria
Rockwell Business Center
Saint Pedro Medical City
Poveda College Meralco Private Property
ADB Ave.

ADB MC Home Depot

Metro Walk

Ortigas Greenways Project

The Podium Ortigas Home Depot

Commercial Development
SM Mega Mall Dona Julia Vargas Ave.

San Miguel Corp. Legend

MMSP Station
Residential
St. Paul College Commercial/Business

The 30th Public Facilities

Parks/Recreational
Existing Footbridge crossing
Meralco Ave.
Source: JICA Study Team
Figure 6.9.1 Existing Situation of Ortigas Station

(pcu/hr)
7,000

6,000

5,000

4,000

3,000

2,000

1,000

0
00:00-
01:00-
02:00-
03:00-
04:00-
05:00-
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-
22:00-
23:00-

From East From South From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.9.3 Traffic Volume at Intersection of
Figure 6.9.2 Existing Public Transport Network Ortigas Ave. and Meralco Ave.
around Ortigas Station

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6.9.2 Voices of Visitors43

Area Environment: The overall satisfaction rate on area environment by visitors in Ortigas Station area is
relatively high with 70%. However, their evaluation on traffic congestions, noise and landscape/historical
places is low. This might be related to the heavy traffic situation within Ortigas Center for the whole day.
(Figure 6.9.4)

Travel Environment: Compared to the overall evaluation on area environment, the satisfaction rate on the
overall travel environment is lower with 59%. In particular, the indicators related to PUVs are evaluated
low, which followed by barrier free facilities. (Figure 6.9.5)

Source: JICA Study Team

Source: JICA Study Team Figure 6.9.5 Assessment on Travel
Figure 6.9.4 Assessment on Living Environment
Environment

Facilities Needs for MMSP Station: Since visitors

evaluation on the current PUV facilities is low, the
need for intermodal facilities is higher than other
transport facilities, which followed by pedestrina
infrastructures (Figure 6.9.6). Compared with other
station areas, Ortigas Station area has much better
pedestrian environemnt. However, people think more Source: JICA Study Team
improvement is necessary.
Figure 6.9.6 Transport Facility Needs at
In additon to the above faciltiies, infromation MMSP Station
center/maps also have high needs. Therefore, it is also
important to improve the signage system within the
area.

43 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 123 visitors within 800m radius from Ortigas
Station.

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6.9.3 Development Orientation

Development Issues

The main urban issues in this area are (i) ineffective land use out of Ortigas CBD, (ii) limited urban services
in the residential area at the east of Ortigas CBD.

The main transport issues in this area are (i) traffic congestions along Meralco Avenue, Ortigas Avenue
and its intersection, (ii) lack of proper loading/unloading PUV bays, (iii) lack of pedestrian facilities to
cross intersections, (iv) narrow walkways along EDSA to access to MRT3 stations.

Development Orientation of this Area in Comprehensive Land Use Plan

The most of station area within 800m radius belongs to Pasig City, while the west of the station area belongs
to Mandaluyong City. According to Pasig Comprehensive Land Use Plan (CLUP), Most of lands are
commercial or mixed-use development land use, except for residential land use of the east of the station
area.

In Pasig Comprehensive Land Use Plan (CLUP), Pasig City CBD is composed of Ortigas Center (app.
100ha) and the proposed CBD expansion area to the south. It is planned to strengthen a status as a business
and financial center of the country. In line with CBD expansion toward south, road extension of Meralco
Avenue to cross Pasig River is planned.

As for the zoning of CLUP within 800m radius from the station, most of land is designated as commercial
zone and mixed-use development zone where high-rise development (FAR is 34) is allowed. Road network
in Ortigas Center is well developed while roads in residential land are limited and connecting roads to
Ortigas Center is often congested.
Table 6.9.2 Land Use Plan of the Ortigas Station Area
Zoning Area within 800m radius Height Limit FAR
Pasig Residential 1 R-1 49.8ha 24.8% 2F 1) 1.5 2)
Residential 4 R-4 0.2 ha 0.1% 3F/10m 2) 1.6-1.8 2)
Mixed use development 22.6 ha 11.2% None 9.0-34 2)
Commercial 2 C-2 9.5 ha 4.7% 7F/23m 1) 3.6-9.0 2)
Commercial 3 C-3 74.5 ha 37.1% 7F/23m 1) 9.0-34 2)
Institutional Inst 13.9 ha 6.9% 15F 2) 2.5 2)
Park 0.1 ha 0.1% None 0.5-1.0 2)
Recreational 1.4 ha 0.7% None 0.5-1.0 2)
Utility 2.6 ha 1.3% None 2.0-3.0 2)
Mandaluyong Medium Density Commercial Zone C2 0.8ha 0.4% 18m/6F 1) 3.6-9.0 2)
High Density Commercial Zone C3a 23.1ha 11.5% 48m/16F 1) 9.0-34 2)
Institutional Zone 2.5ha 1.2% 15m 2) 2.5 2)

Total 201ha 100%

1) CLUPs of Pasig City, Mandaluyong City, 2) National Building Code
Source: CLUPs of Pasig City, Mandaluyong City

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Source: CLUPs of Pasig City, Mandaluyong City

Figure 6.9.7 Land Use Zoning Map of Ortigas Station Area

Vision and Development Orientations

The Ortigas Station will be a transfer station with the planned LRT4 as well as the CBD center station. It
is expected that commuters like employees and students will use the subway and other public transport
services. Therefore, it is required to have a good transfer facility among MMSP, LRT4 and buses at Pasig
City. The west side of Ortigas Station is fully developed as a commercial and business center while the east
side still has a potential for the redevelopment including the adjacent area of the station. The improvement
of pedestrian environment is a common issue for both areas. For this, the development vision and
orientations are proposed as follows:

Vision: “The Ortigas Station Area will be promoted as a Smart City to attract new business and services
with pedestrian-friendly environment.”

Development Orientations:

 To promote mixed-use development at the east side of station;

 To provide feeder services toward east and a route bus service within Ortigas CBD; and,

 To provide amenity spaces for visitors and employees by developing pedestrian facilities and open
space as a symbol of the Ortigas CBD.

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Source: JICA Study Team

Figure 6.9.8 Development Orientation of Ortigas Station Area

Urban Development Plan

To strengthen the capacity of Pasig CBD with stations, potential areas for land use conversion are:

(i) Integrated urban development of east of Ortigas Station: To serve for railway passengers and
residents of the east of Ortigas Center, mixed use development at the east of Meralco Avenue (present
MMDA land, Metrowalk, Home Depot, car shops, etc.) will be promoted. Since business and
commercial facilities are developed, and the landscape towards eastern area should be preserved, mid-
rise development with public facilities and open space should be promoted as a north-eastern gateway
of the Ortigas Center. A station building with an underground mall directly connecting to the station
can be developed as a transfer space to the station as well as a buffer zone between private development
and the station to accommodate increasing passengers.

(ii) Urban renewal of Ortigas CBD by improving pedestrian environment: In line with pedestrian
environment improvement inside the CBD, vacant lands can be utilized as an open space to encourage
smooth transfer between MMSP and MRT3. Roadside facilities will be redeveloped to attract
pedestrians with proper setback to ensure comfortable walkways.

It is proposed to designate the area at the east side of Ortigas and Shaw Stations and roadside along access
roads to MRT3 stations (Ortigas, Shaw Boulevard), which can be classified as “Planned Unit Development

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(Mixed Use)” as TOD area to expand the Ortigas

CBD toward east. It is aimed to expand Ortigas
Center CBD to east side of MMSP stations with
proper land use and road network. For this, it is
required to coordinate CLUP among LGUs
(Pasig, Mandaluyong).

Transport Development Plan

The main objectives of transport development are

to improve pedestrian environment, community
bus (route bus) and missing links to ease the
traffic congestions. Parking management may
also need to consider encouraging people to
travel on foot or by public transportation.

(i) Improve the pedestrian environment: In Source: JICA Study Team

order to increase foot traffic rather than Figure 6.9.9 Proposed Amendment of CLUP
and TOD Area
vehicle traffic, it is necessary to improve the
pedestrian environment, especially within 800m radius from Ortigas Station. In case of Ortigas Station
area, most of the roads have the enough sidewalk width. However, there are also many sidewalks
which are occupied by the obstacles such as electric poles, street trees and sign boards. These obstacles
should be removed, replaced or relocated.

In addition, pedestrian network between MRT3 Ortigas Station and Ortigas Station needs to be
developed as a backbone of pedestrian network which is composed of Onyx Road, Ortigas Park, Opal
Road, Public Pay Parking and Bank Drive.

(ii) Improve the community bus (Route Bus): Currently Pasig LGU is operating the route bus for
Ortigas area. However, since this is Pasig City bus, the main destination going to Mandaluyong City
and Quezon City are not included even they are also located within Ortigas Center (Figure 6.9.10). In
order to improve the mobility of visitors in Ortigas Center, the route bus should be operated in
cooperation among three LGUs.

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Robinsons
Galleria
The
Saint Pedro Meralco Medical
Poveda RBC
City
College

ADB

Ortigas North Sta.

Metrowalk

Ortigas Tiendesitas
Podium Technopointe
Mega SM
Mall Center
Pasig
San
Miguel
St. Paul
College,
Shangri-La Shangri-La
Ayala Malls Pasig
Plaza Hotel The 30th
UA&P

DepEd PhilSports
NEDA
Complex

Estancia Valle Verde

Country Club
Capitol
Unimart Commons

Source: JICA Study Team

Figure 6.9.10 Exiting Pasig Route Bus

(iii) Connect a missing link: Because of large scale development and gated community, the road
network is insufficient in Ortigas Station area. One of the proposed roads is the property between
Valle Verde 4 and Metrowalk/Ortigas Technopointe area. This can be an alternate route to Meralco
Ave. Another one is to connect Meralco Ave. and Escriva Drive.

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Metrowalk

Valle Verde 4
Ortigas
Technopointe

Meralco Ave.

Escriva Dr.

Source: JICA Study Team

Figure 6.9.11 Proposed Missing Link Connection at Ortigas Station Area

TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.9.3 TOD Project List of Ortigas Station Area
Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban ON-U-1 CLUP amendment LGU
Project Underground mall development
ON-U-2 Private
connecting to station
Urban development of MMDA
ON-U-3 Private/ MMDA
land
ON-U-4 Urban renewal of Ortigas Center Private/ OCLP/ LGU
Integrated urban development of
ON-U-5 Private
east of Meralco Avenue
Transport ON-T-1 Station plaza MMSP Component ODA
Project ON-T-2 Footbridges crossing Meralco
MMSP Component ODA
Ave. and Donna Julia Vargas
ON-T-3 Route rationalization of Ortigas
DOTr
route bus
ON-T-4 Sidewalk improvement DPWH/LGU
ON-T-5 Improvement of missing link DPWH
ON-T-6 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

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6.9.4 MMSP Action Plan

Current Situation and Issues

Meralco Ave. in front of Ortigas Station has been facing the heavy traffic due to the insufficient service
road of Meralco Flyover (Figure 6.9.12). In addition, people just board and alight PUVs anywhere along
Meralco Ave. because there is no PUV bays. For the pedestrians, the footbridge is provided along Meralco
Ave., but no provision of elevator.

2,190 705

1,960 2,188

1,088
1,627 676

1,652 1,718
1,972 1,083
1,322

2,450 790

Unit: pcu/hour
Source: JICA Study Team

Figure 6.9.12 Morning Peak-hour Traffic Volume at Intersection of Ortigas Ave. – Meralco Ave.
And Intersection of Dona Julia Vargas Ave. – Meralco Ave.

Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three entrances are developed; one near the intersection of Ortigas Avenue and
Meralco Avenue, one at the center of station near the existing footbridge, and another one at the south
side of station near the intersection of Meralco Avenue and D. Julia Vargas Avenue. Elevator is
installed near the Entrance 2.

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Table 6.9.4 List of Station Entrances of Ortigas Station

No. Direction Share of MMSP Ridership

1 • LRT4 Station • Rockwell Business Center 20%
• Ortigas Avenue • The Medical City
• Meralco
2 • Center of Ortigas CBD • MRT-3 Ortigas Station 20%
• Marco Polo Ortigas Hotel • ADB
3 • Mega Mall • Station Plaza 60%
• Area along Dona Julia Vargas Ave.
Source: JICA Study Team

(ii) Pedestrian facilities: One existing footbridge is provided across Meralco Avenue, but the width is too
narrow to accommodate the MMPS passengers. This footbridge is planned to be replaced. In addition,
depending on the location of loading/unloading bay at the west side of Meralco Avenue, there is a
possibility to provide another new footbridge.

(iii) Intermodal transfer facilities: The station plaza will be provided above Ortigas Station, which will
be located at the north-west corner of Meralco Ave. and Dona Julia Vargas.

(iv) Station building: Depending on the redevelopment plan by the private property owner, there is a
possibility to build the station building. However, considering the convenience and comfortability of
station plaza use, some open space should be secured.

to The Medical
City
South Drive

Dona Julia Vargas Ave.

CW Home Depot
MC Home Depot Ortigas
Ortigas

Metrowalk

Station Plaza
1 2
3

Meralco Avenue Flyover

Onyx Road

BPI
Ortigas Marco Polo Horizon
Ortigas Union Bank i Square
building Condominium
Hotel Plaza

Station Facilities Road & Transport Facilities

Ortigas Greenways
Underground station Replaced footbridge New PUV bay
Project (planned)
1 Entrance/Exit (stairs and/or ESC) Sidewalk widening Station plaza
Elevator (MMSP Entrance/Exit) Required land acquisition for footbridge
Elevator (Footbridge)

to ADB, MRT3
Ortigas Station

Source: JICA Study Team

Figure 6.9.13 Key Plan of Ortigas Station

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Development Plan of Station Plaza

1) Passengers Transport Demand at Ortigas Station

(a) Railway Passengers

Estimated daily and peak hour number of passengers of Ortigas Station is summarized in Table 6.9.5.
Estimated daily number of passengers is 78,000 passengers/day in 2025, 97,000 passengers/day in 2035
and 102,000 passengers/day in 2045. Based on the HIS by MUCEP44, the peak-hour rate is set at 12.5% for
both of morning and evening peak hour.
Table 6.9.5 No. of Railway Passenger of Ortigas Station
Year 2025 2035 2045
No. of Passenger (passenger/day) 78,000 97,000 102,000
Peak-hour Ridership (passenger/hour) 10,000 12,000 13,000
Source: JICA Study Team

Modal share of railway passengers is estimated in the previous project45 by estimating the access and egress
mode to/from existing urban railways. Considering the characteristics of Ortigas Station, the modal share
of CBD stations was referred. Therefore, non-motorized transport (NMT) passengers account for 48% of
the total passengers and road-based transport passengers account for 52%. Based on this, the number of
passengers per access/egress mode is shown in Table 6.9.7.

Table 6.9.6 Modal Share of Ortigas Station Users

Mode Share (%)
Non-Motorized Transport (including Walk and Bicycle) 47.9%
Bus 15.0%
Jeepney 29.4%
UV 5.4%
Car 2.3%
Total 100.0
Source: Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines
(JICA, 2015)

Table 6.9.7 No. of Peak-hour Passenger at Ortigas Station by Access/Egress Mode

Unit: passenger/hour
Mode 2025 2035 2045
NMT 4,790 5,740 6,230
Bus 1,500 1,810 1,960
Jeepney 2,940 3,530 3,820
UV 540 650 700
Car 230 270 290
Total 10,000 12,000 13,000
Source: JICA Study Team

44 Metro Manila Urban Transportation Integration Study Update and Capacity Enhancement Project, JICA 2015
45 Preparatory Survey on Metro Manila Central Business Districts Transit System Project in the Republic of the Philippines, JICA,
2015

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(b) Other Users

Station plazas are used not only by railway passengers but also the residents and visitors of the area. The
surrounding area of Ortigas Station is mainly commercial and business areas, so that the number of users
who access/egress to/from Ortigas Station aside from the railway passengers is assumed to be 50% of the
railway passengers (Table 6.9.8). They will access/egress to/from destination/origin around the station on
foot.
These estimated passengers demand shall be added to vehicle traffic volume for the station plaza and
pedestrian traffic volume to/from the station. Number of passengers is added to each mode and all number
of passengers is added to NMT since they access/egress to/from destination/origin around the station by
walk.

Table 6.9.8 No. of Peak Hour Users of Ortigas Station Plaza by Travel Mode except
Railway Passengers
Unit: passenger/hour
Mode 2025 2035 2045
Bus 750 910 980
Jeepney 1,470 1,770 1,910
UV 270 330 350
Car 120 140 150
Total 2,610 3,150 3,390
Source: JICA Study Team

(c) Total Demand of Station Plaza

Considering the above estimation, the estimated total passenger volume of Ortigas Station Plaza is shown
in Table 6.9.9.
Table 6.9.9 Peak Hour Passenger Volume at the Station Plaza
Unit: passenger/hour
Mode 2025 2035 2045
NMT 7,400 8,890 9,620
Bus 2,250 2,720 2,940
Jeepney 4,410 5,300 5,730
UV 810 980 1,050
Car 350 410 440
Total 15,220 18,300 19,780
Source: JICA Study Team

(d) Passenger Volume of Ortigas Station by Direction

Based on the ridership at MRT3 Ayala Station46, the ratio of boarding and alighting passenger was assumed
at 15% and 85% in the morning peak hour and 60% and 40% in the evening peak hour.

46 Ridership data of MRT3 in October 2016 was used as a reference. February was chosen, which all schools are generally open.

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Table 6.9.10 Share of Boarding and Alighting at the Station during Peak-hour
Peak Boarding Alighting Total
Morning 15.0% 85.0% 100.0%
Evening 60.0% 40.0% 100.0%
Source: JICA Study Team

2) Vehicle Traffic Volume

(a) Vehicle Traffic Volume

Occupancy rate for each type of vehicle was assumed based on the previous studies (Table 6.9.11).
Table 6.9.11 Vehicle Occupancy Rate by Vehicle Type
Vehicle Occupancy Rate
Vehicle Type (pax/vehicle)
Bus 34.2
Jeepney 8.8
UV 6.0
Car 2.0
Source: Follow-up Survey on Roadmap for Transport Infrastructure Development for Greater Capital Region (GCR) (JICA,2019)

The design target year is set at 2045 because the passenger demand in 2045 is the highest during the project
life span (i.e., meaning up to 2045). The peak hour traffic volume was estimated based on the peak hour
passenger volume, the directional percentage and the vehicle occupancy rate. (Table 6.9.12)

Table 6.9.12 No. of Peak Hour Vehicle Volume by Direction in 2045

Unit: vehicle/hour
Morning Peak Hour Evening Peak Hour
Inflow Outflow Total Inflow Outflow Total
Bus 12 68 80 48 32 80
Jeepney 90 512 602 361 241 602
UV 25 139 164 98 65 163
Car 31 174 205 123 82 205
Total 158 893 1,051 630 420 1,050
Source: JICA Study Team

(b) Directional Traffic Volume at the Entrance of the Station Plaza

Directional percentage of traffic volume is estimated by population in each direction from the station.
Passenger share by direction is shown in Figure 6.9.14. Estimated directional traffic volume to/from the
station plaza is shown in Table 6.9.13.

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North East South West Total

Within
2% 1% 2% 47% 52%
800m
Outside 11% 8% 11% 17% 48%
Total 14% 9% 12% 65% 100%

Source: JICA Study Team

Figure 6.9.14 Passenger Share by Area

Table 6.9.13 Directional Vehicle Traffic Volume to/from the Station Plaza
Unit: vehicle/hour
Morning Peak Evening Peak
to/from North to/from South Total to/from North to/from South Total
PUB 9 59 68 6 42 48
PUV 67 445 512 47 314 361
UV 18 121 139 13 85 98
Car 27 178 205 133 178 311
Total (vehicle) 121 803 924 199 619 818
Total (PCU) 155 1025 1180 222 776 998
Source: JICA Study Team

North (PCU/hour) North (PCU/hour)

1083 757 1165 807

1180 998
Station Plaza

Station Plaza
928

943

585

1180 998

1953 1627 1719 1361

South South

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team

Figure 6.9.15 Peak Hour Directional Traffic Volume at the Entrance of the Station Plaza

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(c) Pedestrian Traffic

Pedestrian traffic volume to/from the station is estimated based on the peak hour passenger volume and the
directional percentage (Table 6.9.14).
Table 6.9.14 Peak Hour Passenger Traffic Volume by Access/Egress Route to/from the Station
Unit: passenger/hour
Morning Peak Evening Peak
Inflow Outflow Total Inflow Outflow Total
Railway Users 8,860 6,291 15,151 7,208 7,942 15,150
Non-railway Users 2,678 473 3,151 1,260 1,890 3,150
Total 11,538 6,764 18,302 8,468 9,832 18,300
Source: JICA Study Team

Night-time and day-time population is estimated based on future land use as shown in Figure 6.9.16. This
data is used for estimating distribution of pedestrian traffic around the station.

Residential
(19 ha)
Night Daytime
900 100
Commercial
(26 ha) Institutional
(4 ha)
Night Daytime
1,600 1,300 Night Daytime
100 4,000
Shopping Commercial
Mall (25 ha) (23 ha) Commercial
(16 ha) Residential
Night Daytime (19 ha)
800 7,500 Night Daytime
6,600 2,500 Night Daytime Night Daytime
1,000 800 1,100 1,000

Commercial Commercial Residential

(17 ha) (11 ha) (4 ha)
Night Daytime Night Daytime
Night Daytime 700 600 200 200
4,900 1,900
Institutional
(6 ha)
Night Daytime
400 4,000

Source: JICA Study Team

Figure 6.9.16 Night-time and Day-time Population around the Station

The pedestrian traffic per direction was estimated based on the population ratio by the zone. The result is
shown in Table 6.9.15.
Table 6.9.15 Peak Hour Pedestrian Volume in 2045
Unit: person/hour
Morning Peak Hour Evening Peak Hour
Zone
Inflow Outflow Total Inflow Inflow Inflow
Northwest 1,517 848 2,365 746 1,794 2,540
Northeast 768 2,317 3,085 2,036 909 2,945
Southeast 263 1,566 1,829 1,377 311 1,688
Southwest 991 620 1,611 545 1,172 1,717
Grad-total 3,539 5,352 8,891 4,704 4,186 8,890
Source: JICA Study Team

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Legend Legend
：MRT Line ：MRT Line
: LRT Line : LRT Line
: Railway Station : Railway Station
: Pedestrian Flow : Pedestrian Flow

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.9.17 Peak Hour Pedestrian Flow around the Station in 2045

North North

768 2,036
2,317 909

848 Station 1,794 Station

Plaza Plaza
1,517 746
East

East
West

West

Station Station
Plaza Plaza
1,412 7,999 5,646 3,764

620 Station 1,172 Station

Entrance Entrance
991 545

1,566 263 311 1,377

West West

Morning Peak Hour Evening Peak Hour

Source: JICA Study Team
Figure 6.9.18 Peak Hour Pedestrian Flow in the Station Plaza in 2045

3) Zoning Plan of Station Plaza Layout

Zoning plan was prepared based on the following precondition;

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(i) An order of priority of travel mode is disabled parking, bus, jeepney, UV Express and private car to
assure easy transfers of person with disable (PWD), children and elderlies;

(ii) Bus berths shall be located along Meralco Ave. since there is not enough space for bus to maneuver
while jeepney and UV Express berths shall locate inside the station plaza.; and,

(iii) Green and open Space is proposed around the station entrances/exits for people to gather and wait.

N N

Ortigas Ave. Ortigas Ave.

Legend Legend
: Transport Zone : Transport Zone

Meralco Ave.
Meralco Ave.

: Green Open Zone : Green Open Zone

: Station Entrance : Station Entrance
: Pedestrian Bridge : Pedestrian Bridge

Dona Julia Vargas Ave. Dona Julia Vargas Ave.

Zoning Plan Pedestrian Traffic Flow

Source: JICA Study Team
Figure 6.9.19 Zoning Plan

4) Necessary Facility

(a) Service Time

Based on the current operation situation of PUVs in Metro Manila as well as driving behavior of cars, the
service times were set as below (Table 6.9.16). Turnover rates of berth shall be used for calculating the
required number of berth while service frequencies of certain route shall be used for estimating the number
of waiting passengers.
Table 6.9.16 Service Time by Travel Mode
Travel Mode Item Time (min)
Turnover Rate of Berth 3
Bus
Service Frequency of Certain Route 10
Turnover Rate of Berth 1.5
Jeepney
Service Frequency of Certain Route 5
Turnover Rate of Berth 5
UV Express
Service Frequency of Certain Route 15
Car/Taxi Stopping Time 5
Source: JICA Study Team

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(b) Alighting Time

Based on the quick measurement of actual alighting time of passengers in Metro Manila by JDT, the
alighting times were set as below (Table 6.9.17).
Table 6.9.17 Alighting Time by Travel Mode
Travel Mode Time (sec./person)
Bus 2.5
Jeepney 5
UV Express 5
Car/Taxi 30
Source: JICA Study Team

(c) Number of Required Berth

The number of required berths shall be estimated by the equation below.

(i) No. of Boarding Berth = No. of maximum outflow vehicle x Turnover Rate of Berth/60
(ii) No. of Alighting Berth = No. of maximum inflow vehicle x Vehicle Occupancy Rate x Alighting
Time/3,600
The results are shown below.

Table 6.9.18 No. of Required Berth by Vehicle Type

No. of Boarding Berth No. of Alighting Berth
PUB 4 2
PUJ 13 5
UV 12 1
Car 15 6
Source: JICA Study Team

(d) Required Waiting Space

Required waiting spaces were estimated based on the number of waiting passengers. The number of waiting
passengers is calculated by the equation below.
 No. of maximum outflow vehicle x Vehicle Occupancy Rate x Service Frequency of Certain Route/60
The required waiting space per person is 1 m2/person. The result is below.

Table 6.9.19 No. of Required Berth by Vehicle Type

No. of Waiting Passenger Required Space for
(person/hour) Waiting Passengers (m2)
PUB 388 388
PUJ 376 376
UV 209 209
Car 73 1,460
Source: JICA Study Team

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5) Layout Plan

(a) Transport Facility

Due to the space limitation, transport facilities are mainly located at the north part of the station plaza.
South part will provide only lay-by for taxi and private vehicles.

(b) Green and Open Space

The green and open space is located around the station entrance where many people use. The plan of the
green and open space is prepared based on following preconditions;

(i) To keep enough capacity of footpath;

(ii) To introduce facilities for recreation and relaxation; and,

(iii) To plant medium or tall plants to make shadow and protect persons from strong sunshine.

A’
Car/Taxi UV Express
Jeepney
Bus

Green Space

Shelter Image

Source: JICA Study Team

Figure 6.9.20 Layout Plan of Ortigas Station

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A – A’ Section

Source: JICA Study Team

Figure 6.9.21 Cross Section of Ortigas Station

(c) Concept of Traffic Flow

The safe and comfortable pedestrian paths with tactile paving are planned between the station entrance and
PUV bay/terminal. Intersecting foot traffic with vehicle traffic shall be minimized. For the vehicle traffic,
since the east service road of Meralco Ave. is too narrow with less than 2 lanes, the entrance and exit of
station plaza was separated. The entrance is located along Meralco Ave. while the exit is located along
Dona Julia Vargas Ave. (Figure 6.9.22)

(d) Concept of Spatial Allocation

It is clearly separated the transport terminal/bay for the public and private transport modes. The west side
of station plaza is assigned for the public use, and the east side of station plaza is for the private use. The
open space is also planned at the north side of the station entrance. (Figure 6.9.22)

Pedestrian Flow
PUV Flow

Car/Taxi UV Express
Jeepney
Bus

Green Space

Source: JICA Study Team

Figure 6.9.22 Traffic Flow and Spatial Allocation of Ortigas Station

(e) Landscape Concept

Along the pedestrian path, local trees and shrubs shall be planted to create the shades for the station users.
Additionally, benches and seating walls will be provided along green areas for people to rest and wait.
(Figure 6.9.23)

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Dita

Palosanto
Katmon
Dona Aurora
Seating
Wall

Source: JICA Study Team

Figure 6.9.23 Landscape Concept of Ortigas Station

6) Development Plan of Footbridges

Two new footbridges will be constructed along Meralco Ave. and Dona Julia Vargas: Footbridge 1 shall
be replacement of the existing one, and Footbridge 2 shall be newly constructed. The required traveled way
widths are as follows (Table 6.9.20).

Table 6.9.20 Traveled Way Width of Footbridge for Ortigas Station

Width Footbridge 1 Footbridge 2

Current Traveled Way Width (m) Stair: 1.5m Walkway: 3.0m n.a.
Required Traveled Way Width (m) 4.0m 3.0m
Source: JICA Study Team

Footbridge 1: The width of existing footbridge is narrow considering the expected users of MMSP and
new development at the east side of Meralco Ave. The required traveled way width is 4.0m. In addition,
this footbridge will be a part of east-west axis of walkway network between Ortigas Station and MRT3
Ortigas Station. Therefore, the elevators will be installed for PWD and others.

Footbridge 2: This is a secondary footbridge in terms of the MMSP users. Therefore, the required traveled
way width is narrower than Footbridge 1.

Both footbridges will have a shelter for comfortability of users as well as security cameras for security and
safety.

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Footbridge 2

To Ayala 30th/
St. Paul College

Footbridge 1

To ADB/
MRT3 Ortigas Station

Source: JICA Study Team

Figure 6.9.24 Footbridge Layout Plan of Ortigas Station

6.9.5 Required Traffic Management at/around Ortigas Station

One of the concerns for Ortigas Station is the future development of Metrowalk. Therefore, the traffic
situation around Metrowalk may be changed from the current situation. Aside from the projected subway
traffic and the traffic from the future development, the use of the development area for PUVs parking needs
to be negotiated with developers. The overpass in the middle of the road makes the service road narrow.
On-street parking and waiting will make the road congested further. To decongest the area, strict
implementation of the ‘no parking/waiting along the roads’ should be done. In addition, PUV rerouting
within the area should be considered.

Legend
Stop/wait within lay-by only
No stop/wait/park

Source: JICA Study Team

Figure 6.9.25 Traffic Management Plan at Ortigas Station

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6.10 TOD Plan of Shaw Station Area

6.10.1 Current Situation

The station will be located under Meralco Avenue in front of Estancia Mall, at the south east of Ortigas
Center CBD, which is one of the business and financial centers of Philippines. The Station will be more
than 1km away from Shaw Boulevard Station of MRT-3.

Demography
The population in Pasig City has been increasing and reached to about 755,000 people in 2015. On the
other hand, the population growth in Shaw Station area was much higher than the one of the cities in the
period of 2010-2015 (Table 6.10.1).

Table 6.10.1 Population

Population (person)
Area
2000 2010 2015
Pasig City 505,058 669,773 755,300
(Annual Average Growth Rate) - (2.86%) (2.43%)
Shaw Station Area47 19,282 30,850 37,733
(Annual Average Growth Rate) - (4.81%) (4.11%)
Source: PSA

Land Use
Similar with Ortigas Station, the affected area is highly occupied by commercial and business areas
including the Greenfield District. The main commercial and business establishments include Estancia Mall,
Uni Mart, Shangri-La Plaza, Unilab Corporate Center and others. Aside from them, Philsports Complex,
Ynares Sports Arena, Valle Verde Country Club and the University of Asia and the Pacific (UA&P) are also
located in this area.

Transport Network

Similar to Ortigas Station, ordinary buses are operated only along EDSA while Pasig City Bus is operated
within Ortigas Center which has four routes. However, no P2P bus is operated in Shaw Station area. The
main jeepney routes are along Meralco Avenue, Shaw Blvd. and C5.

Meralco Ave. is congested almost all day. The peak hour at the intersection of Shaw Blvd. and Meralco
Ave. can be observed at 6am-8am, 10am-2pm and 6pm-7pm. Main traffic flow is between the east and the
west in the morning and the west to the north in the afternoon.

Relevant Projects

The project location is not within the MMSP project affected area, but Sta. Monica – Lawton Bridge
crossing the Pasig River may affect the traffic flow along Meralco Avenue. For the urban development,
several projects are under planning or construction, which includes Capitol Commons (e.g., Estancia Mall
Extension, condominium), mixed-use residential condominiums like Portico, The Rockwell Business
Center – Sheridan and others.

47 The population was calculated based on the barangay population within 800m radius from the station.

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Shangri-La Plaza The 30th

St. Francis of
UA&P
Assisi Parish
Church
Philsports Complex
Intersection between Meralco Ave.
and Shaw Blvd.
Greenfield
District

Rockwell
Estancia Mall
Business Center
Valle Verde
Country Club
Unilab Unimart Condominiums
Development

Ynares Sports Arena In front of Unimart

Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Entrance of Existing PUV Bay

Source: JICA Study Team
Figure 6.10.1 Existing Situation of Shaw Station

4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From West

Source: JICA Study Team

Source: JICA Study Team Figure 6.10.3 Traffic Volume at Intersection of
Figure 6.10.2 Existing Public Transport Network Shaw Blvd. and Meralco Ave.
around Shaw Station

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6.10.2 Voices of Residents48

Living Environment: The overall satisfaction rate on living environment by residents in Shaw Station area
is high with 80%. However, their evaluation on traffic conditions and public amenity such as greenery areas
and historical places is low. This is because the station area is experiencing the traffic for almost whole day.
(Figure 6.10.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 64%. For the facilities, even though there are Shaw Blvd.
Station of MRT3, commuters are not satisfied with the distance to railway station as well as the waiting
environment of railway and PUVs. (Figure 6.10.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.10.4 Assessment on Living Figure 6.10.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
and intermodal facilities rather than parking for
private vehicles. (Figure 6.10.6) In light of the
assessment on the current travel environment,
intermodal transfer facilities such as PUV bay needs
to be properly developed. Aside from the transport
facilities, the needs of information center/maps, Source: JICA Study Team
multifuncitional toilets, baby care spaces and
Figure 6.10.6 Transport Facility Needs at
barrier-free facilities are high. MMSP Station

48 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 167 residents within 800m radius from
Shaw Station.

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6.10.3 Development Orientation

Development Issues

The main urban issues in this area are (i) urban renewal of existing industrial areas at south to expand CBD,
(ii) urban renewal of present low-rise residential area in front of the Shaw Station, and (iii) provision of
public service and infrastructure to meet with increasing demand of high-rise condominiums around the
station.

The main transport issues in this area are (i) necessity of expansion of public transport service coverage to
outside Ortigas CBD, (ii) traffic congestions along Meralco Avenue, Shaw Boulevard and its intersection,
(iii) lack of proper loading/unloading PUV bays, and (iv) narrow walkways along EDSA and Shaw
Boulevard to access to MRT3 stations.

Development Orientation of this Area in Comprehensive Land Use Plan

Most of the station area within 800m radius belongs to Pasig City. According to Pasig Comprehensive Land
Use Plan (CLUP), most lands are commercial or mixed-use development land use, except for residential
land use of the east of the station area.

In Pasig Comprehensive Land Use Plan (CLUP), Pasig City CBD is composed of Ortigas Center (app.
100ha) and the proposed CBD expansion area to the south. It is planned to strengthen a status as a business
and financial center of the country. In Mandaluyong CLUP, present industrial area at the south of Shaw
Boulevard is planned to convert to a central business district. In line with CBD expansion toward south,
road extension of Meralco Avenue to cross Pasig River is planned.

As for the zoning of CLUP within 800m radius from the station, most of land is designated as commercial
zone and mixed-use development zone where high-rise development (FAR is 34) is allowed. Road network
in Ortigas Center is well developed while roads in residential area are limited and connecting roads to
Ortigas Center is often congested.
Table 6.10.2 Land Use Plan of the Shaw Station Area
Zoning Area within 800m radius Height Limit FAR
Pasig Residential 1 R-1 4.9 ha 2.5% 2F/9m 1) 1.5 2)
Residential 2 R-2 25.2 ha 12.5% 4F/15m 2) 1.5 2)
Residential 4 R-4 7.5 ha 3.7% 3F/10m 2) 1.6-1.8 2)
Commercial 2 C-2 24.1 ha 12.0% 7F/23m 1) 3.6-9.0 2)
Commercial 3 C-3 80.6 ha 40.1% 7F/23m 1) 9.0-34 2)
Mixed use development 18.5 ha 9.2% None 9.0-34 2)
Institutional Inst 18.5 ha 9.2% 15F 2) 2.5 2)
Recreational 5.5 ha 2.7% None 0.5-1.0 2)
Park 0.4 ha 0.2% None 0.5-1.0 2)
Mandaluyong High Density Commercial Zone C3a 4.0 ha 2.0% 48m/16F 1) 9.0-34 2)
Central Business District C4 11.9 ha 5.9% None 10 1)
Total 201.0 ha 100%
1) CLUPs of Pasig City, Mandaluyong City , 2) National Building Code
Source: CLUPs of Pasig City, Mandaluyong City

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Source: CLUPs of Pasig City, Mandaluyong City

Figure 6.10.7 Land Use Zoning Map of Shaw Station Area

Vision and Development Orientations

The Shaw Station will be located at the south-east of the Ortigas Center, where urban redevelopment project
of Capitol Commons is situated. It is expected to expand the CBD area toward south where industrial
facilities are clustered at present and the Meralco Avenue extension southwards is planned to cross Pasig
River. It is expected that the MMSP development will accelerate these urban redevelopment activities.

Furthermore, after MMSP development, the Ortigas Center will be surrounded by 4 urban railway stations
including MRT3, which will realize the pedestrian-oriented district with public transport service. It is
required to expand public transport service coverage toward east and south. For this, the development vision
and orientations are proposed as follows:

Vision: “The Shaw Station Area will be a south-west transport hub of the Ortigas CBD with various urban
facilities.”

Development Orientations:

 To promote mixed-use development at the east side of station.

 To provide feeder services with intermodal transfer facilities.

 To provide pedestrian spaces connecting to MRT3 station, commercial and educational facilities
within walking distance (~800m).

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Source: JICA Study Team

Figure 6.10.8 Development Orientation of Shaw Station Area

Urban Development Use Plan

To strengthen the capacity of Pasig CBD with stations, potential areas for land use conversion are:

(i) Integrated urban development of east of Shaw Station: Ongoing urban redevelopment project of
Capitol Commons at east of the station and industrial facilities at south of the station will be further
promoted with an advantage of convenient public transport service. When the new building will be
constructed in the Capitol Commons, an underground mall directly connecting to the station can also
be developed as a transfer space to the station as well as a buffer zone between private development
and the station to accommodate increasing passengers.

(ii) Roadside area redevelopment: Present residential areas along Meralco Avenue and Shaw Boulevard
will be upgraded to ensure access roads and walkways and provide attractive services for railway
passengers and local communities.

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(iii) Urban renewal of Ortigas CBD by improving

pedestrian environment: In line with pedestrian
environment improvement inside the CBD,
vacant lands can be utilized as an open space to
encourage smooth transfer between MMSP and Ortigas North
MRT3. Roadside facilities will be redeveloped to
attract pedestrians with proper setback to ensure
comfortable walkways.

It is proposed to designate the area at the east side of

Ortigas and Shaw Stations and roadside along access
roads to MRT3 stations (Ortigas, Shaw Boulevard),
which can be classified as “Planned Unit Ortigas South

Development (Mixed Use)” as TOD area to expand

the Ortigas CBD toward east. It is aimed to expand
Ortigas Center CBD to east side of MMSP stations Source: JICA Study Team

with proper land use and road network. For this, it is Figure 6.10.9 Proposed Amendment of
CLUP and TOD Area
required to coordinate CLUP among LGUs (Pasig,
Mandaluyong).

Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve the access
to Shaw Station by PUVs and develop the station plaza.

(i) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic, it
is necessary to improve the pedestrian environment, especially within 800m radius from Shaw Station.
Considering the foot traffic potential, it is advisable to provide 3.5-m width of sidewalk for arterial
roads and 2.0-m width of sidewalk for collector roads. The roads which do not satisfy these sidewalk
widths are shown in the figure below.

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Figure 6.10.10 Candidate Roads for Sidewalk Development in Shaw Station Area

(ii) Improve the community bus (Route Bus): In the same way as Ortigas Station, the route bus should
be operated in cooperation with the three LGUs for improving the mobility of station area (Figure
6.10.11). Particularly, Shaw Station should be connected with Shangri-La Plaza area and Greenfield
District in Mandaluyong City, which is a 15-ha mixed commercial and residential complex.

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Robinsons
Galleria
The
Saint Pedro Meralco Medical
Poveda RBC
City
College

ADB

Ortigas North Sta.

Metrowalk

Ortigas Tiendesitas
Podium Technopointe
Mega SM
Mall Center
Pasig
San
Miguel
St. Paul
College,
Shangri-La Shangri-La
Ayala Malls Pasig
Plaza Hotel The 30th
UA&P

DepEd PhilSports
NEDA
Complex

Valle Verde
Greenfield Estancia
Country Club
District Capitol
Unimart Commons

Source: JICA Study Team

Figure 6.10.11 Exiting Pasig Route Bus

(iii) Station plaza development: Due to the land availability, only PUV bays will be provided as a part of
ODA component of MMSP. However, considering the demand of Shaw Station, the station plaza
should be developed for the smooth passenger transfer from road-based traffic to MMSP as well as to
avoid the additional traffic around the station. As one of the options, the station plaza can be developed
when Unimart would be redeveloped.

TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.10.3 TOD Project List of Shaw Station Area
Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban SH-U-1 CLUP amendment LGU
Project Underground mall development
SH-U-2 Private
connecting to station
Urban redevelopment of
SH-U-3 Private/ OCLP
roadside areas in Ortigas Center
Urban redevelopment of south
SH-U-4 Private/ LGU
industrial areas
Transport SH-T-1 PUV bays MMSP Component ODA
Project SH-T-2 Station Plaza development DOTr/Private
SH-T-3 Route Rationalization of Ortigas
DOTr
Route Bus
SH-T-4 Sidewalk improvement DPWH/LGU
SH-T-5 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

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6.10.4 MMSP Action Plan

1) Current Situation and Issues

Shaw Blvd. running in perpendicular to Shaw Station is experiencing the heavy traffic since Shaw Blvd. is
connected to EDSA. In addition, there is a PUV bay in front of Unimart along Shaw Blvd., but many people
are still loading and unloading along Meralco Ave. which causes the additional traffic.

Since the east side of Meralco Ave. has been developed by the private developer named OCLP Holdings,
the area is well developed with wide sidewalks. On the other hand, the west side of Meralco Ave. is
occupied by individual business owner and residential areas. Therefore, the sidewalk is not well provided.

Shaw Blvd.
1,429 1,153

Meralco Ave. 651

938

1,947 1,383

Unit: PCU/Peak-hour

Source: JICA Study Team

Figure 6.10.12 Peak-hour Traffic Volume at Meralco Ave. – Shaw Blvd. Intersection

2) Concept Plan

Shaw Station District will be a south hub of Ortigas Center. The station district development will also
provide good accessibility to MMSP station as well as improve the traffic situation around the station. The
development components are as follows;

(i) MMSP Entrance: Three entrances are developed; one in front of Unimart, one near the gasoline
station, and another one at the opposite side of Estancia. Elevator will be installed only at the west side
of Meralco Avenue.

(ii) Pedestrian facilities: Although sidewalks at the east side of Meralco Avenue are well provided, the
one at the west side of this avenue is low quality. Therefore, the sidewalk at the west side will be
improved.

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(iii) Intermodal transfer facilities: The required land for station plaza was not secured. Therefore, the
planned intermodal transfer facilities are only loading/unloading bays along Meralco Avenue.
However, it is certain that these bays will not be sufficient to provide the enough loading/unloading
spaces for PUVs without causing traffic.

Table 6.10.4 List of Station Entrances of Shaw Station

No. Direction Share of MMSP Ridership

1 • PUV bay at the west side of Meralco Ave. • Value Care Health System 50%
2 • PUV bay at the east side of Meralco Ave. • Estancia 30%
• Philsports Complex • Capitol Commons
3 • Unimart • Shaw Blvd. 20%
Source: JICA Study Team

to C5
Capitol Commons Park

Camino Verde Rd.

to Sta. Monica
Estancia Mall Bridge (under
(under construction)
construction) Estancia
Park N’ Sell
Tower B Tower A Uni mart
(Planned) (Planned)

3
Meralco Avenue

PhilSports
Complex
Value Care Health 1 2
Systems, Inc.

Shaw Boulevard

to EDSA
Station Facilities Road & Transport Facilities
Underground station Existing footbridge Existing PUV bay
1 Entrance/Exit (stairs and/or ESC) Sidewalk improvement New PUV bay
Elevator (MMSP Entrance/Exit) Station plaza

Entrance/Exit built by private

Source: JICA Study Team

Figure 6.10.13 Key Plan of Shaw Station

Layout Plan of Intermodal Transfer Facility

PUV loading and unloading bays will be located at the both side of Meralco Ave. The one at the east side
will be in front of Estancia, and another one at the west side will be in between the Station Entrance 1 and
2. In addition, the PUV loading and unloading bay in front of Station Entrance 3 will be affected by the
construction of MMSP, so that this will be modified after the MMSP construction.

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Figure 6.10.14 Layout Plan of PUV Loading and Unloading Bays at Shaw Station

6.10.5 Required Traffic Management at/around Shaw Station

If EDSA is congested, it reaches all the way to Meralco Ave. via Shaw Blvd., making it difficult to access
the station. Meralco Ave. – Shaw Blvd. intersection is a 3-legged intersection, and the traffic congestion is
generated if the queue length of left turn entering Meralco Ave. becomes longer. In this case, traffic conflict
mitigation at entrance/exit near Unimart and the said intersection is necessary. Not only traffic due to
MMSP but also traffic for development area will be increased. Therefore, the use of development area for
PUVs parking should be negotiated with surrounding commercial facilities.

Estancia
Unimart
Shaw Blvd.

Meralco Ave.

Flying V
Gen. Araneta

Legend
Stop/wait within lay-by only
No stop/wait/park

Source: JICA Study Team

Figure 6.10.15 Traffic Management Plan at Shaw Station

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6.11 TOD Plan of Katipunan Avenue Station Area

6.11.1 Current Situation

The station will be located under 11th Avenue in front of Uptown Parade parking.

(1) Demography

The population in Taguig City has been increasing dramatically and reached to more than 800 thousands
people in 2015. On the other hand, the population growth in Kalayaan Ave. Station area was much lower
than the one of the cities in the period of 2010-2015 (Table 6.11.1). The existing residential areas in this
area are mainly located outside Uptown Bonifacio Area. Most of them are low-income household or
informal settlers.
Table 6.11.1 Population
Population (person)
Area
2000 2010 2015
Taguig City 467,375 644,473 804,915
(Annual Average Growth Rate) - (3.27%) (4.55%)
49
Kalayaan Avenue Station Area 47,941 55,728 54,202
(Annual Average Growth Rate) - (1.52%) (-0.55%)
Source: PSA

(2) Land Use and Transport Network

The affected area is a mix of residential, commercial and business, and institutional areas. The residential
areas are dispersed at the north side of Kalayaan Avenue. For the commercial and business areas, the
complex of Uptown Bonifacio is located along 11th Avenue while the small and medium business
establishments are located along Kalayaan Avenue. For the institutional establishments, there are the
Manila Japanese School, The British School Manila, De La Salle University Rufino Campus, International
School Manila (ISM), University of Makati, College of Allied Health Studies and others.

(3) Transport and Traffic Situation

Although Ortigas CBD is within 3km radius from Kalayaan Ave. Station which can be accessible by road-
based public transport services, the north side of Pasig River is not really considered as a catchment area
of Kalayaan Ave. Station due to lack of connection between two areas. Therefore, the public transportation
operated in Kalayaan Ave. Station area is mainly BGC bus and jeepney. However, jeepney is not allowed
to operate within BGC area, so that main jeepney route is along Kalayaan Ave. In addition, BGC bus does
not cover Uptown Bonifacio area.

The traffic volume at the intersection of 11th Ave. and 38th Street is not so much while the peak hour at this
intersection is observed at 7am-8am and 6pm-7pm. Main traffic flow is between west and east areas where
many institutional establishments are located.

(4) Relevant Projects

Similar to Anonas Station, the alignment of C-5 Expressway will pass through the Kalayaan Avenue

49 The population was calculated based on the barangay population within 800m radius from the station.

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Station’s affected area. The interchange of C-5 Expressway will be also planned in this area. Similar to
Ortigas Station, Sta. Monica-Lawton Bridge crossing the Pasig River opened in 2021 may also affect the
traffic flow in this area, particularly 8th Avenue. As railway projects, Makati City LGU is construction
Makati Intra-city Subway along Pasig River. As well, there is an unsolicited project of monorail called
Skytrain. This will connect Guadalupe and BGC. For the urban development, many projects can be
expected as there are still many green fields.

University of Makati

College of Allied
Health Studies

11the Ave.
(Station location)

De La Salle University

Manila Japanese
School
Uptown Bonifacio

The British Toyota Global Center

School Manila
(Entrance location)
Legend
MMSP Station
ISM
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Residential area at the north

of Kalayaan Ave.
Source: JICA Study Team
Figure 6.11.1 Existing Situation of Kalayaan Ave. Station

(pcu/hr)
2,500

2,000

1,500

1,000

500

0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From South From West

Source: JICA Study Team
Source: JICA Study Team
Figure 6.11.3 Traffic Volume at Intersection of
Figure 6.11.2 Existing Public Transport 11th Ave. and 38th Street
Network around Kalayaan Ave. Station

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6.11.2 Voices of Residents

Living Environment: The overall satisfaction rate on living environment by residents in Kalayaan Ave.
Station area is relatively low with 75%. In particularly, their evaluation on traffic conditions, public amenity
such as greenery areas and landscape are lower. This is because Kalayaan Ave. Station area is a part of
BGC CBD where traffic is concentrated. (Figure 6.11.4)

Travel Environment: Compared to the overall evaluation on living environment, the satisfaction rate on
the overall travel environment is lower with 69%. In particularly, the pedestrian environment and public
transport system needs to be improved (Figure 6.11.5).

Source: JICA Study Team Source: JICA Study Team

Figure 6.11.4 Assessment on Living Figure 6.11.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Although

pedestrian environment is better than other areas,
residents put more importance on the pedestrian
infrastructures. (Figure 6.11.6) In light of the
assessment on the current travel environment,
sidewalk conditions and street trees should be
considered in the station area development. Aside
from the transport facilities, the needs on information
center/maps, multifancitional toilets, baby care
Source: JICA Study Team
spaces and barieer free facilities are high.
Figure 6.11.6 Transport Facility Needs at
MMSP Station

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6.11.3 Development Orientation

(1) Development Issues

The main development issues in this area are (i) underground space and station front development in the
existing high-rise building district, (ii) securing access to the outside of the BCDA site, and (iii) urban
environment improvement of the built-up area. As the station is located in a high-rise building district, it is
expected to be developed in an integrated manner with the surrounding underground and above-ground
areas.

For the transport aspect, currently many people are traveling to BGC by jeepney and UV Express from
EDSA passing through Kalayaan Avenue, but there is no designated loading and unloading space for them.
This situation will not be changed even after the operationalization of MMSP. Therefore, it is necessary to
provide loading and unloading spaces together with the station area development of Kalayaan Avenue
Station. In addition, to make Barangay West Rembo more disaster resilient, the community road network
in this barangay needs to be considered as part of TOD.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

The station area of this district consists of Makati City, Pasig City, and Taguig City (including the BCDA
site). Many of the blocks in the BCDA site are already occupied by high-rise buildings, but the area in front
of the station will be developed in the future.
Table 6.11.2 Land Use Plan of Kalayaan Avenue Station Area
Area within 800m radius
City Zoning Height Limit FAR
ha %
5F or 18m1)/
Low Density Commercial C-1 2.8 1.4% FAR 1.7-3.02)
15m or 5F2)
Medium Density 14m1)/
R-2 50.3 25.0% FAR 1.3-1.52)
Residential/Mixed Use 10-15m or 3-5F2)
Special Precincts for Urban
SPUR 18.6 9.2% none FAR 9.0-342)
Makati Development
Disaster Resiliency Initiative
DRIVE 7.9 3.9% none none
for Vulnerable Enclaves
FAR41)/
Institutional INS 10.2 5.1% none
FAR 2.52)
Total 89.7 44.6%
3-12F1)
Residential 3 R-3 0.8 0.4% FAR 1.8-8.12)
3-12F or 10-15m2)
Pasig Parks/Recreation REC 5.7 2.8% 15m2) FAR 0.5-1.02)
Waterways 5.5 2.7% none none
Total 11.9 5.9%
Urban Core Zone 99.4 49.4% none FAR 9.0-342)
Taguig
Total 99.4 49.4%
TOTAL 201 100.0%
1) City Zoning Ordinance, 2) National Building Code
Source: CLUPs of Makati City, Pasig City, Taguig City

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Source: CLUPs of Makati City, Pasig City, Taguig City

Figure 6.11.7 Land Use Zoning Map of Kalayaan Avenue Station Area

(3) Vision and Development Orientations

The Kalayaan Avenue Station will serve as the northern gateway to the Bonifacio Global City area of the
BCDA development site, creating a commercial business district with public transportation accessibility
such as MMSP and Skytrain. The vision and development policies are as follows

Vision: "The Kalayaan Avenue Station District will promote the integration of the BGC and other areas
and facilitate the restructuring of the existing urban area."

Development Policy:

 Development of a station and public transport hub in conjunction with station development

 Development of roads and feeder services to connect with existing urban areas

 Reorganization of existing urban areas and enhancement of disaster prevention in riverfront areas

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Figure 6.11.8 Development Orientation of Kalayaan Avenue Station Area

(4) Urban Development Plan

The construction of the station will facilitate the development of the convenient BGC area, which will
promote the development of underground space integrated with the station development and the
restructuring of the low-income housing area on the banks of the Pasig River.
(i) Underpass and underground space development integrated with station development: In commercial
development in front of stations, underpass and underground space development connected to
underground stations will be promoted.
(ii) Reorganization of built-up areas on riverbanks:
Improve built-up areas outside the BCDA site,
especially those on the banks of the Pasig River,
and enhance their disaster preparedness.

The BCDA site will be developed in accordance with

the current BCDA zoning plan, but the residential
areas outside the BCDA site, especially along the
banks of the Pasig River, will be designated as a
"Special Urban Redevelopment Area (SPUR)" in the
Makati City CLUP to propose improvements to the
existing urban area and promote redevelopment. Source: JICA Study Team
Figure 6.11.9 Proposed Amendment of
CLUP

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(5) Transport Development Plan

The main objectives of transport development are to improve the road network of the northern side of
Kalayaan Ave., improve access to Kalayaan Ave. Station by PUVs, improve pedestrian environment, and
provide better traffic management at/around station plaza.

(i) Improve the road network of the northern side of Kalayaan Ave.: Many roads at the northern side
of Kalayaan Ave. has less than 4.5m, which is narrower than ideal road width for barangay roads. The
narrow roads obstruct disaster prevention activities, emergency medical service and fire activities as
well as bring negative impact on lighting and ventilation. Therefore, these roads should be widened
together with revitalization of this area. At the same time, the network can be improved since many
roads are the dead end. (Figure 6.11.10)

Source: JICA Study Team

Figure 6.11.10 Current Width of Exiting Road around Kalayaan Ave. Station

(ii) Improve the access to Kalayaan Ave. Station by PUVs: After opening MMSP Station and Station
Plaza at Uptown Bonifacio which will be provided by Megaworld, movement of people in Uptown
Bonifacio will change. Therefore, the BGC bus routes and PUV access to Kalayaan Ave. Station need
to re-adjust.

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Figure 6.11.11 Existing BGC Bus Routes

(iii) Improve pedestrian environment: Pedestrian environment in Uptown Bonifacio is better than other
areas including other CBDs. However, many people are not satisfied with current pedestrian
environment. Therefore, the width and pavement of sidewalk as well as street trees need to be reviewed.
In addition, since Kalayaan Ave. is one of the trunk roads, walkable sidewalk should be provided.

(iv) Provide better traffic management at/around station plaza: Even if all the necessary hard
infrastructure is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic
regulation should be strictly enforced around Kalayaan Ave. Station.

(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.11.3 TOD Project List of Kalayaan Ave. Station Area
Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban KL-U-1 CLUP amendment LGU
Project Urban development in
KL-U-2 front of the station with Private
underground mall
Urban renewal of
KL-U-3 LGU
riverbank areas
Transport KL-T-1 Improve the road network
Project of the northern side of DPWH/LGU
Kalayaan Ave.
KL-T-2 Station Plaza Private
KL-T-3 PUV route rationalization DOTr/BCDA
KL-T-4 Sidewalk improvement DPWH/BCDA
KL-T-6 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

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6.11.4 MMSP Action Plan

(1) Current Situation and Issues

There is no notable issue since the area is still under development and no main access roads to the BGC passes
in this area. However, the access by public transportation to this area is still limited. As more buildings are
developed, the balanced development shall be required with the appropriate traffic management and creation of
greenery and open space considering many educational facilities are located.

416 1,110
Toyota
40th Street

New Building
39th Street

Global
(construction)

38th Street
Center
125

37th Street
Park 618
11th Avenue

Philippine
Brilliance
Center
261 1,926 BPO
Corporate (construction)
Center

1,996 296

10th Avenue

Uptown Parade

Unit: PCU/Peak-hour

Source: JICA Study Team

Figure 6.11.12 Peak-hour Traffic Volume at the Intersection of 11th Ave. and 38th Street

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Two entrances are developed; one at the open parking of Uptown Parade and
another in front of Toyota Global Center. Elevators are installed at Entrance 2 only.

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Table 6.11.4 List of Station Entrances of Quirino Highway Station

No. Direction Share of MMSP

Ridership
1 • University of Makati • The British School Manila 20%
• De La Salle University Rufino • Manila Japanese School
Campus
2 • Uptown Bonifacio • South side of 38th Street 80%
• Station Plaza • Makati Park and Green
• Skytrain Station
Source: JICA Study Team

(ii) Pedestrian facilities: Since this area is well-developed with sidewalks, no additional pedestrian
facilities will be provided.

(iii) Intermodal transfer facilities: A station plaza or transport hub will be developed by Megaworld
within their property. Therefore, no intermodal transfer facilities will be provided by MMSP.

Station Facilities
Underground station
1 Entrance/Exit (stairs and/or ESC)
Elevator (MMSP Entrance/Exit)

World
Commerce Place
40th Street

39th Street

Toyota
1 (under
38th Street

Global
Center construction)

Park

11th Avenue

2 International

37th Street
Brilliance Finance Center
Philippine Center (under
Corporate
construction)
Center Sky Train
Station
(planned)

10th Avenue
Station Plaza
(by Megaworld)
Uptown Parade

Source: JICA Study Team

Figure 6.11.13 Key Plan of Kalayaan Ave. Station

6.11.5 Required Traffic Management at/around Kalayaan Ave. Station

Although there are many unknow factors such as the specification of station plaza by the private developer and
Skytrain plan, the priority will be always the pedestrian safety. Therefore, it is necessary to consider the strict
prohibition of vehicles parking except loading and loading facilities and to study the cycle of traffic signals
depending on the traffic situation.

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6.12 TOD Plan of Bonifacio Global City Station Area

6.12.1 Current Situation

The station will be located under McKinley Parkway in between Market! Market! and Serendra.

(1) Demography

The population in Taguig City has been increasing and reached to more than 800,000 people in 2015. On
the other hand, the population growth in Bonifacio Global City Station area was higher than the one of the
cities in the period of 2000-2015 (Table 6.12.1). The station area is developed as one of the central business
districts (CBDs) in Metro Manila.
Table 6.12.1 Population
Population (person)
Area
2000 2010 2015
Taguig City 467,375 644,473 804,915
(Annual Average Growth Rate) - (2.42%) (1.23%)
Bonifacio Global City Station Area50 23,995 44,554 49,471
(Annual Average Growth Rate) - (6.38%) (2.12%)
Source: PSA

(2) Land Use

The project affected area is divided into two areas by C-5. The west side of C-5, i.e., within BGC, is a mix
of residential, commercial and business, and institutional areas. The residential areas are mainly occupied
by condominiums such as Serendra. The commercial and business areas are consisting of Market! Market!,
Bonifacio High Street, SM Aura Premier and others. The institutional areas include ISM, Renewable
Energy Management Bureau (REMB) of Department of Energy (DOE), etc. On the other hand, the east
side is highly occupied by the residential areas. In contrast to residential areas in BGC, those at the east
side is very dense.

(3) Transport and Traffic Situation

Currently, city buses run along EDSA while BGC buses run within BGC. In addition, jeepneys are operated
along C5, Kalayaan Ave., McKinley Road and Lawton Ave. toward the transport terminal at
Market!Market!. (Figure 6.12.2)

The intersection of 38th Ave. and 26th Ave. has experienced more traffic in the morning. The peak hours
can be observed from the traffic count results, which is 8am – 11am (Figure 6.12.3). Due to the existing
commercial facilities, traffic congestion can be also observed during weekend and holiday.

(4) Relevant Projects

Similar to Kalayaan Ave. Station, there is a monorail project (Skytrain) proposed by the private sector, which
will connect MRT3 Guadalupe Station and BGC. For the road, similar with Anonas Station, the alignment
of C-5 Expressway will pass through the affected area. For the urban development, numerous projects
can be expected.

50 The population was calculated based on the barangay population within 800m radius from the station.

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ISM
REMB

McKinley Parkway
(Station location)

High Street

Market!
Market!

SM Aura
Shopping Street at Serendra
Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Traffic Island along McKinley

Parkway
Source: JICA Study Team
Figure 6.12.1 Existing Situation of Bonifacio Global City Station

(pcu/hr)
4,500
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0
06:00-
07:00-
08:00-
09:00-
10:00-
11:00-
12:00-
13:00-
14:00-
15:00-
16:00-
17:00-
18:00-
19:00-
20:00-
21:00-

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team
Figure 6.12.3 Traffic Volume at Intersection of
Figure 6.12.2 Existing Public Transport Network 38th Ave. and 26th Ave.
around Bonifacio Global City Station

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6.12.2 Voices of Resident and Visitors51

Area Environment: The overall satisfaction rate on area environment by residents and visitors in Bonifacio
Global City Station area is not so high with 76%. The area is well-developed compared to other station
areas, but their evaluation on traffic conditions, and public amenity such as greenery areas and landscape
is low. (Figure 6.12.4)

Travel Environment: Compared to the overall evaluation on area environment, the satisfaction rate on the
overall travel environment is lower with 72%. One of the main complains is that the area is not accessible
by railway. (Figure 6.12.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.12.4 Assessment on Area Figure 6.12.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents and

visitors put more importance on the pedestrian
infrastructures rather than faciltiies for vehicles.
(Figure 6.12.6) In light of the assessment on the
current travel environment, street trees and safe
crossing faciltiies including footbridge should be
considered in the station area development. Aside
from the transport facilities, the needs on Source: JICA Study Team
information center/maps, multifancitional toilets,
baby care spaces and barieer free facilities are high. Figure 6.12.6 Transport Facility Needs at
MMSP Station

51 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 173 residents and visitors within 800m
radius from Bonifacio Global City Station.

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6.12.3 Development Orientation

(1) Development Issues

The main development issues in this area are (i) the division of the area between the BGC district and the
built-up area east of C5, (ii) the lack of open space and public facilities, and (iii) low-density development
east of the MMSP station. It is expected that development in front of the station will be integrated with the
underground station and transportation node facilities.

The main transport issues in this area are (i) poor road network of the residential areas at the eastern side
of C5, (ii) traffic congestions at the points to enter BGC, and (iii) lack of signage/information maps. In
addition, considering Bonifacio Global City Station will be the main transport hub at BGC, the intermodal
transfer facility needs to be developed at the station for MMSP users from this area and the eastern side of
C5.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

The station area consists of Taguig City (including the BCDA site). Many of the blocks in the BCDA site are
already occupied by high-rise buildings, but the area in front of the station will be developed in the future. The
built-up areas outside the BCDA site are mostly low-income built-up areas.

Table 6.12.2 Land Use Plan of Bonifacio Global City Station Area
City Zoning Area within 800m radius Height Limit FAR
Taguig Urban Core Zone 101.5 ha 50.5% N.A FAR 9.0-342)
General Residential Development
G-1 50.0 ha 24.9% 3F FAR 21)/FAR 1.52)
Zone 1
Controlled Growth Corridor 21.2 ha 10.6% none none
Open Space 11.6 ha 5.8% N.A FAR 0.5-1.02)
Institutional Zone 16.7 ha 8.3% 4 F1)/ 15m2) FAR 31)/ FAR 2.52)
Total 201 ha 100%
1) Taguig City ZO, 2) National Building Code
Source: Taguig City CLUP

Source: BCDA Source: CLUP of Taguig City

Figure 6.12.7 Land Use Zoning of BGC Figure 6.12.8 Land Use Zoning Map of
District Bonifacio Global City Station Area

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(3) Vision and Development Orientations

The BGC station will serve as the eastern gateway to the Bonifacio Global City District, a regional
transportation and disaster management hub, and will utilize smart technologies to create an attractive
commercial and public service district. The vision and development policies are as follows

Vision: "The Bonifacio Global City Station District will provide advanced urban services such as
multimodal transportation, disaster management, and MICE for a sustainable smart city."

Development Policy:

 Development of a multi-modal hub integrated with the station

 Development in front of station with diverse urban services and disaster preparedness

 Provision of a variety of environmentally friendly public transportation services

Source: JICA Study Team

Figure 6.12.9 Development Orientation of Bonifacio Global City Station Area

(4) Urban Development Plan

The MMSP station development will promote the development of the highly convenient BGC District,
which will in turn promote the development of underground spaces in conjunction with the development
of the station and the restructuring of the low-income housing area east of C5.

(i) Development of an attractive and public space in front of the station: Public services and open
spaces that will benefit users both inside and outside the BGC area will be developed.

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(ii) Development of underground space integrated with the station: In addition to the development in
front of the station, the development of underground space directly connected to the station should be
promoted.

(iii) Provision of added value such as disaster prevention functions and smart technologies: As a
landmark of the BGC area, the district in front of the station will be made internationally competitive
by applying disaster prevention functions and smart technologies.

(5) Transport Development Plan

The main objectives of transport development are to improve the road network of the eastern side of C5,
improve access to Bonifacio Global City Station by PUVs, improve pedestrian environment, and provide
better traffic management at/around station plaza.

(i) Improve the road network of the eastern side of C5: Most of roads at the eastern side of C5 has less
than 4.5m, which is narrower than ideal road width for barangay roads. The narrow roads obstruct
disaster prevention activities, emergency medical service and fire activities as well as bring negative
impact on lighting and ventilation. Therefore, these roads should be widened together with
revitalization of this area. At the same time, the network can be improved since many roads are the
dead end. (Figure 6.12.10)

Source: JICA Study Team

Figure 6.12.10 Current Width of Exiting Road around Bonifacio Global City Station

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(ii) Improve the access to Bonifacio Global City Station by PUVs: After opening MMSP Station and
Bonifacio Global City Station Plaza at Market!Market!, movement of people in BGC will change.
Therefore, the BGC bus routes and PUV access to Market!Market! need to re-adjust.

Source: JICA Study Team

Figure 6.12.11 Existing PUV Routes within BGC

(iii) Improve pedestrian environment: Pedestrian environment in BGC is better than other areas
including other CBDs. However, some sidewalks are narrow and/or have no street furniture and street
tree. In addition, signage for pedestrians is not enough. Since there is Road Safety Manual by DPWH,
regulation signs were installed properly. But guidance signs and maps can be improved. Although
many people have smartphone to refer the location and routes, it is still useful to have those signs and
maps.

Guidance Sign Induction Sign Indication Sign Regulation Sign

Source: JICA Study Team

Figure 6.12.12 Example of Existing Signage in BGC

(iv) Provide better traffic management at/around station plaza: Even if all the necessary hard
infrastructure is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic
regulation should be strictly enforced around Bonifacio Global City Station as well as at the station
plaza.

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(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.12.3 TOD Project List of Bonifacio Global City Station Area
Immediate Medium &
Short-term
Type Project Name (before MMSP Long-term Financial Source
(2022-2025)
opening) (after 2025)
Urban redevelopment
BG-U-1 at the east of the Private
station
Underground mall
BG-U-2 Private
development
Urban
Application of smart
Project
technologies and
BG-U-3 Private
disaster prevention
measures
Urban upgrading of
BG-U-4 LGU
built-up areas
BG-T-1 Improve the road
network of the eastern DPWH/LGU
side of C5
BG-T-2 Station Plaza MMSP Component ODA
Transport BG-T-3 PUV route
DOTr/BCDA
Project rationalization
BG-T-4 Sidewalk
BCDA
improvement
BG-T-5 Signage improvement BCDA
BG-T-6 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

(7) Proposed TOD Block Plan

In the east side of the BGC station (approx. 10ha), parking lots, jeepney terminal, low/mid-rise commercial
facilities, etc. are currently located and operated by a private company under a concession contract. Since the
development in front of the station is expected to coincide with the opening of MMSP, the TOD block plan
based on the following concept is proposed:

 Transportation hub development: Provide feeder services in conjunction with the opening of the MMSP
by developing a multi-modal complex on the south side of the site for the parking lot (MMSP construction
yard) and jeepney terminal.

 Underground space development: Commercial development in the underground space directly connected
to the underground station

 Development of a disaster prevention center: Development of a disaster prevention center with open
space functions for daily life and disaster prevention functions for emergencies

 Application of smart technologies: Application of low-carbon, low-environmental-impact smart

technologies and provision of MaaS and smart transportation services (EV buses, shared bicycles, etc.)

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Source: JICA Study Team

Figure 6.12.13 TOD Block Plan in front of Bonifacio Global City Station

Table 6.12.4 TOD Project List of TOD Block

Plan
MMSP  Station, station Plaza, entrances

 Pedestrian plaza
(1) Short-
 Underground mall
term
 Integrated multi-modal transport terminal

 Disaster prevention park and center

(2) Mid-
 Pedestrian bridges crossing C-5
term Figure 6.12.14 Section Image of
 Mixed-use buildings
Integrated Multi-modal Transport Terminal
(3) Long-  Mixed-use buildings
term  Extension of underground mall
Source: JICA Study Team

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Hikarie (Shibuya Station) Basta Shinjuku (Shinjuku Station)

Source: MLIT

Figure 6.12.15 Image of Integrated Multi-modal Transport Terminals in Japan

6.12.4 MMSP Action Plan

(1) Current Situation and Issues

BGC is well-developed compared with other CBDs. However, the access roads to this area are experiencing
the heavy traffic due to the limited access to BGC from the surrounding areas. In addition, the traffic island
along McKinley Parkway generates the mixed traffic of thru traffic, left turning traffic and U-turn traffic,
causing additional traffic congestions on the road.

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1,816 1,492 Transport

Terminal

1,904 756
631 Market
Market

SM Aura

1,574 1,086 409 370

1,216 875
1,050

808 632
Serendra 1,644
954 1,698

Unit: PCU/Peak-hour

Source: JICA Study Team

Figure 6.12.16 Peak-hour Traffic Volume at 32nd Street and McKinley Parkway Intersection and
26th Street and McKinley Parkway Intersection

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three entrances are developed; two along McKinley Parkway and another one
inside a current open parking of Market!Market!.

Table 6.12.5 List of Station Entrances of Bonifacio Global City Station

No. Direction Share of MMSP

Ridership
1 • Market!Market! 30%
2 • Serendra • High Street 30%
3 • Market!Market! • SM Aura 40%
• Station Plaza
Source: JICA Study Team

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(ii) Intermodal transfer facilities: The intermodal transfer facility (station plaza) must be developed to
avoid traffic congestion at and around the station and to ensure the safety and convenience for
passengers. The station plaza will be developed at the current open parking of Market!Market!.

(iii) Station building: The lease contract of Market!Market! will be terminated by 2025 and the extension
of contract is not discussed yet between BCDA and Ayala Land Inc. Depending on their decision, new
station building might be constructed.

Jeepney Terminal

Market!
Market! Station plaza
1
Market! Market!
Parking

2
Pedestrian Walkway
32nd Street

Serendra

Station Facilities Road & Transport Facilities

Underground station Existing PUV Bay
1 Entrance/Exit (stairs and/or ESC) New PUV bay
Elevator (MMSP Entrance/Exit) Station Plaza

Source: JICA Study Team

Figure 6.12.17 Key Plan of Bonifacio Global City Station

6.12.5 Required Traffic Management at/around Bonifacio Global City Station

The traffic volume around Bonifacio Global City Station is still high, and the opening of MMSP and the
redevelopment of Market!Market! may add more traffic in this area. The priority is always with pedestrian safety.
Therefore, it is necessary to enforce the strict parking prohibition except at the designated loading and unloading
bays. The signalization at the pedestrian crossing and adding left-turning lane near the intersections may be
considered.

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6.13 TOD Plan of Lawton Station Area

6.13.1 Current Situation

The east side of station will be located under Chateau Road in McKinley West developed by Megaworld
while the west side of station will be located within the property of National Mapping and Resource
Information Authority (NAMRIA).

(1) Demography

The population in Taguig City has been increasing dramatically and reached to more than 800 thousands
people in 2015. On the other hand, the population growth in Lawton Station area was much lower than the
one of the cities in the period of 2010-2015 (Table 6.13.1). The existing residential areas in this area are
mainly located outside McKinley West area.
Table 6.13.1 Population
Population (person)
Area
2000 2010 2015
Taguig City 467,375 644,473 804,915
(Annual Average Growth Rate) - (3.27%) (4.55%)
Lawton Station Area52 9,608 11,548 11,483
(Annual Average Growth Rate) - (1.86%) (-0.11%)
Source: PSA

(2) Land Use

The project affected area is highly occupied by Forbes Park and the Philippine Army National Headquarter
Compound. Forbes Park is the first gated village in Metro Manila, and there is no direct access to the station
area. McKinley West is still under development, and this is a mixed use of residential, commercial and
institutional area.

(3) Transport and Traffic Situation

Since most of the area around Lawton Station is still under development, there is no public transport access
to the station. Similarly, there is no traffic information directly related the station. However, one of the
nearest intersections of the station, called Lawton Ave. – Bayani Rd. intersection, has less traffic. (Figure
6.13.2 and Figure 6.13.3)

(4) Relevant Projects

For the transport project, the widening of Lawton Avenue is going on (4-lane to 6-lane). Besides, Main
Boulevard is planned to construct from Chateau Road to Chino Roces Avenue Extension. NAIA BRT
project was planned along Lawton Avenue, but this project is on hold now. For the urban development, as
mentioned above, McKinley West is under development, which will accommodate 285 residential lots,
BPO buildings and IT park. Besides, the residential condominium for NAMARIA is also under
development.

52 The population was calculated based on the barangay population within 800m radius from the station.

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Manila American Cemetery

Forbes Park Grand Boulevard and NAMRIA

Residential Condominium
(under construction)
McKinley West Village

Bonifacio Heights NAMRIA

Residential NAMRIA
Condo.

McKinely Hill Current Development

near Proposed Station
Bayani Rd.

Legend Location
MMSP Station
Residential
Philippine Army Golf Commercial/Business
Public Facilities
Parks/Recreational

McKinley West Village Gate

Source: JICA Study Team
Figure 6.13.1 Existing Situation of Lawton Station

(pcu/hr)
3,500

3,000

2,500

2,000

1,500

1,000

500

From East From South From West

Source: JICA Study Team
Source: JICA Study Team
Figure 6.13.3 Traffic Volume at Intersection of
Figure 6.13.2 Existing Public Transport Lawton Ave. and Bayani Road
Network around Lawton Station

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6.13.2 Voices of Visitors53

Area Environment: The overall satisfaction rate on area environment by visitors in Lawton Station area
is quite low with 28%. Most of them consider the overall conditions is just fair. In addition, their
dissatisfaction rate on preparedness for natural disasters and neighborhood association is quite low. This
may be because the area is still under development. (Figure 6.13.4)

Travel Environment: Similar to the evaluation on area environment, evaluation on travel environment is
also low in all items. Since this area is under development, these items can be still addressed. (Figure 6.13.5)

Source: JICA Study Team

Source: JICA Study Team
Figure 6.13.5 Assessment on Travel
Figure 6.13.4 Assessment on Living Environment
Environment

Facilities Needs for MMSP Station: Visitors put

more importance on the pedestrian and public
transport infrastructures rather than faciltiies for
vehicles. (Figure 6.13.6) This can be considered in
the entire station area development.

Source: JICA Study Team

Figure 6.13.6 Transport Facility Needs at

MMSP Station

53 TOD Interview Survey was conducted in April 2019 by JICA Study Team, targeting 187 visitors within 800m radius from
Lawton Station.

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6.13.3 Development Orientation

(1) Development Issues

The main development issues in this area are (i) securing access to and from the outside of the BCDA site,
and (ii) securing integration with residential and commercial areas in the McKinley West area. As the area
around the station is a newly developed area and the station plaza is expected to be developed by private
companies, the area is expected to be developed in an integrated manner with the surrounding underground
and above-ground areas as a gateway to the McKinley West area.

Since the station area is still under development, the notable transport issue is not occurred yet. However,
considering the roads within McKinley West is relatively wide with 4-6 lanes, pedestrian crossing facilities
such as traffic signal and footbridge may need to consider after fully developed the area. In addition, when
the MMSP station opens at this area, developing intermodal transfer facility is advisable to manage the
access traffic by PUVs and private vehicles.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

The station area of this district consists of Taguig City, Makati City. The BCDA site is occupied by mixed-
use and residential areas, while the Makati City CLUP is occupied by a gated village and the Taguig City
site by military land, making short-term land use restructuring difficult.
Table 6.13.2 Land Use Plan of the Lawton Station Area
City Zoning Area within 800m radius Height Limit FAR
Taguig City General Residential FAR51)
G-2 10.0 ha 5.0% 7F1)
Development Zone 2 FAR 1.3-1.52)
Military Zone 49.1 ha 24.4% N.A CAAP
Open Space 10.4 ha 5.2% 15m2) FAR 0.5-1.02)
Total 69.6 ha 34.6%
Makati City Low Density Residential Zone R-1 58.5 ha 29.1% 10m1) or 3F2) None/ FAR 1.52)
FAR41)/
Recreational REC 11.4 ha 5.7% 4F1) or 15m2)
FAR 0.5-1.02)
70.0 ha 34.8%
Total
BCDA land CAAP/
Low Density Residential R-1 7.9 ha 3.9% FAR 1.52)
10m or 3F2)
CAAP/
Mid Density Residential R-2 8.5 ha 4.2% FAR 1.3-1.52)
10-36m or 3-12F2)
CAAP/10m or 3F2)
High Density Residential Zone R-4 0.7 ha 0.4% FAR 1.6-1.82)
Substation 0.1 ha 0.1% CAAP FAR 2.0-3.02)
Recreational/Open Space REC 5.4 ha 2.7% CAAP/15m2) FAR 0.5-1.02)
Mixed Use 12.8 ha 6.4% CAAP FAR 9.0-342)
Civic/Institutional INST 11.0 ha 5.5% CAAP/15m2) FAR 2.52)
Road ROW RROW 15.0 ha 7.4% CAAP/15m2) FAR 2.0-3.02)
Total 61.5 ha 30.6%
TOTAL 201 ha 100.0%
1) Quezon City Zoning Ordinance, 2) National Building Code
Source: CLUP of Taguig City, Makati City, BCDA Plan

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Source: CLUP of Taguig City, Makati City, BCDA Plan

Figure 6.13.7 Land Use Zoning Map of Lawton Station Area

(3) Vision and Development Orientations

Lawton Station will serve as the gateway to the McKinley West area of the BCDA development site,
promoting commercial and residential development with high urban rail convenience, as well as a public
transportation hub to the surrounding area, with access to the subway from the surrounding built-up areas
through newly developed roads. The vision and development policies are as follows

Vision: "The area around Lawton Station will be a hub for commercial services and public transportation
from the new development site and surrounding built-up areas.

Development Orientations:

 Development of a station and public transport hub in conjunction with new urban development

 Road improvements and feeder services to connect to the existing urban area

 Enhancement of pedestrian space, including underground connections to surrounding facilities and

green areas

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Source: JICA Study Team

Figure 6.13.8 Development Orientation of Lawton Station Area

(4) Urban Development Plan

The construction of the station will facilitate the development of the highly convenient McKinley West
area. In the short and medium term, the development of commercial and residential areas in the vicinity
will be promoted based on the development and land use plans of the BCDA, and in the long term, further
expansion of urban development is expected through land use restructuring of government facilities and
military land.

(i) Underpass and underground space development: In commercial and residential development
around stations, promote the development of underpasses and underground spaces connected to
underground stations.

(ii) Development of service facilities in front of stations: Promote the development of facilities that
provide highly convenient public services to station users and local residents.

(iii) Promote urban development through the use of public land: Promote urban development through
the conversion of land use such as government facilities and military land.

(5) Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, improve the access
to Lawton Station by PUVs, develop station access road, and manage the traffic around the station area.

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(i) Improve the pedestrian environment: Currently, the traffic volume is relatively small, but it is
expected that the area will be busy with more vehicles. By that time, pedestrian crossing and pedestrian
signal should be installed at intersections and other necessary locations.

(ii) Improve the PUV access to Lawton Station: Lawton Station will serve not only for McKinley West
but also surrounding areas including McKinley Hill. The connection between Lawton Station and those
areas by PUVs is important to encourage people to use MMSP. Providing station plaza at Lawton
Station can contribute to increase the station catchment area. For Lawton Station, this station plaza
will be provided by Megaworld based on the Right-of-Way Usage Agreement between DOTr and
Megaworld.

(iii) Develop station access roads: Access roads and pedestrian paths connecting the station and station
plaza to Lawton Ave. will be developed through government and private land.

(iv) Provide better traffic management at/around station: Even if all the necessary hard infrastructure
is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around Lawton Station as well as at the station plaza.

(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.13.3 TOD Project List of Lawton Station Area
Immediate Medium & Long-
Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)
Urban Underground pass and mall
LT-U-1 LGU
Project development
Commercial and residential
LT-U-2 Private
area development
Urban development by
LT-U-3 Private
converting public lands
Transport LT-T-1 Station Plaza Private
Project LT-T-2 PUV route rationalization DOTr
LT-T-3 Installation of pedestrian signal
BCDA/Private
and crossing
LT-T-4 Traffic management DOTr/MMDA/LGU
LT-T-5 Grand Boulevard DPWH
LT-T-6 Station access road BCDA/NAMRIA/Private
Source: JICA Study Team

6.13.4 MMSP Action Plan

(1) Current Situation and Issues

The station area is still under development by NAMRIA and Megaworld. In addition, after the construction
of MMSP, Bonifacio South Main Boulevard with 8-lanes will be also developed as a transport backbone
of Bonifacio Capitol District. There is no notable issues in the area, but appropriate traffic management
should be applied when the area is fully developed.

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(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Two entrances are developed; one at the station plaza which will be provided by
Megaworld, and another one at NAMRIA Residential Condominium.

Table 6.13.4 List of Station Entrances of Lawton Station

No. Direction Share of MMSP Ridership

1 • Station Plaza • McKinley West Village 65%
• Business and commercial facilities in
McKinley West
2 • NAMRIA • Bayani Road 35%
• Bonifacio Heights
Source: JICA Study Team

(ii) Pedestrian facilities: Considering the development situation of the area, no additional pedestrian
facilities will be provided.

(iii) Intermodal transfer facilities: A station plaza will be developed at the corner of Le Grand Avenue
and Grand Boulevard by Megaworld. Aside from the existing jeepneys, there is a possibility to operate
the shuttle service between McKinley Hills and this area.

Station Plaza
(by Megaworld)

NAMRIA
Residential
Tower 1, 2, 3 &4
1 (construction)

Main Boulevard
2 (planned)

Bonifacio
McKinley West Heights
Village

Station Facilities
Underground station
1 Entrance/Exit (stairs and/or ESC)
Elevator (MMSP Entrance/Exit)

Source: JICA Study Team

Figure 6.13.9 Key Plan of Lawton Station

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6.13.5 Required Traffic Management at/around Lawton Station

There is no notable issue since the area is still under development. However, the traffic movement could be
changed after the completion of the MMSP and area development. The priority is always with the pedestrian
safety. It is necessary to enforce the strict parking prohibition except at the designated loading and unloading
bays. The signalizations of pedestrian crossing and adding the left-turning lanes may be considered.

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6.14 TOD Plan of Senate-DepEd Station Area

6.14.1 Current Situation

The station will be located within the property of Philippine Navy and Department of Education.

(1) Demography

The population in Taguig City has been increasing dramatically and reached to more than 800 thousands
people in 2015. On the other hand, the population growth in Senate-DepEd Station area was much lower
than the one of the cities in the period of 2010-2015 (Table 6.14.1), because this area is mainly occupied
by the military lands and institutional areas.
Table 6.14.1 Population
Population (person)
Area
2000 2010 2015
Taguig City 467,375 644,473 804,915
(Annual Average Growth Rate) - (3.27%) (4.55%)
Senate-DepEd Station Area54 12,463 13,894 14,327
(Annual Average Growth Rate) - (1.09%) (0.62%)
Source: PSA

(2) Land Use

The project affected area is highly occupied by the property of Philippine Navy and Villamor Air Base Golf
Course. Along Chino Roces Avenue Extension, some commercial and business establishment, institutional
facilities (e.g., The Beacon International School and Australia International School) and informal can be
observed.

(3) Transport and Traffic Situation

Due to the SLEx/Skyway, there is no direct access from Senate-DepEd Station to the west side of
SLEx/Skyway. While P2P and the standard buses run along the service roads of SLEx, only jeepney is
available along Chino Roces Avenue Extension and Lawton Avenue.

(4) Relevant Projects

North-South Commuter Railway (NSCR) South Line will operate along the existing PNR alignment. For
this project, the widening of Lawton Avenue also passes in this area. For the urban development, the
property of Philippine Navy is planned to redevelop as a mix of residential, commercial and institutional
area. The planned Senate Building locates just beside the Senate-DepEd Station.

54 The population was calculated based on the barangay population within 800m radius from the station.

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Chino Roses Avenue

Extension
(Proposed Station Location)
National
Nutrition Council
Central Office

Philippine State
College of The Beacon
Aeronautics International
School
Planned Senate Building
Villamor Air Base Golf Corse
Legend
MMSP Station
Residential
Commercial/Business
Public Facilities
Parks/Recreational

Source: JICA Study Team

Figure 6.14.1 Existing Situation of Senate-DepEd Station

(pcu/hr)
4,000
3,500
3,000
2,500
2,000
1,500
1,000
500
0

From North From East From South From West

Source: JICA Study Team

Source: JICA Study Team Figure 6.14.3 Traffic Volume at Intersection of
Figure 6.14.2 Existing Public Transport Lawton Ave. and Chino Roces Ave. Extension
Network around Senate-DepEd Station

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6.14.2 Voices of Visitors55

Area Environment: The overall satisfaction rate on area environment by visitors in Senate-DepEd Station
area is relatively low with 51%. Particularly, their evaluation on traffic conditions and traffic safety is not
good. This is because of traffic congestion generated along Lawton Ave. and Chino Roces Ave. Extension.
However, the widening of Lawton Ave. was completed in November 2020. The situation might be
improved. (Figure 6.14.4)

Travel Environment: Compared to the overall evaluation on area environment, the satisfaction rate on the
overall travel environment is even lower with 48%. Among the different aspect in travel environment, the
access to public transportation needs to be improved. (Figure 6.14.5)

Source: JICA Study Team

Source: JICA Study Team
Figure 6.14.4 Assessment on Area Figure 6.14.5 Assessment on Travel
Environment Environment

Facilities Needs for MMSP Station: Visitors put

more importance on the pedestrian and public
transport infrastructures rather than faciltiies for
vehicles. (Figure 6.14.6) In light of the assessment on
the current travel environment, street trees and safe
crossing faciltiies including footbridge should be
considered in the station area development. Aside
from the transport facilities, the needs on information
center/maps and baby care spaces are relatively high.
Source: JICA Study Team
Figure 6.14.6 Transport Facility Needs at
MMSP Station

55 TOD Interview Survey was conducted in April 2019 by JICA Study Team, targeting 123 visitors within 800m radius from
Senate-DepEd Station.

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6.14.3 Development Orientation

(1) Development Issues

The main development issues in this area are (i) to ensure convenient transfer to and from Nichols Station
of NSCR, (ii) to ensure access to the outside of the BCDA site, and (iii) to ensure integration with the
residential and commercial areas in the Bonifacio Capital City (BCC) area. It is expected to be developed
as a gateway to the BCC area under development and the surrounding built-up areas.

The main transport issues in this area are (i) traffic congestions at the intersection of Chino Roces Ave.
Extension and Lawton Ave., (ii) lack of clear and PWD friendly sidewalks, (iii) lack of proper
loading/unloading PUV bays. In addition, since BCDA and DepEd have redevelopment plans of this area.
New roads should be constructed in each area to reorganize the road network in this area.

(2) Development Orientation of this Area in Comprehensive Land Use Plan

The station area of this district consists of Taguig City, Makati City, Pasay City, and the BCDA site, which
is scheduled to be developed based on the development plan for a mixed-use district and residential area.
However, it is difficult to restructure the land use in the short term due to the existing urban area.
Table 6.14.2 Land Use Plan of the Senate-DepEd Station Area
Area within 800m radius
Zoning Height Limit FAR
ha %
General Residential Development 51)/
G-2 9.6 4.8% 7 F1)
Zone 2 1.3-1.52)
City
Low Density Development Zone 22.5 11.2% 3 F1)/3F-10m2) 1.52)
31)/
Institutional Zone 14.7 7.3% 4 F1)/ 15 m2)
2.52)
Total 46.9 23.3%
Medium Density Residential/Mixed 4 m1)/
R-2 40.3 20.1% 1.3-1.52)
Use 10-15m or 3-5F2)
51)/
Makati Low Density Commercial C-1a 6.1 3.1% 5 F1)
1.7-3.02)
Special Mixed Use SMU 17.3 8.6% N.A 9.0-342)
Total 63.7 31.7%
5 F or 16m1) /
Commercial C-3 2.7 1.3% 1.7-34.02)
5-60F or 15-180m2)
Special Use Zone PUD 31.9 15.9% 60F to 180m2) 9.0-34.02)
Pasay
Special Institutional Zone 1.4 0.7% none 2.52)
Institutional 5.4 2.7% none 2.52)
Total 41.3 20.6%
CAAP1)/
Mid Density Residential R-2 5.1 2.6% 1.3-3.02)
10-36m or 3-12F2)
CAAP1)/
High Density Residential Zone R-3 2.9 1.4% 1.8-8.12)
10-36m or 3-12F2)
Recreational/Open Space REC 5.7 2.8% CAAP1)/15 m 0.5-1.02)
BCDA STP 0.8 0.4% CAAP1) none
land Substation 0.0 0.0% CAAP 2.0-3.02)
Parking 0.7 0.4% CAAP1)/ 15 m2) 0.5-1.02)
Mixed Use 10.8 5.4% CAAP 9.0-342)
Civic/Institutional INST 11.8 5.9% CAAP1)/ 15m2) 2.52)
Road ROW RROW 11.3 5.6% CAAP1)/15m2) 2.0-3.02)
Total 49.1 24.4%
TOTAL 201 100.0%
1) City Zoning Ordinance, 2) National Building Code
Source: CLUP of Taguig City, Makati City, Pasay City, BCDA Plan

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Source: CLUP of Taguig City, Makati City, Pasay City, BCDA Plan

Figure 6.14.7 Land Use Zoning Map of Senate-DepEd Station Area

(3) Vision and Development Orientations

Senate-DepEd Station will be the gateway to the Bonifacio Capital City area of the BCDA development
site, and will promote the development of commercial and residential areas with high urban rail
convenience. It will also serve as a public transportation hub. The vision and development policies are as
follows

Vision: "The Senate-DepEd Station area will be a hub for commercial services and public transportation
from the new development site and surrounding built-up areas.

Development Orientations:

 Development of the station and public transport hub as an integral part of the new urban development

 Roads and feeder services that connect to the existing urban area

 Enhancement of pedestrian space, including underground connections to surrounding facilities and

green areas

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Source: JICA Study Team

Figure 6.14.8 Development Orientation of Senate-DepEd Station Area

(4) Urban Development Plan

The construction of the station will facilitate the development of the convenient Bonifacio Capital City area.
In the short and medium term, the development of commercial and residential areas around the station will
be promoted based on the development and land use plans of the BCDA, and urban development outside
the BCDA site will be promoted to form a highly convenient station area that integrates the subway station
and commuter rail station.

(i) Development of underpasses and underground spaces: In commercial and residential

development around stations, we will promote the development of underpasses and underground
spaces that connect to underground stations.

(ii) Development of service facilities in front of stations: Promote the development of public service
facilities that are highly convenient for station users and local residents.

(iii) Upgrading of built-up areas in front of commuter rail stations: Urban redevelopment will be
promoted through the reorganization of Department of Education facilities and built-up areas in order
to ensure convenient transfers between commuter rail and subway lines and to improve service
facilities in front of stations.

(5) Transport Development Plan

The main objectives of transport development are to improve pedestrian environment, provide intermodal
transfer facilities for two stations, establish new road network in consideration with redevelopment plans,

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and manage the traffic around the station area.

(i) Improve the pedestrian environment: Chino Roces Ave. Extension has 2.0-m wide sidewalk in
general, which is good enough for collector road. However, many obstacles can be observed along
these sidewalks. Therefore, clearing sidewalk needs to be done. Moreover, in relation with
redevelopment of this area, Chino Roces Ave. Extension might be widened. In that case, sidewalks
should be also widened to provide safe and comfortable walking space for pedestrians.

(ii) Improve the PUV access to Senate-DepEd Station: Since Senate-DepEd Station will be a transfer
station with Nichols Station of NSCR, many people visit redevelopment areas from these two stations
by PUVs. Therefore, it is necessary to develop the station plazas to provide good accessibility and
mobility to the station users. Otherwise, people will not be encouraged to use public transport system.
Due to the space availability, the common station plaza will be developed in front of Nichols Station.
In accordance with the station plaza development, PUV routes should be reconsidered to serve as a
feeder service for MMSP.

Common
Station Plaza
(NSRP or MMSP)
1

2
3

Senate Building
(planned)

Station Facilities
Underground station
1 Entrance/Exit (stairs and/or ESC)
Elevator (MMSP Entrance/Exit)

Entrance/Exit for Senate Building

Source: JICA Study Team

Figure 6.14.9 Proposed Station Plaza Location at Senate-DepEd Station Area

(iii) Restructure road network: It is obvious to change the vehicle traffic flow in this area after
redevelopment of BCDA and DepEd properties. Adding roads will bring more vehicle traffic. So, the
balanced development of road network will be required, including widening of Chino Roces Ave.
Extension.

(iv) Provide better traffic management at/around station: Even if all the necessary hard infrastructure
is provided, the users are the key to mitigate the traffic congestions. Therefore, the traffic regulation
should be strictly enforced around Senate-DepEd Station as well as at the station plaza.

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(6) TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.
Table 6.14.3 TOD Project List of Senate-DepEd Station Area
Immediate Medium &
Short-term
Type Project Name (before MMSP Long-term Financial Source
(2022-2025)
opening) (after 2025)
Urban Underground pass and mall
SN-U-1 LGU
Project development
Commercial and residential area
SN-U-2 Private
development
Urban renewal of built-up area
SN-U-3 around Nichols-DepEd station Private
area of NSCR
Transport SN-T-1 Sidewalk improvement DPWH/LGU
Project SN-T-2 Common Station Plaza NSRP Component ODA
SN-T-3 PUV route rationalization DOTr
SN-T-4 Road network development BCDA/DPWH/DepEd
SN-T-5 Traffic management DOTr/MMDA/LGU
Source: JICA Study Team

6.14.4 MMSP Action Plan

(1) Current Situation and Issues

Chino Roces Ave. Extension traversing Senate-DepEd Station connects Makati City and Taguig City. Both
public and private vehicles are passing this road during the peak hour causing a traffic congestion at the
intersection of Chino Roces Ave. Extension and Lawton Ave. The station area is occupied by the
institutional use including the military use. Therefore, the traffic accessing/egressing this area is limited.

The west side of Gat Andres Bonifacio High School used to be occupied by the informal settlers, and they
got land title via the Presidential Proclamation. However, the living environment in this area is still the
same as informal settlement.

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The Beacon
Philippine Marine Corps Grandstand International School

1,074 711

National
Nutrition
Council

Senate Building Gat Andres Bonifacio

(planned) High School

Unit: PCU/Peak-hour
Source: JICA Study Team

Figure 6.14.10 Peak-hour Traffic Volume along Chino Roces Ave. Extension

(2) Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are as follows;

(i) MMSP Entrance: Three entrances are developed; one along Bonifacio South Main Boulevard;
another one near Common Station Plaza; the last one at Senate building as exclusive use for Senate.

Table 6.14.4 List of Station Entrances of Senate-DepEd Station

No. Direction Share of MMSP Ridership

1 • Bonifacio Capitol District 50%
2 • Common Station Plaza • New development of DepEd 50%
• NSRP Nichols Station
3 • Senate Building -
Source: JICA Study Team

(ii) Pedestrian facilities: To ensure the safety of the pedestrians, the sidewalk must be improved.

(iii) Intermodal transfer facilities: The intermodal transfer facility (station plaza) must be developed to
avoid traffic congestion at and around the station and to ensure the safety and convenience for
passengers. The station plaza will be developed in front of NSRP Nichols Station as a part of their
project.

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Common
Station Plaza
(NSRP or MMSP)
1

2
3

Senate Building
(planned)

Station Facilities
Underground station
1 Entrance/Exit (stairs and/or ESC)
Elevator (MMSP Entrance/Exit)

Entrance/Exit for Senate Building

Source: JICA Study Team

Figure 6.14.11 Key Plan of Senate-DepEd Station

6.14.5 Required Traffic Management at/around Senate-DepEd Station

Since Senate-DepEd Station area will be redeveloped from the military reservation to the large mixed-use
development, the traffic situation in the Senate-DepEd Station area will be changed by the time of MMSP
operation. The priority is always with pedestrian safety. It is necessary to enforce the strict parking prohibition
except the designated loading and unloading bays. In addition, the access control to the adjacent buildings along
Bonifacio South Main Blvd. and signalizations of pedestrian crossings should be considered.

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6.15 FTI Station

6.15.1 Current Situation

The station will be located below the Philippine National Rails (PNR) Right-of-Way (ROW) in Parañaque
City. This will be the transfer station from/to FTI Station of North South Commuter Railway (NSCR).
MMSP FTI Station and NSCR FTI Station will be an integrated station structure.

Demography

The population in Parañaque City has been increasing and reached to about 665,000 people in 2015. On the
other hand, the population growth in the FTI Station area was much higher than the one of the city in the
period of 2010-2015 (Table 6.15.1).

Table 6.15.1 Population

Population (person)
Area
2000 2010 2015
Parañaque City 449,811 588,126 665,822
(Annual Average Growth Rate) - (2.72%) (2.51%)
FTI Station Area56 21,255 22,783 28,430
(Annual Average Growth Rate) - (0.70%) (4.53%)
Source: PSA

Land Use

Since the station is located along SLEx/Skyway, the project affected area is a mix of residential and
industrial uses. The residential area is located at the east side of SLEx/Skyway while the industrial area can
be observed more at the west side of SLEx/Skyway. The residential houses are mainly located in the gated
subdivision called United Hills Village. Currently, the only notable commercial establishment is Robinsons
Supermarket along the West Service Road.

Transport and Traffic Situation

The Philippines National Railway (PNR) is operated in parallel to SLEx/Skyway, which currently connects
Tutuban Station in the City of Manila and Calamba Station in Laguna Province. FTI Station of PNR is
located about 350m away from MMSP FTI Station. For the road-based public transportation, buses and
jeepneys are mainly operated along the service roads of SLEx/Skyway while tricycles are provided in the
communities.

The peak hour of traffic along E-Service Road is at 8am and 6pm. The difference between the traffic volume
at peak hour and off-peak hour is almost double. In terms of the vehicle number, motorcycles share more
than 50% of the total traffic.

56 The population was calculated based on the barangay population within 800m radius from the station.

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Relevant Projects

NSCR South Line will operate along the existing PNR alignment. For the road project, C-6 Expressway
will pass through the north of this area. Besides, 74 hectares of mixed-use development together with
Taguig City Integrated Terminal Exchange (TCITX) is under construction, namely ARCA South. TCITX
will function as the provincial bus terminal.

East Service Rd.

PUV Bay along E. Service Rd.

Tricycle Bay near West Service

Rd.

Source: JICA Study Team

Figure 6.15.1 Existing Situation of FTI Station

(PCU/hour)
3,500

3,000

2,500

2,000

1,500

1,000

500

Southbound Northbound

Source: JICA Study Team Source: JICA Study Team

Figure 6.15.2 Existing Public Transport Figure 6.15.3 Traffic Volume along E-Service Road of
Network around T3 Station SLEx/Skyway (in front of Taguig District Hospital)

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6.15.2 Voices of Residents57

Living Environment: The overall satisfaction rate on the living environment of residents in FTI Station
area is relatively high with 73%. However, their evaluation on traffic congestion, landscape/historical
places and entertainment is low. This might be related to the busy traffic situation along the service roads
and lack of commercial establishments in the area. (Figure 6.15.4)

Travel Environment: Compared to the overall evaluation on area environment, the satisfaction rate on the
overall travel environment is lower with 63%. In particular, the indicators related to railway are evaluated
low, which followed by waiting comfortability at PUV bay. (Figure 6.15.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.15.4 Assessment on Living Figure 6.15.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Residents put

more importance on the pedestrian infrastructures
and public transport infrastructures rather than
facilties for private vehicles. (Figure 6.15.6) In light
of the assessment on the current travel environment,
sidewalk, street trees and safe crossing facilties
including a footbridge and better PUV bay should be
considered in the station area development. Aside
from the transport facilities, the needs on provision Source: JICA Study Team
of information center/maps and adaptation of Figure 6.15.6 Transport Facility Needs at
universal design is high. On the other hand, although MMSP Station
the residents are not satisfied with the availability of commercial and recreational spaces, the needs for
those areas at a MMSP station is lower than the needs for other faciltiies.

57 TOD Interview Survey was conducted in June 2018 by JICA Study Team, targeting 182 visitors within 800 meters radius from
FTI Station.

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6.15.3 Development Orientation

Development Issues

The main urban issues in this area are (i) regional separation of the west area of SLEx, (ii) few commercial
and business facilities, and (iii) domination of the industrial area of the west area of SLEx.

The transport issues in this area are mainly (i) poor pedestrian environment including the facilities to cross
SLEx, (ii) poor and unsafe PUV bays, and (iii) limited access roads in built-up residential areas.

Development Orientation of this Area in Comprehensive Land Use Plan

The TCITX which is an intermodal transport terminal, and Arca South which is large-scale commercial and
residential area, will be developed to the north-east of FTI Station in Taguig City. On the other hand, few
commercial and business facilities are located in Parañaque City.

According to Paranaque Comprehensive Land Use Plan (CLUP), the industrial zone and SHZ (social
housing zone) are dominant, and the commercial zone is only along SLEx. The road network is not planned,
and there is only one access road to connect to SLEx from both the east and west built-up area.

Table 6.15.2 Land Use Plan of the FTI Station Area

Area within 800m
City Zoning Height Limit FAR
radius
Taguig Urban Core Zone 29.5 ha 14.7% None 9.0-342)
Light Industrial Zone I-1 25.2 ha 12.5% 3F1) 1.5-2.52)
Institutional Zone 4.2 ha 2.1% 4F1) 2.52)
Pasig Residential 5 R-5 1.3 ha 0.6% 5F/ 16m1) 6.0-9.02)
Commercial 3 1.5 ha 0.7% 16-60F/ 19-181m1) 9.0-342)
Parañaque Residential - II 5.6 ha 2.8% 3-5F/ 10-15m1) 1.3-3.02)
Residential - III 11.9 ha 5.9% 3-12F/ 10-36m1) 41)
Social Housing Zone SHZ 41.9 ha 20.9% 12-18F/ 36-54m1) 41)
Industrial - II 74.6 ha 37.1% 21m1) 2.5-3.02)
Commercial III 5.4 ha 2.7% 16-60F/ 40-180m1) 71)
Total 201 ha 100.0%
Source: 1) CLUPs of Pasig City, Taguig City, Parañaque City, 2) National Building Code

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Source: CLUPs of Pasig City, Taguig City, Parañaque City

Figure 6.15.7 Land Use Zoning Map of of FTI Station Area

Vision and Development Orientations

The FTI Station will be a transfer station with the planned NSCR, existing PNR and the planned TCITX.
After the opening of these stations and the terminal, it is expected that many passengers will transfer among
them inside and around station/terminal. Furthermore, after the opening of Arca South, it is expected that
many commuters, visitors and new residents will use FTI Station and walk to Arca South on foot. While
the west area of SLEx is rather isolated, it is expected that new pedestrian facilities will be developed to
connect to FTI Station and the east area for regional integration. For this, the development vision and
orientations are proposed as follows:

Vision: “The FTI Station Area will be a south competitive suburban center with a transport hub connecting
three railways and TCITX.”

Development Orientations:

 To develop intermodal terminal of three railways and TCITX

 To strengthen a function as a south suburban center
 To promote regional integration of west area of SLEx

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Source: JICA Study Team

Figure 6.15.8 Development Orientation of FTI Station Area

Urban Development Plan

To strengthen the capacity of a south suburban center with a transport hub, potential areas for urban
development are:

(i) Development of underground mall at FTI Station: There are three railways at FTI Station, so
many transit passengers are expected. Along its concourse and pedestrian space, it is expected to
develop an underground mall to attract those passengers for shopping and resting.

(ii) Urban redevelopment at the east of the station as a south terminal gateway: The planned
TCITX will not be directly connected to FTI Station. Passengers need to walk about 250m for
transfer, and the capacity of the proposed loading and unloading space is limited after the opening
of the planned railways and development areas. For this reason, it is proposed to promote an urban
redevelopment of the factory area into mixed-use buildings with a station plaza, parking and
commercial facilities which are convenient for commuters and local residents, who are different
target users of TCITX and Arca South.

(iii) Urban redevelopment of the west industrial area to develop public facilities: In the mid-term,
a station plaza, a park, public service facilities will be developed around the station entrance along
the West Service Road.

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(iv) Urban redevelopment of the west industrial area to promote commercial and public services:
After the development of various railways and TCITX, land values of the west area of SLEx will
also increase in the medium- and long-term. After the relocation of existing industrial facilities,
these lands will be converted to mixed-use land to accommodate commercial, business, public
service and residential facilities. Since the FTI Station area is a north-east gateway of Parañaque
City, it is proposed to develop a suburban center for the city by providing public services, amenities,
cultural activities, natural environment, etc.

As for the CLUP amendment, it is proposed to

designate the area at the north-east side of FTI
Station as “Urban Core Zone” of Taguig City, which
will promote integration between FTI Station and
TCITX with other services. In Parañaque City, it is
proposed to convert from the existing Industrial
Zone into the “Special Commercial District” to
provide various urban services. The existing
industrial zone along SLEx will be converted to
“Commercial I” to develop service facilities with
enough pedestrian space.

Transport Development Plan

The main objectives of transport development are to

provide and improve intermodal transfer facilities, Source: JICA Study Team

improve pedestrian environment and improve Figure 6.15.9 Proposed Amendment of CLUP
and TOD Area
accessibility to the built-up area.

(i) Provide and improve intermodal transfer facilities: Since the FTI Station area becomes the
southern transport hub of Metro Manila, a good intermodal transfer facility for public transport
modes such as station plaza is essential (Figure 6.15.8). In addition, the existing PUV bays need to
be improved, especially the one along the northbound of W-Service Road. There is no sidewalk
and people need to cross the W-Service Road to board or alight at the existing PUV bay along the
northbound of W-Service Road.

(ii) Improve the pedestrian environment: In order to increase foot traffic rather than vehicle traffic,
it is necessary to improve the pedestrian environment, especially within 800m radius from FTI
Station. In case of FTI Station area, sidewalks along E-Service Road, W-Service and Cucumber
Road needs to be improved. The priority section is between the entrance of MMSP and TCITX.

In addition, currently people can cross SLEx/Skyway only at the intersection of C5 and
SLEx/Skyway or the intersection of General Santos Ave. and SLEx/Skyway, which is about 1-2km
from MMSP FTI Station. Therefore, it is recommended to provide another connection near MMSP
FTI Station for better access.

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Source: JICA Study Team

Figure 6.15.10 Candidate Roads for Sidewalk Development in FTI Station Area

(iii) Improve the accessibility to the built-up area: In order to access to the residential area at the
west side of SLEx/Skyway, the available access roads are only Merville Access Rd. and Edison
Ave. Therefore, additional access roads from W-Service Road can be considered when the
industrial area along this road is redeveloped.

(iv) Provide better traffic management at/around station plaza: Even if all the necessary hard
infrastructure is provided, the users are the key to mitigate the traffic congestions. Therefore, the
traffic regulation should be strictly enforced around FTI Station as well as at the station plaza.

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TOD Project List

In order to achieve the development vision, the proposed TOD projects are shown in Table below.

Table 6.15.3 TOD Project List of FTI Station Area

Immediate Medium &
Short-term Financial
Type Project Name (before MMSP Long-term
(2022-2025) Source
opening) (after 2025)
Urban FT-U-1 CLUP amendment LGU
Project FT-U-2 Development of underground mall Private
FT-U-3 Urban redevelopment of east area Private, LGU
Urban redevelopment of west
FT-U-4 industrial area (station plaza, park, Private, LGU
public service facilities)
Urban redevelopment of west
FT-U-5 industrial area (mixed-use Private
development)
Transport FT-T-1 Station Plaza at MMSP Entrance MMSP
ODA
Project Component
FT-T-2 TCITX DOTr
FT-T-3 Station Plaza at W-Service Road ODA
FT-T-4 Improvement of other PUV bays DPWH
FT-T-5 Underground Walkway under
ODA
SLEx/Skyway
FT-T-6 Improvement of sidewalk DPWH
FT-T-7 Provide new access roads DPWH/LGU
FT-T-8 Traffic management around the
MMDA/LGU
station
Source: JICA Study Team

6.15.4 MMSP Action Plan

Current Situation and Issues

Since the East Service Road in front of FTI Station runs along the industrial areas, about 10-15% of the 4-
vehicles traffic is occupied by the trucks. However, it is not safe and comfortable for pedestrians to walk
due to the lack of appropriate sidewalks. In addition, the there is a buffer area between the East Service
Road and PNR alignment, and the area is full of weeds and no fence to avoid people to go inside the buffer
areas or PNR alignment.

Concept Plan

FTI Station District will be a south transit hub of Metro Manila together with NSCR and TCITX. The station
district development will also provide good accessibility to MMSP station as well as improve the traffic
situation around the station. The development components are as follows:

(i) MMSP Entrance: It is planned to have three entrances; one near the intersection of E-Service
Road and Cucumber Road, one near the intersection of E-Service Road and Nara Street, and another

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one at the west side of SLEx/Skyway which is planned to be provided by NSCR.

Table 6.15.4 List of Station Entrances of FTI Station

No. Direction
1 • ARCA South • PNR FTI Station
• TCITX • East side of Skyway
2 • East side of Skyway
3 • West side of Skyway • Robinsons Supermarket
Source: JICA Study Team

(ii) Intermodal transfer facilities: Since TCITX is constructed near FTI Station, only
loading/unloading bay or curbside stop together with open space will be provided at Entrance 1 and
Entrance 2 as MMSP while a station plaza along West Service Road shall be provided by NSCR.

TCITX
(construction)

1 2

MMSP FTI Station NSRP FTI Station

SLEx/Skyway Pedestrian Path

(by NSRP)
West Service Road

3
Robinson’s
Supermarket
Station Plaza
(by NSRP)
La Suerte Cigar
And Cigarette Honda AIR21
Factory Philippines
Station Facilities Road & Transport Facilities
Underground station New PUV bay (ODA)
1 Entrance/Exit (stairs and/or ESC)
Elevator (MMSP Entrance/Exit)

Source: JICA Study Team

Figure 6.15.11 Key Plan of FTI Station

Layout Plan of Loading/Unloading Bays

Considering the space availability at Entrance 1 and Entrance 2, a loading/unloading bay for PUVs shall be
provided at Entrance 1 while a curbside stop for private vehicles shall be provided at Entrance 2. Both the
loading/unloading bay and the curbside stop will be equipped with a shelter for waiting passengers. The
Aside from loading/unloading bays, bicycle parking shall be also provided at Entrance 1.

There are some vehicle parking spaces at both Entrance 1 and Entrance 2. These parking will be used by
the station staff but not passengers.

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Bicycle
Parking For PUVs
For Private Vehicles

Source: JICA Study Team

Figure 6.15.12 Layout Plan of Loading/Unloading Bays of FTI Station

6.15.5 Required Traffic Management at/around FTI Station

Since the width of East Service Road in front of station entrances is limited, it is necessary to enforce the
strict parking prohibition of PUVs and private vehicles except designated loading and unloading bays. In
addition, the proper pedestrian crossings may also need to be installed considering the railway users coming
from the north by vehicles.

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6.16 Terminal 3 Station

6.16.1 Current Situation

The station will be located at the parking area of Ninoy Aquino International Airport (NAIA) Terminal 3
(T3) which is in front of the terminal building.

Demography

The population in Pasay City has been increasing and reached about 417,000 people in 2015. On the other
hand, the population growth in Terminal 3 Station area was much higher than the one of the cities in the
period of 2010-2015 (Table 6.16.1).
Table 6.16.1 Population
Population (person)
Area
2000 2010 2015
Pasay City 354,908 392,869 416,522
(Annual Average Growth Rate) - (1.02%) (1.18%)
Terminal 3 Station Area58 21,735 21,398 25,268
(Annual Average Growth Rate) - (-0.16%) (3.38%)
Source: PSA

Land Use

Since the station is located at NAIA T3, about half of the project affected area is occupied by NAIA.
Another half is a mixture of residential areas, commercial and business areas and Villamor Air Base Golf
Course. One of the Central Business Districts (CBDs) in Metro Manila, called Newport City, is also located
at the east side of NAIA T3. NAIA T3 and Newport City is connected by Runway Manila which is a 220
meters long pedestrian overpass over the NAIA Expressway (NAIAx).

Transport and Traffic Situation

There are eight routes of the Premium Point-to-Point (P2P) Bus Service, which connects NAIA T3 and
Alabang Town Center, Araneta Center, Ayala Mall South Park, Clark International Airport, Nuvali Solenad
2, Robinsons Galleria, Robinsons Tagapo, and Starmall Alabang. In addition, jeepneys are also operated
between Andrew Ave. and EDSA, the service road of SLEx/Skyway, and Roxas Blvd.

The number of flight passengers at T3 was more than 23 million in 2019. Of which, the number of
international flight passengers has increased dramatically with 10% per year in the period of 2015-2019.
The share of domestic flight passengers was 53% while international flight passengers was 47%. Regarding
the monthly fluctuation, May was the high season while the low season was September. The number of
daily passengers was about 63,500 passengers on average. (Figure 6.16.3)

Relevant Projects

Currently, an unsolicited proposal on the NAIA rehabilitation project is under discussion. Since this is not

58 The population was calculated based on the barangay population within 800m radius from the station.

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approved yet, no detail information is available. However, the project was proposed by so-called NAIA
super consortium composed of Aboitiz Infra Capital, Inc; AC Infrastructure Holdings Corp.; Alliance
Global Group, Inc.; Asia’s Emerging Dragon Corp.; Filinvest Development Corp.; JG Summit Holdings,
Inc.; and Metro Pacific Investments Corp.

In addition, Philippine Skylanders International, Inc. (PSI) is planning to build the cargo building at the
north side of terminal building of T3.

NAIA T3 Terminal Building

NAIA T3 Terminal Parking

Runway Manila

Source: JICA Study Team

Figure 6.16.1 Existing Situation of Terminal 3 Station

Source: JICA Study Team Source: MIAA

Figure 6.16.2 Existing Public Transport Figure 6.16.3 No. of Flight Passenger at T3
Network around Terminal 3 Station in 2019

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6.16.2 Voices of Visitors59

Area Environment: The overall satisfaction rate on area environment by visitors in the Terminal 3 Station
area is relatively high with 73%. However, their evaluation on traffic congestions and traffic safety is low.
This might be related to the heavy traffic situation around the NAIA. (Figure 6.16.4)

Travel Environment: Compared to the overall evaluation on area environment, the satisfaction rate on the
overall travel environment is lower with 65%. The evaluation on each indicator is almost the same. (Figure
6.16.5)

Source: JICA Study Team Source: JICA Study Team

Figure 6.16.4 Assessment on Area Figure 6.16.5 Assessment on Travel

Environment Environment

Facilities Needs for MMSP Station: Visitors put

more importance on the pedestrian infrastructures
and public transport infrastructures rather than
facilties for private vehicles. (Figure 6.16.6) In light
of the assessment on the current travel environment,
all kinds of pedestrian infrastructures such as
sidewalks, street trees and safe crossing faciltiies
and better PUV bays should be considered in the
station area development. Aside from the transport Source: JICA Study Team
facilities, the needs on provision of information Figure 6.16.6 Transport Facility Needs at
center/maps and adaptation of universal design are MMSP Station
high.

59 TOD Interview Survey was conducted in August 2019 by JICA Study Team, targeting 148 visitors within 800 meters radius
from Terminal 3 Station.

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6.16.3 Development Orientation

Development Issues

The main urban issue in this area is lack of competitive and attractive facilities around T3 as an airport city.

The transport issues in this area are (i) limited access to T3 by PUV, (ii) Not user-friendly PUV bays at
Terminal 3 Arrivals Area, and (iii) poor traffic enforcement at the Terminal 3 Arrivals Area

Development Orientation of this Area in Comprehensive Land Use Plan

The station area within an 800 meters radius belongs to Pasay City. In Pasay Comprehensive Land Use
Plan (CLUP), almost half of the area is occupied by Airport Complex Zone, and one-fifth by Parks and
Recreation (Villamor Air Base Golf Course). Newport City is designated as a mixed-use zone, where many
hotels and apartment complex are clustered.

Table 6.16.2 Land Use Plan of the Terminal 3 Station Area

City Zoning Area within 800m radius Height Limit FAR
Pasay Residential R-3 35.3 ha 17.6% 3-5F1) 1.8-8.12)
Commercial C-2 1.1 ha 0.6% 6F/ 19m1) 3.6-9.02)
Mixed Use 25.2 ha 12.6% None 9.0-342)
Institutional 1.2 ha 0.6% None 9.0-342)
Planned Unit Development 1.0 ha 0.5% None 9.0-342)
Airport Complex 93.2 ha 46.3% 150feet (app. 45m)3) 9.0-342)
Parks and Recreation 34.8 ha 17.3% None 9.0-342)
Special Institutional Zone 9.3 ha 4.6% None 9.0-342)
Total 201ha 100%
Source: 1) CLUP of Pasay City, 2) National Building Code, 3) Civil Aviation Regulation

Source: CLUP of Pasay City

Figure 6.16.7 Land Use Zoning Map of Terminal 3 Station Area

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Vision and Development Orientations

The Terminal 3 Station will be a terminal station of MMSP Phase 1. It is expected that many international
and domestic T3 users will use Terminal 3 Station to access to the city center by rail. Furthermore, this
station will be a gateway of Newport City by public transport. For this, the development vision and
orientations are proposed as follows:

Vision: “The Terminal 3 Station Area will be a strategic and competitive gateway of NAIA and Newport
City with convenient access and transfer.”

Development Orientations:

 To promote smooth and convenient access and transfer at and around T3;
 To formulate a competitive and attractive airport city to attract airport and railway users as well as
residents

Source: JICA Study Team

Figure 6.16.8 Development Orientation of Terminal 3 Station Area

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Urban Development Plan

To promote a competitive and attractive airport city

around Terminal 3 Station, potential areas for urban
development are:

(i) Development of a station building:

Terminal 3 Station will be constructed at the
existing at-grade car parking between NAIA
T3 and NAIAx. After construction of the
underground Terminal 3 Station, a station
60
building will be constructed .The
underground mall will be developed to
attract both railway and airport users.

(ii) Development of MICE complex: At a

vacant land site at the north of NAIA T3,
MICE facilities such as a convention center, Source: JICA Study Team
exhibition hall, theater, airport hotel, etc., Figure 6.16.9 Proposed Amendment of CLUP
will be developed to attract international and TOD Area
visitors by taking advantage of direct access from the airport.

(iii) Mixed-use building with station plaza: At the existing parking building on the opposite side of
NAIAx, it will be redeveloped as a mixed-use building with a loading and unloading space. Airport
users from the south will be able to drop off cars here and pass-through Runway Manila to access
to NAIA T3 directly.

Since most of the station area within 800m radius from the station are occupied by NAIA and Newport City
where land use conversion is not expected, it is not necessary to amend the Pasay City Comprehensive
Land Use Plan (CLUP), where the T3 station area belongs to. By designating TOD area, it is proposed to
secure access roads especially pedestrian facilities to ensure pedestrian safety.

Transport Development Plan

The main objectives of transport development are to improve the shuttle services between T3 and T1/T2,
provide multi-story parking buildings, develop intermodal transfer facilities, and improve traffic
management along Terminal 3 Departure Road and Terminal 3 Arrivals Area.

(i) Improve the shuttle services between T3 and T1/T2: An Airport Loop Bus is operated among
T1, T2 and T3 by MIAA. The service is operated for 24 hours. During daytime a bus leaves about
every 30 minutes. From 11 p.m. to 5 a.m. it’s every 50 minutes. Since MMSP Phase 1 will be

60 If a building would be constructed directly above Terminal 3 Station, impacts of its location and height (building load) on the
station need to be studied.

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opened only up to T3, the good shuttle services from T3 to T1 and T2 can encourage T1 and T2
users to take the subway.

(ii) Provide multi-story parking building: Currently, there are one 5-story parking facility and one
open parking lot. However, in order to make use of large open parking space in front of terminal
building, it is advisable to develop a multi-story parking building at this space in an integrated
commercial and business building (Figure 6.16.8).

(iii) Develop intermodal transfer facilities: Passengers by P2P and Airport Loop Bus can enter
Terminal 3 Arrival Areas while jeepney users need to board/alight along Andrews Ave. The bays
of P2P and Airport Loop Bus are allocated along the second bay from the terminal building.
Therefore, the passenger always needs to cross the road. For the jeepney users, there is no
designated bay along Andrews Ave. and people cross 1 to 8-lane roads to board jeepney illegally.
Therefore, the proper provision of intermodal transfer facilities is necessary. A PUV bay for the
terminal can be provided in front of terminal building instead of a private vehicle bay. For the
waiting spaces for those PUVs, it can be provided at the ground floor of the multi-story parking
mentioned above. For Andrews Ave., a small PUV bay for northbound travelers can be provided
near Runway Manila and for southbound one can be provided near the pedestrian entrance of airport
parking.

(iv) Improve the traffic management along Terminal 3 Departure Road and Terminal 3 Arrivals
Area: In order to improve the access to and egress from NAIA T3, the vehicle traffic situation
along Terminal 3 Departure Road and Terminal 3 Arrivals Area should be regulated properly.
Especially, the Terminal 3 Arrivals Area is congested heavily by pick-up vehicles though there are
traffic enforcers. Some cars are just waiting along the bay for more than 10 minutes, which causes
unnecessary traffic along bays.

TOD Project List

In order to achieve the development vision, proposed TOD projects are shown in Table below.

Table 6.16.3 TOD Project List of Terminal 3 Station Area

Immediate Medium & Long-

Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)

Urban T3-U-1 CLUP amendment LGU

Project
Station building development
T3-U-2 Private
above T3 station

MICE complex development at

T3-U-3 Private
the north of NAIA T3

Mixed-use building development

T3-U-4 Private
on the opposite side of NAIAx

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Immediate Medium & Long-

Short-term
Type Project Name (before MMSP term Financial Source
(2022-2025)
opening) (after 2025)

Transport T3-T-1 Improve Airport Loop Bus DOTr/MIAA

Project
T3-T-2 Provide multi-story parking MIAA/Private
buildings Sector

T3-T-3 Develop intermodal transfer MIAA/Private

facilities Sector

T3-T-4 Traffic Management at T3 MMDA/MIAA

Source: JICA Study Team

6.16.4 MMSP Action Plan

Current Situation and Issues

Arrival and Parking Access Road is usually experiencing the traffic congestions due to pick-up vehicles for
passengers. Some vehicles just wait along curbside even his/her passenger does not arrive at the arrival area.
In addition, jeepneys cannot enter Arrival and Parking Access Road. So, jeepney users need to cross three
entire open parking to get jeepneys along Andrews Ave.

Concept Plan

The station district development will also provide good accessibility to MMSP station as well as improve
the traffic situation around the station. The development components are only station facilities. The location
of station entrances is still under discussion. However, several entrances shall be provided at/near the
terminal building.

(i) MMSP Entrance： There will be two entrances above the station box. One at the north side will
be equipped with only an elevator while another at the south side will be with the stair and escalator.

(ii) Intermodal Transfer Facilities：Since Terminal 3 Station is located at the airport and there are the
loading and unloading bays in front of the terminal building, the additional intermodal transfer
facilities will not be provided.

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Shrine of Saint
Therese of the
One Palm Tree Villas Child Jesus

NAIAx

NAIA
1 2
Terminal 3 Parking
Area
Runway Manila

NAIA
Terminal 3

Source: JICA Study Team

Figure 6.16.10 Key Plan of Terminal 3 Station

6.16.5 Required Traffic Management at/around Terminal 3 Station

Although the additional loading and unloading facilities are not provided by MMSP, the safe route from
the station entrances to the airport terminal should be secured. In addition, PUV loading and unloading bays
may be needed along Andrews Ave. under NAIAx. However, these facilities should be considered in
integrated manner with the redevelopment plan of open parking of T3.

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6.17 Non-Railway Business for MMSP

6.17.1 Principles of NRB Planning

(1) EKINAKA

EKINAKA is a business that rents out rooms inside the station as stores and earns rental fee. Since the costs
to install equipment for EKINAKA are high in underground stations, it is important to examine business
opportunities in terms of the number of railway passengers and pedestrians in front of EKINAKA spaces.
If the number of pedestrians is less, profitability of EKINAKA would be low. Therefore, it will be difficult
to operate EKINAKA in this space. Furthermore, in order to ensure smooth passenger flow, it is required
to ensure enough space at and around EKINAKA.

(a) Types of EKINAKA

EKINAKA is a business that aims to meet demands of consumers and provide daily services for them
(Figure 6.17.1):

(i) Stores: sell goods, stationaries and commodities;

(ii) Drug store: sell medicines, cosmetics and sanitary goods;
(iii) Convenience store: sell foods and commodities;
(iv) Food and sweets store: sell breads, sweets and foods;
(v) Café and restaurant: sell and provide dining space for drinks and foods; and,
(vi) Service and beauty care: massage, beauty salon, nail salon and clinic.

Bakery Drug Store Cafe

Clothing Shop Convenience Store Food and Sweets Store

Source: JICA Study Team

Figure 6.17.1 Examples of EKINAKA

(b) Location of EKINAKA for Station Layout Plan

It is necessary to consider following criteria to select appropriate location of EKINAKA as a part of station
layout plan.

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(i) Location near ticket gates: EKINAKA shall be located near ticket gates where many passengers pass
through, so that passengers can find EKINAKA easily. If ticket gates of entry and exit are separated,
an exit ticket gate has a priority to locate EKINAKA.
(ii) Consideration of passenger flow (Figure 6.17.2): EKINAKA shall be located where not to interfere
with passengers as much as possible for safety and smooth passenger movement. The clearance space
around EKINAKA shall be secured considering the number of passengers and its flow.

1) Continuous Row of Other Rooms 3) Facetted Corner along Passenger Flow

2) Located at Facetted Corners or with Few Passengers

Source: JICA Study Team

Figure 6.17.2 EKINAKA Location Considering Passenger Movement
(iii) Location outside ticket gates (Located in unpaid area): EKINAKA space shall be planned outside
ticket gates (i.e., unpaid area) because;
 As the first subway in the Philippines, passenger safety and smooth movement inside the ticket
gate (i.e., in paid area) has the most priority;
 It is difficult to secure routes to deliver commodities to EKINAKA because of limited space in
paid area; and,
 Eating and drinking at paid area is prohibited at existing LRT and MRT stations.

(c) Required Equipment and Facilities for EKINAKA

The equipment and facilities shown in Table 6.17.1 will be installed at planned EKINAKA space. In
addition to these equipment, disaster prevention equipment and fire shutters required by law will be also
installed. However, proposed items are a generic example in Japan. It is necessary to verify the
specifications and capacity in the Philippines.

Although MMSP operator and/or DOTr need to decide if they open EKINAKA after operationalization,
initial installment of equipment together with station facilities is cheaper than installment after station
operation. Therefore, these equipment is already a part of design at the potential EKINAKA spaces.

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Table 6.17.1 Designed Equipment/Facilities for EKINAKA

Specification
Facility Only EKINAKA
Item Unit Common Capacity
stores in paid area

Single-phase three-wire system with 100V/200V VA/ m2 350 200

Electrical equipment
Three-phase three-wire system with 200V VA/m2 350 -

Water supply and drainage Water supply L/m 50 50

equipment Water supply diameter A 25 25

Air conditioning equipment Air conditioning load W/m2 350 190

General ventilation m2/h 1,200 1,200

Ventilating facilities
Kitchen ventilation m3/h m2 40 -

Source: JICA Study Team

(2) Vending Machine Business and ATM Business

Vending machine business and ATM business are a kind of business to earn only from the rent of the space
by dealers. This type of business has low business risk for railway operators since they shoulder only the
cost of power supply.

It is advisable to install vending machine and ATM at the places with high passenger flow and visibility,
but machines should not disturb the passenger flows. In order to install machines, power supply facilities
need to be provided. In Japan, due to change in the customer needs because of change in lifestyle, delivery
lockers, mobile phone charging station, workspace and others have been introduced at stations recently.
Like this way, it is important to introduce services at stations that responds on the change in customer’s
needs to improve convenience to railway users.

For MMSP, it is suggested to provide power source at platform and concourse levels to enable to install
vending machines. In regard to location plan of vending machines, they would be installed around the center
of platform level. They would be placed the behind stairs and escalators for island type platform and along
the walls for separate platform. In any case, the vending machines should not disturb the passenger flow.
For the concourse level, the machines would be installed near ticket gate without disturbing passenger flow.

(3) Advertisement Business

There are two types of advertisement business as NRB. One is station advertisement at stations, and another
is fleet advertisement such as advertising inside train cabin and wrap ads of car body. Advertisement
business can be done by utilizing the spaces of railway facilities with low running cost. Therefore, if there
are any client, advertising business is a high profitable business for railway operators.

(a) Location and Types of Advertising

The example of station advertising and railway fleet advertising are shown below. For the station
advertising, the location should be studied considering the passenger flow and the number of passengers.
Station information announcement is also required at some places, so that the coordination between station
advertisement and information announcement is required.

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Wall Columns

Stair Wall Platform Flats

Stickers at Ticket Gates

Floor

Display Columns Display Walls

Source: JICA Study Team
Figure 6.17.3 Examples of Station Advertising

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1．Ads on Train 2．Wall Poster next to Door 3．Flame Poster on the Wall next to Connection Door
4．Flame Poster above Door 5. Door Stickers 6．Window Sticker 7．Above Door Sticker
8．Above Window Sticker
Source: JICA Study Team

Figure 6.17.4 Examples of Cabin Advertisement

(b) Required Facilities for Advertising

There are three types of posting method for advertisement poster as station advertising which are an
internally illuminated sign, a digital signage, and a poster. Among them, an internally illuminated sign and
a digital signage requires the power supply. Therefore, it is advisable to design and install power supply
system based on the advertising layout plan to avoid the additional construction later on. In digital signage,
it is common to distribute advertising data by wireless LAN or LTE. In the advertising business, it is
desirable that the agency decides the location of the advertisement. Also, it is recommended that the agency
installs, holds, and maintains the assets of the equipment necessary for advertising space, digital signage,
etc., and collects those funds from the income from the client.

(4) Example of Ekinaka Layout in Japan

Figure 6.17.5 shows the layout and photographs of Japanese railway stations. Vending machines and ATM
are placed in prominent places near ticket gates. Generally, it is placed along the wall so as not to affect
passengers. ATM and vending machines are basically installed at the request of banks and beverage
manufacturers. At Business district there are many ATM and vending machines because there are many
requests for installation.

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Source: JICA Study Team

Figure 6.17.5 Situation of In-Station Business

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6.17.2 Business Structure of NRB

(1) Typical EKINAKA Business Structure in Japan

The structure for the implementation of NRB is generally considered as the structure shown in Figure 6.17.6.
NRB is a stable business that attracts potential customers in the station premises, and is a commercial
environment with potential attractiveness. On the other hand, it is necessary to anticipate the needs of
consumers, develop optimal sales and services, and conduct NRB in a different environment other than
railway business. In addition, since the business was carried out on the line of railway users in the station
premises, collaboration with railway operators is indispensable. The business structure of NRB in Japan is
shown in Figure 6.17.6.

In the structure for NRB implementation, if the railway operator has the expertise on business distribution,
they can manage their tenants directly, thus it is possible to receive maximum amount of rental. However,
if the railway operator does not have the expertise on business distribution, it is better to consign the
management to a subsidiary (which is under the railway group) or another company that has experience on
business distribution to conduct the business inside the station. In Japan, the Model (System) for NRB
implementation generally uses the subsidiary system to manage the tenant management business. In this
manner, the railway group can maximize their revenues and accumulate knowledge to manage tenants.

For the advertisement business and the vending machines business, a structure similar to the following can
be considered.

Source: JICA Study Team

Figure 6.17.6 In-Station Business Structure

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(2) EKINAKA Business Structure of Existing Urban Railways in Metro Manila

EKINAKA business structure of LRT2 and MRT3 in Metro Manila is shown in Figure 6.17.7 Most of
tenants of EKINAKA are managed by concessionaires. The concessionaires sublease the EKINAKA spaces
to tenants by recruiting, contract making, and collecting rental fees from tenants as a management body of
tenants.

〔LRT2〕 〔MRT3〕

Owner ＬＲＴＡ ＭＲＴＣ

Concession Concession
Conces
Operate and Maintain Direct contract MRTDevco
sionaire
[third-party concessionaires]
Sublease Sublease

Ａ Ｂ Ｃ Ａ Ｂ Ｃ
In-Station Business
Ｔｅｎａｎｔｓ Ｔｅｎａｎｔｓ

Source: JICA Study Team collected from LRTC and MRTC

Figure 6.17.7 Current EKINAKA Business Structure of LRT2 and MRT3

(3) Proposed Implementation System for MMSP NRB

Among the NRB of MMSP, it is recommended to implement EKINAKA business and advertising through
concessionaire or advertisement agent which is common in the existing urban railway in Metro Manila.
EKINAKA business and advertising business requires certain level of expertise because the negotiation
with tenants and advertisement client will be constantly required. A railway operator without such kind of
skill will face difficulties to manage the EKINAKA business and advertising from the beginning of MMSP
operation. Therefore, it would be better to subcontract these businesses to a private company with expertise
at first.

On the other hand, for the vending machine and ATM, which a railway operator will just lease spaces in
stations, it is ideal for a railway operator to manage and contract with client directly. These businesses do
not require a lot of know how to manage and managing these businesses without an agent can save
commissions to the agent.

(4) Rent Payment Method

The method for setting-up rentals for tenants when implementing of NRB is shown in Figure 6.17.8. In
Japan, the rent is generally managed by commission on sales or commission on sales with base rent.
Grasping the amount of the price information: taking the revenue of tenants multiplied by a certain rental
ratio, the railway operator would know the consumer needs of tenants always and replace struggling tenants
with a new tenant that able to create the attractive commercial area and receive higher revenue.

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Source: JICA Study Team

Figure 6.17.8 Rent Payment Method of NRB
It is ideal to apply the commission on sale method. However, certain mechanism including introducing POS
cashier to tenants need to be implemented. Therefore, it is more realistic to start EKINAKA business of
MMSP with fixed rent method which is popular in the Philippines.

6.17.3 Considerations for NRB implementation

The main points to consider for NRB operation inside station are described below.

(a) Carry-In Route to EKINAKA Stores

When operating the EKINAKA business, it is necessary to determine in advance the delivery route of
products to the store. Specifically, all stores shall follow the same rules of parking places for trucks at the
ground, the route to the stores in the station yard, and the transportation method so as not to affect the
railway passengers.

The security check will be an issue when bringing in products. It would be better if a special security zone
could be set up for the tenants, but that would be difficult due to space limitation. Therefore, the same
security zone as station users would be used. So, it is desirable that the carry-in time would be set to a quiet
time zone for station users, such as early morning or nighttime. If it is unavoidable to replenish products at
convenience stores or restaurants during the daytime, it is necessary to devise operational measures such as
giving priority to station customers for security checks. It is also necessary to consider using some of the
multi-purpose rooms as storage rooms for products in order to minimize the carry-in during the daytime.

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It is necessary for railway operators, store tenants, and agents to make arrangements in advance regarding
the above rules and explain these rules to new tenants in prior to start their business.

(b) Entrance and Exit of Tenant Staff

For the entry and exit of tenant staff, it is advisable to provide a tenant staff pass which they can use to pass
ticket gates. These staff should not be exempted from the security check at the station entrance.

(c) Cooking Means at EKINAKA Stores

In Japan, railway operators prohibit gas cooking and is limited to use only electric cooking as cooking
method of stores inside stations. For MMSP, after confirming the safety against the use of gas, it is
conceivable to limit to use only electric cooking as cooking method of stores.

(d) Customer for Stores at Paid Area

It is planned to have a store in the paid area of Bonifacio Global City Station. It is desirable that the stores
inside these ticket gates are basically available only for railway users. If it is possible to use only the stores
inside the ticket gate without using railway, introducing a fixed fee system for admission to the station can
be an option.

(e) Installation of Trash Bins

There would be vending machines and food and drink stores in MMSP stations. For the security reason, it
is suggested that trash bins will be placed only at the stores and not in the station area. In Japan, some
railway companies removed trash bins from the station, but problems rarely happened.

6.17.4 Proposed EKINAKA and advertisement Plan for MMSP Stations

(1) Potentials of NRB of MMSP

Potentials of NRB for each MMSP station were studied based on the number of passengers and present
condition of station areas.

Basically, it is said that there is a potential of EKINAKA business at the stations with more than 50,000
daily passengers though passengers flow is affected which differed from locations of ticket gates. It is
obvious that the EKINAKA potentials of the stations with more than 100,000 daily passengers are high
enough to provide various services to passengers, so it is proposed to secure EKINAKA spaces for these
stations. On the other hand, if EKINAKA spaces are wanted to install at the stations with less than 50,000
daily passengers, the profitability of EKINAKA cannot be assured.

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Table 6.17.2 EKINAKA Potentials and No. of Passengers of MMSP Stations

Number of Passengers (000/day)

Station Potential 2045
2025 2035
(reference)

Quirino Highway High 116 120 117

Tandang Sora Low 8 17 18
North Avenue High 97 143 142
Quezon Avenue Mid 28 65 68
East Avenue Mid 49 71 73
Anonas High 132 168 167
Camp Aguinaldo Mid 75 79 80
Ortigas High 78 97 102
Shaw High 66 85 91
Kalayaan Avenue High 72 104 105
BGC High 155 227 228
Lawton Low 36 40 41
Senate-DepEd Mid 32 63 65
FTI Mid 18 67 68
T3 Mid 36 69 74
Source: JICA Study Team

(2) EKINAKA Layout Plan of Each Station

EKINAKA space locations in each station layout plan are proposed as “Commercial/ multipurpose area”.
Initially, necessary facilities for station operation are determined such as ticket gates, ticket vending
machines, and station offices for the station layout plan. Then, EKINAKA spaces are proposed considering
the location and space of remaining area. For this, there are some stations which EKINAKA space were
not planned even the potential is high. The advertising plan in this report is an idea. Ultimately, it is
desirable that the agency decides the Ad layout plan and then installs the equipment for Ad.

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(a) Quezon Avenue Station

There is a high potential of EKINAKA business at Quezon Avenue Station which the number of passengers
in 2035 will be about 65,000 passenger/day. There are three (3) ticket gates, so that the passenger’s flows
are distributed. For this, EKINAKA spaces are proposed near the ticket gate at the center of the station,
which has the most passengers.

[EKINAKA Area] 385 sqm [Ad Area] 162 sqm

Source: JICA Study Team

Figure 6.17.9 EKINAKA Layout Plan of Quezon Avenue Station

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(b) East Avenue Station

There are no spaces for EKINAKA at East Avenue Station. But there is a potential of EKINAKA business
in this station which the number of passengers in 2035 will be about 70,000 passenger/day but.

[EKINAKA Area] No Commercial Area [Ad Area] 201 sqm

Source: JICA Study Team

Figure 6.17.10 EKINAKA Layout Plan of East Avenue Station

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(c) Anonas Station

There are no spaces for EKINAKA at Anonas Station. But there is a potential of EKINAKA business in
this station which the number of passengers in 2035 will be about 160,000 passenger/day

[EKINAKA Area] No Commercial Area [Ad Area] 221 sqm

Source: JICA Study Team

Figure 6.17.11 EKINAKA Layout Plan of Anonas Station

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(d) Camp Aguinaldo Station

There is a potential of EKINAKA business at Camp Aguinaldo Station which the number of passengers in
2035 will be about 79,000 passenger/day. EKINAKA space is located near the ticket gate taking into
consideration the availability of space for EKINAKA, ensuring visibility from the entrance and the ticket
gate, and not disturbing passenger flow.

[EKINAKA Area] 88 sqm [Ad Area] 212 sqm

Source: JICA Study Team

Figure 6.17.12 EKINAKA Layout Plan of Camp Aguinaldo Station

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(e) Ortigas Station

There is a potential of EKINAKA business at Ortigas Station which the number of passengers in 2035 will
be about 97,000 passenger/day. EKINAKA spaces are located near the ticket gate taking into consideration
the availability of space for EKINAKA, ensuring visibility from the entrance and the ticket gate, and not
disturbing passenger flow.

[EKINAKA Area] 132 sqm [Ad Area] 212 sqm

Source: JICA Study Team

Figure 6.17.13 EKINAKA Layout Plan of Ortigas Station

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(f) Shaw Station

There is a potential of EKINAKA business at Shaw Station which the number of passengers in 2035 will
be about 85,000 passenger/day. Though the spaces are limited, EKINAKA space will be located near the
ticket gate taking into consideration the availability of space for EKINAKA, ensuring visibility from the
entrance and the ticket gate, and not disturbing passenger flow.

[EKINAKA Area] 40 sqm [Ad Area] 148 sqm

Source: JICA Study Team

Figure 6.17.14 EKINAKA Layout Plan of Shaw Station

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(g) Kalayaan Avenue Station

There is a very limited space for EKINAKA at Kalayaan Ave Station while there is a high potential of
EKINAKA business in this station which the number of passengers in 2035 will be about 100,000
passenger/day.

[EKINAKA Area] 42 sqm [Ad Area] 65 sqm

Source: JICA Study Team

Figure 6.17.15 EKINAKA Layout Plan of Kalayaan Ave. Station

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(h) Bonifcio Global City Station

There is a very limited spaces for EKINAKA at unpaid area at Bonifcio Global City while there is a high
potential of EKINAKA business which the number of passengers in 2035 will be about 220,000
passenger/day. Thus, Bonifcio Global City has the highest demand among MMSP stations. For this, it is
proposed to install EKINAKA at paid area.

[EKINAKA Area] 354 sqm [Ad Area] 154 sqm

Source: JICA Study Team

Figure 6.17.16 EKINAKA Layout Plan of Bonifcio Global City

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(i) Lawton Station

There is a low potential of EKINAKA business at Lawton Station which the number of passengers in 2035
will be about 40,000 passenger/day. Furthermore, there are no spaces for EKINAKA.

[EKINAKA Area] No Commercial Area [Ad Area] No Ad Area

Source: JICA Study Team

Figure 6.17.17 EKINAKA Layout Plan of Lawton Station

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(j) Senate-DepEd Station

There are no spaces for EKINAKA at unpaid area at Senate-Deped Station which the number of passengers
in 2035 will be about 63,000 passenger/day. But there is a high potential of EKINAKA business in this
station.

[EKINAKA Area] No Commercial Area [Ad Area] 196 sqm

Source: JICA Study Team

Figure 6.17.18 EKINAKA Layout Plan of Senate-DepEd Station

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(k) FTI Station

There is a high potential of EKINAKA business at FTI Station which the number of passengers in 2035
will be about 67,000 passenger/day. Although the passengers will be spread to two ticket gates, a relative
bigger EKINAKA space was secured.

[EKINAKA Area] 280 sqm [Ad Area] 271 sqm

Source: JICA Study Team

Figure 6.17.19 EKINAKA Layout Plan of FTI Station

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(l) Terminal 3 Station

There are no spaces for EKINAKA at unpaid area at Terminal 3 Station which the number of passengers in
2035 will be about 69,000 passengers/day. But there is a high potential of EKINAKA business in this station.

[EKINAKA Area] No Commercial Area [Ad Area] 24 sqm

Source: JICA Study Team

Figure 6.17.20 EKINAKA Layout Plan of FTI Station

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(3) Business Type of EKINAKA

As shown in (2), it is difficult to attract stores in a wide range of industries and formats because the spaces
that can be secured as EKINAKA stores is limited at MMSP. Therefore, it is desirable to prioritize the
attraction of convenience stores and restaurants, which are expected to have many users and have high
profitability as Ekinaka stores. Furthermore, if there are available space for EKINAKA, it is desirable to
proceed with the examination of business type in the following priority order.
Types of stores
Convenience Store（50-100㎡）
High Food Stall
Public service facilities

Pharmacy Store（50-100㎡）
Priority

Cafe/Restaurant（30-100㎡）

Low
Service and Beauty and
General Store（30-100㎡）

Source: JICA Study Team

Figure 6.17.21 Store Type by Priority

6.17.5 Estimation of NRB Revenue of MMSP

(1) Procedure of Estimation of NRB Revenue

The procedure of estimation of NRB revenue is as follows:

Step1：Formulation of NRB plan

↓
Step2：Establishment of implementation mechanism of NRB
↓
Step3：Market research of station areas
↓
Step4：Set rent of NRB
↓
Step5：Estimation of NRB revenue

(2) Formulation of NRB plan

The coverage of NRB of MMSP includes EKINAKA, advertisement, vending machine and ATM.

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Table 6.17.3 Coverage of NRB

Type of NRB Contents and Locations
EKINAKA Locations as shown in 5.2
Advertising Locations as shown in 5.2
Vending machine 4 sets/ station for high potential station
2 sets/ station for mid and low potential station
ATM 2 sets/ station
Source: JICA Study Team

(3) Establishment of Implementation Mechanism of NRB

As for the EKINAKA and the advertising business, clients are frequently replaced and some strategies such
as rent setting are required, so the mechanism will be through agents and concessionaires. In addition, with
regards to the rent fee obtained from clients, the distribution ratio with the agency (concessionaire) will be
30% for the agency (concessionaire) and 70% for the railway company.

The ATM and vending machine businesses are businesses that rent out space inside stations and have few
negotiations with clients, so rent fees are directly paid by clients.

Ekinaka/Advertisement Business ATM/Vending Machine Business

Railway Operator Railway Operator

70% 100%
(Space owner) (Space owner)

Rent
Agency payment
(Concessionaire) 30%

Rent
payment Client

Client

Source: JICA Study Team

Figure 6.17.22 Implementation Mechanism of NRB

(4) Market Research of Station Areas

A survey of existing stores around planned locations of each MMSP station was conducted as a reference
for the potential of each MMSP station as a NRB and rent setting. In addition, based on the rent status of
existing stores at each MMSP station and the number of passengers getting on and off in the future, the
potential of each MMSP station was evaluated in descending order of AA, A, B, and C.

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Table 6.17.4 NRB Potential of MMSP Stations

Daily Passenger （000/day）
2025 2035 (Ref.) 2045 Potential
1 Qurino Highway 116 120 117 A
2 Tandang Sora 8 17 18 C
3 North Ave. 97 143 142 A
4 Quezon Ave. 28 65 68 B
5 East Ave. 49 71 73 B
6 Anonas 132 168 167 A
7 Camp Aguinaldo 75 79 80 B
8 Ortigas 78 97 102 A
9 Shaw 66 85 91 A
10 Kalayan Ave. 72 104 105 A
11 Bonifacio Global City 155 227 228 AA
12 Lawton 36 40 41 C
13 Senate-DepEd 32 63 65 B
14 FTI 18 67 68 B
15 T3 36 69 74 B
Source: JICA Study Team

Table 6.17.5 Market Research Results

Tenant Fees Area
Nearest Target Station Potential Property Name Station Type Business Type
(PHP/m2/month) (m2)
MMSP Bonifacio Global City AA 2,000 Lugaw Republic 16 MMSP Fast Food
MMSP Bonifacio Global City AA 2,500 Epicerie 120 MMSP Restaurant
MMSP Bonifacio Global City AA 2,500 Bari-Uma Ramen 30 MMSP Restaurant
MMSP Bonifacio Global City AA 2,500 Lartizan 120 MMSP Restaurant
MMSP Bonifacio Global City AA 1,530 Seattle`S Best 97.17 MMSP Coffee Shop
MMSP Bonifacio Global City AA 3,000 Banapple 120 MMSP Restaurant
MMSP Bonifacio Global City AA 2,200 Toby`S Estate 20 MMSP Coffee Shop
MMSP Bonifacio Global City AA 2,000 Dizon Farm 30 MMSP Fruitstand
MMSP Bonifacio Global City AA 2,000 New York Pizza 20 MMSP Pizza Restaurant
MRT 3 Cubao A 2,000 Jolibee Foods Corporation Existing Station Fast Food
LRT 2 Araneta-Cubao A 400 Mercury Drug 200 Existing Station Drug Store
LRT 2 Araneta-Cubao A 2,500 Mcdonald's Aurora 200 Existing Station Fast Food
MRT 3 North Avenue A 1,000 Turks 20 Existing Station Fast Food
MRT 3 North Avenue A 500 Lutong Bahay 40 Existing Station Fast Food
MMSP Quirino Highway A 600 Pork Barrel Grill And Restaurant MMSP Restaurant
MMSP Anonas A 1,000 Pares Ni Ivan 120 MMSP Restaurant
MMSP Anonas A 900 Nara Kimbob 68 MMSP Restaurant
MMSP Anonas A 1,200 McDonald’s MMSP Fast Food
MMSP Anonas A 1,200 Jollibee MMSP Fast Food
MMSP Anonas A 800 7 Eleven MMSP Convenience Store
MMSP Ortigas A 1000 Family Mart - Union Bank Plaza 200 MMSP Convenience Store
MMSP Ortigas A 300 Starbucks MMSP Coffee Shop
MMSP Ortigas A 2,500 Jollibee MMSP Fastfood Restaurant
MMSP Kalayaan Avenue A 2,300 Denny`S 220 MMSP Restaurant
MMSP Kalayaan Avenue A 2,500 Jolibee Foods Corporation MMSP Fast Food
MMSP FTI B 400 Mercury Drug Store MMSP Drug Store
MMSP Quezon Avenue B 1,200 Café Oikoumene 110 MMSP Restaurant
MMSP East Avenue B 400 Mercury Drug 550 MMSP Pharmacy
MMSP East Avenue B 1,200 Jollibee 700 MMSP Fast Food
MMSP East Avenue B 1,200 Chowking 320 MMSP Fast Food

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Tenant Fees Area

Nearest Target Station Potential Property Name Station Type Business Type
(PHP/m2/month) (m2)
Café And
MMSP East Avenue B 600 Café Oley 190 MMSP
Restaurant
MMSP Camp Aguinaldo B 550 Javels Tapsihan 33 MMSP Fast Food
MMSP Tandang Sora C 1,000 McDonald's 700 MMSP Fast Food
MMSP Tandang Sora C 800 7 Eleven 187 MMSP Convenience Store
MMSP Tandang Sora C 920 Julie's Bakeshop 76 MMSP Bakery
MMSP Lawton East C 1,200 Kfc 250 MMSP Restaurant
MMSP Lawton East C 800 7 Eleven 50 MMSP Convenience Store
Source: JICA Study Team

(5) Set up of rent fee of NRB

The rent for estimating the revenue is set with reference to the rent of existing stores and the status of NRB
in existing urban railways. The rent is set according to the potential of the station.

(a) EKINAKA

Since the EKINAKA has a high potential to attract customers, it is possible to set the rent higher than the
rent of general tenants around the station. Therefore, when setting the rent, the rent was set higher than the
rent of the surrounding tenants.

In addition, the rent form will be fixed rent, and 30% of the rent from the tenant will be the income of the
agency and 70% will be the income of the railway company.

Table 6.17.6 Rent for EKINAKA

Existing Shop Railway Operator
MMSP Tenant Fee Concessionaire 30%
Market Potential Average Tenant Fee 70%
(Php/ m2/month) (Php/m2/month)
(Php/ m2/month) (Php/ m2/month)
AA 2,248 2,500 750 1,750
A 1,294 1,500 450 1,050
B 793 1,000 300 700
C 944 1,000 300 700
Source: JICA Study Team

(b) Advertising

The rent of the advertising is set with reference to the indoor advertising rent (PHP303/m2/ month) of LRT1
stations.
Table 6.17.7 Ad Fee
Ad Fee
Market Potential
(Php/ m2/month)
AA 1,500
A 1,000
B 500
C 303
Source: JICA Study Team

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(c) ATM, Vending Machine

The rent of the ATM and the vending machine is set with reference to the fees of LRT1 stations.

Table 6.17.8 Rent for ATM and Vending Machine

Rental Fee Rental Fee

Market Potential [ATM] [Vending Machine]
(Php//month) (Php//month)
AA, A, B, C 20,000 6,000
Source: JICA Study Team

(6) Result of Estimation of NRB Revenue

As a result, the annual NRB revenue is estimated about 65 million pesos.

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 Table 6.17.9 Estimated NRB Revenue
Total (PHP) Total (PHP) Quirino Tandang North Quezon Camp Kalaayan Senate-
Station Name East Ave. Anonas Ortigas Shaw BGC Lawton FTI T3
(Yearly) (Monthly) Hwy. Sora Ave. Ave. Aguinaldo Ave. DepEd
Potential A C A B B A B A A A AA C B B B
40,458,600 3,371,550 0 0 1,995,000 269,500 0 0 61,600 138,600 42,000 44,100 619,500 0 0 196,000 0
Fee[Railway
EKINAKA php/month 1,050 700 1,050 700 700 1,050 700 1,050 1,050 1,050 1,750 700 700 700 700
Operator]
Area SQM 0 0 1,900 385 0 0 88 132 40 42 354 0 0 280 0
15,131,152 1,260,929 83,852 10,139 83,852 56,666 70,249 154,555 74,111 148,221 103,444 45,388 161,499 0 68,555 94,805 8,400
Ad. Fee[Railway
php/month 700 212 700 350 350 700 350 700 700 700 1,050 212 350 350 350
Business Operator]
Ad Area SQM 120 48 120 162 201 221 212 212 148 65 154 0 196 271 24
7,200,000 600,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000 40,000
Rental Fee php/month 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000 20,000
ATM
Number of
台 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
units
3,168,000 264,000 24,000 12,000 24,000 12,000 12,000 24,000 12,000 24,000 24,000 24,000 24,000 12,000 12,000 12,000 12,000
Vending Rental Fee php/month 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000 6,000
Machine Number of
4 2 4 2 2 4 2 4 4 4 4 2 2 2 2

6-297
units
TOTAL 64,728,426 5,394,035
Source: JICA Study Team
The Detailed Design Study of the Metro Manila Subway Project in the Republic of the Philippines
DRAFT FINAL REPORT Part I: Facility Planning and Design
 The Detailed Design Study of the Metro Manila Subway Project in the Republic of the Philippines
DRAFT FINAL REPORT Part I: Facility Planning and Design

6.18 Pedestrian Bridge

6.18.1 Design Standard, Laws and Guidelines

The design criteria of pedestrian bridges shall be as follows.

- National Building Code of the Philippines (NBCP), Latest Edition

- DPWH DGCS Vol. 5 Bridge Design 2015

- DO. 053.s 2016 Minimum Vertical Clearance Above the Roadway for Railway, Flyover, Bridge
and Footbridge Structures Along and Crossing National Highways, DPWH

If the design criteria in Philippine is not applicable, the following standards shall be referred.

- Technical Standard for Grade Separation Facilities for Pedestrian (Japan Road Association, 1979)

6.18.2 Facility Overview

In the PO Section, two pedestrian bridges will be newly constructed or replaced at Quirino Highway Station
and one at North Avenue. In the RO section, one pedestrian bridge will be constructed or replaced at Quezon
Avenue Station, one at Anonas Station, two at Camp Aguinaldo Station, and two at Ortigas Station.

Table 6.18.1 List of Pedestrian Bridges

Length
Station Name No. Width(m) EV Remarks
(m)
1 4 120 ✔ Reconstruction W=3.0m, L=120m (28+28+64m)
Quirino Highway
2 3 37 Newly built
North Avenue - 3 55 Newly built
Quezon Avenue - 4 236 ✔ Reconstruction W=3.0m, L=367m(124+101+124+9+9m)
Anonas - 4 40 ✔ Reconstruction W=2.5m, L=27m
1 3 214 Reconstruction W= 2.0m, L=96m (48+48m)
Camp Aguinaldo
2 3 45 Newly built
1 4 41 ✔ Reconstruction W=3.5m, L=34m
Ortigas
2 3 33 Newly built
Source: JICA Study Team

6.18.3 Architecture Plan

In order to achieve a forty meters or longer long span footbridge with a roof, which is required to realize a
comfortable pedestrian environment, a steel truss structure is adopted with the minimum amount of
components. To reduce maintenance cost and to rationalize the structural form of the entire pedestrian
bridge , the amount of finishing materials will be minimized,.

Screen walls will be installed on the sides of the aisles and stairs to reduce the heat and glare of direct
sunlight, to prevent falling or throwing of objects onto the road from the pedestrian bridge and also to
reduce the risk of crimes. Each structural members secures sufficient strength so as not to be easily damaged
by the concentration of live load due to overcrowding of pedestrians or vandalism by mob or criminal.

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Based on the DPWH standard, the minimum vertical clearance from the road surface to the bottom of the
beam shall be 5.33m.

5.33m or more

ROAD LEVEL

Figure 6.18.1 Side/ Sectional View

Table 6.18.2 Specifications

Part Specifications
Steel Member Painted
Concrete pillars and beams Fair Face Concrete
Roof Painted
Floor / Staircase Granite Burner Finish
Screen wall Painted
Handrail Stainless Steel
Source: JICA Study Team

6.18.4 Structure Plan

(1) Design Standards

The following design standards and regulations are referred for structural design.

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Table 6.18.3 Structural Design Standards

Philippine Standards Japanese Standards

Presidential Decree (PD) No. 1096 (National Building Building Standards Law, Enforcement Order,
Code of the Philippines NBCP) Notification, etc.
General
National Structural Code of the Philippines (NSCP) Explanation of structural technical standards for
2015 buildings 2015
National Structural Code of the Philippines (NSCP) Building load guidelines and explanation
Design Load
2015 (Architectural Institute of Japan) 2015
Reinforced concrete structural design criteria and
Concrete National Structural Code of the Philippines (NSCP)
explanation (The Architectural Institute of Japan)
Structure 2015
2010
Steel National Structural Code of the Philippines (NSCP) Steel structure design criteria-Allowable stress design
Structure 2015 method-(Architectural Institute of Japan) 2005
National Structural Code of the Philippines (NSCP) Architectural foundation structural design guidelines
Foundation
2015 (Architectural Institute of Japan) 2001
Source: JICA Study Team

(2) Design Load

1) Basic Design Load

The design load to be considered in the structural design of buildings conforms to NSCP 2015. These loads
are considered by appropriate combinations.

Table 6.18.4 Basic Design Load

Design Load NSCP

Fixed Load Section 204
Movable Load Section 205
Other Loads Section 206
Wind Load Section 207
Seismic load Section 208
Earth Pressure Section 209
Source: JICA Study Team

2) Wind Load

Design base wind speed adopted for the design of the depot buildings is shown in the Table 6.18.5.

Table 6.18.5 Basic Wind Speed Design

Division Basic Wind Speed Design

I 270 km/h
II 260 km/h
III, IV and V 260 km/h
Source: JICA Study Team

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3) Seismic Load

The seismic load is calculated by using the following formula.

Cd=C・Z・I・K

here、

Cd： Horizontal shear coefficient at the ground level

C： Base seismic coefficient due to ground（C≦0.08）

Z： Regional coefficient（Z=0.7）

I： Application/ importance factor

K： Structural characteristic coefficient

(3) Frame Plan

Structural materials for the steel truss frame shall be able to be procured in the Philippines and to adopt a
rational and simple frame format and construction method which is widely used locally.

All basic forms will be planned on an independent basis.

(4) Structural Materials

The main structural materials shall be in compliance with ASTM or JIS as defined in the following.

1) Concrete

- OCC & Administration: fc＝35Mpa (5,000psi, 28 Daily compression strength)

- Other Buildings: fc＝24Mpa (3,500psi, 28 Daily compression strength)

- Concrete Slab on grade and Pits:

fc＝21Mpa (3,000psi, 28 Daily compression strength)

- Lean concrete: fc＝15Mpa (2,100psi, 28 Daily compression strength)

2) Re-bar

- φ10, 12: ASTM A615 (Grade 40, fy=275 Mpa)

- φ16, 20, 25, 28, 32: ASTM A615 (Grade 60, fy=414 Mpa)

- D10, 13: JIS G3112 (SD 295A)

- D16, 19, 22, 25, 29, 32: JIS G3112 (SD 390)

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3) Steel Frame

- Structural rolled material: ASTM A36 (A36, fy=250Mpa) or JIS G3101 (SS400, fy=235Mpa)

- Structural rolled material for welding:

ASTM A36 (A36, fy=250Mpa) or JIS G3106 (SM400A, fy=235Mpa)

- High strength bolts including nuts and washers:

ASTM A325, A490 or JIS B1186

6.18.5 Electrical Facility Plan

(1) Low Voltage Power Supply/ Distribution Equipment

The power supply of1 the pedestrian bridge is separated from the station power supply and to be drawn into
its own machine room and connected to the line of the electric company. Power supply for lighting, CCTV,
and elevator will be low voltage power. Power cable shall be covered with a conduit and to keep the power
cable away from the people.

(2) Lighting Equipment

Lighting equipment provide brightness to ensure the that pedestrians can safely identify the situation ahead
at night and ensure to deter crime and avoid accidents. An environment-friendly lighting fixtures shall be
selected in consideration with illuminance, brightness, economy, maintainability, etc. Lighting fixtures
shall be installed continuously at equal intervals.

(3) CCTV

CCTV shall be installed for crime countermeasures and ensure that there will be no blind spots. In addition,
video information shall be transmitted to MMDA.

6.18.6 Design Outline

(1) Quirino Highway Station Pedestrian Bridge 1

The existing pedestrian bridge will be replaced

crossing over Mindanao Avenue and Quirino
Highway intersection. Based on the demand
forecast, the passage width will be four meters
for the part connecting the south and east
corners of the intersection, and the other part is
three meters. Elevators will be installed at the
south and east corners to consider access of
Source: JICA Study Team
PWDs .
Figure 6.18.2 Quirino Highway Station Pedestrian
Bridge 1: Interior View

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Source: JICA Study Team

Figure 6.18.3 Quirino Highway Station Pedestrian Bridge 1: Exterior View

Source: JICA Study Team

Figure 6.18.4 Quirino Highway Station Pedestrian Bridge 1: Layout Plan

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(2) Quirino Highway Station Pedestrian Bridge 2

A new pedestrian bridge will be constructed at

the location crossing over Mindanao Avenue
from near station entrance No.3. Based on the
demand forecast, the passage width will be
three meters.

Source: JICA Study Team

Figure 6.18.5 Quirino Highway Station Pedestrian
Bridge 2: Interior View

Source: JICA Study Team

Figure 6.18.6 Quirino Highway Station Pedestrian Bridge 2: Exterior View

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Source: JICA Study Team

Figure 6.18.7 Quirino Highway Station Pedestrian Bridge 2: Layout Plan

(3) North Avenue Station Pedestrian Bridge

A new pedestrian bridge will be constructed

that crosses over Mindanao Avenue from
station entrance No.3. Based on the demand
forecast, the passage width will be three
meters.

Source: JICA Study Team

Figure 6.18.8 North Avenue Station Pedestrian

Bridge 2: Interior View

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Source: JICA Study Team

Figure 6.18.9 North Avenue Station Pedestrian Bridge: Exterior View

Source: JICA Study Team

Figure 6.18.10 North Avenue Station Pedestrian Bridge: Layout Plan

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(4) Quezon Avenue Station Pedestrian Bridge

The existing pedestrian bridge will be replaced

at the intersection of EDSA and Quezon
Avenue. Based on the demand forecast, the
passage width at the section of North-East and
South-East, where connecting station plaza and
MRT3 Quezon Avenue station is located, will
be four meters. The passage width of other
section will be three meters. In order to
improve convenience, the additional
connection between North-East and North- Source: JICA Study Team

West corner will be provided. Elevators will be Figure 6.18.11 Quezon Avenue Station Pedestrian
Bridge: Interior View
installed on each corner to consider access of
PWDs. In order to minimize the impact on pedestrian traffic during construction, the construction procedure
is to dismantle and install the existing pedestrian bridge partially.

For the section crossing under MRT3 viaduct and EDSA flyover, the height of the girder of new pedestrian
bridge will be lower than the other sections to maintain the current conditions which is having a clearance
of 3.3 meters or more above EDSA at-grade section.

Source: JICA Study Team

Figure 6.18.12 Quezon Avenue Station Pedestrian Bridge: Exterior View

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Qezon Avenue
Station

EDSA

Qezon Avenue
Source: JICA Study Team

Figure 6.18.13 Quezon Avenue Station Pedestrian Bridge: Layout Plan

EDSA EDSA
Flyover MRT3 Flyover

5.33m or more 3.3m or more

Source: JICA Study Team

Figure 6.18.14 Quezon Avenue Station Pedestrian Bridge: Cross Section

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(5) Anonas Station Pedestrian Bridge

The existing pedestrian bridge crossing over

Aurora Boulevard will be replaced at the
location near the station entrance No.1. Based
on the demand forecast, the passage width will
be three meters. Elevators will be installed on
both sides to consider access of PWDs.

Source: JICA Study Team

Figure 6.18.15 Anonas Station Pedestrian Bridge:
Interior View

Source: JICA Study Team

Figure 6.18.16 Anonas Station Pedestrian Bridge: Exterior View

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Aurola Bolevard
Private Road

Anonas Station

Source: JICA Study Team

Figure 6.18.17 Anonas Station Pedestrian Bridge: Layout Plan

(6) Camp Aguinaldo Station Pedestrian Bridge 1

The existing pedestrian bridge will be replaced

at Col. Bonnie Serrano Avenue and Katipunan
Avenue intersection. Based on the demand
forecast, the passage width will be three
meters. To improve convenience, there will be
additional connections between North-East
and North-West over Katipunan Avenue, and
between North-West and South-West over C5
road. In order to minimize the impact on Source: JICA Study Team
pedestrian traffic during construction, the
Figure 6.18.18 Camp Aguinaldo Station Pedestrian
construction procedure will be to dismantle Bridge 1: Interior View
and install the existing pedestrian bridge partially.

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Source: JICA Study Team

Figure 6.18.19 Camp Aguinaldo Station Pedestrian Bridge 1: Exterior View

Col. Bonny Cerrano Ave.

To:
Camp Aguinaldo Station

Source: JICA Study Team

Figure 6.18.20 Camp Aguinaldo Station Pedestrian Bridge 1: Layout Plan

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(7) Camp Aguinaldo Station Pedestrian Bridge 2

The existing pedestrian bridge crossing over

Col. Bonny Serrano Avenue will be newly
constructed at the location near the station
entrance No.1. Based on the demand forecast,
the passage width will be three meters.
Elevators will be installed on both sides to
consider access of PWDs.

Source: JICA Study Team

Figure 6.18.21 Camp Aguinaldo Station Pedestrian
Bridge 2: Interior View

Source: JICA Study Team

Figure 6.18.22 Camp Aguinaldo Station Pedestrian Bridge 2: Exterior View

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Col. Bonny Cerrano Ave.

Camp Aguinaldo Station

Source: JICA Study Team

Figure 6.18.23 Camp Aguinaldo Station Pedestrian Bridge 2: Layout Plan

(8) Ortigas Station Pedestrian Bridge 1

The existing pedestrian bridge crosses over

Meralco Avenue will be reconstructed at the
location near station entrance No.2. Based on
demand forecast, the passage width will be four
meters. Elevators will be installed on both sides
to consider access of PWDs.

Source: JICA Study Team

Figure 6.18.24 Ortigas Station Pedestrian Bridge 1:
Interior View

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Source: JICA Study Team

Figure 6.18.25 Ortigas Station Pedestrian Bridge 1: Exterior View

Onyx Road

Meralco Avenue

Ortigas Station

Source: JICA Study Team

Figure 6.18.26 Ortigas Station Pedestrian Bridge 1: Layout Plan

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(9) Ortigas Sttaion Pedestrian Bridge 2

A new pedestrian bridge crossing over Dona

Julia Vargas Avenue will be provided at the
location near station entrance No.3. Based on
the demand forecast, the passage width will be
three meters.

Source: JICA Study Team

Figure 6.18.27 Ortigas Station Pedestrian Bridge 2:
Interior View

Source: JICA Study Team

Figure 6.18.28 Ortigas Station Pedestrian Bridge 2: Exterior View

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Meralco Avenue

Doña Julia Vargas Avenue

Ortigas Station

Source: JICA Study Team

Figure 6.18.29 Ortigas Station Pedestrian Bridge 2: Layout Plan

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