Thursday, August 31, 2017
LRMC eyes launching LRT-1 express train in December
The Light Rail Manila Corp. (LRMC) is planning to put up express trips, supposedly to improve passenger comfort on the 30-year-old Light Rail Transit Line 1 (LRT-1).
"We are now looking at how we can do express trains, trips," LRMC president and CEO Rogelio Singson said in a press conference in Pasay City on Thursday.
The express trips will not stop at all stations, Singson noted. "Halimbawa galing ka ng Monumento gusto mo pumunta sa Edsa, hindi mo na kailangan huminto sa lahat ng stasyon," he said.
"The concept for this is customer comfort," he added.
LRMC intended to launch the express trips by December. "Kasi December ang peak season e... This is just assuming that the grantors, the government responded positively," Singson said
But LRMC has not yet submitted a formal proposal to the government. "This is now in the works and we're still doing the refinements inside," Singson said.
The rates will be the same for regular and express trips, the LRMC chief noted. "Same fare pa rin. Iikli lang ang biyahe mo at magiging mas maluwag," he said. — VDS/KVD, GMA News
"We are now looking at how we can do express trains, trips," LRMC president and CEO Rogelio Singson said in a press conference in Pasay City on Thursday.
The express trips will not stop at all stations, Singson noted. "Halimbawa galing ka ng Monumento gusto mo pumunta sa Edsa, hindi mo na kailangan huminto sa lahat ng stasyon," he said.
"The concept for this is customer comfort," he added.
LRMC intended to launch the express trips by December. "Kasi December ang peak season e... This is just assuming that the grantors, the government responded positively," Singson said
But LRMC has not yet submitted a formal proposal to the government. "This is now in the works and we're still doing the refinements inside," Singson said.
The rates will be the same for regular and express trips, the LRMC chief noted. "Same fare pa rin. Iikli lang ang biyahe mo at magiging mas maluwag," he said. — VDS/KVD, GMA News
LRT-1 gets ISO certification
Light Rail Transit Line 1 (LRT-1) operator Light Rail Manila Corporation has been certified compliant for international standards in Quality Management (ISO 9001:2015) and Environmental Management Systems (ISO 14001:2015) as it pursues initiatives to modernize the operations of the railway system.
LRMC’s certification makes LRT-1 the first and only railway system in the country to have achieved the ISO certifications.
“This achievement sends a clear message to our employees, customers and trade partners that LRMC is committed to setting the gold standard in Philippine public transport,” LRMC president and chief executive officer Rogelio Singson said in his address during the awarding ceremony held Thursday at the LRT-1 depot in Pasay City.
“The achievements of the LRMC bodes well for the Philippine government’s program to accelerate infrastructure and contribute to inclusive growth and poverty reduction in Metro Manila through safe, efficient, reliable and comfortable journeys everyday,” he added.
LRMC formally received the certification of its management to global standards from international certification body TUV Rhineland.
TUV Rhineland conducted last June and July its audit on the LRMC’s policies and procedures to promote environmental protection and ensure quality delivery of services.
On Sept.12, 2015, Light Rail Manila Corporation (LRMC), a joint venture company of Metro Pacific’s Metro Pacific Light Rail Corporation (MPLRC), Ayala Corporation’s AC Infrastructure Holdings Corporation (AC Infra), and the Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings (Philippines) PTE Ltd. (MIHPL), started a 32-year concession for the operation and maintenance of LRT Line 1 and the construction of a PHP65 billion extension project to Bacoor, Cavite.
Under its concession agreement, the company is obligated to achieve ISO 19001 and ISO 14001 certification within 2 years.
Since taking over the management of the LRT-1, LRMC has completed the replacement of its 32 year old rails which is slated to be commissioned by the last quarter of 2017 and is expected to increase travel speed from 40 kilometers per hour to 60 kilometers per hour by first quarter of next year.
It has also increased the number of light rail vehicles (LRVs) from 77 in 2015 to 104 in June 2017. As a result, LRMC was able to increase LRT-1’s weekday trips to 554 from the previous schedule of 498 decreasing its headway time from 3.75 minutes to 3.33 minutes.
“Since assuming management of LRT-1 in September 2015, LRMC was able to improve efficiencies and introduce innovations that resulted in increased number of trains and trips, reduced passenger waiting time, improved safety and cleanliness of the stations, increased ridership, extended operating hours, increased customer satisfaction – all unprecedented milestones in the 32-year history of Manila’s oldest light rail system,” according to Singson.
LRMC is currently implementing a four year rehabilitation plan spanning from 2016 to 2020 which aims to set the operations of the LRT-1 at par to international standards.
It aims to reduce the waiting time between trains from 4 minutes to 3 minutes and increase system reliability and safety for 400,000-500,000 commuters daily.
LRMC will also work towards the finalization of the common station linking the LRT and the MRT system as it begins the building of the LRT-1 Cavite extension.
For the second phase of its concession (2021-2047), LRMC intends to improve commuting experience from Cavite to Quezon City by reducing headway from 3 minutes to 2.5 minutes.
It eyes for the LRT-1 to serve around 700,000-800,000 commuters daily and expand connectivity through feeder lines to MRT-7 and LRT-6.
The MRT-7 will traverse from North Avenue, Quezon City up to Araneta-Colinas Verdes Subdivision, City of San Jose Del Monte, Bulacan while the LRT-6 will traverse from Niog, Bacoor City to Governor's Drive, Dasmarinas City in Cavite province. (PNA)
http://www.canadianinquirer.net/2017/08/31/lrt-1-gets-iso-certification/
LRMC’s certification makes LRT-1 the first and only railway system in the country to have achieved the ISO certifications.
“This achievement sends a clear message to our employees, customers and trade partners that LRMC is committed to setting the gold standard in Philippine public transport,” LRMC president and chief executive officer Rogelio Singson said in his address during the awarding ceremony held Thursday at the LRT-1 depot in Pasay City.
“The achievements of the LRMC bodes well for the Philippine government’s program to accelerate infrastructure and contribute to inclusive growth and poverty reduction in Metro Manila through safe, efficient, reliable and comfortable journeys everyday,” he added.
LRMC formally received the certification of its management to global standards from international certification body TUV Rhineland.
TUV Rhineland conducted last June and July its audit on the LRMC’s policies and procedures to promote environmental protection and ensure quality delivery of services.
On Sept.12, 2015, Light Rail Manila Corporation (LRMC), a joint venture company of Metro Pacific’s Metro Pacific Light Rail Corporation (MPLRC), Ayala Corporation’s AC Infrastructure Holdings Corporation (AC Infra), and the Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings (Philippines) PTE Ltd. (MIHPL), started a 32-year concession for the operation and maintenance of LRT Line 1 and the construction of a PHP65 billion extension project to Bacoor, Cavite.
Under its concession agreement, the company is obligated to achieve ISO 19001 and ISO 14001 certification within 2 years.
Since taking over the management of the LRT-1, LRMC has completed the replacement of its 32 year old rails which is slated to be commissioned by the last quarter of 2017 and is expected to increase travel speed from 40 kilometers per hour to 60 kilometers per hour by first quarter of next year.
It has also increased the number of light rail vehicles (LRVs) from 77 in 2015 to 104 in June 2017. As a result, LRMC was able to increase LRT-1’s weekday trips to 554 from the previous schedule of 498 decreasing its headway time from 3.75 minutes to 3.33 minutes.
“Since assuming management of LRT-1 in September 2015, LRMC was able to improve efficiencies and introduce innovations that resulted in increased number of trains and trips, reduced passenger waiting time, improved safety and cleanliness of the stations, increased ridership, extended operating hours, increased customer satisfaction – all unprecedented milestones in the 32-year history of Manila’s oldest light rail system,” according to Singson.
LRMC is currently implementing a four year rehabilitation plan spanning from 2016 to 2020 which aims to set the operations of the LRT-1 at par to international standards.
It aims to reduce the waiting time between trains from 4 minutes to 3 minutes and increase system reliability and safety for 400,000-500,000 commuters daily.
LRMC will also work towards the finalization of the common station linking the LRT and the MRT system as it begins the building of the LRT-1 Cavite extension.
For the second phase of its concession (2021-2047), LRMC intends to improve commuting experience from Cavite to Quezon City by reducing headway from 3 minutes to 2.5 minutes.
It eyes for the LRT-1 to serve around 700,000-800,000 commuters daily and expand connectivity through feeder lines to MRT-7 and LRT-6.
The MRT-7 will traverse from North Avenue, Quezon City up to Araneta-Colinas Verdes Subdivision, City of San Jose Del Monte, Bulacan while the LRT-6 will traverse from Niog, Bacoor City to Governor's Drive, Dasmarinas City in Cavite province. (PNA)
http://www.canadianinquirer.net/2017/08/31/lrt-1-gets-iso-certification/
Tuesday, August 29, 2017
MOA expansion to be completed by end-2017
The SM GROUP targets to finish the expansion of the SM Mall of Asia (MOA) before the year ends, which would make it the largest shopping mall in the country.
SM Prime Holdings, Inc. started the expansion of MOA for its 10th year anniversary on May 21, 2016, in a bid to add around 250,000 square meters (sq.m.) more of floor space to the current 407,000 sq.m.
“They’re trying to hit late this year, if not early next year. That’s a major expansion, and also they’re upgrading a lot of facilities,” SM Investments Corp. (SMIC) Senior Vice-President for Investor Relations Corazon P. Guidote told reporters at the sidelines of the Economic Journalists Association of the Philippines forum in Manila last Friday.
When it opened, SM MOA was the largest shopping mall in the country at the time. However, it was soon overtaken by SM City North EDSA and SM Megamall, which also underwent expansion.
The SM MOA expansion forms part of SM Prime’s plan to add five more malls under its network in 2017. To date, the listed firm owned by the country’s richest man Henry Sy, Sr. has already opened three of the planned malls, namely SM Cagayan de Oro Downtown Premier, S Maison at Conrad Manila in Pasay City, and SM Cherry in Antipolo City
SM Prime is set to open another mall in Puerto Princesa, Palawan by the second week of September, which will have a total gross leasable area of 65,073 sq.m.
Asked how many more the company plans to add, Ms. Guidote noted the annual expansion target is usually five to six malls.
“But I think next year mas marami (there will be more) because they’re opening smaller malls. I think we’ll be closing around 10 malls next year. But in addition, they’re also expanding existing malls,” she added.
The company’s store network now stands at 63 shopping malls in the Philippines and seven in China, totaling 1.3 million sq.m.
By 2018, SM Prime targets to have 75 malls as part of a five-year road map that looks to double both earnings and revenues by 2018. The company earmarked P50 billion in capital expenditures this year to support the expansion plan.
SM Prime’s net income attributable to the parent rose 14% to P14.39 billion in the first six months of 2017. Consolidated revenues picked up 10% to P43.25 billion, 60% of which came from mall operations which amounted P21.75 billion. — Arra B. Francia
http://bworldonline.com/moa-expansion-completed-end-2017/
SM Prime Holdings, Inc. started the expansion of MOA for its 10th year anniversary on May 21, 2016, in a bid to add around 250,000 square meters (sq.m.) more of floor space to the current 407,000 sq.m.
“They’re trying to hit late this year, if not early next year. That’s a major expansion, and also they’re upgrading a lot of facilities,” SM Investments Corp. (SMIC) Senior Vice-President for Investor Relations Corazon P. Guidote told reporters at the sidelines of the Economic Journalists Association of the Philippines forum in Manila last Friday.
When it opened, SM MOA was the largest shopping mall in the country at the time. However, it was soon overtaken by SM City North EDSA and SM Megamall, which also underwent expansion.
The SM MOA expansion forms part of SM Prime’s plan to add five more malls under its network in 2017. To date, the listed firm owned by the country’s richest man Henry Sy, Sr. has already opened three of the planned malls, namely SM Cagayan de Oro Downtown Premier, S Maison at Conrad Manila in Pasay City, and SM Cherry in Antipolo City
SM Prime is set to open another mall in Puerto Princesa, Palawan by the second week of September, which will have a total gross leasable area of 65,073 sq.m.
Asked how many more the company plans to add, Ms. Guidote noted the annual expansion target is usually five to six malls.
“But I think next year mas marami (there will be more) because they’re opening smaller malls. I think we’ll be closing around 10 malls next year. But in addition, they’re also expanding existing malls,” she added.
The company’s store network now stands at 63 shopping malls in the Philippines and seven in China, totaling 1.3 million sq.m.
By 2018, SM Prime targets to have 75 malls as part of a five-year road map that looks to double both earnings and revenues by 2018. The company earmarked P50 billion in capital expenditures this year to support the expansion plan.
SM Prime’s net income attributable to the parent rose 14% to P14.39 billion in the first six months of 2017. Consolidated revenues picked up 10% to P43.25 billion, 60% of which came from mall operations which amounted P21.75 billion. — Arra B. Francia
http://bworldonline.com/moa-expansion-completed-end-2017/
Early completion of metro subway to cost up to $7 B
The government is considering the possibility of completing the Japan-funded Mega Manila Subway Project earlier but at a higher cost, Socioeconomic Planning Secretary Ernesto Pernia said.
“The Department of Transportation wants to accelerate the completion from 2024 to 2022. And so it means there will be more borers for the paneling needed, therefore the cost will go up,” he told reporters in a recent interview.
The cost for the project was originally placed at $4.4 billion but if it will be completed by 2022, the cost can go up to $7 billion, said Pernia.
“We don’t know the exact number yet,” he said.
The subway, which will link major business districts and government offices in Metro Manila, is expected to be approved by the National Economic and Development Authority (NEDA) board this month.
Funding will come from official development assistance (ODA) loan issued through the Japan International Cooperation Agency (JICA) at an interest rate of less than one percent at a 20-year term. A grace period of 15 years will also be provided before payment of the loan.
The first phase of the project alignment comprises 13 stations from Quezon City to Taguig and is expected to serve 350,000 passengers daily.
The DOTr is considering the extension of the subway project to the Ninoy Aquino International Airport due to the expected growth in passenger volume.
Construction has been tentatively slated between 2019 and 2020.
The NEDA board is targeting to approve the project in time for the scheduled signing of the loan agreement in November when Japanese Prime Minister Shinzo Abe comes to the Philippines for the ASEAN Summit.
http://www.philstar.com/business/2017/08/29/1733576/early-completion-metro-subway-cost-7-b
“The Department of Transportation wants to accelerate the completion from 2024 to 2022. And so it means there will be more borers for the paneling needed, therefore the cost will go up,” he told reporters in a recent interview.
The cost for the project was originally placed at $4.4 billion but if it will be completed by 2022, the cost can go up to $7 billion, said Pernia.
“We don’t know the exact number yet,” he said.
The subway, which will link major business districts and government offices in Metro Manila, is expected to be approved by the National Economic and Development Authority (NEDA) board this month.
Funding will come from official development assistance (ODA) loan issued through the Japan International Cooperation Agency (JICA) at an interest rate of less than one percent at a 20-year term. A grace period of 15 years will also be provided before payment of the loan.
The first phase of the project alignment comprises 13 stations from Quezon City to Taguig and is expected to serve 350,000 passengers daily.
The DOTr is considering the extension of the subway project to the Ninoy Aquino International Airport due to the expected growth in passenger volume.
Construction has been tentatively slated between 2019 and 2020.
The NEDA board is targeting to approve the project in time for the scheduled signing of the loan agreement in November when Japanese Prime Minister Shinzo Abe comes to the Philippines for the ASEAN Summit.
http://www.philstar.com/business/2017/08/29/1733576/early-completion-metro-subway-cost-7-b
NLEX extending road to Bataan
NLEX Corp. is investing up to P20 billion to extend the North Luzon Expressway to Bataan province, a top executive said.
NLEX president and chief executive Rodrigo Franco said the company was currently doing the engineering study for NLEX Phase 3, with the project cost estimated at P16 billion to P20 billion.
NLEX Phase 3 is envisioned as a 37.76-kilometer, two by two-lane expressway from Sto. Tomas, Pampanga to Dinalupihan, Bataan.
“We are set to submit the investment proposal to TRB,” Franco said.
Franco said the company was expecting to complete the right of way acquisition in two years and start the construction by 2020.
Phase 1 of NLEX consists of four segments with a total length of 92 kilometers, including the rehabilitated and expanded 84-km stretch from Balintawak, Quezon City to Mabalacat, Pampanga and the 8.5-km Segment 7 from Hermosa, Bataan to Subic Freeport.
Phase 2 of NLEX consists four segments with a length of 21 kilometers, involving the construction of the greenfield northern C5 to connect the existing C5 from C.P. Garcia Ave. in the University of the Philippines complex in Diliman, Quezon City to NLEX, and extend westward to MacArthur Highway in Valenzuela City, turning south down to C3 in Caloocan City.
NLEX earlier said it was investing P29.43 billion in expressway projects between 2018 and 2020.
These projects include NLEX Segment 10 which is projected to be operational by the first half 2018; Segment 10 from C3 to R10 section to be completed by first quarter of 2019; and the Subic Freeport Expressway to be finished by the first quarter of 2019.
The NLEX-SLEX Connector Road is expected to be completed by the first quarter of 2021.
NLEX earlier reported a net profit of P2.3 billion in January to June, up from P2 billion a year ago.
Toll revenues increased 8 percent in the six-month period to P5.7 billion from P5.2 billion a year earlier, because of the increase in traffic at NLEX and Subic-Clark-Tarlac Expressway.
The average daily traffic for NLEX reached 233,652 daily entries in the first half, or 7 percent higher than the same period last year, while average daily traffic alone SCTEX rose 24 percent to 54,991 daily entries.
Non-toll revenues amounted to P83 million in the first half, also up from P73 million a year ago, on higher royalty fees, utility facility fees and other non-toll initiatives.
NLEX earlier submitted unsolicited proposals worth P122.43 billion to build two major expressway projects.
http://www.thestandard.com.ph/business/banking-report/245620/nlex-extending-road-to-bataan.html
NLEX president and chief executive Rodrigo Franco said the company was currently doing the engineering study for NLEX Phase 3, with the project cost estimated at P16 billion to P20 billion.
NLEX Phase 3 is envisioned as a 37.76-kilometer, two by two-lane expressway from Sto. Tomas, Pampanga to Dinalupihan, Bataan.
“We are set to submit the investment proposal to TRB,” Franco said.
Franco said the company was expecting to complete the right of way acquisition in two years and start the construction by 2020.
Phase 1 of NLEX consists of four segments with a total length of 92 kilometers, including the rehabilitated and expanded 84-km stretch from Balintawak, Quezon City to Mabalacat, Pampanga and the 8.5-km Segment 7 from Hermosa, Bataan to Subic Freeport.
Phase 2 of NLEX consists four segments with a length of 21 kilometers, involving the construction of the greenfield northern C5 to connect the existing C5 from C.P. Garcia Ave. in the University of the Philippines complex in Diliman, Quezon City to NLEX, and extend westward to MacArthur Highway in Valenzuela City, turning south down to C3 in Caloocan City.
NLEX earlier said it was investing P29.43 billion in expressway projects between 2018 and 2020.
These projects include NLEX Segment 10 which is projected to be operational by the first half 2018; Segment 10 from C3 to R10 section to be completed by first quarter of 2019; and the Subic Freeport Expressway to be finished by the first quarter of 2019.
The NLEX-SLEX Connector Road is expected to be completed by the first quarter of 2021.
NLEX earlier reported a net profit of P2.3 billion in January to June, up from P2 billion a year ago.
Toll revenues increased 8 percent in the six-month period to P5.7 billion from P5.2 billion a year earlier, because of the increase in traffic at NLEX and Subic-Clark-Tarlac Expressway.
The average daily traffic for NLEX reached 233,652 daily entries in the first half, or 7 percent higher than the same period last year, while average daily traffic alone SCTEX rose 24 percent to 54,991 daily entries.
Non-toll revenues amounted to P83 million in the first half, also up from P73 million a year ago, on higher royalty fees, utility facility fees and other non-toll initiatives.
NLEX earlier submitted unsolicited proposals worth P122.43 billion to build two major expressway projects.
http://www.thestandard.com.ph/business/banking-report/245620/nlex-extending-road-to-bataan.html
Monday, August 28, 2017
Mga bahay ng may 80,000 pamilya tatamaan sa pagtatayo ng PNR Rail Project
Mahigit 80,000 pamilya apektado ng PNR South at North Rail Projects.
Aminado ang Department of Transportation na libu-libong pamilya ang maaapektuhan ng itatayong PNR North and South Rail Project na sisimulan sa mga susunod na buwan.
Sa pagdinig ng Kamara sinabi ni DOTr Sec. Arthur Tugade, aabot sa humigit kumulang 82,000 ang mga pamilyang matatamaan ng P7 Billion PNR North and South project.
Kasama na sa pondo ang right of way payments para sa mga residenteng maaapektuhan dahil kukunin ang kanilang lupa.
Pero, hindi tulad sa DPWH na ang right of way payment ay may probisyong sinusunod kung saan kailangang magsumite ng requirement bago ma-release ang pondo, ang DOTr ay walang ganito.
Ang nasabing railway system ay dadaan ito sa Manila to Los Baños, Calamba to Batangas, kahabaan ng Quezon, Camarines Norte and Sur, Albay and Sorsogon.
Kinalampag naman ni ACT Teachers Rep. Antonio Tinio ang ahensya na bago maisakatuparan ang mga proyekto ay dapat may tiyak na plano para sa mga maapektuhan nito.
http://radyo.inquirer.net/78780/mga-bahay-ng-may-80000-pamilya-tatamaan-sa-pagtatayo-ng-pnr-rail-project
Aminado ang Department of Transportation na libu-libong pamilya ang maaapektuhan ng itatayong PNR North and South Rail Project na sisimulan sa mga susunod na buwan.
Sa pagdinig ng Kamara sinabi ni DOTr Sec. Arthur Tugade, aabot sa humigit kumulang 82,000 ang mga pamilyang matatamaan ng P7 Billion PNR North and South project.
Kasama na sa pondo ang right of way payments para sa mga residenteng maaapektuhan dahil kukunin ang kanilang lupa.
Pero, hindi tulad sa DPWH na ang right of way payment ay may probisyong sinusunod kung saan kailangang magsumite ng requirement bago ma-release ang pondo, ang DOTr ay walang ganito.
Ang nasabing railway system ay dadaan ito sa Manila to Los Baños, Calamba to Batangas, kahabaan ng Quezon, Camarines Norte and Sur, Albay and Sorsogon.
Kinalampag naman ni ACT Teachers Rep. Antonio Tinio ang ahensya na bago maisakatuparan ang mga proyekto ay dapat may tiyak na plano para sa mga maapektuhan nito.
http://radyo.inquirer.net/78780/mga-bahay-ng-may-80000-pamilya-tatamaan-sa-pagtatayo-ng-pnr-rail-project
Cost of US$4.4-B Metro Manila subway may go up: NEDA chief
The US$4.4-billion subway system for Metro Manila, targeted for full completion before President Rodrigo Duterte’s term ends in 2022, may require cost adjustments, said the country’s chief economist.
National Economic and Development Authority (NEDA) chief Ernesto Pernia told reporters the project cost of the Mega Manila Subway is not “totally complete.”
“The cost may increase because the DOTr (Department of Transportation) wants to accelerate the completion from 2024 to 2022 which means that there will be more borers for the tunneling needed, therefore, the cost will go up,” he said.
Pernia said the project cost could probably reach US$6 billion or US$7 billion, but added, “we don’t know the exact number (yet).”
The project’s feasibility study was conducted with the help of a grant from the Japan International Cooperation Agency (JICA).
President Duterte and Japanese Prime Minister Shinzo Abe were set to sign an agreement for the construction of the subway project on the sidelines of the ASEAN Summit in November.
The P227-billion Mega Manila Subway, from Quezon City to Taguig City, is a 25-kilometer underground mass transportation system connecting major business districts and government centers.
It is expected to serve around 370,000 passengers per day in its opening year.
National Economic and Development Authority (NEDA) chief Ernesto Pernia told reporters the project cost of the Mega Manila Subway is not “totally complete.”
“The cost may increase because the DOTr (Department of Transportation) wants to accelerate the completion from 2024 to 2022 which means that there will be more borers for the tunneling needed, therefore, the cost will go up,” he said.
Pernia said the project cost could probably reach US$6 billion or US$7 billion, but added, “we don’t know the exact number (yet).”
The project’s feasibility study was conducted with the help of a grant from the Japan International Cooperation Agency (JICA).
President Duterte and Japanese Prime Minister Shinzo Abe were set to sign an agreement for the construction of the subway project on the sidelines of the ASEAN Summit in November.
The P227-billion Mega Manila Subway, from Quezon City to Taguig City, is a 25-kilometer underground mass transportation system connecting major business districts and government centers.
It is expected to serve around 370,000 passengers per day in its opening year.
SM Prime eyes 10 new malls in 2018, says exec
HENRY Sy-led property developer SM Prime Holdings, Inc. is planning to add 10 new malls across the country in 2018, exceeding its existing annual target of five to six malls.
“Every year, we’re opening five to six although I think next year it would be more because they’re opening smaller malls next year,” Cora Guidote, SM Investments Corp. (SMIC) senior vice president for Investor Relations and Corporate Communications, told reporters on the sidelines of a forum organized by the Economic Journalists Association of the Philippines (EJAP) on Friday.
“We’re close to about 10 malls next year,” she said.
In addition, the company is expanding some of its existing malls, one of which is its largest, the SM Mall of Asia Complex.
“Mall of Asia complex for instance, something like 407,000 square meter, they’re expanding up to about 630,000 sqm so MOA’s expansion mall equates to one mall already,” Guidote said.
“They’re trying to hit [the expansion]later this year but … maybe by early next year if they won’t meet the target. Also, they’re updating a lot of the facilities,” she added.
SM Prime said it targeted to launch five malls in 2017, some of which were launched, including SM CDO Downtown Premier in Cagayan de Oro, and SM Cherry Antipolo in Rizal.
In September, the company will be launching SM City Puerto Princesa in Palawan.
“In Palawan—I think second week of September,” the official said.
The two others set for opening are SM Center Tuguegarao Downtown in Cagayan, and SM Center Lemery in Batangas.
SM Prime is the listed real estate developer of the Sy family under conglomerate SMIC. ANGELICA BALLESTEROS
http://www.manilatimes.net/sm-prime-eyes-10-new-malls-2018-says-exec/347030/
“Every year, we’re opening five to six although I think next year it would be more because they’re opening smaller malls next year,” Cora Guidote, SM Investments Corp. (SMIC) senior vice president for Investor Relations and Corporate Communications, told reporters on the sidelines of a forum organized by the Economic Journalists Association of the Philippines (EJAP) on Friday.
“We’re close to about 10 malls next year,” she said.
In addition, the company is expanding some of its existing malls, one of which is its largest, the SM Mall of Asia Complex.
“Mall of Asia complex for instance, something like 407,000 square meter, they’re expanding up to about 630,000 sqm so MOA’s expansion mall equates to one mall already,” Guidote said.
“They’re trying to hit [the expansion]later this year but … maybe by early next year if they won’t meet the target. Also, they’re updating a lot of the facilities,” she added.
SM Prime said it targeted to launch five malls in 2017, some of which were launched, including SM CDO Downtown Premier in Cagayan de Oro, and SM Cherry Antipolo in Rizal.
In September, the company will be launching SM City Puerto Princesa in Palawan.
“In Palawan—I think second week of September,” the official said.
The two others set for opening are SM Center Tuguegarao Downtown in Cagayan, and SM Center Lemery in Batangas.
SM Prime is the listed real estate developer of the Sy family under conglomerate SMIC. ANGELICA BALLESTEROS
http://www.manilatimes.net/sm-prime-eyes-10-new-malls-2018-says-exec/347030/
Cost of Mega Manila Subway to reach $6 billion-$8 billion if built now
THE Mega Manila Subway is expected to cost more than initially expected as the government wants to complete the project by the end of President Duterte’s term, the National Economic and Development Authority (Neda) said.
Socioeconomic Planning Secretary Ernesto M. Pernia said the project may now cost anywhere between $6 billion and $8 billion, from the initial estimate of $4.4 billion.
“The Department of Transportation [DOTr] wants to accelerate the completion from 2024 to 2022,” Pernia recently told reporters. “Therefore, the cost will go up.”
Pernia said the project is still pending at the Neda Board for approval. The feasibility study for the project was conducted with the help of a grant from the Japan International Cooperation Agency.
Earlier, Pernia said the Mega Manila Subway will be included in the list of projects to be discussed in the next Neda Board meeting slated in September.
Pernia said this approval would be in time for the signing of the agreement between the Japanese and Philippine governments in November.
The Neda secretary said Japan Prime Minister Shinzo Abe will be coming to the Philippines in November to attend the Asean meetings.
The Mega Manila Subway is in the list of 75 flagship projects of the Duterte administration. It is estimated the projects will cost at least P1.58 trillion.
Of the 75 projects, only 53 have cost estimates.
http://www.businessmirror.com.ph/cost-of-mega-manila-subway-to-reach-6-billion-8-billion-if-built-now/
Socioeconomic Planning Secretary Ernesto M. Pernia said the project may now cost anywhere between $6 billion and $8 billion, from the initial estimate of $4.4 billion.
“The Department of Transportation [DOTr] wants to accelerate the completion from 2024 to 2022,” Pernia recently told reporters. “Therefore, the cost will go up.”
Pernia said the project is still pending at the Neda Board for approval. The feasibility study for the project was conducted with the help of a grant from the Japan International Cooperation Agency.
Earlier, Pernia said the Mega Manila Subway will be included in the list of projects to be discussed in the next Neda Board meeting slated in September.
Pernia said this approval would be in time for the signing of the agreement between the Japanese and Philippine governments in November.
The Neda secretary said Japan Prime Minister Shinzo Abe will be coming to the Philippines in November to attend the Asean meetings.
The Mega Manila Subway is in the list of 75 flagship projects of the Duterte administration. It is estimated the projects will cost at least P1.58 trillion.
Of the 75 projects, only 53 have cost estimates.
http://www.businessmirror.com.ph/cost-of-mega-manila-subway-to-reach-6-billion-8-billion-if-built-now/
Sunday, August 27, 2017
Gov’t prodded on MRT 3 rehab; privatization eyed
Lawmakers urged yesterday the Duterte administration to study all options that would make the operation and maintenance of Metro Rail Transit Line 3 (MRT) more reliable and efficient.
Catanduanes Rep. Cesar Sarmiento, chairman of the House Committee on Transportation, said the government can consider at least three options for the MRT 3 to improve its services.
“Government has options to make the operation and maintenance of MRT3 more reliable. It can takeover the system by Equity Value Buyout then privatize it, it can roll-out a long-term maintenance contract that will coincide with the life of the present MRT BLT (Built-Lease-Transfer) Agreement or it can consider unsolicited proposals to improve the system made by private parties,” he said.
“Whatever it is, government has to choose from one of these options and execute it immediately,” he said.
He made such proposals after infrastructure giant Metro Pacific Investments Corp. renewed its bid to buy out the government’s interest in MRT 3.
For his part, Eastern Samar Rep. Ben Evardone, chairman of the House Committee on Banks and Financial Intermediaries, backed the privatization of the MRT 3 to improve its services.
“Congress should support the bid of Metro Pacific Investments Corp. of Manny Pangilinan to buy out the 77 percent stake of the government in MRT 3. To me, this is the best solution to improve the services of MRT 3,” he said.
The Development Bank of the Philippines and Land Bank of the Philippines hold about 77 percent of Metro Rail Transit Corp.’s (MRTC) economic rights.
“MRT 3 should be privatized to make it more efficient as a public mass transport system,” Evardone stressed.
Metro Pacific chairman Manuel V. Pangilinan earlier said they are prepared to do the buy out and rehabilitate and upgrade the MRT-3, which may cost some R12.5 billion.
Meanwhile, AKO BICOL party-list Rep. Rodel Batocabe, president of the House party-list bloc, called on the Duterte administration to carefully scrutinize Metro Pacific’s offer.
“The government should carefully study the offer considering that this involves public transportation which must have a social responsibility aspect rather a purely for profit venture,” he said.
MRT 3 caters to about half a million passengers a day.
http://news.mb.com.ph/2017/08/26/govt-prodded-on-mrt-3-rehab-privatization-eyed/
Catanduanes Rep. Cesar Sarmiento, chairman of the House Committee on Transportation, said the government can consider at least three options for the MRT 3 to improve its services.
“Government has options to make the operation and maintenance of MRT3 more reliable. It can takeover the system by Equity Value Buyout then privatize it, it can roll-out a long-term maintenance contract that will coincide with the life of the present MRT BLT (Built-Lease-Transfer) Agreement or it can consider unsolicited proposals to improve the system made by private parties,” he said.
“Whatever it is, government has to choose from one of these options and execute it immediately,” he said.
He made such proposals after infrastructure giant Metro Pacific Investments Corp. renewed its bid to buy out the government’s interest in MRT 3.
For his part, Eastern Samar Rep. Ben Evardone, chairman of the House Committee on Banks and Financial Intermediaries, backed the privatization of the MRT 3 to improve its services.
“Congress should support the bid of Metro Pacific Investments Corp. of Manny Pangilinan to buy out the 77 percent stake of the government in MRT 3. To me, this is the best solution to improve the services of MRT 3,” he said.
The Development Bank of the Philippines and Land Bank of the Philippines hold about 77 percent of Metro Rail Transit Corp.’s (MRTC) economic rights.
“MRT 3 should be privatized to make it more efficient as a public mass transport system,” Evardone stressed.
Metro Pacific chairman Manuel V. Pangilinan earlier said they are prepared to do the buy out and rehabilitate and upgrade the MRT-3, which may cost some R12.5 billion.
Meanwhile, AKO BICOL party-list Rep. Rodel Batocabe, president of the House party-list bloc, called on the Duterte administration to carefully scrutinize Metro Pacific’s offer.
“The government should carefully study the offer considering that this involves public transportation which must have a social responsibility aspect rather a purely for profit venture,” he said.
MRT 3 caters to about half a million passengers a day.
http://news.mb.com.ph/2017/08/26/govt-prodded-on-mrt-3-rehab-privatization-eyed/
Thursday, August 24, 2017
Pangilinan: MRT-3 buyout talks continuing
METRO Pacific Investments Corp. sees progress in its plan to buy Metro Rail Transit Corporation from the government, MPIC Chairman Manuel V. Pangilinan said.
“When we say progress, it means there are discussions,” Pangilinan told reporters in Quezon City on Tuesday on the sidelines of the launch of a digital tollways program for expressways in Luzon.
Pangilinan said that MPIC was in talks with the Department of Transportation to pursue its buyout plan for MRT-3.
Earlier, undersecretary for rails Cesar Chavez said that he wanted MRT-3 to be privatized then placed under the management of the Light Rail Transit Authority, operator of the LRT-2.
Pangilinan said MPIC had not decided on a specific amount of investment for MRT-3 yet.
“There are no hard estimates because it’s rather complicated,” he said.
Light Rail Manila Corporation president and chief executive officer Rogelio Singson has said that the problem with MRT-3 was that it is owned by the government.
“The difficulty with government is they are governed by very strict procurement laws. In the case of the private, when I need a spare part, I will just buy it,” Singson said in a TV interview.
LRMC is a joint venture of Metro Pacific Investments Corporation’s Metro Pacific Light Rail Corporation (MPLRC), Ayala Corporation’s AC Infrastructure Holdings Corporation (AC Infra), and the Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings (Philippines) PTE Ltd. (MIHPL).
MPIC President Joey Lim said their company could develop the MRT-3 and make it profitable like the LRT-1.
“If we can make our Light Rail Transit-1 profitable, we are certain we can make our MRT-3 just as efficient,” Lim has said.
“When we say progress, it means there are discussions,” Pangilinan told reporters in Quezon City on Tuesday on the sidelines of the launch of a digital tollways program for expressways in Luzon.
Pangilinan said that MPIC was in talks with the Department of Transportation to pursue its buyout plan for MRT-3.
Earlier, undersecretary for rails Cesar Chavez said that he wanted MRT-3 to be privatized then placed under the management of the Light Rail Transit Authority, operator of the LRT-2.
Pangilinan said MPIC had not decided on a specific amount of investment for MRT-3 yet.
“There are no hard estimates because it’s rather complicated,” he said.
Light Rail Manila Corporation president and chief executive officer Rogelio Singson has said that the problem with MRT-3 was that it is owned by the government.
“The difficulty with government is they are governed by very strict procurement laws. In the case of the private, when I need a spare part, I will just buy it,” Singson said in a TV interview.
LRMC is a joint venture of Metro Pacific Investments Corporation’s Metro Pacific Light Rail Corporation (MPLRC), Ayala Corporation’s AC Infrastructure Holdings Corporation (AC Infra), and the Philippine Investment Alliance for Infrastructure’s Macquarie Infrastructure Holdings (Philippines) PTE Ltd. (MIHPL).
MPIC President Joey Lim said their company could develop the MRT-3 and make it profitable like the LRT-1.
“If we can make our Light Rail Transit-1 profitable, we are certain we can make our MRT-3 just as efficient,” Lim has said.
Wednesday, August 23, 2017
MPIC plans to buy out MRT-3 stakeholders
Infrastructure conglomerate Metro Pacific Investments Corp. (MPIC) is planning to buy out the stake of the government and other shareholders in the Metro Rail Transit Line 3 (MRT-3).
MPIC chairman Manuel V. Pangilinan told reporters yesterday the company is open to buy out the stake of the government and other shareholders of the MRT-3 system, which runs from North Avenue in Quezon City to Taft station in Pasay City.
“We said in principle we’re prepared to do that,” he said.
Pangilinan also said there have been recent discussions between the MPIC and the Department of Transportation as the firm submitted a new proposal to rehabilitate and improve the MRT-3.
Under the new proposal, the firm would invest about P12 billion to rehabilitate the train system and there would be no increase in fares for at least two years.
MPIC is working with Ayala Corp. and Macquarie Infrastructure Holdings (Philippines) Pte Ltd., its partners for the Light Rail Transit Line 1 Cavite Extension, for the new proposal to rehabilitate the MRT-3.
MPIC first submitted a $500 million proposal to rehabilitate the MRT-3 in 2011.
The proposal was thumbed down, however, as the offer involved hiking fares for the MRT-3.
Earlier, MPIC also expressed interest to buy out the government’s stake in the train system.
In 2011, MPIC said it was open to partner with local or foreign groups to acquire the shares held by government financial institutions Land Bank of the Philippines (Landbank) and Development Bank of the Philippines (DBP) in the MRT-3.
Landbank and DBP hold a combined 80-percent economic interest in Metro Rail Transit Corp. (MRTC), the private owner of the train system.
MPIC has also signed a cooperation agreement earlier, with various groups holding rights and interests in the MRT-3 to acquire a 48 percent stake in MRTC. The firm has yet to exercise that option.
Under the previous administration, the government was looking to implement the equity value buyout (EVBO) of MRTC to solve issues over the train system’s ownership and to put an end to its need to pay for equity rental payments for the MRT-3.
The buyout was never implemented amid an arbitration case filed by MRTC before a court in Singapore and as the previous administration was not able to forge an agreement with Landbank and DBP.
Pangilinan said it is important to give attention to the MRT-3 as the train system has been through a series of breakdowns in the past years.
“We all know the MRT-3 has had quite a number of issues for the past many years so, we want to resolve those issues for the benefit of commuters. I am sure the government shares that objective as well,” he said.
MPIC chairman Manuel V. Pangilinan told reporters yesterday the company is open to buy out the stake of the government and other shareholders of the MRT-3 system, which runs from North Avenue in Quezon City to Taft station in Pasay City.
“We said in principle we’re prepared to do that,” he said.
Pangilinan also said there have been recent discussions between the MPIC and the Department of Transportation as the firm submitted a new proposal to rehabilitate and improve the MRT-3.
Under the new proposal, the firm would invest about P12 billion to rehabilitate the train system and there would be no increase in fares for at least two years.
MPIC is working with Ayala Corp. and Macquarie Infrastructure Holdings (Philippines) Pte Ltd., its partners for the Light Rail Transit Line 1 Cavite Extension, for the new proposal to rehabilitate the MRT-3.
MPIC first submitted a $500 million proposal to rehabilitate the MRT-3 in 2011.
The proposal was thumbed down, however, as the offer involved hiking fares for the MRT-3.
Earlier, MPIC also expressed interest to buy out the government’s stake in the train system.
In 2011, MPIC said it was open to partner with local or foreign groups to acquire the shares held by government financial institutions Land Bank of the Philippines (Landbank) and Development Bank of the Philippines (DBP) in the MRT-3.
Landbank and DBP hold a combined 80-percent economic interest in Metro Rail Transit Corp. (MRTC), the private owner of the train system.
MPIC has also signed a cooperation agreement earlier, with various groups holding rights and interests in the MRT-3 to acquire a 48 percent stake in MRTC. The firm has yet to exercise that option.
Under the previous administration, the government was looking to implement the equity value buyout (EVBO) of MRTC to solve issues over the train system’s ownership and to put an end to its need to pay for equity rental payments for the MRT-3.
The buyout was never implemented amid an arbitration case filed by MRTC before a court in Singapore and as the previous administration was not able to forge an agreement with Landbank and DBP.
Pangilinan said it is important to give attention to the MRT-3 as the train system has been through a series of breakdowns in the past years.
“We all know the MRT-3 has had quite a number of issues for the past many years so, we want to resolve those issues for the benefit of commuters. I am sure the government shares that objective as well,” he said.
Manny Pangilinan's group mulls buying out MRT3 owners
Manuel "Manny" Pangilinan, the chairman of listed infrastructure conglomerate Metro Pacific Investments Corporation (MPIC), plans to buy out Manila's most congested railway system, the Metro Rail Transit Line 3 (MRT3) from its owners – a move seen as needed for the railway's upgrade and proper maintenance.
"We said in principle we're prepared to do that (buyout)... The tentative cost of rehabilitating the system is about P12.5 billion, but there'll be further cashout to take out certain shareholders of MRT, including the government," Pangilinan told reporters on the sidelines of an event in Quezon City on Tuesday, August 22.
MRT Corporation (MRTC) is the private group that was a signatory to the build-lease-transfer (BLT) agreement for the MRT3 in 1997. (READ: When the MRT was awesome)
Companies behind the MRT3 include Astoria Investments of the Ayala group, Anglo Philippine Holdings of the National Bookstore group, Railco Investments of the Ramcar Group, Sobrepeña-led Metro Global Holdings Corporation, Sheridan LRT Holdings of the Unilab group.
The government holds a 77% economic interest in MRTC through Land Bank of the Philippines (Landbank) and Development Bank of the Philippines (DBP) by virtue of its acquisition of asset-backed bonds issued by MRTC's original owners in 2009. This secured the government 11 out of 14 seats on the board but did not give it equity ownership.
Meanwhile, MPIC has an option to acquire a 48% stake in MRTC after signing cooperation agreements with the various groups that hold rights and interests in the company. MPIC, however, has yet to exercise this option.
Pangilinan said his group has yet to submit a formal buyout proposal to the government. "We don't know what the quantum of that cashout is. There will be maintenance capex, O&M (operations and maintenance) expenses and, of course, concession fees payable to the government. These things will have to be discussed with the government in due course."
Separate rehabilitation plan
Pangilinan said his firm has already informed the Duterte administration of its P12.5-billion plan to revive its unsolicited proposal for the MRT3 upgrade.
"There's a discussion. For me, that's a good sign. By no means am I indicating there is an agreement," Pangilinan said. (READ: How did the MRT3 mess start?)
During the administration of former president Benigno Aquino III, MPIC had submitted a revised P23.3-billion proposal to rehabilitate and upgrade the MRT3.
The revised offer, which was a scaled-down version of a P25.1-billion proposal submitted in 2011, included the rehabilitation of existing train cars, 25 additional coaches, a new signaling system, and settlement of equity rental payments held by government financial institutions.
The Aquino administration, however, sat on this proposal.
Earlier this month, Ayala Infrastructure Holdings president and chief executive officer Rene Almendras said the conglomerate will participate in MPIC's unsolicited proposal to rehabilitate the MRT3.
The terms of the joint venture partnership, however, have yet to be finalized.
The two conglomerates are also partners in the operations and maintenance of the Light Rail Transit Line 1 (LRT1) and the LRT1 Cavite Extension project under joint venture company Light Rail Manila Corporation.
The MRT3, which runs along EDSA from North Avenue in Quezon City to Taft Avenue in Pasay City, serves more than 500,000 passengers per day, or way beyond its rated capacity of 350,000.
Feasibility study for Subic-Clark Cargo Railway now up for NEDA board approval
The feasibility study for the P57.2-billion Subic-Clark Cargo Railway project is now up for National Economic and Development Authority (NEDA) for approval, which, if obtained, could already pave the way for state-run Bases Conversion and Development Authority (BCDA) to start the project before the year ends.
Subic-Clark Cargo Railway Project is a 77-kilometer rail connection linking Subic Port with Clark International Airport mainly to reduce the number of trucks travelling in Metro Manila and lower the prices of goods.
The project also aims to increase Subic Port Utilization and compliment airport operation in Clark.
“NEDA is now on the process of reviewing the feasibility study. This would most likely be an ODA (Official Development Assistance) project,” BCDA President and Chief Executive Officer Vivencio Dizon said during the 6th Business Forum of The Manila Times.
Both Chinese and Japanese governments have already looked at the project for potential funding.
BCDA is targeting to start the project this year so it could complete it by 2022. Start date of projects will include pre-work and pre-planning stages such as conceptualization or feasibility studies.
Aside from this new terminal, BCDA is also implementing other infrastructure projects within the Clark area with the Department of Transportation (DOTr). These are the P105-billion Manila-Clark Railway (Phase 1), the multibillion-dollar New Clark City, and the P15.34-billion Clark International Airport New Terminal Building.
Right now, BCDA is on the process of getting Engineering, Procurement, Construction (EPC) contractor for the project, which happens to be the first to fall under the hybrid public-private partnership (PPP) scheme of the government.
Dizon said BCDA had so far attracted 10 prospective, mostly foreign, for the construction of the new passenger terminal.
Among the companies that are vying for the contract are two of the country’s major infrastructure players, Megawide Construction Corp. and Metro Pacific Investments Corp. (MPIC), as well as POSCO, a multinational infrastructure company that built South Korea’s Incheon International Airport, which is one of the best airports in the world.
Dizon noted that the auction for EPC contract will be done separately with the bidding for the terminal’s operation and maintenance (O&M) contract.
The O&M of the existing and proposed new terminal building of Clark airport will also be bid out to the private sector through PPP. Once the new terminal is constructed, the O&M will be operated by the winning private partner.
http://business.mb.com.ph/2017/08/22/feasibility-study-for-subic-clark-cargo-railway-now-up-for-neda-board-approval/
Subic-Clark Cargo Railway Project is a 77-kilometer rail connection linking Subic Port with Clark International Airport mainly to reduce the number of trucks travelling in Metro Manila and lower the prices of goods.
The project also aims to increase Subic Port Utilization and compliment airport operation in Clark.
“NEDA is now on the process of reviewing the feasibility study. This would most likely be an ODA (Official Development Assistance) project,” BCDA President and Chief Executive Officer Vivencio Dizon said during the 6th Business Forum of The Manila Times.
Both Chinese and Japanese governments have already looked at the project for potential funding.
BCDA is targeting to start the project this year so it could complete it by 2022. Start date of projects will include pre-work and pre-planning stages such as conceptualization or feasibility studies.
Aside from this new terminal, BCDA is also implementing other infrastructure projects within the Clark area with the Department of Transportation (DOTr). These are the P105-billion Manila-Clark Railway (Phase 1), the multibillion-dollar New Clark City, and the P15.34-billion Clark International Airport New Terminal Building.
Right now, BCDA is on the process of getting Engineering, Procurement, Construction (EPC) contractor for the project, which happens to be the first to fall under the hybrid public-private partnership (PPP) scheme of the government.
Dizon said BCDA had so far attracted 10 prospective, mostly foreign, for the construction of the new passenger terminal.
Among the companies that are vying for the contract are two of the country’s major infrastructure players, Megawide Construction Corp. and Metro Pacific Investments Corp. (MPIC), as well as POSCO, a multinational infrastructure company that built South Korea’s Incheon International Airport, which is one of the best airports in the world.
Dizon noted that the auction for EPC contract will be done separately with the bidding for the terminal’s operation and maintenance (O&M) contract.
The O&M of the existing and proposed new terminal building of Clark airport will also be bid out to the private sector through PPP. Once the new terminal is constructed, the O&M will be operated by the winning private partner.
http://business.mb.com.ph/2017/08/22/feasibility-study-for-subic-clark-cargo-railway-now-up-for-neda-board-approval/
PH set to begin $13-B worth of Japan-funded rail projects
Four high-profile infrastructure projects in the Philippines worth around P676 billion ($13.3 billion) and to be funded by loans from Japan are scheduled to start construction next year, including a subway system in Manila, Philippine officials said Tuesday.
Transportation undersecretary Cesar Chavez told a forum that the loan agreement for the P230-billion first phase of the subway project will be signed when Japanese Prime Minister Shinzo Abe visits Manila in November for regional summits led by the Association of Southeast Asian Nations.
Chavez said construction of the 23-kilometer, 14-station subway is expected to be completed by 2024, but authorities are looking to see if five stations can be opened at an earlier date.
Also among the projects in which construction is set to begin in 2018 are three railway extension projects connecting Metro Manila to provinces north and south of the capital.
These include a P105-billion, 38-km track connecting Manila with Bulacan province, to its north, and P211-billion, 69-km track extending from there to adjoining Pampanga province.
On Manila's south side, a P130-billion, 72-km railway will connect it with the province of Laguna.
Finance Secretary Carlos Dominguez said that while negotiations with the Japanese side have yet to conclude, interest rates for the loans will likely stay significantly below 1 percent per annum.
Dominguez also said that there will be a likely grace period of seven to 10 years, depending on the project, while the payment period will range from 30 to 40 years.
The Philippine government is planning to spend $160 billion for infrastructure development during the six year-term of President Rodrigo Duterte, touting it as a golden age of infrastructure for the Southeast Asian country.
About 20 percent, or $32 billion, of that would be sourced from foreign lenders while the remainder would be sourced domestically.
Transportation undersecretary Cesar Chavez told a forum that the loan agreement for the P230-billion first phase of the subway project will be signed when Japanese Prime Minister Shinzo Abe visits Manila in November for regional summits led by the Association of Southeast Asian Nations.
Chavez said construction of the 23-kilometer, 14-station subway is expected to be completed by 2024, but authorities are looking to see if five stations can be opened at an earlier date.
Also among the projects in which construction is set to begin in 2018 are three railway extension projects connecting Metro Manila to provinces north and south of the capital.
These include a P105-billion, 38-km track connecting Manila with Bulacan province, to its north, and P211-billion, 69-km track extending from there to adjoining Pampanga province.
On Manila's south side, a P130-billion, 72-km railway will connect it with the province of Laguna.
Finance Secretary Carlos Dominguez said that while negotiations with the Japanese side have yet to conclude, interest rates for the loans will likely stay significantly below 1 percent per annum.
Dominguez also said that there will be a likely grace period of seven to 10 years, depending on the project, while the payment period will range from 30 to 40 years.
The Philippine government is planning to spend $160 billion for infrastructure development during the six year-term of President Rodrigo Duterte, touting it as a golden age of infrastructure for the Southeast Asian country.
About 20 percent, or $32 billion, of that would be sourced from foreign lenders while the remainder would be sourced domestically.
Monday, August 21, 2017
DPWH EARMARKS P113B: Gov’t plans to ease MM traffic in 3 years
The government is planning to ease the traffic problem in Metro Manila in three years or by 2020, through the completion of by-pass roads and bridges and major expressway projects.
The Department of Public Works and Highways (DPWH), which obtained the second highest budget this year at P467.6 billion next to the Department of Education, has earmarked a big portion of this, or P113.1 billion, for traffic decongestion specially in Metro Manila. The budget is expected to increase to P160.1 billion by next year.
The investment will be used to implement the high standard highway, expressway construction, widening of national roads and bridges, and construction of bypasses/diversion roads, flyover, interchange and underpass.
Mark Villar, DPWH secretary, said Metro Manila’s landscape will change by 2020 once the major expressway projects such as Metro Manila Skyway Stage 3 (MMSS3)and the North Luzon Expressway (NLEX)-South Luzon Expressway (SLEX) connector road are completed.
“We have already started the right-of-way acquisition for the connector. We will be opening the first ramp of the Skyway extension by first quarter next year and we awarded the Sta. Monica bridge, then we will finish the first phase of Laguna Lake Highway,” Villar said.
Construction of the NLEX-SLEX connector road project of Metro Pacific Investments Corp. will start by fourth quarter this year. This will cut travel time between NLEX and SLEX to 15 to 20 minutes, from the current more than an hour travel.
San Miguel Corp.’s MMSS3 project,a 14.8-kilometer, six-lane elevated expressway, will connect SLEX and NLEX from Buendia in Makati to Balintawak. This will reduce travel time from two hours to 20 minutes.
Villar had said the MMSS3 from SLEX will be accessible up to President Quirino avenue in Manila by second quarter next year.
These projects are part of the Luzon Spine Expressway network, which is composed of 18 projects, with some under public-private partnership, private sector and the government.
This is an expressway network from 385 km to 1,040 km high standard highways in Luzon. Travel time from La Union to Bicol would be eight hours and 15 minutes.
MMSS3, which started its construction in 2015, will be completed by 2019, while the NLEX-SLEX connector road project will be done by 2021.
The Laguna Lake Highway is expected to be completed in 2018. From Taytay to Bicutan, travel will be in 30 minutes.
The Southeast Metro Manila Expressway-C6 from Bicutan to Batasan will bring travel time to 26 minutes once completed.
Other projects are the Cavite-Laguna Expressway, the Radial Road 10 from Manila to Navotasfor travel in 30 minutes which will be completed this year and the NLEX Harbor Link Segment 10 to be completed by 2018.
The Metro Manila logistics improvement project will increase the 26 bridges to 38 bridges crossing Pasig River, Marikina and Manggahan Floodway by the end of the administration.
The bridges projects involve the Bonifacio Global City-Ortigas Center link road to be completed by 2020,Binondo-Intramuros bridge, Estrella-Pantaleon bridge, and Metro Manila priority bridges seismic improvement project Guadalupe bridge and Lambingan bridge for completion in 2021.
The Duterte administration has programmed an P8.9-trillion budget for infrastructure from 2017 to 2022.
According to the Japan International Cooperation Agency study in 2014, traffic congestion in Metro Manila is costing the Philippines at least P2.4 billion daily. If left without intervention, this is likely to reach P6 billion a day by 2030.
Preliminary analysis in the study showed the average low-income group households have to spend no less than 20 percent of their monthly household income for transport.
Without intervention, traffic demand will likely increase by 13 percent by 2030, and transport cost will be 2.5 times higher.
http://malaya.com.ph/business-news/business/dpwh-earmarks-p113b-gov%E2%80%99t-plans-ease-mm-traffic-3-years
The Department of Public Works and Highways (DPWH), which obtained the second highest budget this year at P467.6 billion next to the Department of Education, has earmarked a big portion of this, or P113.1 billion, for traffic decongestion specially in Metro Manila. The budget is expected to increase to P160.1 billion by next year.
The investment will be used to implement the high standard highway, expressway construction, widening of national roads and bridges, and construction of bypasses/diversion roads, flyover, interchange and underpass.
Mark Villar, DPWH secretary, said Metro Manila’s landscape will change by 2020 once the major expressway projects such as Metro Manila Skyway Stage 3 (MMSS3)and the North Luzon Expressway (NLEX)-South Luzon Expressway (SLEX) connector road are completed.
“We have already started the right-of-way acquisition for the connector. We will be opening the first ramp of the Skyway extension by first quarter next year and we awarded the Sta. Monica bridge, then we will finish the first phase of Laguna Lake Highway,” Villar said.
Construction of the NLEX-SLEX connector road project of Metro Pacific Investments Corp. will start by fourth quarter this year. This will cut travel time between NLEX and SLEX to 15 to 20 minutes, from the current more than an hour travel.
San Miguel Corp.’s MMSS3 project,a 14.8-kilometer, six-lane elevated expressway, will connect SLEX and NLEX from Buendia in Makati to Balintawak. This will reduce travel time from two hours to 20 minutes.
Villar had said the MMSS3 from SLEX will be accessible up to President Quirino avenue in Manila by second quarter next year.
These projects are part of the Luzon Spine Expressway network, which is composed of 18 projects, with some under public-private partnership, private sector and the government.
This is an expressway network from 385 km to 1,040 km high standard highways in Luzon. Travel time from La Union to Bicol would be eight hours and 15 minutes.
MMSS3, which started its construction in 2015, will be completed by 2019, while the NLEX-SLEX connector road project will be done by 2021.
The Laguna Lake Highway is expected to be completed in 2018. From Taytay to Bicutan, travel will be in 30 minutes.
The Southeast Metro Manila Expressway-C6 from Bicutan to Batasan will bring travel time to 26 minutes once completed.
Other projects are the Cavite-Laguna Expressway, the Radial Road 10 from Manila to Navotasfor travel in 30 minutes which will be completed this year and the NLEX Harbor Link Segment 10 to be completed by 2018.
The Metro Manila logistics improvement project will increase the 26 bridges to 38 bridges crossing Pasig River, Marikina and Manggahan Floodway by the end of the administration.
The bridges projects involve the Bonifacio Global City-Ortigas Center link road to be completed by 2020,Binondo-Intramuros bridge, Estrella-Pantaleon bridge, and Metro Manila priority bridges seismic improvement project Guadalupe bridge and Lambingan bridge for completion in 2021.
The Duterte administration has programmed an P8.9-trillion budget for infrastructure from 2017 to 2022.
According to the Japan International Cooperation Agency study in 2014, traffic congestion in Metro Manila is costing the Philippines at least P2.4 billion daily. If left without intervention, this is likely to reach P6 billion a day by 2030.
Preliminary analysis in the study showed the average low-income group households have to spend no less than 20 percent of their monthly household income for transport.
Without intervention, traffic demand will likely increase by 13 percent by 2030, and transport cost will be 2.5 times higher.
http://malaya.com.ph/business-news/business/dpwh-earmarks-p113b-gov%E2%80%99t-plans-ease-mm-traffic-3-years
Sunday, August 20, 2017
Mga awitin sa kasal
MAALAALA MO KAYA
Constancio de Guzman
Huwag mong sabihing ika’y hamak
Kahit na isang mahirap
Pagka’t ang tangi kong pag-ibig
Ganyan ang hinahanap
Aanhin ko ang kayamanan
Kung ang puso’y salawahan
Ang nais ko’y pag-ibig na tunay
At walang kamatayan
Maalaala mo kaya ang sumpa mo sa akin
Na ang pag-ibig mo ay sadyang di magmamaliw
Kung nais mong matanto, buksan ang aking puso
At tanging larawan mo ang doo’y nakatago
Di ka kaya magbago sa iyong pagmamahal
Hinding-hindi giliw ko hanggang sa libingan
O kay sarap mabuhay, lalo na’t may lambingan
Ligaya sa puso ko ay di na mapaparam
MINSAN LANG KITA IIBIGIN
Aaron Paul del RosarioAlbum: Simple Lang
Mahal, pangako sa iyo
Hindi magbabago
Ikaw lang ang iibigin ko
Kahit Ikaw ay lumayo
At masaktan ako
Asahan na 'di maglalaho
Ang pag-ibig ko'y alay sa'yo lamang
Kung kaya giliw dapat mong malaman.
Minsan lang kitang iibigin
Minsan lang kitang mamahalin
Ang pagmamahal sa'yo'y walang hangganan
Dahil ang minsan, ay magpakailanman.
Minsan lamang sa buhay ko
Ang 'sang katulad mo
Ako rin ba'y iniibig mo
Dinggin puso'y sumasamo
Sinusumpa sa'yo
Ikaw ang tanging dalangin ko. (*)
Minsan lang kitang iibigin
Minsan lang kitang mamahalin
Ang pagmamahal sa'yo'y walang hangganan
Dahil ang minsan, ay magpakailanman.
Dahil ang minsan, ay magpakailanman.
MULA SA PUSO
Vehnee Saturno
Album: Problemang Puso
Bakit nga ba ang puso
Pag nagmamahal na
Ay sadyang nakapagtataka
Ang baawa't sandali
Lagi nang may ngiti
Dahil langit ang nadarama
Para bang ang lahat ay walang hangganan
Dahil sa tamis na nararanasan
Kung mula sa puso ay tunay ngang ganyan
Nais ko'y ikaw ang laging yakap-yakap
Yakap na sana'y walang wakas
Sana'y laging ako ang iniisip mo
Sa maghapon at sa magdamag
Init ng pag-ibig ating pagsaluhan
Kung mayroong hahadlang
'Di ko papayagan
Kung mula sa puso ay tunay ngang ganyan
Init ng pag-ibig ating pagsaluhan
Kung mayroong hahadlang
Aking paglalaban
Kung mula sa puso ay tunay ngang ganyan
Nais ko'y ikaw ang laging yakap-yakap
Yakap na sana'y walang wakas
Sana'y laging ako ang iniisip mo
Sa maghapon at sa magdamag
Init ng pag-ibig ating pagsaluhan
Kung mayroong hahadlang
Aking paglalaban
Kung mula sa puso ay tunay ngang ganyan
NGAYON AT KAILANMAN
George Canseco
Ngayon at kailanman
Sumpa ko’y iibigin ka
Ngayon at kailanman
Hindi ka na mag-iisa
Ngayon at kailanman
Sa hirap ko ginhawa ka
Asahan may kasama ka sinta
Naroroon ako t’wina
Maaasahan mo t’wina
Ngayon at kailanman
Dahil kaya sa ‘yo ng maitadhanang
Ako’y isilang sa mundo
Upang sa araw-araw ay siyang makapiling mo
Upang ngayon at kailanman
Ikaw ay mapalingkuran hirang
Bakit labis kitang mahal
Pangalawa sa Maykapal
Higit sa ‘king buhay
[refrain]
Sa bawat araw ang pag-ibig ko sa ‘yo liyag
Lalong tumatamis, tumitingkad
Bawat kahapon ay daig nitong bawat ngayon
Na daig ng bawat bukas
Malilimot ka lang
Kapag ang araw at bituin ay di na matanaw
Kapag tumigil ang daigdig at di ‘na gumalaw
Subalit isang araw pa matapos ang mundo’y nagunaw na
Hanggang doon magwawakas pag-ibig kong sadyang wagas
Ngayon at kailanman
[repeat refrain]
Labis kitang mahal (ngayon at kailanman)
Langit may kasama ka (ngayon at kailanman)
Ngayon at kailanman
PANGAKO SA'YO
Rey Valera
Noon akala ko
Ang wagas na pag-ibig
Ay sa nobela lang
Matatagpuan
At para bang kay hirap
Na paniwalaan
Ii.
Ikaw, ikaw pala
Ang hinihintay kong pangarap
Ngayong kapiling ka
At tayo'y isa
Hindi ko hahayaan
Na sa atin ay may hahadlang
Chorus:
Pangako sa 'yo
Ipaglalaban ko
Sa hirap at ginhawa
Ang ating pag-ibig
Upang 'di magkalayo
Kailan man
'pagkat ang tulad mo
Ay minsan lang sa buhay ko...
Repeat ii:
Repeat chorus:
For better or for worst
For richer or for poorer
In sickness and in health
Till death do us part
Upang 'di magkalayo
Kailan man
'pagkat ang tulad mo
Ay minsan lang sa buhay ko...
Repeat chorus:
Oh, lalala
Friday, August 18, 2017
Japan, Philippines set to start designing Mega Manila Subway System
Design for the PHP227 billion Mega Manila Subway will be created by Philippines and Japan starting in November, Socioeconomic Planning Secretary and National Economic and Development Authority (NEDA) Director General Ernesto M. Pernia said in a press conference today.
“The subway I think is going to be the project of the century for the Philippines. Designing of that will be in November when Prime Minister Abe will come for the ASEAN Summit,” Pernia said, as quoted by GMA News Online.
He added that during the next NEDA Board meeting in September, the said project will already be tackled.
Mega Manila Subway project phase 1 or the Manila Metro Line 9 is among its 75 priority projects.
Mega Manila Subway project phase 1 or the Manila Metro Line 9 will cover Mindanao Avenue, North Avenue, Quezon Avenue, East Avenue, Anonas, Katipunan, Ortigas North, Ortigas South, Kalayaan, Bonifacio Global City, Cayetano Boulevard, Food Terminal Inc. (FTI) and the Ninoy Aquino International Airport (NAIA).
The entire Mega Manila Subway System is envisioned to start from San Jose del Monte, Bulacan to Dasmarinas City, Cavite.
“The subway I think is going to be the project of the century for the Philippines. Designing of that will be in November when Prime Minister Abe will come for the ASEAN Summit,” Pernia said, as quoted by GMA News Online.
He added that during the next NEDA Board meeting in September, the said project will already be tackled.
Mega Manila Subway project phase 1 or the Manila Metro Line 9 is among its 75 priority projects.
Mega Manila Subway project phase 1 or the Manila Metro Line 9 will cover Mindanao Avenue, North Avenue, Quezon Avenue, East Avenue, Anonas, Katipunan, Ortigas North, Ortigas South, Kalayaan, Bonifacio Global City, Cayetano Boulevard, Food Terminal Inc. (FTI) and the Ninoy Aquino International Airport (NAIA).
The entire Mega Manila Subway System is envisioned to start from San Jose del Monte, Bulacan to Dasmarinas City, Cavite.
Mega Manila Subway project now up for NEDA board approval
The planned underground mass transportation system connecting major business districts and government centers in Metro Manila is up for approval by the National Economic and Development Authority (NEDA) board next month, a Cabinet official said.
Socioeconomic Planning Secretary Ernesto M. Pernia said yesterday that the proposed 25-kilometer Mega Manila Subway is among the agenda of the NEDA Board in September, which will be chaired by President Rodrigo R. Duterte.
“The subway will be taken down in the next NEDA Board meeting,” Pernia told reporters. “The subway is going to be the project of the century for the Philippines as it will cost something like $5 billion.”
He disclosed the feasibility study for the P227 billion Mega Manila Subway has already been completed after it was financed by a grant from the Japan International Cooperation Agency (JICA).
Pernia said the government aims to seal the official development assistance (ODA) loan from Japan in November while Japanese Prime Minister Shinzo Abe is attending the Association of Southeast Asian Nations (ASEAN) summit.
NEDA chief also added the government is expecting an interest rate of below one percent for the multibillion pesos ODA from the Japanese government.
Once completed, Mega Manila Subway is expected to serve around 370,000 passengers per day in its opening year, complementing the congested lines of Metro Rail Transit (MRT) and Light Rail Transit (LRT).
The Mega Manila Subway is also among the nine big-ticket infrastructure projects that the Philippines wanted to open for possible financing from Japanese government.
Among the other projects included in the list are the Dalton Pass East alignment alternative road project (P4.01 billion), the Malolos-Clark railway project (P95.368 billion) and HARVEST project (P2.05 billion).
HARVEST stands for Harnessing Agribusiness Opportunities through Robust and Vibrant Entrepreneurship Supportive of Peaceful Transformation.
Other projects with no cost estimates but included in the list are the road network development project in conflict-affect areas in Mindanao, the Circumferential Road three missing link project, and the Pasig-river Marikina Channel Improvements project (Phase IV).
Likewise, the Philippine government included the Cavite Industrial Area Flood Management project and Malitubig-Maridagao Irrigation project phase III as part of the plan that may get financing from Japan.
Pernia earlier said the nine projects are still subject to further refinement, noting the number may also change after their third-round of meeting with the Japanese representatives.
Finance Secretary Carlos G. Dominguez III said the projects will be under the “hybrid” public-private partnership scheme where the government would first build the infrastructure and later bid out the operation and maintenance of the projects to the private sector.
The finance chief also said the projects are not purely funded the Japanese government as multi-lateral institutions, like the Japan International Cooperation Agency and Japan Bank for International Cooperation, may also take part of the Philippines infrastructure push.
http://business.mb.com.ph/2017/08/17/mega-manila-subway-project-now-up-for-neda-board-approval/
Socioeconomic Planning Secretary Ernesto M. Pernia said yesterday that the proposed 25-kilometer Mega Manila Subway is among the agenda of the NEDA Board in September, which will be chaired by President Rodrigo R. Duterte.
“The subway will be taken down in the next NEDA Board meeting,” Pernia told reporters. “The subway is going to be the project of the century for the Philippines as it will cost something like $5 billion.”
He disclosed the feasibility study for the P227 billion Mega Manila Subway has already been completed after it was financed by a grant from the Japan International Cooperation Agency (JICA).
Pernia said the government aims to seal the official development assistance (ODA) loan from Japan in November while Japanese Prime Minister Shinzo Abe is attending the Association of Southeast Asian Nations (ASEAN) summit.
NEDA chief also added the government is expecting an interest rate of below one percent for the multibillion pesos ODA from the Japanese government.
Once completed, Mega Manila Subway is expected to serve around 370,000 passengers per day in its opening year, complementing the congested lines of Metro Rail Transit (MRT) and Light Rail Transit (LRT).
The Mega Manila Subway is also among the nine big-ticket infrastructure projects that the Philippines wanted to open for possible financing from Japanese government.
Among the other projects included in the list are the Dalton Pass East alignment alternative road project (P4.01 billion), the Malolos-Clark railway project (P95.368 billion) and HARVEST project (P2.05 billion).
HARVEST stands for Harnessing Agribusiness Opportunities through Robust and Vibrant Entrepreneurship Supportive of Peaceful Transformation.
Other projects with no cost estimates but included in the list are the road network development project in conflict-affect areas in Mindanao, the Circumferential Road three missing link project, and the Pasig-river Marikina Channel Improvements project (Phase IV).
Likewise, the Philippine government included the Cavite Industrial Area Flood Management project and Malitubig-Maridagao Irrigation project phase III as part of the plan that may get financing from Japan.
Pernia earlier said the nine projects are still subject to further refinement, noting the number may also change after their third-round of meeting with the Japanese representatives.
Finance Secretary Carlos G. Dominguez III said the projects will be under the “hybrid” public-private partnership scheme where the government would first build the infrastructure and later bid out the operation and maintenance of the projects to the private sector.
The finance chief also said the projects are not purely funded the Japanese government as multi-lateral institutions, like the Japan International Cooperation Agency and Japan Bank for International Cooperation, may also take part of the Philippines infrastructure push.
http://business.mb.com.ph/2017/08/17/mega-manila-subway-project-now-up-for-neda-board-approval/
Thursday, August 17, 2017
PROJECT OF THE CENTURY PHL-Japan to start designing Mega Manila Subway in Nov.
Japan and the Philippines will start designing the P227-billion Mega Manila Subway in November, Socioeconomic Planning Secretary Ernesto M. Pernia said on Thursday.
"The subway I think is going to be the project of the century for the Philippines. Designing of that will be in November when Prime Minister Abe will come for the ASEAN Summit," he said in a press conference in Quezon City.
The project details will be discussed during the next National Economic and Development Authority (NEDA) Board meeting next month.
"The NEDA Board is likely to happen in September, early September," Pernia said.
"In the next NEDA Board meeting, that subway will be taken up already," he added, noting that the government is finalizing all the documents required for a contract signing before Japan Prime Minister Shinzo Abe arrives in the Philippines for the Association of Southeast Asian Nations (ASEAN) ministers meeting in November.
"'Yan ay sigurado, kasi talagang pine-prepare natin para ma-sign. Whatever the Prime Minister of Japan and the President of the Philippines sign, it will be it. Those are the main signatures," he said.
The subway was one of the rail projects Filipino and Japanese officials agreed to tackle during a meeting in Tokyo last March.
There was a draft feasibility study for the project, NEDA Deputy Director General Rolando G. Tungpalan said in June.
The P227-billion Mega Manila Subway was introduced as the Mass Transit System Loop or the Light Rail Transit Line 5 under the administration of former President Benigno S.C Aquino III.
It will be a 25-kilometer underground mass rail system connecting major business districts and government centers. It is expected to serve 370,000 passengers per day in its opening year.
The subway train line is expected to be completed in 2024, said Transportation Secretary Arthur Tugade. — VDS, GMA News
http://www.gmanetwork.com/news/money/economy/622243/phl-japan-to-start-designing-mega-manila-subway-in-nov/story/?just_in
"The subway I think is going to be the project of the century for the Philippines. Designing of that will be in November when Prime Minister Abe will come for the ASEAN Summit," he said in a press conference in Quezon City.
The project details will be discussed during the next National Economic and Development Authority (NEDA) Board meeting next month.
"The NEDA Board is likely to happen in September, early September," Pernia said.
"In the next NEDA Board meeting, that subway will be taken up already," he added, noting that the government is finalizing all the documents required for a contract signing before Japan Prime Minister Shinzo Abe arrives in the Philippines for the Association of Southeast Asian Nations (ASEAN) ministers meeting in November.
"'Yan ay sigurado, kasi talagang pine-prepare natin para ma-sign. Whatever the Prime Minister of Japan and the President of the Philippines sign, it will be it. Those are the main signatures," he said.
The subway was one of the rail projects Filipino and Japanese officials agreed to tackle during a meeting in Tokyo last March.
There was a draft feasibility study for the project, NEDA Deputy Director General Rolando G. Tungpalan said in June.
The P227-billion Mega Manila Subway was introduced as the Mass Transit System Loop or the Light Rail Transit Line 5 under the administration of former President Benigno S.C Aquino III.
It will be a 25-kilometer underground mass rail system connecting major business districts and government centers. It is expected to serve 370,000 passengers per day in its opening year.
The subway train line is expected to be completed in 2024, said Transportation Secretary Arthur Tugade. — VDS, GMA News
http://www.gmanetwork.com/news/money/economy/622243/phl-japan-to-start-designing-mega-manila-subway-in-nov/story/?just_in
Wednesday, August 16, 2017
PCOO wants P1.351-billion budget for 2018
The communication office of President Duterte is seeking a P1.351 billion in the proposed 2018 national budget.
The budget being porposed by the Presidential Communication Operations Office (PCOO), formerly the Office of the Press Secretary, and its attached agencies is equivalent to the P1.3 billion allotted to the Light Rail Transit (LRT) Line 1 South Extension (Cavite) Project and higher compared to the P895 million for Light Rail Transit (LRT) Line 2 East Extension Project and the P608-million LRT Line 2 West Extension Project.
The PCOO’s budget is also almost thrice the P433-million budget of office of Vice President Maria Leonor G. Robredo for 2018, which was approved by the lower chamber in less than two-minute deliberations.
The communication office budget is also almost parallel to around P1.5-billion budget cutback on maintenance and other operating expenses (MOOE) of at least 49 public hospitals in the country, which is being opposed by several lawmakers.
During the PCOO proposed budget deliberations, Communication Secretary Martin M. Andanar, however, said the 2018 budget proposal of his office reflects a decrease of P22.3 million, or 1.63 percent lower compared to its 2017 budget of P1.373 billion.
Andanar said the budget will be spent to develop and implement guidelines and mechanism pertaining to the delivery of information relating to policies, programs, activities and achievement of the President, the Cabinet and Executive branch of the government.
He said it will also ensure proper implementation of “Executive Order 2 on Freedom of Information by coordinating with departments and agencies to provide information requested by citizens”.
Andanar added parts of the 2018 budget will also be allocated for the major upgrade of all provincials stations, establishment of Mindanao Communications Hub, establishment of an FM division to reach more audience from various age groups and market segments that AM stations fail to capture. He added that the PCOO budget also seeks to enhance the skills of production and technical personnel through training and retraining.
Meanwhile, Andanar expressed regret over some “erroneous” news postings of some employees of the state-run Philippines News Agency.
http://www.businessmirror.com.ph/pcoo-wants-p1-351-billion-budget-for-2018/
The budget being porposed by the Presidential Communication Operations Office (PCOO), formerly the Office of the Press Secretary, and its attached agencies is equivalent to the P1.3 billion allotted to the Light Rail Transit (LRT) Line 1 South Extension (Cavite) Project and higher compared to the P895 million for Light Rail Transit (LRT) Line 2 East Extension Project and the P608-million LRT Line 2 West Extension Project.
The PCOO’s budget is also almost thrice the P433-million budget of office of Vice President Maria Leonor G. Robredo for 2018, which was approved by the lower chamber in less than two-minute deliberations.
The communication office budget is also almost parallel to around P1.5-billion budget cutback on maintenance and other operating expenses (MOOE) of at least 49 public hospitals in the country, which is being opposed by several lawmakers.
During the PCOO proposed budget deliberations, Communication Secretary Martin M. Andanar, however, said the 2018 budget proposal of his office reflects a decrease of P22.3 million, or 1.63 percent lower compared to its 2017 budget of P1.373 billion.
Andanar said the budget will be spent to develop and implement guidelines and mechanism pertaining to the delivery of information relating to policies, programs, activities and achievement of the President, the Cabinet and Executive branch of the government.
He said it will also ensure proper implementation of “Executive Order 2 on Freedom of Information by coordinating with departments and agencies to provide information requested by citizens”.
Andanar added parts of the 2018 budget will also be allocated for the major upgrade of all provincials stations, establishment of Mindanao Communications Hub, establishment of an FM division to reach more audience from various age groups and market segments that AM stations fail to capture. He added that the PCOO budget also seeks to enhance the skills of production and technical personnel through training and retraining.
Meanwhile, Andanar expressed regret over some “erroneous” news postings of some employees of the state-run Philippines News Agency.
http://www.businessmirror.com.ph/pcoo-wants-p1-351-billion-budget-for-2018/
DPWH to begin construction of NLEX Harbor Link Segment 10
The government is set to construct a new elevated expressway in a part of Northern Metro Manila that would connect NLEX and Road 20 to Manila.
On Tuesday, the Department of Public Works and Highways (DPWH) and the North Luzon Expressway (NLEX) Corporation led the ground breaking ceremony in the NLEX Harbor link segment 10.
The 2.6-kilometer highway will cover the MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon and C3 Road in Caloocan.
Through this, the travel time of vehicles carrying cargoes going to central and northern Luzon will become faster.
The DPWH said the project will be a big help in easing the normally heavy flow of vehicles in Metro Manila.
“There would be a huge cut in congestion, especially along EDSA. Because the trucks that usually ply in Metro Manila can pass through the NLEX via the harbor link,” said DPWH Secretary Mark Villar.
Upon completion, the travel time of motorists from the port area to NLEX is expected to take only 10 minutes.
The project might also help improve businesses and trade in the country.
“We expect a significant contribution of the NLEX system to the Philippine economy. It would be a big relief if we can directly bring to R-10 the NLEX because R-10 has already been cleared and it’s a wide highway,” said Manila North Tollways Corporation president Rod Franco.
As of today, DPWH is addressing the right of way issues in areas that would be covered by the project. The DPWH and NLEX Corporation target to complete the construction of the expressway by December 2018.
https://www.untvweb.com/news/dpwh-begin-construction-nlex-harbor-link-segment-10/
On Tuesday, the Department of Public Works and Highways (DPWH) and the North Luzon Expressway (NLEX) Corporation led the ground breaking ceremony in the NLEX Harbor link segment 10.
The 2.6-kilometer highway will cover the MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon and C3 Road in Caloocan.
Through this, the travel time of vehicles carrying cargoes going to central and northern Luzon will become faster.
The DPWH said the project will be a big help in easing the normally heavy flow of vehicles in Metro Manila.
“There would be a huge cut in congestion, especially along EDSA. Because the trucks that usually ply in Metro Manila can pass through the NLEX via the harbor link,” said DPWH Secretary Mark Villar.
Upon completion, the travel time of motorists from the port area to NLEX is expected to take only 10 minutes.
The project might also help improve businesses and trade in the country.
“We expect a significant contribution of the NLEX system to the Philippine economy. It would be a big relief if we can directly bring to R-10 the NLEX because R-10 has already been cleared and it’s a wide highway,” said Manila North Tollways Corporation president Rod Franco.
As of today, DPWH is addressing the right of way issues in areas that would be covered by the project. The DPWH and NLEX Corporation target to complete the construction of the expressway by December 2018.
https://www.untvweb.com/news/dpwh-begin-construction-nlex-harbor-link-segment-10/
Road 10 section
Department of Public Works and Highways (DPWH) Secretary Mark Villar (center) leads the laying of the time capsule during the groundbreaking ceremony of the construction of the 2.6 kilometer Road 10 section of the NLEX Harbor link Segment on Tuesday. With him are Malabon Mayor Antolin Oreta III, Caloocan City Planning Officer Aurora Ciego, Navotas City Mayor John Reynald Tiangco, and North Luzon Expressway (NLEX) Corporation President and CEO Rodrigo Franco. The R-10 section, estimated to cost P16.58 billion, will be the continuation of the 5.7-kilometer elevated expressway passing through MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon and C-3 and 5th Avenue in Caloocan City. (Ali Vicoy)
Metro Pacific allots P6 billion to complete Segment 10 of Nlex Harbor Link
During the groundbreaking ceremonies of the R-10 Section of the Harbor Link, Metro Pacific Tollways Corp. President Rodrigo E. Franco said his group is ready to invest the amount to finish the alignment, which is vital to the completion of Segment 10.
“This section will complete the Harbor Link project. It is a short 2.6-km section that is very critical, for this section will bring NLEx closer to the port areas,” he said. “We have committed to invest approximately P6 billion in this project, which will enhance mobility and improve convenience.”
The R-10 section is the continuation of the 5.7-km Segment 10, an elevated expressway passing through MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon City and C3 Road/5th Avenue in Caloocan City.
The section will have two exit ramps: one in Navotas, and another one in Malabon. “Hence, two cities are added to the Nlex map. The project is expected to be completed by the fourth quarter of next year,” Franco added.
Franco said the project will “greatly enhance the flow of trade and commerce by directly connecting the northern regions to the ports”.
Public Works Secretary Mark A. Villar agreed, saying it will help spur growth in the economies of the Camanava area and the provinces in Central and Northern Luzon.
“It is expected to improve transport logistics and drive business investments in the Camanava and the Central and North Luzon provinces,” he said.
Villar added the completion of the whole Harbor Link project is a necessity to decongest major thoroughfares in Metro Manila.
“More than an initial 20,000 vehicles will be reduced from the traffic. We cannot widen Edsa, so this is a good alternative,” he said.
The Harbor Link’s R-10 section is designed to provide direct access between the port area and the northern provinces of Luzon via Nlex. It will decongest Metro Manila by offering an alternative entry to the Nlex, bypassing Edsa and other busy streets of Manila.
“With the completion of the Harbor Link project, we expect a significant contribution of the Nlex system to the Philippine economy,” Franco said.
Metro Pacific is set to spend P130.5 billion in the next five years to build toll roads and highways around the country. Currently, it has the largest network of thoroughfares in the Philippines.
The company also has interests in toll-road companies in Thailand and Vietnam, as it is “continuing to look for other investment opportunities in the region”.
http://www.businessmirror.com.ph/metro-pacific-allots-p6-billion-to-complete-segment-10-of-nlex-harbor-link/
Traffic starts to build up on Commonwealth as MRT-7 construction starts
Traffic along Commonwealth Avenue westbound in Quezon City has started to build up on Tuesday morning as construction for the Metro Rail Transit 7 began.
Radio dzBB's Allan Gatus reported that two lanes were closed along the stretch of Commonwealth Avenue from University Avenue to Central Avenue.
Motorists have been advised to expect heavy traffic on Commonwealth Avenue as construction of the guideway for the MRT-7 starts on Tuesday.
The MRT-7 Project Traffic Management Task Force said that the construction of Station 3 (University Avenue Station) is expected to last until April 2018. —Marlly Rome Bondoc/KG, GMA News
Radio dzBB's Allan Gatus reported that two lanes were closed along the stretch of Commonwealth Avenue from University Avenue to Central Avenue.
Motorists have been advised to expect heavy traffic on Commonwealth Avenue as construction of the guideway for the MRT-7 starts on Tuesday.
The MRT-7 Project Traffic Management Task Force said that the construction of Station 3 (University Avenue Station) is expected to last until April 2018. —Marlly Rome Bondoc/KG, GMA News
Tuesday, August 15, 2017
Metro Pacific starts NLEX Harbor Link's R10 section
The tollways unit of Metro Pacific Investments Corporation (MPIC) on Tuesday, August 15, broke ground for the P6-billion, 2.5-kilometer elevated expressway passing through Radial Road 10 (R10) and Circumferential Road 3 (C3) in Navotas City. This forms part of the North Luzon Expressway (NLEX) Harbor Link Segment 10.
This R10 section is the continuation of the P8-billion, 5.7-kilometer Segment 10, which passes through MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon City, and C3 Road in Caloocan City.
Manila North Tollways Corporation (MNTC) chief Rodrigo Franco said the R10 section is "expected to be completed by 1st quarter next year." (READ: Delayed right-of-way acquisition takes a toll on NLEX Harbor Link)
This section is designed to provide direct access between the Port Area in Manila and the northern provinces of Luzon via the NLEX, Franco told reporters.
It will help decongest Metro Manila's major thoroughfares by offering an alternative entry to the NLEX, bypassing EDSA and other busy streets.
MNTC is also the builder and concessionaire of the NLEX. It operates the Subic-Clark-Tarlac Expressway (SCTEX) as well.
When the project is done, Franco said motorists only need about 10 minutes going from Manila ports to the NLEX. (READ: Metro Pacific unit secures NLEX-SLEX Connector Road deal)
"Cargo trucks will also have 24/7 access from the ports to their respective destinations in the north and south since NLEX is not covered by [the] truck ban," Franco said.
MNTC already completed the P2.1-billion Segment 8.1 or the Smart Connect Interchange covering 2.7 kilometers from Valenzuela City to Mindanao Avenue in Quezon City in 2011.
Meanwhile, the P1.7-billion Segment 9 – a 2.4-kilometer stretch from Valenzuela City to MacArthur Highway – opened in 2015.
Other than NLEX Harbor Link, the Metro Pacific unit also bagged the NLEX-SLEX Connector Road deal – a P23.2-billion deal to build, operate, and maintain a toll road connecting the NLEX and the South Luzon Expressway (SLEX).
MNTC is a unit of Metro Pacific Tollways Corporation, which in turn, is a subsidiary of infrastructure conglomerate MPIC.
http://www.rappler.com/business/178773-metro-pacific-nlex-harbor-link-r10-segment-10
This R10 section is the continuation of the P8-billion, 5.7-kilometer Segment 10, which passes through MacArthur Highway in Valenzuela City, Governor Pascual Avenue in Malabon City, and C3 Road in Caloocan City.
Manila North Tollways Corporation (MNTC) chief Rodrigo Franco said the R10 section is "expected to be completed by 1st quarter next year." (READ: Delayed right-of-way acquisition takes a toll on NLEX Harbor Link)
This section is designed to provide direct access between the Port Area in Manila and the northern provinces of Luzon via the NLEX, Franco told reporters.
It will help decongest Metro Manila's major thoroughfares by offering an alternative entry to the NLEX, bypassing EDSA and other busy streets.
MNTC is also the builder and concessionaire of the NLEX. It operates the Subic-Clark-Tarlac Expressway (SCTEX) as well.
When the project is done, Franco said motorists only need about 10 minutes going from Manila ports to the NLEX. (READ: Metro Pacific unit secures NLEX-SLEX Connector Road deal)
"Cargo trucks will also have 24/7 access from the ports to their respective destinations in the north and south since NLEX is not covered by [the] truck ban," Franco said.
MNTC already completed the P2.1-billion Segment 8.1 or the Smart Connect Interchange covering 2.7 kilometers from Valenzuela City to Mindanao Avenue in Quezon City in 2011.
Meanwhile, the P1.7-billion Segment 9 – a 2.4-kilometer stretch from Valenzuela City to MacArthur Highway – opened in 2015.
Other than NLEX Harbor Link, the Metro Pacific unit also bagged the NLEX-SLEX Connector Road deal – a P23.2-billion deal to build, operate, and maintain a toll road connecting the NLEX and the South Luzon Expressway (SLEX).
MNTC is a unit of Metro Pacific Tollways Corporation, which in turn, is a subsidiary of infrastructure conglomerate MPIC.
http://www.rappler.com/business/178773-metro-pacific-nlex-harbor-link-r10-segment-10
Construction of MRT-7 Phase 1 officially starts, traffic escalates
Traffic has started to escalate as the construction of the guideway for the Metro Rail Transit 7 began today, August 15, along Commonwealth Avenue westbound in Quezon City.
In an advisory on Sunday, the MRT-7 Project Traffic Management Task Force informed the public of possible congestion as the current seven lanes being used by vehicles will be reduced to only five. Two of the seven lanes of Commonwealth Avenue between University Avenue and Central Avenue are closed today for the construction.
“The MRT-7 Project Traffic Management Task Force advises both the riding public and private motorists of possible traffic build up along Commonwealth Avenue beginning August 15, 2017, when the Phase 1 of the construction of the guideway for the Station 3 (University Avenue Station) of the MRT Line 7 commences,” the Task Force said on Sunday.
“The Task Force appeals for motorists’ cooperation in observing traffic rules to avoid further obstructions on the road while the construction is ongoing. It also asks for patience for the heavy traffic which may be experienced, especially during peak hours,” it added.
According to the Task Force, the construction of Station 3 is expected to last until April 2018.
Meanwhile, one lane along the southbound lane of Commonwealth Avenue and two northbound lanes between Katuparan and Kaunlaran streets will be closed for the construction of the MRT-7’s Manggahan Station next week.
In an advisory on Sunday, the MRT-7 Project Traffic Management Task Force informed the public of possible congestion as the current seven lanes being used by vehicles will be reduced to only five. Two of the seven lanes of Commonwealth Avenue between University Avenue and Central Avenue are closed today for the construction.
“The MRT-7 Project Traffic Management Task Force advises both the riding public and private motorists of possible traffic build up along Commonwealth Avenue beginning August 15, 2017, when the Phase 1 of the construction of the guideway for the Station 3 (University Avenue Station) of the MRT Line 7 commences,” the Task Force said on Sunday.
“The Task Force appeals for motorists’ cooperation in observing traffic rules to avoid further obstructions on the road while the construction is ongoing. It also asks for patience for the heavy traffic which may be experienced, especially during peak hours,” it added.
According to the Task Force, the construction of Station 3 is expected to last until April 2018.
Meanwhile, one lane along the southbound lane of Commonwealth Avenue and two northbound lanes between Katuparan and Kaunlaran streets will be closed for the construction of the MRT-7’s Manggahan Station next week.
Kapamilya shows at ABS-CBN Vertis Tent
ABS-CBN is launching ABS-CBN Vertis Tent, a venue located within the newly opened Ayala Malls Vertis in Quezon City. With a seating of capacity of 3000, it already has a line-up of shows, featuring local and international acts, this, according to ABS-CBN Head of Business Development Paolo Pineda.
ABS-CBN chief operating officer of broadcast Cory Vidanes and Pineda, together with AyalaLand Malls, Inc. president Rowena Tomeldan and AyalaLand, Inc. chief finance officer Ruby Chiong, signed the agreement for the project last July 24.
Also present at the signing were ABS-CBN head of integrated events and customer engagement Bobby Barreiro, ABS-CBN legal counsel Carissa Enerio, ABS-CBN head of integrated marketing Nandy Villar, AyalaLand Malls, Inc. Synergies general manager for entertainment Gabby Katigbak, AyalaLand Malls, Inc. senior associate for business development Sheena Chua, and AyalaLand Malls, Inc. head of marketing Maricris Bernardino
• • •
Surprise!
Moviegoers who trooped to Gateway Cineplex for the screening of hit indie rom-com “Kita Kita” last Aug. 3 were treated to a surprise with the appearance of stars Empoy Marquez and Alessandra De Rossi. Fans screamed in delight upon recognizing the film’s unconventional love team.
“Para sa kanilang lahat ito,” said Empoy, during a brief interview.
On her part, Alessandra said she was “shocked” with the response afforded the film. Their original plan was to break away from the normal rom-com format. “Binasag namin ’yung formula, tapos ito, kumita,” she said.
Set in the scenic streets of Sapporo, Japan, the film tells the story of Lea (de Rossi), a blind woman who slowly falls for comic figure Tonyo (Marquez). The film is directed by Sigrid Andrea Bernardo and produced by Bb. Joyce Bernal and Piolo Pascual.
• • •
Tidbits: Happy b-day greetings today, Aug. 15, go to Pinky de Leon, Cogie Domingo, Philip de Belen, Arturo Go, Peter Stevens, Jennifer Acabarte, Redj Francisco, Atty. Mario Garcia, JP Yap, Susan Magalona, Lynn Sherman and PAO Chief Persida Acosta…Belated b-day greetings to Condessa Mutuc-Vicente (Aug. 13) from Tootsie Mutuc and DPWH Sec. Mark Villar (Aug. 14)…Aug. 16: former DOT Secretary Alberto Lim, Evelyn Mandac, Raquel Villavicencio, Rod Nepomuceno, Gigi Posadas, Ma. Esperanza Lee, Maricris Sarino, Ivy Leah E. Mendoza, Michelle M. Gerilla and Ms. Baby Rodriguez… Aug. 17: Fred Elizalde, Jean Saburit, Belen Lovina Ticzon, Apolinario Lozada Jr., Ms. Elena Fernando, Michelle Foronda-del Rosario, Fe Marzan, Susan Sta. Ana, Emma C. Lim, Kapatid Ronnie Hipol, Rey Salac, Roldan Castro and former Mayor Jose Yap… Happy wedding anniversary to Rudy and Vangie Fontanilla…
ABS-CBN chief operating officer of broadcast Cory Vidanes and Pineda, together with AyalaLand Malls, Inc. president Rowena Tomeldan and AyalaLand, Inc. chief finance officer Ruby Chiong, signed the agreement for the project last July 24.
Also present at the signing were ABS-CBN head of integrated events and customer engagement Bobby Barreiro, ABS-CBN legal counsel Carissa Enerio, ABS-CBN head of integrated marketing Nandy Villar, AyalaLand Malls, Inc. Synergies general manager for entertainment Gabby Katigbak, AyalaLand Malls, Inc. senior associate for business development Sheena Chua, and AyalaLand Malls, Inc. head of marketing Maricris Bernardino
• • •
Surprise!
Moviegoers who trooped to Gateway Cineplex for the screening of hit indie rom-com “Kita Kita” last Aug. 3 were treated to a surprise with the appearance of stars Empoy Marquez and Alessandra De Rossi. Fans screamed in delight upon recognizing the film’s unconventional love team.
“Para sa kanilang lahat ito,” said Empoy, during a brief interview.
On her part, Alessandra said she was “shocked” with the response afforded the film. Their original plan was to break away from the normal rom-com format. “Binasag namin ’yung formula, tapos ito, kumita,” she said.
Set in the scenic streets of Sapporo, Japan, the film tells the story of Lea (de Rossi), a blind woman who slowly falls for comic figure Tonyo (Marquez). The film is directed by Sigrid Andrea Bernardo and produced by Bb. Joyce Bernal and Piolo Pascual.
• • •
Tidbits: Happy b-day greetings today, Aug. 15, go to Pinky de Leon, Cogie Domingo, Philip de Belen, Arturo Go, Peter Stevens, Jennifer Acabarte, Redj Francisco, Atty. Mario Garcia, JP Yap, Susan Magalona, Lynn Sherman and PAO Chief Persida Acosta…Belated b-day greetings to Condessa Mutuc-Vicente (Aug. 13) from Tootsie Mutuc and DPWH Sec. Mark Villar (Aug. 14)…Aug. 16: former DOT Secretary Alberto Lim, Evelyn Mandac, Raquel Villavicencio, Rod Nepomuceno, Gigi Posadas, Ma. Esperanza Lee, Maricris Sarino, Ivy Leah E. Mendoza, Michelle M. Gerilla and Ms. Baby Rodriguez… Aug. 17: Fred Elizalde, Jean Saburit, Belen Lovina Ticzon, Apolinario Lozada Jr., Ms. Elena Fernando, Michelle Foronda-del Rosario, Fe Marzan, Susan Sta. Ana, Emma C. Lim, Kapatid Ronnie Hipol, Rey Salac, Roldan Castro and former Mayor Jose Yap… Happy wedding anniversary to Rudy and Vangie Fontanilla…
Monday, August 14, 2017
Build, build, build unto debt disaster?
Moving forward for a change
Pie-in-the sky? Our wildest dreams come true? All the tollways, highways, railways, airports, power grids, communication links and waterways [but hardly any RoRo ports] that tantalized administrations for over the past 40 years but were never built. All 8.4 trillion Pesos worth of it, up and running or close to commissioning by the end of 2022. No more unscheduled Earth Days [brownouts]. Dry household taps [water shortage]. Impromptu elevated tollway parking lots. Unscheduled trains stops where no stations exist. Scheduled flights suddenly diverted from original destinations. Spinning beach balls on macbooks tied to weak wi-fi.
Dutertism, the new ideology
This administration, says it will build it all and afford it. And it is with much impatience that Infrastructure dreamers and urban planners/managers want this to happen. Thus with the mistakes of the past causing project delays fresh in our minds, this administration has decided to bypass time consuming private sector PPP negotiations and costly lawsuits and TRO's [temporary restraining order] by losing bidders, by building the infrastructure itself through GA [Government Appropriation].
Debt defying generosity?
To fund it, the government will take advantage of “generous” offers of ODA [official development assistance] from State-owned infrastructure conglomerates of China and Japan. Being loans requiring local counterpart funding and interest payment amortization, the government will have to raise taxes through the CTRP [comprehensive tax reform program] or TRAIN [tax reform for acceleration and inclusion] to fund such acquisition of real estate or RROW road/rail right of way besides the infrastructure projects already in the pipeline to be funded by the National Budget.
How much is too much? Big time!
As in anything Economics, driven by politics, it will cost us taxpayers. Big time. But does it have to? Herein lies the resistance of many learned Economists and pro-administration businessmen against the CTRP/TRAIN even if all are in agreement that taxes have no way to go but up. Yes, the say, but not by too much. For no matter how many times we've studied the assumptions and forecasts of CTRP/TRAIN, we, individual consumers and conglomerates alike, will suffer rising costs, decreased sales and crippling national debt, because government is putting a heavy reliance on GA, for the wrong reasons. We simply find CTRP head author, DoF Usec Karl Kendrick Chua's rosy scenario, absolutely detached from reality.
Background : State central planning vs. the robber barons
For more than a hundred years now, Governments, from extreme Stalinist persuasions to the vaguely socialist FDRoosevelt, have relied on the pump priming abilities of variable “G” or government expenditure to push Aggregate demand in order to make up for what private capital cannot or does not want to invest in. Central planning replaced the predatory oligopolistic practices of utilities controlled by the robber barons of the oligarchy and plutocracy, clipping the wings of the private sector and increasing the Public sector's control of the economy. Hence, if its infrastructure that you want, the great and unique provider will always be the government.
Post War: Birth of the Third World and ODA
With post-war ex-colonies coming into their own as the underdeveloped Third World, their economies were too weak to create and invite capital to expand public utilities and services. They turned to the richer countries, their former colonial masters, for finance and such were channeled to infrastructure funding institutions like the IBRD [World Bank – international bank for reconstruction and development]. Thus, the era of ODA – official development assistance - and foreign sovereign debt was born. Government guaranteed borrowings gave the Third World a start on investing in infrastructure for their fast growing populations.
The Oil Crisis and debt spirals
The first severe oil price shock of the 70s, panicked a world now deeply dependent on fossil fuels. Lending windows closed and countries went into default as uncertainty fueled interest rate climbs. With both debtor and creditor burned by the experience, world growth paused and recession bit. But not all infrastructure investment can be put on hold. Bridges, dams and waterworks are utilities of necessity and countries went to the private sector to borrow at commercial rates.
We rode the trend
The history of our country's borrowing and investing in infrastructure mirrors the Third world's. The Macapagal era of the 60s exhausted government budget's ability to build infrastructure to service the future. The Marcos era exploited foreign debt to fund our first expressways, the Diversion Roads. Owing to the small size of our export economy, we continued to rely on ODA to pay for our dams, roads and bridges. The Oil Crises and the succeeding Tequila or Latin American debt debacle almost dried up the funds available for us. By the 80s, the Philippines was borrowing from commercial sources to fund our leapfrog into a major industrial nation via the 11 Major Industrial Projects. Authored by Trade and Industry Minister Roberto V. Ongpin, the 11 industrial projects had an infrastructure component, but it also funded large export oriented industrialization investments that the private sector [a.k.a. Crony capitalists] could not undertake by their lonesome.
Then we shot ourselves in the foot
The 1986 Revolt put a stop to all this and with the blanket debt repudiation of the Cory Administration, we instantly became a pariah to all global, public and private, lending institutions. Whatever infrastructure that was planned was put on hold and whatever existed shriveled to waste because of the lack government resources. By this time, the Philippine government, which used to be a reputable borrower over and above any large Philippine company, was now discredited world wide.
Weak negotiating hand
It is with this handicap that the Ramos administration had to resort to making use of the Private sector's better credibility through the new fangled BOT [build operate and transfer] concept. The idea was for the better connected and better funded private sector to undertake infrastructure building functions of government. The private sector will be allowed to build the infra – dam, rail, road, water works, etc. - charge a toll to operate, maintain and recover its investment, make a profit and at the end of the term, turnover to government for further operations and maintenance. With our reputation in taters, the Ramos administration had little choice but to bend over to make BOT projects as attractive as possible giving incentives like guaranteed rate of return, minimal pricing and even sovereign guarantees to financiers.
Blame game
Twenty years hence, these BOT's looked like raw deals or lop-sided deals, riddled with alleged corruption, but pundits easily make light of the dire straits the Cory era ground-zero debt repudiation did to nuke the Philippine economy's reputation. And that was the criticism of the Pnoy administration against the BOT so they then crafted the PPP [public private partnership] as the better version.
Baby steps and missteps
Still part of the baby steps of BOT, PPP started with poorly studied projects and contracts with little or no participation from seasoned experts in O&M and investment finance. But what made the PPP expensive and slow to get off the ground was the “franchise premium” the government was charging on top of the cost of building the project. This franchise premium became the bid benchmark, leading some PPP project winners to pay more for this franchise premium than the entire project cost itself [MCx, NAIAx, CALAx]. To recover this, the O&M proponent has no choice but to jack up the cost of the toll or the utility charges once the project is commissioned.
Dutertisimo, a collection of pet peeves
From the first day of the new Duterte Cabinet, both neo-liberal economists and business men hailed DoF Secy. Dominguez first step – abolish the PPP franchise premium. With this and enhanced project and finance specification preparation honed through the stumbles during the Pnoy years, the PPP was open for business to a wider audience on a more level playing field. Added to this was the welcome attitude to unsolicited proposals since the NEDA-ICC [national economic development authority – investment coordinating council] is there to wield the Swiss Challenge and as a watch dog for competitiveness, cost-benefit ratio and transparency. With PRRD's dislike for oligarchs and his open contempt for foreign ownership masquerading as Filipino-owned companies, the new dispensation welcomed foreign participation. Add to this mix, PRRD's hatred of all forms of corruption in public biddings, it really appeared that change was coming in all levels of government transactions for all broader range of participants.
The new allies
Naturally, the enterprising new ally – China – and the pro-active old one – Japan – were quick to offer their expertise and finance in dams, trains, airports and mass transit. Projects, to be financed by ODA were treated as done deals even before any project studies were commissioned much less approved by NEDA ICC. Needless to say, the government was swamped with high tech offers to slay the traffic congestion beast and soon, 2022 was being projected as the year the country caught up with its 40 year backlog of infrastructure.
A mysterious change of heart
Then sometime in the 4th quarter of 2016, government started chanting a strange tune. Conventional wisdom up to that point was that when it comes to construction contracts, the private sector was far more efficient and less prone to corruption. Moreover, the quality of the job done is better and faster; anything the public sector can do the private sector can do better and faster. That was why it was quite a surprise to hear from the neo-liberal economic managers of the government to now say that there would be less reliance on the PPP for construction, as government can get it done faster and cheaper, relegating PPP to O&M. The added claim was that PPP's get embroiled in court suits resulting in delays so GA funded by ODA is faster and cheaper.
Puzzling twist
Many in the academe and the business community were puzzled as to how those new found assertions vs. PPP came about. True, losing bidders to PPP projects resorted to law suits delaying the project but those are lodged in the past as PPP contracts today are better defined to prevent any ambiguity that would give rise to TRO's. Yes, there were delays in RROW acquisition, but even GA funded projects suffer these time delays due to the Judicial process. As to corruption, there is no dispute to the fact that it is the small time construction outfits, eager to land a government contract, who resort to corruption at the provincial and regional level. Something that cannot happen in a big ticket PPP, where the bidders are large corporations guided Boards who swear against corrupt practices.
Problems brewing
To be fair, the previous administration's DoTC was already practicing this hybrid PPP. The LRT-2 extension to Masinag was approved only as a construction project, without stations nor trains or train operator. The LRT-1, built by the government, was a PPP for constructing the extension but inclusive of the O&M. The MCX, which was started as a DPWH project during the GMA era but later converted to PPP. ,Typically, the PPP winning bidder had to improve the specs to tollway standards as the road, built by GA, was to different specs. Back in the Ramos era, the STAR started as a DPWH construction project that was looking for a BOT winner to finish it. The Plaridel bypass, another GMA era DPWH project ripe for PPP conversion during the Pnoy term, was reversed back to a GA project during this current administration. In all these cases, one can clearly see that projects initiated by government as GA were woefully under specced for PPP and that the PPP winner and O&M franchisee would still have to invest in more rectification construction. So why the change of tact?
Revelation day
This strange twist finally made sense when the CTRP was announced and the 8.4 trillion peso “golden age of infrastructure” budget was revealed. It was clear that a vast majority of that 8.4 trillion was to be funded by ODA and constructed under GA, leaving room only for PPP as O&M contractors. And since the bill was huge, the tax increases were just as huge. Then everything else fell into place. PPP's for 5 airports were rescinded. Unsolicited proposals for NAIA and Clark airport were accepted.
Spurious safety nets
To soften the blow and ease legislative passage, CTRP author, DoF's Usec Karl Kendrick Chua points to the larger take home pays due to the cut in income tax. But the authors of CTRP did not prepare options nor game-theorize worst case scenarios. They think slightly lower car sales would ease congestion. We say, good luck on the “slightly lower car sales” and the “ease congestion” part. They assure with vague promises of safety nets for business failures that may arise. In other words, they did not prepare for failure and treated their forecast sales and tax collections as gospel truth. How unrealistic or unprepared can they get?
Which is cheaper?
So it boils down to ODA vs. PPP. Which is cheaper? Look no further than the ODA funded SCTEx which was 7 years in the making, 2 years delayed and partly finished at the cost of 349million Pesos per kilometer. And yet on turnover of the SCTEx to O&M contractor Metro Pacific Tollways, the latter is still re-constructing and rebuilding the SCTEx in several areas. Compare that to the PPP funded TPLEx which is on schedule to finish next year, and is costing 274million Pesos per kilometer.
Which is faster?
Which is faster, construction wise? The ODA funded Iloilo airport took 5 years to build, whereas the PPP for the new Cebu Mactan airport, despite being 5 times larger than Iloilo airport, will take 3 years to build including one year delay due to a court suit. Which is faster, process wise? Compare the average time spent for ODA's from project development to ground breaking : 27 months for the PPP under the old administration, 37 months for Korean ODA, 38 months for Japanese funding and 40 months for the Chinese. The 2022 landscape is starting to look like a lot of construction projects in mid stream.
Why insist?
So why insist on ODA and by extension and justification, the humongous tax increases of CTRP/TRAIN? Is it because of some blind adherence to act “Leftist” according to the President's arbitrary definition of leftist? Well the regressive taxation is Leftist enough, as it demonizes the rich, who will run away with their wealth anyway. There won't be capital flight, but you can be sure that the rich will be taking their luxury shopping, particularly luxury car shopping, elsewhere. Why social justice types never see the glaring failures of regressive taxation. This was the way to ruin of Castro's Cuba, Chavismo in Venezuela and many other Latin American “boom to bust” economies. Ironically, the usually noisy Left isn't even celebrating this CTRP as it is vehemently against all the consumer price increases that the CTRP tax increases will trigger. Perhaps it appeases the “inclusion” part of TRAIN because ODA funded GA projects gives small builders and contractors a chance to spread the wealth around rather than concentrate on a few oligarch-led corporate responsible conglomerates?
Unfair and not inclusive
Conceptually, ODA or tax financed GA is unfair, something that is anathema to PRRD, because it makes Luzon and Mindanao tax payers pay for say a bridge between Negros and Cebu. It's like having Mindanaoans and Visayans pay for the MRT-3. PPP, on the other hand, is a user-pays proposition; only users of NLEx pay toll to pass NLEx. ODA's contractors and suppliers is dictated by the donor or creditor country, so this does not guarantee that local small and medium scale suppliers and contractors will get first dibs. With the Clark Airport offered by BCDA as a Hybrid-PPP supposed to have lower charges because the PPP is only limited to O&M, it still isn't any less unfair to other non Clark Airport users as the ODA-GA construction costs are borne by all taxpayers, user or not.
Soldier on and keep soliciting
Admirably, the private sector is not discouraged and many continue to offer unsolicited proposals. There are more city and provincial expressway proposals from Metro Pacific Tollways and San Miguel Infra. Filinvest and the Tiengs are very active in concocting unsolicited proposals for our major airports. San Miguel's Bulacan Airport is still in the active file. Even DPWH Secy Mark Villar joined the unsolicited bid parade by proposing a NAIAx tollway to BGC and Manila, which can only be conceived under Citra's C-5-C-6-Metro Manila Expressway franchise, Metro Pacific's C-5 Cavitex link and RSA's proposed NAIAx extension to Roxas Boulevard Buendia.
Doomed?
We do not want our economy to rush into a debt abyss. But we also want to catch up with our quality of life that only the Golden age of infrastructure can deliver. There is the Private sector which is eager to take the risk, eager to fund and eager to build. Private sector funding does not bloat government debt and so it won't bloat your tax return. Never before has the Private sector been so gung-ho about PPP, only to be doused by the administration's sudden turn to ODA financed GA. There is a better way to get our long delayed mass transit, water works, power grid, genuine wi fi and smooth flow traffic – and we don't have to tax ourselves and our businesses to death. The economic managers should practice “inclusion” to the Private sector, through the PPP. Let the PPP take the strain of building infrastructure and thus we won't need to raise taxes too much just to pay for ODA loans. There is still time to rework the CTRP/TRAIN to have the private sector bear most of the burden away from all the tax payers.
https://www.autoindustriya.com/inside-man/build-build-build-unto-debt-disaster.html
Pie-in-the sky? Our wildest dreams come true? All the tollways, highways, railways, airports, power grids, communication links and waterways [but hardly any RoRo ports] that tantalized administrations for over the past 40 years but were never built. All 8.4 trillion Pesos worth of it, up and running or close to commissioning by the end of 2022. No more unscheduled Earth Days [brownouts]. Dry household taps [water shortage]. Impromptu elevated tollway parking lots. Unscheduled trains stops where no stations exist. Scheduled flights suddenly diverted from original destinations. Spinning beach balls on macbooks tied to weak wi-fi.
Dutertism, the new ideology
This administration, says it will build it all and afford it. And it is with much impatience that Infrastructure dreamers and urban planners/managers want this to happen. Thus with the mistakes of the past causing project delays fresh in our minds, this administration has decided to bypass time consuming private sector PPP negotiations and costly lawsuits and TRO's [temporary restraining order] by losing bidders, by building the infrastructure itself through GA [Government Appropriation].
Debt defying generosity?
To fund it, the government will take advantage of “generous” offers of ODA [official development assistance] from State-owned infrastructure conglomerates of China and Japan. Being loans requiring local counterpart funding and interest payment amortization, the government will have to raise taxes through the CTRP [comprehensive tax reform program] or TRAIN [tax reform for acceleration and inclusion] to fund such acquisition of real estate or RROW road/rail right of way besides the infrastructure projects already in the pipeline to be funded by the National Budget.
How much is too much? Big time!
As in anything Economics, driven by politics, it will cost us taxpayers. Big time. But does it have to? Herein lies the resistance of many learned Economists and pro-administration businessmen against the CTRP/TRAIN even if all are in agreement that taxes have no way to go but up. Yes, the say, but not by too much. For no matter how many times we've studied the assumptions and forecasts of CTRP/TRAIN, we, individual consumers and conglomerates alike, will suffer rising costs, decreased sales and crippling national debt, because government is putting a heavy reliance on GA, for the wrong reasons. We simply find CTRP head author, DoF Usec Karl Kendrick Chua's rosy scenario, absolutely detached from reality.
Background : State central planning vs. the robber barons
For more than a hundred years now, Governments, from extreme Stalinist persuasions to the vaguely socialist FDRoosevelt, have relied on the pump priming abilities of variable “G” or government expenditure to push Aggregate demand in order to make up for what private capital cannot or does not want to invest in. Central planning replaced the predatory oligopolistic practices of utilities controlled by the robber barons of the oligarchy and plutocracy, clipping the wings of the private sector and increasing the Public sector's control of the economy. Hence, if its infrastructure that you want, the great and unique provider will always be the government.
Post War: Birth of the Third World and ODA
With post-war ex-colonies coming into their own as the underdeveloped Third World, their economies were too weak to create and invite capital to expand public utilities and services. They turned to the richer countries, their former colonial masters, for finance and such were channeled to infrastructure funding institutions like the IBRD [World Bank – international bank for reconstruction and development]. Thus, the era of ODA – official development assistance - and foreign sovereign debt was born. Government guaranteed borrowings gave the Third World a start on investing in infrastructure for their fast growing populations.
The Oil Crisis and debt spirals
The first severe oil price shock of the 70s, panicked a world now deeply dependent on fossil fuels. Lending windows closed and countries went into default as uncertainty fueled interest rate climbs. With both debtor and creditor burned by the experience, world growth paused and recession bit. But not all infrastructure investment can be put on hold. Bridges, dams and waterworks are utilities of necessity and countries went to the private sector to borrow at commercial rates.
We rode the trend
The history of our country's borrowing and investing in infrastructure mirrors the Third world's. The Macapagal era of the 60s exhausted government budget's ability to build infrastructure to service the future. The Marcos era exploited foreign debt to fund our first expressways, the Diversion Roads. Owing to the small size of our export economy, we continued to rely on ODA to pay for our dams, roads and bridges. The Oil Crises and the succeeding Tequila or Latin American debt debacle almost dried up the funds available for us. By the 80s, the Philippines was borrowing from commercial sources to fund our leapfrog into a major industrial nation via the 11 Major Industrial Projects. Authored by Trade and Industry Minister Roberto V. Ongpin, the 11 industrial projects had an infrastructure component, but it also funded large export oriented industrialization investments that the private sector [a.k.a. Crony capitalists] could not undertake by their lonesome.
Then we shot ourselves in the foot
The 1986 Revolt put a stop to all this and with the blanket debt repudiation of the Cory Administration, we instantly became a pariah to all global, public and private, lending institutions. Whatever infrastructure that was planned was put on hold and whatever existed shriveled to waste because of the lack government resources. By this time, the Philippine government, which used to be a reputable borrower over and above any large Philippine company, was now discredited world wide.
Weak negotiating hand
It is with this handicap that the Ramos administration had to resort to making use of the Private sector's better credibility through the new fangled BOT [build operate and transfer] concept. The idea was for the better connected and better funded private sector to undertake infrastructure building functions of government. The private sector will be allowed to build the infra – dam, rail, road, water works, etc. - charge a toll to operate, maintain and recover its investment, make a profit and at the end of the term, turnover to government for further operations and maintenance. With our reputation in taters, the Ramos administration had little choice but to bend over to make BOT projects as attractive as possible giving incentives like guaranteed rate of return, minimal pricing and even sovereign guarantees to financiers.
Blame game
Twenty years hence, these BOT's looked like raw deals or lop-sided deals, riddled with alleged corruption, but pundits easily make light of the dire straits the Cory era ground-zero debt repudiation did to nuke the Philippine economy's reputation. And that was the criticism of the Pnoy administration against the BOT so they then crafted the PPP [public private partnership] as the better version.
Baby steps and missteps
Still part of the baby steps of BOT, PPP started with poorly studied projects and contracts with little or no participation from seasoned experts in O&M and investment finance. But what made the PPP expensive and slow to get off the ground was the “franchise premium” the government was charging on top of the cost of building the project. This franchise premium became the bid benchmark, leading some PPP project winners to pay more for this franchise premium than the entire project cost itself [MCx, NAIAx, CALAx]. To recover this, the O&M proponent has no choice but to jack up the cost of the toll or the utility charges once the project is commissioned.
Dutertisimo, a collection of pet peeves
From the first day of the new Duterte Cabinet, both neo-liberal economists and business men hailed DoF Secy. Dominguez first step – abolish the PPP franchise premium. With this and enhanced project and finance specification preparation honed through the stumbles during the Pnoy years, the PPP was open for business to a wider audience on a more level playing field. Added to this was the welcome attitude to unsolicited proposals since the NEDA-ICC [national economic development authority – investment coordinating council] is there to wield the Swiss Challenge and as a watch dog for competitiveness, cost-benefit ratio and transparency. With PRRD's dislike for oligarchs and his open contempt for foreign ownership masquerading as Filipino-owned companies, the new dispensation welcomed foreign participation. Add to this mix, PRRD's hatred of all forms of corruption in public biddings, it really appeared that change was coming in all levels of government transactions for all broader range of participants.
The new allies
Naturally, the enterprising new ally – China – and the pro-active old one – Japan – were quick to offer their expertise and finance in dams, trains, airports and mass transit. Projects, to be financed by ODA were treated as done deals even before any project studies were commissioned much less approved by NEDA ICC. Needless to say, the government was swamped with high tech offers to slay the traffic congestion beast and soon, 2022 was being projected as the year the country caught up with its 40 year backlog of infrastructure.
A mysterious change of heart
Then sometime in the 4th quarter of 2016, government started chanting a strange tune. Conventional wisdom up to that point was that when it comes to construction contracts, the private sector was far more efficient and less prone to corruption. Moreover, the quality of the job done is better and faster; anything the public sector can do the private sector can do better and faster. That was why it was quite a surprise to hear from the neo-liberal economic managers of the government to now say that there would be less reliance on the PPP for construction, as government can get it done faster and cheaper, relegating PPP to O&M. The added claim was that PPP's get embroiled in court suits resulting in delays so GA funded by ODA is faster and cheaper.
Puzzling twist
Many in the academe and the business community were puzzled as to how those new found assertions vs. PPP came about. True, losing bidders to PPP projects resorted to law suits delaying the project but those are lodged in the past as PPP contracts today are better defined to prevent any ambiguity that would give rise to TRO's. Yes, there were delays in RROW acquisition, but even GA funded projects suffer these time delays due to the Judicial process. As to corruption, there is no dispute to the fact that it is the small time construction outfits, eager to land a government contract, who resort to corruption at the provincial and regional level. Something that cannot happen in a big ticket PPP, where the bidders are large corporations guided Boards who swear against corrupt practices.
Problems brewing
To be fair, the previous administration's DoTC was already practicing this hybrid PPP. The LRT-2 extension to Masinag was approved only as a construction project, without stations nor trains or train operator. The LRT-1, built by the government, was a PPP for constructing the extension but inclusive of the O&M. The MCX, which was started as a DPWH project during the GMA era but later converted to PPP. ,Typically, the PPP winning bidder had to improve the specs to tollway standards as the road, built by GA, was to different specs. Back in the Ramos era, the STAR started as a DPWH construction project that was looking for a BOT winner to finish it. The Plaridel bypass, another GMA era DPWH project ripe for PPP conversion during the Pnoy term, was reversed back to a GA project during this current administration. In all these cases, one can clearly see that projects initiated by government as GA were woefully under specced for PPP and that the PPP winner and O&M franchisee would still have to invest in more rectification construction. So why the change of tact?
Revelation day
This strange twist finally made sense when the CTRP was announced and the 8.4 trillion peso “golden age of infrastructure” budget was revealed. It was clear that a vast majority of that 8.4 trillion was to be funded by ODA and constructed under GA, leaving room only for PPP as O&M contractors. And since the bill was huge, the tax increases were just as huge. Then everything else fell into place. PPP's for 5 airports were rescinded. Unsolicited proposals for NAIA and Clark airport were accepted.
Spurious safety nets
To soften the blow and ease legislative passage, CTRP author, DoF's Usec Karl Kendrick Chua points to the larger take home pays due to the cut in income tax. But the authors of CTRP did not prepare options nor game-theorize worst case scenarios. They think slightly lower car sales would ease congestion. We say, good luck on the “slightly lower car sales” and the “ease congestion” part. They assure with vague promises of safety nets for business failures that may arise. In other words, they did not prepare for failure and treated their forecast sales and tax collections as gospel truth. How unrealistic or unprepared can they get?
Which is cheaper?
So it boils down to ODA vs. PPP. Which is cheaper? Look no further than the ODA funded SCTEx which was 7 years in the making, 2 years delayed and partly finished at the cost of 349million Pesos per kilometer. And yet on turnover of the SCTEx to O&M contractor Metro Pacific Tollways, the latter is still re-constructing and rebuilding the SCTEx in several areas. Compare that to the PPP funded TPLEx which is on schedule to finish next year, and is costing 274million Pesos per kilometer.
Which is faster?
Which is faster, construction wise? The ODA funded Iloilo airport took 5 years to build, whereas the PPP for the new Cebu Mactan airport, despite being 5 times larger than Iloilo airport, will take 3 years to build including one year delay due to a court suit. Which is faster, process wise? Compare the average time spent for ODA's from project development to ground breaking : 27 months for the PPP under the old administration, 37 months for Korean ODA, 38 months for Japanese funding and 40 months for the Chinese. The 2022 landscape is starting to look like a lot of construction projects in mid stream.
Why insist?
So why insist on ODA and by extension and justification, the humongous tax increases of CTRP/TRAIN? Is it because of some blind adherence to act “Leftist” according to the President's arbitrary definition of leftist? Well the regressive taxation is Leftist enough, as it demonizes the rich, who will run away with their wealth anyway. There won't be capital flight, but you can be sure that the rich will be taking their luxury shopping, particularly luxury car shopping, elsewhere. Why social justice types never see the glaring failures of regressive taxation. This was the way to ruin of Castro's Cuba, Chavismo in Venezuela and many other Latin American “boom to bust” economies. Ironically, the usually noisy Left isn't even celebrating this CTRP as it is vehemently against all the consumer price increases that the CTRP tax increases will trigger. Perhaps it appeases the “inclusion” part of TRAIN because ODA funded GA projects gives small builders and contractors a chance to spread the wealth around rather than concentrate on a few oligarch-led corporate responsible conglomerates?
Unfair and not inclusive
Conceptually, ODA or tax financed GA is unfair, something that is anathema to PRRD, because it makes Luzon and Mindanao tax payers pay for say a bridge between Negros and Cebu. It's like having Mindanaoans and Visayans pay for the MRT-3. PPP, on the other hand, is a user-pays proposition; only users of NLEx pay toll to pass NLEx. ODA's contractors and suppliers is dictated by the donor or creditor country, so this does not guarantee that local small and medium scale suppliers and contractors will get first dibs. With the Clark Airport offered by BCDA as a Hybrid-PPP supposed to have lower charges because the PPP is only limited to O&M, it still isn't any less unfair to other non Clark Airport users as the ODA-GA construction costs are borne by all taxpayers, user or not.
Soldier on and keep soliciting
Admirably, the private sector is not discouraged and many continue to offer unsolicited proposals. There are more city and provincial expressway proposals from Metro Pacific Tollways and San Miguel Infra. Filinvest and the Tiengs are very active in concocting unsolicited proposals for our major airports. San Miguel's Bulacan Airport is still in the active file. Even DPWH Secy Mark Villar joined the unsolicited bid parade by proposing a NAIAx tollway to BGC and Manila, which can only be conceived under Citra's C-5-C-6-Metro Manila Expressway franchise, Metro Pacific's C-5 Cavitex link and RSA's proposed NAIAx extension to Roxas Boulevard Buendia.
Doomed?
We do not want our economy to rush into a debt abyss. But we also want to catch up with our quality of life that only the Golden age of infrastructure can deliver. There is the Private sector which is eager to take the risk, eager to fund and eager to build. Private sector funding does not bloat government debt and so it won't bloat your tax return. Never before has the Private sector been so gung-ho about PPP, only to be doused by the administration's sudden turn to ODA financed GA. There is a better way to get our long delayed mass transit, water works, power grid, genuine wi fi and smooth flow traffic – and we don't have to tax ourselves and our businesses to death. The economic managers should practice “inclusion” to the Private sector, through the PPP. Let the PPP take the strain of building infrastructure and thus we won't need to raise taxes too much just to pay for ODA loans. There is still time to rework the CTRP/TRAIN to have the private sector bear most of the burden away from all the tax payers.
https://www.autoindustriya.com/inside-man/build-build-build-unto-debt-disaster.html
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