52083-001: Malolos-Clark Railway Project · Presidential Decree (PD) 984 the Pollution Control Law...

Environmental Impact Assessment

February 2019

Republic of the Philippines: Malolos-Clark Railway

Project (Solis to Blumentritt Section of North South

Railway Project)

Addendum to Volume 4 - Noise and Vibration

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

This environmental impact assessment is a document of the borrower. The views expressed

herein do not necessarily represent those of ADB's Board of Directors, Management, or staff,

and may be preliminary in nature. Your attention is directed to the “terms of use” section on

ADB’s website.

In preparing any country program or strategy, financing any project, or by making any

designation of or reference to a particular territory or geographic area in this document, the

Asian Development Bank does not intend to make any judgments as to the legal or other status

of any territory or area.

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

3

Operational Noise Impact Assessment

(Solis to Blumentritt Section of North South Railway Project)

1. INTRODUCTION

1. This report presents findings of the additional noise assessment carried out due to

operation of Solis to Blumentritt section of the North South Railway Project (NRSP). This section

of the NSRP is proposed to be implemented as a part of Malolos-Clark Railway Project being

funded jointly by the Asian Development Bank (ADB) and the Japanese International Cooperation

Agency (JICA). The Department of Transportation (DOTr) is the Executing Agency of the Project.

2. Two previous assessments were conducted under the project to determine the risks from

noise impacts due to the operation of the railway project. The first assessment was conducted

from January to May 2018 as part of the Feasibility Study and concluded that a 2-m noise barrier

would be adequate to meet the Japanese Noise Standards. However, the study was not

considered robust and detailed enough ADB’s Safeguards Division to demonstrate that the

anticipated impacts on identified sensitive receptors along the railway alignment would be

compliant with ADB’s Safeguard Policy Statement (2009). As a result another study was

commissioned in October 2018 to determine attributable noise impacts from the project. This

study, however, recommended noise protection barriers taller than 5 meters. These may be able

to attenuate noise to acceptable levels (i.e. no increase of 3 dB(A) above baseline as a result of

the project), but the protection measures introduced other risks and challenges including redesign

of the platforms to carry the additional loads, as well as risk of damage from high wind shear

during extreme typhoon events. The proposed mitigation measures were also considered

intrusive and affecting the urban landscape. As a result, ADB requested the conduct of an

additional, more comprehensive noise impact assessment based a on internationally accepted

methodology.

3. Since the Solis to Blumentritt section of the NRSP will be implemented as part of the

MCRP, this assessment was limited to the operational noise assessment for Solis to Blumentritt

section only. The detailed noise and vibration assessment for the entire NSRP is planned to be

carried out during processing of the NSRP loan. The study, presented in this Annexure, was

initiated in November 2018, and completed in February 2019. This Annexure is provided as an

Addendum to Volume 4 of the NSRP EIA.

4. The study focuses only on Solis to Blumentritt section of NSRP and built on the two

previous assessments and took advantage of updated information from the feasibility study and

preliminary engineering designs. The impact prediction and assessment were also improved

using modeled baseline noise to address some of the limitations resulting from limited available

baseline data. Other enhancements as compared with the two previous assessments include:

• Use of rail elevations based on engineering drawings;

• More customized train noise using electric multiple unit reference noise levels for

propulsion and wheel-rail region and actual train lengths; and


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• Assessment focusing on demonstrating the project’s compliance with the World Bankg

Group’s Environment, Health and Safety Guideline (2007) requirement of no net increase

in ambient noise levels of more than 3dB(A) at nearest sensitive sites as a result of the

project (applicable to areas with ambient noise levels exceeding the relevant noise

standard at pre-project stage).

5. As this study built on the past two assessments, limitations of these studies were also

partly carried over, the most important one being the limited number of sampling points (01) along

the Solis-Blumentritt railway alignment to establish the ambient noise levels without the project

(baseline). Additional noise measurements were undertaken by the JICA team but results were

not available when this assessment was conducted. In the absence of such additional baseline

data, it was agreed to model ambient noise baseline based on Traffic Noise Model 2.5 of the US

Federal Highway Administration (FHWA). While not ideal, the impact assessment team concluded

that the approach was acceptable to establish the baseline on which the noise impact model could

be build. The model will be re-run once additional baseline and DED are available to confirm the

findings of this study, or to identify additional mitigation measures, as needed.

2. DESCRIPTION OF SOLIS - BLUMENTRITT SECTION

6. The Solis to Blumentritt Station of MCRP will extend the NSCR railway line from a junction

point between Solis Station and Tutuban Station to a newly constructed station in Blumentritt,

Santa Cruz, Manila City. This section comprise of around 1.1 km elevated double track alignment.

Blumentritt Station will become an important transfer station for passengers, who will be able to

change trains and continue their journey with Light Rail Transit (LRT) Line 1, which runs North-

South through Manila City and connects as well to LRT Line 2 and Line 3. The Solis Station to

Blumentritt Station, is part of the North South Railway Project and it is proposed to implement this

section as part of MCRP. The projects will promote and ensure sustainable development of Metro

Manila, Greater Capital Region (GCR), and the Philippines.

7. The Solis to Blumentritt section of NSRP starts at 1+300 km near Solis Station and end

at 2+405 km just after Blumentritt station, covering a total length of 1.105 km. Following Figures

(Figure 1, 2, and 3) showing alignment and plan profile of the Solis-Blumentritt section.


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


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3. NOISE ASSESSMENT

3.1 National Laws, Regulations, and Guidelines

3.1.1 Ambient Noise Standards

8. Presidential Decree (PD) 984 the Pollution Control Law (1976) defined pollution while PD

1152 the Philippine Environmental Code (1977) section 5 required the establishment of

community noise standards and Section 6 for standards for noise-producing equipment. In 1978,

the implementing rules and regulations of PD 984 and sections 74 to 79 provided the national

noise standards. In 1980, the government amended the noise regulation:

• No one will be allowed to emit noise levels greater than the ambient noise standards or

a level that could cause adverse effect to the public;

• The ambient noise level limit may be increased by 5dB(A) in areas directly fronting or

facing a four-lane road, or by 10 dB(A) on wider roads; and

• Redefined Classes B, C, and D areas as zoned or used as commercial, light industrial,

and heavy industrial.


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Table 1: Environmental Quality Standards for Noise in General Areas (NPCC 1980) Category Maximum Allowable Noise (dBA) by time periods

Daytime (9:00AM-

6:00PM)

Morning/Evening (5:00AM-

9:00AM/ 6:00PM-10:00PM)

Nighttime (10:00PM-

6:00AM)

AA 50 45 40

A 55 50 45

B 65 60 55

C 70 65 60

D 75 70 65

• Class AA- a section of contiguous area which requires quietness, such as areas within

100 meters from school site, nursery schools, and special house for the aged

• Class A- a section of contiguous area which is primarily used for residential area

• Class B-a section of contiguous area which is primarily a commercial area

• Class C – a section of contiguous area reserved as light industrial area

• Class D – a section which is primarily reserved for heavy industrial area

3.1.2 Occupational Noise Standards

9. The succeeding Table presents the Philippine Department of Labor and Employment’s

prescribed noise limits at averaging times of 0.25-8 hours, provided peak levels will not exceed

140 dB(A).

Table 2: Permissible Noise Level, Department of Labor and Employment Duration per day, hours Sound levels, slow response

8 90

6 92

4 95

3 97

2 100

1.5 102

1 105

0.5 110

0.25 115

3.1.3 Noise as Nuisance

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

• Civil Code of the Philippines, Republic Act 386 (1949), Art. 682; “Every building or piece

of land is subject to the easement which prohibits the proprietor or possessor from

committing nuisance through noise, jarring, offensive odor, smoke, heat, dust, water, glare

and other causes.”

• The Local Government Code, RA 7160 (1991) empowered barangay officials to “enforce

laws and regulations relating to pollution control and protection of the environment” and

“promote the general welfare of the barangay” through ordinances, zoning restrictions and

local licensing requirements.


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

11. In compliance with ADB’s Safeguard Policy Statement (2009), all projects supported by

ADB must apply pollution prevention and control technologies and practices consistent with

international good practices as reflected in internationally recognized standards such as the World

Bank Group's Environmental, Health and Safety Guidelines (WBG EHS Guidelines 2007). The

EHS Guidelines prescribe that noise prevention and mitigation measures should be applied where

predicted or measured noise impacts from a project facility or operations exceed the applicable

noise level guideline at the most sensitive point of reception. The WBG EHS Guidelines further

stipulate that noise impacts should not exceed the levels presented in Table 3, or result in a

maximum increase in background levels of 3 dB at the nearest receptor location off-site. The

WBG EHS Guidelines values are for noise levels measured out of doors, and are based on

Guidelines for Community Noise, World Health Organization (WHO), 1999.

Table 3: WBG EHS (Noise Level) Guidelines

Receptor One Hour Laq dB(A) Daytime, 07:00-22:00 Nighttime, 22:00-07:00

Residential; institutional; educational 55 45

Industrial; commercial 70 70

3.2 Methods for Assessing Impacts

3.2.1 Sensitive Receptors Identification

12. In the previous study, numerous sensitive receptors were identified along the preliminary

rail alignment. These are generally grouped into 2 as within and outside 100 meters of the rail

center lines. Within 100 meters, a total of 57 sensitive receptors were identified and 45 receptors

were identified beyond 100m. This study started with the same list but was later reduced and

rationalized based on three criteria; i) selecting a representative structure along a row of

structures located parallel along the rail alignment, ii) built on the previous assessment of sensitive

receptors that will not be affected based on distance and shielding; and iii) based on complaints

received during the public consultations. The succeeding figures present the locations and names

of the sensitive receptors, which are divided into 2 sections of the Solis-Blumentritt alignment.


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

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

13. The complete list of sensitive receptors is provided in Table 4. In total there are 20

sensitive receptors identified in Solis-Blumentritt Section.


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3.2.2 Baseline Noise Recorded Levels

14. A total of 15 noise monitoring stations were established along the Solis-Calamba section

from January 27 to March 27, 2018. A total of four time slices with hourly samples were taken as

follows.

• morning (5:00 AM to 9:00 AM);

• daytime (9:00 AM to 6:00 PM);

• evening (6:00 to 10:00 PM); and

• nighttime (10:00 PM to 5:00AM).

15. This report made use of the monitoring results recorded at station 1, located within the

existing PNR RoW with geographic coordinates (14°37’42.17” N; and 120°58’32.88” E) adjacent

to the BLISS residential area, which is approximately 150m from PNR Solis station and about

25m north of Gregoria de Jesus Elementary School. The noise level recorded here serve as the

baseline along the Solis-Blumentritt section in the assessment of the noise impacts. However, it

should be emphasized that the noise levels recorded at this station represents a less noisy area

as compared to the actual noise levels along the Solis-Blumentritt section. This is primarily due

to the lack of road traffic and less human activities surrounding the monitoring station. This also

explains the higher noise levels during night time as compared with day time values. Noise levels

recorded at Station 01 are as follows:

• Daytime/nighttime – 65.4 dB(A);

• Daytime – 57.9 dB(A);

• Daytime – 62.4 dB(A); and

• Nighttime – 60.1 dB(A).

3.2.3 Monitoring Equipment, Sampling and Averaging Time

16. To cover the number, locations, and frequency of measurements defined by JICA, two

sets of monitoring equipment were used to measure noise, including the Extech Models No.

SDL6001 and No. SL355

2. Model SDL 600 is a sound level meter that records measurements

between the range of 30 to 130 dB(A) in an SD Card ready for PC processing to compute

averaged sound level (Leq). Model SL355 is a dosimeter that complies with ANSI S1.43 – 1997

for integrating sound level meters. It can log up to 12,000 readings and in sound level mode, can

display and record continuous equivalent noise level (Leq), peak, and sound exposure level

(SEL). The sampling train consisted of an integrated sound level meter which included a

microphone and preamplifier, windscreen, tripod set at 1.2m above ground, microphone extension

cable, and laptop for data logging connected through a USB.

17. A total of fifty (50) noise levels were measured per time period per station. The noise levels

recorded using SL600 were then processed using MSEXCEL to derive the A-weighted one-hour

equivalent noise level (Leq), which is the energy average sound level represented by the following

equation.

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


12

18. Limitations in noise measurement methodology. Noise measurements conducted

from January 27, 2018 to March 7, 2018 for this project were less than as defined by the US

Federal Highway Administration (2018)3 as measurements mainly followed the national protocol.

Some improvements that would ensure a more accurate transit noise assessment include the

following:

• Instrumentation. Use of integrating sound level meter or analyzer on all measurements,

preferably with capability of sampling in consecutive, one-minute intervals. This will allow

the elimination of “bad” data that is contaminated or unrepresentative without losing an

entire measurement.4

• Sampling Period. The goal of noise measurement is to determine the existing noise

levels in terms of Leq(h) (or L10(h)) to represent the worst noise hour. As highlighted in

FHA 2018 (footnote 3), both with and without a major road nearby, the worst noise hour

will occur between 6:00 a.m. and 7:00 p.m. However, the assessment may benefit from

having a longer measurement duration for at least one site to help identify the worst noise

hour. • Measurement repetition. The FHWA recommends one approach in dealing with the

uncertainty of worst noise conditions, i.e. “to measure at each site during two different

times of the day (or on two different days). If the measured Leq for the two measurements

are within 3 dB of each other, arithmetically average them and round off to a whole

number. If the L eq differ by more than 3 dB, there is some cause of the variation.

Measure a third time and then average the closest two of the three Leq values and round

off to a whole decibel.” • Traffic data. Majority of the sampling points and sensitive receptors are located along

the Manila North Road or McArthur Highway where the dominant noise source is road

transport. Traffic data, which includes traffic count and speed for each vehicle type, are

important parameters in the model calibration and in the assessment of future noise

impacts. • Weather data. No weather data was gathered contemporaneous with the noise level

measurement. Meteorological conditions, especially wind speed and direction, which can

affect measured noise levels near a highway should be properly monitored and recorded.

This effect typically increases in magnitude with increasing distance from the source.

Other factors that can affect sound include temperature, humidity, and barometric

pressure.

19. These limitations in the background noise measurements will be corrected in the additional

baseline noise measurements to be conducted during the ongoing detailed engineering design

phase. Figure 6 show the locations of the noise monitoring stations for NSRP project.

3 FHA (2018) “Noise Measurement Handbook.” Final Report. FHWA-HEP-18-065 4 To illustrate, several measurements along major roads were contaminated with unrepresentative noise

like dog barking and children shouting and affected the TNM 2.5 model in estimating the noise levels

outside the measurement points. A one-minute interval Leq measurement would allow the removal of

these 1-minute bad measurements and replacement with a representative sample rather than repeating

the entire measurement. Either class 1 or class 2 SLMs are acceptable for use in traffic noise projects.


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Figure 6: Location of Ambient Noise Monitoring Stations

20. The World Bank Group’s noise level guideline is considered as free-field consistent with

its monitoring requirement which states “Monitors should be located approximately 1.5 m above

the ground and no closer than 3 m to any reflecting surface (e.g., wall).“ It should be noted that

SO 1996-2:2017 Acoustics -- Description, measurement and assessment of environmental noise

-- Part 2: Determination of sound pressure levels provides correction factors when microphones

are located less than 2m of the reflecting surface only and therefore distances greater than 2m is

generally construed as free field measurements.

3.3 Noise Modeling – Operation Phase

3.3.1 Model Description

21. SoundPlan was utilized to assess the noise impacts from the operation of the elevated

commuter railway with the following considerations:


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• Project Setup;

o 2 variants, with and without noise protection

o Country standards: FTA/FRA HSGT 2005

o 2 time slices

• Railway;

o Train Type = high speed electric multiple unit (EMU) train with 4 engines and 4

coaches with a total train length of 152 meters. Noise levels for train and coach

are as follow:

§ Engine: propulsion reference noise level is 89 dB(A); wheel-rail region is

91 dB(A)

§ Coach: reference noise level is 90 dB(A)

o Design Speed:

§ Section 1 approaching the curve: Both the Tutuban and regular commuter

train (assumed north bound) are travelling at 55 kmph on the average while

the airport express is running at 60 kmph

§ On section 2, average speed of the Tutuban and regular express stopping

and moving out of the Blumentritt Station are travelling at 45 kmph while

the airport express will not stop at the Blumentritt station with a sustained

sped of 55 kmph

o No of trips: 2 limited express trains/hour; 4 commuter express trains/hour; 6

commuter trains/hour with assumed split of 60% daytime and 40% night time for

the north-south tracks while the Tutuban line will carry 2 trips/hour.;

o Rail elevation: taken from detailed drawings per section ranging from 16m to 25m

above ground;

• Receptor;

o Terrain points from Google Earth

o Structure location and extent digitized from Google Earth

o Structure height referred from Street View

• Barrier;

o 2m high concrete wall, 1.8m away from the rail head with 5 dB(A) reflection loss

and 8 meter high wall surrounding the Blumentritt station.

22. The 2m concrete high noise protection wall was the starting point of the assessment as

this was already identified in the Feasibility Study to meet Japanese ambient noise standards5.

The first objective of the assessment was to determine the adequacy of this proposed 2m high

wall in attenuating noise below the 3dB(A) guideline value (i.e. maximum increase in background

levels of 3 dB at the nearest receptor location off-site).

3.3.2 Results and Discussions 23. The succeeding figures illustrate the contour plots for the said scenarios for selected

sensitive receptors while the succeeding paragraphs presents the summary of the baseline and

projected noise from the railway project. The plots illustrate the effectivity of the parallel 2-meter

concrete noise protection wall and the 8-m station wall in containing the noise from the trains.

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


15

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

Day Time


16


Night Time


17

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

Time

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

Time


18


Day Time


Nighttime


19

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

Time

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

Night Time


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4. CONCLUSIONS

24. Based on noise measurements at N01, all measured background noise values are higher

than the WBG noise level guideline for day and night time.

25. The projected noise levels from the railway project with a 2-m concrete noise barrier as

currently included in the feasibility study is adequate to ensure no increase in background levels

of more than 3 dB(A) at the nearest receptor location off-site provided on both the northern and

southern sides of the platform. The provision of these pair of walls on each track is important on

sections where the tracks are located at different elevations. However, in section where these

tracks share the same elevation, the outermost platforms will have one wall towards the receptors.

26. The 8-meter station wall is an effective sound barrier, provided a continuous wall in the

transition point between the 8m station wall and the 2m noise protection is maintained.

27. The succeeding Table 4 presents the summary of the assessment comparing with noise

protection against the risk of increasing the baseline noise level beyond 3dB(A). Although this

study considers the 2m noise protection barrier as a mitigation measure, this is actually built-in to

the engineering design and its height reduction or total removal as “no-protection” scenario is not

applicable.

28. The modelling utilized slow speeds on the commuter trains, which were assumed to stop

at the Blumentritt station while the Airport Commuter Express will pass the station at 60kph. Even

at high rail elevation of almost 25m, significant uncontrolled noise levels are anticipated. As

illustrated in the succeeding Table 4, the loudest uncontrolled noise levels were registered on

receptors along southern border of the rail project particularly along the New Antipolo st. and the

Celadon Properties as follows:

o The 5-storey Sofitec building at the cor of Abad Santos and New Antipolo will be

exposed to more than 55 dB(A) noise levels during the entire day;

o The Trinity Baptist Church will be exposed to uncontrolled noise levels of more

than 56 dB(A) during the entire day;

o Houses at Ipil cor Antipolo and Narra cor Antipolo will be exposed to at least 54

dB(A) noise levels during the entire day

o Houses nearest to ROW at Celadon will be exposed to uncontrolled noise levels

of at least 58dB(A) during the nighttime.

29. However, the installation of a 2m noise barrier coupled with the station walls will avoid any

significant incremental impacts and is expected not to increase the baseline in the area which is

already exposed to high noise levels as supported by the recorded baseline monitoring records.


21

Table 4: Summary of Assessment Showing the Recorded and Modeled Baselines, Predicted Noise Levels from the Train Operation, Combined Noise, and Comparison with the WBG 3dB(A) Guide Value

Sensitive Receptors Sensitive Receptors

Day Night Day Night Day Night Day Night Day Night Day NightChinese Temple Tan Gak Bio GF 34.6 34.6 61.7 60.1 61.7 60.1 YES Celadon 1 GF 35.8 36.9 61.7 60.1 61.7 60.1 YES

1F 34 34.1 61.7 60.1 61.7 60.1 YES 1F 35.4 36.5 61.7 60.1 61.7 60.1 YES2F 33.6 33.8 61.7 60.1 61.7 60.1 YES 2F 35.3 36.4 61.7 60.1 61.7 60.1 YES

Congregasyon ng Mangagawa GF 36.1 35.9 61.7 60.1 61.7 60.1 YES 3F 35.4 36.5 61.7 60.1 61.7 60.1 YESEmmanuel Community Hospital GF 32.2 32.6 61.7 60.1 61.7 60.1 YES Celadon 2 GF 37.1 38.3 61.7 60.1 61.7 60.1 YES

1F 31.3 31.7 61.7 60.1 61.7 60.1 YES 1F 37.1 38.3 61.7 60.1 61.7 60.1 YES2F 30.9 31.4 61.7 60.1 61.7 60.1 YES 2F 37.2 38.4 61.7 60.1 61.7 60.1 YES

Harvesters Christian Fellowship GF 31.6 31.8 61.7 60.1 61.7 60.1 YES 3F 37.4 38.6 61.7 60.1 61.7 60.1 YESIpil cor New Antipolo GG 38.7 39 61.7 60.1 61.7 60.1 YES Celadon 3 GF 38 39.3 61.7 60.1 61.7 60.1 YES

1F 38.7 39.1 61.7 60.1 61.7 60.1 YES 1F 38.7 40 61.7 60.1 61.7 60.1 YES2F 38.7 39.1 61.7 60.1 61.7 60.1 YES 2F 39.7 40.9 61.7 60.1 61.7 60.2 YES3F 38.8 39.3 61.7 60.1 61.7 60.1 YES 3F 40.9 42.1 61.7 60.1 61.7 60.2 YES4F 39 39.5 61.7 60.1 61.7 60.1 YES Conergys GF 30.9 31.8 61.7 60.1 61.7 60.1 YES

LBC GF 35.9 35.9 61.7 60.1 61.7 60.1 YES 1F 30 30.9 61.7 60.1 61.7 60.1 YES1F 35.6 35.7 61.7 60.1 61.7 60.1 YES 2F 29.3 30.2 61.7 60.1 61.7 60.1 YES2F 35.4 35.6 61.7 60.1 61.7 60.1 YES 3F 29.4 30.3 61.7 60.1 61.7 60.1 YES3F 35.3 35.6 61.7 60.1 61.7 60.1 YES 4F 29.6 30.6 61.7 60.1 61.7 60.1 YES4F 35.2 35.6 61.7 60.1 61.7 60.1 YES 5F 30 31 61.7 60.1 61.7 60.1 YES

Narra cor New Antipolo GF 37.2 37.4 61.7 60.1 61.7 60.1 YES 6F 30.9 31.9 61.7 60.1 61.7 60.1 YES1F 37.2 37.4 61.7 60.1 61.7 60.1 YES 7F 31.9 32.9 61.7 60.1 61.7 60.1 YES2F 37.2 37.5 61.7 60.1 61.7 60.1 YES 8F 33.1 34.1 61.7 60.1 61.7 60.1 YES3F 37.3 37.7 61.7 60.1 61.7 60.1 YES 9F 34.1 35.2 61.7 60.1 61.7 60.1 YES4F 37.6 37.9 61.7 60.1 61.7 60.1 YES 10F 34.8 35.9 61.7 60.1 61.7 60.1 YES5F 38.2 38.2 61.7 60.1 61.7 60.1 YES 11F 35.1 36.2 61.7 60.1 61.7 60.1 YES

Quezon City High School GF 32.1 32.3 61.7 60.1 61.7 60.1 YES 12F 35.2 36.3 61.7 60.1 61.7 60.1 YES1F 31.5 31.7 61.7 60.1 61.7 60.1 YES 13F 35 36.1 61.7 60.1 61.7 60.1 YES2F 31.2 31.6 61.7 60.1 61.7 60.1 YES 14F 34.7 35.7 61.7 60.1 61.7 60.1 YES3F 31.2 31.7 61.7 60.1 61.7 60.1 YES Manuel L Quezon HS GF 38.7 39.5 61.7 60.1 61.7 60.1 YES4F 31.2 31.8 61.7 60.1 61.7 60.1 YES 1F 38.1 38.9 61.7 60.1 61.7 60.1 YES

Sofitec GF 38.3 38.6 61.7 60.1 61.7 60.1 YES 2F 37.9 38.7 61.7 60.1 61.7 60.1 YES1F 38.3 38.7 61.7 60.1 61.7 60.1 YES 3F 37.9 38.7 61.7 60.1 61.7 60.1 YES2F 38.3 38.8 61.7 60.1 61.7 60.1 YES Mariano Ponce GF 38.4 39.2 61.7 60.1 61.7 60.1 YES3F 38.4 39 61.7 60.1 61.7 60.1 YES 1F 37.7 38.6 61.7 60.1 61.7 60.1 YES4F 38.6 39.2 61.7 60.1 61.7 60.1 YES 2F 37.2 38 61.7 60.1 61.7 60.1 YES

Substantion House GF 33.3 33.9 61.7 60.1 61.7 60.1 YES San Roque de Manila GF 36 36.8 61.7 60.1 61.7 60.1 YESTrinity Baptist Church GF 39.7 40 61.7 60.1 61.7 60.1 YES 1F 34.8 35.6 61.7 60.1 61.7 60.1 YES

1F 40 40.4 61.7 60.1 61.7 60.1 YES 2F 34.1 34.9 61.7 60.1 61.7 60.1 YESUnida Church Gagalangin 1F 36.3 36.5 61.7 60.1 61.7 60.1 YES 3F 35.2 36.1 61.7 60.1 61.7 60.1 YESCeladon Tower GF 28.4 29.4 61.7 60.1 61.7 60.1 YES 4F 35.8 36.7 61.7 60.1 61.7 60.1 YES

1F 27.2 28.3 61.7 60.1 61.7 60.1 YES2F 26.9 27.9 61.7 60.1 61.7 60.1 YES3F 27.6 28.6 61.7 60.1 61.7 60.1 YES4F 28 29 61.7 60.1 61.7 60.1 YES5F 28.3 29.4 61.7 60.1 61.7 60.1 YES6F 28.8 29.9 61.7 60.1 61.7 60.1 YES7F 29.5 30.6 61.7 60.1 61.7 60.1 YES8F 30.4 31.5 61.7 60.1 61.7 60.1 YES9F 31.2 32.4 61.7 60.1 61.7 60.1 YES10F 32.2 33.3 61.7 60.1 61.7 60.1 YES11F 32.9 34 61.7 60.1 61.7 60.1 YES12F 33.3 34.5 61.7 60.1 61.7 60.1 YES13F 33.5 34.7 61.7 60.1 61.7 60.1 YES14F 33.6 34.7 61.7 60.1 61.7 60.1 YES

Recorded Baseline Baseline + Predicted Is the Predicted+Baseline

< 3dB(A)

Predicted Noise Recorded Baseline Baseline + Predicted Is the Predicted+Baselin

e< 3dB(A)

Predicted Noise

52083-001: Malolos-Clark Railway Project · Presidential Decree (PD) 984 the Pollution Control Law...

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Transcript of 52083-001: Malolos-Clark Railway Project · Presidential Decree (PD) 984 the Pollution Control Law...