MANILA, Philippines - The Philippine government plans to connect the Ninoy Aquino International Airport (NAIA) terminals with those at the Diosdado Macapagal International Airports (DMIA) via the Metro Pacific Investments Corp. (MPIC)-initiated connector road in the short-term, side by side with an express rail project in the medium- to long-term.
Bases Conversion Development Authority (BCDA) chairman Felicito Payumo, in a speech before the Rotary Club, said that while they carry out their mandated “bread and butter” task of selling or liquidating BCDA’s land assets at the former Fort Bonifacio and Villamor Air Base, they want to do what is “strategic” in the development of Metro Manila and of Central and Northern Luzon where BCDA is located.
“We are not just ‘liquidators.’ We are ‘game changers.’ We want to do what will be game changing in the administration of President Aquino. And what could be more strategic and game changing than effecting the link up between the airports of Manila and Clark, and at the same time help solve the horrendous traffic problem of Greater Manila,” Payumo said.
He noted that what they want to do is link up because “transfer” connotes uprooting and that raised such a hue and cry from certain sectors.
“But whether we have one airport or a dual airport system for the Greater Capital Region (GCR) like Tokyo, KL, Bangkok, London or D.C., any talk of a link up will remain idle talk unless we solve the connection problem between NAIA and DMIA,” he said.
Payumo said that while there are issues on split operations in a dual airport system such as concentrating the international services in one and the domestic in the other, or the long haul in one and the short haul in the other, or looking at the Haneda-Narita model that designates one for domestic services but allows it limited international routes as well, in any case, a free market and equal treatment seem to be preferred by the airlines.
“But these are details that should not prevent the link up that is meant to decongest the air traffic problem at NAIA where airline movements (take offs and landings) have exceeded the scheduling limit of 36 movements per hour,” he said.
He revealed that only DMIA is being considered because among six options that included San Nicolas Shoals (Sangley Pt. ) and Rizal-Talim Island, Clark is considered in a JICA study as the best option because it already has two runways, 2,500 hectares of land, and the ability to cater to A380 and other large aircraft operations.
But this conclusion, he stressed, is contingent on the following prerequisite conditions: concurrent completion of a high-speed rail connection (travel times not exceeding 45 minutes); completion of NLEX/Skyway connections; and timely development of various supporting facilities and infrastructure in and around DMIA, including the planned terminal for both low-cost carriers and legacy airlines.
The above preconditions, he said, are ideals “devoutly to be wished” but they are not exactly low-hanging fruits, especially the high-speed rail.
“But one has already ripened and is not hanging too high to be brought down, and that is the NLEX/Skyway /SLEX connections. Its completion will also make the terminal project (for the budget carriers at least) for seven million passengers viable.”
Payumo said that MPIC’s unsolicited offer for the NLEX/SLEX elevated expressway connector using the Philippine National Railways (PNR) alignment is now at the stage for a competitive challenge.
“The process should be allowed to continue without delay. The DPWH (Department of Public Works and Highways) and DOTC (Department of Transportation and Communications) are only making sure there is parallel right-of-way (ROW) space either alongside or below the elevated expressway connector when the express train project pushes through,” he said.
He noted that the idea of utilizing the air space above the PNR alignment to connect NLEX and SLEX would only come from one who has keen interest in connecting the two expressways.
“Certainly, no bureaucrat in DPWH would have thought of including it in the list of priority projects. It is not surprising that it was Manila North Tollways Corp. (MNTC), which operates the NLEX and soon the SCTEX, that submitted the unsolicited offer,” he said.
Payumo said that this elevated expressway connector would make travel for motorists between NAIA and DMIA, a distance of 100 kms, a mere 70 minutes instead of the two or even three hours that it takes at present.
“It will also decongest EDSA and C5. While it won’t be as fast as an express train, this would partly address the connectivity issue between the two airports. This was also the case for Haneda and Narita where for some 10 years only an expressway served as connection before the express rail was completed,” he said.
Payumo said that if awarded this year, this connector will be finished during the term of the President.
“By itself, the connector road is a game changer. On the other hand, the express train, whether on the NorthRail alignment or on NLEX, will come way after the President’s term. We support DOTC Secretary Mar Roxas’ efforts to reconfigure the NorthRail contract, and if done, the express train can run along the same track as the commuter trains,” he said.
He revealed that when President Arroyo, for some reason, was being induced by certain parties to change the alignment of SCTEX so that it could be rebid, they told the President that the ROW was already bought by the government and that if the alignment was changed to traverse directly through the mountains, not only would it be more costly because of the terrain, but another environmental compliance certificate (ECC) will have to be secured.
Another ripening fruit, though not exactly low lying but reachable during President Aquino’s term, according to Payumo, is the elevated monorail project that BCDA can do with the DOTC and MMDA for the central business districts of Taguig (Global City) and Pasay (Airport City) which are under the control of BCDA, and Makati.
The monorail loop will connect with the MRT at EDSA, LRT at Taft and the PNR line at Osmeña, thus virtually serving the 13 million population of Metro Manila.
He noted that Tokyo’s monorail, constructed when it hosted the Olympics, still serves the city and runs through a few steps from the departure lounge of Haneda airport. Sydney, with 3.5 million people, also has a monorail.
Payumo said that a concept study is now being done for an application for a feasibility study grant from JICA.
The BCDA chair said that this project is another game changer as it would address the traffic problems of the CBDs, connect them to the NAIA airports, and serve Mega Manila as the LRT and MRT expands into Cavite and Rizal.
“It will be green as it will run on electricity but with no ugly dangling wires,” he said.
He emphasized that BCDA has the institutional authority (RA 7227), the track record (SCTEX which has given birth to another PPP project, TPLEX), a professional organization and financial muscle (having unloaded the P34-billion debt service burden for SCTEX to MNTC) to do and complete this project under the term of President Aquino. – With Ma. Elisa Osorio