The SANITARY LANDFILL (SLF) in Sub Zone D, Clark Special Economic Zone, Sitio Kalangitan, is

build based on international accepted standards, which exceed the standards as stipulated in RA
9003 substantially.

The protection layer which insures that no liquids (leachate) from the landfill could harm the soil or
the groundwater is basically based on a redundant liner system out of natural and artificial materials
with extreme low permeability. Further the local geology with very dense clay material protect the
groundwater, which can be found in the area of the landfill about 60m below the surface.

The technical protection layers are built out of a 0.75 m thick clay liner (implemented highly
compacted) and a 2.5 mm HDPE (high density polyethylene) plastic liner.

MCWM opted to use German technology manufacturing and installation of the HDPE liners.

The drainage system for the leachate is built out of a HDPE pipe system (which can sustain more
than 80m waste load) and a areal gravel filter, which would insure that all incoming leachate could be
forwarded to the Leachate Treatment Plant.

The temporary Leachate Treatment Plant for the phases 1 + 2 is build as aration ponds with the
additional utilization of specialized enzymes for the complete cleaning of the water. Further filtration
through a reed bed is planned.

Built in phases, the first phase with about 3 hectares area was implemented in 2002 whereas the
second phase with additional 1.5 hectares landfill pit area was built in 2007.
Promoting and maintaining environmentally responsible practices is beneficial for everyone our
customers, consumers, employees and the communities in which we operate. At Metro Clark Waste
Management Corporation, we take seriously our commitment to the environment. We conduct our
business in ways that protect the environment and demonstrate good stewardship of our worlds
natural resources. We work closely and cooperatively with local communities, suppliers and
contractors, government agencies, and other organizations engaged in improving the environment.
And we continually seek new ways to address the environmental cost and impact of our activities,
products and services.

MCWMC is dedicated to developing sustainable solutions for minimizing the environmental impact of
urban development and energy production projects. Our team works both in Europe and Middle East
to develop Clean Development Mechanism projects and reduce greenhouse gas emissions and
saving energy.

Basic Information

The Clark Special Economic Zone (CSEZ), located some 80 kilometers north of Metro Manila,
Philippines is comprised of a 4,400-hectare Main Zone and a 29,213-hectare Sub-Zone. Currently, it
is being developed into a model metropolis built around the Diosdado Macapagal International
Airport.

Its master plan has provided Clarks reconstruction as a residential neighborhood, mixed-use
business district, recreational and entertainment center, support and aviation-related facility, parkway
and rail link, industrial estate and the site of a world-class international airport.

The Clark Development Corporation (CDC), a government agency tasked to manage the Zone,
solicited proposals from various waste management companies for the handling of the solid waste
generated by its locators companies. The bidding was won by a German Consortium composed
of Birkhahn + Nolte GmbH and Heers & Brockstedt Umwelttechnik GmbH.

The German Consortium later formed the company Metro Clark Waste Management Corporation
(MCWM) wherein 30% is owned by the Germans and the remaining 70% is owned by various
Filipino investors.

The contract basically calls for the establishment of an integrated waste management facility, to be
operated for twenty-five (25) years, with focus on landfilling for final disposal. The CDC gave a total
land area of 100 hectares, to be used for the following:

Landfill facility 70 has.

Recycling facilities 10 has.
Infrastructure 5 has.
Environmental buffer zone 15 has.

It has a designed aximum capacity 20,000,000 tons with an operational capacity 1,000 3,000 tons
daily

Some highlights of the integrated waste management center are the

following:

Entrance station with weighbridge

All-weather roads inside the Center
Disposal site in accordance to European standards
 Leachate storage and treatment ponds
Runoff water collection system
Retention basins

Recycling and waste treatment facilities

Environmental buffer zones / re-greening zones
Administrative buildings
Materials recovery facility
Workshop

The disposal site itself will be built in phases/cells depending on the amount of waste collected. We
have already completed the construction fo the 4th cell (3 hectares), which is now operational.
Subsequent cells to be constructed will be anywhere from 3 to 10 hectares each, depending on the
demand.

The Light Rail Transit Authority is recognized as the premiere rail transit in the country providing reliable,
efficient, dependable, and environment-friendly mass rail services to all residents of Metro Manila. LRTA
is a wholly owned government corporation created on July 12, 1980 under Executive Order (EO) No. 603,
as amended by EO No. 830 dated September 1982, and EO No. 210 dated July 7, 1987. The LRTA is
primarily responsible for the construction, operation, maintenance and/or lease of light rail transit systems
in the Philippines.

A pioneer of the industry since 1984, LRTA has become the country's prime mover in the rail transport
sector serving the needs of millions of Filipinos by exploring avenues where the LRT system could
continuously provide efficient transport services while promoting economy and efficiency of operations.

MANDATE
 By virtue of Executive Order No. 603, the Light Rail Transit Authority was created to be primarily
responsible for the construction, operation, maintenance and/or lease of LRT Systems in the Philippines.

VISION

The recognized leader and expert in providing integrated urban rail transport systems of the country by
2020.

MISSION

To enhance people mobility and provide world class light rail transport systems with continued
commitment to excellence in service.

CORE VALUES

Resilience
Integrity
Professionalism
Excellence

QUALITY POLICY/ PLEDGE

We, at LRTA, commit to comply with the requirements of the Quality Management System and
continually improve our effectiveness in providing quality urban mass rail transport and related services in
order to achieve our goal of SERBISYONG AYOS!

THE LIGHT RAIL TRANSIT SYSTEM

From 1976 to 1977, a fourteen-month study funded by the World Bank was conducted by Freeman Fox
and Associates, and this suggested a street-level light railway. The then newly created Ministry of
Transportation and Communications (MOTC) reviewed and revised the recommendations, introducing an
elevated version because of the many intersections. This raised the cost from P1.5 billion to P2 billion.
Another foreign firm was commissioned by MOTC for supplementary study which was completed within
three months.
STARTING THE PROJECT

On July 12, 1980, the country's president, Ferdinand E. Marcos, created the Light Rail Transit Authority
(LRTA) as a government agency. The Chairman was the then First Lady and Governor of Metro Manila,
Imelda Romualdez Marcos. This LRTA confined its activities to determining policies, to the regulation and
fixing of fares, and to the planning of extensions to the system. The project was called Metrorail and was
operated by a sister company of the former tramway company Meralco, called Metro, Inc.

Initial assistance for building the LRT project came from the Belgian government which granted a P300
million "soft" and interest-free loan with a repayment time of 30 years. The project was expected to pay for
itself within a period of 20 years out of revenue alone. A Belgian consortium consisting of ACEC (Ateliers
de Constructions Electriques de Charleroi, BN), (Constructions Ferroviaires et Metalliques, formerly
Brugeoise et Nivelles), TEI (Tractionnel Engineering International) and TC (Transurb Consult) provided an
additional loan of P700 million. The consortium provided the cars, signalling, power control,
telecommunications, training and technical assistance. The entire system was expected to be financially
"in the red" well into 1993. Against an expected gross revenue of P365 million for the first operating year,
government losses were thought likely to reach P216 million. The system was designed as a public utility
rather than as a profit center.

Construction of the line started in October 1981, and was the responsibility of CDCP (Construction and
Development Corporation of the Philippines), with assistance from the Swiss firm of Losinger and the
American company Dravo, the latter, through its Philippine subsidiary. The government appointed
Electrowatt Engineering Services of Zurich (Switzerland) to manage and supervise the project.
Electrowatt set up offices in Manila and became responsible for extension studies of the system which
eventually comprised 150 km of routes along all major corridors in about 20 years time.

CONSTRUCTION

Actual construction in Manila started in September 1981 at Taft Avenue between EDSA and Libertad. By
the end of 1983, the construction had risen out of the streets over most of the route; and the shape of the
new transit facility was taking shape for all to see. The first Light Rail Vehicles (LRVs) arrived in Manila in
November 1982 and construction of the Pasay Depot became the most vital task of the whole project.

Power was turned on in the Depot and became operational in December 1983. The LRVs began
trial runs on the Taft Line in March 1984 and by September 1984 the Taft Line gave the public a view of
what was to come by providing free public passenger rides for a one week period.

After September, there was a strong coordinated effort to finish all the remaining Taft Line work and
finally, on December 1, 1984, the Taft Line was officially opened to public service.

Work on the Pasig River Bridge started in November 1984 with the super-structure floated out and put
into place. By the end of January 1985, the bridge was completed and track laid across to join up with the
track on the other side.

Previous to this, there had already been a major effort on the Rizal Line side, and with the Pasig River
Bridge complete, speed trials began in February 1985. By April 1985, passenger service was extended
into Carriedo, the downtown station, and one month later, on May 12, 1985, the Rizal Line was put into
service.
OPERATION

To operate the System, a contract was entered into between the LRTA and a specially created new
company METRO INC. - a wholly owned subsidiary of the Manila Electric Company. METRO's task
would be to acquire the know-how of the new technology and develop an efficient, well-trained
organization to operate the System and manage its day to day affairs and be responsible for all technical
matters in the future.

The LRTA took over all System operations after the rank-and-file employees of METRO INC. staged a
wildcat strike, destroyed some of LRTA's properties and paralyzed the entire operation of LRT Line 1
system from July 25 to August 2 of 2000. In view of the adverse consequences brought about by the said
strike on the financial position of LRTA and on the efficient provision of LRT services to the public, the
LRTA decided not to renew the 16-year Operating and Maintenance Agreement with METRO, Inc. which
coincidentally expired on July 31, 2000.

SERVICE ROUTE

Originally, Line 1 has a length of about 13.95 km and runs from Baclaran in Pasay City to Monumento in
Caloocan City. Pasay City lies in the south-west section of Metro Manila, close to the airport. From there,
the line runs in a north-western direction, parallel to the Bay but at some distance from it along Taft
Avenue to the Manila City Hall, where the central terminal is located, then through Arroceros Street,
across the Pasig River, entering the Santa Cruz district at Feati University. From there, it follows Rizal
Avenue and Rizal Avenue Extension in a northernly direction to Monumento in Caloocan City.
Under the LRT North Extension Project, a further 5.7 km elevated line has been constructed from
Monumento Station of Line 1 to North Avenue of Line 3, with 3 additional stations namely: Balintawak,
Roosevelt and a Common Station. The opening of Balintawak Station and Roosevelt Station on March 22,
2010 and October 22, 2010 respectively, has brought closer to the goal of "closing the loop", connecting
LRT Line 1 from Baclaran to Roosevelt to the Metro Rail Transit that runs along EDSA. With the nearing
completion of the Common Station, seamless connection between the two lines will soon be realized.

THE LRT LINE 2 SYSTEM - THE BLUE LINE

The Megatren, more popularly known by its generic name Line 2, is a 13.8km mass transit line that
traverses five cities in Metro Manila namely Pasig, Marikina, Quezon City, San Juan and Manila) along the
major thoroughfares of Marcos Highway, Aurora Boulevard, Ramon Magsaysay Boulevard, Legarda and
Recto Avenue.

CONSTRUCTION

The Megatren system was built at a cost of P31 billion in soft loans mainly from the Japan Bank for
International Cooperation (JBIC). This is a very concessional loan, with 2 percent interest for three
packages, and payable for 30 years with a 10-year grace period.

The Asia Europe MRT Consortium, led by the Marubeni Corporation, has delivered 18 new four (4) - car
trains. Each train is 92.6 meters long and consists of four motorized cars. One train can seat 232
passengers. It can accommodate 1,396 more standing passengers along its spacious coaches.
Compared with the previous light rail projects, LRT 2 was more difficult to build because of highly
technical problems. Several international companies participated in the project, which consists of four (4)
contract packages. Package 1 is the depot in Santolan, Pasig where the 18 trains are stabled, and where
the employees? quarters, and offices are based. Package 2 consists of the substructures, mainly the
railway?s foundations including the columns and pilings that support the guideways. Package 3 forms the
superstructure composed of the girders, or beams that support the train rails, the viaduct, and the train
stations. Package 4 includes the electro-mechanical systems, the rolling stocks, the track works, including
the network of cables and poles that transmit power to the trains.

A special method called the pre-casting segmental method (PSM), was used in building the viaduct or the
long stretch of suspension bridges resting on the concrete towers. The method is of European
technology and is widely used worldwide. In the Philippines, the Megatren Line 2 project pioneered
the use of the PSM technologyor the pre-casting of the girders into smaller segments so that each span
connected between two columns is weighing not more than 58 tons.

OPERATION

The Megatren is the latest of its kind in the world today. It is a fully automatic (i.e., driver-less) system
which is at par in terms of facilities and technology with those in other parts of the world. It is equipped
with a CCTV system that enables the railway operator to monitor activities of passengers and employees
at the stations and inside the trains. Moreover, the LRT 2 is commuter friendly and has facilities especially
designed for the elderly and the differently-abled. It has Braille tactiles along the lanes and elevators
which enable blind passengers to be guided on their way to the trains. The coaches are also more
spacious than those of the earlier systems. These enable passengers with disabilities and those onboard
wheelchairs to be able to board and alight from Megatren without any problem. Elevators are installed in
the stations also for the use of the elderly and disabled passengers.

Another key feature of the Megatren is its automatic vending machines which enable the passengers to
buy their tickets without queuing at the ticket booths. This allows for faster mobility of people and added
convenience to commuters.

SERVICE ROUTE
Line 2 has a total length of about 13.8km and when fully operational, will run from Santolan, Pasig City to
Recto in Manila. As of date, however, Phase 1 of the line has started operating from its Santolan Station
in Pasig, heading in a northwest direction towards Katipunan, and finally, in a southwesterly
direction along Aurora Boulevard, to Cubao.

FEATURES

It extends from Santolan, Pasig City in the east to Recto, Manila in the west with 11 stations or terminals:
Santolan; Katipunan, the first and only underground air-conditioned station; Anonas; Araneta Center-
Cubao; Betty Go-Belmonte; J. Ruiz; Gilmore; V. Mapa; Pureza; Legarda; and Recto.

Phase One covering the stations of Santolan, Katipunan, Anonas and Araneta Center-Cubao began its
operations on 5 April 2003 while Phase Two from Betty Go-Belmote to Legarda was inaugurated on 5
April 2004. Recto Station, the last station, is expected to be opened before the end of 2004.

Like its predecessors in LRT 1, all 18 trains of the Megatren are electrically-driven using a solid state
propulsion technology powered by electric motors of 1,500 volts. Operated automatically by the
Automatic Train Operations system, it can travel up to 80 km per hour on top speed. Travel time between
Santolan and Recto will only take 30 minutes.

Recently, President Gloria Macapagal-Arroyo re-christened the Megatren as the Purple Line, noting the
bright violet and canary yellow blends on the lower edge of the coaches, running from the front and all the
way to the rear end. The colors and design denote the uniqueness of Philippine ethnicity.

The computerized coaches measuring 3.2 meters wide and 92.6 meters long are much bigger and faster
than their Czechoslovakian counterparts of MRT 3 cruising on Edsa, and the South Korean-manufactured
Adtranz trains of LRT 1.

With this size, the Purple Line trains can accommodate up to 1,628 passengers; even if there were
elderly and physically disabled on board who are provided with space for their own wheelchairs and
mobility tools, alongside the fiberglass reinforced plastic benches.

Every four-car train has 20 sliding doors per side to facilitate the quick and convenient boarding and
alighting of passengers. Each coach is also equipped with two units of mounted air conditioners.
Each train has its own Public Address System (PAS) from which a recorded computerized announcement
of each station stop emanates. The PAS could transmit music for a relaxing journey.

Designed to be commuter-friendly especially for the mobility-impaired, all elevators in all terminals of the
Purple Line are with an engraved Braille, while all station concourses and platform levels are installed with
path finding tactiles to guide persons with disabilities, specifically the visually-impaired.

In keeping with the fast-paced computerization and modernization of the world, the Purple Line is the first
in the country to use two novel innovations in the mass rail system. These are the ticket vending machines
(TVM) and the highly-sensitized Operations Control Center (OCC).

The TVMs that either accepts coins or P10, P20, P50 bills, or both, dispense single journey tickets per
person. The OCC networks necessary internal and external linkages for an efficient, safe and secured
service to commuters.

Aside from TV monitors, the OCC consists of ultra-modern communication gadgets and technology
systems from Spain, Singapore, Germany, Japan, South Korea and France. These allow the on-the-spot
recording and confirmation of all goings-on in all the stations. The Supervisory Control and Data
Acquisition is responsible for the remote control management of the power supply to the depot and the
entire 13.8 km stretch. The Building Management System takes care of the Katipunan underground air-
conditioned station. The Centralized Paging Information System is the public address system that
connects the management to their frontliners and passengers. The schematic diagram aids the OCC
engineers know the problem track areas of the computerized trains which have their own black boxes
similar to those of aircraft carriers.

With the goal of the national government through the Light Rail Transport Authority to provide the public
with an alternative means of transportation, it is believed that Megatren or the Purple Line results in less
traffic congestion on the roads, reduction in air pollution, a cleaner environment, considerable savings in
travelling time, great economic benefits and a higher quality of life for commuters. The ease and
convenience for large numbers of people to access the stations produce commercial, retail, and office
development opportunities that contribute to faster urban renewal.