Southeast Metro Manila Expressway c6
Southeast Metro Manila Expressway c6
Southeast Metro Manila Expressway c6
ABSTRACT
development of our modern societies. Often, it is deemed or thought of as the requisite for
communities to prosper. Yet, the perspective of the effects of infrastructure has always been
narrowed down to what economic benefits will be gained from such. As a result, other aspects
that contribute to the quality of life of humankind, such as social, political, and environmental
aspects, are undermined. The Philippines' case is no different. With looming issues regarding
heavy traffic as causes of economic loss, the government has seen road constructions as their
solutions which they see not only as solution to the issues of congestion, but also as stimuli for
economic growth, and as mentioned, detriments to other aspects of living come with it. With its
strategic location and proximity to other growth areas around the capital, the Taytay-Taguig area
was seen by the government as the best place for the C6 Expressway promoted as their solution
to the traffic congestion in Metro Manila's main road networks, especially EDSA and C5. But,
beyond the strategic area lies other factors—the environmental consequences of it being near
Laguna Lake, and the nature of the project's drive for commercialization which has and will
continue to lead to forced evictions on hundreds, if not thousands of households in the area. This
study focused on the undermined effects of the C6 and was done on the Taytay-Taguig area
where the C6 Expressway now lies and continues to expand. In the process, several interviews
were conducted on key officials from government offices significant to the issue. Together with
such, document reviews, online research and cross reference were also done through some
reviews on certain literature and development theories and models, especially regarding quality
of life. Regarded as crucial information, the researcher also ensured enough data collection from
the affected communities regarding their living conditions before and after the C6 was
constructed, particularly on their settlement, livelihood, access to social services, and their
environment.
The study shows that the C6 infrastructure project augmented into various alarming
consequences which directly affect the people living in the areas of concern. Instead of bringing
development, the effects of the project turned the other way around and brought serious
detriments to the lives of the majority of the directly affected communities. Thus, roads and
infrastructures do not bridge the gap between the rich and the poor, but further alleviates it. These
scenarios are manifestations of the failure of the government to provide necessary and genuine
The terrible traffic congestion has become a "specialty" of the city of Manila. The fact
that the international community remembers Manila with tarnished images does not make Filipinos
proud. To enhance Manila's status, the government has taken concrete actions to address the
The government has gradually enacted short-term traffic improvement measures such
as phasing out old jeepneys, banning provincial buses, modifying code maps, blocking roads,
widening roads, etc. However, short-term measures can only solve the superficial problem.
citizens are looking forward to long-term awards such as "Build, Build, Build."
economists and political analysts say. The government has allocated eight trillion pesos of the
national budget to the "Golden Age of Infrastructure" to improve infrastructure and modernize
public transport. As part of the "Build, Build, Build" program, the Southeast Metro Manila
The 34 km long expressway connects FTI (Food Terminal Inc.) in Taguig with the Batasan
Complex in Quezon City and ends at the junction with North Luzon Expressway (NLEX).
Travelling on the C6 route will reduce the journey from Quezon City to Taguig from 1,5 hour to 35
minutes. The San Miguel Group (SMC) and its subsidiaries take responsibility for implementing
The Southeast Metro Manila Expressway (SEMME/C6) Project is a toll road project with
approximately 32.664 km. in length. The expressway has a combination of elevated and at grade
and mostly six lanes with two directional traffic flow. It will connect from the existing skyway at FTI
in Taguig City, run along C5/Diego Silang towards existing C6 in Taguig City, continue along
Laguna Lake, then link to Ortigas Avenue extension, cross Sumulong Highway, towards Marcos
Highway to Tumana Bridge at San Mateo, Rizal and terminate to Batasan Complex at Quezon
City.
TOTAL 32.664
Project Objectives:
• Connect the South Luzon Expressway (SLEX) Skyway via FTI towards Batasan
developing areas of Taguig, Taytay, Antipolo, and San Mateo to decongest EDSA,
C5 and other
Project Concessionaire:
Project Cost:
Structures: 134 Contracts of Agreement to Demolish and Remove Improvement (ADRI) already
Lots: 77 Dead of Absolute Sales (DOAS); 41 already prepared, 18 of which have been signed by
claimants and corresponding payments through ARA have already been requested from the
Concessionaire.
• Civil Works, ongoing
Remaining test pitting on bored pile locations at Pier 00 in Arca South, and Piers 71 and 72
along C5 Road Taguig, which are based on submitted work requests, completed. Project
Alignment
Project Timeline
Construction Schedule:
• Reduced traffic congestion along EDSA, C-5, Ortigas Ave., and Ortigas Extension •
RATIONALE
Why should the government enter into such an economic venture in partnership with a
private entity?
create value for the public. Companies are able to create jobs, pay corporate taxes, and enable
and at-grade expressway with two directional traffic flow. It will start in the south with a connection
to the existing Skyway Stage 1 in FTI, Taguig City, and would terminate in Batasan Complex in
Quezon City. It will eventually connect to the North Luzon Expressway via Balagtas. Aside
from decongesting roads in Manila and Quezon City, particularly major road networks such as
EDSA, C-5, Ortigas Avenue, and its extension, SEMME shall likewise provide commuters and
motorists fast and direct access by South and Southeast, as well as Metro Manila inter-city
travelers, to major international and domestic airports. Once completed, travel time from
Manila Expressway will loosen up clogged arterial roads in the capital particularly in EDSA, C5,
Ortigas Avenue, Ortigas Avenue Extension, BGC and The Fort area, and developing cities like
Commuters and motorists coming from Quezon City and towns of Rizal, Antipolo, and
San Mateo, and people from the southern cities of Paranaque, Las Pinas, and Muntinlupa who
hold jobs and businesses in Ortigas Business District will greatly benefit in the construction of C6,
primarily because the expressway will aid them to escape the morning rush and rush hour
prevalent in C5 and EDSA. C6 will provide those working in Ortigas Business District with an
alternative route that is much easier to navigate and can absolve them from the agony of heavy
traffic.
Experts agree that a better traffic flow is more or less inevitable with the birth of C6. The
Department of Transportation notes that the project will provide an indispensable alternate route
that will diversify the road networks in Metro Manila. The construction of the 34-kilometer
expressway spearheaded by San Miguel Corporation (SMC) and its subsidiaries will commence
What were the effects of those government interventions on the economic outcomes of the
project?
In early January ground broke on the P31.3-billion ($616.5 million) Southeast Metro
Manila Expressway project, also known as the C6 Expressway, which will run along the outskirts
Targeted for completion in 2020, the 34-km, six-lane toll road is expected to cut travel
time along the route to around 30 minutes. The project should also help improve logistics
The C6 project forms part of a broader P8.4-trillion investment program that aims to lift
infrastructure development spending from 5.4% of GDP in 2017 to 7.4% in 2022, according to
Benjamin M. Diokno, the Budget secretary. Analysis by investment banking services firm First
The 13-station development, which has an estimated price tag of P355.6 billion, aims
to significantly cut travel time around the city, and is expected to carry some 370,000 passengers
annually upon its partial opening in 2025. Construction is being part financed by the Japan
International Cooperation Agency (JICA), the Philippines’ main international aid agency partner,
which is set to provide ¥1 trillion ($9.2 billion) for development over the next five years.
In addition to the metro, other key projects in the pipeline include: the Luzon Spine
Expressway Network, a series of new roads stretching 1,000 km. from north to south Luzon; the
Metro Manila Logistics Network, a set of new bridges and roads designed to alleviate congestion
in the capital; and the 74-km Metro Cebu Expressway, which is expected to halve the travel time
Infrastructure gaps have long been identified as a barrier to growth. Although the
Philippines ranked 56th out of 137 economies on the World Economic Forum’s Global
Competitiveness Index 2017-2018, it ranked 97th for infrastructure, with shortfalls identified as the
second-most problematic factor for doing business, behind inefficient government bureaucracy.
The accelerated infrastructure investment program will be one of the key forces driving
GDP growth in 2018, according to Gil S. Beltran, undersecretary, and chief economist at the
Department of Finance (DoF). Together with tax changes and rice sector reform, the Build, Build,
Build policy “will push the country’s growth to 7-8% this year and sustain manageable inflation,”
he said.
Conclusion
Most road projects today involve modifications to existing roadways, and the planning,
operation, and maintenance of such projects often are opportunities for improving ecological
conditions. A growing body of information describes such practices for improving aquatic and
terrestrial habitats.
Planning boundaries for roads and assessing associated environmental effects are often
spatial scales at which ecological systems operate. In part, this mismatch results because there
are few legal incentives or disincentives to consider environmental effects beyond political
jurisdictions, and thus decision making remains primarily local. The ecological effects of roads are
typically much larger than the road itself, and they often extend beyond regional planning
domains.
and many of those effects are well documented. However, there are few integrative or large-scale
studies. Sometimes the appropriate spatial scale for ecological research is not known in advance,
and in that case, some ecological effects of roads may go undetected if an inappropriate scale is
chosen. Few studies have addressed the complex nature of the ecological effects of roads, and
the studies that have done so were often based on small sampling periods and insufficient
The assessment of the cumulative impacts of road construction and use is seldom
adequate. Although many laws, regulations, and policies require some consideration of ecological
effects of transportation activities, such as road construction, the legal structure leaves substantial
gaps in the requirements. Impacts on certain resources are typically authorized through permits.
Permitting programs usually consider only direct impacts of road construction and use on a
protected resource, even though indirect or cumulative effects can be substantial (for example,
effects on food web components). The incremental effects of many impacts over time could be
Recommendation
The many opportunities that arise for mitigating or reducing adverse environmental
impacts in modifications and repairs to existing roads should not be overlooked. Environmental
considerations should be included when plans are made to repair or modify existing roads, as
Additional research is needed on the long-term and large-scale ecological effects of roads (such
as watersheds, ecoregions, and species’ ranges). Research should focus on increasing the
More opportunities should be created to integrate research on road ecology into longterm
ecological studies by using long-term ecological research sites and considering the need for new
ones.
scales to address impacts on key ecological system processes and structures. A broader set of
robust ecological indicators should be developed to evaluate long-term and broad-scale changes
in ecological conditions.
References
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Southeast Metro Manila Expressway - is it the most awaited answer to our congested traffic
in the metro? (2018, January 19), Retrieved July 23, 2002, from
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Mendoza, C. (2017, May). Development detour a study on the effects of the construction of
the southeast Metro Manila Expressway (C6) to the affected communities around Taytay-Taguig
http://dspace.cas.upm.edu.ph:8080/xmlui/handle/123456789/1075?fbclid=IwAR342bivkJoQt892
KgURetD00GDoskTT7rPeye5SXrX3MXb10mY7OxdNnI