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16.7 Cost Estimate of the Project
16.7.1 General
Since this is a Pre-Feasibility Study, the cost estimates presented here are considered rough cost
estimates. A more precise and detailed project cost estimates shall be available during the
Feasibility Study or detailed design stage.
16.7.2 Construction Cost
Bridge cost was estimated by superstructure type, sub-structure and foundation type for each
bridge.
Tunnel cost was estimated by items which consist of tunnel construction, tunnel lighting, tunnel
emergency facility and electric room. Especial tunnel construction was set as tunnel excavation
pattern shown in Figure 16.5-23.
Table 16.7-1 shows the construction cost for each item. The unit cost for each item and the
detailed cost estimate for bridge and tunnel are shown in Appendix-16-2.
Table 16.7-1 Construction Cost of the Project
Unit Cost Cost
Item Unit Quantity
(Mil. Peso per unit) (PhP Million Peso)
1. Embankment Section km 2.27 227.6 517
2. High Cut Section km 4.68 782.2 3,661
3. Tunnel km 10.12 24,216
4. Bridge km 7.49 14,626
5. Underpass No. 5 52.1 261
6. Overpass No. 5 55.6 278
7. Interchange No. 5 331.0 1,655
8. Traffic Control
No. 1 859.0 859
& Toll Collection
9. Widening Existing Road km 2.00 136.4 545
Total 46,618

16.8 Construction Plan of the Project

16.8.1 Construction Planning
Detailed Construction Planning will be finalized during the detailed design stage. Proposed
project packaging and construction plan are presented in the following sections.
16.8.2 Proposed Construction Packaging
Majority of the construction works under the Project will involve large construction scale which
will require special construction work items, such as Tunnel Construction and Special Bridge
construction method using Japanese technology. The Metro Cebu Circumferential Road
Construction Project will require tunnel construction in many sections along its road alignment.
In view of the foregoing, Construction Packaging is best planned out during the Detailed Design
Stage.
Proposed Construction of Cebu Circumferential Road Project is divided into Six (6) Sections and
the details are presented in Table 16.8-1.

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Table 16.8-1 Proposed Sections of the Project
Construction
Section Length Major Construction Item
Period
Tunnel No.1 (L=621 m + 597 m)
L=3.40km
PC-Box Bridge (L=570 m)
Section-1 STA. 0+000 ～ 32 months
PC-I Girder Bridge (L=960 m +330 m)
STA.3+400
Interchange No 1. Trumpet Type
Tunnel No.2 (L=812 m + 846 m)
L=3.60 km
PC-Box Bridge L=660 m
Section-2 STA. 7+000 ～ 34 months
PC-I Girder Bridge L=570 m
STA.10+400
Interchange No 2. Y Type
Tunnel No.3 (L=280 m + 238 m)
Tunnel No.4, (L=290 m + 253 m)
L=3.40km Tunnel No.5 (L=753 m + 740 m)
Section-3 STA. 7+000 ～ Steel Truss Bridge L=210 m 33 months
STA.10+400 PC-Box Girder Bridge L=160 m
PC-I Girder Bridge L=360 m
Interchange No 3. Y Type
Tunnel No.6 (L=734 m + 721 m)
Tunnel No.7 (L=763 m + 739 m)
L=5.20 km Tunnel No.8 (L=838 m + 819 m)
Section-4 STA. 10+400 ～ Tunnel No.9 (L=724 m + 722 m) 50 months
STA.15+600 PC-Box Girder Bridge L=155 m
PC-I Girder Bridge L=540 m
Interchange No 4. Partial Cloverleaf Type
Tunnel No.10 (L=401 m + 397 m)
Tunnel No.11 (L=488 m + 618 m)
L=4.40 km
Tunnel No.12 (L=816 m + 810 m)
Section-5 STA. 15+600 ～ 41 months
Steel-Narrow Box Girder Bridge L=280 m
STA.19+900
PC-I Girder Bridge L=2,085 m
Interchange No 5. Trumpet Type
Tunnel No.13 (L=429 m + 473 m)
L=4.66 km Tunnel No.14 (L=215 m + 194 m)
Section-6 STA. 19+900 ～ Tunnel No.15 (L=232 m + 215 m) 50 months
STA.24+560 Tunnel No.16 (L=1,724 m + 1,734 m)
PC-I Girder Bridge L=610 m
Source: JICA Study Team

16.8.3 Construction Casting Yard

Most construction activities of the project will involve the manufacture and installation of a
number of Steel Box Girders, Steel Truss type bridge and PC-I AASHTO Girder within the
construction yard and these manufactured steel box girder and steel truss bridge will be
transported to the project construction site according to implementation schedule using both sea
and land transportation, depending on the requirements. The selection of the construction casting
yard near the construction site, therefore is a better option to minimize the material transport
activities.
The construction casting yard is temporary in nature but the production activities therein shall
involve large volume of materials, such as preparation of concrete materials through concrete

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batching plant, assembling of Steel Bridge structures and asphalt materials produced from
Asphalt Concrete Batching plant for pavement work. The temporary construction facility yard
for Tunnel construction will be at the Tunnel entrance area and minimum area size is 100 m x 30
m. The contractor will select the proper locations of the construction casting yard and the
temporary construction facility for tunnel during the tender procedure.

16.8.4 Construction Method for Tunnel Construction and Election of Each Bridge
Tunnel Excavation has two methods which is drill & blasting (D&B) and mechanical excavation.
D&B method is generally applied in hard rock mass, and mechanical excavation is generally
applied in middle hard rock mass and soft rock mass see Section 16.5.7.
Bridge Construction at very deep valley of more than 50m will use the Traveler Crane System
and Election Girder System as shown in Table 16.8-2.
The assembling of Steel Bridge will be located near the new bridge construction area along the
construction site. After assembling each span of steel bridge this will be elected following the
election system identified.
Standard AASHTO PC-I girder will be made at casting yard and transfer to construction site by
trailer and election by election girder at deep valley site and election by track crane at less than
20m height.

Table 16.8-2 Bridge Election System for Each Type of Bridges

Bridge Type Proposed Election System Sample Picture
Steel Narrow Box Election Girder System
Girder
(Deep Valley)

Steel Truss Bridge Traveler Crane System

(Deep Valley with
River)

PC Continuous Box Cantilever System

Girder
(Deep Valley)

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Bridge Type Proposed Election System Sample Picture

PC-I Girder Bridge Track Crane
(Viaduct)

PC-I Girder Bridge Election Girder System

((Deep Valley with
Road)

Source: Yahoo Web Site

16.8.5 Construction site and access Road

This Metro Cebu Circumferential Road Construction Project site is located in the mountainous
area of Metro Cebu in Cebu Island. Access to and from construction site will be from the existing
road to be used as temporary road to casting yard and construction site. Temporary road will be
constructed along construction site to be utilized during construction. This temporary road will
be used for delivery of construction materials to construction site. Casting yard is the place for
stockpiling materials, such as steel, formworks and scaffoldings for construction of piers and
bridges. The set up for Concrete Batching Plant and Asphalt concrete Batching Plant is also
located within the casting yard. Access to and from tunnel construction site will use temporary
road inside Interchange construction area for Tunnel No.1, No.2, No.3, No.5, No.6, No.9, No.10,
No.12, No.13, No.16.
16.8.6 Construction Schedule
The construction schedule did not take into consideration the ROW acquisition-related activities,
such as demolition and transfer of houses and structures, which means that the construction
schedule assumes that ROW acquisition for the Project has been completed and that each section
has been cleared already. Based on the above condition, the total construction period for the
construction of the Metro Cebu Circumferential Road project will be 50 months . If divided into
Six (6) packages (package is the same as section), construction period for each package is shown
in Figure 16.8-1.
16.8.7 Traffic Management and Safety during Construction
Traffic Management during the construction of this project shall be coordinated with the LGUs
concerned and Traffic Management Units of the concerned Philippine National Police who will
assist the implementing agency and the contractors in managing traffic along the project sites
during construction.

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Source: JICA Study Team

Figure 16.8-1 Construction Schedule for Metro Cebu Circumferential Road Project

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16.9 Environmental and Social Considerations

Relevant studies on CCR as a part of this masterplan is "pre-feasibility study level" without fixed
conditions hence further study and evaluation shall be implemented during the Feasibility Study
(F/S) stage. Therefore, relevant studies on environmental and social considerations of this report
are also pre-feasibility study level and shall further studied and updated during the F/S.

16.9.1 Project Component and Impacts on Environment

CCR will be a bypass road that passes through the congested Cebu Urban Area. The proposed
project outline based on the survey with a map of the target area is elaborated in "16.1 Outline of
the Project". The project components which will cause adverse impact are: road construction,
interchanges, tunnels and bridges as shown in "Section 16.4 ".
This Pre-F/S is carried out without fixed conditions such as associated projects by other
proponents, relevant activities including soil borrow pits, quarry pits, construction roads, camp
yards, pre-acquired land for the project among others. Hence further confirmation shall be
implemented during the F/S. As far as the Pre-F/S in this master plan survey is concerned,
implementation timing is not decided, and other specific plans or reasonably defined
developments are not found. Therefore, the survey focuses on direct impact caused by the project
during the Pre-F/S stage, and the possibility of cumulative impact will be considered during the
F/S.
In order to conduct initial environmental and social environmental impact assessment at pre-F/S,
LGUs in and around the proposed project area are selected as the study area. The Project will
traverse five (5) LGUs as presented in the table below.
Table 16.9-1 LGUs in the Proposed Project Area
Length of
Municipality/
Island Region Province Barangays the Project
City
Alignment
Minglanilla TubodLinao, Pakine
Talisay City Cadulawan, Lagtang, Maghaway
Bacayan, Banilad, Budla-an,
Buhisan, Bulacao, Busay,
Region
Guadalupe, Kalunasan,
VII: Cebu City
Visayas Cebu Kinasang‑an Pardo, Pardo, 25 km
Central
Quiot Pardo, San Jose,
Visayas
Sapangdaku, Talamban, Tisa
Mandaue City Casili, Tawason
Consolacion Casili, Danglag, Lamac,
Municipality Pulpogan, Sacsac, Tolotolo
Total 1 5 27 -
Source: JICA Study Team

Since the proposed alignment will traverse many existing community roads and rivers, the project
components will include tunnels, bridges, underpass/over pass roads and box culverts to avoid
intersecting with the existing roads and water flow, as shown in Table 16.9-2 and Table 16.9-3.
Table 16.9-2 Proposed Project Structures
Propose Road Structures Number of Sections
Tunnels 16 (32 tubes)
Bridges 20
Overpass 5
Underpass 5
Source: JICA Study Team

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Table 16.9-3 Existing Crossing Transportations

Existing Roads and Rivers Number of Crossing Points
Community Roads 67
Rivers 11
Source: JICA Study Team

16.9.2 Baseline of Environmental and Social Conditions

The following descriptions are collected information on pollution, natural environment, reserved
areas of natural protection and cultural heritages, land use and social conditions of land
acquisition and involuntary resettlement.
(1) Socio-Economic Conditions

1）Population

Based on the 2015 statistical survey, study area has a population of 1.77 Million as shown in
Table 16.9-4.
Table 16.9-4 Population of the Proposed Project Area
Population
Municipality/ Area
Population Density
City (km2)
(Person/km2)
Minglanilla 65.6 132,135 2,014
Talisay City 39.87 227,645 5,710
Cebu City 315.00 922,611 2,929
Mandaue City 25.18 363,654 14,402
Consolacion 147.20 131,528 894
Municipality

2）Education Opportunity

Cebu city is considered as the main education hub in the Visayas. There are 107 primary schools
in the city, 70 of which are public schools and 37 are private schools. The public elementary
schools are mostly located in various lowland and upland barangays. Public elementary schools
are in relatively good to excellent conditions. Most of the school buildings are concrete structures
and have the necessary facilities. Secondary Education for the population of the City of Cebu
School is provided to both private and public schools. There are 83 secondary-level schools in
the city, 52 of which are public schools and 31 are private schools. Most of the public schools
offering secondary education are located in barangays located in the lowland and upland areas of
the city while public school areas area observed to be in good to excellent conditions. Most of
the school buildings are concrete structures and have the necessary facilities. The city is the center
of education in the Central and Southern Philippines. There are 35 universities and colleges in
the city, three of which are owned by the government.
Mandaue city has 27 public elementary schools and 17 secondary schools. The elementary
schools are located in 23 barangays but there are also some schools that are accessible without
schools to adjacent barangays. The elementary schools occupy a total area of 10.13 hectares while
the secondary schools occupy 4.68 hectares of land. The public schools cover 14.81 hectares of
total land. Mandaue City has 30 private schools provide primary, secondary, and post-secondary
education. Such schools are situated in various parts of town and are accessible by public
transport. These private schools cover a combined 26-hectare area. At secondary level, the ratio
of teachers to pupils in public schools is 1:40 and 1:13 in private schools. The classroom-pupil
ratio in primary education is 1:56 and 1:71 in high; the private school level is 1:17 and 1:35
respectively in elementary and secondary schools.

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In Cebu City, the literacy rate of Population 10 years old and over constitute the 97% of the total
population. Population in the group of 15 to 19 are 98.64% literate. Elderlies aging 70 and over
constitute the 83.83% literacy rate.
In Mandaue City, the literacy rate of population five (5) years old and over constitute the 96% of
the total population. It is estimated that 37% of the population aged five (5) years of age and
above has completed high school.

3）Health Status

Cebu City is second in terms of quality of the medical services available to Manila. Private
hospitals in the city provide excellent medical facilities not only to the city and the provincial
residents but also to those in the regions of Visayas and Mindanao. The total hospital bed capacity
of the city is 3,370 more than half of which for private hospitals, or about 63%, belong. Apart
from the services and medical staff available at the city-run hospital and other public hospitals,
the city government is making efforts at barangay level to meet the health needs of its citizens.
In Mandaue City, there are 27 barangay health centers situated in each barangay of the city. Each
health center has a total of one (1) or two (2) rooms. There are five (5) main hospitals in Mandaue;
three (3) are privately operated, and two (2) are owned by the government. The five (5) hospitals
had a total size of 428 beds. There is a minimum of 1,004 medical staff for both the government
and private hospitals and medical facilities (CLUP, 2019).
According to "EIA Statement of Cebu-Mactan Bridge and Coastal Road Construction Project
(2019)", the average birth rate, morbidity rate and mortality rate in 2009-2013 in Mandaue City
are shown in Table 16.9-5. Similar ratios of each indicator are expected in other municipalities
and cities.
Table 16.9-5 Rate of Birth, Morbidity, and Mortality in Mandaue City
Morbidity
Birth Rate Mortality Rate
Rate
23.8/1,000 people (crude birth rate) 40/1,000 3.5/1,000 people (crude death rate)
3.3/1,000 people (total fertility rate) people 9.9/1,000 people (infant mortality rate)

(2) Pollution Items

1）Air Quality

The results of air quality monitoring in 2018 at two locations for 24 hours in Mandaue City
indicated that the tested parameters for air quality (TSP, SO2, NO2) were within the National
Ambient Air Quality Guideline Values (NAAQGV) of the DENR.
Table 16.9-6 Air Quality Monitoring Results
DENR WHO Air Quality
NAAQGV guidelines for PM, ozone, Station 1 Station 2
Parameters
Standards nitrogen dioxide and (µg/Ncm) (µg/Ncm)
(µg/Ncm) sulfur dioxide
TSP / PM10 230 50µg/m3 97 112
*TSP (24-hour mean) *TSP *TSP
*PM10
SO2 180 500µg/m3 2 <1
(10-minute mean)
NO2 150 200µg/m3 <1 2
(1-hour mean)
Source: EIS of the Depressed Structure at Intersection of U.N. Avenue and Plaridel Road, 2019

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2）Water Quality

Based on the water quality monitoring tested in Butuanon River at two stations in 2018, TSS, pH,
Temperature, Color, Lead, Arsenic, Mercury, and Cadmium were within the prescribed
environmental guideline value for the Class D water (Navigable water) except for BOD, Fecal
Coliform, and Oil and grease. The high amount of BOD and fecal coliform in the river might be
caused by the organic matter from the discharges of nearby settlers. The high levels of oil and
grease may be caused by the wastewater from developments, industrialization, and other human
activities.
Table 16.9-7 Water Quality of Butuanon River
DENR Standards IFC/WB EHS Water Quality Results
Parameters
(Ambient Class D) Guidelines Upstream Downstream
Biochemical Oxygen
15 30 285 433
Demand (BOD), mg/L
Total Suspended Solids
110 50 46 47
(TSS), mg/L
pH 6.0-9.0 6.0-9.0 7.0 6.7
Temperature, deg C 25-32 - 25 25
Color, TCU 150 - 50 30
Fecal Coliform, MPL/100 400 400 35 x 105 54 x 104
Oil and Grease, mg/L 5 10 6 6
Lead, mg/L 0.1 0.2 <0.01 <0.01
Arsenic, mg/L 0.04 0.1 <0.001 <0.001
Mercury, mg/L 0.004 0.01 <0.0001 <0.0001
Cadmium, mg/L 0.01 0.1 <0.003 <0.003
Note: Red font means non-conformity with DAO 2016-08;
ND – Not Determined
Source: EIS of the Depressed Structure at Intersection of U.N. Avenue and Plaridel Road, 2019

3）Waste

Population of Cebu City is dense in the south part and there are observed typical problems related
to urbanization including waste management. Due to stable and high economic growth in Cebu
City, amount of solid waste is increasing and it is estimated that around 500t of waste are
generated in Cebu City. With such background, Cebu City is facing issues on solid waste such as
lack of collection vehicles, lack of private dumping sites, illegal dumping to river and ocean, and
3Rs activities. (Source: Solid Waste Management and Resource Recycling Project in Inayawan,
Cebu City, Pilot Survey for Disseminating SME's Technologies under JICA scheme, 2015)

4）Soil Contamination

According to the baseline surveys of "EIA Statement of Cebu-Mactan Bridge and Coastal Road
Construction Project (2019)", there were not observed severe soil contamination cases around
the CCR sites except the area close to existing dumping sites such as Inayawan Sanitary Landfill.

5）Noise and Vibration

The noise level monitoring stations were co-located with the air quality sampling stations as
discussed above, which were set near schools along the existing road. The noise level results in
2018 at two locations were beyond the guideline value for Class AA area (Sensitive Receptor
Areas). (Source: Environmental Impact Statement (EIS) for Depressed Structure at Intersection
of U.N. Avenue and Plaridel Road, Mandaue City, DPWH 2018)

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Table 16.9-8 Noise Monitoring Result

IFC/WB
Time of NPCC Class AA Station 1 Station 2
EHS
sampling standards (dB) (dB) (dB)
Guidelines
Morning 45 - 72.8 57.0
Daytime 50 55/70* 72.3 55.6
Evening 45 - 72.2 54.4
Nighttime 40 45/70* 69.1 51.7
* Daytime 7:00-22:00 / Night time 22:00 - 7:00
* 55 and 45 in Residential/Institutional/Educational Area, 70 in Industrial/commercial area
Source: EIS of the Depressed Structure at Intersection of U.N. Avenue and Plaridel Road, 2019

6）Ground Subsidence

The present water supply of the Metro Cebu area mainly comes from groundwater sources
extracted from the coastal aquifer that stretches from Liloan to the southern part of Cebu City. It
is estimated that close to 98% of the supply is from groundwater sources. However, outstanding
ground subsidence due to groundwater and other kinds of activities have not been observed or
reported so far. (The Roadmap Study for Sustainable Urban Development in Metro Cebu, JICA
2015)

7）Offensive Odor

Specific sites such as areas close to existing dumping sites of Inayawan Sanitary Landfill and
waterways around Talisay City were reported as source of offensive odor. (The Master Plan and
Feasibility Study for. Improvement of Water Supply and Sanitation in Metro Cebu, JICA, 2007).

8）Bottom Sedimentation

Because of incomplete drainage system and wastewater treatment system, both inland water and
sea water is facing pollution. Therefore, bottom sedimentation in such areas might be degraded
due to polluted water.
(3) Natural Environment

1）Protected Area

"The revised procedural manual for DENR Administrative Order (DAO) 2003-30: Implementing
Rules and Regulations (IRR) for the Philippine Environmental Impact Statement (EIS) System"
specifies 12 Environmental Critical Areas (ECAs) categories, as listed in Table 16.9-9. DENR-
EMB decide on the relevance of the ECA categories to the project location. ECA as defined is an
area considered environmentally sensitive wherein the magnitude or impacts are easily
recognized if proposed projects are built, developed, or implemented in it. It is expected that the
Project area is within three (3) categories namely:
[No.6] Areas hard-hit by natural calamities;
[No.7] Critical Slope (>50%or>27°), and;
[No.10] Water Bodies (for domestic use, or support wildlife/fishery)

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Table 16.9-9 Environmentally Critical Areas (ECAs) within or near the Project Site
ECA within the
No. ECA Category Remarks
proposed project
1 Protected Areas (declared by Central Cebu Protected Landscape (CCPL-
National laws or local Parcel B) under RA 9486 is the nearest protected
ordinances) None area from the proposed project site,
approximately 0.4 km away.
(see Figure 16.9-1)
2 Aesthetic Potential Tourist The nearest aesthetic potential tourist spot, the
Spots Cebu Taoist Temple, is about 1.0 km away from
None
the proposed project site.
(see Figure 16.9-2)
3 Wildlife Habitat CCPL- Parcel B under RA 9486 is the nearest
protected area from the proposed project site,
None
approximately 0.4 km away.
(see Figure 16.9-1)
4 Unique Historic, Magellan’s Cross (approximately 4.4 km), Fort
Archaeological, Geological San Pedro (approximately 4.8 km) are the nearest
Site historical site from the proposed project site. (see
None
Figure 16.9-2)
Source: Best Cebu Tourist Spots Guide 2020,
and Guide to the Philippines
5 Ancestral Lands None Not applicable. (as verified from NCIP Region 7)
6 Hard-Hit by Natural The project area is in and around the low to high
✓
Calamities landslide hazard area. (see Figure 16.9-4)
7 Critical Slope Portion of the proposed circumferential road will
✓ traverse critical slope (>50%)
(see Figure 16.9-5)
8 Prime Agricultural Lands Not applicable. The project area is highly
None
urbanized.
9 Recharge Areas of Aquifers The CCPL Parcel B, which covers Buhisan
Watershed Forest Reserve, is approximately 0.4
None
km away from the project area. (see Figure
16.9-1)
10 Water Bodies (for domestic The proposed circumferential road will traverse
use, or support six (6) identified water bodies and their
wildlife/fishery) ✓ watershed area including tributary streams at
approximately 11 points in reference to the
satellite map. (See Figure 16.9-3)
11 Mangrove Areas Not applicable. (The proposed project will not be
None
in/near mangrove area)
12 Coral Reefs Not applicable. (The proposed project will not be
in/near marine /coastal area). . The nearest coral
None reefs are more than 5km far from the alignment
in the nearest location and there is Cebu City
between the road and the reef areas.
Source: JICA Study Team

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Source: Protected Planet, and Guidebook to Protected Areas of the Philippines, BMB –DENR, 2015

Figure 16.9-1 ECAs near the Study Area

Source: Best Cebu Tourist Spots Guide 2020, and Guide to the Philippines

Figure 16.9-2 Aesthetic Potential Tourist Spot near the Study Area

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2）Ecosystem

The Central Cebu Protected Landscape (CCPL) is a 29,062-hectare protected area composed of
Parcel A and Parcel B located in the mountains and drainage basins of Central Cebu. It covers
five (3) Watershed Forest Reserve Areas and 2 National Park Areas into one aims to protect the
biodiversity and manage the water supply, development, and anthropogenic activities in Metro.
Of these five (5) PAs, Buhisan Watershed Forest Reserve is tagged as the nearest PA located less
than 1 km away from the project alignment. This watershed supplies water to the Buhisan Dam,
the source of surface water of Metropolitan Cebu Water District. CCPL also serves as habitat for
a number of endemic species and threatened species.
Apart from providing water resource to Metropolitan Cebu, CCPL (both Parcel A and B) also
serves as habitat for a number of endemic species and threatened species. Recent surveys reveal
flora species such as Teak (Tectona grandis), Binunga (Macaranga bicolor), Kakawate (Gliricidia
sepium), Patikan (Euphorbia hirta), Ipil-ipil (Leucaena leucocephala), Gmelina (Gmelina
arborea), and Mahogany (Swietenia macrophylla) thriving in the area; while wildlife species such
as Black Shama (Copsychus cebuensis), Streak-breasted Bulbul (Ixos siquijorensis), Rufous-
lored Kingfischer (Todiramphus winchelli), and Philippine Tube-nosed Fruit Bat (Nyctimene
rabori) may be found in the area.
According to the results of EIA study for Cebu-Mactan Bridge and Coastal Road Construction
Project (implemented with JICA's study as Category-A), most of the birds, mangrove species and
seaweeds listed in IUCN are classified as LC (Least Concern). The project area of that project is
coastal area where relatively rich natural environment is observed. Some kind of birds
categorized EU (Calidris tenuirostris), VU (Egretta eulophotes) and NT (Tringa brevipes) are
observed in Olango Island and will not come into inland areas of the project of CCR.
In addition, impact due on coral reefs around the sea areas shall be confirmed further in following
F/S-Study, although direct impact may not be expected at this pre-F/S stage.

3）Hydrology

The project area will be traversing six (6) identified water bodies, specifically, one (1) creek, the
Mahiga Creek, and five (5) rivers, namely, the Bulacao, Kinalumsan, Guadalupe, Lahug, and
Butuanon River.

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Source: JICA Study Team

Figure 16.9-3 River Network Map in and around the Study Area

4）Topography and Geology

The project area generally lies on slope gradient of 18% and above which may be found on the
upland areas of the Metro Cebu. The project site is located along the edge of the urbanized area
and contains very significant variations in elevation with hills and valleys. As a general
characteristic of the project site, following figures show land slide risks and slope of land.

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Source: The Roadmap Study for Sustainable Urban Development in Metro Cebu, JICA 2015

Figure 16.9-4 Landslide Hazard Map in Metro Cebu

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Source: The Roadmap Study for Sustainable Urban Development in Metro Cebu, JICA 2015

Figure 16.9-5 Slope Map in Metro Cebu

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(4) Social Environment

1）Land Acquisition and Resettlement

There have been many experiences of land acquisition and resettlement in and around the project
areas including projects under safeguard policies of Asian Development Bank (ADB) and JICA's
Environmental and Social Considerations. Procedures of land acquisition and resettlement
follows country system of the Philippines.

2）Poverty

Cebu City is one of the areas where poverty reduction is recognized as important social issue.
Based on "National Statistical Coordination Board" around 23% of the population (around 1
Million) in Cebu Province was classified into poverty incidence among population in 2012. The
ratio of poverty is decreasing from 30% of 2006.

3）Ethnic Minority and Indigenous People

There are no approved or on-going application for Certificate of Ancestral Domain Title (CADT)
in Cebu Province, as of December 2019, in accordance with the national distribution maps of
CADTs provided by the National Commission on Indigenous Peoples (NCIP).

4）Local Economy such as Employment and Livelihood

Cebu is a historical port city and most of its local economy are related to port business. In addition,
Cebu is famous resort island which attracts both international and domestic tourists with its rich
natural tourism resources. Therefore, service sectors including tourism and transportation are
dominant local economy which provides employment and livelihood opportunities to the local
people. Also, the primary industries such as farming and fishery are common as local economy.

5）Land use and Usage of Local Resources

The location of the proposed Circumferential Road generally traverses urbanized area and
portions of pasture area and forest area. Based on the existing confirmed land uses, aggregated
urban areas account for 15.1% of Metro Cebu's territorial lands.

6）Water Usage

Both surface/river water and groundwater are used for portable water. The Master Plan and
Feasibility Study for Improvement of Water Supply and Sanitation in Metro Cebu (2007, JICA)
reported many irrigation schemes in the area of Cebu City and river water is used for them.

7）Existing Social Infrastructures and Services

The project area of CCR has many rural communities with existing social infrastructures
including school, hospital, public/social service buildings and infrastructure such as rural road
networks.

8）Social Institution such as Socially Related Capital and Decision-making Organizations

There is different level of local government entities such as municipality, barangay, village, etc.
as social institution. Also, there are different kinds of public and private organizations in the
field of specific industry/occupation, gender, NGO, etc.

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9）Children's Rights

Child labor cases in Philippines are commonly reported and it may occur in the survey area.
Children's rights in the survey area maybe related to poverty.

10）Infectious Diseases such as HIV/AIDS

HIV/AIDS cases in Philippines are usually connected to prostitution workers and it may be
common in the survey area.
(5) Others

1）Transboundary Impact and Climate Change

There are internationally common recognitions on transboundary impact and climate change such
as greenhouse effect gas emission in industry, transportation, and other relevant sectors in the
survey areas.

16.9.3 Legal and Institutional Framework of Environmental and Social Considerations

Laws and Regulations related to environmental and social issues in the Philippines are
summarized in Chapter 13 Strategic Environmental Assessment of this report. Based on both
legal frameworks in Philippines and the JICA Guidelines for Environmental and Social
Considerations, April 2010 (hereinafter, “JICA Environmental Guidelines”), Categorization of
CCR is estimated as follows.
(1) Categorization of EIA in Line with PEISS
Environmental Compliance Certificate (ECC) will be acquired as a requirement by the DENR
before the project implementation. Based on the ECA categories, the proposed Cebu
Circumferential Road is considered as the ECA project because it will traverse areas which are
hard-hit by natural calamities, areas with water bodies which are used for domestic and
wildlife/fishery support, and areas with critical slope.
In addition, based on the project threshold for coverage screening and categorization, the
proposed 25-km circumferential road is classified as an ECP as it goes beyond the minimum 20-
km threshold limit for national roads. As such, for the project to secure an ECC, it will require
an Environmental Impact Statement (EIS) Report which shall be applied in the DENR-EMB
Central Office. Moreover, the proposed tunnel components are also classified as an ECP since it
passed beyond the 1-km threshold limit for tunnels to be classified as environmentally critical.
(2) Categorization of the Project in accordance with the JICA Environmental Guidelines
Category A defined by the JICA Guidelines for Environmental and Social Considerations, April
2010 (hereinafter, “JICA Environmental Guidelines”) generally includes i) projects in sensitive
sectors, ii) projects that have characteristics that are liable to cause adverse environmental impact,
and iii) projects located in or around environmental sensitive areas. Moreover, a project causing
large-scale involuntary resettlement and or a project area inhabited by indigenous people are
classified under Category A. Projects are classified as Category B if potential adverse impacts on
the environment and society are less adverse than those in Category A.
Based on the above guidelines, the Project is seemed to be classified as Category A by JICA
because the project is considered as a large-scale road and bridges project, large scale involuntary
resettlement under the JICA Environmental Guidelines. The categorization shall be reviewed
during feasibility study based on the detail data of the number of affected persons in ROW.

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16.9.4 Alternative Comparison

Comparison of alternative alignments for CCR is described in Section 16.4.2 of this chapter.

16.9.5 Scoping and ToR for Environmental and Social Considerations Surveys

(1) Scoping
Scoping means choosing alternatives for analysis, a range of significant and potentially
significant impacts, and study methods. ✓ mark is applied for environmental items which will
be affected by the project or cannot be decided without additional surveys. Scoping is executed
for different phases of pre-construction/construction and operation in each environmental item.
Items without ✓in both two phases are not the target of following survey and evaluation if there
are enough reasons that the items will not be affected by the project. Following table shows the
result of scoping of CCR
Table 16.9-10 Result of Scoping of CCR
Selection
Status
No Item Reasons for Selection
PCS/
CS OS
1 Air Quality ✓ ✓ [CS] Construction vehicles may cause air pollution temporally.
[OS] Negative impact on air quality is expected due to exhaust gas from
vehicles.
2 Water Quality ✓ ✓ [CS] Construction activities (such as cutting/filling works with surface
erosion), construction vehicles, camp yards may cause water pollution
through drainage water.
[OS] Drainage from road structure may cause water pollution in water
bodies along the road.
3 Waste ✓ [CS] Construction waste including concrete, asphalt, cut trees and soil
may be generated through construction activities.
[OS] No serious impacts are expected, because there is no plan of service
/ parking area which generate waste.
4 Soil ✓ [CS] There is a possibility of soil contaminant by oil leakage from
Contamination construction vehicles and soil generated by the project.
[OS] Operation of roads may not cause soil contamination both directly
and indirectly.
5 Noise and ✓ ✓ [CS] Construction vehicles may cause noise and vibration temporally.
Vibration [OS] Ambient noise and vibration along CCR may cause negative
impact on sensitive receivers such as residential area, school, and
hospital.
6 Ground ✓ ✓ [CS/OS] Landfilling and tunnel works may cause ground subsidence in
Subsidence the area of soft soil and other specific conditions.
7 Offensive Odor ✓ [CS] There is a possibility of offensive odor by construction activities.
[OS] Operation of roads may not cause offensive odor both directly and
indirectly.
8 Bottom ✓ [CS] There is a possibility of impact on the river bottom sediment by
Sediment leaked oil from construction vehicles and flown soil caused by
earthwork.
[OS] Operation of roads may not cause bottom sediment both directly
and indirectly.
9 Protected Area ✓ ✓ [CS/OS] The project may cause impact to protected areas nearby.

10 Ecosystem ✓ ✓ [CS/OS] The project may cause impact such as tree-cutting activities on
ecosystem including indicator species along the project site. Coral reefs
along the costal sea may be affected if turbid water is discharged.
Additionally, there is a possibility that the change of the surrounding
atmosphere environment, such air quality, noise/vibration and lighting,
and would influence the surrounding ecosystem, especially CCPL.

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Selection
Status
No Item Reasons for Selection
PCS/ OS
CS
11 Hydrology ✓ ✓ [CS/OS] There is a possibility of changes to hydrology because the
project across some rivers.
12 Topography and ✓ [CS] Topography might change by land cutting in the valley and tunnel
Geology construction. There are possibilities of land slide and soil erosion due to
slope cutting and/or land filling works.
[OS] Operation of roads may not cause geographical and topographical
changes both directly and indirectly.
13 Land ✓ [PCS] Land acquisition and resettlement with more than hundreds are
Acquisition and required to secure land for road and other facilities/structures of CCR.
Resettlement [CS/OS] No additional resettlement is expected.
14 Poverty ✓ [PCS/CS] Vulnerable groups including poor households may be targets
of resettlement. Some of them may get or lose their livelihood during
construction phase.
[OS] No additional impact on poverty groups.
15 Ethnic Minority ✓ ✓ [PCS/CS/OS] Ethnic minority and/or indigenous people may live along
and Indigenous the project area.
People
16 Local Economy ✓ [CS] Employment opportunity can be created due to the project
such as construction. On the other hand, construction activities may cause
Employment temporal inconvenience such as access hinderance to the local economy.
and Livelihood Employment and livelihood of project affected households are also
affected by resettlement activities.
[OS] No additional impact is expected during operation stage.
17 Land Use and ✓ ✓ [CS] Loss of farmland and forests for new roads are expected. Land and
Usage of Local local resources such as trees of project affected households are also
Resources affected by resettlement activities.
[OS] CCR may pause some negative impact on land use such as
development of forest areas and using of water resources.
18 Water Usage ✓ ✓ [CS] There is a possibility of unexpected discharge of ground water due
to the tunnel excavation. Also, river water may be affected by
earthworks. Water usage of the affected area may be affected by
resettlement activities.
[OS] Operation of roads may cause impact on water usage both directly
and indirectly.
19 Existing Social ✓ [PCS/CS] Existing social infrastructure may be affected by land
Infrastructure acquisition and construction.
and Services [OS] Highway may bring positive impact on exiting road networks
around the area.
20 Social ✓ [CS] There is a possibility of the temporary physical community division
Institutions such by construction.
as Socially [OS] No additional impact is expected.
Related Capital
and Decision-
making
Organizations
21 Misdistribution Misdistribution of benefit and damage caused by the road construction
of Benefit and is not expected.
Damage
22 Local Conflicts ✓ [CS] No serious impacts are expected.
of Interest [OS] Community separation by newly constructed highway may cause
conflicts of interest.
23 Cultural Magellan’s Cross (approximately 4.4 km), Fort San Pedro
Heritage (approximately 4.8 k) are the nearest historical site from the proposed
project site. No serious impacts are expected because there are no
outstanding cultural heritages around the area.
24 Landscape ✓ [CS] There is a possibility of disturbance of landscape by the road
structures especially tunnels and bridges.

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Selection
Status
No Item Reasons for Selection
PCS/
OS
CS
[OS] Operation of roads may not cause impact on landscape both
directly and indirectly.
25 Gender ✓ [CS] Women may be affected when they commute to working places
during the construction period. There might be gaps on working
conditions such as wage between men and women when local
employment is considered.
[OS] Improved access by the project may cause positive impact on
gender.
26 Children’s Right ✓ [CS] There is a possibility of occurrence of child labor
[OS] Due to the improvement of traffic congestion of existing road,
traveling time to school and hospital will become faster and safer.
27 Infectious ✓ [CS] Infectious diseases are possible to be spread due to inflow of
Diseases such as construction workers.
HIV/AIDS [OS] Operation of roads may not cause impact on infectious diseases
both directly and indirectly.
28 Labor ✓ [CS] Due to construction activities, labor environment may be affected.
Environment [OS] Operation of roads may not cause impact on labor environment
including Safety diseases both directly and indirectly.
29 Accident ✓ ✓ [CS] Traffic accident related to construction vehicles and accident in
construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
30 Transboundary ✓ ✓ [CS] and [OS] Greenhouse Effect Gasses may increase due to
Impact and construction machinery / vehicles and newly generated traffic.
Climate Change
Note) Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
Source: JICA Study Team

(2) ToR for Environmental and Social Considerations Surveys

Based on the scoping results in the previous section, terms of references (ToR) for necessary
surveys on environment are developed to determine project induced impacts. Possible impact to
be caused by the project implementation will be evaluated qualitatively based on the existing
secondary data, interview with concerned parties and examining project design. Table 16.9-11
shows the ToR for environmental and social considerations survey.
Table 16.9-11 ToR for Surveys of Environmental and Social Considerations
No. Item Survey Item Survey Method
1 Air Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of air quality items (3) Qualitative evaluation based on
expected traffic volume and
construction vehicles
2 Water Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of water quality items (3) Qualitative evaluation based on
expected construction methods
3 Waste (1) Waste management process (1) Secondary data/information from
past projects nearby
(2) Qualitative evaluation based on
expected construction methods and
facilities

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No. Item Survey Item Survey Method
4 Soil Contamination (1) Protection method against oil (1) Confirmation on implementation
leakage plan of construction vehicles
(2) Qualitative evaluation based on
expected construction methods
5 Noise and Vibration (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of water noise and (3) Qualitative evaluation based on
vibration expected traffic volume and
construction vehicles
6 Ground Subsidence (1) Soil conditions (1) Past study around the area
(2) Qualitative evaluation based on
expected construction methods
7 Offensive Odor (1) Possible events causing odor (1) Collection of necessary information
on construction method
(2) Qualitative evaluation based on
expected construction methods
8 Bottom Sediment (1) Construction method causing (1) Collection of necessary information
sedimentation on construction method
(2) Qualitative evaluation based on
expected construction methods
9 Protected Areas (1) Situation of registration (1) Relevant laws and regulations
(2) Outline of the protected areas (2) Past study around the area
(3) Qualitative evaluation based on
expected construction methods
10 Ecosystem (1) Situation of general (1) Past field surveys on occurrences of
ecosystem fauna and flora
(2) IUCN listed species (2) IUCN Website etc.
(3) Qualitative evaluation based on
expected construction methods
11 Hydrology (1) Situation of surface water (1) Past field surveys
such as river and lake (2) Confirmation of construction
(2) Impact during construction methods
(3) Qualitative evaluation based on
expected construction methods
12 Topography and (1) Construction method causing (1) Collection of necessary information
Geology changes of topography and on construction method
geology (2) Qualitative evaluation based on
expected construction methods
13 Land Acquisition and (1) Size of impact (area, (1) Aerial photos, design, etc.
Resettlement structure, etc.) (2) Existing surveys including
(2) Compensation policy resettlement action plan (RAP)
(3) Qualitative evaluation based on
expected project effects
14 Poverty (1) Distribution of poverty (1) Existing surveys and Statistics
groups (2) Qualitative evaluation based on
expected project effects
15 Ethnic Minority and (1) Distribution of ethnic (1) Existing surveys and Statistics
Indigenous People minority and indigenous (2) Qualitative evaluation based on
people expected project effects
16 Local Economy such as (1) Local economic status (1) Existing surveys and Statistics
Employment and (2) Qualitative evaluation based on
Livelihood expected project effects
17 Land Use and Usage of (1) Land use status (1) Existing surveys and existing maps
Local Resources (2) Qualitative evaluation based on
expected project effects

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No. Item Survey Item Survey Method

Water Usage (1) Water usage status in rivers (1) Existing surveys and literature
18 and other resources material
(2) Impact during construction (2) Confirmation of construction
methods
(3) Qualitative evaluation based on
expected impact on water use
19 Existing Social (1) Distribution of residential (1) Existing surveys and literature
Infrastructure and areas, school, hospital, and material
Services etc. (2) Qualitative evaluation based on
expected project effects
20 Social Institutions such (1) Social institutions and (1) Existing surveys and literature
as Socially Related possible impact material
Capital and Decision- (2) Qualitative evaluation based on
making Organizations expected project effects
21 Local Conflicts of (1) Expected conflicts (1) Project design and distribution of
Interest interest
(2) Qualitative evaluation based on
expected project effects
22 Landscape (1) Scenic areas (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected structures and
topographical changes
23 Gender (1) Impact on gender (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected project effects
24 Children’s Right (1) General situation/possibility (1) Existing surveys and literature
of child labor material
(2) Qualitative evaluation based on
expected project effects
25 Infectious Diseases such (1) General situation/possibility (1) Existing surveys and literature
as HIV/AIDS of infectious diseases material
(2) Qualitative evaluation based on
expected project effects
26 Labor Environment (1) General situation/possibility (1) Existing surveys and literature
including Safety of labor environment material
(2) Qualitative evaluation based on
expected project effects
27 Accident (1) Expected increases of (1) Existing surveys and literature
accident material
(2) Qualitative evaluation based on
expected project effects
28 Transboundary Impact (1) Elements related to cross (1) Collect information based on
and Climate Change boundary impacts, highway construction and
cumulative impacts, and management
climate change (2) Qualitative evaluation based on
expected project effects

16.9.6 Results of Surveys

(1) Air Quality

There are residential areas (Lagtang, Quiot Pardo, Busay, and Talamban) along the proposed
alignment. In general, the large-scale project will require many heavy construction vehicles/
equipment.

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[Construction Stage]
Air quality around the construction areas and relevant locations will be degraded due to exhaust
gas from construction machineries and vehicles. Also, earthworks may generate particulate
matters such as PM10 and PM2.5. Level of air pollution may depend on locations, therefore,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Increased traffic may cause air pollution along the road and tunnel areas on typical elements such
as NO2, SO2, CO and particulate matters. In some sections, unpaved road will be improved and
particulate matters may decrease as a result. It may cause higher level of pollution on specific
elements such as SO2 and NOCO which might be under domestic standard as baseline data. Level
of air pollution may depend on locations, therefore further monitoring (baseline) surveys with
forecasting analysis are required during F/S.
(2) Water Quality
The Project will traverse 11 rivers /creeks, namely six (6) identified water bodies, specifically,
one (1) creek, the Mahiga Creek, and five (5) rivers. The project area is located in the area of
water bodies for domestic defined as the ECA (Table 16.9-9).
[Construction Stage]
Water quality around the construction areas and relevant locations including camp yards will be
degraded if wastewater is discharged inadequately, especially oil leakage from consecution
machineries. Earth works also cause turbid water to the surrounding environment. Level of water
pollution may depend on locations, therefore, further monitoring (baseline) surveys are required
during F/S.
[Operation stage]
There is no construction plan of service areas which may discharge domestic wastewater,
therefore, severe water pollution may not occur during the operational phase.
(3) Waste
[Construction Stage]
Construction waste which is generated by the project will be excavated soil, debris and muck
waste from tunnels, cut trees, asphalt mass and etc. Also, domestic waste from construction yards
is expected.
(4) Soil Contamination
The Project will include construction of tunnels and bridges, soil excavation and land filling.
[Construction Stage]
Wastewater from construction areas including tunnels may cause soil contamination, if
wastewater is not treated appropriately. Furthermore, there is a possibility of soil contamination
due to the unexpected leakage/ mishandling of oil and other chemicals, in the all earthwork area
including the main road area and borrowing pit, etc. In case that on-site soil had already polluted,
dumping soils and muck from tunnels also have possibility of soil contamination when they are
dumped other places.
(5) Noise and Vibration
There are residential areas (Lagtang, Quiot Pardo, Busay, and Talamban) along the proposed
alignment. In general, the large-scale project will require many heavy construction vehicles/
equipment.
[Construction Stage]
Construction machineries and vehicles may cause certain level of noise and vibration around the
construction area. Background noise level along the planned alignment is not so high because

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most of the area is rural regions. Level of noise and vibration may depend on locations, therefore,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Both new alignment section and widening/improvement of existing road section will be affected
by noise and vibration during operation phase. Due to increased vehicles and attracted new
demand of traffic, some areas may exceed national standard in the future. Level of noise and
vibration may depend on locations, therefore, further monitoring (baseline) surveys are required
during F/S.
(6) Ground Subsidence
[Construction Stage] & [Operation stage]
It is difficult to forecast ground subsidence caused by project activities, however, it can be said
that there is possibility of ground subsidence based on construction methods and natural
conditions of the project. Not only soft soil areas but also tunnel sections are the high-potential
areas of ground subsidence. Changes of overweight on ground and underground flow may cause
ground subsidence. Potential and risk of ground subsidence should be discussed further with
geological data and basic designs in following study phases such as F/S.
(7) Offensive Odor
[Construction Stage]
As long as appropriate waste management and equipment maintenance are implemented, sever
offensive odor cases are not expected. However, construction camp yards may cause offensive
odor from its waste and wastewater.
(8) Bottom Sediment
The Project will traverse about 11 rivers/creeks. Working in the river might be occurred.
[Construction Stage]
River crossing points may be affected on bottom sediment by construction activities. Earth works
and other works inside rivers can cause direct sedimentation as well as turbid water. In case that
crossing river bottom sediment had already polluted, dumping soils in the riverbed also have
possibility of soil contamination when they are dumped other places.
(9) Protected Area
CCPL- Parcel B under RA 9486 is the nearest protected area from the proposed project site,
approximately 0.4 km away.
[Construction Stage] & [Operation stage]
Based on literature survey on legally designated areas, CCR project may not affect CCPL directly.
The alignment runs along border of urbanized areas and hilly areas, therefore, project areas are
already developed with certain degree. However, construction activities may have negative
impacts on the natural environment of protected areas near the project alignment. Besides, during
the operation stage, traffic activities also may have negative impacts on it due to pollution and
roadkill. Further information and field surveys on conditions of CCPL’s boundary and buffer
areas shall be confirmed and discussed with DENR during F/S.
(10) Ecosystem
Land use along the proposed alignment is mostly used as arable land. Trees are part of the project
area. Central Cebu Protected Landscape (CCPL) under RA 9486 is the nearest protected area
from the proposed project site, approximately 0.4 km away.
[Construction Stage]

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Construction activities and existence of road structures may have impact (such as damage of trees
and vegetation, loss of nest/feeding area/breeding area, and migration inhibition, division of the
habitation area, road killing, noise/vibration due to the new traffic flow, etc.) on surrounding
ecosystem along the project alignment. Further information and field surveys on birds and other
key species including distribution of coral reefs confirmed in the Cebu island should be discussed
during F/S. To understand information of habitat and kye species based on actual project sites,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Operation of vehicles on the newly installed roads may not cause outstanding impact on existing
ecosystem along the project alignment.
(11) Hydrology
The project includes many tunneling sections. The Project will traverse about 10 rivers.
[Construction Stage]
Tunnel construction may disturb existing underground water flow and surface water flow too.
Also, works inside river such as piers for bridges and sheet piles may cause hydrological changes.
[Operation stage]
Discharge water from tunnels may change hydrology including underground water flow and
surface water flow.
(12) Topography and Geology
The Project will include tunnel excavation and land filling activities. The project area is in and
around the low to high landslide hazard area. The project area is located in the area of high
susceptibility to landslide and critical slope area defined as the ECA (Table 16.9-9).
[Construction stage]
Cut and fill works including tunnels, slope, and road construction may change topography and
geology. To estimate size, location and impact, further design and related surveys on geology and
topography are required in following phases such as F/S. Following table and figures show
observation results of general situation of topography with information of structures and photos.
Table 16.9-12 Site Observations
Location Observations
(from west to east)
A: Lagtang, Talisay City A number of house structures will be traversed by the alignment. The slope
protection measure is present on the left side.

B: Tisa, Cebu City A number of house structures will be traversed by the alignment. This
portion of alignment is characterized with extreme slope gradient. Its
topography is basically hilling and valleys
C: Talamban, Cebu City A number of house structures will be traversed by the alignment on both
sides.
This portion of alignment is characterized with extreme slope gradient.
D: Bacayan, Cebu City The proposed alignment will traverse a number of timber species. It will
also intersect the river as shown in the picture.

E: Lamac, Consolacion A number of house structures will be traverse by the alignment.

Municipality This is the location of the end point of the proposed alignment.

Note: Stations (A-E) in this table are shown in Figure 16.9-6.

Source: JICA Study Team

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Talamban

Busay

Quiot Pardo

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Lagtang

Lawaan

Source: JICA Study Team

Figure 16.9-6 Proposed Project Site MAP

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(13) Land Acquisition and Resettlement

There are residential areas (Lagtang, Quiot Pardo, Busay, and Talamban) along the proposed
alignment.
[Pre-Construction Stage]
Based on rough counting survey by using satellite photos, approximately 1,900 structures may
be affected by the project. Among the number, around 1,200 structures are affected by the road
construction while remining 700 structures may be affected by junctions and other related
facilities. Presumed form of impact is physical relocation, partial slice of structure, loss of
secondary assets such as gate, fruit trees, as well as private land ownership. Exact size and
characteristics of land acquisition and resettlement require further survey such as socio-economic
survey, census, inventory of loss, etc. to develop resettlement action plan (RAP) in following
phases such as F/S.
(14) Poverty
[Pre-Construction and Construction Stage]
Based on statistical situation elaborated in the part of baseline data, there might be poverty groups
in the project sites. Some households including informal settlers family (ISF) may become direct
project affected household (PAH) and some may be affected their secondary properties such as
crops and/or their livelihood. On the other hand, they will have opportunities to obtain new
income through construction activities. Exact size and characteristics of impact on poverty
requires further survey such as socio-economic survey, census, inventory of loss, etc. to develop
resettlement action plan (RAP) and EIA/EIS in following phases such as F/S.
(15) Ethnic Minority and Indigenous People
There are no approved or on-going application for Certificate of Ancestral Domain Title
(CADT)s near project area, as of December 2019
[Pre-Construction and Construction, Construction, and Operation Stage]
Even there is not observed exact existing of ethnic minority and indigenous people along the
project site, there are possibility of their communities and/or living.
To confirm current status and the actual boundary of ancestral domain area, communication with
relevant authorities and further field surveys such as RAP related surveys and literature
examination are required in following phases such as F/S.
In case that the possibility of impact (e.g. involuntary resettlement, direct land acquisition of
ancestral domain, communication disturbance, damage of livelihood, etc.) on the IPs is estimated,
the impact and necessary mitigation measures shall be studied during F/S through the
communication with NCIP in consideration of on-site ancestral domain condition.
(16) Local Economy such as Employment and Livelihood
[Construction Stage]
Employment opportunity can be created by construction activities and local economy will be
improved temporally. On the other hand, overall construction activities and traffic restriction
would affect local economy activities including venders and shop owner to some extent
temporary inconvenience due to disturbance in smooth operation of commercial/public
transportation. Resettlement also may cause lost or degradation of local economy through
changes of their livelihood and employment situation.
(17) Land Use and Usage of Local Resources
Current land use along the proposed alignment is mostly used as cultivated land and/or bare land.
[Construction Stage]

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Outline of land use along the project alignment is shown in Table 16.9-13. The proposed project
alignment will generally traverse urbanized area and potions of pasture area and forest area. The
residential areas are found along the adage of urbanized area (Barangays of Lagtang, Quiot Pardo,
Busay, and Talamban). The topology near project site contains very significant variations in
elevation with hills and valleys. The existing community roads have an extreme slope.
Table 16.9-13 Land Use along the Project Site
Land use classification Distribution Rate
Cultivated area/ Farm/ Bare area (including pasture area) 30.0%
Forest/Trees/Palm 46.4%
Residence / Infrastructures 20.7%
River 0.3%
Source: JICA Study Team
[Operation Stage]
As secondary impact of the project, development along the project area may cause adverse impact
on land use and local resources such as forestry and water.
(18) Water Usage
The present water supply of the Metro Cebu area mainly comes from groundwater.
[Construction and Operation Stage]
Construction areas of tunnels have potential impact on water usage. It is difficult to forecast
location, timing and amount of change of water resources due to the construction of tunnels.
However, generally tunnel structure may change water regimes especially underground water
and construction method itself can also influence water resources including streams, wells, and
springs around the construction sites.
(19) Existing Social Infrastructure and Services
[Pre-Construction and Construction Stage]
CCR requires existing social infrastructures in the rural areas such as roads, telecommunication
lines, electricity networks, and water supply networks. These existing infrastructures are target
of relocation during pre-construction and construction stages. Both private and public owners of
these infrastructures will be affected and some services may be degraded due to construction.
[Operation Stage]
There is a possibility of physical community diversion in case a new road traverses in a
community.
(20) Social Institutions such as Socially Related Capital and Decision-Making Organizations
The proposed alignment will cross many existing community roads and rivers.
The Project components include bridges, underpass/over pass roads and box culvert to avoid
intercepting the existing transportation
[Construction Stage]
Construction may cause division of communities along the road temporally. Therefore, there are
some potential of impact on social institutions in terms of accessibility.
(21) Local Conflicts of Interest
[Operation Stage]
New alignment of road may hinder existing access between residents and social services in case
that no measures are considered to solve these issues. It may cause a kind of conflict among local
communities.

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(22) Landscape
Current land use along the proposed alignment is mostly used as cultivated land and/or bare land.
The Project will include soil excavation and land filling activities and construction of bridges
and tunnels.
[Construction Stage]
Cut and fill works may cause change of landscape. However, it is difficult to determine location
and degree of changes without further designs. So, continuous discussion and assessment is
required in following phases such as F/S.
(23) Gender
[Construction Stage]
Women as commuter or daily working for their families may be affected by the construction
activities. On the other hand, project can provide opportunities of works and commercial in the
area and it may bring positive impact on gender balance. However, there might be gaps on
working conditions such as wage between men and women when local employment is considered.
(24) Children's Right
[Construction Stage]
There are possibilities of child labor in construction yard and related activities.
(25) Infectious Diseases such as HIV/AIDS
[Construction Stage]
Construction workers coming from outside the community / island may cause HIV/AIDS cases
during construction time.
(26) Labor Environment Including Safety
[Construction Stage]
Accident and inappropriate occupational condition during the construction may cause negative
impact on labor environment and occupational safety as well as health.
(27) Accident
[Construction Stage]
Traffic accident due to construction vehicles may occur without appropriate measures and
education.
[Operation Stage]
Traffic accident due to increased traffic may occur along the road and vicinity connecting to the
project section.
(28) Transboundary Impact and Climate Change
[Construction Stage]
Greenhouse effect gas is increase by operation of machineries and vehicles in the construction
sites.
[Operation Stage]
Increased traffic based on newly created demands may produce much greenhouse effect gas.

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16.9.7 Impact Assessment

(1) Preliminary Impact Assessment

The result of potential negative environmental and social impact assessment at pre-F/S is shown
in the following table. In consideration of survey results, the impacts were evaluated qualitatively
in each of the three stages separately, namely: pre-construction stage [PCS], construction stage
[CS], and operation stage [OS]. The impacts of pollution, natural environment, and social
environment were classified as A to D in accordance with the following criteria, assuming no
specific measures toward the impacts are taken:
A: Significant Negative Impact A+: Significant Positive Impact
B: Some Negative Impact B+: Some Positive Impact
C: Impacts are not clear, need more investigation
D: No impacts or impacts are negligible, no further study required

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 Table 16.9-14 Result of ESIA at pre-F/S
Assessment Assessment
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
1 Air Quality ✓ ✓ B- B- [CS] In consideration of current residential land use, temporary negative impacts are expected on air quality due to
exhaust gas and dust generated from construction activities. The exhaust gas such as NOx, SOx, CO TSP, PM10,
PM2.5 will be generated from construction machines, equipment and traffic congestion around the construction yard

Project for Masterplan on High Standard Highway Network Development (Phase 2)

due to the temporary traffic restriction. And dust will be generated by earth work including foundation excavation for
piers, transporting of earth-and-sand, etc.
[OS] Ambient air quality along existing road is already impacted by current traffic exhaust gas. Since it is expected
that traffic flow will be smoother by shifting vehicles from existing road to new highway, air quality along the road
will be improved. On the other hand, there is a possibility of increasing of vehicles. In that case, air quality along the
road might get worse than the current condition.
2 Water Quality ✓ ✓ B- D [CS] The project area is located in the area of water bodies for domestic defined as the ECA, since the Project will
traverse about 6 water bodies. Turbid water may be generated from excavation areas due to surface run-off. Improper
stockpiling of construction materials in low -lying areas could affect the water quality of nearby bodies of water bodies.
Furthermore, there is a possibility of inadequate treatment and/or mishandling of wastewater, suspended matter, waste
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oil, and other chemicals, in the all earthwork area including the main road area and borrowing pit, etc. Additionally,
domestic wastewater may be discharged from the labor camp.
[OS] No serious impacts are expected, because there is no plan of service / parking area.
3 Waste ✓ B- N/A [CS] Construction waste including waste soil, muck waste from tunnels, asphalt mass and cutting trees are expected at
the construction site. Additionally, domestic waste (garbage) may be generated from the labor camp, if any.
4 Soil ✓ B- N/A [CS] There is a possibility of soil contaminant by wastewater from tunneling work/piling construction/excavation
Contamination process, if wastewater is discharged without adequate treatment and/or miss handing. Dumping soil and muck also can
cause soil contamination if they have specific chemicals. Furthermore, there is a possibility of soil contamination due
to the unexpected leakage/ mishandling of oil and other chemicals, in the all earthwork area including the main road
area and borrowing pit, etc. Dumping soil and muck also can cause soil contamination if they have specific chemicals.
5 Noise and ✓ ✓ B- B- [CS] In consideration of current land use temporary negative impacts are expected on ambient noise due to higher
Vibration noise generated from construction machines and equipment.
[OS] Ambient noise and vibration along existing road is already impacted by current vehicle traveling. Though it is
expected that traffic flow is smooth by shifting from existing road to new highway, noise and vibration level might

Final Report
increase because of the increase in traffic and travelling speed of vehicles.
6 Ground ✓ ✓ B- B- [CS/OS] The extent of impact is unknown, because there is no detail amount of ground water and geographical test
Subsidence data, and no decided proposed ROW and tunnel excavation methodology at this moment. In case of large amount of
discharge water and/or worse ground foundation than expectations, there is a possibility of ground subsidence in the
 Assessment Assessment

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
mountain area, due to the tunnel construction. To clarify the baseline condition of geographic mechanism including
ground water level and geological test shall be conducted along the proposed alignment during the feasibility study.
7 Offensive Odor ✓ B- N/A [CS] There are no direct project-related activities that can generate offensive odor due to the general road construction,
however impact of construction basecamp operations may have temporary impact.
8 Bottom ✓ B- N/A [CS] There is a possibility of impact on the river bottom sediment by flown soil caused by earthwork in the river,
Sediment depending on the construction methodology. In case that crossing river bottom sediment had already polluted, dumping
soils in the riverbed also have possibility of soil contamination when they are dumped other places.
9 Protected Area ✓ ✓ B- B- [CS/OS] Protected area within the nearest project area, CCPL-Parcel B, is approximately 0.4 km far from the project
area. Construction activities may have negative impacts on the natural environment of protected areas near the project
alignment. Besides, during the operational stage, traffic activities also may have negative impacts on it due to pollution
and roadkill. Further information and field surveys on conditions of CCPL’s boundary and buffer areas shall be
confirmed and discussed with DENR during F/S.
10 Ecosystem ✓ ✓ B- B- [CS] Construction activities and existence of road structures may have some impact (such as damage of trees and
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vegetation, loss of nest/feeding area/breeding area, and migration inhibition, division of the habitation area, road
killing, noise/vibration due to the new traffic flow, etc.) on surrounding ecosystem along the project alignment. Though
there is no reserved forest within the project area, most of existing trees within ROW will be cut down or replanted
depending on the final design and construction process. Coral reefs along the costal sea should be studied further in
order to evaluate possible impact by turbid water during construction.
[OS] Operation of the road may cause impacts such as road-kill, air pollution and lighting on wild life and its habitat,
especially CCPL. Impact on coral reefs duet to the project during the operational phase is not expected.
11 Hydrology ✓ ✓ B- B- [CS/OS] There is a possibility of unexpected discharge of ground water due to the tunnel excavation. To clarify the
baseline condition of geographic mechanism including groundwater level and flow, geological tests shall be conducted
along the proposed alignment during the feasibility study. The amount of water use and source during construction,
construction methodology and road structures shall be clarified during the feasibility study.
And also, there is a possibility of disturbance of water flow by construction of bridge pier in the river and preventing
/changing water flow by concrete structures.
12 Topography and ✓ B- N/A [CS] The project area is located in the area of high susceptibility to landslide and critical slope area defined as the
Geology ECA. Topography might change by land cutting in the valley and tunnel construction. There is a possibility of topsoil
erosion in the construction site during rainy season (May-October).
13 Land ✓ A- N/A [PCS] It is expected that about 1900 existing structures including houses are affected due to the implementation of the
Acquisition and Project, in accordance with the satellite image interpretation. To clear the project affected people, their assets and
Resettlement compensation, identification of landowner, socio-economic survey, inventory survey and market value survey for
preparation of the Resettlement Action Plan shall be conducted during the feasibility survey.
 Assessment Assessment
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
14 Poverty ✓ B+/ N/A [PCS/CS] The project may bring positive impact on local economy through construction activities and rural
- development. Some poor groups may be negatively affected by the project if their properties are acquired and/or their
livelihood is lost by the project.
15 Ethnic Minority ✓ ✓ B- B- There might be ethnic minority and/or indigenous people in and around the project site and they might be affected by

Project for Masterplan on High Standard Highway Network Development (Phase 2)

and Indigenous the project. The location and relation between CADTs and the Project site shall be verified through the feasibility
People study.
16 Local Economy ✓ B+/ N/A [CS] Employment opportunity can be created due to the project construction. On the other hand, overall construction
such as - activities and traffic restriction would affect local economy activities including venders and shop owner to some extent
Employment temporary inconvenience due to disturbance in smooth operation of commercial/public transportation. Employment
and Livelihood and livelihood of project affected households are also affected by resettlement activities.
17 Land Use and ✓ ✓ B- B+/ [CS] Loss of farmland and forests for new roads are expected and land use may be changed along the road. Land and
Usage of Local - local resources such as trees of project affected households are also affected by resettlement activities.
Resources [OS] Effective use of lands and local resources due to high accessibility are expected. At the same time, project-indued
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development may affect local resources adversely.

18 Water Usage ✓ ✓ B- B- [CS/OS]
There is a possibility of unexpected discharge of ground water due to the tunnel excavation. To clarify the baseline
condition of underground water use around the project area, inventory survey for wells shall be conducted during the
during the feasibility study. Though water source during construction is not decided at this moment, water use
permission in line with regulation shall be approved from relevant agencies prior to the construction to avoid conflict
with water users. The amount of water use and source during construction shall be clear during the feasibility study.
Water usage of project affected households are also affected by resettlement activities.
19 Existing Social ✓ B- B- [PCS/CS] There are many existing utilities (transmission lines, telecom lines, water lines, etc.) along the existing road.
Infrastructure These infrastructures shall be protected and/or diverted before construction work. Inconvenient access to services due
and Services to traffic congestion by work vehicles.
[OS] There is a possibility of physical community diversion in case a new road traverses in a community.
20 Social ✓ B- N/A [CS] There is a possibility of the temporary physical community division by construction yard during construction.
Institutions such
as Socially

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Related Capital
and Decision-
making
Organizations
 Assessment Assessment

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Project for Masterplan on High Standard Highway Network Development (Phase 2)
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
21 Local Conflicts ✓ N/A B- [OS] New alignment may separate access of existing communities and their interest may cause local conflicts without
of Interest any measures.
22 Landscape ✓ B- N/A [CS] There is a possibility of disturbance of landscape by the road structures especially tunnels and bridges.
23 Gender ✓ B+/ N/A [CS]: Temporary inconvenience to residents, commuters, and pedestrians because of construction activities is expected.
B- On the one hand, the Project can provide additional employment opportunities during this phase, which women can
take advantage of. However, there might be gaps on working conditions such as wage between men and women when
local employment is considered.
24 Children’s Right ✓ B- N/A [CS] There is a possibility of occurrence of child labor
25 Infectious ✓ B- N/A [CS] Infectious diseases such as HIV/AIDS are possible to be spread due to inflow of construction workers.
Diseases such as Furthermore, alteration to the ground by cutting, soil excavation and land filling may lead to the creation of habitats
HIV/AIDS for mosquitos that possibly transmit dengue fever.
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26 Labor ✓ B- N/A [CS] Accident and harm to health for workers in the construction area for bridge section; however, it will be secured
Environment in accordance with the domestic laws and regulations during construction.
including Safety
27 Accident ✓ ✓ B- B- [CS] Traffic accident related to construction vehicles and accident in construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
28 Transboundary ✓ ✓ B- B- [CS] Significant deforestation is not expected on this project and construction period is limited.
Impact and [OS] Increase of Greenhouse Effect Gas is anticipated but the level is still unknown
Climate Change
Note:
Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
Impact:
A+/-: Significant positive/negative impact is expected.
B+/-: Positive/negative impact is expected to some extent.
D: No impact is expected.
N/A: Impact assessment isn’t conducted because the items was not checked ✓ in scoping phase.
Source: JICA Study Team
 Project for Masterplan on High Standard Highway Network Development (Phase 2)
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16.9.8 Mitigation Measures

Items rated as A- and B- in the table of impact assessment are the target of mitigation measures.
Mitigation measures should be feasible and practical. Table 16.9-15 shows mitigation measures
for CCR classified into construction and operation phases.
Table 16.9-15 Mitigation Measures
Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
Construction Stage
1 Air Quality - Water sprinkling to reduce particulate matter Contractor DPWH TBD
- Routine / periodic maintenance and washing of
construction machineries and vehicles to minimize
air pollutants
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy
vehicles through the communication with local
people
2 Water Quality - Installing sedimentation tank to reduce discharged Contractor DPWH TBD
turbid water
- Cover exposed earth especially before heavy rains
are expected.- Installing septic tanks for origin of
polluted water such as camp yard
- Appropriate wastewater treatment such as
connecting drainage system to existing sewage
systems
3 Waste -Prepare detailed waste management program in Contractor DPWH TBD
consideration with LGU’s waste management
system
- Education on waste treatment for workers
- Separation of hazardous waste and bring out to
appropriate treatment facilities
- 3Rs promotion to reduce waste
4 Soil - Necessary laboratory test to identify contaminated Contractor DPWH TBD
Contamination soil and mock for special cares
- Find feasible treatment facilities or filling area in
earlier stage of the project such as F/S
5 Noise and - To avoid disturbance of daily life, construction Contractor DPWH TBD
Vibration time shall be set within day time, especially
residential areas.
- Apply low-noise and vibration machineries as much
as possible nearby
-Provide the temporary noise barrier and/or fence
around the construction yard near residential area, if
necessary
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy vehicles
through the communication with local people
6 Ground - Avoid extraction of ground water for construction Contractor DPWH TBD
Subsidence - Applying replacement methods for soft soil areas
and prevention measures for liquefaction based on
further studies and discussion in F/S.

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
- Monitoring to identify early symptoms of
subsidence
7 Offensive Odor - Education and instruction of rules in camp yards Contractor DPWH TBD
to keep good hygiene
8 Bottom - Installing sedimentation tank to reduce discharged Contractor DPWH TBD
Sediment turbid water
9 Protected Area - Avoid tree cutting to reduce impact on habitat Contractor DPWH TBD
-Relocation/replant of trees
- Consider construction season and time if specific
rare species' breeding points / nests / important
feeding ground are confirmed in the affected areas.
-Conduct awareness campaign to all relevant
construction workers about the careful consideration
for protected areas
-Adoption of lower noise and vibration construction
method and machines
- Adoption of adequate pass route, based on the
field survey, estimated impact and advices from
biological expert, if necessary
10 Ecosystem - Avoid tree cutting to reduce impact on habitat Contractor DPWH / TBD
-Relocation/replant of trees DENR
- Consider construction season and time if specific
rare species' breeding points / nests / important
feeding ground are confirmed in the affected areas.
-Conduct awareness campaign to all relevant
construction workers about the careful consideration
for ecosystem
-Adoption of lower noise and vibration construction
method and machines
- Adoption of adequate pass route, based on the
field survey, estimated impact and advices from
biological expert, if necessary
- Introduce measures to reduce turbid water during
construction
11 Hydrology - Avoid large amount of extraction of ground water Contractor DPWH TBD
12 Topography and - Slope protection is required after cutting slopes Contractor DPWH TBD
Geology especially in the period of rainy season
13 Land - Alignment discussion should be carefully done Consultant, DPWH TBD
Acquisition and during F/S study to avoid and minimize Contractor,
Resettlement resettlement DPWH, LGUs,
- Appropriate RAP must be prepared consistent NHA
with domestic and development partner's policies.
14 Poverty - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
with domestic and development partner's policies. Contractor,
DPWH, LGUs,
NHA
15 Ethnic Minority - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
and Indigenous with domestic and development partner's policies. Contractor,
People - If there are indigenous people in and around the DPWH, LGUs,
project areas, Indigenous People Plan (IPP) must be NHA
prepared with cares
16 Local Economy - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
such as with domestic and development partner's policies Contractor,
Employment with assistance for business disturbances. DPWH, LGUs,
and Livelihood NHA
17 Land Use and - Appropriate RAP must be prepared consistent LGUs LGUs TBD

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
Usage of Local with domestic and development partner's policies.
Resources
18 Water Usage - Avoid large amount of extraction of ground water Contractor DPWH TBD
19 Existing Social - Appropriate / agreed compensation for owners of DPWH, LGUs DPWH TBD
Infrastructure infrastructures to recover, divert, and replace.
and Services - Road-crossing measures such as over path / under
path should be considered for possible community
diversion cases.
20 Social - Detour for securing reasonable accessibility to Contractor DPWH TBD
Institutions such social institutions
as Socially
Related Capital
and Decision-
making
Organizations
21 Landscape - Minimize cutting trees and slopes Contractor DPWH TBD
- Consider earth color for temporal works and
fences
- Installation of slope seeding / planting to recover
construction areas
22 Gender - Positive employment of women for light works in Contractor DPWH TBD
construction activities such as cleaning with fair
salary and other conditions
- Prepare toilet and dressing spaces for women
workers
- Education on gender equality for workers
23 Children’s Right - Restrict child labor (workers under 14 years old) Contractor DPWH TBD
in contract with punishment
- Report list of workers with their age information
24 Infectious - Education on infectious diseases for workers Contractor DPWH TBD
Diseases such as
HIV/AIDS
25 Labor - Education on occupational safety for workers Contractor DPWH TBD
Environment - Safety patrol
including Safety - Sign boards
26 Accident - Periodic maintenance of machineries and vehicles Contractor DPWH TBD
- Sign boards
- Employ enough number of traffic guards
27 Transboundary - Periodic maintenance of machineries and vehicles Contractor DPWH TBD
Impact and - Recommendation of idling stop activities
Climate Change
Operational Stage
1 Air Quality - Strengthening of vehicle inspection DPWH DPWH TBD
2 Noise and - Noise barriers if the level significantly exceeds the DPWH DPWH TBD
Vibration standard
- Restriction of maximum speed
3 Ground - Periodic observation of level changes DPWH DPWH TBD
Subsidence
4 Protected Area -Conduct awareness campaign to all relevant DPWH DPWH TBD
construction workers about the careful consideration
for protected areas
5 Hydrology - Avoid large amount of extraction of ground water DPWH DPWH TBD
- Periodic observation of water flow / level
6 Ethnic Minority - If there are indigenous people in and around the DPWH, LGUs DPWH TBD
and Indigenous project areas, Indigenous People Plan (IPP) must be

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
People prepared with cares.
7 Land Use and - Controlled rural development under legal LGUs LGUs TBD
Usage of Local framework and masterplans by LGUs
Resources
8 Water Usage - Avoid large amount of extraction of ground water DPWH, LGUs DPWH TBD
- Periodic observation of water flow / level
9 Local Conflicts - Design box culvert or any other crossing structure DPWH, LGUs DPWH TBD
of Interest to secure accessibility
10 Accident - Sign boards DPWH, LGUs, DPWH TBD
- Traffic violation crackdown by police Police
- Road safety education at schools and other
appropriate facilities
11 Transboundary - Strengthening of vehicle inspection DPWH DPWH TBD
Impact and
Climate Change
Total Cost TBD
Source: JICA Study Team

16.9.9 Monitoring Plan

(1) Proposed EMoP

Table 16.9-16 presents general/typical Environmental Monitoring Plan (EMoP) for mitigating
the negative impact. EMoP shall be studied further during the Feasibility Study and EIA studies
in the following phases.
Table 16.9-16 Monitoring Plan
Environmental Responsible Cost
No Items Location Frequency Supervisor
Item agent (Php)
Construction Stage
1 Air Quality PM10, PM2.5, SO2, CO, Construction Once a Contractor DPWH TBD
NO2 sites, major month
access routes
to the
construction
sites
2 Water Quality BOD5, COD, Oil and Rivers, Once Contractor DPWH TBD
Grease, pH, Total drainages, every
Coliform, camp yards, three-
Total Nitrogen, Total wells, springs month
Phosphorous, Total
suspended solids,
Turbidity, Arsenic,
Iron, Sulphate
3 Waste Types and amount of Temporal Once Contractor DPWH TBD
waste waste storage every
three-
month
4 Soil Soil quality test in Construction Once a Contractor DPWH TBD
Contamination accordance with the sites and camp month
baseline survey and yards
existing land use,
Monitoring accident,
maintenance record of
machineries and vehicles,
site observation
5 Noise and Sound level and vibration. Construction Once a Contractor DPWH TBD
Vibration sites, major month
access routes

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Environmental Responsible Cost

No Items Location Frequency Supervisor
Item agent (Php)
to the
construction
sites
6 Ground Visible observation on Surrounding Once a Contractor DPWH TBD
Subsidence markers and gauges structures of week
construction
sites
7 Offensive Odor Types and amount of Temporal Once Contractor DPWH TBD
waste, other specific cases waste storage every
such as oil leakage three-
month
8 Bottom Sediment Visible observation of Construction Once Contractor DPWH TBD
rivers and drainage from sites and every
construction sites rivers three-
month
9 Protected Area Field confirmation by Construction Once a Contractor DPWH TBD
experts sites and year
surrounding
areas
10 Ecosystem Field confirmation by Construction Once a Contractor DPWH TBD
experts sites and year
surrounding
areas
11 Hydrology Visible observation, River, spring, Once Contractor DPWH TBD
interview, measurement well, etc. every
of water volume three-
month
12 Topography and Visible observation, Forest, hilly Once Contractor DPWH TBD
Geology reviewing of cut and fill areas every
plan, tree cutting plan three-
with certification month
13 Land Acquisition Internal / External Project Areas Following LGUs, DPWH TBD
and Resettlement monitoring report defined RAP NHA, other
in RAP, grievance records relevant
bodies
14 Poverty Internal / External Project Areas Following LGUs, DPWH TBD
monitoring report defined RAP NHA, other
in RAP, grievance records relevant
bodies
15 Ethnic Minority Internal / External Project Areas Following LGUs, DPWH TBD
and Indigenous monitoring report defined RAP and NHA, other
People in RAP, grievance IPP relevant
records, IPP, if any bodies
16 Local Economy Internal / External Project Areas Following LGUs, DPWH TBD
such as monitoring report defined RAP, IRP NHA, other
Employment and in RAP, grievance relevant
Livelihood records, income bodies
restoration program (IRP)
17 Land Use and Construction plan Project Areas Once Contractor DPWH TBD
Usage of Local including lease land, every
Resources grievance records three-
month
18 Water Usage Water volume, visible Water usage Once a Contractor DPWH TBD
observation, interview, areas month
grievance records
19 Existing Social Visible observation, Project Areas Once Contractor DPWH TBD
Infrastructure and interview, grievance every
Services records three-
month
20 Social Institutions Visible observation, Project Areas Once Contractor DPWH TBD
such as Socially interview, grievance every
Related Capital records three-
and Decision- month
making

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Environmental Responsible Cost

No Items Location Frequency Supervisor
Item agent (Php)
Organizations
21 Landscape Visible observation, Project Areas Once Contractor DPWH TBD
interview, grievance every
records three-
month
22 Gender Visible observation, Project Areas Once a Contractor DPWH TBD
interview, grievance month
records, list of
construction worker,
record of education,
number of facilities for
women in construction
site and camp yard
23 Children’s Right Visible observation, Construction Once a Contractor DPWH TBD
interview, grievance sites month
records, list of
construction worker,
record of education
24 Infectious Visible observation, Construction Once a Contractor DPWH TBD
Diseases such as interview, grievance sites month
HIV/AIDS records, record of
education
25 Labor Visible observation, Construction Once a Contractor DPWH TBD
Environment interview, grievance sites month
including Safety records, record of
education, record of
safety patrol, sign boards
26 Accident Record of accident, record Construction Once a Contractor DPWH TBD
of education, sign boards sites and month, on
surrounding demand
areas
27 Transboundary Record of maintenance of Construction Once a Contractor DPWH TBD
Impact and machinery and vehicles, sites year
Climate Change sign boards
Operational Stage
1 Air Quality PM10, PM2.5, SO2, CO, Residential Once a Regional DPWH TBD
NO2 area, year Office (RO)
junctions, - DPWH
tunnels, etc.
2 Noise and Sound level and vibration. Junctions, Once a RO DPWH TBD
Vibration tunnels and year
residential
areas
3 Ground Visible observation on Surrounding Once a RO DPWH TBD
Subsidence markers and gauges structures of year
construction
sites
4 Protected Area Field confirmation by Construction Once a RO DPWH TBD
experts sites and year
surrounding
areas
5 Hydrology Visible observation, River, spring, Once a RO DPWH TBD
interview, measurement well, etc. year
of water volume
6 Ethnic Minority Interview, observation, Project Areas Once a RO DPWH TBD
and Indigenous socio-economic survey, if year
People needed
7 Land Use and Regional development Project Areas Once a LGUs DPWH TBD
Usage of Local plan, visible observation year
Resources
8 Water Usage Water volume, visible Water usage Once a RO DPWH TBD
observation, interview, areas year
grievance records

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Environmental Responsible Cost

No Items Location Frequency Supervisor
Item agent (Php)
9 Local Conflicts of Interview, observation Project Areas Once a LGUs DPWH TBD
Interest year
10 Accident Record of accident, record Project road Once a RO DPWH TBD
of education, sign boards and year
surrounding
areas
11 Transboundary Record of maintenance of Project road Once a RO DPWH TBD
Impact and machinery and vehicles, and year
Climate Change sign boards surrounding
areas
Source: JICA Study Team

16.9.10 Implementation Structure

Implementation structure for CCR will be established based on the country’s legal frameworks
with reporting/discussion channels to investors/development partners. Based on existing project
institutional plan such as Cebu-Mactan Bridge Construction Project under JICA's cooperation,
Figure 16.9-7 and Figure 16.9-8 shows rough implementation structure of environmental and
social considerations of the project.

DPWH-UPMO Investor / Development Partner

Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit
(PMU) Internal
(NHA, DENR, etc.) Monitoring / - Pollution & Natural
- People's it (PMU) Environment Officer
Reviewing
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Grievance Redress Contractor / Sub Contractor /
Mechanism, etc. Supervision Consultant External Monitoring Agency
- EIA expert (Foreign/Local)
- RAP expert (Foreign/Local) External Monitoring

Figure 16.9-7 Implementation Structure of Environmental and Social Considerations During

Construction Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)

Figure 16.9-8 Implementation Structure of Environmental and Social Considerations During

Operation Stage

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16.9.11 Stakeholder Meetings

(1) Key Informant Interview (KII)

Key Informant Interviews (KIIs) were conducted at the cities of Cebu, Mandaue and
Municipality of Consolacion attended by participants from DENR Regional Office and NCIP
Region 7 on 20 and 21 February 2020. The agenda is to brief the stakeholders about the project
including its environmental and social aspects, as well as to ask their perception on the project.
The team interviewed representatives from DENR and NCIP Region 7, Mayors and Engineers
of each LGUs.
Based on the KII results, the following were the concerns and key pointers of the people about
the proposed project:
 The mayors expressed their support over the project since it will decongest the traffic
going around Metro Cebu;
 According to the participants of Cebu City, the land may be compatible with the proposed
project area because the uphill area of the City is also built-up area. In fact, there are a
number of high-end subdivisions or village located there. Their only concern is that the
terrain there is steep.
 The proposed project alignment will traverse access roads or secondary roads
 NCIP Region 7 stated that there is no present IPs that may be affected by the project and
there is no currently ancestral domain claim over the area
 DENR Region 7 mentioned that the project area is still within the areas of the Metro Cebu.
However, affected trees may be subject to permit applications or any related clearances.

KII with DENR Region 7 KII with Cebu City Engineer

KII with NCIP Region 7

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(2) Focus Group Discussion (FGD)

The summary of FGD for the Project is shown in Table 16.9-17. Focus Group Discussion (FGD)
activities were conducted in Consolacion, Cebu and in the Cities of Cebu and Mandaue with the
aim of eliciting the issues and concerns of the people (Table 16.9-18) regarding the proposed
Cebu Circumferential Road. Participants made answers and showed concerns to specific fields
such as gender, social and environmental aspects given at the FGD. Project side replied that their
comment and concerns are to be reflected into on-going survey and the succeeding F/S. The
activities cover issues on environment, social aspect, economy, and gender sensitivity.
The participants were asked about their positive and negative perceptions regarding the proposed
Project. After the FGD, all Cities concerned expressed their acceptance to the project despite the
outcome of their perception. They perceived that the project will have a set of positive and
beneficial effects to their communities. Ultimately, the project will boost Metro Cebu’s economic
development.
Table 16.9-17 Summary of FGDs
Items Mandaue City Consolacion, Cebu Cebu City
Venue Conference Room, Conference Room, Conference Room, Cebu
Mandaue City Hall Consolation City Hall City Hall
Time & Date Time 2:00 PM Time 1:00 PM Time 2:00 PM
Date 19 February 2020 Date 20 February 2020 Date 21 February 2020
Participants 15 persons 11 persons 15 persons
(11 Male and 4 Female) (7 Male and 4 Female) (11 Male and 5 Female)
 City Mayor  Vice Mayor  Mayor's Office
 City Engineering Office  DENR Region 7  NCIP Region 7
 City Planning  City Assessors  City Assessors
Development Office  City Engineering Office  City Engineering Office
 City Assessors Office  City Planning  City Planning
 City Agriculture Office Development Office Development Office
 City Disaster Risk  City Agriculture Office  City Disaster Risk
Reduction Management  City Disaster Risk Reduction and
Office Reduction and Management Office
 City Councilor Management Office
 Department of Interior
Local Government
(Region 7)
 Women's Federation
Agenda 1. Presentation of the project outline
2.Presentation of the general impact of Project
3.Group Discussion
4.Presentation by group
5.Question and Answer session
Source: JICA Study Team

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Table 16.9-18 Issues and Concerns

Given Fields Issues / Concerns from Participants
• Economic  The Project would provide financial assistance and job opportunities to the
residents of the areas that the initial alignment would traverse, most
especially to the affected displaced residents.
 There would be acquisition of right-of-way.
 It would lessen the travel time and help decongest the traffic with the
provision of farm-to-market roads, and allow entry of investors from
different areas. This would also provide a quicker response time on accidents
and provide an efficient flow of goods and services.
 The problems mentioned were the maintenance of the structure and the
possibility of providing a negative impact to the commerce within the area.
 It may bring about more investments and an opportunity to see different
panoramic views.
 It may also generate jobs and increase the revenue of the LGU through the
increase in economic activities.
 It may also lessen the travel time and decongest the traffic in their existing
roads.
 It would also save fuel cost, and reduce the post-harvest losses of their
perishable crops, therefore, reduce the cost of farm production.
 It was also commented that the lesser travel time may bring more quality
time to families but on the other hand, it may increase the crime rate in the
area.
• Gender  It would generate more employment for males.
• Social  This would displace residents affected by the initial alignment, to which they
added that a housing project would be needed for the displaced.
 The project would also provide an increase in business activity.
 Warnings signs should be placed for the safety of the residents around the
site.
 It would affect a Taoist temple.
 Assessment of affected lot areas and compensation had to be conducted
during the pre-construction phase.
 The project would provide more accessibility.
 It may also cause the migration and the displacement of settlements, as well
as the surge in the cost of land and decrease in travel time.
• Environmental  The initial alignment may pose health hazards if it would pass through a
watershed.
 It may also cause some disturbance of the existing ecosystem, and also cause
flooding.
 It may also produce negative effects such as increase in greenhouse gas
emission, and bring about pollution, although these would subside after the
construction of the Project.
 It may also affect the landslide prone areas.
 The Project may bring damage to wildlife habitats and their extinction, and
pollute the air, and generate noise pollution.
 It may also produce more garbage in its construction phase.

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LGU Representative Giving her Perception Participants of FGD in Mandaue City

on the Project Impacts

LGU Representative in Consolacion City Participants of FGD in Consolacion City

Giving her Perception on Project Impacts
(3) Stakeholders Meeting (SHM)
Stakeholders meeting (SHM) was carried out on 26 February 2021. The SHM was held by online
platform due to COVID-19. For those who were not able to access to the internet, the venues on
the sites where people could participate to the Zoom meeting were arranged.
A total of 191 participants (male 79 and female 112) for morning session and a total of 85
participants (male 34 and female 51) for afternoon session attended. These include affected
barangay people (resident, barangay caption) and representatives of Central/Regional/Local
Government officers. The agenda was to present the project description of Pre-F/S including the
proposed alignment, alternatives, outline of legal framework regarding environmental and social
considerations, and potential environmental and social impact due to the project implementation.
The detailed program of SHM is described in Section 13.8.4. Table 16.9-19 shows the summary
of comments, questions and suggestions raised in the open forum. Some of the reactions of the
residents are positive for their local economy and reducing traffic congestion in the city, and they
are looking forward to this Project. The major concerns of participants were the implementation
schedule of the Project, the consideration of flood prone area, and the relocation of people to be
affected. DPWH and the JICA study team replied that their comment and concerns are to be
reflected into the study and the succeeding F/S. Regarding the resettlement issues, DPWH
explained the policy about the resettlement action plan (ROW Action Plan of DPWH) and relayed
to the those in the meeting that a more detailed study will be conducted during the F/S.

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Table 16.9-19 Opinions and Answers at the Open Forum of SHM

No. Comment, Questions and Suggestion Answers
1 Question This is just a Preliminary Feasibility Study, so the
We want to know when the start of the survey works proposed HSH alignment is not yet final. The study
be so that the people who will be affected will be of the project is still ongoing and that the timeline
informed. of the study depends on DPWH.
During this stage, we are just initially informing
the people that might be affected by the project and
gather their concerns and opinions to be considered
in planning the design of the project.
There is no definite date when the project will start.
The project requires series of coordination before
it will be implemented. All the local government
units and barangays will be coordinated and
informed for the next activities that will be
conducted.
The project has different stages (Masterplan, Pre-
F/S, F/S, Detailed Design and Construction) and
Comment requires series of consultations. Communication
We are excited for the survey works of this project and coordination with the affected barangays will
because the project will help to alleviate the traffic continue.
condition in Cebu and may increase the economic The project needs your understanding and various
status of our province. We are looking forward to support from the affected people.
the implementation of the project. (DPWH-ESSD/JICA Study Team)
(Brgy. Captain of Barangay Quiot/Male)

2 Questions The project alignment is not yet final. Even though

Would it be possible to provide a copy of the map there is an initial alignment, it cannot be shared yet
for all the barangays affected because people want to avoid confusion. Once finalized and approved,
to know the area to be affected by the project? the DPWH will give a copy of the alignment to the
(Brgy. Captain of Barangay Buhisan/Male) barangays to be able to identify the possible
properties that might be affected.
(JICA Study Team)
3 Questions Funding is not yet decided. The proposed
Who will fund the project, and what is the length of alignment by the JICA Study Team has a length of
the road? 12km, it is from the Municipality of Minglanilla to
(Brgy. Captain of Barangay Quiot/Male) Mandaue City. However, the proposal of DPWH is
from Naga to Danao.
(JICA Study Team)
4 Questions The relocation site and compensation for the
We would like to ask if there is a relocation site or affected families will be part of the ROW Action
financial assistance for the affected families. Plan* during the Feasibility Study. As of now, there
(Brgy. Captain of Barangay Maghaway/Female) are no identified relocation site yet for the affected
families. It will be coordinated first by the Local
Government Unit of Cebu.
(DPWH-ESSD)
5 Question The Masterplan map can’t be provided yet because
Would it be possible to have a copy of the the alignment is not yet final. The DPWH will give
Masterplan map? a copy of the map once the alignment is approved
(Brgy. Councilor of Barangay Busay/Male) and the project will push through to the next step.
(DPWH)
6 Question There is no definite schedule yet when the project
When will the project start? will start. A series of consultations will be
(Brgy. Councilor of Barangay Busay/Male) conducted before the implementation consisting of
public consultation, survey and tagging of
structures to be affected by the project are yet to be
done. Letter of invitation including the timeline of
the project and the activities to be conducted will
be provided by DPWH to the affected barangays

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No. Comment, Questions and Suggestion Answers

before the activity starts.
(DPWH-ESSD)
7 Question I am not aware if there is any protected area near
(To all participant) We would like to ask if there are the proposed alignment. DENR should be invited
any protected areas in the barangays that needs to to visit the area to check whether there is a
be considered in the design of the study. protected area to be affected by the project.
(DPWH) (Brgy. Captain of Barangay Quiot/Male)
8 Question The prior coordination with the office of the
Why is there no attendees from the Local Mayors had been conducted.
Government Units of the City? (JICA Study Team)
(Brgy. Captain of Barangay Quiot/Male)
9 Comment and Question The alignment is not finalized yet. The number of
The people support the project as it will minimize structures and lots to be affected will be identified
the traffic condition in the area. However, we would during the Feasibility Study by conducting a socio-
like to ask if the people that will be impacted will economic survey and parcellary survey.
be properly compensated and relocated. (DPWH-ESSD)
(Local people from Barangay Lagtang/Female)
10 Question We can’t give you drainage plan as early as now
Would it be possible to provide us with a drainage but definitely it will be considered.
plan because Brgy. Poblacion Pardo is a flood prone (JICA Study Team)
area?
(Brgy. Captain of Barangay Quiot/Male)
11 Suggestion It is duly noted, and that drainage System will be
All barangays in Cebu are flood-prone, especially considered in the design stage of the project.
the low-lying barangays. The proper consideration (JICA Study Team)
of addressing the flooding in the low-lying
barangays is required.
(Brgy. Captain of Barangay Quiot/Male)
12 Comment and Question The authority of the project has not yet been
(The speaker shared his appreciation of the decided. The impact of the refusal of the people
consultation being conducted in Cebu. He added will cause delay in the implementation of the
that he finds the project ambitious but is hopeful project. As much as possible DPWH have to gather
that it is doable.） the support and agreement of the LGU so that a
(1) Considering the project involves different Local complete data and good plan can be provided. The
Government Units (LGUs) in Cebu, Mandaue and project will prepare a Right of Way Action Plan*
others, what is the implication in terms of planning wherein the actual number of people to be affected
like if this is a National Project is that means that will be determined. The Right of Way Action Plan*
the LGUs are forced to agree? If this happens which aims to mitigate the number of people to be
interest should be followed? affected and maintain the status of living before the
implementation of the project. This includes the
compensation for the people that might be affected.
With regards to the law, the basis will be the
RA10752 or Right of Way Act.

The funding of this project is not yet decided.

(2) What are the implications in the road widening?
Where does the budget come from?
The National government would want to
(3) In the case that the disconnection between the implement the project, but it will be a challenge
national plan and it is not supported / agreeable to how the project will be implemented if the LGU
the LGUs, who will govern the project? refused. The refusal of the people or LGUs will
cause delay of the implementation of the project.
(University Professor/Male) The good benefit of the project may not be
experienced.
(DPWH-ESSD/ JICA Study Team)
13 Question The parcellary survey will be conducted in the
What will happen to the people living near the road Feasibility Study. If they will be affected, it will be
that might be affected? included in the Right of Way Action Plan. But for

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No. Comment, Questions and Suggestion Answers

(Brgy. Captain of Barangay Tolotolo/Male) now, DPWH can’t answer if they will receive a
compensation or resettlement because the
alignment is not yet finalized. The public
consultation for the identified affected people will
be conducted. There will be discussion about the
law, resettlement and compensation. The team will
also conduct a socio-economic survey and tagging
of structures.
The process of acquiring the affected properties
and lots are based on the law. DPWH will ensure
that all affected will be properly compensated.
(DPWH- ESSD/JICA Study team)
14 Questions We do not know which specific landscape will be
(To all participants) Do you have any suggestions affected. We will forward the Comprehensive Land
regarding the landscape and environmental Use Plan (CLUP) of Mandaue to check if there will
considerations because the project will be be affected land scape in their City.
constructed in the hillside? (A local person/Female)
(JICA Study Team)
The City Planning and Development Office
(CPDO) will support the project as long as it is
aligned in the CLUP of the City.
(JICA Study Team)
15 Question The proposal is actually a High Standard Highway
I would like to ask if the road widening for the and the team is proposing an Expressway similar
existing highways instead of making alternate to NLEX and SLEX found in Metro Manila.
routes (mountain highway) has/had been studied. Road widening is almost impossible because Cebu
There is an expressway in Cebu City to Balamban is very congested. There are various people that
that's unable to solve the traffic congestions in the will be displaced. There is a proposal for a road
city. I wonder if a study be possibly made like widening in some areas but not in the High
expressways in Metro Manila. Standard Highways as they will address different
(Local person from Barangay Pulpoan/Male) problem.
(JICA Study Team)
Note*: During the meeting, “Right-of-Way Action Plan” under the DPWH ROW Acquisition Manual (2017) is presented as
the same meaning of "Resettlement Action Plan (RAP) " under the JICA guidelines for environmental and social
considerations (2010).
Source: JICA Study Team

Figure 16.9-9 On-line Zoom Meeting

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Barangay Poblacion Pardo, Cebu City Barangay Kinasang-an, Cebu City

Barangay Quiot Pardo, Cebu City Barangay Busay, Cebu City

Figure 16.9-10 Participants from Local Venue

16.10 Land Acquisition and Resettlement

The actual conditions during this Pre-F/S cannot determine the project’s actual impact on land
acquisition and resettlement. Therefore, discussions in this chapter is based on rough
estimation and have to be studied further during the F/S.

16.10.1 Requirement of Land Acquisition and Resettlement

CCR is a bypass road that passes through the congested Cebu Urban Area. Proposed project
outline based on the survey with a map of the target area is elaborated in Section 16.1. Project
component which will cause adverse impact is found as road construction, interchanges, tunnels
and bridges as shown in Section 16.4. In addition, Section 16.9.1 elaborates further information.
Based on above-mentioned project outlines, CCR requires land acquisition and resettlement to
construct roads and related facilities including bridges and tunnels.

16.10.2 Legal Frameworks on Land Acquisition and Resettlement

Laws and Regulations related to environmental and social issues in the Philippines are
summarized in the Chapter 13. The said chapter also includes JICA's policy and gap analysis.
16.10.2.1 JICA's Policy on Resettlement
The following is the JICA's policy on resettlement (as a reference).

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The key principle of JICA policies on involuntary resettlement is summarized below.

I. Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by exploring all
viable alternatives.
II. When, after such an examination, avoidance is proved unfeasible, effective measures to minimize impact
and to compensate for losses must be agreed upon with the people who will be affected.
III. People who must be resettled involuntarily and people whose means of livelihood will be hindered or lost
must be sufficiently compensated and supported, so that they can improve or at least restore their standard
of living, income opportunities and production levels to pre-project levels.
IV. Compensation must be based on the full replacement cost 1 as much as possible.
V. Compensation and other kinds of assistance must be provided prior to displacement.
VI. For projects that entail large-scale involuntary resettlement, resettlement action plans must be prepared and
made available to the public. It is desirable that the resettlement action plan include elements laid out in the
World Bank Safeguard Policy, OP 4.12, Annex A.
VII. In preparing a resettlement action plan, consultations must be held with the affected people and their
communities based on sufficient information made available to them in advance. When consultations are
held, explanations must be given in a form, manner, and language that are understandable to the affected
people.
VIII. Appropriate participation of affected people must be promoted in planning, implementation, and
monitoring of resettlement action plans.
IX. Appropriate and accessible grievance mechanisms must be established for the affected people and their
communities.
Above principles are complemented by World Bank OP 4.12, since it is stated in JICA Guideline that “JICA
confirms that projects do not deviate significantly from the World Bank’s Safeguard Policies”. Additional
key principle based on World Bank OP 4.12 is as follows.
X. Affected people are to be identified and recorded as early as possible in order to establish their eligibility
through an initial baseline survey (including population census that serves as an eligibility cut-off date, asset
inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a subsequent
influx of encroachers of others who wish to take advance of such benefits.
XI. Eligibility of Benefits include, the PAPs who have formal legal rights to land (including customary and
traditional land rights recognized under law), the PAPs who don't have formal legal rights to land at the time
of census but have a claim to such land or assets and the PAPs who have no recognizable legal right to the
land they are occupying.
XII. Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods
are land-based.
XIII. Provide support for the transition period (between displacement and livelihood restoration.
XIV. Particular attention must be paid to the needs of the vulnerable groups among those displaced, especially
those below the poverty line, landless, elderly, women and children, ethnic minorities etc.
XV. For projects that entail land acquisition or involuntary resettlement of fewer than 200 people, abbreviated
resettlement plan is to be prepared.

In addition to the above core principles on the JICA policy, it also laid emphasis on a detailed resettlement
policy inclusive of all the above points; project specific resettlement plan; institutional framework for
implementation; monitoring and evaluation mechanism; time schedule for implementation; and, detailed
Financial Plan etc.

1
Description of “replacement cost” is as follows.
Land Agricultural The pre-project or pre-displacement, whichever is higher, market value of land of equal productive
Land potential or use located in the vicinity of the affected land, plus the cost of preparing the land to
levels similar to those of the affected land, plus the cost of any registration and transfer taxes.
Land in The pre-displacement market value of land of equal size and use, with similar or improved public
Urban infrastructure facilities and services and located in the vicinity of the affected land, plus the cost of
Areas any registration and transfer taxes.
Structure Houses and The market cost of the materials to build a replacement structure with an area and quality similar or
Other better than those of the affected structure, or to repair a partially affected structure, plus the cost of
Structures transporting building materials to the construction site, plus the cost of any labor and contractors’
fees, plus the cost of any registration and transfer taxes.

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16.10.2.2 Policy for Land Acquisition and Resettlement of the Project

The following is a draft policy on land acquisition and resettlement of the project.
I. The Government of Philippines will use the Project Resettlement Policy (the Project Policy) for the Cebu
Circumferential Road Project (Temporal) specifically because existing national laws and regulations have
not been designed to address involuntary resettlement according to international practice, including JICA’s
policy. The Project Policy is aimed at filling-in any gaps in what local laws and regulations cannot provide
in order to help ensure that PAPs are able to rehabilitate themselves to at least their pre-project condition.
This section discusses the principles of the Project Policy and the entitlements of the PAPs based on the
type and degree of their losses. Where there are gaps between the Philippines legal framework for
resettlement and JICA’s Policy on Involuntary Resettlement, practicable mutually agreeable approaches
will be designed consistent with Government practices and JICA's Policy.
II. Land acquisition and involuntary resettlement will be avoided where feasible, or minimized, by identifying
possible alternative project designs that have the least adverse impact on the communities in the project
area.
III. Where displacement of households is unavoidable, all PAPs (including communities) losing assets,
livelihoods or resources will be fully compensated and assisted so that they can improve, or at least restore,
their former economic and social conditions.
IV. Compensation and rehabilitation support will be provided to any PAPs, that is, any person or household or
business which on account of project implementation would have his, her or their:
・ Standard of living adversely affected;
・ Right, title or interest in any house, interest in, or right to use, any land (including premises, agricultural
and grazing land, commercial properties, tenancy, or right in annual or perennial crops and trees or any
other fixed or moveable assets, acquired or possessed, temporarily or permanently;
・ Income earning opportunities, business, occupation, work or place of residence or habitat adversely
affected temporarily or permanently; or
・ Social and cultural activities and relationships affected or any other losses that may be identified during
the process of resettlement planning.
V. All affected people will be eligible for compensation and rehabilitation assistance, irrespective of tenure
status, social or economic standing and any such factors that may discriminate against achievement of the
objectives outlined above. Lack of legal rights to the assets lost or adversely affected tenure status and
social or economic status will not bar the PAPs from entitlements to such compensation and rehabilitation
measures or resettlement objectives. All PAPs residing, working, doing business and/or cultivating land
within the project impacted areas as of the date of the latest census and inventory of lost assets(IOL), are
entitled to compensation for their lost assets (land and/or non-land assets), at replacement cost, if available
and restoration of incomes and businesses, and will be provided with rehabilitation measures sufficient to
assist them to improve or at least maintain their pre-project living standards, income-earning capacity and
production levels.
VI. PAPs that lose only part of their physical assets will not be left with a portion that will be inadequate to
sustain their current standard of living. The minimum size of remaining land and structures will be agreed
during the resettlement planning process.
VII. People temporarily affected are to be considered PAPs and resettlement plans address the issue of
temporary acquisition.
VIII. Where a host community is affected by the development of a resettlement site in that community, the
host community shall be involved in any resettlement planning and decision-making. All attempts shall be
made to minimize the adverse impacts of resettlement upon host communities.
IX. The resettlement plans will be designed in accordance with Philippines’ Domestic Resettlement Policies
and JICA’s Policy on Involuntary Resettlement.
X. The Resettlement Plan will be translated into local languages and disclosed for the reference of PAPs as
well as other interested groups.
XI. Payment for land and/or non-land assets will be based on the principle of replacement cost.

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XII. Compensation for PAPs dependent on agricultural activities will be land-based wherever possible. Land-
based strategies may include provision of replacement land, ensuring greater security of tenure, and
upgrading livelihoods of people without legal land titles. If replacement land is not available, other
strategies may be built around opportunities for re-training, skill development, wage employment, or self-
employment, including access to credit. Solely cash compensation will be avoided as an option if possible,
as this may not address losses that are not easily quantified, such as access to services and traditional rights,
and may eventually lead to those populations being worse off than without the project.
XIII. Replacement lands, if the preferred option of PAPs, should be within the immediate vicinity of the
affected lands wherever possible and be of comparable productive capacity and potential. As a second
option, sites should be identified that minimize the social disruption of those affected; such lands should
also have access to services and facilities similar to those available in the lands affected.
XIV. Resettlement assistance will be provided not only for immediate loss, but also for a transition period
needed to restore livelihood and standards of living of PAPs. Such support could take the form of short-
term jobs, subsistence support, salary maintenance, or similar arrangements.
XV. The resettlement plan must consider the needs of those most vulnerable to the adverse impacts of
resettlement (including the poor, those without legal title to land, ethnic minorities, women, children,
elderly and disabled) and ensure they are considered in resettlement planning and mitigation measures
identified. Assistance should be provided to help them improve their socio-economic status.
XVI. PAPs will be involved in the process of developing and implementing resettlement plans.
XVII. PAPs and their communities will be consulted about the project, the rights and options available to
them, and proposed mitigation measures for adverse effects, and to the extent possible be involved in the
decisions that are made concerning their resettlement.
XVIII. Adequate budgetary support will be fully committed and made available to cover the costs of land
acquisition (including compensation and income restoration measures) within the agreed implementation
period. The funds for all resettlement activities will come from the Government.
XIX. Displacement does not occur before provision of compensation and of other assistance required for
relocation. Sufficient civic infrastructure must be provided in resettlement site prior to relocation.
Acquisition of assets, payment of compensation, and the resettlement and start of the livelihood
rehabilitation activities of PAPs, will be completed prior to any construction activities, except when a court
of law orders so in expropriation cases. (Livelihood restoration measures must also be in place but not
necessarily completed prior to construction activities, as these may be ongoing activities.)
XX. Organization and administrative arrangements for the effective preparation and implementation of the
resettlement plan will be identified and in place prior to the commencement of the process; this will include
the provision of adequate human resources for supervision, consultation, and monitoring of land
acquisition and rehabilitation activities.
XXI. Appropriate reporting (including auditing and redress functions), monitoring and evaluation
mechanisms, will be identified and set in place as part of the resettlement management system. An external
monitoring group will be hired by the project and will evaluate the resettlement process and final outcome.
Such groups may include qualified NGOs, research institutions or universities.
Cut-off-date of Eligibility
The cut-off-date of eligibility refers to the date prior to which the occupation or use of the project area makes
residents/users of the same eligible to be categorized as PAPs and be eligible to Project entitlements. In
the Project, Cut-off-date will be declared during F/S phase.
Principle of Replacement Cost
All compensation for land and non-land assets owned by households/shop owners who meet the cut-off-date
will be based on the principle of replacement cost. Replacement cost is the amount calculated before
displacement which is needed to replace an affected asset without depreciation and without deduction for
taxes and/or costs of transaction. Further discussion will be implemented during resettlement action plan
(RAP) development.

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16.10.3 Size and Areas of Land Acquisition and Resettlement

CCR requires land acquisition and resettlement for construction of approximately 7 km road
sections (embankment and high-cut), approximately 10 km tunnels (16 tube tunnels), and
approximately 7.5 km bridges (20 bridges) as well as 5 interchanges as shown in Figure 16.4-4,
Table 16.4-4 and Table 16.4-5. Rough estimation of necessary land acquisition areas and roughly
counted affected structures are shown in Table 16.10-1.
Table 16.10-1 Rough Estimation of Land Acquisition and Resettlement of CCR
Approx. Land Affected
Component Number Remarks
Length acquisition Structures
Estimation with
1. Road Sections 7 km - 42 ha
fixed width of 60m
Limited around
2. Tunnel 10 km 16 Small amount 1,200 portals and surface
lights, if needed
Limited within
3. Bridge 7.5 km 20 Small amount
abutment areas
Estimation with
4. Interchange - 5 25 ha 700 fixed area of 5 ha per
one interchange
Total - - 67 ha 1,900

16.10.4 Policies of Compensation and Assistance

Entitlement matrix as a policy of compensation and assistance for land acquisition and
resettlement should be further discussed and elaborated in the RAP report which will be
developed in the F/S. This pre-feasibility study assumes possible form of impacts with practical
mitigation measures. Table 16.10-2 shows initial entitlement matrix of the project.

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Table 16.10-2 Temporal Entitlement Matrix

Type of Loss Application Entitled Persons Entitlement
1. Land
Classified as Severely PAFs with Original • Cash Compensation for loss of entire land
Agricultural, Affected Certificate of Title based on the current market value free of
Residential, (OCT), Transfer taxes.
Commercial, or Certificate of the Title • Transaction costs (e.g. administrative
Institutional (TCT) or Tax charges and registration or title fees) .
Declaration (TD) • If feasible, land for land will be provided in
showing 30 or more terms of a new parcel of land of equivalent
years of continuous value or productivity, at a location
possession acceptable to PAFs
(Tax Declaration may • Rehabilitation Assistance in the form of
be legalized to full title) Skills Training equivalent to PhP 15,000
per family, if the present means of
livelihood is no longer viable and the
affected family will have to engage in a new
income activity.
Holders of Certificates • Cash Compensation for loss of entire land
of Land Ownership at the current market value free of taxes.
Award (CLOA) • Transaction costs (e.g. administrative
Granted under the charges and registration or title fees)
Comprehensive • If feasible, land for land will be provided in
Agrarian Reform Act terms of a new parcel of land of equivalent
value or productivity, at a location
acceptable to PAF's.
• Rehabilitation Assistance in the form of
Skills Training equivalent to Php. 15,000
per family, if the present means of
livelihood is no longer viable and the
affected family will have to engage in a new
income activity.
Holders of Free or No compensation for land up to 20 m width if
Homesteads Patents patent was granted prior to 1975 or up to 60 m
and CLOA under CA width for patents granted thereafter, but
141 compensation on land improvement only. For
area in excess of government lien, same as
PAPs with OCT
PAP's without OCT, • Compensation on land improvement only
TCT or Tax Declaration
Holders of Free or • Compensation on land improvements only
Homesteads Patents • Disturbance compensation equivalent to
and CLOA under Public five times the average of the gross harvest
Land’s Act for the past 5 years but not less than PhP
15,000
Lessees of Agricultural • Disturbance compensation equivalent to 5
Land times the average gross harvest during the
last 5 years contrary to the statement of only
3 years but not less than PhP 15,000
Agricultural • Financial assistance equivalent to the
Tenant/Settlers/ average gross harvest for the last 3 years but
Occupants not less than PhP 15,000 per hectare
PAF with TCT or TD • Cash compensation for affected land at the
Marginally
(Tax declaration may be current market value of land free of taxes
Affected legalized to full title) • Transaction costs (e.g. administrative
Holders of CLOA charges and registration or title fees)

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Type of Loss Application Entitled Persons Entitlement

granted under the
Comprehensive
Agrarian Reform Act
Holders of Free or • Compensation on land improvements only
Homesteads Patents
CLOA under CA 141
Public Lands Act
2. Structure
• Cash compensation for the entire structure
at 100 % Replacement Cost (compliant with
RA 10752) including transaction costs
Owners with or without
without deduction for depreciation or
TCT or TD
salvaged materials.
(Tax Declaration may
• Inconvenience Allowance in the amount of
be legalized to full title)
Php 10,000 for relocation and new
construction
Severely
• Transportation Assistance
Affected
Homeless, landless, • If qualified, apply for housing in LGU or
underprivileged, NHA Resettlement sites
informal occupants of • Transportation Assistance to transfer to
public land, except Resettlement Site or return to original
professional squatters province
(1) Residential and squatting
Syndicates) as defined
in RA 7279
Owners with or without • Cash compensation for affected portion of
Marginally TCT or TD the structure at 100 % replacement cost
Affected (Tax Declaration may
be legalized to full title)
• Provide sufficient time (i.e. at least 3 months)
for moving
• If renters or rent-free occupants of dwelling
Renters and Rent-Free
Severely structures do not own any real property
Occupants of Dwelling
Affected whether in the urban or rural areas as defined
Structures
in RA 7279, may apply for housing in LGU
or NHA Resettlement Sites only if they are
qualified.
• Cash compensation for the entire structure at
Owners with or without 100 % Replacement Cost compliant with RA
Severely TCT or TD 10752) including transaction costs without
(2) Commercial
Affected (Tax Declaration may deduction for depreciation or salvaged
be legalized to full title) materials.
• Transportation Assistance
Owners with or without • Cash compensation for affected portion of
Marginally TCT or TD the structure at 100 % Replacement Cost
Affected (Tax Declaration may
be legalized to full title)
• Cash compensation for the entire structure at
Owners with or without 100% Replacement Cost compliant with RA
Severely TCT or TD 10752) including transaction costs without
affected (Tax Declaration may deduction for depreciation or salvaged
(3) Industrial
be legalized to full title) materials.
• Transportation Assistance
Marginally Owners with or without • Cash compensation for affected portion of
affected TCT or TD the structure at 100% Replacement Cost

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Type of Loss Application Entitled Persons Entitlement

(Tax Declaration may
be legalized to full title)
3. Commercial Activity
(1) Business • Rehabilitation assistance in the form of
livelihood and skills training
• Administrative support to apply capital for
small business in cooperation with concerned
LGUs
• Income Rehabilitation Assistance for the
period to the stoppage of business according
Severely
Business Owner to business/ income level based on tax record,
Affected
income statement and/or business permit for
small scale business commercial
establishments only if business owners
continue their business at the remaining area
or another area. Appropriateness of the period
of business stoppage shall be validated with
concerned parties.
• Income Rehabilitation Assistance for the
period to the stoppage of business according
to business/ income level based on tax record,
income statement and/or business permit for
Marginally small scale business commercial
Business owners
Affected establishments only if business owners
continue their business at the remaining area
or another area. Appropriateness of the period
of business stoppage shall be validated with
concerned parties.
• Rehabilitation assistance in the form of
Employees in displaced livelihood and skills training
establishments and lose • One month or longer prior notice to the
jobs for reasons of establishments
reasonably attributable • Priority in employment during construction
to the damages caused by and operation stage of projects
the project • Rehabilitation assistance in the form of skill
trainings and other development activities
4. Improvements
(1) Other Non- Severely or • Cash Compensation for the affected
PAFs with or without
Dwelling Marginally improvements at 100% Replacement Cost
TCT or TD
Structures Affected
5. Crops, Trees, Perennials
• Cash Compensation for crops, trees, and
Severely or
Owners of crops, trees, perennials in full replacement cost1
Marginally
perennials
Affected
6. Graves
Owners of graves • Compensate for the transfer/relocation cost
of graves in coordination with LGUs and
relevant Government Agencies.
• Ensure observance of practices/beliefs.
7. Vulnerable Households
(1) Additional Households with poor, • Cash allowance if it is justified as necessary
Support to Nos. solo households, • Administrative support for applying
1 to 6 above households headed by respective governmental social welfare

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Type of Loss Application Entitled Persons Entitlement

elderly (over 60 years program based on household conditions in
old) or a disabled person cooperation with concerned LGUs
• Provide priority for jobs related to the project
based on capability of PAFs
• Rehabilitation assistance in the form of skill
trainings and other development activities
Homeless, landless, • If qualified, apply for housing in LGU or
underprivileged, NHA Resettlement sites
informal occupants of • Transportation Assistance to transfer to
public land, except Resettlement Site or return to original
professional squatters province
and squatting
Syndicates) as defined
in RA 7279
8. Loss of Community or Public Structures
Severely or Community or public • Cash Compensation for entire or affected
marginally structure owners/ portion of the structure at 100%
affected administrators Replacement Cost.
1. According to World Bank OP 4.12, the replacement cost for fruit and trees are defined below:
For fruit: Where markets exist, the value of a tree of a specified age and use can be used to determine compensation rates.
Where markets do not exist, surrogate values must be determined. For timber trees, the value of a tree equals that of the
lumber. For fruit or fodder trees, the value is equal to the cumulative value of the fruit crop for its productive life (and any
timber value). If replacement trees are provided, good practice indicates that compensation be based on the value of the
harvests lost until the replacement trees come into full production (typically, 7–10 years). In the case of immature trees, a
less costly alternative may be to directly supply seedlings as a replacement and provide compensation for the resulting delay
in reaching fruit-bearing capacity.
For crops: When arrangements cannot be made to allow for harvest, the market value for lost cash crops is paid. In some
countries the value of the harvest is determined by the average market value of crops for the previous three years. Whatever
the multiplier, if food supplies are sold in the area enough cash compensation is paid to purchase equivalent supplies, taking
into account the possibility of price increases caused by heightened demand from DPs. In areas of predominantly subsistence
production, good practice recommends that in-kind compensation be made for subsistence crops.
Source: JICA Study Team

16.10.5 Grievance Redress Mechanism

Grievance Redress Mechanism (GRM) is an indispensable part of RAP and defined in LARRIPP
(2017). Usually, a responsible body called Grievance Redress Committee is organized to manage
GRM appropriately. Generally, Resettlement Implementation Committee (RIC) and LIAC (Local
Inter-Agency Committee) that consist of LGUs and other relevant authorities play a role of GRC
in Philippines. Also, ESSD of the DPWH functions as internal monitoring agency to monitor and
follow up GRM. GRM for CCR shall be discussed further in following phases such as F/S when
RAP is developed.
As a reference, outlines of GRM in the case of "RAP from Cebu-Mactan Bridge Project (2019)"
is summarized as follows.
- RIC's responsibilities is to receive and record the voices, complaints opinions and suggestions
provided by the PAPs, except complaints and grievances that specifically pertain to the valuation
of affected assets since such will be decided upon by the proper courts, and to address them as
the first stage of the decision-making body.
- If the response to the complaint is deemed inadequate in the view of the PAPs, they may elevate
their grievance to the ROW Task Force that consists of higher-level officials of DPWH Central
Office before resorting the case finally to the court. Under this project, grievances from the PAPs
would be handled in the following manner.

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- Grievance shall be filed by the PAP with the RIC who will act within 15 days upon receipt,
except complaints and grievances that specifically pertain to the valuation of affected assets,
since such will be decided upon by the proper courts.
- If no understanding or amicable solution can be reached, or if the PAP does not receive a
response from the RIC within 15 days of registry of the complaint, he or she can appeal to the
ROW Task Force, which should act on the complaint or grievance within 15 days from the day
of its filing
- If the PAP is not satisfied with the decision made by the ROW Task Force, he/she, as a last
resort, can submit the complaint to any court of law PAPs shall be exempted from all
administrative and legal fees incurred pursuant to the grievance redress procedures as is
guaranteed under LARRIPP (2007). All complaints received in writing (or written when received
verbally) from the PAPs will be documented and shall be acted upon immediately

16.10.6 Implementation Structures

Implementation structure for CCR will be established based on domestic legal frameworks with
reporting/discussion channels to investors/development partners. Based on existing project
institutional plan such as Cebu-Mactan Bridge Construction Project under JICA's cooperation,
Figure 16.10-1 and Figure 16.10-2 shows rough implementation structure of environmental and
social considerations of the project.
DPWH-UPMO Investor / Development Partner
Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit
Internal
(NHA, DENR, etc.) (PMU) - Pollution & Natural
Monitoring /
- People's it (PMU) Reviewing Environment Officer
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Resettlement Contractor / Sub Contractor /
Implementation Supervision Consultant External Monitoring Agency
Committee (RIC), - EIA expert (Foreign/Local)
- RAP expert (Foreign/Local) External Monitoring
etc.

Figure 16.10-1 Implementation Structure of Environmental and Social Considerations During

Construction Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)
Figure 16.10-2 Implementation Structure of Environmental and Social Considerations During
Operation Stage

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16.10.7 Implementation Schedule

Implementation schedule cannot be firmed up during this pre-F/S stage. However, it is roughly
estimated that land clearance requires at least two years after RAP is authorized. During that
time, final parcellary survey with census are required to determine eligible PAPs and other
preparation and processes such as negotiation, payment, preparation of relocation sites, among
others. These processes will be discussed in the RAP based on the size of impact.

16.10.8 Cost and Budget

Cost and budget for land acquisition and resettlement shall be calculated based on the results of
RAP related field surveys such as census survey, parcellary survey, replacement cost survey, and
so on in following study phases such as F/S. If roughly estimate such cost for 67 ha of land and
1900 households with unit price of 100 USD (equal to 5,000 Php) per sqm and 5,000 USD (equal
to 250,000 Php) per structure, total cost is estimated approx. 67,000,000 USD for land acquisition
and 9,500,000 USD for structures (Totally around 77 million USD). This rough calculation is not
accurate because of uncertain unit price, areas including public land, and other assumptions.

16.10.9 Monitoring by Implementing Agency and Monitoring Forms

Contents of internal and external monitoring shall be discussed during RAP development and
that will provide monitoring forms.

16.10.10 Public Consultations

Public consultations for actual project affected persons (PAPs) will be implemented the F/S
where the RAP report will be prepared.

16.11 Economic Evaluation of the Project

16.11.1 General Methodology of Economic Evaluation

Economic validity of the project was evaluated by economic benefits and costs “With” and
“Without” the projects. EIRR are calculated by using economic benefits and economic costs.
Economic benefits are estimated by calculating unit VOC, TTC and the demand forecast in
Section 16.3. Assumptions of economic evaluation is shown in Table 16.11-1.
Table 16.11-1 Assumptions of Economic Evaluation
Items Assumptions Remarks
Social Discount Rate 10%
2022-2027: Detailed Design (D/D), Right of Way (ROW)
Project Period 2022-2057 Acquisition, and Civil Work
2028-2057: Operation (30 years)
Price Level Year 2020 Inflation is not considered.
1) 10% of Construction Cost
Physical Contingency 10%
2) 10% of Consulting Service Cost
Source: Department of Finance and National Economic and Development Authority (NEDA) (2016) “Revisions on
ICC Guidelines and Procedures Updated Social Discount Rate for the Philippines” for discount rate, NEDA
(2004) “ICC PROJECT EVALUATION PROCEDURES AND GUIDELINES” for physical contingency.

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16.11.2 Economic Cost for the Project

Economic cost includes construction cost, ROW cost, consulting service cost and administration
cost of the projects. VAT (12%) was deducted from financial cost of the project. Since this is an
approximate cost, it needs to be discussed in detail in the F/S.
• ROW cost: unit cost of land (Residence and Agriculture) and total ROW area. For the tunnel
section, the compensation cost was set at 20% of the ROW cost
• Consulting service cost: 8% of construction cost (DED: 3%, CS:5%)
• Administration cost: 3% of construction cost
16.11.2.1 Financial Cost to Economic Cost
Financial cost and converted economic cost are shown in Table 16.11-2 and Table 16.11-3.
Table 16.11-2 Financial Cost
Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
46,618 4,896 1,399 2,331 1,815 57,059

Source: JICA Study Team

Table 16.11-3 Converted to Economic Cost
Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
41,624 4,555 1,249 2,081 1,620 51,129

Source: JICA Study Team

16.11.2.2 O&M Cost

O&M costs are estimated at 358.3 million pesos/year.

16.11.3 Economic Benefit of the Project

Economic benefits were calculated by measuring “Saving of TTC and VOC” since they are
measurable in monetary value. JICA study team estimated Unit TTC and VOC in 2019, which
are explained in Section 12.4. The economic benefit of the projects is shown in Table 16.11-4.

(Analysis Case)
Case-1: Development of Segment-1 (Project Road) and Segment-3 (Naga City - Cebu City)
Case-2: Development of All Segments (Segment-1, 2 (Cebu City - Danao City), 3)
Table 16.11-4 Economic Benefit of the Projects
Unit: million PHP/Year
Economic Benefit (TTC+VOC Saving)
Cases 2028 2040
Case-1 9,252 12,571
Case-2 11,286 15,335
Source: JICA Study Team

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16.11.4 Results of Economic Evaluation

16.11.4.1 Results of Base Case

The following economic indicators: EIRR, CBR and ENPV of the project were calculated.
Calculation formula and remarks of them are explained in Section 12.4. Results of economic
evaluation are shown in Table 16.11-5.
Table 16.11-5 Results of Economic Evaluation
Indicators of Economic Analysis
Cases EIRR (%) CBR ENPV (million PHP)
Case-1 14.6% 1.56 20,010
Case-2 17.0% 1.90 32,257
Source: JICA Study Team

16.11.4.2 Sensitivity Analysis

Sensitivity analysis of EIRR regarding the economic cost and the economic benefit is conducted.
Results of sensitivity analysis of economic evaluation are shown in Table 16.11-6. If the benefit
is minus 10% with the base case and plus 10% of the cost and the benefit is base case with plus
10% of cost, EIRR is higher than 10%. Therefore, the project is feasible in all cases.
Table 16.11-6 Sensitivity Analysis of EIRR for Case-1
Cost
EIRR
-10% Base Case +10%
-10% 14.4% 13.4% 12.6%
Benefit Base Case 15.6% 14.6% 13.7%
+10% 16.8% 15.7% 14.8%
Source: JICA Study Team

Table 16.11-7 Sensitivity Analysis of EIRR for Case-2

Cost
EIRR
-10% Base Case +10%
-10% 16.8% 15.7% 14.8%
Benefit Base Case 18.1% 17.0% 16.0%
+10% 19.4% 18.3% 17.2%
Source: JICA Study Team

16.12 Financial Analysis of the Project

16.12.1 General Methodology of Financial Analysis

The Project Internal Rate of Return (PIRR) is calculated to determine the balance between
expenditure and revenue of the proposed project. Workflow and financial viability indicator are
shown in Section 12.5, and assumptions for parameters of financial analysis is shown in Table
16.12-1. Although future traffic volume was estimated by Case-1 and Case-2 in Section 16.3,
PIRR will be analyzed by Case-2 which was developed in all segments.

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Table 16.12-1 Assumptions for Parameters of Financial Analysis

Item Description Detail Term/Amount
I. Implementation Schedule
Detailed Design 2 years (2022 - 2023)
1 Preparation Stage
ROW Acquisition 2 years (2022 - 2023)
Same period of proposed
2 Construction Stage 3.4 years (2024-2027)
highway
3 Operation Stage Operation and Maintenance 30 years (2028-2057)
II. Revenue
4 Revenue - As given in Section 16.12.2
III. Expenditure
5 Inflation Rate Estimated by PSA 2.6%/year
For Construction Cost and
6 Physical Contingency 10%
Consultancy Service Cost
Including VAT and Physical
7 Construction Cost 51,280 Million Pesos
Contingency
Detailed Design (Construction
1,399 Million Pesos
Consultancy Service Cost*3%)
8
Cost Construction Supervision
2,331 Million Pesos
(Construction Cost *5%)
9 Administrative Cost Project Cost*3.0% 1,399 Million Pesos
10 O&M Cost - 384.2 Million Pesos/year
Source: JICA Study Team

16.12.2 Estimated Revenue

Toll fee of base case is set as 3.5 pesos/km for Class-1, 8.7 pesos/km for Class-2 and 10.5
pesos/km for Class-3 based on Master Plan stage (see Section 12.5.1). Consideration for
obtaining the maximum revenue by setting the toll fee, revenue will be obtained at 1,889 Million
Pesos in 2040 by toll fee setting as 8.7 pesos/km for Class-1, 21.8 pesos/km for Class-2 and 26.1
pesos/km for Class-3 (see Table 16.12-2 and Figure 16.12-1). Financial analysis will be carried
out the 2 cases (Base Case and Maximum Revenue Case) in the next section.
Table 16.12-2 Sensitivity Analysis for Toll Fee vs. Revenue in 2040
Toll Fee Revenue Ave. Traffic
Case (Mill Volume Remark
Class-1 Class-2 Class-3 Pesos/Year) (veh/day)
Base 3.5 8.7 10.5 1,281 30,745
Toll Fee-1 4.0 10.0 12.0 1,395 29,577
Toll Fee-2 4.5 11.3 13.5 1,481 27,844
Toll Fee-3 5.0 12.5 15.0 1,528 26,034
Toll Fee-4 5.5 13.8 16.5 1,620 24,922
Toll Fee-5 6.0 15.0 18.0 1,682 23,667
Toll Fee-6 6.5 16.3 19.5 1,743 22,469
Toll Fee-7 7.0 17.5 21.0 1,782 21,002
Toll Fee-8 7.5 18.8 22.5 1,822 19,909
Toll Fee-9 8.0 20.0 24.0 1,818 18,369
Toll Fee-10 8.7 21.8 26.1 1,889 17,389 Max. Revenue
Toll Fee-11 9.0 22.5 27.0 1,855 16,804
Source: JICA Study Team

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40,000 2,500

35,000 2,250
1,889 1,855
1,822 1,818 2,000

Traffic Volume (veh/day)

1,743 1,782

Revenue (Mill Pesos/Year)

30,000 1,620 1,682 1,750
1,481 1,528
25,000 1,395
1,281 1,500
20,000 1,250

15,000 1,000
750
10,000
500
5,000 250
0 0
Base Toll 1 Toll 2 Toll 3 Toll 4 Toll 5 Toll 6 Toll 7 Toll 8 Toll 9 Toll 10 Toll 11

Traffic Volume (veh/day) Revenue (Mill Pesos/year)

Source: JICA Study Team

Figure 16.12-1 Toll Fee vs. Revenue with Traffic Volume

16.12.3 Result of Financial Analysis

(1) Project IRR

Based on assumptions for parameters of financial analysis and estimated revenue, PIRR was
estimated as shown in Table 16.12-3.
The result of PIRR in Base Case was estimated less than 0%. The project seems that it is not
acceptable in terms of financial feasibility. On the other hand, result of PIRR in Max. Revenue
Case was estimated at 1.6%. However, this case also difficult to be so profitable.
Table 16.12-3 Result of Project IRR for Base Case and Maximum Revenue Case
No. Classification Base Case Max. Revenue Case
Base (CAPEX (Capital Expenditure):
1 -0.7% 1.6%
±0%, Net Profit: ±0%)
2 CAPEX: +20% -3.1% -0.5%
3 Net Profit: -20% -3.4% -0.8%
4 CAPEX: +20% & Net Profit: -20% -4.7% -2.0%
Source: JICA Study Team

(2) Consideration of the Possibility of the Joining SPC (Special Purpose Company)
The possibility of joining this project by SPC was considered in this section. Sensitivity analysis
for PIRR was estimated in two types which are PIRR for SPC and PIRR for SPC with Subsidy.
Weighted average cost of capital (WACC) in this project was set at 7% based on NAIA
Expressway. The condition of these two types is shown in below.
PIRR for SPC CAPEX is only Construction Cost and O&M Cost.
Profit is same condition of “(1) Project IRR”, no revenue share with
Government.
PIRR for SPC CAPEX is same at PIRR for SPC.
with Subsidy Subsidy from Government was set 50%2 of CAPEX.

2
Max. Subsidy is limited to 50% of the project cost in accordance with BOT Law

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The result of PIRR for SPC and PIRR for SPC with Subsidy (50%) are estimated 1.7% and 4.7%,
respectively. Even if 50% of subsidy is added to the project, PIRR will not exceed 7% (WACC).
Therefore, it is difficult to join this project by the private sector. It is desirable to apply a scheme
in which the government pays CAPEX and the O&M will be carried out by the private sector,
such as Hybrid PPP.
Table 16.12-4 PIRR for SPC with Subsidy
PIRR for SPC with
No. Classification PIRR for SPC
Subsidy (50%)
1 Base (CAPEX: ±0%, Net Profit: ±0%) 1.7% 4.7%
2 CAPEX: +20% 0.4% 3.3%
3 Net Profit: -20% 0.2% 3.0%
4 CAPEX: +20% & Net Profit: -20% -1.1% 1.6%
Source: JICA Study Team

16.13 Conclusion and Recommendation

This Pre-F/S is limited to the outline study based on available free satellite images and
topographic map data. Likewise, the planned site visits by experts, especially the tunnel engineer
and geotechnical engineer were not realized due to the travel restrictions brought about by the
COVID-19 pandemic.
In particular, the observation of the geological conditions along the proposed tunnel section
which is essential for the planning of this project was not undertaken. Depending on the results
of the topographic survey, geological survey and other surveys, a significant fluctuation risk of
the project cost may occur. Therefore, a highly accurate geological survey using elastic wave
exploration, survey of landslide topography are important surveys to be conducted during the F/S
stage. At the same time, environmental measures should be sought to minimize negative impact
by tunnel construction such as water pollution and groundwater change.
In addition, the project is located in a high-end residential area. It is necessary to consider this
aspect in selecting the optimal route or planning of a compact-type interchange such as diamond-
type interchange instead of a trumpet-type interchange during the F/S stage.
The project is expected to have significant impact on traffic decongestion of Cebu City with a
projected through traffic shift of 30,000 vehicles/day in 2040. However, the estimated project
cost is expensive as it necessitates a number of bridges and tunnels to achieve a high standard
geometric design. Similarly, the proposed alignment will pass through an urbanized area. The
estimated economic internal rate of return (EIRR) is not that high at 14.6-17.0% only.

16.13.1 Alignment Study

In the alignment study described in Section 16.4.2, Alignment B was recommended for the
Project and road alignment is designed based on the Alignment B. Since the pre-feasibility study
was based on a limited available data and Alignment A (dash) was better than Alignment B
regarding environmental and social consideration, it is recommended to undertake carefully
alternative study during F/S stage to select the best alignment. This is particularly important since
the Central Cebu Protected Landscape (CCPL) is located near the alignment as illustrated in
Figure 16.9-1. Alternative study should carefully consider the influence of CCPL during F/S
stage.
In order to implement the project smoothly, the following surveys will be necessary during the
F/S:

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16.13.2 Road/Bridge

Preliminary design was carried out based on secondary data (free satellite map and contour map),
therefore, it is recommended to carry out the following surveys during the feasibility study.
- Topographic Survey
- Boring Survey at Bridge Pier
Based on the actual survey data, it is recommended to improve the design and estimated
construction cost.

16.13.3 Tunnel

a) Topographic and Geological Survey

Tunnel planning in the Pre-feasibility study was also carried out based on secondary data and
existing geological literature. Therefore, it is recommended to carry out the following surveys
during the feasibility study and detailed design to review the location of tunnel portal, geological
profile, tunnel structure, etc.:

- Topographic Survey around Tunnel Portals and Low Overburden Area

- Vertical/Horizontal Boring
- Elastic Wave Exploration
- Electric Exploration
- Rock Test (Uniaxial Compressive Strength Test, etc.)
b) Considerations for Tunnel Design and Construction in Limestone Areas
The most important issue in the design and construction of tunnels in the limestone area is to
accurately grasp the distribution of cavities. Here are some general considerations for the
distribution of these cavities:
(1) Geophysical Survey
The distribution of cavities is irregular, and it is difficult to accurately predict their location by
field investigation. However, the location of a large-scale cavity can be predicted as the location
of low velocity zones or low electrical resistivity zones measured by physical surveys such as
seismic wave surveys and electrical surveys. For small cavities, it may be possible to estimate
the continuity based on the distribution of the Doline landforms confirmed by site investigations.
It is recommended to carry out those studies during the feasibility study and the detailed design.
(2) Advanced Drilling
In tunnel construction, advanced drilling can reduce the overall cost by exploring the geology
and the distribution of cavities ahead of the face. Before construction, the distribution of large-
scale cavities can be estimated based on the geological survey results, but it is difficult to estimate
the distribution of relatively small-scale cavities. For this reason, it is recommended to plan the
advanced drilling during the feasibility study and the detailed design.
(3) Spring Water during Excavation
In many cases, clay is accumulated in the cavities, and when the cavities are encountered, it is
possible that the clay will flow out into the tunnel with sudden spring water (groundwater). Since
the groundwater in the cavities is often continuous with the surface water, the water pressure is
almost equal to the height to the ground surface. Therefore, it is recommended to plan the
drainage drilling from excavation face or ground surface at the feasibility study and the detailed
design depending on the distribution of cavities.

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(4) Lack of Bearing Capacity

Cavities may appear under the tunnel, resulting in insufficient bearing capacity for the tunnel
portal (concrete wall). It is recommended to investigate the geological characteristics of the
limestone by geological survey during the feasibility study and the detailed design, and design
the necessary countermeasures such as concrete foundation for tunnel portal.
(5) Water Source Wells around the Tunnel Area
Wells of a water supply company (MCWD: Metropolitan Cebu Water District) are distributed
around the planned road (see Figure 16.13-1). Since these wells are located near the boundary
between the hilly areas and the plains, they are likely to be shallow wells and may be affected by
the road construction work.
Since these are water source wells of Cebu City, it is necessary to consider reducing the impact
of road construction projects on the wells as much as possible. For that purpose, it is necessary
to confirm the location of wells and the structure of wells, examine and evaluate the impact of
road construction on wells, and plan the monitoring of wells for road construction.

Planned Road

Source: Does Clean Water Make You Dirty? Water Supply and Sanitation in the Philippines (2012)
Figure 16.13-1 Geology of Cebu Island and Location of MCWD Water Source Wells
(6) Construction Plan
It is necessary to rationalize the tunnel construction plan in consideration with the location of the
temporary yard, environmental impact around the site, the tunnel length, etc. In addition, since
the tunnels are planned as two-tube tunnel, it is important to consider the simultaneous
construction of both tunnels depending on the geological conditions. Construction plan for tunnel
shall be studied further during feasibility study. The construction schedule is planned on the
assumption that all tunnels sections will be constructed in parallel. At the F/S stage, it is desirable
to review construction period taking construction process, contractor's capacity and constraint of
tunnel construction equipment into consideration.

16.13.4 Environmental and Social Consideration

During the following F/S stage, a detailed survey and analysis of environmental and social
considerations should be carried out with more accurate project design to understand the
following impacts:

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(1) General Issues

 Confirmation of construction methodology and necessary machinery and vehicles.

 Confirmation of soil borrow pit, quarry, waste dumping site, etc.
 Necessary budget for mitigation and monitoring.
 Confirmation of specific role and responsibility for mitigation, monitoring, and
resettlement implementation.
 Stakeholder Meetings and Public Consultations as F/S level.
 F/S and RAP shall refer issues and concerns from FGDs and SHMs in Table 16.9-18 and
Table 16.9-19 to develop their contents.

(2) Pollution Control

 Measurement of necessary items of air, water, noise and vibration, etc. as baseline data, at
appropriate locations in appropriate seasons (e.g., dry and wet season) are necessary.
 Survey for soil quality (possible contamination) and geological conditions based on boring
survey, soft soil survey, and relevant surveys for tunnel sections for determining risks of
subsidence and liquefaction of ground.
 Quantitative forecasting and evaluation for the future impact should be discussed
including numerical simulation.
 Further study for waste and waste water treatment status and possible impact is required.
 Further studies for possible impact due to tunnel construction such as groundwater
pollution, groundwater level, river water volume and ecosystem are required.

(3) Natural Environment

 Field surveys for fauna and flora at appropriate locations in appropriate seasons (e.g., dry
and wet season) .
 The CCPL Parcel B, which covers Buhisan Watershed Forest Reserve, is approximately
0.4 km away from the project area. Therefore, additional information on rare species such
as IUCN listed species shall be studied in the F/S.
 Location of major habitat with specific location of nesting areas and feeding areas around
the project area shall be confirmed.
 Impact due on coral reefs around the sea areas shall be confirmed further in following F/S,
although direct impact may not be expected at this pre-F/S stage.
 Alternative discussion shall be done again to avoid protected areas (sensitive areas from
development impact based on JICA’s Guidelines for Environmental and Social
Considerations) as many as possible.

(4) Social Environment

 RAP-related surveys including Census, Socio-Economic Survey, Inventory of Loss,

Replacement Cost Survey, and etc.
 Confirmation of status of vulnerable people including poor people and illegal resident
around the project area.
 Confirmation of status of ethnic minority and/or indigenous people.
 Confirmation of public/social facilities around the project sites.
 Impact on the existing water resources and water usage by resident due to the
interception/changing of groundwater flow caused by the construction of road structures
including soft ground treatment or liquefaction measures.
 Surveys finding traffic-vulnerable people and relevant facilities including schools shall be
implemented during F/S phase and road safety education might be considered as one of
the mitigation measures of accidents.
 In case that livelihood of PAPs is likely to be affected based on socioeconomic survey and
stakeholder meetings during F/S and/or monitoring processes during implementation,

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appropriate compensation and livelihood restoration program to PAPs shall be provided

based on RAP.
 Land price along the project sites may increase after the completion of each project area.
Therefore, actual unit prices for compensation shall be determined based on replacement
cost surveys which reflect transaction prices of PAP’s properties in and around the
project areas so that PAPs can recover and keep their living environment.
 Further study of traffic volume, traffic characteristics, business along the existing road are
required to determine indirect impacts including economic impact and necessity of
mitigation measures due to bypass function by the new highway in F/S.
 Project-induced impact on business along existing road bypassed by the planned highway
shall be discussed in the items of “Poverty” or “Local Economy such as Employment and
Livelihood”. In addition, appropriate mitigation measures shall be proposed if any such
impact is expected based on the results from stakeholder meetings and any other surveys.
 JICA asks the project proponents to consider following conditions. In case that impact is
expected on existing roads bypassed by the highway, relevant households and/or business
bodies should be involved in public participation processes such as stakeholder meetings,
and socioeconomic survey shall be implemented, if necessary.

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2ND SAN JUANICO BRIDGE

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CHAPTER 17
ND
2 SAN JUANICO BRIDGE

Outline of the Project

Outline of San Juanico Strait
San Juanico Strait is a narrow strait in the Eastern Visayan region in the Philippines. It separates
the islands of Samar and Leyte and connects the Carigara Bay (Samar Sea) to the San Pedro
Bay (Leyte Gulf). It is about 38 km long. At its narrowest point, the strait is only 2 km wide.
The strait is crossed by the San Juanico Bridge. The HVDC (High-Voltage, Direct Current)
Leyte–Luzon power line also crosses the strait through an overhead line, using a tower on an
uninhabited island in the strait. The Tacloban City harbor, the main port of Eastern Visayas, is
on San Pedro Bay at the southern entrance of the strait (see Figure 17.1-1).

Source: JICA Study Team

Figure 17.1-1 2nd San Juanico Bridge and Access Road
Outline of the Current San Juanico Bridge
The San Juanico Bridge, with a bridge length of 2,164 m was constructed with Japanese
development assistance in 1972 and is a maritime bridge connecting Leyte Island and Samar
Island. It is part of the Pan-Philippine Highway (Asian Highway 26 or AH26). A steel truss
bridge (maximum span of 192 m) is formed in the center, and a steel I girder bridge (maximum
span of 42.6 m) and a steel box girder bridge (maximum span of 43.7 m) in the front and rear
approaches. The number of lanes is two and the width configuration is 10.62 m. In 2004,
retrofitting work was carried out through yen loan.

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While widely considered as the most beautiful bridge in the Philippines, frequent repainting
and “shear delayed fracture” with S11T bolts have occurred, and bolts have been frequently
replaced. As a result, large maintenance costs have been incurred.
In addition, the steel truss bridge is a middle road type, and widening to 4 lanes would be
difficult.

Source: JICA Study Team

Figure 17.1-2 Existing San Juanico Bridge

Objective of this Preliminary Study

The objectives of this Preliminary Design are described below:
• 2nd San Juanico Bridge is planned crossing San Juanico Strait and connection with
Maharlika Highway (NH26) in Samar Island and Leyte-Samar Road which connects
Maharlika Highway at Tacloban City in Leyte Island.
• Preliminary Design consists of Bridge Design and Access Road Design.
• Use of 1/50,000 topographic maps and 1/30,000 nautical chart for bridge planning.
• Select an appropriate bridge location while taking into consideration the landscape
with the existing San Juanico Bridge.
• It proposes a modern bridge that features advanced technology focusing on
maintenance performance, as compared to the existing San Juanico Bridge.
• Make recommendations for further accuracy improvement with the use of the data to
be collected in this study.

Justification of the Project

Necessity of 2nd San Juanico Bridge
Currently, land transportation between the islands of Samar and Leyte solely depends on the
existing San Juanico Bridge, which features a 2-lane road built through a Japan aid project.
However, the bridge features several problems as discussed below:
• Aging of bridge and high maintenance costs,
• Growth of traffic and lack of road capacity for future traffic volume,
• Promotion of regional development.
The 2nd San Juanico Bridge is a part of Samar-Leyte High Standard Highway Section 3, which
is proposed as long-term project. The 2nd San Juanico Bridge was selected short term (the
present to 2025) project in the implementation program for HSH Class-1 because the existing
San Juanico bridge will necessitate slab reconstruction during the early stage and will be closed
for traffic during the reconstruction. It is also necessary to apply advance technology for the
construction of a long span bridge connecting the two islands.

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Traffic Volume and Lack of Road Capacity
Traffic volume in 2019 was approximately 7,200 vehicles per day on the existing San Juanico
Bridge. In 2040, it is forecasted that the traffic volume would reach up to 15,900 vehicles per
day. In terms of traffic capacity, it is expected that road capacity would become subdued by
2030.
Table 17.2-1 Traffic Volume on Existing San Juanico Bridge
Unit: vehicle/day
Year 2019 2030 2040 2040/2019
Traffic Volume (AADT) 7,170 10,900 15,900 2.2
Volume/Capacity 0.72 1.09 1.59 -
*Road capacity of a 2-lane road is assumed to be 10,000 veh/day.
Source: JICA Study Team

Traffic Characteristics
Figure 17.2-1 shows the share of vehicle type and load type of truck based on the results of
the survey conducted by the JICA Study Team along the existing San Juanico Bridge. The
share of truck is over 40%, while the share of bus is around 20% (mainly comprised of intercity
bus). Main transported goods are “Industrial Product” and “Construction Material and
Machine”. The average weight of loaded goods was 5.1 tons.
Regarding the trip pattern through the bridge, more than 80% of trips represents traffic between
Tacloban City (which has main seaport in the region) and Samar Island. Half of the traffic is
from central and northern Samar Island. Therefore, it is expected that significant traffic would
shift to the 2nd San Juanico bridge in the future.
It is clear that constant functioning of the bridge between two islands is essential for smooth
flow of logistics. It is also an important support to passenger movement.
Fishery
Jeepney Petrol, Mining
Product
3% product
Others 3% 2%
11%
Bus
19% Car
37% Industri
Agricultural al
Product Product
17% 39%

Truck Construction Material

41% and Machine
28%
Vehicle Type Share Load Type of Truck
Source: JICA Study Team
Figure 17.2-1 Traffic Data at the San Juanico Bridge (2019 Data)

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Source: JICA Study Team

Figure 17.2-2 Trips Pattern of Traffic at the San Juanico Bridge (2019 Data)

Travel Speed
If no additional bridges are constructed, future travel speed will be significantly reduced. From
the viewpoint of the service level, additional bridge development is essentially needed.
Table 17.2-2 Traffic Speed at the Existing San Juanico Bridge
Year 2019 2040
Travel Speed 36.7 km/hr 18.3 km/hr
*Travel speed in 2019 is the result of Travel Speed Survey in 2019 (AM Peak Hour, Towards Urban
Area)
*Travel speed in 2040 is the estimated result of the traffic demand forecast.
Source: JICA Study Team

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Traffic Demand Forecast
Future traffic demand is forecasted to decide the design daily traffic volume and obtain the
basic information for economic analysis of the project. The basic idea of traffic demand
forecasting is as follows:
Year of traffic demand forecast: 2040
Method of traffic demand forecast:
✓ Traffic assignment: User Equilibrium Assignment
✓ Link condition of 2nd San Juanico Bridge: 2-lane road, non-toll road
✓ OD table: 2040, 4-type vehicles (Car, Jeepney, Bus and Truck)
Based on the traffic demand forecast, the traffic volume between the two islands would be
15,900 vehicles per day in 2040 by 3.9% of annual growth rate. An additional bridge is required
by 2030. From the result of the traffic assignment, the design traffic volume for 2nd San Juanico
Bridge is around 9,100 vehicles per day, as shown in Table 17.3-1.
Table 17.3-1 Future Traffic Volume between Leyte and Samar Islands
Unit: Vehicle/day
2nd San Juanico San Juanico
Year Total
Bridge Bridge (Existing)
2019 - 7,200 7,200
2025 - 9,000 9,000
2030 4,700 6,200 10,900
2035 5,600 7,500 13,100
2040 9,100 6,800 15,900
Source: JICA Study Team

Without new bridge case With new bridge case

Source: JICA Study Team
Figure 17.3-1 Traffic Demand Forecast Result at the San Juanico Bridge in 2040

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Preliminary Design
Design Standard
(1) Applicable Access Road Design Standards
The following are the applicable standards for the road design:
a) DPWH Design Guidelines, Criteria and Standards, Volume 4 Highway Design, 2015
(DGCS)
b) AASHTO A Policy on Geometric Design of Highways and Streets, 7th Edition 2018
c) Japan’s Road Structure Ordinance, 2015
(2) Applicable Bridge Standards
The following are the applicable codes, specifications, and references for the bridge design:
a) DPWH Design Guidelines, Criteria and Standards Volume 5 Bridge Design, 2015
(DGCS)
b) DPWH LRFD Bridge Seismic Design Specifications, 1st Edition, 2013 & Interim
Revision 2019 (BSDS)
c) AASHTO LRFD Bridge Design Specifications, 8th Edition, 2018
d) AASHTO LRFD Bridge Construction Specifications, 3rd Edition, 2016
e) Specifications for Highway Bridges, 2017, Japan Road Association
Structural Design Condition
(1) Topographic Maps and Geotechnical Data Used
The topographic and geotechnical data used in this study are shown below.

At this stage, existing topographic data could not be obtained. For this reason, the topographic
data uses contour maps converted from ASTER GDM v2 Worldwide Elevation Data.

4464 San Juanico Strait and Janabatas Channel, Northean Entrance to San Juanico Strait, Scale
1:30,000, 1981, 7, NAMRIA.

At this stage, existing geological data could not be obtained. Therefore, based on the existing
San Juanico Bridge and the bridge position where the rock is exposed, it is assumed that the
bearing layer is very shallow.
(2) Typical Cross Section for Bridge

Source: JICA Study Team

Figure 17.4-1 Typical Cross section for 2nd San Juanico Bridge

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(3) Clearances

The navigation clearance is the same as the current San Juanico Bridge, as shown in Figure
17.4-2.

Source: Name Plate on San Juanico Bridge

Figure 17.4-2 Navigation Clearance

Based on the DGCS, the minimum clearance is 4.88 m, so the clearance for this project is
determined to be 5.0 m.

Source: DGCS
Figure 17.4-3 Bridge Clearance

The clearance of overpass/underpass that intersects the mainline is the same as in Figure 17.4-3.

(4) Coastal Data

Mean Higher High Water: MHHW = 0.69 m

Mean Tide Level: MTL = 0.27 m
Mean Lower Low Water: MLLW = -0.44 m
(Tacloban, 4464 San Juanico Strait and Janabatas Channel, Northern Entrance to San Juanico
Strait, Scale 1:30,000, 1981,7, NAMRIA)

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• Navigation Route
The location of navigation route, buoy, navigation light is shown in Table 17.4-1.
Table 17.4-1 Coordinates of Buoy on San Juanico Strait (from Geoportal PH)
Name X Y
1 13912771.8021701 1278035.44751859
2 13912617.1917294 1275480.40861561 MATSING GUBAT ISLAND
3 13912338.8929856 1270875.53962232
Nr7 13911411.2305354 1267942.64213501 Green
4 13911349.3864092 1267848.03692271
5 13911442.1525461 1266397.45849424
Source: Geoportal PH (http://www.geoportal.gov.ph/)

Table 17.4-2 Coordinates of Lighting on San Juanico Bridge (from Geoportal PH)
Name X Y
#1 South (outer) 13911508.6605 1266041.61364 (N: 11.300278, E: 124,967778)
#2 Center (North) 13911601.4246 1266120.44355 (N: 11.300972, E: 124.968611)
#3 North (outer) 13911694.1894 1266167.74255 (N: 11.301389, E: 124.969444)
#4 Center (South) 13911601.4249 1266104.67798 (N: 11.300833, E: 124.968611)
Source: Geoportal PH (http://www.geoportal.gov.ph/)

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Source: JICA Study Team

Figure 17.4-4 Location of Buoy on Strait and Lighting System on San Juanico Bridge

• Maximum Vessel size

Length: 350 ft. (107 m)
Draft: 18 ft. (5.5 m)
(Source: Sailing direction for the Philippine Islands Volume II, 1975, Published by the Defense
Mapping Agency, Hydrographic Center)
The maximum value of navigable vessels estimated from the above is 3,000 gross ton class.

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• The Existing and Future Marine Traffic using the San Juanico Strait
Regardless of whether there is an expansion plan for Tacloban Port, the navigable vessels are
considered to be the same conditions in the future due to the topographical conditions of the
San Juanico Strait.
(5) Air Clearance
• Nearest Airport: Daniel Z. Romualdez Airport (Tacloban)
• Elevation of Airport: +1.0 m (assumed)
• Limitation of Elevation
Distance from Airport L<4,000 m: 45 m
4,000<L<16,500 m: 45 m+0.02*(16,500-L)
16,500<L<24,000 m: 295 m

Distance from Airport L=24 km

Vertical Clearance 295 m
24km

Distance from Airport L=16.5 km

Vertical Clearance 295 m

14 km

12 km

Distance from Airport L=10km

16.5km Vertical Clearance 165m

16km
8 km

10km
Source: JICA Study Team
Figure 17.4-5 Distance from Airport to San Juanico Strait Bridges
(6) Wind Condition
According to DGCS, V10 may be established from:
• Basic Wind Map from PAGASA specified in this DGCS.
• Site-specific wind surveys.
• In the absence of better criterion, the assumption that V10 = Vs= 160 km/h.

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Figure 17.4-6 shows the Wind Map with a return period of 200 and 500-years, obtained from
PAGASA. These maps represent the 3-second peak gust wind speed measured at 10-meter
height (above ground) over open and flat terrain. This does not consider the local factors such
as topography, terrain roughness and shielding from neighboring structures. V10 at the bridge
location is estimated to be 220 to 270 kPh (61.1 to 75.0 m/s; gust wind speed [42.8 to52.5m/s;
10 minutes sustained]).
Since the maximum wind speed (10 minutes sustained) of Typhoon Yolanda that passed near
the bridge position was recorded at 65 m/s, V10 at the 2nd San Juanico Bridge is set to 52.5 m/s
(10 minutes sustained) at maximum value from wind maps.

(1) Return Period of 200-years

(2) Return Period of 500-years

Regional Severe Wind Hazard Maps
Source: PAGASA (http://bagong.pagasa.dost.gov.ph/products-and-services/severe-wind-maps)
Figure 17.4-6 Wind Hazard Map on San Juanico Strait

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(7) Seismic Condition
Bridge Operational Classification is based on the DPWH Guide Specifications LRFD Bridge
Seismic Design Specifications (1st Edition, 2013).

Operational Classification: OC-I (Critical Bridges)

• For Level-1
PGA = 0.12 (BSDS, Figure 3A-12)
Ss = 0.30 (BSDS, Figure 3A-30)
Sl = 0.12 (BSDS, Figure 3A-48)

Fpga; 1.2 (GT-I), 1.56 (GT-II)

As = FpgaPGA = 1.2x0.12 = 0.144 (GT-I)
= 1.56x0.12 = 0.187 (GT-II)
Fo; 1.2 (GT-I), 1.56 (GT-II)
SDS = FoSs = 1.2x0.30 = 0.360 (GT-I)
= 1.56x0.30 = 0.468 (GT-II)
Fv; 1.68 (GT-I), 2.32(GT-II)
SDl = FvSl = 1.68x0.12 = 0.202 (GT-I)
= 2.32x0.12 = 0.278 (GT-II)
Ts = SDl/SDS = 0.202 / 0.36 = 0.561 (sec, GT-I)
= 0.278 / 0.468 = 0.594 (sec, GT-II)

T0 = 0.2Ts = 0.2x0.561 = 0.112 (sec, GT-I)

= 0.2x0.594 = 0.119 (sec, GT-II)

Source JICA Study Team

Figure 17.4-7 Elastic Seismic Response Coefficient Cs (Level-1)

• For Level-2
PGA = 0.5 (BSDS, Figure 3B-12)
Ss = 1.0 (BSDS, Figure 3B-30)
Sl = 0.4 (BSDS, Figure 3B-48)

Fpga; 1.0 (GT-I), 0.9 (GT-II)

As = FpgaPGA = 1.0x0.5 = 0.50 (GT-I)
= 0.9x0.5 = 0.45 (GT-II)

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Fo; 1.0 (GT-I), 1.0 (GT-II)
SDS = FoSs = 1.0x1.0 = 1.00 (GT-I)
= 1.0x1.0 = 1.00 (GT-II)
Fv; 1.4 (GT-I), 1.6 (GT-II)
SDl = FvSl = 1.4x0.4 = 0.56 (GT-I)
= 1.6x0.4 = 0.64 (GT-II)

Ts = SDl/SDS = 0.56 / 1.00 = 0.56 (sec, GT-I)

= 0.64 / 1.00 = 0.64 (sec, GT-II)

T0 = 0.2Ts = 0.2x0.56 = 0.112 (sec, GT-I)

= 0.2x0.64 = 0.128 (sec, GT-II)

Source: JICA Study Team

Figure 17.4-8 Elastic Seismic Response Coefficient Cs (Level-2)

Table 17.4-3 Values of Site Factor, Fpga at Zero-Period on Acceleration Spectrum

Ground Peak Ground Acceleration Coefficient (PGA)
Type PGA=0.10 PGA=0.20 PGA=0.30 PGA=0.40 PGA=0.50 PGA>0.20
I 1.2 1.2 1.1 1.0 1.0 1.0
II 1.6 1.4 1.2 1.0 0.9 0.85
III 2.5 1.7 1.2 0.9 0.8 0.75
Source: BSDS, Table 3.5.3-1

Table 17.4-4 Values of Site Factor, Fo at Short-Period on Acceleration Spectrum

Ground Spectral Acceleration Coefficient at Period 0.2 sec (S S)
Type SS=0.25 SS=0.50 SS=0.75 SS=1.00 SS=1.25 SS>2.00
I 1.2 1.2 1.1 1.0 1.0 1.0
II 1.6 1.4 1.2 1.0 0.9 0.85
III 2.5 1.7 1.2 0.9 0.8 0.75
Source: BSDS, Table 3.5.3-2

Table 17.4-5 Values of Site Factor, Fv at Long-Period on Acceleration Spectrum

Ground Spectral Acceleration Coefficient at Period 1.0 sec (S l)
Type Sl=0.10 Sl=0.20 Sl=0.30 Sl=0.40 Sl=0.50 Sl>0.80
I 1.7 1.6 1.5 1.4 1.4 1.4
II 2.4 2.0 1.8 1.6 1.5 1.5
III 3.5 3.2 2.8 2.4 2.4 2.0
Source: BSDS, Table 3.5.3-3

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Study of Bridge Location
In the preparatory study, the location of the new bridge across the San Juanico Strait will be
examined. As the first preparatory study, a case of planning a bridge parallel to the existing
San Juanico Bridge (Alternative A) was considered. The other is to consider the case of
straddling a completely different strait location (Alternative B). Figure 17.4-9 illustrated the
procedure of alternative study.

Source: JICA Study Team

Figure 17.4-9 Alignment Procedure

(1) Alternative A: Case of Parallel to the Existing Bridge

As an alternative, two types of cross-linking plans are considered.

ALT-A1: Alternative of making the new bridge completely parallel.
ALT-A2: Alternative of minimizing the total length of the bridge with the parallel main bridge.

Alt-A1, Alt-A2, Existing

Source: JICA Study Team

Figure 17.4-10 Plan of Alternative-A

• In order to secure the navigation route and to harmonize the scenery with the existing
bridge, the main bridge will be the same, including the bridge type and span arrangement.
• In the area close to the existing bridge, the pier position of the approach bridge is the same
position as the existing bridge.
The foundation type is planned to be spread footing, same as the existing bridge.

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Table 17.4-6 Comparative Table for Alternative-A

ALT-A1: A new bridge is to be installed at the north side parallel to the existing bridge.

Structures Steel I-girder (L=510.6 m)

(Leyte to Samar) Simple Steel Truss (L=64.0 m)
Continues Steel Truss (L=416.0 m)
Steel Box girder (L=316.0 m)
Steel I-girder (L=851.4 m)
Total Length, L=2,158 m
Comment Since it is completely parallel to the existing bridge, the landscape is better
than that of ALT-A2. However, the overall length is longer than ALT-A2, so
it is less economical (1.15).
Evaluation ---
ALT-A2: A new bridge is to be installed at the south side of Laysam Island in parallel with the existing
bridge, and a separate line is to be used from Laysam Island to the Samar side.

Structures Steel I-girder (L=510.6 m)

(Leyte to Samar) Simple Steel Truss (L=64.0 m)
Continues Steel Truss (L=416.0 m)
Steel Box girder (L=316.0 m)
Steel I-girder (L=383.4 m)
Total Length, L=1,690 m
Comment The approach bridge on the Samar side is visually complicated and features
inferior landscape compared to ALT-A. However, the overall bridge length
is shorter, which is economical (1.00).
Evaluation Recommended
Source: JICA Study Team

Source: JICA Study Team

Figure 17.4-11 Plan of Alternative-A

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(2) Alternative B: Case of Independent Route

 As an alternative, two types of cross-linking plans are considered.

ALT-B1
ALT-B2
ALT-B3

Alt-B1
Location: About 10-13 km north of the existing bridge
Strait Width: 500 – 1,200 m ALT-B1
Area Features:
⚫ This is the area where the strait width is the narrowest.
However, the range where the water depth is deeper
than 20m is wide. For this reason, the length of the
bridge is determined within the possible substructure
construction range.

Alt-B2
Location: About 6-9 km north of the existing bridge
Strait Width: 1,000 – 2,000 m ALT-B2
Area Features:
⚫ The strait is divided by the small islands scattered at
the center of the strait.
⚫ If the divided strait is a crossing route, the width of the
strait is 800 m, 400 m, 150 m.
⚫ The range where the water depth is deeper than 20 m is
wide.
⚫ For this reason, the minimum span length can be a
route restriction.

Alt-B3
Location: A strait about 3-6 km north of the existing bridge
Strait Width: 1,000 - 2,500 m
Area Features:
⚫ The strait is divided by the small islands scattered at
the center of the strait.
⚫ If the divided strait is a crossing route, the width of
the strait is 200 m and 600 m.
⚫ Compared to other areas, the range where the water ALT-B3
depth is deeper than 20 m is small.
⚫ For this reason, the minimum span length of the main
bridge can be a route restriction.

Source: JICA Study Team

Figure 17.4-12 Outline of Alternative-B

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• In order to secure the navigation route and to harmonize the scenery with the existing bridge,
the main bridge is the same, including the bridge type and span arrangement.
• Mangroves are inhabited on both shores at any point. For this reason, the environmental
impact is assumed to be the same for all three plans.
• The foundation type is planned to be a spread footing, which is the same as the existing
bridge.

ALT-B1

ALT-B2

ALT-B3

Corals
Mangroves
Source: Geoportal PH (http://www.geoportal.gov.ph/)

Figure 17.4-13 Vegetation Status of Mangroves and Corals

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ALT-B1

Source JICA Study Team

Figure 17.4-14 Bridge Plan Arrangement at ALT-B1 (Area A)

ALT-B2

Source JICA Study Team

Figure 17.4-15 Bridge Plan Arrangement at ALT-B2 (Area B)

ALT-B3

Source JICA Study Team

Figure 17.4-16 Bridge Plan Arrangement at ALT-B3 (Area C)

Table 17.4-7 Comparative table for Alternative-B
Item ALT-B1 ALT-B2 ALT-B3
Structural Length of Main Bridge 600 m 600 m 600 m
Components Length of Maritime 150 m 1,250 m 500 m
Viaduct
Length of Viaduct 400 m 1,100 m 950 m
Total Length 1,150 m 2,950 m 2,050 m
Ratio of Cost 1.00 1.65 1.30
Evaluation Recommended
Source JICA Study Team

The scale of the main bridge is the same at any point. The shortest approach bridge is the most
economical. Therefore, Alternative B-1 is recommended.
(3) Selection of Alternatives
The recommended routes for alternatives A and B are compared to determine the best bridge
location. This comparison does not determine the type of main bridge, but alternative A
assumes a truss bridge as the same as existing bridge type. At the time of the comparison, in
addition to economic efficiency, workability, maintenance, earthquake/wind resistance, and
environmental impact are compared and a comprehensive evaluation is made.

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Table 17.4-8 Comparison Table between Alternatives A and B
Item ALT-A2 ALT-B1
Structural Excellent: It is composed of a structure Excellent: Since it is a structure with high
(Earthquake and with a high degree of static instability, it has static instability, it has excellent earthquake
Wind Resistance) excellent earthquake resistance and wind resistance and wind resistance.
resistance.
Workability Good: When constructing substructures Good: It is necessary to ensure sufficient
and foundations, it is possible to secure a separation from the adjacent high-voltage
separation that does not affect the existing line. Safety measures are required during
bridge. There is a possibility that the construction.
construction space will be narrowed during
superstructure construction.
Maintenance and Poor: There are many members and many Good: Maintenance costs can be reduced
Management items to be maintained and managed. by reducing the number of members
Therefore, the time, labor, and repair points
are increased, and the maintenance cost is
high.
Landscape Normal: Harmony can be achieved by Good: There is no need to harmonize with
adopting the same structure as the existing the existing bridge, and it is possible to
bridge, but it gives a more complicated enhance landmark properties as a gateway
impression than when the existing bridge is by using a form that is rich in gate
used alone. properties. In addition, it is possible to
compare new and old technologies.
Environmental Normal: There are relatively scattered Poor: There are communities of mangrove
and Social Impact mangrove species on the Samar Island side. communities on both Leyte and Samar
Other major impact on environmental and island sides and number of necessary
social considerations are almost same level cutting mangrove trees may be more than
of ALT-B1 because affected areas ALT-A2.
environmental elements such as ecosystem,
land use situation, affected size of
communities are almost same.
Construction Cost Normal: 200 Mil. USD (1.10) Excellent: 180 Mil. USD (1.00)
Evaluation 20 points 24 points
Recommended
The evaluation point of maintenance and
management has much advantage in ALT-
B1 in terms of engineering and life-cycle
cost as well as the construction cost. In
addition, impact on landscape is not as
severe as ALT-A2 which may cause
cumulative impact with existing bridge. On
the other hand, impact on environment was
evaluated as poor because of numbers of
cutting mangrove trees may more than
ALT-A2. However, as a result, both of
these two options require certain numbers
of cutting mangrove trees. Based on above
comparison, general evaluation of ALT-B1
is higher than ALT-A2 and recommended
as the selected option. Further alternative
discussion shall be done in F/S phase with
some pre-conditions such as geological
data.
Excellent: 5, Good: 4, Normal: 3, Poor: 2, Bad: 1
Source: JICA Study Team

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The construction cost is estimated assuming that the maximum span length of Alt-A2 is 150m
and that of Alt-B1 is 300m. However, Alt-A2 is less economical because the total length of the
bridge is long. Alt-B1 is inferior in structure and environmental impact, but it is possible to
select a type of main bridge with excellent maintenance and landscape, and the construction
cost is also excellent, so the Alt-B1 is recommended.
(4) Determination of Crosslinking Location
For the bridge area determined by the comparative study up to the previous section, a more
detailed bridge position will be examined.
Table 17.4-9 Comparison Table for Crosslinking Location
ALT-B1-1 ALT-B1-2 ALT-B1-3
Strait Width 700 m 610 m 750 m
Range of Water depth 20m
120 m 300 m 200 m
or more
550 m 630 m 590 m
Length of Main Bridge
(125+300+125 m) (140+350+140 m) (130+330+130 m)
Length of Maritime
150 m 0m 160 m
Viaduct
Length of Viaduct 400 m 470 m 350 m

Ratio of Cost 1.00 1.08 1.05

Evaluation Recommended Recommended

Source: JICA Study Team

At this stage of documentary research that does not involve a field survey, there is no significant
difference due to the location of the bridge. During the F/S stage, we propose to conduct a
seabed survey in this area to determine the optimal bridge location.
The navigating vessels should avoid collision with the pier of the bridge as much as possible.
The alternative of Alt-B1-3 allows the pier to be built on the small island and has high safety
for navigating vessels.
Therefore, the proposed optimal bridge type is the ALT-B1-3 plan with an optimal route.

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ALT-B1-1

ALT-B1-2

ALT-B1-3

Source: JICA Study Team

Figure 17.4-17 Plan of Crosslinking Location

Preliminary Design of the Main Bridge

(1) Summary of Study Result
The bridge type is studied with Alt-B1-3 as the bridge location. The table below shows the
results of quantitative comparisons of the comparative study plans extracted in the next section
with respect to structure, workability, maintainability, landscaping, and life cycle cost. “Arch
Bridge” is recommended having the highest evaluation score.

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Table 17.4-10 Summary of Result for Selection of Bridge Type
Alternative-1 Alternative-2 Alternative-3
Bridge Type Weight Cable Stayed
Truss Bridge Arch Bridge
Bridge
Structure 20 18.8 15.2 10.4
Constructability 15 10.0 11.4 12.4
Maintainability 10 4.0 6.8 7.6
Landscaping 15 10.4 13.6 7.8
Cost 40 31.7 35.7 40.0
Total 100 74.9 82.7 78.2
Recommended
Source: JICA Study Team

(2) Extraction of the Alternative of Superstructure

At the recommended bridge location, a bridge-type with a center span length of 300 to 400 m
is appropriate. Comparative study of the applicable bridge types such as "steel truss bridge,"
"steel arch bridge" and "cable-stayed bridge" is shown in Table 17.4-11. "Steel" and
"Composite" are applicable for cable-stayed bridges, but there is no significant difference
during the preliminary design phase. Therefore, it will study "steel" as a representative of cable-
stayed bridges.
Table 17.4-11 Applicable Span for Each Bridge Type (for Long Bridges)
(m)
Materials Type of Bridge Range 100 200 300 400 500 600 800 1000 1500 2000

Extra-Dosed (Hybrid) 150- 275m

PC Arch 60- 300m

Cable-Stayed 100- 450m

Truss 50- 500m

Arch 70- 500m

Steel Cable-Stayed 100-1000m

Cable-Stayed(Hybrid) 100-1000m

Suspension 150-2000m

: The optimal range

: The Applicable range specified by DGCS
Source: JICA Study Team

(3) Substructure and Foundation Type

The substructure is a RC structure. As for the foundation, the spread footing will be in the same
way as the existing bridge.
(4) Result of Comparison
Evaluation Criteria and Evaluation Results are shown in Table 17.4-12, Table 17.4-13, Table
17.4-14 and the general drawings are shown in Figure 17.4-18 to Figure 17.4-20.
Cable-stayed bridge is the most economical and have excellent workability and maintainability
but is inferior in landscape. The truss bridge is excellent in structure and landscape, but poor
in workability and maintenance. The arch bridge is inferior in construction, but it is excellent
in landscape and overall.

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 Table 17.4-12 Evaluation Criteria
Sco ★★★★:
Evaluation Items Evaluation Point ★★★★★: x1.0 ★★★: x0.6 ★★: x0.4 ★: x0.2
re x0.8
Structure The less deformation in the lateral direction during a It is halfway The It is halfway Deforms significantly in the lateral
Wind Resistance
(20 Points) 10 storm and no vibration occurrence are evaluated as Less deformation and vibration between ★ intermediate between ★ direction.
Stability
high. 5 and ★ 1, value 5 and ★ 1, Vibration is likely to occur
High evaluation is given for the case where the inertia but closer to between ★ but closer to
force acts at a low position and the case where it is Low inertia force action position ★ 5 5 and ★ 1 ★ 1 High inertia force action position

Project for Masterplan on High Standard Highway Network Development (Phase 2)

Seismic Adequacy 6
difficult to resonate during an earthquake and has a Long natural period Short natural period
long period
Low redundancy
A type with high redundancy is highly evaluated. And High redundancy
Redundancy 4 And there is a critical member whose
if it has a critical member, the evaluation is low. No critical members
damaged causes the bridge to collapse.
Constructa The type that the temporary structure is not at a high Temporary structures are not at high Temporary structure is at high altitude
bility place, has excellent structural stability during altitude. The structure is stable during The structure becomes unstable during
(15 Points) Safety Risk 5 construction, and has a small influence on the construction. construction
navigation route when the member falls is highly Small components and little effect on The components are large and the effect on
evaluated. the navigation route the navigation route is large

Construction Duration 7 High evaluation for a short construction period Short construction period Long construction period

High evaluation for a smaller requirement of

Construction Yard Small construction yard Large construction yard
3 construction yard and does not require concrete plant
Required No plant facilities required Requires plant facilities
equipment.
Maintaina Highly rated if number of parts to be inspected: small Number of parts to be inspected; Less Number of parts to be inspected; many
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bility Work Volume 4 Repainting area: small Repaint area; Less Repaint area; many
(10 Points) Inspection frequency: lesser Inspection frequency; Low Inspection frequency; many
High evaluation if there is sufficient maintenance The space for maintenance work is The space for maintenance work is narrow.
Workability 4 workspace and a short total length of the maintenance enough. The total length of the The total length of the maintenance route is
route. maintenance route is short long
Availability of
The type that can be maintained by general equipment Can be maintained with common
Procurement for 2 Requires special maintenance equipment
is highly appreciated. equipment
Maintenance Works
Landscapi Harmony with the Bridge Excellent harmony with the existing bridge and the Existing bridge; similar in shape Existing bridge; dissimilar in shape
ng of the Existing Bridge 5 characteristics of the surrounding landscape (elements Harmony with the surrounding Harmony with the surrounding landscape;
(15 Points) and Surroundings of the natural landscape) are highly evaluated. landscape bad
Symbolic and with unique landscape is highly Highly symbolic and constitutes a Due to the same type as the existing bridge
Landmark 3
evaluated. unique landscape the difficult to create a unique landscape
The use of new technologies and new materials will be
Archi It is difficult to express novelty because
highly evaluated for originality that is worthy of Can be created advanced structures and
tectur Originality 3 there is little room for new technology to be
attention worldwide can be expressed by design types
al applied
(shape) based on structural rationality.
Featu A type that has a visual sense of stability against
res There is a sense of stability in the hem There is a no sense of stability in the hem
Technological horizontal force (a structural type with a feeling of
2 spread spread
progress stiffness and low visual center of gravity) is highly
The low visual center of gravity The high visual center of gravity
evaluated.

Final Report
High evaluation is given to a type that has few
A strong sense of open because there A strong sense of obstruction because there
Environment Impact 2 members that visually impaired when viewed from
are few members that obstruct the view are many members that obstruct the view
outside by a bridge user (passing vehicle, passerby).
Cost
Life Cycle Cost 40 =40 - 40 x（ratio-1.0) Life Cycle Cost = Initial Cost + Maintenance Cost (100 Years)
(40 Points)
Source: JICA Study Team
 Table 17.4-13 Comparison Table for Bridge Type (1/2)

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
ITEM SCO ALTERNATIVE 1 ALTERNATIVE 2 ALTERNATIVE 3
BRIDGE TYPE RE Truss Bridge Arch Bridge Cable-stayed Bridge

(★★★★★: X1.0, ★★★★: X0.8,

★★★: X0.6, ★★: X0.4, ★: X0.2)

EVALUATION ITEM

Wind Resistance 10 ★★ 10.00 ★★ 8.00 ★★ 4.00

STRUCT Stability ★ ★★
URE ★★
Less deformation and vibration Both deformation and vibration are smaller Large deformation and vibration. Wind
(20 than the cable-stayed bridge. Wind resistance is required for both cable and main
POINTS) resistance measures are required for cables. girder.
Seismic 6 ★★ 4.80 ★★ 4.80 ★★ 4.80
Adequacy ★ ★★ ★★
★
The position where the inertial force acts is low, It has intermediate properties between truss Design seismic intensity is low due to long
but the natural period is short and the design and cable-stayed bridge. natural period, but the position of inertia force
seismic intensity is high. acting is high
Redundancy 4 ★★ 4.00 ★★ 2.40 ★★ 1.60
★ ★
★★
Have a high degree of redundancy. Redundancy is second only to trusses. And Measures must be taken to prevent the main
it is necessary to take measures against cable cable from breaking in order to prevent the
breakage. bridge collapse.
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Safety Risk 5 ★★ 4.00 ★★ 4.00 ★★ 3.00

CONSTR ★ ★★ ★
UCTABIL ★
The safety risk increases only when the single- The safety risk increases only when the Overhanging construction is possible over all
ITY operation is installed, but otherwise, it is calm. single-operation is installed, but otherwise, sections.
(15 it is calm.
POINTS) Construction 7 ★★ 4.20 ★★ 5.60 ★★ 7.00
Duration ★ ★★ ★★
Longest construction period (4yrs) Medium construction period (3.5 years) ★
Shortest construction period (3yrs)
Construction 3 ★★ 1.80 ★★ 1.80 ★★ 2.40
Yard Required ★ ★ ★★
It requires a huge assembly yard for single- It requires a huge assembly yard for single- A girder block yard is required. In addition, a
operation construction. operation construction. plant facility is required for main tower
construction.
Work Volume 4 ★★ 1.60 ★★ 2.40 ★★ 3.20
MAINTAI ★ ★★
NABILIT There are many parts to be inspected. Large The number of parts to be inspected is The number of parts to be inspected is medium.
Y repainting area. medium. The repainting area is slightly Repainting area is slightly less.
(10 larger.
POINTS) Workability 4 ★ 0.80 ★★ 3.20 ★★ 3.20
★★ ★★
Narrow range to maintenance space: Many (tilt Narrow range to maintenance space: Small Narrow range to maintenance space: Small
truss) (Lateral beam) (Lateral beam)
The total length of the maintenance route; Longest The total length of the maintenance route; The total length of the maintenance route;
Medium (Girder, Arch rib, Cable) Medium (Girder, Pylon, Cable)
Availability of 2 ★★ 1.60 ★★ 1.20 ★★ 1.20
Procurement for ★ ★ ★
Maintenance ★
Can be maintained with common equipment. Requires special maintenance equipment for cable. Requires special maintenance equipment for
Works cable.

Source: JICA Study Team

 Table 17.4-14 Comparison Table for Bridge Type (2/2)
ITEM SCO ALTERNATIVE 1 ALTERNATIVE 2 ALTERNATIVE 3
BRIDGE TYPE RE Truss Bridge Arch Bridge Cable-stayed Bridge
LANDS Harmony with the 5 ★★ 5.00 ★★★ 4.00 ★ 1.00
CAPING Existing Bridge of ★★ The truss structure is the same as the ★ The arch shape is similar to the existing There is no similar element to the existing bridge.
(15 and Surrounding ★ existing bridge and is in harmony. bridge and is in harmony. The linear shape of the pylon is compared to the

Project for Masterplan on High Standard Highway Network Development (Phase 2)

POINTS) Areas surrounding landscape, and the degree of
harmony is inferior
Archit Landmark 3 ★★ 2.40 ★★★ 3.00 ★★★ 2.40
ectural ★★ It is unlikely to have a unique landscape ★★ Demonstrating originality while respecting ★ It is a completely different type from the existing
Featur because it is the same type as the existing the existing bridge, it will be a unique bridge and becomes a landmark unique to the area
es bridge. landscape different from the current bridge.
Originality 3 ★★ 1.80 ★★★ 3.00 ★★ 1.20
★ It is possible to bring out the novelty of the ★★ New materials and technologies can create The novelty of the structural members is small,
part of members, but there is little room to advanced structures and type. and the room for newness in form is limited only
bring out the novelty of the whole truss. to the pylon
Technologi 2 ★ 0.40 ★★★ 2.00 ★★★ 1.60
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cal This is the same type, and no technological ★★ The silhouette can be combined with ★ Fifty years ago, the type was almost non-existent,
progress progress has been seen 50 years from now. delicateness, showing the extensibility of and the technology was extensible, but poor in
technology. freshness as of now.
Environmental 2 ★★ 0.80 ★★★ 1.60 ★★★ 1.60
Impact The view is blocked by truss members. ★ Few members obstruct the view. ★ Few members obstruct the view.
COST Life Cycle Cost 40 31.7 35.7 40.0
(40 Initial Cost Mil. 165.0 162.0 152.0
POINTS) Maintenance Cost USD 83.0 65.0 54.0
Total Cost 248.0 227.0 206.0
Ratio 1.21 1.11 1.00
100 74.87 82.75 78.20

Source: JICA Study Team

Final Report
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Final Report
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Draft Final Report 2

Source: JICA Study Team

Figure 17.4-18 General Drawing of Alternative-1 (Truss Bridge)

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Draft Final Report 2

Source: JICA Study Team

Figure 17.4-19 General Drawing of Alternative-2 (Arch Bridge)

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Draft Final Report 2

Source: JICA Study Team

Figure 17.4-20 General Drawing of Alternative-3 (Cable-Stayed Bridge)

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Preliminary Design of the Approach Bridge

Since the main bridge covers almost the entire area of the strait, the approach bridge will be on
land and shallow water. At the approach bridge part, there is no intersecting structure and the
road alignment is almost straight, so the generally applied PSCG is adopted.
Table 17.4-15 Applicable Span for Each Bridge Type (For Approach Bridges)
(m)
Materials Type of Bridge Range 10 15 20 25 30 35 40 50 100 200

Precaset Slab, Flat Slab 6- 12m

Concrete Deck Girder (RCDG) 13- 20m

RC
Box Girder 22- 30m

Hollow Slab Bridge 10- 20m

Channel beams 11- 14m

Tee beams 15- 18m

I-beams 21- 30m

PC
AASHTO girder (PSCG) 20- 40m

Box girders 30-200m

Hollow (voided) slab 15- 30m

I-beams 15- 30m

Plate girder 20- 50m

Box girder 30-100m

Steel
Bailey bridge 9- 30m

Truss 40-130m

Arch 50-400m

: Recommended bridge types and range for Overland Bridge

: Recommended bridge types and range for Maritime Bridge
: The Applicable range specified by DGCS

The substructure is a RC structure. As for the foundation, the spread footing in the same way
as the existing bridge.

Road Design including Alternative Study

The location of 2nd San Juanico Bridge was determined in the previous sections. Therefore, the
access road of 2nd San Juanico Bridge was studied to connect this bridge.
(1) Present Condition of Study Area
The study area is located at the 15 km north of the existing San Juanico Bridge. The study area
covers Samar island side and Leyte island side.
Samar Island Side
• Maharlika Highway (AH26) which is a 2-lane road runs parallel to San Juanico Strait
with the direction of north to south.
• Some buildings exist along Maharlika Highway.
• Power lines (HVDC) crosses the strait and extend to north.

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• Some small hills exist between the strait and Maharlika Highway.
• Some small rivers flow to the strait.
Leyte Island Side
• Leyte-Samar Inter Province Road which is a 2-lane concrete paved road connecting
Leyte-Samar Road reaches to Tacloban City. And Leyte-Samar Road extends to
Tacloban City.
• Some buildings exist along Leyte-Samar Inter Province Road.
• Power lines (HVDC) crosses the strait and extend to south.
• Swamp where mangrove exists at the north of the bridge.
• Some small hills exist at the west side of Leyte-Samar Inter province Road.
(2) Alignment Design of Access Road

HSH Class-1 (4-lane, 80km/h) is adopted into the project road in the Master Plan. As initial
phase, 2-lane (both direction) and without control access road is adopted. Geometric design
standards for main elements are shown in Table 17.4-16.
Table 17.4-16 Geometric Design Standards for Main Element
Item Standard Value
Design Speed 80 km/h (Flat Terrain)
Number of Lane 2 lanes (4 lanes in the future)
Lane 3.5 m
Shoulder 1.5 m
Width
Earth Shoulder 1.0 m
Minimum Horizontal Curve Radius 400 m
Maximum Vertical Grade 4%
Source: JICA Study Team

Typical cross section of an Access Road is shown in Figure 17.4-21.

Source: JICA Study Team

Figure 17.4-21 Typical Cross Section of Access Road

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(3) Alternative Study for Access Road

Alternative Study was carried out for Samar Island side only, since Leyte island side has no
alternative alignment.
Samar Island Side: (Section from center of navigation route of 2nd San Juanico Strait to end
point)
Alternative S-1 is planned with the alignment of connecting with the Maharlika Highway at
the south of northern village.
Alternative S-2 is planned with the alignment of connecting with the Maharlika Highway at
the south of southern village.
Location of Alternative S-1 and S-2 are shown in Table 17.4-17.
Table 17.4-17 Location of Alternative S-1 and S-2
S-1 S-2
Out Line of Connecting to Maharlika Highway at the Connecting to Maharlika Highway at the
Alternative south of Northern village south of Southern village

Plan

Village

Length 2.25 km 2.30 km

Horizontal
Minimum Curve Radius is 4,000 m Minimum Curve Radius is 1,000 m
Alignment
Vertical
Maximum grade is 1.96% Maximum grade is 1.69%
Alignment
+Road length is shorter than S-2
Advantages +Horizontal alignment of intersection of
Maharlika Highway is better than S-2
Evaluation Recommended
Source: JICA Study Team

As for the optimal route, S-1 was selected.

(4) Preliminary Design of Selected Access Road
Preliminary Design was carried out for the selected route based on the secondary data of google
satellite map and ASTER GDM v2 Worldwide Elevation Data.

Preliminary drawing of the plan and profile are shown in Appendix 17-1.
Scale of the design drawing is as follows (including 2nd San Juanico Bridge).
Plan: S=1/5,000, Profile: H=1/5,000 V=1/1,000

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Data for calculation of construction cost are shown in Table 17.4-18.

Table 17.4-18 Data for Calculation of Construction Cost (Project Scale)

Item Quantities
Earth work section Embankment 1.908 km
Project (Classified into flat Cutting 1.730 km
Road terrain) Sub-Total 3.638 km
Length nd
Bridge section (2 San Juanico Bridge) 1.240 km
Total 4.878 km
4-legged Intersection 2 (Leyte Island)
Number of Intersection (at-grade)
3-leggged Intersection 1 (Samar Island)
Source: JICA Study Team

Construction Plan of the Project

Construction Plan
Based on the result of the Preliminary Design, the JICA Study Team has prepared the
construction plan. The Project site is located on the sea and is susceptible to typhoons. The
construction plan will consider such seasonal characteristics of the Project site.
Construction Casting Yard
Major construction activities for the 2nd San Juanico Bridge project are producing numbers of
Steel Box Girders and Steel Arch Type Bridge within the construction yard and these
manufactured steel box girder and Steel Arch Bridge will be transported to the project
construction site timely according to implementation schedule mostly by barge. The selection
of construction casting yard is nearby the construction site. Construction casting yard is a
temporary activity but production activities are in large volume to prepare concrete materials
by the concrete batch plant and assemble of Steel Box Girder. The contractor will select proper
location for the construction site and its scale during tender procedure. Steel Arch Bridge will
be using Super Barge.
Special Construction Method for Erection of Main Bridge (Advanced Construction
Technology)
Super Barge will be secured from Japan and Assembling of Steel Arch Space will use Super
Barge near the new bridge construction area. After assembling the center span of arch bridge,
this will be transported to the construction site. Set up for position and lift up of Steel Arch
Center Span has to use the special 3,000 ton class Jumbo Crane for large-scale one-time casting
of Steel Arch Center Span. This Jumbo Crane will be brought from Japan due and propose to
use due to its advantage of minimum disturbance of ship traffic. Size of Super Barge is as
follows: L=110 m, W=32 m, Loading Capacity=14,500 ton. Jumbo Crane and Super Barge is
shown in Figure 17.5-1 and Figure 17.5-2.
Cable Erection System is very difficult to set up due to 320 m center span and 110 m wide of
navigation under center span area.

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Source: Yahoo Web Site Source: Yahoo Web Site

Figure 17.5-1 Bridge Erection using Figure 17.5-2 Casting Yard using
Jumbo Crane Super Barge

Construction Site and Access Road

The construction site is the crossing of San Juanico Strait between Samar Island and Leyte
Island and a new Approach Road on both sides. Access to the construction site is from the sea
using barge and temporary staging from the land. Access from new Approach Road is also
important. The existing road and new approach road will be used for delivery for construction
materials to construction site. The construction site will serve for stockpiling materials as steel,
formworks and scaffoldings for construction of piers and approach bridge.
Construction Schedule
The construction schedule did not take into consideration of ROW acquisition-related activities
such as demolition and movement of houses and structures, which means that the construction
schedule assumes that ROW acquisition for the Project has been completed and that each
section has been cleaned up. Based on the above condition, total construction period for
Construction of the 2nd San Juanico Bridge Project including Approach Road will be 30 months.
Construction Schedule for 2nd San Juanico Bridge Project is shown in Table 17.5-1.
Table 17.5-1 Construction Schedule for 2nd San Juanico Bridge
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Site Preparation
Clearing and Grubbing
Cut (L=1.73km) & Fill (L=1.908 km)
Approach Road Drainage
L=3.638 km Pavement (PCCP)
Miscellaneous
Intersection (3 Location)
A1 CP101
Pier & Abutment P1-P3
Main Brige (L=600 m)
P4
Approach Bridge
P5
(L=640 m)
P6-P11
A2
Material Preparation
Fabrication
Assembling
Painting at Factory
Packing and Domestic Transport
Oversea Transport
Steel Bridge
Assembling/Erection/Bolting
Painting at Site
Fabrication of Composite Deck Panel
Installation of Composite Deck Panel
Deck Slab
Pavement
Miscellaneous work

Source: JICA Study Team

Traffic Management and Safety during Construction

Traffic Management during construction for this project would be coordinated with LGU and
Police to manage. Traffic control at the roads within the influence area of the project site and
San Juanico Strait are important to be managed. Each LGU has Traffic control section and this
project needs support from them.

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Cost Estimates of the Project

General
Since this is a Pre-Feasibility Study, a rough cost estimate will be applied for the cost estimation.
Construction Unit Price
The cost of Arch Bridge was estimated based on the Japan’s Unit Cost and others were
estimated based on the Philippine’s Unit Cost.
The reference data for the construction unit cost is shown in Appendix 17-2.
Table 17.6-1 Construction Unit Cost for Rough Cost Estimate
Unit Cost
Structure Type Remarks
(Mil. Php/km)
Earthwork - Embankment Section 142.48 2-lane, H=7 m
Earthwork - Cut Section 233.80 2-lane, H=7 m
Arch Bridge Super Structure 11,182.50 2-lane, Based on the Japan Unit Cost
Arch Bridge Sub Structure 1,417.28 and Sea Transportation Cost
2-lane, Span 35m,
Bridge - P/S Concrete Girder 828.92
Single column H=8 m
Relocation of Power Transmission Past other projects was 9 Million or 15
20.00/location
Line Million Php
Note: All items are including VAT
Source: JICA Study Team

Construction Cost for Each Section

Construction cost for each section was roughly estimated at Php 9,171 Million as shown in
Table 17.6-2.
Table 17.6-2 Construction Cost
Unit Cost Cost (Million
Quantity
Item (Mil. Php/km) Php)
(b)
(a) (a*b)
Earthwork - Embankment 142.48 2.35 km 335
Earthwork - Cut Section 233.80 1.37 km 320
Bridge Steel Arch
11,182.50 0.60 km 6,710
-Super Structure
Bridge Steel Arch
1,417.28 0.60 km 883
-Sub Structure
Bridge - P/S Concrete Girder
828.92 1.09 km 904
(Super and Sub Structure)
Relocation of Power Transmission Line 20.00 1.00 20
Total 9,171
Source: JICA Study Team

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Environmental and Social Considerations

As a result of the discussion on prioritized projects in masterplan, Second San Juanico Bridge
Project (SSJB), one of the four proposed projects, was selected. Relevant studies on SSJB as a
part of this masterplan is "pre-feasibility study level" without fixed conditions and further study
and evaluation shall be implemented in following phase of Feasibility Study (F/S) in the future.
Therefore, relevant studies in environmental and social considerations of this report are also
pre-feasibility study level and shall be followed-up and updated by F/S.
Project Component and Impacts on Environment
The 2nd San Juanico Bridge is planned to cross the San Juanico Strait to NH 26 in Samar Island
and Leyte Island. The proposed project outline based on the survey with a map of the target
area is elaborated in Section 17.1. Project component which will cause adverse impact is found
as construction of access roads and a main bridge as shown in Section 17.4.
This is a pre-feasibility study without fixed conditions such as associated projects by other
proponents, relevant activities including soil borrow pits, quarry pits, construction roads, camp
yards etc., and pre-acquired land for the project, therefore, further confirmation shall be
implemented during next phase which is the feasibility study (F/S). As far as the Pre-F/S in this
master plan is concerned, implementation timing is not decided, and other specific planned or
reasonably defined developments are not found. Therefore, the survey focuses on direct impact
caused by the project during Pre-F/S stage, and the possibility of cumulative impact will be
considered during the F/S stage.
In order to conduct initial environmental and social impact assessment at Pre-F/S, LGUs in and
around the proposed project area are selected as the study area. The Project will traverse one
city and two municipalities. The Project will be divided into two phase sections depending on
the commencement of the operation. The study area for secondary data collection of
environmental and social baseline covers two sections (Phase1 and Phase 2 section). The study
area for site visit, public consultations and initial environmental and social impact assessment
at Pre-F/S covers for Phase 1 section of the Project.
Table 17.7-1 LGUs in the Proposed Project Area
Length of
Municipality/ Project
Island Region Province Barangays the Project
City Phase
Alignment
Municipality Phase 1
Samar Bagolibas
of Santa Rita (JICA 4.8km
Guintigui-an portion)
Municipality
Uban
of Babatngon
Region VIII: Gov. E. Jaro
Visayas Eastern Cabalawan,
Visayas Leyte New
Kawayan, Phase 2 10.0km
Tacloban City
Suhi,
Santo. Niño,
Tagapuro
Total 2 3 9 2 Phases 14.8 km
Source: JICA Study Team

Baseline of Environmental and Social Conditions

The following descriptions are collected information on pollution, natural environment,
reserved areas of natural protection and cultural heritages, land use, living areas of indigenous
people, and social conditions of land acquisition and involuntary resettlement.

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(1) Socio-Economic Conditions

a) Population
The total population of the three LGUs of the study area is 311,477 as of 2015 and presented
in Table 17.7-2.
Table 17.7-2 Population of the Proposed Project Area
Population
Municipality/ Area
Population Density
City (km2)
(Person/km2)
Municipality of 552.63 41,591 75
Santa Rita
Municipality of 152.07 27,797 183
Babatngon
Tacloban City 201.72 242,089 1,200
b) Education Opportunity
There were 731 or 4.04% of the population who are 5 years old and over who had attended pre-
school while 10,405 or 57.51% had acquired elementary education with 30.69% who had
completed the primary grades and 26.82% finished the intermediate level up to the sixth grade.
There were 4,283 or 23.67% who had reached the high school level out of which only 1,398 or
7.73% had graduated from such level, while 153 residents had enrolled in post-secondary or
vocational courses with 111 or 0.62% graduates. There were 1,171 or 6.47% college under
graduates, 225 or 1.24% were academic degree holders while 9 or 0.05% had acquired post-
baccalaureate degrees, 271 or 1.5% whose educational attainments were not reported and 845
or 4.67% had never gone to school.
The age group of five years old and over has a total population of 35,743. There were 576 or
1.61% who had attended pre-school while 20,545 or 57.48% had acquired elementary
education with 8,582 who had completed the 5th to 6th grades and 11,963 finished the primary
level. There were 8,382 or 23.45% who had reached the high school level out of which, 5,219
were undergraduates and 3,163 had graduated from such level. There are 270 individuals
enrolled in post-secondary courses with 104 undergraduates and 166 graduates. There were
1,114 or 3.12% college undergraduates, 964 or 2.70% were academic degree holders, 15 were
post baccalaureate, 62 or 0.17% whose educational attainment were not reported, and 3,815 or
10.67% had no grade completed.
c) Health Status
The basic health service in the municipality of Babatngon is delivered by the Department of
Health through its Rural Health Unit – the Main Health Center. It has a separate building which
occupies a land area of 1,164 square meters located at Melchor Cañete Street, Brgy. District 2.
The Rural Health Unit has eleven (11) staff composed of one (1) Municipal Health Office
(MHO), one (1) Public Health Nurse (PHN), one (1) Public Health Dentist, one (1) Dental Aid,
one (1) Rural Sanitary Inspector (RSI) and six (6) Rural Health Midwives (RHM)– one (1)
which is employed on “Job Order” status. To effectively serve the needs of the people, there
are five (5) Barangay Health Stations (BHS) located in strategic rural barangays, namely:
Malibago, Pagsulhugon, Gov. E. Jaro, Rizal I and Taguite. One (1) Rural Health Midwife mans
these, respectively. These stations serve neighboring barangays within a range of two (2) to
nine (9) kilometers.
The Rural Health Unit and Barangays Health Stations personnel render maternal and child
health care services such as Expanded Program on Immunization (EPI), Under Six Clinic
(USC), Maternal and Child Health (MCH), Nutrition Program, Family Planning, Control of
Diarrheal Diseases (CDD), Control of Acute Respiratory Infection (CARI) and prevention of
communicable and non-communicable diseases. They also implement the National

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Tuberculosis Program (NTP), Schistosomiasis and Filariasis Control Program, Dental Services
and Environmental Health Sanitation Services.
As shown in Table 17.7-3, the population of Babatngon for the year 2005 was 22,421. The
total number of live births during the year was 542 with a corresponding crude birth rate of
24.17%. The total number of deaths was 88 resulting in a crude rate of 3.92%. No maternal
mortality was reported during the year. For morbidity cases, there were 887 based from
general medical consultations, or a rate of 39.56%.
Table 17.7-3 Fertility and Morbidity Rate in Babatngon, Leyte for the Past Five Years

Live Births Monitored/ Morbidity

Year Population Crude Birth Monitored (General Medical Consultation)
Number Rate Number Rate
2001 21,233 485 22.84 2,976 140.16
2002 21,524 445 20.67 20,064 95.89
2003 21,819 476 21.82 2,207 101.15
2004 21,118 499 22.56 1,428 64.56
2005 22,421 542 24.17 887 39.56
Source: Municipal Health Office

For municipality of Sta. Rita, in Poblacion, there is one Rural Health Center located at
Barangay Gumamela. The RHU has a new modern birthing facility. The center is manned by
MHO, one (1) PHN, one (1) med-tech, two (2) RHM, and one (1) RSI. The rural barangays
have seven (7) Barangay Health Stations, while Tominamos BHS is manned by one (1)
midwife which serves Barangays Binanalan, San Isidro and San Eduardo.
On the other hand, Maligaya BHS is manned by one (1) midwife which serves Barangays
Union and New Manunca, while Lupig BHS is manned by one (1) midwife which serves
Barangays Tulay, Old Manunca, and San Pascual. Barangay Pagsulhogon BHS is manned by
one (1) midwife which serves Barangays Magsaysay, Cabacungan, Bagolibas, La Paz and
Alegria. In addition, Santa Elena BHS is manned by one (1) midwife which serves Barangays
San Pedro, San Juan, Caticugan and Dampigan, while Anibongon BHS is manned by one (1)
midwife which serves Barangays Camayse and San Roque. Hinangutdan BHS is manned by
one (1) midwife which serves Barangays Igang-Igang, Cabunga-an, Tagacay and Cansadong.
Other barangays not served by the mentioned BHS are served by the main RHU.
The trend for the increase or decrease in population in the municipality is presented in Table
17.7-4 in terms of Crude Birth Rate (CBR) and Crude Death Rate (CDR) from 2012 to 2016.
It shows that in 2012 to 2013 there was an increase in CBR of 0.40% while a decrease in CDR
of 0.30%. In year 2013-2014 there was an increase in CBR of about 3.10% and an increase also
of CDR of 0.20%. In year 2014-2015 the CBR has decreased by 0.10% and an increase of CDR
by 0.80%, and in the year 2015-2016, the CBR decreased by 2.20% and also the CDR has
decreased by 0.60%.
Table 17.7-4 Fertility and Morbidity Rate in Sta. Rita, Samar for the Past Five Years
% Increase/Decrease % Increase/Decrease
Period CBR CDR
from Previous Year from Previous Year
2012 21.37% - 2.38% -
2013 21.66% 0.29% 2.01% -0.37%
2014 25.01% 3.35% 2.30% 0.29%
2015 25.34% 0.33% 1.51% -0.08%
2016 23.10% -2.24% 0.90% -0.59%
Source: Municipal Health Office

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(2) Pollution Items

Based on the results of ambient air quality monitoring in 2017 at six locations in Leyte, all of
the tested parameters for air quality (TSP, SO2, NO2 and PM10) were within the National
Ambient Air Quality Guideline Values (NAAQGV) of the DENR (Table 17.7-5).
Table 17.7-5 24-hour Ambient Air Quality Monitoring Results
WHO Air Quality Stations
DENR
guidelines for PM,
NAAQGV
Parameters ozone, nitrogen
Standards 1 2 3 4 5 6
dioxide and sulfur
(µg/Ncm)
dioxide
TSP 230 - 54.95 22.66 44.71 79.42 25.06 51.74

50µg/m3
PM10 150 23.56 13.51 19.99 31.18 12.25 27.56
(24-hour mean)
500µg/m3
SO2 180 47.54 47.11 57.01 63.04 47.77 83.25
(10-minute mean)
200µg/m3
NO2 150 0.66 0.26 1.01 1.01 1 1.17
(1-hour mean)
Source: Isabel Ancillary Services Co., Ltd, 2017

The water quality monitoring locations were in Tigbao River, which is located 4.5 km south
from the San Juanico Bridge. The River is classified as Class C (Fishery Water /Recreation
Water Class II). All water quality parameters (pH, Chloride, Fluoride, Iron, Manganese) tested
in Tigbao River were within the guideline value for the Class C water (Table 17.7-6). In the
Philippines, sea water pollution is also recognized environmental issues.
Table 17.7-6 Water Quality Results in Tigbao River
WHO's Global Overview of National
Tigbao
Parameters DAO 16-08 Regulations and standards for Drinking-
River
Water Quality (2018)
pH 6.5-8.5 6.0-9.0 8.20
Chloride 350 mg/L Non set (recommended median value- 250) 10.00
Fluoride 1 mg/L 1.5 mg/l (1500 µg/l) 0.10
Iron 1.5 mg/L None set(recommended median value- 0.3) 0.10
Manganese 0.2 mg/L 0.4 mg/l 0.20
Note: PNSDW – Philippine National Standards for Drinking Water
(1) - Water Samples obtained from Pago Highway Bridge
(2) - Water Samples obtained at Tigbao River intake
Source: ADB Water District Development Sector Project, 2010
* Other necessary parameters such as BOD shall be measured in the F/S phase.

LGUs are operating solid waste management in the project areas with cooperation between
private and no-governmental sectors in 3Rs activities. In case of the city of Tacloban, the
population of 242,089 (2015) generated 175 tons of waste per day. The city has a decentralized
collection system for household waste in 64 barangays or communities. The diversion rate for
64 barangays rose from 10 per cent in 2017, to 55 per cent by the end of 2018. This was possible
due to the joint collaboration between city authorities with Mother Earth Foundation (MEF)
and took on a multi-pronged approach, using policy instruments; information, education, and
communication (IEC) campaign, as well as enforcement mechanisms for the city.

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In Tacloban City, the City Environment and Natural Resources Office (CENRO) oversees
ecological solid waste management. Starting October 2016, the city official and MEF launched
phase 1 of the Ecological Solid Waste Management (ESWM) Program for the city.

Based on the results of ambient noise monitoring in 2017 at six locations in the Leyte, the tested
data at 5 locations were within the guideline value for Class B area (Commercial area) and D
area (Industrial Area). The result of one station were beyond the guideline value for Class A
area (Residential area) which could be attributed to daily life activities from nearby residential
area (Table 17.7-7).
Table 17.7-7 Noise Level Monitoring Results
NPCC
Median SPL IFC/WB EHS
Station Period Time Standard
dB(A) Guidelines
dB(A)
Morning 0642H-0652H 46.7 70 -
Daytime 1732H-1742H 56.0 75 55/70*
STN-1
Evening 2019H-2029H 51.1 70 -
Nighttime 2234H-2244H 51.2 65 45/70*
Morning 0533H-0543H 47.8 50 -
Daytime 1703H-1713H 56.8 55 55/70*
STN-2
Evening 1943H-1953H 53.5 50 -
Nighttime 2251H-2301H 47.3 45 45/70*
STN-3 Daytime 1518H-1528H 50.4 65 55/70*
STN-4 Daytime 1645H-1655H 55.4 75 55/70*
STN-5 Evening 1829H-1839H 53.4 60 -
STN-6 Evening 2024H-2034H 54.6 70 -
* Daytime 7:00-22:00 / Night time 22:00 - 7:00
* 55 and 45 in Residential/Institutional/Educational Area, 70 in Industrial/commercial area
Source: Isabel Ancillary Services Co., Ltd, 2017

Outstanding ground subsidence due to groundwater and other kinds of activities have not been observed
or reported so far. However, geological conditions such as existence of limestone is one of the risk factors
of ground subsidence and sinkhole.
(2) Natural Environment

"The revised procedural manual for DENR Administrative Order (DAO) 2003-30:
Implementing Rules and Regulations (IRR) for the Philippine Environmental Impact Statement
(EIS) System" specifies 12 Environmental Critical Areas (ECAs) categories, as listed in
Table 17.7-8. DENR-EMB decide on the relevance of the ECA categories to the project
location. ECA as defined is an area considered environmentally sensitive wherein the
magnitude or impacts are easily recognized if proposed projects are built, developed, or
implemented in it. It is expected that the project area is within four (4) ECA categories namely:
[No.6] Areas hard-hit by natural calamities (high susceptibility to flooding);
[No.8] Prime Agricultural Lands;
[No.10] Water bodies for domestic and wildlife/fishery support, and;
[No.11] Mangrove Areas

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Table 17.7-8 Environmentally Critical Areas (ECAs) within or near the Project Site
ECA within
No. ECA Category the proposed Remarks
project
Protected Areas (declared by The nearest protected area (MacArthur Landing
1 National laws or local None Memorial Park) from the proposed project is
ordinances) approximately 15.65 km away.
Aesthetic Potential Tourist The nearest aesthetic potential tourist spot (San
Spots Juanico Bridge) is approximately 10 km away from
2 None
proposed 2nd San Juanico Bridge, and 0.92km
away from the access road of phase 2.
Wildlife Habitat The nearest protected area (MacArthur Landing
3 None Memorial Park) from the proposed project is
approximately 15.65 km away
Unique Historic, The nearest historical site to the proposed
Archaeological, Geological alignment is the Leyte Provincial Capital, and the
4 None
Site MacArthur Landing Memorial Park which are
approximately 9.44 km and 15.65 km, respectively.

5 Ancestral Lands None Not Applicable

Hard-Hit by Natural Moderate to high susceptibility to flood

6 ✓
Calamities (see Figure 17.7-3 and Figure 17.7-4)
Critical Slope (>50%or>27°) A few of the areas near the proposed project are
7 None
within the 18-30% slope
Prime Agricultural Lands The proposed access road will traverse agricultural
8 ✓
lands. (see Figure 17.7-6 and Figure 17.7-7)
Recharge Areas of Aquifers Not applicable
9 None

Water Bodies (for domestic The proposed project will traverse seven (7)
use, or support unknown rivers (1 for Phase 1 in Santa Risa, and 6
10 ✓
wildlife/fishery) for Phase 2 in Babatngon), and one (1) strait (see
Figure 17.7-2)
Mangrove Areas The proposed project will traverse mangrove areas.
11 ✓
(see Figure 17.7-1)
Coral Reefs The proposed project will traverse the San Juanico
Strait. No protected coral reefs in and near project
area (The nearest coral reef is located around 3km
12 None
along the sea shore from the strait crossing point, or
1.39km from the nearest road alignment binding a
residential area).
Source: JICA Study Team

The mangrove forest in Babatngon, Leyte covers approximately 1,760.82 hectares or 11.58%
of the total land area of the municipality. In Sta. Rita, Samar, as shown in Figure 17.7-1,
mangroves are mostly located in all coastal barangays (Municipality of Sta. Rita CLUP, 2016).
The San Juanico Strait separates the islands of Leyte and Samar and connects the Carigara Bay
and Leyte Gulf which are rich in marine biodiversity. (Source: Comprehensive Land Use Plan
(CLUP) of Municipality of Babatngon 2014, Comprehensive Land Use Plan (CLUP) of
Municipality of Santa Rita 2016).

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Source: geoportal PH
Figure 17.7-1 Mangrove Area Distribution Map in and around the Study Area

The proposed project (Phase1 and Phase 2) will be traversing eight (8) water bodies,
specifically, one (1) strait, the San Juanico Strait, and seven (7) unknown rivers/creeks (Figure
17.7-2). The San Juanico Strait has a length of 38 kilometers, and is considered the narrowest
strait in the Philippines, being only two (2) kilometers wide.
The shallow wells and deep wells used as one of water sources are distributed in Municipalities
of Babatngon, Leyte and Sta. Rita, Samar.
The typhoon incidence in the Philippines is categorized by five classes which are: very high,
high, medium, low, and very low. The project area will fall under medium incidence. The
Municipalities of Babatngon and Santa Rita are categorized into three (3) susceptibility levels:
High (1.5m flood height), Moderate (0.5m-1.5m flood height) and Low susceptibility (0.1m-
0.5m flood height). The study area is considered to have a moderate to high flood susceptibility.
(Figure 17.7-3 and Figure 17.7-4).

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Source: JICA Study Team

Figure 17.7-2 River Network Map in and around the Study Area

Source: Mines and Geosciences Bureau (MGB), DENR, 2015

Figure 17.7-3 Flooding Hazard Map Existing of the Municipality of Babatngon, Leyte

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Project Area

Source: Comprehensive Land Use Plan (CLUP) of the Municipality of Santa Rita, 2016
Figure 17.7-4 Flooding Hazard Map Existing of the Municipality of Santa Rita, Samar

The slopes are categorized into six slope categories depending on the slope steepness such as
0-3%, 3-8%, 8-18%,18-30%, 30-50% and 50% and above by DENR and NAMRIA. In
Municipalities of Babatngon, Leyte and Sta. Rita, Samar, the four categorized slope type (0-
3%, 3-8%, 8-18%,18-30%) are distributed. The project area is categorized into three
susceptibility levels: High, Moderate and Low susceptibility defined by Mines and
Geosciences Bureau (MGB). The study area in Municipality of Babatngon is categorized in
low to moderate susceptibility, and municipality of Santa Risa is categorized in moderate to
susceptibility (Source: Mines and Geosciences Bureau (MGB)).
(3) Social Environment

There have been many experiences of land acquisition and resettlement in and around the
project areas including projects under safeguard policies of Asian Development Bank (ADB).
Procedures of land acquisition and resettlement follows the system of the Philippines. Based
on the 2015 statistical survey, i) Population ii) Household, iii) Area, and iv) Population density
are;
[Babatngon] i) 27,797 persons, ii) 6,108 households, iii) 15,207ha, and iv) 1.83 persons/ ha
[Sta. Rita] i) 41,591persons, ii) 8,865 households, iii)55,263 ha, and iv)0.75 persons/ ha

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Leyte and Samar islands are the areas where poverty reduction is recognized as important social
issue. According to Philippine Statistic Authority, poverty incidence among families in Eastern
Visayas in 2018 significantly improved to 24.0 percent from 32.9 percent in 2015. This implies
that in 2018, around 1 in every 4 families in the region is poor or has income below the poverty
threshold, which is the amount required to meet basic food and non-food needs (Figure 17.7-5).

Source: Philippines Statistical Authority

Figure 17.7-5 Poverty Incidence of Eastern Visayas

There are no approved or on-going application for Certificate of Ancestral Domain Title
(CADT) in Region 8, as of December 2019, in accordance with the national distribution maps
of CADTs provided from National Commission on Indigenous Peoples (NCIP). (Source: The
Philippine Map showing the approved CADTs on-process CADTs &Identified Ancestral
Domain Areas, as of December 2019, National Commission on Indigenous Peoples (NCIP) )

The Gross Regional Domestic Product (GRDP) of the region 8 is predominantly service-based
with a share of 42.5 percent, followed by Industry with 42.6 percent and Agriculture, Hunting,
Forestry and Fishing with 14.9 percent (Source: Statistical Census data, Philippine Statistics
Authority 2015). In Leyte and Samar islands, agriculture, forestry, and fishery are major
economic sector. Thus, people's livelihood and employment depend on primary industries and
other production and service sectors in urban areas. Tacloban is famous as port exporting for
woods and Ormoc has thermal power plant.

Based on the land classification of Babatngon, Leyte, agriculture area and built-up area covers
64.2% and 0.6% of the municipality, respectively.
As for the land classification of Sta. Rita, Samar, agricultural production area, agriculture
protection area, mangrove area and urban land area covers 70.4%,24.6 %, 2.3%, and 0.5% of
the municipality, respectively. (Source: Comprehensive Land Use Plan (CLUP) of
Municipality of Babatngon 2014, Comprehensive Land Use Plan (CLUP) of Municipality of
Santa Rita 2016). Figure 17.7-6 and Figure 17.7-7 shows existing land use map of the project
areas.

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Source: Comprehensive Land Use Plan (CLUP) of the Municipality of Babatngon, 2014
Figure 17.7-6 Existing Land Use Map of the Municipality of Babatngon, Leyte

Project Area

Source: Comprehensive Land Use Plan (CLUP) of the Municipality of Santa Rita, 2016
Figure 17.7-7 Existing Land Use Map of the Municipality of Santa Rita, Samar

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Both surface/river water and groundwater are used for potable water, especially groundwater
are important source. (Source: The Project for Improvement of Water Quality in Local Areas,
JICA). Irrigation schemes are also important for agricultural activities.

The project area has many rural communities with existing social infrastructures including
school, hospital, public/social service buildings and infrastructure such as rural road networks
in and around the project areas.

There is different level of local government entities such as municipality, barangay, village,
etc. as social institution. Also, there are different kinds of public and private organizations in
the field of specific industry/occupation, gender, NGO, etc.

The Philippines is one of the most developed countries in the field of gender equality.

However, child labor cases in Philippines are commonly reported and it may occur in the survey
area. Children's rights in the survey area maybe related to poverty.

However, HIV/AIDS cases in Philippines are usually connected to prostitution workers and it
maybe common in the survey area.
(4) Others

There are internationally common recognitions on transboundary impact and climate change
such as greenhouse effect gas emission in industry, transportation, and other relevant sectors
in the survey areas.

Legal Framework of Environmental and Social Considerations in the Philippines

Laws and Regulations related to environmental and social issues in the Philippines are
summarized in the Chapter 13 of this report. Based on both legal frameworks in the Philippines
and the JICA Guidelines for Environmental and Social Considerations, April 2010 (hereinafter,
“JICA Environmental Guidelines”), Categorization of SSJB is estimated as follows.
(1) Categorization of EIA in Line with PEISS
Environmental Compliance Certificate (ECC) will be acquired as a requirement by the DENR
before the project implementation. The proposed 2nd San Juanico Bridge and Access Road is
considered as ECA project because it will traverse areas which are hard-hit by natural
calamities, areas with prime agricultural lands, areas with water bodies which are used for
domestic and wildlife/fishery support and areas with mangroves.
Based from the PEISS, the proposed 2nd San Juanico Bridge and Access Road (Phase 1
Section) falls under Non-Environmentally Critical Project (Non-ECP) category because its
total length is less than 10 km. According to the project threshold for Coverage Screening and
Categorization under the PEISS, the proposed 4.8 km 2nd San Juanico Bridge and Access Road
(Phase 1) falls under Category B; non-ECP which will require an Initial Environmental
Examination (IEE) Checklist Report to be applied in the EMB Region VIII to acquire its ECC.
EMB MC 19-03 specifies that ECC for Category B projects shall be processed through the

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Online System following the revised ECC online application procedure as indicated in Section
2 of the memorandum.
(2) Categorization of the Project in accordance with the JICA Environmental Guidelines
Category A defined by the JICA Guidelines for Environmental and Social Considerations,
April 2010 (hereinafter, “JICA Environmental Guidelines”) generally includes i) projects in
sensitive sectors, ii) projects that have characteristics that are liable to cause adverse
environmental impact, and iii) projects located in or around environmental sensitive areas.
Moreover, a project causing large-scale involuntary resettlement and or a project area inhabited
by indigenous people are classified under Category A. Projects are classified as Category B if
potential adverse impacts on the environment and society are less adverse than those in
Category A.
Based on the above guidelines, the proposed 2nd San Juanico Bridge and Access Road (Phase
1 Section) is seemed to be classified as Category A or B by JICA because the project might be
considered as a large-scale road and bridges project, as a project located in or around
environmental sensitive areas (mangrove area for habitats with important ecological value)
and/or large-scale involuntary resettlement under the JICA Environmental Guidelines. The
categorization shall be reviewed during feasibility study based on the detail data such as the
scale of mangrove area to be developed, and the number of affected persons in ROW.
Alternative Comparison
Discussion of alternative comparison for this project is described in Section 17.4.6 of this
chapter.
Scoping and ToR for Environmental and Social Considerations Surveys
(1) Scoping
Scoping means choosing alternatives for analysis, a range of significant and potentially
significant impacts, and study methods. ✓ mark is applied for environmental items which
will be affected by the project or cannot be decided without additional surveys. Scoping is
executed for different phases of pre-construction/construction and operation in each
environmental item. Items without ✓in both two phases are not the target of following survey
and evaluation if there are enough reasons that the items will not be affected by the project.
Following table shows the result of scoping of SSJB.
Table 17.7-9 Result of Scoping of SSJB
Selection
Status
No Item Reasons for Selection
PCS/
OS
CS
1 Air Quality ✓ ✓ [CS] Construction vehicles may cause air pollution temporally.
[OS] Negative impact on air quality is expected due to exhaust gas
from vehicles.
2 Water Quality ✓ ✓ [CS] Construction activities (such as cutting/filling works with surface
erosion), construction vehicles, camp yards may cause water pollution
through drainage water.
[OS] Drainage from road structure may cause water pollution in water
bodies including sea.
3 Waste ✓ [CS] Construction waste including concrete, asphalt, cut trees and soil
may be generated through construction activities.
[OS] No serious impacts are expected, because there is no plan of
service / parking area which generate waste.
4 Soil ✓ [CS] There is a possibility of soil contaminant by oil leakage from
Contamination construction vehicles and soil generated by the project.
[OS] Operation of roads and a bridge and a bridge may not cause soil
contamination both directly and indirectly.

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Selection
Status
No Item Reasons for Selection
PCS/
OS
CS
5 Noise and ✓ ✓ [CS] Construction vehicles may cause noise and vibration temporally.
Vibration [OS] Ambient noise and vibration along SSJB may cause negative
impact on sensitive receivers such as residential area, school, and
hospital.
6 Ground ✓ ✓ [CS/OS] Landfilling may cause ground subsidence in the area of soft
Subsidence soil and other specific conditions.
7 Offensive Odor ✓ [CS] There is a possibility of offensive odor by construction activities.
[OS] Operation of roads and a bridge may not cause offensive odor
both directly and indirectly.
8 Bottom ✓ [CS] There is a possibility of impact on the river bottom sediment by
Sediment leaked oil from construction vehicles and flown soil caused by
earthwork.
[OS] Operation of roads and a bridge may not cause bottom sediment
both directly and indirectly.
9 Protected Area The nearest protected area (MacArthur Landing Memorial Park) is
approximately 15.65km away from the proposed project. Basically, no
impacts are expected at this moment, since there is no protected area
within the project area.
10 Ecosystem ✓ ✓ [CS/OS] The project may cause impact such as tree-cutting activities
on ecosystem including indicator species along the project site.
Especially, coastal mangrove areas are affected.
11 Hydrology ✓ ✓ [CS/OS] There is a possibility of changes to hydrology because the
project across some rivers.
12 Topography and ✓ [CS] Topography might change by land cutting and filling works.
Geology There are possibilities of land slide and soil erosion due to slope
cutting and/or land filling works.
[OS] Operation of roads and a bridge may not cause geographical and
topographical changes both directly and indirectly.
13 Land ✓ [PCS] Land acquisition and resettlement are required to secure land for
Acquisition and roads and a bridge and other facilities/structures of SSJB.
Resettlement [CS/OS] No additional resettlement is expected.
14 Poverty ✓ [PCS/CS] Vulnerable groups including poor households may be targets
of resettlement. Some of them may get or lose their livelihood during
construction phase.
[OS] No additional impact on poverty groups.
15 Ethnic Minority ✓ ✓ [PCS/CS/OS] Ethnic minority and/or indigenous people are living
and Indigenous along the project area.
People
16 Local Economy ✓ [CS] Employment opportunity can be created due to the project
such as construction. On the other hand, construction activities may cause
Employment temporal inconvenience such as access hinderance to the local
and Livelihood economy. Employment and livelihood including fishery of project
affected households are also affected by resettlement activities.
[OS] No additional impact is expected during operation stage.
17 Land Use and ✓ ✓ [CS] Loss of farmland and forests for approach roads are expected.
Usage of Local Land and local resources such as trees of project affected households
Resources are also affected by resettlement activities.
[OS] SSJB may pause some negative impact on land use such as
development of forest areas and using of water resources.
18 Water Usage ✓ ✓ [CS] River water may be affected by earthworks. Water usage of the
affected area may be affected by resettlement activities.
[OS] Operation of roads and a bridge may cause impact on water usage
both directly and indirectly.
19 Existing Social ✓ [PCS/CS] Existing social infrastructure may be affected by land
Infrastructure acquisition and construction.
and Services

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Selection
Status
No Item Reasons for Selection
PCS/
OS
CS
[OS] New bridge may bring positive impact on exiting road networks
around the area.
20 Social [PCS/CS/OS] There is no possibility of the temporary physical
Institutions such community division by construction.
as Socially
Related Capital
and Decision-
making
Organizations
21 Misdistribution Misdistribution of benefit and damage caused by the road and bridge
of Benefit and constructions are not expected.
Damage
22 Local Conflicts [PCS/CS/OS] There is one existing bridge, therefore, regional
of Interest separation and/or any other local communities' condition won't be
changed seriously.
23 Cultural The nearest historical site to the proposed alignment is the Leyte
Heritage Provincial Capital, and the MacArthur Landing Memorial Park which
are approximately 9.44km and 15.65km, respectively. No serious
impacts are expected because there are no outstanding cultural
heritages around the area.
24 Landscape ✓ [CS] There is a possibility of disturbance of landscape by the bridge.
[OS] Operation of roads and a bridge may not cause impact on
landscape both directly and indirectly.
25 Gender ✓ [CS] Women may be affected when they commute to working places
during the construction period. There might be gaps on working
conditions such as wage between men and women when local
employment is considered.
[OS] Improved access by the project may cause positive impact on
gender.
26 Children’s Right ✓ [CS] There is a possibility of occurrence of child labor
[OS] Due to the improvement of traffic congestion of existing road,
traveling time to school and hospital will become faster and safer.
27 Infectious ✓ [CS] Infectious diseases are possible to be spread due to inflow of
Diseases such as construction workers.
HIV/AIDS [OS] Operation of roads and a bridge may not cause impact on
infectious diseases both directly and indirectly.
28 Labor ✓ [CS] Due to construction activities, labor environment may be affected.
Environment [OS] Operation of roads and a bridge may not cause impact on labor
including Safety environment diseases both directly and indirectly.
29 Accident ✓ ✓ [CS] Traffic accident related to construction vehicles and accident in
construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
30 Transboundary ✓ ✓ [CS] and [OS] Greenhouse Effect Gasses may increase due to
Impact and construction machinery / vehicles and newly generated traffic.
Climate Change
Note: Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
Source: JICA Study Team

(2) ToR for Environmental and Social Considerations Surveys

Based on the scoping results in the previous section, terms of references (ToR) for surveys of
necessary environmental items are developed to determine project induced impacts. Possible
impact to be caused by project implementation will be evaluated qualitatively based on existing
secondary data, interview to concerned parties and examining project design. Table 17.7-10
shows the ToR for environmental and social considerations survey.

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Table 17.7-10 ToR for Surveys of Environmental and Social Considerations

No. Item Survey Item Survey Method
1 Air Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of air quality items (3) Qualitative evaluation based on
expected traffic volume and
construction vehicles
2 Water Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of water quality items (3) Qualitative evaluation based on
expected construction methods
3 Waste I. Waste management process (1) Secondary data/information from
past projects nearby
(2) Qualitative evaluation based on
expected construction methods and
facilities
4 Soil Contamination (1) Protection method against oil (1) Confirmation on implementation
leakage plan of construction vehicles
(2) Qualitative evaluation based on
expected construction methods
5 Noise and Vibration (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of water noise and (3) Qualitative evaluation based on
vibration expected traffic volume and
construction vehicles
6 Ground Subsidence (1) Soil conditions (1) Past study around the area
(2) Qualitative evaluation based on
expected construction methods
7 Offensive Odor (1) Possible events causing odor (1) Collection of necessary information
on construction method
(2) Qualitative evaluation based on
expected construction methods
8 Bottom Sediment (1) Construction method causing (1) Collection of necessary information
sedimentation on construction method
(2) Qualitative evaluation based on
expected construction methods
9 Ecosystem (1) Situation of general (1) Past field surveys on occurrences of
ecosystem fauna and flora
(2) IUCN listed species (2) IUCN Website etc.
(3) Qualitative evaluation based on
expected construction methods
10 Hydrology (1) Situation of surface water (1) Past field surveys
such as river and lake (2) Confirmation of construction
(2) Impact during construction methods
(3) Qualitative evaluation based on
expected construction methods
11 Topography and (1) Construction method causing (1) Collection of necessary information
Geology changes of topography and on construction method
geology (2) Qualitative evaluation based on
expected construction methods
12 Land Acquisition and (1) Size of impact (area, (1) Aerial photos, design, etc.
Resettlement structure, etc.) (2) Existing surveys including
(2) Compensation policy resettlement action plan (RAP)

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No. Item Survey Item Survey Method

(3) Qualitative evaluation based on
expected project effects
13 Poverty (1) Distribution of poverty (1) Existing surveys and Statistics
groups (2) Qualitative evaluation based on
expected project effects
14 Ethnic Minority and (1) Distribution of ethnic (1) Existing surveys and Statistics
Indigenous People minority and indigenous (2) Qualitative evaluation based on
people expected project effects
15 Local Economy such as (1) Local economic status (1) Existing surveys and Statistics
Employment and (2) Qualitative evaluation based on
Livelihood expected project effects
16 Land Use and Usage of (1) Land use status (1) Existing surveys and existing maps
Local Resources (2) Qualitative evaluation based on
expected project effects
17 Water Usage (1) Water usage status in rivers (1) Existing surveys and literature
and other resources material
(2) Impact during construction (2) Confirmation of construction
methods
(3) Qualitative evaluation based on
expected impact on water use
18 Existing Social (1) Distribution of residential (1) Existing surveys and literature
Infrastructure and areas, school, hospital, and material
Services etc. (2) Qualitative evaluation based on
expected project effects
19 Landscape (1) Scenic areas (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected structures and
topographical changes
20 Gender (1) Impact on gender (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected project effects
21 Children’s Right (1) General situation/possibility (1) Existing surveys and literature
of child labor material
(2) Qualitative evaluation based on
expected project effects
22 Infectious Diseases such (1) General situation/possibility (1) Existing surveys and literature
as HIV/AIDS of infectious diseases material
(2) Qualitative evaluation based on
expected project effects
23 Labor Environment (1) General situation/possibility (1) Existing surveys and literature
including Safety of labor environment material
(2) Qualitative evaluation based on
expected project effects
24 Accident (1) Expected increases of (1) Existing surveys and literature
accident material
(2) Qualitative evaluation based on
expected project effects
25 Transboundary Impact (1) Elements related to cross (1) Collect information based on
and Climate Change boundary impacts, highway construction and
cumulative impacts, and management
climate change (2) Qualitative evaluation based on
expected project effects
Source: JICA Study Team

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Results of Surveys
(1) Air Quality
There are small communities in both shores (Bagolibas and Guintigui‑an) along the existing
road which will be connected to the proposed project (Phase 1). In general, the large-scale
project will require many heavy construction vehicles/ equipment.
[Construction Stage]
Air quality around the construction areas and relevant locations will be degraded due to exhaust
gas from construction machineries and vehicles. Also, earthworks may generate particulate
matters such as PM10 and PM2.5. Level of air pollution may depend on locations, therefore,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Increased traffic may cause air pollution along the bridge and approach road areas on typical
elements such as NO2, SO2, CO and particulate matters. It may cause higher level of pollution
on specific elements such as SO2 and NO2 which might be under domestic standard as baseline
data. Level of air pollution may depend on locations, therefore further monitoring (baseline)
surveys with forecasting analysis are required during F/S.
(2) Water Quality
The Project-phase 1 will traverse the San Juanico Strait and one (1) unknown river. The project
area is located in the area of water bodies for domestic defined as the ECA (Table 17.7-8).
[Construction Stage]
Water quality around the construction areas and relevant locations including camp yards will
be degraded if wastewater is discharged inadequately, especially oil leakage from consecution
machineries. Earth works also cause turbid water to the surrounding environment. Level of
water pollution may depend on locations, therefore, further monitoring (baseline) surveys are
required during F/S.
[Operation stage]
There is no construction plan of service areas which may discharge domestic wastewater;
therefore, severe water pollution may not occur during the operational phase.
(3) Waste
The Project-phase 1 will include soil excavation and land filling activities. The Project-phase
1 will traverse mangrove area.
[Construction Stage]
Construction waste which is generated by the project will be excavated soil, cut trees, asphalt
mass and etc. Also, domestic waste from construction yards is expected.
(4) Soil Contamination
The Project-phase 1 will include soil excavation and land filling activities and construction of
bridge piers.
[Construction Stage]
Wastewater from construction areas may cause soil contamination if wastewater is not treated
appropriately. Furthermore, there is a possibility of soil contamination due to the unexpected
leakage/ mishandling of oil and other chemicals, in the all-earthwork area including the main
road area and borrowing pit, etc. In case that on-site soil had already polluted, dumping soils
also have possibility of soil contamination when they are dumped other places.

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(5) Noise and Vibration

There are small communities in both shores (Bagolibas and Guintigui‑an) along the existing
road, which are connecting to the proposed project-phase 1. In general, the large-scale project
will require many heavy construction vehicles/ equipment.
[Construction Stage]
Construction machineries and vehicles may cause certain level of noise and vibration around
the construction area. Background noise level along the planned alignment is not so high
because most of the area is rural regions. Level of noise and vibration may depend on locations,
therefore, further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Both new alignment section and widening/improvement of existing road section will be
affected by noise and vibration during operation phase. Due to increased vehicles and attracted
new demand of traffic, some areas may exceed national standard in the future. Level of noise
and vibration may depend on locations, therefore, further monitoring (baseline) surveys are
required during F/S.
(6) Ground Subsidence
[Construction Stage] & [Operation stage]
It is difficult to forecast ground subsidence caused by project activities, however, it can be said
that there is possibility of ground subsidence based on construction methods and natural
conditions of the project. Changes of overweight on ground and underground flow may cause
ground subsidence. Potential and risk of ground subsidence should be discussed further with
geological data and basic designs in following study phases such as F/S.
(7) Offensive Odor
[Construction Stage]
As long as appropriate waste management and equipment maintenance are implemented, sever
offensive odor cases are not expected. However, construction camp yards may cause offensive
odor from its waste and wastewater.
(8) Bottom Sediment
The Project -phase1 will traverse the San Juanico Strait. Working on the both shores will be
occurred.
[Construction Stage]
Location near rivers and sea areas may be affected on bottom sediment by construction activities.
Especially, construction of piers for the bridge and viaducts as well as earth works can cause
direct sedimentation and turbid water. River crossing points may be affected on bottom sediment
by construction activities. Earth works and other works inside rivers can cause direct
sedimentation as well as turbid water. In case that crossing river bottom sediment had already
polluted, dumping soils in the riverbed also have possibility of soil contamination when they are
dumped other places.
(9) Ecosystem
The project area will travers the mangrove areas defined as the ECA (Table 17.7-8).
[Construction Stage]
Construction activities and existence of road structures may have impact (such as damage of
trees and vegetation, loss of nest/feeding area/breeding area, and migration inhibition, division
of the habitation area, road killing, noise/vibration due to the new traffic flow, etc.) on
surrounding ecosystem along the project alignment. There is a possibility on decreasing of
biodiversity and habitat around the mangrove areas where variety of sea and land species are

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using as nesting, feeding, and other necessary purpose to live. Further information and field
surveys on birds and other key species confirmed in both Leyte and Samar islands should be
discussed. To understand information of habitat and kye species based on actual project sites,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]
Operation of vehicles on the newly constructed bridge and approach roads may not cause
outstanding impact on existing ecosystem along the project alignment.
(10) Hydrology
The project area will travers the hard-hit by natural calamities (flood areas) defined as the ECA
(Table 17.7-8). The Project-phase1 will traverse the San Juanico Strait and one (1) unknown
river.
[Construction Stage]
Construction works along rivers such as piers for viaducts and sheet piles may cause
hydrological changes.
[Operation stage]
No sever impact on hydrology during the operation is expected.
(11) Topography and Geology
The Project-phase1 will include soil excavation and land filling activities.
[Construction stage]
Cut and fill works for approach road construction may change topography and geology. To
estimate size, location and impact, further design and related surveys on geology and
topography are required in following phases such as F/S. Following table and figures show
observation results of general situation of topography with information of structures and typical
photos.
Table 17.7-11 Site Observations
Location
Observations
(from East to West)
A: Sta. Rita, Samar Mangrove trees will be affected by the proposed alignment.
The proposed alignment will connect to the existing road. Some house
B: Sta. Rita, Samar
structures are located along the road.
• The 1km proposed bridge will be crossed in San Juanico Strait. Terrestrial
C: San Juanico Strait and mangrove trees will be affected (Sta. Rita side).
Transmission line and towers are found along the proposed bridge.
• The 1km proposed bridge will be crossed in San Juanico Strait. Terrestrial
D: Babatngon, Leyte
and mangrove trees will be affected (Babatngon side).
Transmission line and towers are found along the proposed bridge.
The alignment will traverse in some structures including barangay hall and
E: Babatngon, Leyte
existing road.
F: Babatngon, Leyte A rice field will be affected by the proposed alignment.
A number of house structures and transmission lines will be affected by the
G: Babatngon, Leyte
proposed alignment.
The alignment will be traversed in elevated area. Few vegetation will be
H: Babatngon, Leyte
affected by the project.
Note: Stations (A-H) in this table are shown in Figure 17.7-8.
Source: JICA Study Team

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Affected housing
structures,
in Guintigui-an

Housing structures
along the Pan-
Philippine Highway,
in Bagolibas

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Source: JICA Study Team
Final Report
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Figure 17.7-8 Proposed Project Site Map

Project for Masterplan on High Standard Highway Network Development (Phase 2)
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(12) Land Acquisition and Resettlement

There are a number of small communities on both shores (Bagolibas and Guintigui‑an) along
the existing road.
[Pre-Construction Stage]
Based on rough counting survey using satellite photos, approximately 59 structures maybe
affected by the project. Assumed form of impact is physical relocation, partial slice of structure,
loss of secondary assets such as gate, fruit trees, as well as private land ownership. Exact size
and characteristics of land acquisition and resettlement require further survey such as socio-
economic survey, census, inventory of loss, etc. to develop resettlement action plan (RAP) in
following phases such as F/S.
(13) Poverty
[Pre-Construction and Construction Stage]
Based on statistical situation elaborated in the part of baseline data, there might be poverty
groups in the project sites. Some households including informal settlers family (ISF) may
become direct project affected household (PAH) and some may be affected their secondary
properties such as crops and/or their livelihood. On the other hand, they will have opportunities
to obtain new income through construction activities. Exact size and characteristics of impact
on poverty requires further survey such as socio-economic survey, census, inventory of loss,
etc. to develop resettlement action plan (RAP) and EIA/EIS in following phases such as F/S.
(14) Ethnic Minority and Indigenous People
There are no approved or on-going application for Certificate of Ancestral Domain Title
(CADT)s in Region 8, as of December 2019
[Pre-Construction and Construction, Construction, and Operation Stage]
Even there is not observed exact existing of ethnic minority and indigenous people along the
project site, there are possibility of their communities and/or living.
To confirm current status and the actual boundary of ancestral domain area, communication
with relevant authorities and further field surveys such as RAP related surveys and literature
examination are required in following phases such as F/S.
In case that the possibility of impact (e.g. involuntary resettlement, direct land acquisition of
ancestral domain, communication disturbance, damage of livelihood, etc.) on the IPs is
estimated, the impact and necessary mitigation measures shall be studied during F/S through
the communication with NCIP in consideration of on-site ancestral domain condition.
(15) Local Economy such as Employment and Livelihood
[Construction Stage]
Employment opportunity can be created by construction activities and local economy will
improv temporally. On the other hand, overall construction activities and traffic restriction may
affect local economic activities including vendors and shop owners. To some extent temporary
inconvenience due to disturbance in smooth operation of commercial/public transportation may
occur. Resettlement also may cause lost or degradation of local economy through their
livelihood including fishery.
(16) Land Use and Usage of Local Resources
The project area is located in the prime agricultural land defined as the ECA (Table 17.7-8).
[Construction Stage]

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Outline of land use along the project alignment is shown in Table 17.7-12. The proposed
project for Phase 1 section will traverse the San Juanico Strait and connect Samar and Leyte
Islands.
In Barangays of Bagolibas, Santa Rita, Samar, on the east shore of the Strait, the proposed
project road will connect the existing Pan-Philippine Highway. There are house structures
along this existing road near the connecting point of the project. The proposed project will
traverse mangrove area between this existing road and the shore.
There are some small islands in the San Juanico Strait, electric power line and towers are built
near the proposed bridge.
On the west shore of the Strait, Barangay of Guintigui‑an, Babatngon Leyte, the proposed
project will traverse the existing community road and house structures located along the
roadside.
It is expected that about 59 existing structures including houses are affected due to the
implementation of the Project, in accordance with the satellite image interpretation.
Table 17.7-12 Land use along the Project Site
Land use classification Distribution Rate
Cultivated area/ Farm/ Bare area 17.4%
Forest/Trees/Palm 63.6%
Residence / Infrastructures 1.0%
Strait 15.1%
Source: JICA Study Team

Since the proposed alignment will cross some existing community roads, the Project will
consider bridges, underpass/over pass roads or box culverts to avoid intersecting with the
existing road as shown in Table 17.7-13.
Table 17.7-13 Existing Crossing Transportations
Existing Transportations Number of Crossing Points
Road 3
Strait 1
Source: JICA Study Team

(17) Water Usage

[Construction and Operation Stage]
Construction areas for approach roads along the rivers have potential impact on water usage. It
is difficult to forecast the location, timing and amount of change of water resources due to the
construction.
(18) Existing Social Infrastructure and Services
[Pre-Construction and Construction Stage]
The project may affect existing social infrastructures in the rural areas such as roads,
telecommunication lines, electricity networks, and water supply networks. These existing
infrastructures are target of relocation during pre-construction and construction stages. Both
private and public owners of these infrastructures will be affected and some services may be
degraded due to construction.
[Operation Stage]
There is a possibility of physical community diversion in case a new road traverses in a
community.

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(19) Landscape
[Construction Stage]
The new 1-km long span bridge will change the landscape between islands. Cut and fill works
may cause change of landscape. However, it is difficult to determine location and degree of
changes without further designs. So, continuous discussion and assessment is required in
following phases such as F/S.
(20) Gender
[Construction Stage]
Women as commuter or daily working for their families may be affected by the construction
activities. On the other hand, project can provide opportunities of works and commercial in the
area and it may bring positive impact on gender balance. However, there might be gaps on
working conditions such as wage between men and women when local employment is
considered.
(21) Children's Right
[Construction Stage]
There are possibilities of child labor in construction yard and related activities.
(22) Infectious Diseases such as HIV/AIDS
[Construction Stage]
Construction workers coming from outside the community / island may cause HIV/AIDS cases
during construction time.
(23) Labor Environment Including Safety
[Construction Stage]
Accident and inappropriate occupational condition during the construction may cause negative
impact on labor environment and occupational safety as well as health.
(24) Accident
[Construction Stage]
Traffic accident due to construction vehicles may occur without appropriate measures and
education.
[Operation Stage]
Traffic accident due to increased traffic may occur along the road and vicinity connecting to
the project section.
(25) Transboundary Impact and Climate Change
[Construction Stage]
Greenhouse effect gas is increase by operation of machineries and vehicles in the construction
sites.
[Operation Stage]
Increased traffic based on newly created demands may produce much greenhouse effect gas.

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Impact Assessment
(1) Preliminary Impact Assessment
The result of potential negative environmental and social impact assessment at pre-F/S is
shown in the following table. In consideration of survey results, the impacts were evaluated
qualitatively in each of the three stages separately, namely: pre-construction stage [PCS],
construction stage [CS], and operation stage [OS]. The impacts of pollution, natural
environment, and social environment were classified as A to D in accordance with the
following criteria, assuming no specific measures toward the impacts are taken:
A: Significant Negative Impact A+: Significant Positive Impact
B: Some Negative Impact B+: Some Positive Impact
C: Impacts are not clear, need more investigation
D: No impacts or impacts are negligible, no further study required

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 Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
Table 17.7-14 Result of ESIA at pre-F/S
Assessment
Assessment Result based
N at Scoping on surveys
Item Reasons for Assessment
o
PCS PCS/
/CS OS CS OS

1 Air Quality ✓ ✓ B- B- [CS] In consideration of current residential land use, temporary negative impacts are expected on air quality due to
exhaust gas and dust generated from construction activities. The exhaust gas such as NOx, SOx, CO TSP, PM10,
PM2.5 will be generated from construction machines, equipment and traffic congestion around the construction yard
due to the temporary traffic restriction. And dust will be generated by earth work including foundation excavation for
piers, transporting of earth-and-sand, etc.
[OS] Ambient air quality along existing road is already impacted by current traffic exhaust gas. Since it is expected
that traffic flow will be smoother by shifting vehicles from existing road to new highway, air quality along the road
will be improved. On the other hand, there is a possibility of increasing of vehicles. In that case, air quality along the
road might get worse than the current condition.
2 Water Quality ✓ ✓ B- D [CS] The project area is located in the area of water bodies for domestic defined as the ECA, since the Project will
traverse a strait and a river. Turbid water may be generated from excavation areas due to surface run-off. Improper
stockpiling of construction materials in low -lying areas could affect the water quality of nearby bodies of water
bodies. Furthermore, there is a possibility of inadequate treatment and/or mishandling of wastewater, suspended
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matter, waste oil, and other chemicals, in the all earthwork area including the main road area and borrowing pit, etc.
Additionally, domestic wastewater may be discharged from the labor camp.
[OS] No serious impacts are expected, because there is no plan of service / parking area.
3 Waste ✓ B- N/A [CS] Construction waste including waste soil, asphalt mass and cutting trees are expected at the construction site.
Additionally, domestic waste (garbage) may be generated from the labor camp, if any.
4 Soil ✓ B- N/A [CS] There is a possibility of soil contaminant by wastewater from tunneling work/piling construction/excavation
Contamination process, if wastewater is discharged without adequate treatment and/or miss handing. Dumping soil also can cause
soil contamination if they have specific chemicals. Furthermore, there is a possibility of soil contamination due to the
unexpected leakage/ mishandling of oil and other chemicals, in the all earthwork area including the main road area
and borrowing pit, etc.. Dumping soil and muck also can cause soil contamination if they have specific chemicals.
5 Noise and ✓ ✓ B- B- [CS] In consideration of current land use temporary negative impacts are expected on ambient noise due to higher
Vibration noise generated from construction machines and equipment.
[OS] Ambient noise and vibration along existing road is already impacted by current vehicle traveling. Though it is
expected that traffic flow is smooth by shifting from existing road to new highway, noise and vibration level might
increase because of the increase in traffic and travelling speed of vehicles.
6 Ground ✓ ✓ B- B- [CS/OS] The extent of impact is unknown, because there is no detail amount of ground water and geographical test
Subsidence data, and no decided proposed ROW and tunnel excavation methodology at this moment. In case of large amount of
discharge water and/or worse ground foundation than expectations, there is a possibility of ground subsidence in the
 Assessment Assessment
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
mountain area, due to the tunnel construction. To clarify the baseline condition of geographic mechanism including
ground water level and geological test shall be conducted along the proposed alignment during the feasibility study.
7 Offensive Odor ✓ B- N/A [CS] There are no direct project-related activities that can generate offensive odor due to the general road

Project for Masterplan on High Standard Highway Network Development (Phase 2)

construction, however impact of construction basecamp operations may have temporary impact.
8 Bottom ✓ B- N/A [CS] There is a possibility of impact on the river bottom sediment by flown soil caused by earthwork in the river,
Sediment depending on the construction methodology. In case that crossing river bottom sediment had already polluted,
dumping soils in the riverbed also have possibility of soil contamination when they are dumped other places.
9 Ecosystem ✓ ✓ B- D [CS] The project area will travers the mangrove areas defined as the ECA. Mangroves are growing on both shores of
the San Juanico Strait. Though there is no reserved forest within the project area, most of existing trees including
mangroves within ROW will be cut down or replanted. Construction activities and existence of road structures may
have some impact (such as damage of trees and vegetation, loss of nest/feeding area/breeding area, and migration
inhibition, division of the habitation area, road killing, noise/vibration due to the new traffic flow, etc.) on
surrounding ecosystem along the project alignment. There is a possibility on decreasing of biodiversity and habitat
around the mangrove areas where variety of sea and land species are using as nesting, feeding and breeding due to
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the implementation activities of the project depending on the final design and construction process. To evaluate the
impact, seasonal flora and fauna survey and tree inventory survey shall be conducted during the feasibility survey.
[OS] Operation of roads may not cause any severe impact on ecosystem along the road.
10 Hydrology ✓ ✓ B- B- [CS/OS] The project area will travers the hard-hit by natural calamities (flood areas) defined as the ECA. There is a
possibility of disturbance of water flow by construction of bridge piers and viaduct in sea and rivers. Not only
permanent structures but also temporary works such as sheet piles may change water flow. To clarify the baseline
condition of geographic mechanism including groundwater level and flow, geological tests shall be conducted along
the proposed alignment during the feasibility study. The amount of water use and source during construction,
construction methodology and road structures shall be clarified during the feasibility study.
And also, there is a possibility of disturbance of water flow by construction of bridge pier in the river and preventing
/changing water flow by concrete structures.
11 Topography and ✓ B- N/A [CS] Topography might change by land cutting in the construction areas. There is a possibility of topsoil erosion in
Geology the construction site during rainy season (May-October).
12 Land ✓ A- N/A [PCS] It is expected that about 59 existing structures including houses are affected due to the implementation of the

Final Report
Acquisition and Project, in accordance with the satellite image interpretation. To clear the project affected people, their assets and
Resettlement compensation, identification of landowner, socio-economic survey, inventory survey and market value survey for
preparation of the Resettlement Action Plan shall be conducted during the feasibility survey.
 Assessment Assessment

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
13 Poverty ✓ B+/ N/A [PCS/CS] The project may bring positive impact on local economy through construction activities and rural
- development. Some poor groups may be negatively affected by the project if their properties are acquired and/or their
livelihood is lost by the project.
14 Ethnic Minority ✓ ✓ B- B- There might be ethnic minority and/or indigenous people in and around the project site and they might be affected by
and Indigenous the project. The location and relation between CADTs and the Project site shall be verified through the feasibility
People study.
15 Local Economy ✓ B+/ N/A [CS] Employment opportunity can be created due to the project construction. On the other hand, overall construction
such as - activities and traffic restriction would affect local economy activities including venders and shop owner to some
Employment extent temporary inconvenience due to disturbance in smooth operation of commercial/public transportation.
and Livelihood Employment and livelihood including fishery of project affected households are also affected by resettlement
activities.
16 Land Use and ✓ ✓ B- B+/ [CS] The project area is located in the prime agricultural land defined as the ECA. Loss of farmland and forests for
Usage of Local - new roads are expected and land use may be changed along alignment of the bridge and approach roads. Land and
Resources local resources such as trees of project affected households are also affected by resettlement activities.
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[OS] Effective use of lands and local resources due to high accessibility are expected. At the same time, project-
indued development may affect local resources adversely.
17 Water Usage ✓ ✓ B- B- [CS/OS]
Though water source during construction is not decided at this moment, water use permission in line with regulation
shall be approved from relevant agencies prior to the construction to avoid conflict with water users. The amount of
water use and source during construction shall be clear during the feasibility study. Water usage of project affected
households are also affected by resettlement activities.
18 Existing Social ✓ B- B- [PCS/CS] There might be existing utilities (transmission lines, telecom lines, water lines, etc.) along the existing
Infrastructure road. These infrastructures shall be protected and/or diverted before construction work. Inconvenient access to
and Services services due to traffic congestion by work vehicles.
[OS] There is a possibility of physical community diversion in case a new road traverses in a community.
19 Landscape ✓ B- N/A [CS] There is a possibility of disturbance of landscape by the road structures including the main bridge.
20 Gender ✓ B- N/A [CS]: Temporary inconvenience to residents, commuters, and pedestrians because of construction activities is
expected. On the one hand, the Project can provide additional employment opportunities during this phase, which
women can take advantage of. However, there might be gaps on working conditions such as wage between men and
women when local employment is considered.
21 Children’s Right ✓ B- N/A [CS] There is a possibility of occurrence of child labor
 Assessment Assessment
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
22 Infectious ✓ B- N/A [CS] Infectious diseases such as HIV/AIDS are possible to be spread due to inflow of construction workers.
Diseases such as Furthermore, alteration to the ground by cutting, soil excavation and land filling may lead to the creation of habitats
HIV/AIDS for mosquitos that possibly transmit dengue fever.

Project for Masterplan on High Standard Highway Network Development (Phase 2)

23 Labor ✓ B- N/A [CS] Accident and harm to health for workers in the construction area for bridge section; however, it will be secured
Environment in accordance with the domestic laws and regulations during construction.
including Safety
24 Accident ✓ ✓ B- B- [CS] Traffic accident related to construction vehicles and accident in construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
25 Transboundary ✓ ✓ B- B- [CS] Significant deforestation is not expected on this project and construction period is limited.
Impact and [OS] Increase of Greenhouse Effect Gas is anticipated but the level is still unknown
Climate Change
Note:
Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
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Impact:
A+/-: Significant positive/negative impact is expected.
B+/-: Positive/negative impact is expected to some extent.
D: No impact is expected.
N/A: Impact assessment isn’t conducted because the items was not checked ✓ in scoping phase.
Source: JICA Study Team

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Project for Masterplan on High Standard Highway Network Development (Phase 2)
Final Report
Mitigation Measures
Items rated as A- and B- in the table of impact assessment are the target of mitigation measures.
Mitigation measures should be feasible and practical. Table 17.7-15 shows mitigation
measures for the project classified into construction and operation phases.
Table 17.7-15 Mitigation Measures
Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
Construction Stage
1 Air Quality - Water sprinkling to reduce particulate matter Contractor DPWH TBD
- Routine / periodic maintenance and washing of
construction machineries and vehicles to minimize
air pollutants
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy
vehicles through the communication with local
people
2 Water Quality - Installing sedimentation tank to reduce discharged Contractor DPWH TBD
turbid water
- Cover exposed earth especially before heavy
rains are expected.- Installing septic tanks for
origin of polluted water such as camp yard
- Appropriate wastewater treatment such as
connecting drainage system to existing sewage
systems
3 Waste -Prepare detailed waste management program in Contractor DPWH TBD
consideration with LGU’s waste management
system
- Education on waste treatment for workers
- Separation of hazardous waste and bring out to
appropriate treatment facilities
- 3Rs promotion to reduce waste
4 Soil - Necessary laboratory test to identify Contractor DPWH TBD
Contamination contaminated soil and mock for special cares
- Find feasible treatment facilities or filling area in
earlier stage of the project such as F/S
5 Noise and - To avoid disturbance of daily life, construction Contractor DPWH TBD
Vibration time shall be set within day time, especially
residential areas.
- Apply low-noise and vibration machineries as
much as possible nearby
-Provide the temporary noise barrier and/or fence
around the construction yard near residential area, if
necessary
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy
vehicles through the communication with local
people
6 Ground - Avoid extraction of ground water for Contractor DPWH TBD
Subsidence construction

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Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
- Applying replacement methods for soft soil areas
and prevention measures for liquefaction based on
further studies and discussion in F/S.
- Monitoring to identify early symptoms of
subsidence
7 Offensive Odor - Education and instruction of rules in camp yards Contractor DPWH TBD
to keep good hygiene
8 Bottom - Installing sedimentation tank to reduce Contractor DPWH TBD
Sediment discharged turbid water
9 Ecosystem - Avoid tree cutting to reduce impact on habitat Contractor DPWH / TBD
-Relocation/replant of trees DENR
- Consider construction season and time if specific
rare species' breeding points / nests / important
feeding ground are confirmed in the affected
areas.
-Conduct awareness campaign to all relevant
construction workers about the careful
consideration for ecosystem
-Adoption of lower noise and vibration construction
method and machines
- Adoption of adequate pass route, based on the
field survey, estimated impact and advices from
biological expert, if necessary
10 Hydrology - Avoid large amount of extraction of ground Contractor DPWH TBD
water
11 Topography and - Slope protection is required after cutting slopes Contractor DPWH TBD
Geology especially in the period of rainy season
12 Land - Alignment discussion should be carefully done Consultant, DPWH TBD
Acquisition and during F/S study to avoid and minimize Contractor,
Resettlement resettlement DPWH, LGUs,
- Appropriate RAP must be prepared consistent NHA
with domestic and development partner's policies.
13 Poverty - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
with domestic and development partner's policies. Contractor,
DPWH, LGUs,
NHA
14 Ethnic Minority - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
and Indigenous with domestic and development partner's policies. Contractor,
People - If there are indigenous people in and around the DPWH, LGUs,
project areas, Indigenous People Plan (IPP) must NHA
be prepared with cares
15 Local Economy - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
such as with domestic and development partner's policies Contractor,
Employment with assistance for business disturbances. DPWH, LGUs,
and Livelihood - In case that fishery along the project areas is NHA
affected, compensation and/or assistance are
considered as well as necessary hard-measures
such as slope protection and turbid water
protection.
16 Land Use and - Appropriate RAP must be prepared consistent LGUs LGUs TBD
Usage of Local with domestic and development partner's policies.
Resources
17 Water Usage - Avoid large amount of extraction of ground Contractor DPWH TBD
water
18 Existing Social - Appropriate / agreed compensation for owners of DPWH, LGUs DPWH TBD
infrastructures to recover, divert, and replace.

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Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
Infrastructure - Road-crossing measures such as over path /
and Services under path should be considered for possible
community diversion cases.
19 Landscape - Minimize cutting trees and slopes Contractor DPWH TBD
- Consider earth color for temporal works and
fences
- Installation of slope seeding / planting to recover
construction areas
20 Gender - Positive employment of women for light works Contractor DPWH TBD
in construction activities such as cleaning with fair
salary and other conditions
- Prepare toilet and dressing spaces for women
workers
- Education on gender equality for workers
21 Children’s Right - Restrict child labor (workers under 14 years old) Contractor DPWH TBD
in contract with punishment
- Report list of workers with their age information
22 Infectious - Education on infectious diseases for workers Contractor DPWH TBD
Diseases such as
HIV/AIDS
23 Labor - Education on occupational safety for workers Contractor DPWH TBD
Environment - Safety patrol
including Safety - Sign boards
24 Accident - Periodic maintenance of machineries and Contractor DPWH TBD
vehicles
- Sign boards
- Employ enough number of traffic guards
25 Transboundary - Periodic maintenance of machineries and Contractor DPWH TBD
Impact and vehicles
Climate Change - Recommendation of idling stop activities
Operational Stage
1 Air Quality - Strengthening of vehicle inspection DPWH DPWH TBD
2 Noise and - Noise barriers if the level significantly exceeds DPWH DPWH TBD
Vibration the standard
- Restriction of maximum speed
3 Ground - Periodic observation of level changes DPWH DPWH TBD
Subsidence
4 Hydrology - Avoid large amount of extraction of ground DPWH DPWH TBD
water
- Periodic observation of water flow / level
5 Ethnic Minority - If there are indigenous people in and around the DPWH, LGUs DPWH TBD
and Indigenous project areas, Indigenous People Plan (IPP) must
People be prepared with cares.
6 Land Use and - Controlled rural development under legal LGUs LGUs TBD
Usage of Local framework and masterplans by LGUs
Resources
7 Water Usage - Avoid large amount of extraction of ground DPWH, LGUs DPWH TBD
water
- Periodic observation of water flow / level
8 Accident - Sign boards DPWH, LGUs, DPWH TBD
- Traffic violation crackdown by police Police
- Road safety education at schools and other
appropriate facilities

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Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
9 Transboundary - Strengthening of vehicle inspection DPWH DPWH TBD
Impact and
Climate Change
Total Cost TBD

Monitoring Plan
(1) Proposed EMoP
Table 17.7-16 presents general/typical proposed Environmental Management Plan (EMP) and
Environmental Monitoring Plan (EMoP) for mitigating the negative impact. Feasible and
specific EMP and EMoP shall be studied during the Feasibility Study.
Table 17.7-16 Monitoring Plan
Environmental Responsible Cost
No Items Location Frequency Supervisor
Item agent (Php)
Construction Stage
1 Air Quality PM10, PM2.5, SO2, Construction Once a Contractor DPWH TBD
CO, NO2 sites, major month
access routes
to the
construction
sites
2 Water Quality BOD5, COD, Oil and Rivers, Once Contractor DPWH TBD
Grease, pH, Total drainages, every
Coliform, Total camp yards, three-
Nitrogen, Total wells, springs month
Phosphorous, Total
suspended solids,
Turbidity, Arsenic, Iron,
Sulphate
3 Waste Types and amount of Temporal Once Contractor DPWH TBD
waste waste storage every
three-
month
4 Soil Soil quality test in Construction Once a Contractor DPWH TBD
Contamination accordance with the sites and camp month
baseline survey and yards
existing land use,
Monitoring accident,
maintenance record of
machineries and
vehicles, site
observation
5 Noise and Sound level and Construction Once a Contractor DPWH TBD
Vibration vibration. sites, major month
access routes
to the
construction
sites
6 Ground Visible observation on Surrounding Once a Contractor DPWH TBD
Subsidence markers and gauges structures of week
construction
sites
7 Offensive Odor Types and amount of Temporal Once Contractor DPWH TBD
waste, other specific waste storage every
cases such as oil three-
leakage month
8 Bottom Sediment Visible observation of Construction Once Contractor DPWH TBD
rivers and drainage sites and every
from construction sites rivers

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Environmental Responsible Cost
No Items Location Frequency Supervisor
Item agent (Php)
three-
month
9 Ecosystem Field confirmation by Construction Once a Contractor DPWH TBD
experts, number of sites and year
cutting trees (Mangrove surrounding
species) areas
10 Hydrology Visible observation, River, spring, Once Contractor DPWH TBD
interview, measurement well, etc. every
of water volume three-
month
11 Topography and Visible observation, Forest Once Contractor DPWH TBD
Geology reviewing of cut and fill (approach every
plan, tree cutting plan roads areas) three-
with certification month
12 Land Acquisition Internal / External Project Areas Following LGUs, DPWH TBD
and Resettlement monitoring report RAP NHA, other
defined in RAP, relevant
grievance records bodies
13 Poverty Internal / External Project Areas Following LGUs, DPWH TBD
monitoring report RAP NHA, other
defined in RAP, relevant
grievance records bodies
14 Ethnic Minority Internal / External Project Areas Following LGUs, DPWH TBD
and Indigenous monitoring report RAP and NHA, other
People defined in RAP, IPP relevant
grievance records, IPP, bodies
if any
15 Local Economy Internal / External Project Areas Following LGUs, DPWH TBD
such as monitoring report RAP, IRP NHA, other
Employment and defined in RAP, relevant
Livelihood grievance records, bodies
income restoration
program (IRP)
16 Land Use and Construction plan Project Areas Once Contractor DPWH TBD
Usage of Local including lease land, every
Resources grievance records three-
month
17 Water Usage Water volume, visible Water usage Once a Contractor DPWH TBD
observation, interview, areas month
grievance records
18 Existing Social Visible observation, Project Areas Once Contractor DPWH TBD
Infrastructure and interview, grievance every
Services records three-
month
19 Landscape Visible observation, Project Areas Once Contractor DPWH TBD
interview, grievance every
records three-
month
20 Gender Visible observation, Project Areas Once a Contractor DPWH TBD
interview, grievance month
records, list of
construction worker,
record of education,
number of facilities for
women in construction
site and camp yard
21 Children’s Right Visible observation, Construction Once a Contractor DPWH TBD
interview, grievance sites month
records, list of
construction worker,
record of education
22 Infectious Visible observation, Construction Once a Contractor DPWH TBD
Diseases such as interview, grievance sites month
HIV/AIDS

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Environmental Responsible Cost
No Items Location Frequency Supervisor
Item agent (Php)
records, record of
education
23 Labor Visible observation, Construction Once a Contractor DPWH TBD
Environment interview, grievance sites month
including Safety records, record of
education, record of
safety patrol, sign
boards
24 Accident Record of accident, Construction Once a Contractor DPWH TBD
record of education, sites and month, on
sign boards surrounding demand
areas
25 Transboundary Record of maintenance Construction Once a Contractor DPWH TBD
Impact and of machinery and sites year
Climate Change vehicles, sign boards
Operational Stage
1 Air Quality PM10, PM2.5, SO2, Residential Once a Regional DPWH TBD
CO, NO2 area, year Office (RO)
junctions, - DPWH
tunnels, etc.
2 Noise and Sound level and Junctions, Once a RO DPWH TBD
Vibration vibration. tunnels and year
residential
areas
3 Ground Visible observation on Surrounding Once a RO DPWH TBD
Subsidence markers and gauges structures of year
construction
sites
4 Hydrology Visible observation, River, spring, Once a RO DPWH TBD
interview, measurement well, etc. year
of water volume
5 Ethnic Minority Interview, observation, Project Areas Once a RO DPWH TBD
and Indigenous socio-economic survey, year
People if needed
6 Land Use and Regional development Project Areas Once a LGUs DPWH TBD
Usage of Local plan, visible observation year
Resources
7 Water Usage Water volume, visible Water usage Once a RO DPWH TBD
observation, interview, areas year
grievance records
8 Accident Record of accident, Project road Once a RO DPWH TBD
record of education, and year
sign boards surrounding
areas
9 Transboundary Record of maintenance Project road Once a RO DPWH TBD
Impact and of machinery and and year
Climate Change vehicles, sign boards surrounding
areas
Source: JICA Study Team

Implementation Structure
Implementation structure for the project will be established based on the country’s legal
frameworks with reporting/discussion channels to investors/development partners. Based on
existing project institutional plan such as Cebu-Mactan Bridge Construction Project under
JICA's cooperation, Table 17.7-17 and Table 17.7-18 shows rough implementation structure
of environmental and social considerations of the project.

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DPWH-UPMO Investor / Development Partner

Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit Internal
(NHA, DENR, etc.) (PMU) Monitoring / - Pollution & Natural
- People's Reviewing Environment Officer
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Grievance Redress Contractor / Sub Contractor /
Mechanism, etc. Supervision Consultant External Monitoring
- EIA expert (Foreign/Local) Agency
- RAP expert (Foreign/Local) External Monitoring

Table 17.7-17 Implementation Structure of Environmental and Social Considerations During

Construction Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)

Table 17.7-18 Implementation Structure of Environmental and Social Considerations During

Operation Stage
Stakeholder Meetings
(1) Key Informant Interview (KII)
Key Informant Interviews (KIIs) were conducted at the Municipal Halls of Sta. Rita, Samar
and Babatngon, Leyte on 24 and 27 of February 2020. The agenda was to brief the stakeholders
about the project as well as to seek their perception and engage their participation. The team
also interviewed representatives from DENR and the Municipal Mayors and Municipal
Engineers of the affected areas.
Based on the KII results, the following were the concerns and opinions of the people about the
proposed project:
 The officials of the Municipalities of Babatngon and Sta. Rita expressed their support to
the project as it will decongest the traffic in the existing San Juanico Bridge.
 The Municipality of Sta. Rita highlighted that this proposed project will be a big help to
them since it will reduce their travel time.
 The Municipality of Sta. Rita confirmed that the proposed alignment may damage the
existing natural ecosystem (marine, terrestrial and mangrove forests) where the project
will be located. They proposed that environmental mitigation should be followed for the
protection of the environment.

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 Both Municipalities acknowledged that the project will lead towards economic
development of their areas.

KII with the Municipal Officials of Sta. Rita KII with the Municipal Officials of Sta. Rita

(2) Focus Group Discussion (FGD)

The summary of FGD for the Project is shown in Table 17.7-19. Focus Group Discussion
(FGD) activities were initiated in the Municipality of Babatngon and the Municipality of Sta.
Rita with the aim of eliciting their issues and concerns (Table 17.7-20) regarding the
development and construction of the proposed project in their respective areas. Participants
made answers and showed concerns to specific fields such as gender, social and environmental
aspects given at the FGD. Project side replied that their comment and concerns are to be
reflected into the on-going survey and the succeding F/S. The activity tackled issues on
environment, social aspect, economy, and gender sensitivity. The participants were asked about
their positive and negative perceptions regarding the proposed Project.
Results of the FGD show that majority of the stakeholders support the project, both in
Babatngon and Sta. Rita. They perceived that the project will have a set of positive and
beneficial effects to their communities. The project can generate employment opportunities
during its construction as well as it will reduce their travel time to other municipalities
(Tacloban City or Ormoc City).
On the other hand, apprehensions about relocation of the possible affected structures and
agricultural lands were expressed during the discussion as they feared that some of the owners
will be relocated. In addition, they were concerned if the capacity/capability of the bridge or
road network will be able to withstand the occurrence of natural calamities.
Other issues tackled are the possibility that mangrove areas and existing schools might be
affected by the proposed project alignment.
Table 17.7-19 Summary of FGDs
Items Manolo Fortich Tagoloan
Venue Conference Room, Conference Room,
Sta. Rita Municipal Hall Babatngon Municipal Hall
Time & Date Time: 2:00 PM – 03:30 PM Time: 2:00 PM
Date: 24 February 2020 Date: 27 February 2020
Participants 14 persons (4 females and 10 males) 13 persons (5 females and 8 males)
- Municipal Mayor -Different heads of the municipal
- Representatives from different departments
municipal offices -DENR-EMB Region 8
-1st district DPWH Leyte
Agenda 1. Presentation of the project outline
2. Presentation of the general impact of Project
3. Group Discussion
4. Presentation by group
5. Question and Answer session
Source: JICA Study Team

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Table 17.7-20 Issues and Concerns
Given Fields Issues / Concerns from Participants
• Economic  Project would have a positive effect for the LGUs of Sta. Rita, Samar.
The travel time going to Tacloban City, Leyte will be shorter compared
to the travel time they are spending using the existing San Juanico
Bridge. If they do not want to pass through the area of Tacloban City,
Leyte, they can go directly to the area of Ormoc passing through
Babatngon, Leyte.
 With the construction of the bridge, the people of Sta. Rita, Samar can
have alternative access to transportation and lessen travel time.
 The decrease of agricultural areas and degradation of mangroves were
also identified to be the possible effects of the project.
• Gender  Once the construction of the bridge will push through, it can generate
employment opportunities for the local residents of the site. The
opportunities of employment for the people should be gender sensitive.
• Social  Eventually it was confirmed that there are no IPs within Sta. Rita, Samar.
 In terms of tourism opportunity, there is an area the LGU proposed to
serve as viewing deck within/near the project alignment.
 There are existing schools within the proposed project alignment.
According to one of the participants, the schools will be subject to
relocation in case the proposed project will be approved for
implementation.
• Environmental  It was determined that there is a possibility that a mangrove area might
be affected by the project alignment.
 For the protected forest areas, it was identified that the proposed project
alignment does not have protected areas/ forest areas. However, there are
agricultural lands/areas that will be affected.
 For the environmental aspects/issues, the project alignment was
identified to be located in areas where coconut trees need to be cut prior
to construction.

Mr. JM Agoncia from 1st district DPWH Leyte Consultant team explaining the things to be done
summarized the perception on the project impacts during the FGD

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Participants of the FGD in the Municipality Participants of the FGD in the Municipality
of Babatngon of Sta. Rita

(3) Stakeholders Meeting (SHM)

Stakeholders meeting (SHM) were undertaken on 22 February 2021. The SHM was held
through online platform due to COVID-19. For those who were not able to access to the internet,
the venues on the sites where people could participate to the online meeting were arranged.
A total of 163 persons (male 96 and female 67) including local people (affected barangay
residents, barangay caption) and representatives of Central/Regional/Local Government
officers joined the meeting. The agenda was to present the project description of Pre-F/S
including the proposed alignment, alternatives, outline of legal framework regarding
environmental and social considerations, and potential environmental and social impact due to
the project implementation. The detailed program of SHM is described in Section 13.8.4.
Table 17.7-21 shows the summary of comments, questions and suggestions raised in the open
forum. Some of the reactions of the residents are positive for their local economy and
accessibility, and they are looking forward on this Project. The major concerns of participants
were the linking to the regional road plan, the avoiding the mangrove area and the damage of
structures. DPWH and the JICA Study Team replied that their comments and concerns are to
be reflected in the report. Regarding the resettlement issues, DPWH explained its policy
regarding resettlement action plan (ROW Action Plan of DPWH) and the detail survey for
resettlement would be conducted in the succeding F/S.
Table 17.7-21 Opinion and Suggestions from Stakeholders
No Comment, Questions and Suggestion Answers
1 Question We cannot provide the exact location of the project
Would it be possible to reflect the alignment in since the alignment is not yet final.
google earth because we want to confirm the (DPWH and JICA Study Team)
number of structures to be affected by the project?
(Representative of Santa Rita, Samar/Male)
2 Suggestion The proposed alignment is not yet final because the
Would it be possible for the proposed alignment to project is still under the Masterplan and Pre-
connect to our road opening project located in Feasibility Study Stage. DPWH is open to
Brgy. Bagolibas and La Paz to avoid the protected suggestions and will consider the concern of the
mangrove area? LGU about the protection of mangrove areas.
(Vice Mayor of Santa Rita, Samar/Male) The assessment of possible impact of the removal of
mangroves will be studied further including the
identification of mangrove species and on how to
countermeasures/mitigate the impact of the project
in the environment.
(JICA Study Team)
3 Comment We will get the details of the road opening project to
We will provide the exact coordinates of their road the LGU of Sta. Rita then we will coordinate with
opening project. DPWH.
(Vice Mayor of Santa Rita, Samar/Male) (JICA Study Team)

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No Comment, Questions and Suggestion Answers
4 Comment The San Pascual alignment is more congested than
DPWH-VIII established three alignments for the the other alignment in which more houses and people
proposed 2nd San Juanico Bridge in Santa Rita part. will be affected.
One alignment is to be located in San Pascual (Representative of Santa Rita, Samar/Male)
because this is the shortest route to the highway.
(DPWH Region VIII/Male)
5 Suggestion The clarification of LGU Santa Rita will be noted
I would like to request the JICA Study Team to and considered.
take note of the clarification of LGU Santa Rita (JICA Study Team)
regarding the San Pascual alignment.
(DPWH Region VIII/Male)
6 Question As much as possible DPWH will avoid a
We would like to ask if a relocation site will be considerable number of people being affected.
provided to the affected people if San Pascual However, if the project cannot avoid the removal of
alignment will be pursued. structures and people. There is a policy about the
(DPWH Planning Service/Male) ROW Action Plan or RA 10752 that the government
shall acquire the properties provided that it will give
compensation to the Project Affected Families
(PAFs).
The project is still in the Masterplan and Pre-
Feasibility Stages. It is too early to identify the
relocation site at this stage. Moreover, based on the
Local Government Code, the LGU shall allocate
space for a relocation site.
(JICA Study Team)
7 Question The road is classified as a National Road before the
What is the classification of the existing San San Juanico Bridge is not constructed.
Pascual road? (Vice Mayor of Santa Rita, Samar)
(DPWH-PS/Male)
8 Comment It will be noted.
Based on DPWH Central’s assessment, the (JICA Study Team)
alignment in Babatngon Leyte is already
established. DPWH Central is just awaiting for the
alignment of Samar to be approved.
(DPWH-PS/Male)
9 Question The project has a positive impact on the LGU in
What is positive impact or benefit of this project in terms of economic and social aspects.
your LGU (Representative from Santa Rita, Samar/Male)
(JICA Study Team).
The project is good news to the LGU because it will
give a livelihood to the people that boost their local
economy. It will also help the local tourism because
of the easy access to their tourist sites and the
proposed 2nd San Juanico Bridge will be a landmark
in the LGU.
The project will give a better life to the people of
Santa Rita because it will provide an easy access to
the province of Leyte.
(Vice Mayor of Santa Rita, Samar/Female)
10 Question We are satisfied with the location of the proposed
We would like to ask if the location of the project bridge. We just requested to revise the alignment to
is acceptable to LGUs. avoid the area with mangrove trees.
(JICA Study Team). (Vice Mayor of Santa Rita, Samar/Female)
Source: JICA Study Team

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On-line Zoom Meeting Participants from Local Venue

Land Acquisition and Resettlement

Actual impact on land acquisition and resettlement can’t be firmly determine during this Pre
F/S stage hence necessary discussions in this chapter are based on rough estimation and there
is a need to continuously discussed and study in the succeeding F/S stage.
Requirement of Land Acquisition and Resettlement
The project will be the second alternative route between Layte and Samar island. Proposed
project outline based on the survey with a map of the target area is elaborated in Section 17.1.
Project component which will cause adverse impact is found as road construction, viaduct and
bridge as shown in Section 17.4. In addition, Section 17.9.1 elaborates further information.
Based on above-mentioned project outlines, this project requires land acquisition and
resettlement to construct roads and related facilities including bridges and viaducts.
Legal Frameworks on Land Acquisition and Resettlement
Laws and Regulations related to environmental and social issues in the Philippines are
summarized in the Chapter 13 of this report. The chapter also includes JICA's policy and gap
analysis.
(1) JICA's Policy on Resettlement
Following is JICA's policy on resettlement (as a reference).
The key principle of JICA policies on involuntary resettlement is summarized below.
I. Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by exploring all
viable alternatives.
II. When, after such an examination, avoidance is proved unfeasible, effective measures to minimize impact
and to compensate for losses must be agreed upon with the people who will be affected.
III. People who must be resettled involuntarily and people whose means of livelihood will be hindered or lost
must be sufficiently compensated and supported, so that they can improve or at least restore their standard
of living, income opportunities and production levels to pre-project levels.
IV. Compensation must be based on the full replacement cost1 as much as possible.
1
Description of “replacement cost” is as follows.
Land Agricultural The pre-project or pre-displacement, whichever is higher, market value of land
Land of equal productive potential or use located in the vicinity of the affected
land, plus the cost of preparing the land to levels similar to those of the
affected land, plus the cost of any registration and transfer taxes.
Land in Urban The pre-displacement market value of land of equal size and use, with similar
Areas or improved public infrastructure facilities and services and located in the
vicinity of the affected land, plus the cost of any registration and transfer
taxes.
Structure Houses and The market cost of the materials to build a replacement structure with an area
Other and quality similar or better than those of the affected structure, or to
Structures repair a partially affected structure, plus the cost of transporting building
materials to the construction site, plus the cost of any labor and
contractors’ fees, plus the cost of any registration and transfer taxes.

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V. Compensation and other kinds of assistance must be provided prior to displacement.
VI. For projects that entail large-scale involuntary resettlement, resettlement action plans must be prepared
and made available to the public. It is desirable that the resettlement action plan include elements laid out
in the World Bank Safeguard Policy, OP 4.12, Annex A.
VII. In preparing a resettlement action plan, consultations must be held with the affected people and their
communities based on sufficient information made available to them in advance. When consultations are
held, explanations must be given in a form, manner, and language that are understandable to the affected
people.
VIII. Appropriate participation of affected people must be promoted in planning, implementation, and
monitoring of resettlement action plans.
IX. Appropriate and accessible grievance mechanisms must be established for the affected people and their
communities.
Above principles are complemented by World Bank OP 4.12, since it is stated in JICA Guideline that “JICA
confirms that projects do not deviate significantly from the World Bank’s Safeguard Policies”. Additional
key principle based on World Bank OP 4.12 is as follows.
X. Affected people are to be identified and recorded as early as possible in order to establish their eligibility
through an initial baseline survey (including population census that serves as an eligibility cut-off date,
asset inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a
subsequent influx of encroachers of others who wish to take advance of such benefits.
XI. Eligibility of Benefits include, the PAPs who have formal legal rights to land (including customary and
traditional land rights recognized under law), the PAPs who don't have formal legal rights to land at the
time of census but have a claim to such land or assets and the PAPs who have no recognizable legal right
to the land they are occupying.
XII. Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods
are land-based.
XIII. Provide support for the transition period (between displacement and livelihood restoration.
XIV. Particular attention must be paid to the needs of the vulnerable groups among those displaced, especially
those below the poverty line, landless, elderly, women and children, ethnic minorities etc.
XV. For projects that entail land acquisition or involuntary resettlement of fewer than 200 people, abbreviated
resettlement plan is to be prepared.
In addition to the above core principles on the JICA policy, it also laid emphasis on a detailed resettlement
policy inclusive of all the above points; project specific resettlement plan; institutional framework for
implementation; monitoring and evaluation mechanism; time schedule for implementation; and, detailed
Financial Plan etc.

(2) Policy for Land Acquisition and Resettlement of the Project

The following is draft policy on land acquisition and resettlement of the project.
I. The Government of Philippines will use the Project Resettlement Policy (the Project Policy) for the Second
San Juanico Bridge Project (Temporal) specifically because existing national laws and regulations have
not been designed to address involuntary resettlement according to international practice, including JICA’s
policy. The Project Policy is aimed at filling-in any gaps in what local laws and regulations cannot provide
in order to help ensure that PAPs are able to rehabilitate themselves to at least their pre-project condition.
This section discusses the principles of the Project Policy and the entitlements of the PAPs based on the
type and degree of their losses. Where there are gaps between the Philippines legal framework for
resettlement and JICA’s Policy on Involuntary Resettlement, practicable mutually agreeable approaches
will be designed consistent with Government practices and JICA's Policy.
II. Land acquisition and involuntary resettlement will be avoided where feasible, or minimized, by identifying
possible alternative project designs that have the least adverse impact on the communities in the project
area.
III. Where displacement of households is unavoidable, all PAPs (including communities) losing assets,
livelihoods or resources will be fully compensated and assisted so that they can improve, or at least restore,
their former economic and social conditions.
IV. Compensation and rehabilitation support will be provided to any PAPs, that is, any person or household
or business which on account of project implementation would have his, her or their:

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・ Standard of living adversely affected;
・ Right, title or interest in any house, interest in, or right to use, any land (including premises, agricultural
and grazing land, commercial properties, tenancy, or right in annual or perennial crops and trees or any
other fixed or moveable assets, acquired or possessed, temporarily or permanently;
・ Income earning opportunities, business, occupation, work or place of residence or habitat adversely
affected temporarily or permanently; or
・ Social and cultural activities and relationships affected or any other losses that may be identified during
the process of resettlement planning.
V. All affected people will be eligible for compensation and rehabilitation assistance, irrespective of tenure
status, social or economic standing and any such factors that may discriminate against achievement of the
objectives outlined above. Lack of legal rights to the assets lost or adversely affected tenure status and
social or economic status will not bar the PAPs from entitlements to such compensation and rehabilitation
measures or resettlement objectives. All PAPs residing, working, doing business and/or cultivating land
within the project impacted areas as of the date of the latest census and inventory of lost assets(IOL), are
entitled to compensation for their lost assets (land and/or non-land assets), at replacement cost, if available
and restoration of incomes and businesses, and will be provided with rehabilitation measures sufficient to
assist them to improve or at least maintain their pre-project living standards, income-earning capacity and
production levels.
VI. PAPs that lose only part of their physical assets will not be left with a portion that will be inadequate to
sustain their current standard of living. The minimum size of remaining land and structures will be agreed
during the resettlement planning process.
VII. People temporarily affected are to be considered PAPs and resettlement plans address the issue of
temporary acquisition.
VIII. Where a host community is affected by the development of a resettlement site in that community, the
host community shall be involved in any resettlement planning and decision-making. All attempts shall be
made to minimize the adverse impacts of resettlement upon host communities.
IX. The resettlement plans will be designed in accordance with Philippines’ Domestic Resettlement Policies
and JICA’s Policy on Involuntary Resettlement.
X. The Resettlement Plan will be translated into local languages and disclosed for the reference of PAPs as
well as other interested groups.
XI. Payment for land and/or non-land assets will be based on the principle of replacement cost.
XII. Compensation for PAPs dependent on agricultural activities will be land-based wherever possible. Land-
based strategies may include provision of replacement land, ensuring greater security of tenure, and
upgrading livelihoods of people without legal land titles. If replacement land is not available, other
strategies may be built around opportunities for re-training, skill development, wage employment, or self-
employment, including access to credit. Solely cash compensation will be avoided as an option if possible,
as this may not address losses that are not easily quantified, such as access to services and traditional rights,
and may eventually lead to those populations being worse off than without the project.
XIII. Replacement lands, if the preferred option of PAPs, should be within the immediate vicinity of the
affected lands wherever possible and be of comparable productive capacity and potential. As a second
option, sites should be identified that minimize the social disruption of those affected; such lands should
also have access to services and facilities similar to those available in the lands affected.
XIV. Resettlement assistance will be provided not only for immediate loss, but also for a transition period
needed to restore livelihood and standards of living of PAPs. Such support could take the form of short-
term jobs, subsistence support, salary maintenance, or similar arrangements.
XV. The resettlement plan must consider the needs of those most vulnerable to the adverse impacts of
resettlement (including the poor, those without legal title to land, ethnic minorities, women, children,
elderly and disabled) and ensure they are considered in resettlement planning and mitigation measures
identified. Assistance should be provided to help them improve their socio-economic status.
XVI. PAPs will be involved in the process of developing and implementing resettlement plans.

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XVII. PAPs and their communities will be consulted about the project, the rights and options available to
them, and proposed mitigation measures for adverse effects, and to the extent possible be involved in the
decisions that are made concerning their resettlement.
XVIII. Adequate budgetary support will be fully committed and made available to cover the costs of land
acquisition (including compensation and income restoration measures) within the agreed implementation
period. The funds for all resettlement activities will come from the Government.
XIX. Displacement does not occur before provision of compensation and of other assistance required for
relocation. Sufficient civic infrastructure must be provided in resettlement site prior to relocation.
Acquisition of assets, payment of compensation, and the resettlement and start of the livelihood
rehabilitation activities of PAPs, will be completed prior to any construction activities, except when a court
of law orders so in expropriation cases. (Livelihood restoration measures must also be in place but not
necessarily completed prior to construction activities, as these may be ongoing activities.)
XX. Organization and administrative arrangements for the effective preparation and implementation of the
resettlement plan will be identified and in place prior to the commencement of the process; this will include
the provision of adequate human resources for supervision, consultation, and monitoring of land
acquisition and rehabilitation activities.
XXI. Appropriate reporting (including auditing and redress functions), monitoring and evaluation
mechanisms, will be identified and set in place as part of the resettlement management system. An external
monitoring group will be hired by the project and will evaluate the resettlement process and final outcome.
Such groups may include qualified NGOs, research institutions or universities.
Cut-off-date of Eligibility
The cut-off-date of eligibility refers to the date prior to which the occupation or use of the project area makes
residents/users of the same eligible to be categorized as PAPs and be eligible to Project entitlements. In
the Project, Cut-off-date will be declared during F/S phase.
Principle of Replacement Cost
All compensation for land and non-land assets owned by households/shop owners who meet the cut-off-date
will be based on the principle of replacement cost. Replacement cost is the amount calculated before
displacement which is needed to replace an affected asset without depreciation and without deduction for
taxes and/or costs of transaction. Further discussion will be implemented during resettlement action plan
(RAP) development.

Size and Areas of Land Acquisition and Resettlement

The project requires land acquisition and resettlement for construction of approximately 3.6
km road section (embankment and high-cut), an approximately 1.2 km bridge as well as 3
intersections. Rough estimate of necessary land acquisition areas and roughly counted affected
structures are shown in Table 17.8-1.
Table 17.8-1 Rough Estimation of Land Acquisition and Resettlement of SSJB
Approx. Land Affected
Component Number Remarks
Length acquisition Structures
1. Road 3.6 km - 21.6 ha 59 Estimation with
Sections fixed width of 60
m
2. Bridge 1.2 km 20 Small amount Limited within
abutment areas
3. Interchange - 3 15 ha - Estimation with
fixed area of 5 ha
per one interchange
Total - - Approx. 37 ha 59

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Policies of Compensation and Assistance
Entitlement matrix as a policy of compensation and assistance for land acquisition and
resettlement should be further discussed and elaborated in RAP which will be developed in
following study phases. This pre-feasibility study presumes possible form of impacts with
practical mitigation measures. Table 17.8-2 shows initial entitlement matrix of the project.
Table 17.8-2 Temporal Entitlement Matrix
Type of Loss Application Entitled Persons Entitlement
1. Land
Classified as Severely PAFs with Original • Cash Compensation for loss of entire land based
Agricultural, Affected Certificate of Title (OCT), on the current market value free of taxes.
Residential, Transfer • Transaction costs (e.g. administrative charges
Commercial, or Certificate of the Title and registration or title fees) .
Institutional (TCT) or Tax Declaration • If feasible, land for land will be provided in
(TD) showing 30 or more terms of a new parcel of land of equivalent value
years of continuous or productivity, at a location acceptable to PAFs
possession • Rehabilitation Assistance in the form of Skills
(Tax Declaration may be Training equivalent to PhP 15,000 per family, if
legalized to full title) the present means of livelihood is no longer
viable and the affected family will have to
engage in a new income activity.
Holders of Certificates of • Cash Compensation for loss of entire land at the
Land Ownership Award current market value free of taxes.
(CLOA) • Transaction costs (e.g. administrative charges
Granted under the and registration or title fees)
Comprehensive Agrarian • If feasible, land for land will be provided in
Reform Act terms of a new parcel of land of equivalent value
or productivity, at a location acceptable to PAF's.
• Rehabilitation Assistance in the form of Skills
Training equivalent to Php. 15,000 per family, if
the present means of livelihood is no longer
viable and the affected family will have to
engage in a new income activity.
Holders of Free or No compensation for land up to 20 m width if
Homesteads Patents and patent was granted prior to 1975 or up to 60 m
CLOA under CA 141 width for patents granted thereafter, but
compensation on land improvement only. For area
in excess of government lien, same as PAPs with
OCT
PAP's without OCT, TCT • Compensation on land improvement only
or Tax Declaration
Holders of Free or • Compensation on land improvements only
Homesteads Patents and • Disturbance compensation equivalent to five
CLOA under Public times the average of the gross harvest for the past
Land’s Act 5 years but not less than PhP 15,000
Lessees of Agricultural • Disturbance compensation equivalent to 5 times
Land the average gross harvest during the last 5 years
contrary to the statement of only 3 years but not
less than PhP 15,000
Agricultural • Financial assistance equivalent to the average
Tenant/Settlers/ gross harvest for the last 3 years but not less than
Occupants PhP 15,000 per hectare
PAF with TCT or TD • Cash compensation for affected land at the
Marginally
(Tax declaration may be current market value of land free of taxes
Affected legalized to full title)

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Type of Loss Application Entitled Persons Entitlement
Holders of CLOA granted • Transaction costs (e.g. administrative charges
under the Comprehensive and registration or title fees)
Agrarian Reform Act
Holders of Free or • Compensation on land improvements only
Homesteads Patents
CLOA under CA 141
Public Lands Act

2. Structure
• Cash compensation for the entire structure at
100 % Replacement Cost (compliant with RA
Owners with or without
10752) including transaction costs without
TCT or TD
deduction for depreciation or salvaged materials.
(Tax Declaration may be
• Inconvenience Allowance in the amount of Php
legalized to full title)
10,000 for relocation and new construction
Severely • Transportation Assistance
Affected Homeless, landless, • If qualified, apply for housing in LGU or NHA
underprivileged, informal Resettlement sites
occupants of public land, • Transportation Assistance to transfer to
except professional Resettlement Site or return to original province
squatters and squatting
(1) Residential Syndicates) as defined in
RA 7279
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100 % replacement cost
Affected (Tax Declaration may be
legalized to full title)
• Provide sufficient time (i.e. at least 3 months) for
moving
Renters and Rent-Free • If renters or rent-free occupants of dwelling
Severely
Occupants of Dwelling structures do not own any real property whether in
Affected
Structures the urban or rural areas as defined in RA 7279,
may apply for housing in LGU or NHA
Resettlement Sites only if they are qualified.
• Cash compensation for the entire structure at
Owners with or without
100 % Replacement Cost compliant with RA
Severely TCT or TD
(2) Commercial 10752) including transaction costs without
Affected (Tax Declaration may be
deduction for depreciation or salvaged materials.
legalized to full title)
• Transportation Assistance
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100 % Replacement Cost
Affected (Tax Declaration may be
legalized to full title)
• Cash compensation for the entire structure at
Owners with or without
100% Replacement Cost compliant with RA
Severely TCT or TD
10752) including transaction costs without
affected (Tax Declaration may be
deduction for depreciation or salvaged materials.
legalized to full title)
(3) Industrial • Transportation Assistance
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100% Replacement Cost
affected (Tax Declaration may be
legalized to full title)
3. Commercial Activity
(1) Business Severely • Rehabilitation assistance in the form of livelihood
Business Owner
Affected and skills training

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Type of Loss Application Entitled Persons Entitlement
• Administrative support to apply capital for small
business in cooperation with concerned LGUs
• Income Rehabilitation Assistance for the period to
the stoppage of business according to business/
income level based on tax record, income statement
and/or business permit for small scale business
commercial establishments only if business owners
continue their business at the remaining area or
another area. Appropriateness of the period of
business stoppage shall be validated with
concerned parties.
• Income Rehabilitation Assistance for the period to
the stoppage of business according to business/
income level based on tax record, income statement
and/or business permit for small scale business
Marginally
Business owners commercial establishments only if business owners
Affected
continue their business at the remaining area or
another area. Appropriateness of the period of
business stoppage shall be validated with
concerned parties.
• Rehabilitation assistance in the form of livelihood
Employees in displaced and skills training
establishments and lose • One month or longer prior notice to the
jobs for reasons of establishments
reasonably attributable to • Priority in employment during construction and
the damages caused by the operation stage of projects
project • Rehabilitation assistance in the form of skill
trainings and other development activities
4. Improvements
(1) Other Non- Severely or • Cash Compensation for the affected
PAFs with or without
Dwelling Marginally improvements at 100% Replacement Cost
TCT or TD
Structures Affected
5. Crops, Trees, Perennials
• Cash Compensation for crops, trees, and
Severely or
Owners of crops, trees, perennials in full replacement cost1
Marginally
perennials
Affected

6. Graves
Owners of graves • Compensate for the transfer/relocation cost of
graves in coordination with LGUs and relevant
Government Agencies.
• Ensure observance of practices/beliefs.
7. Vulnerable Households
(1) Additional Households with poor, solo • Cash allowance if it is justified as necessary
Support to Nos. 1 households, households • Administrative support for applying respective
to 6 above headed by elderly (over 60 governmental social welfare program based on
years old) or a disabled household conditions in cooperation with
person concerned LGUs
• Provide priority for jobs related to the project based
on capability of PAFs
• Rehabilitation assistance in the form of skill
trainings and other development activities
Homeless, landless, • If qualified, apply for housing in LGU or NHA
underprivileged, informal Resettlement sites
occupants of public land,

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Type of Loss Application Entitled Persons Entitlement
except professional • Transportation Assistance to transfer to
squatters and squatting Resettlement Site or return to original province
Syndicates) as defined in
RA 7279
8. Loss of Community or Public Structures
Severely or Community or public • Cash Compensation for entire or affected portion
marginally structure owners/ of the structure at 100% Replacement Cost.
affected administrators
1. According to World Bank OP 4.12, the replacement cost for fruit and trees are defined below:
For fruit: Where markets exist, the value of a tree of a specified age and use can be used to determine compensation rates.
Where markets do not exist, surrogate values must be determined. For timber trees, the value of a tree equals that of the
lumber. For fruit or fodder trees, the value is equal to the cumulative value of the fruit crop for its productive life (and any
timber value). If replacement trees are provided, good practice indicates that compensation be based on the value of the
harvests lost until the replacement trees come into full production (typically, 7–10 years). In the case of immature trees, a
less costly alternative may be to directly supply seedlings as a replacement and provide compensation for the resulting
delay in reaching fruit-bearing capacity.
For crops: When arrangements cannot be made to allow for harvest, the market value for lost cash crops is paid. In some
countries the value of the harvest is determined by the average market value of crops for the previous three years. Whatever
the multiplier, if food supplies are sold in the area enough cash compensation is paid to purchase equivalent supplies,
taking into account the possibility of price increases caused by heightened demand from DPs. In areas of predominantly
subsistence production, good practice recommends that in-kind compensation be made for subsistence crops.
Source: JICA Study Team

Grievance Redress Mechanism

Grievance Redress Mechanism (GRM) is an indispensable part of RAP and defined in
LARRIPP (2017). Usually, a responsible body called Grievance Redress Committee is
organized to manage GRM appropriately. Generally, Resettlement Implementation Committee
(RIC) and LIAC (Local Inter-Agency Committee) that consist of LGUs and other relevant
authorities play a role of GRC in Philippines. Also, ESSD in DPWH functions as internal
monitoring agency to monitor and follow up GRM. GRM for SSJB shall be discussed further
in following phases such as F/S when RAP is developed.
As a reference, outlines of GRM in the case of "RAP from Cebu-Mactan Bridge Project (2019)"
is summarized as follows.
- RIC's responsibilities is to receive and record the voices, complaints opinions and suggestions
provided by the PAPs, except complaints and grievances that specifically pertain to the
valuation of affected assets since such will be decided upon by the proper courts, and to address
them as the first stage of the decision-making body.
- If the response to the complaint is deemed inadequate in the view of the PAPs, they may
elevate their grievance to the ROW Task Force that consists of higher-level officials of DPWH
Central Office before resorting the case finally to the court. Under this project, grievances from
the PAPs would be handled in the following manner.
- Grievance shall be filed by the PAP with the RIC who will act within 15 days upon receipt,
except complaints and grievances that specifically pertain to the valuation of affected assets,
since such will be decided upon by the proper courts.
- If no understanding or amicable solution can be reached, or if the PAP does not receive a
response from the RIC within 15 days of registry of the complaint, he or she can appeal to the
ROW Task Force, which should act on the complaint or grievance within 15 days from the day
of its filing
- If the PAP is not satisfied with the decision made by the ROW Task Force, he/she, as a last
resort, can submit the complaint to any court of law PAPs shall be exempted from all
administrative and legal fees incurred pursuant to the grievance redress procedures as is
guaranteed under LARRIPP (2007). All complaints received in writing (or written when
received verbally) from the PAPs will be documented and shall be acted upon immediately

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Implementation Structures
Implementation structure for SSJB will be established based on the country’s legal frameworks
with reporting/discussion channels to investors/development partners. Based on existing
project institutional plan such as Cebu-Mactan Bridge Construction Project under JICA's
cooperation, Figure 17.8-1 and Figure 17.8-2 shows rough implementation structure of
environmental and social considerations of the project.
DPWH-UPMO Investor / Development Partner
Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit
Internal
(NHA, DENR, etc.) (PMU) - Pollution & Natural
Monitoring /
- People's Reviewing Environment Officer
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Resettlement Contractor / Sub Contractor /
Implementation Supervision Consultant External Monitoring
Committee (RIC), - EIA expert (Foreign/Local) Agency
etc. - RAP expert (Foreign/Local) External Monitoring

Figure 17.8-1 Implementation Structure of Environmental and Social Considerations During

Operation Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)

Figure 17.8-2 Implementation Structure of Environmental and Social Considerations During

Operation Stage

Implementation Schedule
Implementation schedule cannot be determine with certainty during this pre-F/S stage without
F/S, RAP, and other plans and activities during the civil works. However, it is roughly
estimated that land clearance requires at least two years after RAP is authorized. During that
time, final parcellary survey with census are required to determine eligible PAPs and other
preparation and processes such as negotiation, payment, preparation of relocation sites, etc.
will take certain time. These processes are discussed in RAP based on size of impact.
Cost and Budget
Cost and budget for land acquisition and resettlement shall be calculated with the results of
RAP related field surveys such as census survey, parcellary survey, replacement cost survey,
and so on in following study phases such as F/S. If roughly estimate such cost for 21.6 ha of

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land and 59 households with unit price of 100 USD (equal to 5,000 Php) per sqm and 5,000
USD (equal to 250,000 Php) per structure, total cost is estimated approx. 21,600,000 USD for
land acquisition and 295,000 USD for structures (Totally around 22 million USD). This rough
calculation is not accurate because of uncertain unit price, areas including public land, and any
other assumptions.
Monitoring by Implementing Agency and Monitoring Forms
Contents of internal and external monitoring shall be discussed during RAP development and
that will provide monitoring forms.
Public Consultations
Public consultations for actual project affected persons (PAPs) will be implemented in
following phases such as F/S when RAP is developed. Stakeholder meetings during master
plan study invited representatives of residents, expected PAPs and outlines are described in
separated materials (will be implemented in February 2021, and the results will be involved in
FR of the master plan study.)
Economic Evaluation of the Project
General Methodology of Economic Evaluation
Economic validity of the project was evaluated by economic benefits and costs “With” and
“Without” the projects. EIRR are calculated by using economic benefits and economic costs.
Economic benefits are estimated by calculating unit VOC, TTC and the demand forecast in
Section 17.3. Assumptions of economic evaluation is shown in Table 17.9-1.
Table 17.9-1 Assumptions of Economic Evaluation
Items Assumptions Remarks
Social Discount Rate 10%
2022-2057 2022-2027: Detailed Design (D/D), Right of Way (ROW)
Project Period Acquisition, and Civil Work
2028-2057: Operation (30 years)
Price Level Year 2020 Inflation is not considered.
1) 10% of Construction Cost
Physical Contingency 10%
2) 10% of Consulting Service Cost
Source: Department of Finance and National Economic and Development Authority (NEDA) (2016) “Revisions on
ICC Guidelines and Procedures Updated Social Discount Rate for the Philippines” for discount rate, NEDA
(2004) “ICC PROJECT EVALUATION PROCEDURES AND GUIDELINES” for physical contingency.

Economic Cost for the Project

Economic cost includes construction cost, ROW cost, consulting service cost and
administration cost of the projects. VAT (12%) was deducted from financial cost of the project.
Since this is an approximate cost, it needs to be discussed in detail in the F/S.
• ROW cost: unit cost of land (Residence and Agriculture) and total ROW area
• Consulting service cost: 8% of construction cost (DED: 3%, CS:5%)
• Administration cost: 3% of construction cost
(1) Financial Cost to Economic Cost
Financial cost and converted economic cost are shown in Table 17.9-2 and Table 17.9-3.
Table 17.9-2 Financial Cost
Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
9,171 52 275 459 328 10,285
Source: JICA Study Team

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Table 17.9-3 Converted to Economic Cost

Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
8,188 48 246 409 293 9,184
Source: JICA Study Team

(2) O&M Cost

O&M cost is set at 1% of construction in this Pre-F/S. It is estimated at 82 million pesos/year.
Economic Benefit of the Project
Economic benefits were calculated by measuring “Saving of TTC and VOC” since they are
measurable in monetary value. JICA study team estimated Unit TTC and VOC in 2019, which
are explained in Section 12.4. The economic benefit of the projects is shown in Table 17.9-4.
Table 17.9-4 Economic Benefit of the Projects
Unit: million PHP/Year
Economic Benefit (TTC+VOC Saving)
2028 2040
959 1,836
Source: JICA Study Team

Results of Economic Evaluation

(1) Results of Base Case
The following economic indicators: EIRR, B/C and ENPV of the project were calculated.
Calculation formula and remarks of them are explained in Section 12.4. Results of economic
evaluation are shown in Table 17.9-5.

Table 17.9-5 Results of Economic Evaluation

Indicators of Economic Analysis
EIRR (%) B/C ENPV (million PHP)
11.4% 1.17 1,083.7
Source: JICA Study Team

(2) Sensitivity Analysis

Sensitivity analysis of EIRR regarding the economic cost and the economic benefit is
conducted. Results of sensitivity analysis of economic evaluation are shown in Table 17.9-6.
If the benefit is minus 10% with the base case and plus 10% of the cost and the benefit is base
case with plus 10% of cost, EIRR is lower than 10%. Therefore, the project is feasible in the
cases excluding the above cases.
Table 17.9-6 Sensitivity Analysis of EIRR
Cost
EIRR
-10% Base Case +10%
-10% 11.3% 10.4% 9.7%
Benefit Base Case 12.3% 11.4% 10.6%
+10% 13.2% 12.3% 11.5%
Source: JICA Study Team

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Conclusion and Recommendation
The main purpose of the Pre-F/S is to identify issues to be addressed during the F/S stage by
examining the alternative alignments and long-span bridge type between Leyte Island and
Samar Island utilizing the limited basic data such as the available free satellite maps and
contour map data.
During the conduct of the F/S, Pre-F/S results must be referred to before proceeding with a
detailed field survey (During the Pre-F/S, it could not be conducted sufficiently due to the
restrictions brought about by the COVID-19 pandemic), such as topographic survey including
the strait condition, geological survey, environmental impact study, evaluation of alternative
routes, design outline, cost estimation, economic analysis and minimization of negative
impacts to the natural environmental such as mangroves.
Lastly, determination of bridge location using comparative study of the two proposed
alternatives during the Pre-F/S based on a detailed survey is one of the main focuses in the F/S
stage. With regards to the mitigation of impact to mangroves, it is necessary to discuss the
conservation policies based on the surveyed types and ages of trees with DENR.
Bridge
For more than 50 years, the San Juanico Bridge has created an excellent surrounding
environment, making it a bridge that is loved not only by local residents but also by the
Filipinos. The 2nd San Juanico Bridge will be inevitably compared to the current bridge.
Therefore, while considering "respect for the existing bridge," the Study Team compared and
considered "progress of technology and materials" and "reduction of maintenance works," and
proposed an overall superior Arch Bridge, which the general plan is shown in Figure 17.4-9.
Regarding the bridge position of the 2nd San Juanico Bridge, it is recommended to be located
at the narrowest section of the strait 15 km away from the existing bridge. This is not only due
to the effort not to distract the magnificent scenery of the existing bridge but also considering
economic efficiency.
No site survey was conducted in this report. Therefore, it is necessary to further investigate the
following:
1. Survey
- Topographic survey
- Bathymetric survey
2. Wave flow survey (velocity, flow direction)
3. Meteorological and Oceanographic survey (wind direction/speed, wave, storm surge, tide
level)
4. Geological and soil survey (the scheduled pier location on the land and the sea)

The width of the navigation channel is 113m, but the appropriate span length depends on the
water depth at the bridge site and the shape of the channel. Therefore, it is recommended to
conduct a wide range (Area-A, shown in Figure 17.4-3) topographic survey and water depth
survey.
Road
Hereunder are the necessary information to investigate further:
 The position of the tower and the height of the power lines as it intersects the project road.
It is necessary to get the information from HVDC.
 The natural condition of mangroves at swampy areas.

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Environmental and Social Considerations
During the following F/S stage, a detailed survey and analysis of environmental and social
considerations should be carried out with more accurate project design to understand the
following impacts:
(1) General Issues
 Confirmation of construction methodology and necessary machinery and vehicles.
 Confirmation of soil borrow pit, quarry, waste dumping site, etc.
 Necessary budget for mitigation and monitoring.
 Confirmation of specific role and responsibility for mitigation, monitoring, and
resettlement implementation.
 Stakeholder Meetings and Public Consultations as F/S level.
 F/S and RAP shall refer issues and concerns from FGDs and SHMs in Table 17.7-20 and
Table 17.7-21 to develop their contents.
(2) Pollution Control
 Measurement of necessary items of air, water, noise and vibration, etc. as baseline data, at
appropriate locations in appropriate seasons (e.g., dry and wet season) are necessary.
 Survey for soil quality (possible contamination) and geological conditions based on boring
survey, soft soil survey, and relevant surveys for tunnel sections for determining risks of
subsidence and liquefaction of ground.
 Quantitative forecasting and evaluation for the future impact should be discussed
including numerical simulation.
 Further study for waste and waste water treatment status and possible impact is required.
 Some important parameters such as BOD in water quality shall be measured additionally
in the F/S phase.
(3) Natural Environment
 Field surveys for fauna and flora at appropriate locations in appropriate seasons (e.g., dry
and wet season).
 Impact on the ecosystem due to cutting mangroves in the swampy area based on detailed
survey for living species including IUCN species.
 Location of major habitat with specific location of nesting areas and feeding areas around
the project area shall be confirmed.
 Impact due on coral reefs around the sea areas shall be confirmed further in following F/S-
Study, although direct impact may not be expected at this pre-F/S stage.
 Alternative discussion shall be done again to avoid protected areas (sensitive areas from
development impact based on JICA’s Guidelines for Environmental and Social
Considerations) as many as possible.
 Alternative route shall be carefully studied and discussed in the F/S to avoid or minimize
the impact on mangrove forests.
(4) Social Environment
 RAP-related surveys including Census, Socio-Economic Survey, Inventory of Loss,
Replacement Cost Survey, and etc.
 Confirmation of status of vulnerable people including poor people and illegal resident
around the project area.
 Confirmation of status of ethnic minority and/or indigenous people.
 Impact on livelihood of fishery such as fish cultivation and coastal fishery shall be
surveyed and considered with appropriate compensation and assistance in RAP, if any.
 Confirmation of public/social facilities around the project sites.

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 Impact on the existing water resources and water usage by resident due to the
interception/changing of groundwater flow caused by the construction of road structures
including soft ground treatment or liquefaction measures.
 Necessity of compensation for fishery activities, if any.
 Surveys finding traffic-vulnerable people and relevant facilities including schools shall be
implemented during F/S phase and road safety education might be considered as one of
the mitigation measures of accidents.
 In case that livelihood of PAPs is likely to be affected based on socioeconomic survey and
stakeholder meetings during F/S and/or monitoring processes during implementation,
appropriate compensation and livelihood restoration program to PAPs shall be provided
based on RAP.
 Land price along the project sites may increase after the completion of each project area.
Therefore, actual unit prices for compensation shall be determined based on replacement
cost surveys which reflect transaction prices of PAP’s properties in and around the project
areas so that PAPs can recover and keep their living environment.
 Further study of traffic volume, traffic characteristics, business along the existing road are
required to determine indirect impacts including economic impact and necessity of
mitigation measures due to bypass function by the new highway in F/S.
 Project-induced impact on business along existing road bypassed by the planned highway
shall be discussed in the items of “Poverty” or “Local Economy such as Employment and
Livelihood”. In addition, appropriate mitigation measures shall be proposed if any such
impact is expected based on the results from stakeholder meetings and any other surveys.
 JICA asks the project proponents to consider following conditions. In case that impact is
expected on existing roads bypassed by the highway, relevant households and/or business
bodies should be involved in public participation processes such as stakeholder meetings,
and socioeconomic survey shall be implemented, if necessary.

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 CHAPTER 18

AGUSAN DEL NORTE

– BUTUAN CITY LOGISTICAL
HIGHWAY
 Project for Masterplan on High Standard Highway Network Development (Phase 2)
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CHAPTER 18
AGUSAN DEL NORTE – BUTUAN CITY LOGISTICAL HIGHWAY
18.1 Project Background and Existing Condition
The Agusan del Norte - Butuan City Logistical Highway Project is an important component of
the Mindanao Logistics Infrastructure Network being promoted by the Philippine Government.
This project is planned as a logistical road that connect the Asian Highway No. 26 to Masao
International Port and Nasipit Port crossing over the Agusan River on the way to Butuan City
in Caraga Region. The area is near the sea, of a flat terrain and the ground level is about 5 m
while the area near the end point is of a hilly terrain and the ground level is about 20 m. The
area of the project road is of soft ground. A number of small rivers and creeks flows to Agusan
River. There are mangroves in the swampy areas and ponds for fish farming abounds.
Appropriate treatment measures regarding the soft ground condition are required during the
road planning and construction.

NPR No.1
(Asian Highway No.26)

Prt.Masao Butuan Bridge

Taguibo

SEZ
Prt.Nasipit
SEZ
SEZ
SEZ
SEZ
SEZ
Bancasi Airport

1st Bridge

2nd Bridge

3rd Bridge

Source: Butuan City Planning Office

Figure 18.1-1 Location of Agusan del Norte - Butuan City Logistical Highway
Butuan City is geographically divided into east and west by the Agusan River. There are
existing two bridges: the 1st Magsaysay Bridge is made of a steel truss and the 2nd Magsaysay
Bridge is a cable-stayed bridge constructed as a JICA Yen Loan Project. Both bridges are a 2-
lane road. A third bridge is planned at the 12-km upstream of the second bridge (Figure 18.1-1).
The local regional government formulated the Caraga Regional Development Plan 2017-2022
and the Caraga Coastal Regional Economic Development Action Plan, while the city
government of Butuan have an updated City Land Use Plan 2019-2048. In these development
plans, six major industrial parks or SEZ are planned along the project road that functions a
development axis. Currently, a small part of Taguibo SEZ. The city is planning to attract
Japanese companies such as agricultural processing industry. The city is also planning the
development of a new city such as Airport City and University Town. These future plans would
generate heavy traffic and sure to cause traffic congestion (Figure 18.1-2).

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New Butuan Bridge

Source: Butuan City Planning Office

Figure 18.1-2 Future Urban Structure of Butuan City

DPWH has planned and has started the construction of portion of the road along the alignment
plan of this project. Bridges are currently under construction in the western area of the Agusan
River. However, these bridges are constructed with two lanes and do not satisfy the geometric
condition of the project road which are planned by HSH Class-2. According to the DPWH
Regional Office, these roads are planned and constructed along the planned alignment of the
project road, but this will function as a service road of the future project road (Figure 18.1-3).
The current condition of the area along the road alignment is presented in Figure 18.1-4 and
Figure 18.1-5)

6
5
DPWH F/S route
8
9 7 3
4
2
1
10
12 11

*Number shows the photo location

Source: JICA Study Team

Figure 18.1-3 Location of Snapshots along the Project Road and in Butuan City

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Source: JICA Study Team

Figure 18.1-4 Existing Condition of the Project Road Area

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Source: JICA Study Team

Figure 18.1-5 Existing Condition of the Project Road Area

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18.2 Outline of Project

Selection of Route and Position of Bridge

DPWH has already specific idea of the route of the entire Agusan del Norte - Butuan City
Logistical Highway except for the Butuan Bridge section. The alignment of the project has
been confirmed based on the Mindanao Logistical Highway Network Plan and SEZs location
planned by the local government of Butuan city. Therefore, the route of DPWH with a total
length of 38 km is applied in the pre-F/S as shown in Figure 18.2-1. It is proposed as short
term (the present to 2025) in the implementation program for HSH Class-2.
The proposed New Butuan Bridge would be a long span bridge of more than 500 m in length
including its approach road. A vast area along the route is of soft ground with a depth of about
20 to 30 m. The application of an advanced technology is expected for the design and
construction of the long span bridge considering soft ground treatments. This Pre-F/S is
conducted for the Phase-1 which requires an advanced technology (Figure 18.2-1). Existing
condition of the area is presented in Figure 18.2-2.
Table 18.2-1 Outline of Pre-F/S: Butuan City Logistical Highway
Butuan City Logistical Highway
Name
(Agusan del Norte - Butuan City Logistical Highway)
Class HSH Class-2
Length 19.2 km (New Road)
Number of Lanes 4 lanes
Design Speed 60 km/h

Target section for the pre F/S

New Butuan Bridge

1st Bridge

2nd Bridge

Source: JICA Study Team

Figure 18.2-1 Target Phase for Pre-F/S

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View from 1st Magsaysay Bridge View from 1st Magsaysay Bridge

View near proposed route View near proposed route

Land use in the eastern area Land use in the eastern area

Land use in the western area Land use in the western area
Figure 18.2-2 Existing Condition near the Proposed Route

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Existing Traffic Condition and Traffic Demand Forecast

(1) Existing Traffic Condition

The urban area of Butuan City is divided by Agusan River. Two bridges connect the divided
city. According to the traffic survey result by the DPWH, the traffic volume of the 1st
Magsaysay Bridge is 19,400 PCU/day in 2019. The traffic volume on the 2nd Magsaysay Bridge
is estimated at 6,600 PCU/day in 2019 (Table 18.2-2). Since the number of lanes of each bridge
is two, the maximum capacity is around 15,000 PCU/day. The capacity of the 1st Magsaysay
Bridge therefore has been reached (or the bridge is serving a traffic beyond its capacity) while
the 2nd Magsaysay Bridge can still accommodate some additional traffic. The total capacity of
the two bridges is 30,000 PCU/day and currently the total traffic using the two bridges are
26,000 PCU/day. Hence the two bridges are closely reaching their total capacity which help
justify to construct additional bridge.
Table 18.2-2 Current Traffic Volume of Agusan on Butuan Bridge(2019)

Road class (Bridge Name) veh./day PCU/day

National road
16,800 19,400
(1st Magsaysay Bridge)
National road
4,700 6,600
(2nd Magsaysay Bridge)
Total 21,500 26,000
Source: DPWH

(2) Development Plan Affecting Future Traffic Volume

The population and GRDP of Butuan City area are estimated and presented in Table 18.2-3.
The population in 2040 is projected to reach around 500,000. The annual growth of GRDP is
estimated by 6.0%. The planed six (6) SEZ along the route of the project road covering an area
of 68,000 hectares is expected to create 70,000 employment that affect the future traffic demand
of the project road.
Table 18.2-3 Current Socio-Economic Indicator in Butuan City
Year 2040/2019
Year 2019 Year 2040
(Annual growth rate)
Population (thousand) 389 485 1.25 (1.1%)
GRDP (million PHP) 40,009 140,867 3.52 (6.2%)
Source: DPWH

(3) Future Traffic Demand Forecast

The future traffic demand is estimated to understand the number of users of the road project in
the future. This is data is important as well in the economic evaluation of the project. The basic
assumptions in the demand forecast analysis are as follows:
• Year: 2040
• Method of traffic demand forecast:
✓Traffic assignment,
✓Road network: 2040 road network including all proposed HSH class1 and HSH class 2,
✓Link condition of the project road 4-lane, non-Toll road,
✓OD table: 2040, 4-type vehicles (Car, Jeepney, Bus and Truck).

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Since traffic zone in the OD table are large for analysis of traffic flow for the project road, the
OD table was divided to create the suitable OD table for the analysis. The internal traffic
volume was set in consideration of Butuan Industrial Development Plan, growth of population
and GRDP.
Future Traffic Volume of the project road is forecasted as shown in Table 18.2-4. Based on the
traffic demand forecast, the new road project is expected to attract around 26,600 PCU per day
under Scenario 2 (100% progress of area development and occupancy rate of SEZ is 100%). In
the case of the Scenario 1 (50% progress of area development), the estimated traffic volume
would be 15,200 PCU per day in 2040. This value corresponds to the road traffic capacity of a
2-lane road. If the area development will progress by more than 50%, a 4-lane road is needed.
It is desirable to plan for four lanes for the time being taking into account future traffic demand.
Table 18.2-4 Future Traffic on Butuan Bridge
Unit : PCU/ day
Butuan 2nd Magsaysay Total
1st Magsaysay
Section Bridge Bridge (Annual Growth
Bridge
(New Project) Rate 2019-2040)

Year 2019 - 19,400 6,600 26,000

Scenario 1
Year 2040
15,200 11,200 9,100 35,500 (1.6%)
50% progress of SEZ
development
Scenario 2
Year 2040
26,600 15,500 13,600 55,700 (3.9%)
100% progress of SEZ
development
Source: JICA Study Team

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18.3 Preliminary Highway Design

Applied Design Standards and Criteria

The following design guidelines were applied:
• DPWH Design Guidelines, Criteria and Standards Volume 4, Highway Design (2015)
• AASHTO A Policy on Geometric Design of Highways and Streets, 7th Edition (2018)
• Japan’s Road Structure Ordinance (2015)
The project road is classified as a highway in accordance with DPWH’s 2015 Design Guideline
and classified as HSH Class-2 in this HSH Master Plan. The geometric design standards
specified in the 2015 Design Guideline of the DPWH are applied on the project road and
supplemented by the AASHTO, A Policy on Geometric Design of Highways and Streets, 7th
Edition (2018) and Japan’s Road Structure Ordinance (2015). The geometric design standards
for main elements are shown in Table 18.3-1.
Table 18.3-1 Geometric Design Criteria
Item Standard Value
Road Class HSH Class-2
Design Speed 60 km/h (Flat Terrain)
Number of Lane 4-lane
Lane 3.5 m
Shoulder Out side 3.0 m
Width
In side 0.5 m
Median 2.0 m
Minimum Horizontal Radius 150 m
Maximum Vertical Grade 5%
Maximum Vertical Crest 2,000 m (K=20)
Curve Radius Sag 1,500 m (K=15)
Minimum Vertical Curve Length 60 m
Vertical Clearance 5.0 m
Right of Way 60 m
Source: JICA Study Team

Typical Cross Section

The typical cross section of the road project is illustrated in Figure 18.3-1.

Source: JICA Study Team

Figure 18.3-1 Typical Cross Section of Embankment of the Project Road

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Alignment Design and Cross Section Design

(1) Alignment Design

The horizontal alignment was planned following in principle the alignment determined in the
study of Agusan del Norte - Butuan City Logistical Highway by the DPWH.
The vertical alignment was planned based on the topographic condition of the existing ground
level including river’s level. The addition of a gradient was adopted in consideration of
drainage.
(2) Cross Section Design
The cross section for embankment and cutting was planned in consideration of the traffic safety
and the road structure. The designed cross section elements are as follows:
 Carriageway width: 7.0 m (2 lanes) *2 direction,
 Medium strip width: 3.0 m,
 Shoulder width: 3.0 m including 1.0 m soft shoulder,
 And, super elevation of 2.0% is added.
(3) Embankment Structure Design
The slope gradient was planned as 1V:2H for embankment, and 1V:1H for cutting. The gabion
works was planned in order to protect the slope embankment near the river in consideration of
the flooding and the soft ground.
(4) Soft Ground Treatment

1) Geological Condition
The geological condition of the project area is summarized as shown in Figure 18.3-2 in
reference to the existing geological information. Aluvium deposits form the plain around the
target area along the Agusan River, and the terrain Pliocene-Pleistocene sediments surrounds
the plain.
In reference to the geotechnical investigation report for Lumbocan Bridge by DPWH, one of
the borehole logs near the area (approx. 1.3 km from the project road) shows that the loose sand
and soft silt/clay layer deposit at depth of approx. 30m as shown in Figure 18.3-2.
According to this borehole log, a high possibility of liquefaction in Layer (1), (3), harmful
consolidation settlement in Layer (4) and (5) and sliding failure are expected to occur due to
these loose and soft layers. Unexpected deformation of soil layers may cause damage of
abutment structure, insufficient height of embankment to the flood level, and harmful
roughness of the pavement. Therefore, a suitable soft ground treatment measures to deal with
this geological condition is required for the implementation of the project road design and
construction.

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STA.11+500

(1) Sandy Clay N=9-11 (Ave.10)

(2) Silty Sand N=15-56 (Ave.29)

(3) Silty Sand N=14-20 (Ave.17)

(4) Sandy Clay N=3-5 (Ave.4)

(5) Sandy Clay N=4-9 (Ave.7)

(6) Silty Sand N=11-80 (Ave.>50)

Source: Geological map-JICA Study Team, Borehole log: Geotechnical Investigation Report on Lumbocan Bridge
Figure 18.3-2 Geological Condition and Existing Borehole Log

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2) Soft Ground Treatment Method

The soft ground treatment methods are classified based on the principles shown in Table 18.3-2.
The table shows the typical methods, their principles and expected effects. Considering the
expected problems of the ground condition at the project site, countermeasures to reduce risks
due to liquefaction, consolidation settlement and sliding failure are considered in this study.
Table 18.3-2 Soft Ground Treatment Methods, Principle and Expected Effects

Expected Effects
Settlement Stability Deformation Liquefaction

Measures to reduce damage of

Preventing liquefaction

Increase in strength gain due

Reduction in total settlement

structure under liquefaction

Improvement of sand

Dispersion of excess pore

Increase in resistance force

Increase in effective stress

Reduction of sliding force
properties

Securing trafficability
Reduction of residual

Principle Typical methods

Grading treatment
Reduction of stress
Isolation of stress

Control of shear
to consolidation

water pressure
Consolidation
Densification

Reduction of

deformation
saturation
settlement

Surface water drainage +

Sand mat + +
Slow banking method +
Consolidation Surcharge + +
and drainage Sand drain + +
Vertical drain Vertical drain + +
Vacuum consolidation + +
Groundwater level reduction + + + +
Sand compaction pile + + + + + +
Vibratory Rod compaction +* +
compaction Vibro-floatation +* +
Vibro-tamper +* +
Compaction Falling weight
compaction +* +
Static compacted
sand pile + + + + + +
Static
compaction Static pressure-fit
compaction +
Shallow soil stabilization + + + + +
Mechanical mixed + + + + + + +
Deep mixed
Cementation Jet grouting + + + + + + +
Lime pile + + + +
Chemical injection + + +
Freezing +
Excavation
replacement Excavation replacement + + + +
Lowering Pore
water pressure Pore-pressure dispersing +
Styrofoam block + + +
Lightweight Bubble-mixed
embankmen lightweight soil + + +
Load reduction
t Formable bead-mixed
lightweight soil + + +
Culvert + + +
Embankment
reinforcement Embankment reinforcement + +
Counterweight filling + +
Structural Contiguous wall +
measures Sheet pile + + +** +
Pile + + + +
Reinforcing
materials
Geosynthetics + +
+*; Effective for sand ground, +**; Cases with drainage function
Source: Design and Construction Guideline on soft ground treatment for road projects, 2012 Japan Road Association

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As a result of considering the effect and applicability of the measures, two methods below are
applied in the project shown in Table 18.3-3.
Table 18.3-3 Soft Ground Treatment Methods for the Project

Method Outline Advantage/Disadvantage

PVD Install the drainage material into ➢ Many experiences in the world and
(Pre-fabricated ground by specified machine easy to obtain materials. Low cost.
Vertical Drain) and accelerate consolidation ➢ Limited effect (decreasing residual
settlement for reduction of settlement only), long construction
residual amount. period is required
DMM Mix cement material with soil ➢ Certain effect.
(Deep Mixing on the ground by specified ➢ Without harmful effect to adjacent
Method) machine. Cemented column will structures during construction.
have high strength and resist to ➢ High cost.
horizontal/vertical load.
Source: JICA Study Team

3) Layout Plan of Soft Ground Treatment

For road sections that need to deal with soft ground treatment, measures with certain effect is
required near the abutment structure and measures for accelerating settlement in other high
embankment sections based on the similar projects. The depth of PVD is assumed to be 20m
from the ground considering the soil strata and the load effect of embankment. The DMM for
the abutment sections is assumed to be 30m from the ground. The concept layout of soft soil
treatment method near an abutment is shown in Figure 18.3-3.

Hemb>3m 30m
30m Hemb>3m

20m PVD PVD 20m

30m DMM DMM
30m 30m

Source: JICA Study Team

Figure 18.3-3 Concept layout of Soft Ground Treatment Method

(5) Pavement Design

Asphalt pavement was adopted for the carriageway of project road in consideration of traffic
volume and the settlement of soft ground. The asphalt pavement was likewise adopted for
shoulder.
The standard of pavement structure and thickness of pavement are as follows:
 The surface course and binder course: 10 cm,
 The base course: 20 cm,
 The subbase course: 30 cm.

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(6) Interchange Design

Two interchanges are planned for connection with the existing road as follows:
 Diamond type interchange: STA 6+828.
 Half-diamond type interchange: STA 11+850.
(7) Intersection Design
As an intersection method between project roads and existing roads, the following intersections
are planned.
 Four-legged at-grade intersection: STA 2+300, STA 2+925, STA 7+550, STA 14+100 and
STA 15+840.
 Three-legged at-grade intersection: STA 4+080, STA17+140, STA 19+235 (end point of
the project road).
(8) Relocation of Existing Local Road
Relocation of existing road is planned at following road sections.
 Existing road between STA 6+670 and STA 6+900,
 Existing road between STA 7+420 and STA 7+740.
(9) Widening of Connecting Roads
Widening of connecting roads from 2-lane to 4-lane between the beginning point to national
road (Butuan-Cagayan de Oro – Iligan Road).
(10) Traffic Safety Facility
Installation of traffic safety facilities are proposed as follows:
 Guard rails at the shoulder of high embankment section.
 Traffic signs such as guide sign and regulatory sign at the interchange and at-grade
intersection.
(11) Drainage Design
Vertical ditch at the sag point of embankment section.
Pipe culvert crossing embankment at the lowest point of ground.
(12) Data for Calculation of Construction Cost (project scale)
Data for calculation of construction cost are shown in Table 18.3-4.

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Table 18.3-4 Data for Calculation of Construction Cost (project scale)

Item Quantity / Ratio

Project Earth work Embankment 13.250 km 69%
Road section Cutting 0.350 km 2%
Length New Construction (Classified
into flat Sub Total 13.600 km 71%
terrain)
Special Bridge (1 bridges) 1.750 km 3%
Ordinary Bridge (5 bridges) 0.600 km 9%
Sub total 15.940 km 83%
Utilization of Pavement Work (Widening from 3.295 km 17%
Existing 2-lane to 4-lane)
Road
Total 19.235 km 1.00
Number of Interchanges Diamond Type 1
Ramp way Length : 1,360 m
Half-Diamond 1
Type Ramp way Length : 810 m
Number of at-grade Intersections Four-legged 5
Intersection
Three-legged 3
Intersection
Relocation of Existing Roads (2-lane) L=0.92 km
Widening of Connecting Roads (2-lane to 4-lane) L=1.81 km
Source: JICA Study Team

Work quantities for estimation of the cost of soft ground treatment is shown in Table 18.3-5.
Table 18.3-5 Work quantities for Estimation of Soft Ground Treatment
Area / No. of Pile
Length Width Depth Total
Pile Length
56.6 m
Sand Mat 8,960 m (embankment 244,890 m2 - 0.3 m 230,928 m3
height:7.0m)
56.6 m
PVD 1,010 m (embankment 34,980 m2/pile 20 m - 1,143,320 m
height:7.0m)
56.6 m
DMM 400 m (embankment 13,200 m2 - 30 m 679,200 m3
height:7.0 m)
Source: JICA Study Team

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18.4 Preliminary Bridge Design

Applied Design Standard and Criteria

The following Guidelines, Department Orders (DOs) and Specifications are applied for the
bridge design:
1) DPWH Design Guidelines, Criteria and Standards, Volume V 2015 (DGCS)
2) DPWH LRFD Bridge Seismic Design Specifications, 1st Edition 2013 & Interim Revision
2019 (BSDS)
3) AASHTO LRFD Bridge Design Specifications, 8th Edition 2018
4) AASHTO LRFD Bridge Construction Specifications, 3rd Edition 2016
5) Japan Road Association, Specifications for Highway Bridges, Part 1 to Part 5, Nov 2017

Summary of Design Results

Table 18.4-1 shows the summary of bridges plans results.
Table 18.4-1 Summary of Bridge Plan

Classification Type Number Length

Special Bridge Steel Truss Bridge 1 555 m
Total:1,745 m
280 m (STA. 1+550)
AASHTO PC I-girder 390 m (STA. 4+705)
Standard Bridge 5
Steel Box Girder 355 m (STA. 6+660)
285 m (STA. 7+845)
435 m (STA. 11+670)
Source: JICA Study Team

Preliminary Design of Butuan Bridge

Based on the following condition, the Butuan Bridge crossing Agusan River was studied for
Preliminary Design.
(1) Design Condition

1) Topographic and Geotechnical Condition

Topographic condition:
 The Contour map was utilized the secondary data of google satellite map and ASTER
GDMv2 Worldwide Elevation Data.
Geotechnical condition:
 The bearing layer and ground condition is assumed from the existing data based on the
geotechnical report, Geotechnical Investigation Report of Lumbocan Bridge (DPWH).
2) River Condition

a) Design High Water Level

The design high water level for the bridges over Agusan River is set in consideration of the tide
levels of Butuan Bay.
 High Water Level (Mean Higher High Water) = 0.645 m

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b) Design Flood Water Level

Since the hydrologic analysis for the design flood levels is not conducted for the study, the
design flood water level was assumed based on the current riverbank condition.
 Design Flood Water Level = 3.460 m
c) River Cross Section
The river cross section for the bridge design was set as shown in the figure below.

Source: JICA Study Team

Figure 18.4-1 Cross Section of Agusan del Norte River

3) Typical Cross Section for Butuan Bridge

The typical cross section for Butuan Bridge is planned as shown in the figure below.

Source: JICA Study Team

Figure 18.4-2 Typical River Cross Section for Bridge

4) Clearance

a) Navigation
The navigational clearance is set as shown in Figure 18.4-3.
Horizontal Clearance = 100m
Clearance
Vertical

= 10m

Source: JICA Study Team

Figure 18.4-3 Navigational Clearance

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b) Highway
The vertical clearance is proposed to be 5.0 m based on the DGCS that shows a minimum
clearance of 4.88 m.

Source: JICA Study Team

Figure 18.4-4 Bridge Clearance

(2) Study for Bridge Length and Span Arrangement

1) Abutment Location (Bridge Length)

The number of piers should be limited to minimize the impact of soft ground against the bridge
structure. The height of the abutment is planned at 5.0 m from the ground in order to reduce the
impact of backfilling of the foundation. The vertical clearance in front of abutment is planned
at 2.0 m for an easier maintenance.

Source: JICA Study Team

Figure 18.4-5 Minimum Vertical Clearance at the Front of Abutment

a) Location for Abutment A

The location for abutment A can be set at STA.9 + 325.0 m with only minimal influence in the
river section.

Source: JICA Study Team

Figure 18.4-6 Location for Abutment A

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b) Location for Abutment B

The location for abutment B can be set at STA.9 + 880.0 m.

Source: JICA Study Team

Figure 18.4-7 Location for Abutment B

c) Bridge Length
The total bridge length is 555.0 m from the location of abutment A and abutment B inclusive
of the main bridge in Agusan River and the approach bridge on land.
Table 18.4-2 Position of Abutment and Bridge Length
STA. No
Abutment A STA.9 + 325 m
Abutment B STA.9 + 880 m
Bridge Length 555.0 m

2) Pier Location
Consideration of Bridge Pier Location is not only limited to river condition and navigational
clearance. The following are also taken into consideration:
a) River Parameters Associated with Bridge Planning by the River
The following will be considered for the pier location.

Source: JICA Study Team

Figure 18.4-8 River Parameters Associated with Bridge Planning by the River

b) Pier Planning Avoiding Dike

Bridge piers must be located avoiding dikes to prevent from vibration characteristics damages.

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In Agusan River, the pier location will avoid the virtual maximum dike width shown in Table
18.4-3. In this stage, we shall use the maximum dike width for virtual dike due to non-conduct
of the hydrologic analysis.
Table 18.4-3 Recommended Crest Widths for Dike (DGCS Volume 3)

Source: JICA Study Team

Source: JICA Study Team

Figure 18.4-9 Pier Planning Avoiding Dike

c) Margin for Pier Construction

The temporary cofferdam is needed for the pier construction in Agusan River. Therefore, about
10 m from navigational clearance area will be ensured as margin for pier construction.

Source: JICA Study Team

Figure 18.4-10 Margin for Pier Construction

 Possible Area for Installation of Pier in Agusan River

From the above conditions, the possible area for the installation of the pier in Agusan River is
shown in the figure below.

Source: JICA Study Team

Figure 18.4-11 Possible Area for Installation of Pier in Agusan River

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 Possible Area for Installation of Pier outside Agusan River

Regarding to the Pier position outside Agusan River, basically, there is no limit by avoiding the
virtual dike of Agusan River and the river section in front of the abutment A.

Source: JICA Study Team

Figure 18.4-12 Possible Area for Installation of Pier in Left Bank Side

Source: JICA Study Team

Figure 18.4-13 Possible Area for Installation of Pier in Right Bank Side

3) Span Arrangement
The Span arrangement will be considered based on the result of the study for bridge length and
pier location.
For the main bridge in Agusan River, there are two (2) positions for possible installation of pier
in Agusan River by avoiding the navigational clearance and dikes. A 3-span bridge shall be
proposed for the main bridge. The center span of the main bridge can be set from 120m to 180m.
The span arrangement of main bridge will be decided based on the balance of center span and
side span depending on the bridge type.
On the other hand, regarding to the approach bridge outside Agusan River, the pier can be free
set because there are no topographic conditions restrictions excluding the virtual dike.
Therefore, the span length can be set by bridge type and its applicable girder length.
a) Extraction of the Alternative of Bridge Type for Main Bridge
As shown above, the Center span length will be between 120 m and 180 m.
Therefore, the alternative of bridge type for the main bridge can be extracted based on this
center span length as shown in Table 18.4-3.
Table 18.4-3 Applicable Span for Each Bridge Type (for Main Bridges)

Source: JICA Study Team

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For the comparison of bridge types, the bridges selected from Table 18.4-3 are shown in the
following:
➢ Alternative 1: Steel Truss Bridge
➢ Alternative 2: Steel Arch Bridge
➢ Alternative 3: Extra-Dosed Bridge (Concrete Bridge)
Cable-Stayed Bridge type was excluded in the comparison because the range of Span length is
not optimal.
b) Extraction of the Alternative of Bridge Type for Approach Bridge
As shown above, the approach bridge will be on land only because almost the entire area of
Agusan River will be covered by the main bridge. At the approach bridge part, the road
alignment is almost straight, so PSCG is adopted.
The girder type of PSCG used for approach bridge, Type 5 (35 m) or Type 6 (40 m) of long
span type will be used to reduce the number of substructures.
Table 18.4-4 Applicable Span for Each Bridge Type (for Approach Bridges)

Onshore type bridge

Offshore type bridge
Common used type of bridge in Philippine

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c) Span Arrangement
Based on the above, the following span arrangement are compared corresponding to each
alternative type of the main bridge.
Table 18.4-5 Comparison of Bridge Types

Span Arrangement
Alternative Main Bridge: Steel Truss Bridge
1

Alternative Main Bridge: Steel Arch Bridge

2

Alternative Main Bridge: Extra-Dosed Bridge (Concrete Bridge)

3

Source: JICA Study Team

(3) Type of Substructure and Foundation

1) Substructure
Abutment type is a RC Type abutment. As for the pier in the river, in order to avoid disturbance
of the river flow and cause local scouring at the pier and impact on the structural stability of
the pier, an oval shape type pier is preferred. On the other hand, for the on land pier, a ramen
structure which is light weight will be used because of the soft ground location.
2) Foundation
For soft ground is widely distributed in this location, a spread footing for the foundation is not
advised.
Therefore, on land foundation is a cast-in-place pile which is generally common in the
Philippines. As for the foundation in the river, a temporary structure like a cofferdam is needed

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not only for the foundation but also for the substructure. Therefore, the foundation is a steel
pipe sheet pile which can reduce the temporary structure works and be installed as a unit as a
permanent structure and a temporary structure. In addition, this steel pipe sheet pile is an
advanced construction technology.
(4) Comparison of Bridge Type

1) Summary of Study Results

The table below shows the results of quantitative comparison of the study plans extracted in
the next section with respect to structure, workability, maintainability, landscaping, and life
cycle cost. As a result of the comparison, we recommend the “Steel Truss Bridge” with the
highest evaluation. There are no obvious differences in aspects of Environmental and Social
Considerations among options except landscaping because structural impact and construction
impact due to each option is almost same.
Table 18.4-6 Summary of Result for Selection of Bridge Type

Alternative 1 Alternative 2 Alternative 3

Bridge Type Weight
Steel Truss Bridge Steel Arch Bridge Extra-Dosed Bridge
Structure 20 18.0 12.6 11.4
Constructability 15 12.4 11.8 9.8
Maintainability 10 4.8 6.8 9.2
Landscaping 15 12.0 14.6 9.8
Cost 40 40.0 38.3 38.2
87.2 84.1 78.4
Total 100
Recommend
Source: JICA Study Team

2) Result of Comparison
Evaluation criteria and evaluation results are shown on Table 18.4-7 and Table 18.4-8.
An extra-dosed Bridge has an excellent maintainability due to the concrete bridge, but other
evaluation items are poor. A steel arch bridge has an excellent aesthetic and the most
harmonious with the landscape but is inferior relative to the steel truss bridge in the structure,
constructability and economically. The steel truss bridge is inferior in maintainability and
landscape, but it is excellent at the other evaluation items and it can evaluate the most excellent
for overall.

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Table 18.4-7 Evaluation Criteria

Evaluation Items Score Evaluation Point ★★★★★: x 1.0 ★★★★: x 0.8 ★★★: x 0.6 ★★: x 0.4 ★: x 0.2

The type that is less likely to be deformed in the lateral direction

Structure Deforms signigicantly in the lateral direction
Wind Resistance Stability 5 during a storm and the case where viblation does not easily occur Less deformation and vibration
(20 Points) Vibration is likely to occur
are evaluated as high

The ground condition on Butuan site is soft and very bad. Therefore,
Superstructure with light weight Superstructure with heavy weight
Impact on foundation ground 7 high evaluation is given for the case where the superstructure is low
Low impact on foundation ground High impact on foundation ground
weight and is low impact on foundation ground.

High evaluation is given for the case where the inertia force acts at
low position and the case where the superstructure weight is light. Low inertia force action position High inertia force action position
Seismic Adequency 5 And also it is given for the case where it is different to resonate Superstructure with low weight Superstructure with heavy weight
during an earthquake and has a Long period because seismic Long nartural period Short natural preiod
frequency characteristics in Philippines is short.
Low redundacy
A type with high redundacy is hih evaluated . And if it has a critial High redundancy
Redundancy 3 And there is a critical member whose damased case
member, the evaluation is low No critical members
the bridge collapse.

The type that the temporary structure is not at a high place, has Temporary structures are not at altitude Temporary structure is at high altitude
Conmstructability excellent structural stability during construction, and has a small The structure is stable during construction The structure becomes unstable during construction
Safety Risk 5
(15 Points) influence on the navigation route when the member falls is highly Small conponents and little effect on the The components are large and the effect on the
evaluated. navigation route. navigation route is large

Construction Duration 7 High evaluation is for the type with a short construction period Short construction period Long construction period

The tyoe with a small constrution yard and type that dose not require Small construction yard Large construction yard
Construction Yard Required 3
concrete plant eququment will be highly evaluated. No plant facilities required Requires plant facilities

Highly rated if:

Number of parts to be inspecterd; Less It is halfway The intermediate It is halfway Number of parts to be inspected; Many
Maintainability Number of parts to be inspection: Small
Work Volume 4 Repaint area; Low between ★ 5 and ★ value between ★ 5 between ★ 5 and ★ Repaint area; Many
(10 points) Repainting area: Small
Inspection frequency: Less type
Inspection frequency; Low 1, but closer to ★ 5 and ★ 1 1, but closer to ★ 1 Inspection frequency; Many

A type with sufficienct maintanace worckspace and a short total The space for maintenance work is enough. The space for maintenance work is narrow.
Workability 4
length of maintenance rute will be highly evaluated. The total length of the maintenace route is short. The total length of maintenance route is long

Availability of Purocuament for The type that can be maintained by general equipment is highly
2 Can be maintained with common equipment Requires special maintenance equipment
Maintenance Works appreciated.

The bridge type with different from existing bridge on upstream side
A bridge type that is different from
Landscaping while the form that harmonizes with the characteristics of the Existing bridge; Differece of bridge type Existing bridge; Similar in bridge type
existing bridges while maintaining 5
(15 Points) surrounding landscape(elements of the natural landscape) are highly Harmony with the surrounding landscape; Good Harmony with the surrounding landscape; Bad
harmony with the surrounding landscape
evaluated.

A type that is different from the current bridge and that creates a
Highly symbolic and constitutes a unique Due to the same type as the existing bridge the difficult
Landmark 3 landscape that is a symbol of this place is highly evaluated as having
landscape to create a unique landscape
high landmarkbility

The use of new technologies and new materials will be highly

Architectual evaluated for the type in which originality that is worthy of attention It is difficult to express novelty because there is little
Originality 3 Can be created advanced structures and types
Features worldwide can be expressed by design (shape) based on structural room for new technology to be applied
ratuinality.

A type that has a visual sense of stability against horizontal force (a

Technological There is a sense of stability in the hem spread There is a no sense of stability in the hem spread
2 structural type with a feeling of stiffness and low visual center of
Progress The low visual center of gravity The high visual center gravity
gravity) is highly evaluated.

High evaluation is given to a type that visually non-impaired when A strong sense of open because there are few A strong sense of obstruction because there are many
Environment Impact 2
viewed from outside by a bridge user (passing vehicle, passerby) members that obstruct the view members that obstruct the view

Cost
Lifr Cycle Cost 40 = 40 - 40 x (ratio - 1.0) Life Cycle cost = Initial Cost + Maintenance Cost (100 Years)
(40 Points)

Source: JICA Study Team

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Table 18.4-8 Comparison Table for Bridge Type

Item Alternative-1 Alternative-2 Alternative-3

Bridge Type Truss Bridge Arch Bridge Extra-Dosed Bridge

( ★★★★★ : x 1.0, ★★★★ : x 0.8, ★★★ : x 0.6, ★★ : x 0.4, ★ : x
0.2)

Evaluation Items Score

Relatively low deformation and vibration because low impact from wind with the low Both deformation and vibration are the largest in alternateives. Wind resistance Less deformation and vibration because the concrere bridge with high member
Wind Resistance Stability 5 4.0 3.0 5.0
member thickness measures are required for cables. rigidity.
Less impact on foundation ground in all alternatives because superstructure with High impact on foundation ground in all alternatives because superstructure with
Impact on foundation ground 7 7.0 4.2 It is intermediate characteristics between truss and extradosed bridge. 2.8
light weight heavy weight.

Structure Since groud condition is soft in this site, the design seismic intensity can be
(20 Points) Since groud condition is soft in this site, the design seismic intensity can be Since groud condition is soft in this site, the design seismic intensity can be
considered low due to long natural period. In additional, the position where the
Seismic Adequency 5 4.0 considered low due to long natural period. In additional, the position where the 3.0 2.0 considered low due to long natural period. In additional, the position where the
inertial force acts is low. Regarding to the superstructure weight, It is intermediate
inertial force acts is low and superstructure weignt is light. inertial force acts is low. But superstructure weignt is heavy.
between truss and extradosed bridge.

Redundancy is second only to trusses. And it is necessary to take measures Measures must be taken to prevent the main cable from breaking in order to
Redundancy 3 3.0 Have a high degree of redundancy 2.4 1.6
against cable breakage. prevent the bridge collapse
Monitoring of navigating vessels from outside the channel is required when single‐ Monitoring of navigating vessels from outside the channel is required when single
Safety Risk 5 3.0 3.0 4.0 Overhanging construction is possible over all sections.
operation erection by floating crane is enforced. ‐operation erection by floating crane is enforced.

Conmstructability Construction Duration 7 7.0 Shortest construction period due to single‐operation erection by floating crane 7.0 Shortest construction period due to single‐operation erection by floating crane 2.8 Longest construction period due to cantilever erection by cast-in-place
(15 Points)
The plant facility is required for main tower and girder but the construction yard is
The construction yard is small next to the existradosed bridge. Also, no plant No plant facility is required, but the construction yard is maximum in all
Construction Yard Required 3 2.4 1.8 3.0 minimum in all alternatives because the erection method is Cantilever which does
facility is required. alternatives.
not require the girder brock yard.
The number of parts to be inspected is medium. The repainting area is slightly The number of parts to be inspected is low. Repainting is not needed for concrete
Work Volume 4 1.6 There are many parts to be inspected. Large repainting area. 2.4 4.0
larger bridge.

The space for maintenance wore: Small (Use of inspection vehicle, inside box
Maintainability The space for maintenance work: Many(tilt truss) The space for maintenance work: Small (Lateral beam)
Workability 4 1.6 3.2 4.0 girder)
(10 points) The total length of the maintenance route;Longest The total length of the maintenance route; Medium(Girder, Arch rib, Cable)
The total length of the maintenance route; small(Girder, Pylon, Cable)

Availability of Purocuament for

2 1.6 Can be maintained with common equipment 1.2 Requires special maintenance equipment for cable 1.2 Requires special maintenance equipment for cable
Maintenance Works

The truss bridge is same bridge type in the existing bridge but it is possible to
Harmony with the Bridge of the The arch bridge is different from the existing bridges and is in harmony with The extradosed bridge is similar bridge type in the existing bridge but is in
5 4.0 express as different bridge by devising the shape, and also it can be in harmony 5.0 3.0
Existing Bridge and Surroundings surrounding landscape. harmony with surrounding landscape.
with surrounding landscape.

It is the same bridge type as the existing bridge but It can be likely to have a Demonstrating originality while respecting the existing bridge, it will be a unique It is unlikely to have a unique landscape because it is the similar type the existing
Landmark 3 2.4 3.0 1.8
unique landscape by devising the shape landscape different from the current bridge bridge

Landscaping It is possible to bring out the novelty of the part of members and materials, and
Architectual It is possible to bring out the novelty of the part of members and materials, but the
(15 Points) Originality 3 2.4 also it can create advanced structures by combination of upper type truss and 3.0 New materials and technologies can createadvanced structures and type 1.8
Features room for newness in form is limited only to the pylon
under type truss in each span.

Technological The silhouette can be combined with delicateness, showing the extensibility of The silhouette can be combined with delicateness, showing the extensibility of Thirty years ago, the type was almost nonexistent, and the technology was
2 1.6 2.0 1.2
Progress technology by using the new material and devising the shape technology extensible, but poor in freshness as of now

Since there are no members in the vertical direction, an open space can be
Environment Impact 2 1.6 Few members obstruct the view 1.6 Few members obstruct the view 2.0
secured.
Cost Lifr Cycle Cost
(40 Points)
Initial Cost (JPY_unit Milion) 12,700 13,700 15,300
Maintenance Cost (JPY_unit Milion) 40 40.0 6,350 38.3 6,165 38.2 4,590
Total Cost (JPY_unit Milion) 19,050 19,865 19,890
Ratio 1.000 1.043 1.044

Total Score 87.2 84.1 78.4

* Mainly landscapes are compared because other environmental and social considerations are almost same in terms of structural conditions
Source: JICA Study Team

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Preliminary Design of Other Bridge

(1) Bridge Length

1) Abutment Location
Abutment location shall be considered as the same as Butuan Bridge as follows:
➢ The height of the abutment is planned at 5.0 m.
➢ The vertical clearance in front of abutment is planned at 2.0 m.
Based on the above, the abutment locations are listed in Table 18.4-9.
Table 18.4-9 Location of Abutments
Abutment A Abutment B
Bridge 1 STA.1 + 550 STA.1+830
Bridge 2 STA.4+705 STA.5+95
Bridge 3 STA.6+660 STA.7+15
Bridge 4 STA.7+805 STA.8+164
Bridge 5 STA.11+670 STA.12+105
Source: JICA Study Team
2) Bridge Length
From the location of abutment A and abutment B, the bridge length of other bridges are listed
in Table 18.4-10.
Table 18.4-10 Bridge Length
Bridge Length
Bridge 1 280.0m
Bridge 2 390.0m
Bridge 3 355.0m
Bridge 4 359.0m
Bridge 5 435.0m
Source: JICA Study Team

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(2) Span Arrangement

Basically, the girder type of other bridges 1 to 5 shall adapt PSCG being the most generally
used bridge type in the Philippines and the cost is cheaper. However, with regards to partial
span of bridges 2, 3 and 4, some cannot adopt a PSCG from the pier installation conditions due
to exceeding applicable span length for PSCG.

Source: JICA Study Team

Figure 18.4-14 Exceeding applicable span length for PSCG

Therefore, in these locations exceeding applicable span length for PSCG, the Steel Box Girder
which correspond to these span lengths and is applicable to keep low girder height shall be
adopted.
Based on the above, the Span arrangement and bridge type of other bridges are shown in Table
18.4-11.
Table 18.4-11 Span Arrangement and Bridge Type

Span Arrangement and Bridge Type

Bridge 1

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Span Arrangement and Bridge Type

Bridge 2

Bridge 3

Bridge 4

Bridge 5

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(3) Type of Substructure and Foundation

1) Substructure
Abutment type is a RC Type abutment. As for the pier in the river, in order to avoid disturbance
of the river flow and cause local scouring at the pier and impact on the structural stability of
the pier, an oval shape type pier is preferred. On the other hand, for the on land pier, rigid-
frame structure which is light weight will be used because of the soft ground location.
2) Foundation
For soft ground which is widely distributed in this location, the use of a spread footing for the
foundation is not applicable. Therefore, a cast-in-place pile will be used and is generally in the
Philippines.
18.5 Design Drawings
Plan and profile (sheet No. 01 to 11) were prepared as the design drawings with scale of the
design drawings as follows.
 Plan : S=1/5,000
 Profile : H=1/5,000 V=1/500
The drawing is in the Appendix-18-1.
18.6 Cost Estimation of the Project
The total construction cost was estimated as PhP 15,409 pesos. The rough construction cost
was estimated as shown below:
The reference data for the construction unit cost is shown in Appendix-18-2.
Table 18.6-1 Summary of Construction Cost
Structure Type Quantity unit Unit Cost Construction Cost
Embankment 13.25 km 195 mil. PHP/km 2,585 mil. PHP
Road
Cutting 0.35 km 334 mil. PHP/km 117 mil. PHP
Special Bridge 0.60 km 10,776 mil. PHP/km 6,465 mil. PHP
Bridge Standard Bridge (PC) 1.45 km 1,678 mil. PHP/km 2,433 mil. PHP
Standard Bridge (Steel) 0.30 km 3,090 mil. PHP/km 927 mil. PHP
Sand matt 9.0 km 45 mil. PHP/km 407 mil. PHP
New Construction
Soft Ground Treatment Plastic Vertical Drain (PVD) 1.0 km 24 mil. PHP/km 25 mil. PHP
Deep mixing method (DMM) 0.4 km 286 mil. PHP/km 114 mil. PHP
Diamond Type 1.00 location 188 mil. PHP/Loc. 188 mil. PHP
Interchanges
Half Diamond Type 1.00 location 95 mil. PHP/Loc. 95 mil. PHP
Four legged intersection (5) 0.50 km 309 mil. PHP/km 155 mil. PHP
Intersection
Three legged intersection (3) 0.15 km 315 mil. PHP/km 47 mil. PHP
Pavement Work for Utilization of Existing Road 3.30 km 307 mil. PHP/km 1,011 mil. PHP
Utilization of Existing Road Relocation of Existing Road 0.92 km 308 mil. PHP/km 283 mil. PHP
Widening of Connecting Road 1.81 km 307 mil. PHP/km 556 mil. PHP
Total Construction Cost 15,409 mil. PHP

Note: All items are inclusive of VAT

Source: JICA Study Team

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Table 18.6-2 Summary of Land Acquisition and Relocation Cost

Length(km) Width(m) Unit Cost Cost

17.2 60 26 PHP/mil.2 27 mil. PHP

ROW Acquisition Cost
2.0 60 700 PHP/mil.2 84 mil. PHP
Total ROW Acquisition Cost 111 mil. PHP
No. houses Unit Cost Cost
Relocation Cost
175 0.3 mil..PHP/houses 53 mil. PHP
Total Relocation Cost 53 mil. PHP

Note: All items are inclusive of VAT

Source: JICA Study Team

18.7 Implementation Schedule

Construction Plan
Based on the result of the Preliminary Design, the JICA Survey Team prepared the construction
plan. The Project site is located along the coastal area with major rivers and creeks and is
susceptible to typhoons. The construction plan will consider such seasonal characteristics of
the Project site.
Construction Casting Yard
Major construction activities for the project are producing numbers of Steel Box Girders, Steel
Truss type bridge and PC-I AASHTO Girder within the casting yard. These manufactured steel
box girder and steel truss bridge will be transported to the project construction site according
to the implementation schedule using ship and land transport. The selection for the location of
construction casting yard is nearby the construction site. Since the construction casting yard is
only temporary but production activities need to produce large volume to prepare concrete
materials by the concrete batching plant and assemble of Steel Bridge and also Asphalt
Concrete Batching plant for pavement work is placed. The contractor will select proper location
for the construction site and its scale during tender procedure.
Bridge Erection Method for Butuan Bridge and Other Bridge

(1) Butuan Bridge Erection System

➢ Super Barge and Jumbo Crane will be secured from Japan. Assembling of Steel Truss
Space will be undertaken near the new bridge construction area. After assembling of the
center span of arch bridge, this will be brought to the bridge construction site. Set up for
position and lift up of Steel Truss of 150m Center Span needs to use the special 3,000 ton
class Jumbo Crane as shown in Figure 18.7-1. This Special Erection System will be
brought from Japan. Cost of this scheme is quite high but it has an advantage of having
shorter construction period.
➢ Installation of the Center Span of the Steel Truss Bridge will use the Traveler Crane. This
scheme is needed to protect the Truss from cantilever force during installation as shown
in Figure 18.7-2. Cost of this scheme is not so high but entails a little bit longer
construction period.
Traveler Crane System is recommended for this erection system for the time being.
(2) Erection Scheme for Side Span of Butuan Bridge and Other Bridge
➢ Assembling for steel box girder for one span should be undertaken beside of bridge
construction area. After assembling of steel box girder is completed, erection will use the
track crane.

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➢ Preparation for PC-I girder at Casting Yard and transporting it to construction site by trailer.
Erection PC-I girder will use the track crane
This scheme is standard construction scheme as shown in Figure 18.7-3.

Figure 18.7-1 One Span Election using Figure 18.7-2 Traveler Crane Election
Jumbo Crane
Steel Bix Girder PC-I Girder

Figure 18.7-3 Track Crane Election for Steel Box Girder and PC-I Girder
Source: JICA Study Team

Construction Site and Access Road

This project construction site is located along Butuan coastal area. Access to from construction
site will be from existing road to use temporary road to casting yard and construction site.
Temporary road will be constructed along construction site to manage during construction. This
temporary road will be used for delivery of construction material to construction site. Casting
yard is the place for stockpiling materials as steel, formworks and scaffoldings for construction
of piers and bridge. And also set up for Concrete Batching Plant and Asphalt concrete Batching
Plant.
Construction Schedule
The construction schedule did not take into consideration ROW acquisition-related activities
such as demolition and movement of houses and structures, which means that the construction
schedule assumes that ROW acquisition for the Project has been completed and that each
section has been cleaned up. Based on the above condition, total construction period for
Construction Agusan del Norte - Butuan City Logistical Highway Project will be 30 months.
Construction Schedule for Agusan del Norte - Butuan City Logistical Highway Project is
shown in Figure 18.7-4.
Traffic Management and Safety during Construction
Traffic Management during construction for Agusan del Norte - Butuan City Logistical
Highway Project would be coordinate with LGU and traffic police to manage for traffic control
of road along the site during construction. Each LGU has Traffic control section and this project
needs support from them.

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 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Mobilization
Clearing and Grubbing
Embankment Section L=13.25km
Pavement
Cut Section L=0.35km
Earth Work Soft Ground Treatment
- Sand Matt L=9.00km
- Plastic Vertical Drain (PVD) L=1.00km
- Deep Mixing Method (DMM) L=0.4km
Miscellaneous work
Bridge-1 L=280m, PC-I Girder
Bridge-2 L=390m, Steel Box +PC-I Girder
Bridge-3 L=355m, Steel Box +PC-I Girder
Bridge
Bridge-4 L=359m, Steel Box +PC-I Girder
Bridge-5 L=435m, PC-I Girder
PC-I Girder L=285m, Steel Truss Bridge,
L=270m
Interchange Construction
-Diamond Type 1 location
-Half Diamond Type 1 location
Interchange/Intersection
Intersection Construction
-Four Legged Intersection 5 locations
-Three Legged Intersection 3 locations
Pavement Overlay L=3.30km
Existing Road Improvement Relocation of Existing Road L=0.92km
Road Widening L=1.81km
Demobilization

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Source: JICA Study Team
Figure 18.7-4 Construction Schedule for Butuan Coastal Road Project
Project for Masterplan on High Standard Highway Network Development (Phase 2)
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Project for Masterplan on High Standard Highway Network Development (Phase 2)
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18.8 Environmental and Social Considerations

The level of environmental and social consideration for the project road (Relevant studies on
Agusan del Norte - Butuan City Logistical Highway Project (ABLH)) as part of the HSH
Masterplan is at "pre-feasibility study level" hence further study and evaluation shall be
implemented during the Feasibility Study (F/S) stage in the future. Therefore, relevant studies
in environmental and social considerations of this report are also pre-feasibility study level and
shall be followed-up and updated by F/S.
Project Component and Impacts on Environment
ABLH is planned as a logistical road that connects Asian Highway No.26 to Masao
International Port and Nasipit Port crossing the Agusan River on the way to Butuan City in
Caraga region. Proposed project outline based on the survey with a map of the target area is
elaborated in Section 18.2. Project component which will cause adverse impact is found as
road construction, interchanges, and bridges as shown in Section 18.4.
This is a pre-feasibility study without fixed conditions such as associated projects by other
proponents, relevant activities including soil borrow pits, quarry pits, construction roads, camp
yards etc., and pre-acquired land for the project, therefore, further study and confirmation shall
be implemented during next phase which is the F/S. As far as the Pre-F/S in this master plan
survey is concerned, implementation timing is not decided, and other specific planned or
reasonably defined developments are not found. Therefore, the survey focuses on direct impact
caused by the project during Pre-F/S stage, and the possibility of cumulative impact will be
considered during F/S.
In order to conduct initial environmental and social impact assessment at Pre F/S, LGUs in and
around the proposed project area are selected as the study area. The Project will traverse the
four municipalities as shown in Table 18.8-1. The study area for secondary data collection of
environmental and social baseline covers two sections (Phase1 and Phase 2 section). The study
area involving site visit, public consultations and initial environmental and social impact
assessment at Pre-F/S covers for Phase 1 section of the Project.
Table 18.8-1 LGUs in the Proposed Project Area
Length of
Municipality/ Project
Island Region Province Barangays the Project
City Phase
Alignment
Municipality Guiasan,
of Mahallanes Poblacion
Cabcabon,
Lumbocan,
Masao, Phase 1 19.5km
Butuan City
Pagatpatan,
Sumilihon,
Taguibo
Abilan,
Region XIII: Agusan del Manapa,
Mindanao Municipality Matabao,
Caraga Norte
of Buenavista Poblacion9,
Poblacion10,
Sacol
Ata-atahon,
Barangay1,3,4,5,6 Phase 2 14.3km
(Poblacion),
Municipality
Camagong, Cubi-
of Nasipit
Cubi,
Kinabjangan,
Punta, Talisay
Total 1 4 25 2 Phases 33.8 km
Source: JICA Study Team

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Baseline of Environmental and Social Conditions

The following descriptions are collected information on pollution items, natural environment,
reserved areas of natural protection and cultural heritages, land use, living areas of indigenous
people, and social conditions of land acquisition and involuntary resettlement.
(1) Socio-Economic Conditions
a) Population
Based on the 2015 statistical survey, the population total population of cities and municipalities
in the influence area of the study is about 461,641 as shown in Table 18.8-2.
Table 18.8-2 Population of the Proposed Project Area
Population
Municipality/ Area
Population Density
City (km2)
(Person/km2)
Municipality of Mahallanes 44.31 21,007 470
Butuan City 816.62 337,063 413
Municipality of Buenavista 475.61 61,614 130
Municipality of Nasipit 144.4 41,957 290

b) Education Opportunity
In the Municipality of Magallances, around 95% of the population are literate and enrollment
participation rate in elementary is 95.95%. However, only 63.33% go to high school. The
competency level of the students is low. It is only 44.80% in elementary and 36.93% in high
school. Similarly, among those in the productive age, only 8.14% have trade skills.
In Butuan City, the total number of pre-schools in the city is divided into two sectors, the private
sector and public sector which compose of 61 and 89 respectively. Followed by the public and
private elementary schools with a total of 107 and 45 institutions. There are 40 public and 33
private secondary schools, and 13 tertiary schools recorded in Butuan City as of 2018.
c) Health Status
The health services in the municipality of Magallanes are generally complete as required in the
Philippine health service – nutrition, sanitation, preventive health care and care for the sick. Its
facilities are also complete, including hospitals. By regular government standard, the physical
facilities are already enough. Its personnel strength is also within standards. The limited supply
of medicine and other materials also at times hamper it effectiveness and efficiency.
In Butuan City, hospitals are classified into three different categories: four tertiary hospitals
with over 150 bed capacities located in the different parts of the city. Subsequently, there is
only one secondary hospital with a 50-bed capability. And there were two primary hospitals
with below 50 bed capacity as of 2018. Primary health services, also known as basic health
services, consist of services available at city health centers, rural health units or barangay health
stations. Secondary health services are those provided by some rural health units, infirmaries,
district hospitals and out-patient departments of provincial hospitals. Tertiary health services
include medical and surgical diagnostics, treatment and rehabilitative care undertaken usually
by medical specialists in a hospital setting.
(2) Pollution Items
1) Air Quality
Based on the air quality monitoring in 2013 at Central Butuan District 1, Ground, A.D Curato
St., all of the tested parameters for air quality (TSP) were within the National Ambient Air
Quality Guideline Values (NAAQGV) of the DENR (Table 18.8-3).

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Table 18.8-3 CY 2013 Total Suspended Particulate (TSP) Level

TSP Concentration (ug/Ncm) DENR NAAQGV WHO Air Quality guidelines for
Annual Geo. Standards PM, ozone, nitrogen dioxide and
Min Max
Mean (µg/Ncm) sulfur dioxide
50µg/m3
28 0 63 230
(24-hour mean)
Source: EMB-Caraga Annual Narrative Accomplishment Report, 2013
* Other necessary parameters such as NO2 and NOx shall be measured in the F/S phase.

2) Water Quality
Water quality sampling site in 2018 were tributaries of the Agusan River at two stations. The
tested parameters, pH, BOD, and Total Dissolved Solids (TDS) were within the environmental
guideline value for the Class C water (Fishery Water /Recreation Water Class II). Total
Suspended Solids (TSS) and DO of Station 1, and Phosphates of Station 2 were above the
prescribed guideline value for Class C water. Monitoring report described that these high
concentrations might be attributed to surface run-off that occurred after the rainfall. Fecal
coliform and ammonia of both stations exceed the guideline values due to the direct discharge
of domestic and agriculture pollution on the river (Table 18.8-4).
Table 18.8-4 Water Quality Monitoring Results for the Water Quality Stations in
Butuan City, 2018
Results WHO's Global Overview
of National Regulations
Parameters Unit Guidelines* and standards for
(SW1) (SW2)
Drinking-Water Quality
(2018)
pH - 8.00 8.20 6.5-9.0 6.5 - 8.5
DO mg/L 3.60 5.50 minimum 5
BOD mg/L 2.00 4.00 7
Total Suspended
mg/L 126.00 57 80 -
Solids (TSS)
Total Dissolved
mg/L 211.00 329.00 - -
Solids (TDS)
Must not be detectable in
MPN/ any 100 ml sample
Fecal coliform 2,700.00 7,900.00 200
100mL (recommended median
value – 0 per 100 ml)
Nitrates mg/L 0.17 0.11 7 50 mg/l
Phosphates mg/L 0.30 0.55 0.5 -
Surfactants as Less than
mg/L 0.06 1.5 -
MBAS 0.01**
Less than Non set (recommended
Oil and Grease mg/L 2.00 2
1** median value - 0.1 mg/l)
Non set (recommended
Ammonia mg/L 0.11 2.27 0.05
median value - 0.2 mg/l)
Notes: * DAO 2016-08 (Water Quality Guidelines and General Effluent Standards for Class C waters.
** Method Detection Limit
- No specified standards/values/unit
Bold font – Values are not consistent with the guidelines

3) Waste
Population of Butuan City is increasing and the amount of solid waste is also increasing. Also,
due to stable and high economic growth in Butuan City, amount of solid waste is increasing.
With such background, Butuan City and relevant LGUs are managing solid waste collection
and disposal.

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4) Noise and Vibration

According to the Ex-Post Evaluation of Japanese ODA Loan Project "Second Magsaysay
Bridge and Butuan City Bypass Road Construction Project" (2008), local people expressed
increase of noise problem due to operation of a new bridge. Monitoring data along the project
sites are not measured at the time of Pre-F/S. National standard of NPCC and IFC/WB are as
shown in the following tables.
Table 18.8-5 NPCC Noise Standard

Table 18.8-6 IFC/WB's EHS Standard (Noise)

5) Ground Subsidence
The present water supply of project areas mainly comes from groundwater sources and surface
water such as Taguibo River. The project areas are vulnerable for subsidence because of
pumping well and soft ground.
6) Offensive Odor
There are observed offensive odor in the area close to existing dumping sites such as Doongan
Garbage Dump Site.
7) Bottom Sedimentation
Because of incomplete drainage system and wastewater treatment system, both inland water
and sea water is facing pollution. Therefore, bottom sedimentation in such areas might be
degraded due to polluted water.
(3) Natural Environment
1) Protected Area
"The revised procedural manual for DENR Administrative Order (DAO) 2003-30:
Implementing Rules and Regulations (IRR) for the Philippine Environmental Impact Statement
(EIS) System specifies 12 Environmental Critical Areas (ECAs) categories, as listed in Table

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18.8-7. DENR-EMB decide on the relevance of the ECA categories to the project location.
ECA as defined is an area considered environmentally sensitive wherein the magnitude or
impacts are easily recognized if proposed projects are built, developed, or implemented in it. It
is expected that the Project area is within five (5) ECA categories namely:
[No. 6] Hard-Hit by Natural Calamities,
[No. 8] Prime Agricultural Lands,
[No.10] Water bodies for domestic and wildlife/fishery support,
[No.11] Mangrove Areas, and;
[No.12] Coral Reefs

Table 18.8-7 Environmentally Critical Areas (ECAs) within or near the Project Site
ECA within
No. ECA Category the proposed Remarks
project
Protected Areas (declared by Carmen Critical Habitat is the nearest
National laws or local protected areas as declared by DAO 08-12
1 None
ordinances) (approximately 5.9 km from proposed
project -phase 2section).
Aesthetic Potential Tourist Magellan’s Anchorage in Butuan City is the
Spots nearest tourist spot in the proposed logistical
2 None highway (Approximately 0.66 km from the
proposed project -phase 1 section)
(see Figure 18.8-1)
Wildlife Habitat Taguibo Watershed Forest Reserve is
3 None approximately 5.6 km away from the
proposed project phase-1 section.
Unique Historic, Banza Ruins/Butuan Church Ruins is the
Archaeological, Geological nearest Historical site in the proposed
4 Site None alignment (approximately 3.7km from the
proposed project -phase 1 section). (see
Figure 18.8-1)
Ancestral Lands No approved CADT in the proposed
5 None
logistical highway
Hard-Hit by Natural Low to very High Susceptibility to flooding.
6 ✓
Calamities High Susceptibility to liquefaction.
Critical Slope (>50%or>27°) The proposed alignment is within 0-3%
7 None
slope
Prime Agricultural Lands The proposed logistical highway will
8 ✓ traverse agricultural land (Figure 18.8-4 and
Figure 18.8-5)
9 Recharge Areas of Aquifers None Not applicable
Water Bodies (for domestic The proposed logistical highway will
10 use, or support ✓ traverse 11 rivers and creeks. (see Figure
wildlife/fishery) 18.8-3)
11 Mangrove Areas The proposed project -phase 1 will traverse
mangrove areas (Figure 18.8-2). As per
Presidential Decree 705, cutting of
✓
mangrove trees is prohibited. It is necessary
to coordinate with the DENR and/or discuss
alternatives to avoid mangrove areas.
12 Coral Reefs Butuan Bay is near the proposed logistical
highway. The nearest coral reefs are
✓
approximately 1km away from the proposed
project. (see Figure 18.8-2)
Source: JICA Study Team

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Magellan’s
Anchorage

Source: DENR, 2015

Figure 18.8-1 Aesthetic Potential Tourist Spots in the Butuan City
2) Ecosystem
Taguibo River Watershed Forest Reserve is the nearest wildlife habitat in the proposed project
(approximately 5.6 km). It is located in the Northeast side of Butuan City which covers an area
of 4,367.44 hectares. The common flora species found in the watershed are red and white lauan,
bagtikan, tanguile, almon, mayapis, narra, tindalo, almaciga, molave, kalingag, bahai, and
balite. While tarsier, wild cat, python, wild pig, wild deer, flying lemur are the fauna species
found in the Taguibo River Watershed Forest Reserve. The project road will traverse the coastal
area of Butuan Bay, which is an extension of Bohol Sea. Mangroves are found near the river
mouths (Figure 18.8-2).
In addition, impact on the coral reefs around the sea areas shall be confirmed further in the
succeeding F/S-Study, although direct impact may not be expected at this pre-F/S stage.

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Source: Coral Triangle Atlas

Figure 18.8-2 Coral reefs and Mangrove Area Distribution Map around the Study Area
3) Hydrology
The proposed project will be traversing seven (7) rivers and 4 (four) creek/canals including
Kinabjangan River, Guihao-an River, Masao River, Agusan Pequeno River, Ambago River,
Agusan River and Banza River. Agusan River is the main river in north-eastern Mindanao
which is the third largest river in the Philippines with an estimated length of 349 km. River
network around the project areas are shown in Figure 18.8-3.

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Source: JICA Study Team

Figure 18.8-3 River Network Map in and around the Study Area
Almost the entire area of Butuan City has relatively low groundwater resource potential index
(GRPI) value where most areas of the municipalities of Magallanes and Tubay have relatively
high GRPI value. The main source of potable water is surface water from Taguibo River and
other lesser-known springs. Groundwater is main source of potable and irrigation water in the
municipalities of Remedios T. Romualdez, Magallanes, Tubay and Cabadbaran City (Source:
Characterization of Groundwater Development Potential of Agusan del Norte. Philippines,
2010).
4) Topography and Geology
The topography of Caraga includes mountain ranges, flat farmlands, lakes, beaches, waterfalls,
rivers, and wetlands. The project area is located in the coastal area, whose ground level is
essentially flat or has a small variation in elevation. Based on the land slope map provided by
Butuan City and Municipality of Magallanes, the project area is within the 0-3% slope which
defied as level to gently sloping area (Source: Comprehensive Land Use Plan (CLUP) of
Butuan City, 2018).
(4) Social Environment
1) Land Acquisition and Resettlement
There have been many experiences of land acquisition and resettlement in and around the
project areas including projects under safeguard policies of Asian Development Bank (ADB)
and JICA's Environmental and Social Considerations. Procedures of land acquisition and
resettlement follows the country system of the Philippines.
2) Poverty
The full year 2018 poverty incidence among population for Caraga Region including in the
project areas displays an improvement of 9.0% compared to 39.5% figure in 2015. Caraga
region also experienced improvement in terms of subsistence incidence among population or
proportion of Caraganons, whose income is not enough to meet even the basic food needs,
which registered at 10.2% increase in 2018.

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3) Ethnic Minority and Indigenous People

26 Certificate of Ancestral Domain Titles (CADT) are approved in Region 13, as of December
2019, in accordance with the national distribution maps of CADTs provided by the National
Commission on Indigenous Peoples (NCIP). The Project will not traverse any approved or
declared CADTs (NCIP 2019). The nearest CADT is more than 15km far from the project
alignment.
4) Local Economy such as Employment and Livelihood
Based on the 2015 statistical data, i) Population ii) Household, iii) Area, and iv) Population
density are;
[Butuan City] i)337,063 persons, ii) 76,212 households, iii)816,612 km2, and iv) 413 persons/
km2
[Municipality of Magallanes] i)19,895 persons, ii)3,640 households, iii)49.91 km2, and iv)399
persons/ km2. (2015 Public Service Announcements, 2000 Census of Population and Housing,
National Statistics Office)
Services remains to account for the largest share in the region’s economy in 2018 with 51.1
percent. This is followed by Industry with 32.7 percent and Agriculture, Hunting, Forestry and
Fishing with 16.2 percent.
5) Land use and Usage of Local Resources
Based on the land use classification of Butuan City, agricultural land covers 52.08 % of city,
followed by forest area with 32.79%. In front of the Butuan Bay area is used as mangrove areas
or fishpond area. As for the land use of Municipality of Magallanes, agricultural land covers
63.12 %, followed by residential area with 28.22% (Source: Comprehensive Land Use Plan
(CLUP) of Butuan City, 2018, Comprehensive Land Use Plan (CLUP) of Magallanes
Municipality 2018). Figure 18.8-4 and Figure 18.8-5 shows land use status of the project areas.

Source: Magallanes Municipality CLUP, 2018

Figure 18.8-4 Existing Land Use Map of the Magallanes Municipality

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Source: Butuan City CLUP, 2018

Figure 18.8-5 Existing Land Use Map of the Butuan City
6) Water Usage
Both surface/river water and groundwater are used for portable water. Irrigation water
originated from natural river networks along the project sites.
7) Existing Social Infrastructures and Services
The project area of ABLH has many rural communities with existing social infrastructures
including school, hospital, public/social service buildings and infrastructure such as rural road
networks.
8) Social Institution such as Socially Related Capital and Decision-making Organizations
There is different level of local government entities such as municipality, barangay, village, etc.
as social institution. Also, there are different kinds of public and private organizations in the
field of specific industry/occupation, gender, NGO, etc.
9) Gender
The Philippines is one of the most developed countries in the field of gender equality.
10) Children's Rights
Child labor cases in the Philippines are commonly reported and it may occur in the survey area.
Children's rights in the survey area may related to poverty.
11) Infectious Diseases such as HIV/AIDS
HIV/AIDS cases in Philippines are usually connected to prostitution workers and it may be
common in the study area.

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(5) Others
1) Transboundary Impact and Climate Change
There are internationally common recognitions on transboundary impact and climate change
such as greenhouse effect gas emission in industry, transportation, and other relevant sectors in
the survey areas.
Legal and Institutional Framework of Environmental and Social Considerations
Laws and Regulations related to environmental and social issues in the Philippines are
summarized in the Chapter 13 of this report. Based on both legal frameworks in Philippines
and the JICA Guidelines for Environmental and Social Considerations, April 2010 (hereinafter,
“JICA Environmental Guidelines”), Categorization of ABLH is estimated as follows.
(1) Categorization of EIA in line with PEISS
Environmental Compliance Certificate (ECC) will be acquired as a requirement by the DENR
before the project implementation. Based on the ECA categories, the proposed Agusan del
Norte-Butuan City Logistical Highway is considered as ECA project because it will traverse in
the areas which is hard-hit by natural calamities, prime agricultural lands, water bodies for
domestic and wildlife/fishery support, mangrove and coral reefs.
In addition, based on the project threshold for coverage screening and categorization, the
proposed 33.8 km proposed logistical highway falls under Category A which is required to
secure an ECC. An Environmental Impact Statement Report shall be prepared and submitted
to DENR-EMB for evaluation. Public consultation and baseline social and environmental
studies are required to be conducted within the affected areas as requirements in the preparation
of EIS report.
(2) Categorization of the Project in accordance with the JICA Environmental Guidelines
Category A defined by the JICA Guidelines for Environmental and Social Considerations, April
2010 (hereinafter, “JICA Environmental Guidelines”) generally includes i) projects in sensitive
sectors, ii) projects that have characteristics that are liable to cause adverse environmental
impact, and iii) projects located in or around environmental sensitive areas. Moreover, a project
causing large-scale involuntary resettlement and or a project area inhabited by indigenous
people are classified under Category A. Projects are classified as Category B if potential
adverse impacts on the environment and society are less adverse than those in Category A.
Based on the above guidelines, the Project is seemed to be classified as Category A by JICA
because the project is considered as a large-scale road and bridges project, as a project located
in or around environmental sensitive areas (mangrove area for habitats with important
ecological value) and/or large scale involuntary resettlement under the JICA Environmental
Guidelines. The categorization shall be reviewed during feasibility study based on the detail
data such as the scale of mangrove area to be developed, and the number of affected persons in
ROW.
Alternative Comparison
Discussion of alternative comparison for ABLH, bridge types, is described in Section 18.4.3
of this chapter.
Scoping and ToR for Environmental and Social Considerations Surveys
(1) Scoping
Scoping means choosing alternatives for analysis, a range of significant and potentially
significant impacts, and study methods. ✓ mark is applied for environmental items which
will be affected by the project or cannot be decided without additional surveys. Scoping is

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executed for different phases of pre-construction/construction and operation in each

environmental item. Items without ✓in both two phases are not the target of following survey
and evaluation if there are enough reasons that the items will not be affected by the project.
Following table shows the result of scoping of ABLH.
Table 18.8-8 Result of Scoping of ABLH
Selection
Status
No Item Reasons for Selection
PCS/
OS
CS
1 Air Quality ✓ ✓ [CS] Construction vehicles may cause air pollution temporally.
[OS] Negative impact on air quality is expected due to exhaust gas
from vehicles.
2 Water Quality ✓ ✓ [CS] Construction activities (such as cutting/filling works with surface
erosion), construction vehicles, camp yards may cause water pollution
through drainage water.
[OS] Drainage from road structure may cause water pollution in water
bodies along the road.
3 Waste ✓ [CS] Construction waste including concrete, asphalt, cut trees and
soil may be generated through construction activities.
[OS] No serious impacts are expected, because there is no plan of
service / parking area which generate waste.
4 Soil ✓ [CS] There is a possibility of soil contaminant by oil leakage from
Contamination construction vehicles and soil generated by the project.
[OS] Operation of roads may not cause soil contamination both directly
and indirectly.
5 Noise and ✓ ✓ [CS] Construction vehicles may cause noise and vibration temporally.
Vibration [OS] Ambient noise and vibration along ABLH may cause negative
impact on sensitive receivers such as residential area, school, and
hospital.
6 Ground ✓ ✓ [CS/OS] Landfilling may cause ground subsidence in the area of soft
Subsidence soil and other specific conditions.
7 Offensive Odor ✓ [CS] There is a possibility of offensive odor by construction activities.
[OS] Operation of roads may not cause offensive odor both directly
and indirectly.
8 Bottom ✓ [CS] There is a possibility of impact on the river bottom sediment by
Sediment leaked oil from construction vehicles and flown soil caused by
earthwork.
[OS] Operation of roads may not cause bottom sediment both directly
and indirectly.
9 Protected Area ✓ ✓ [CS/OS] The project may not cause impact to protected areas nearby.
10 Ecosystem ✓ ✓ [CS/OS] The project may cause impact such as tree-cutting
activities on ecosystem including indicator species and mangrove
forest along the project site.
11 Hydrology ✓ ✓ [CS/OS] There is a possibility of changes to hydrology because the
project across some rivers.
12 Topography and ✓ [CS] Topography might change by land cutting and filling works.
Geology There are possibilities of land slide and soil erosion due to slope
cutting and/or land filling works.
[OS] Operation of roads may not cause geographical and topographical
changes both directly and indirectly.
13 Land ✓ [PCS] Land acquisition and resettlement with more than hundreds are
Acquisition and required to secure land for road and other facilities/structures of
Resettlement ABLH.
[CS/OS] No additional resettlement is expected.
14 Poverty ✓ [PCS/CS] Vulnerable groups including poor households may be targets
of resettlement. Some of them may get or lose their livelihood during
construction phase.
[OS] No additional impact on poverty groups.

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Selection
Status
No Item Reasons for Selection
PCS/ OS
CS
15 Ethnic Minority ✓ ✓ [PCS/CS/OS] Ethnic minority and/or indigenous people may live along
and Indigenous the project area.
People
16 Local Economy ✓ [CS] Employment opportunity can be created due to the project
such as construction. On the other hand, construction activities may
Employment cause temporal inconvenience such as access hinderance to the
and Livelihood local economy. Employment and livelihood including fishery of
project affected households are also affected by resettlement
activities.
[OS] No additional impact is expected during operation stage.
17 Land Use and ✓ ✓ [CS] Loss of farmland and forests for new roads are expected.
Usage of Local Land and local resources such as trees of project affected
Resources households are also affected by resettlement activities.
[OS] ABLH may pause some negative impact on land use such as
development of forest areas and using of water resources.
18 Water Usage ✓ ✓ [CS] River water may be affected by earthworks. Water usage of the
affected area may be affected by resettlement activities.
[OS] Operation of roads may cause impact on water usage both
directly and indirectly.
19 Existing Social ✓ [PCS/CS] Existing social infrastructure may be affected by land
Infrastructure acquisition and construction.
and Services [OS] Highway may bring positive impact on exiting road networks
around the area.
20 Social ✓ [CS] There is a possibility of the temporary physical community
Institutions such division by construction.
as Socially [OS] No additional impact is expected.
Related Capital
and Decision-
making
Organizations
21 Misdistribution Misdistribution of benefit and damage caused by the road construction
of Benefit and is not expected.
Damage
22 Local Conflicts ✓ [CS] No serious impacts are expected.
of Interest [OS] Community separation by newly constructed highway may cause
conflicts of interest.
23 Cultural Banza Ruins /Butuan Church Ruins is the nearest Historical site in the
Heritage proposed alignment (approximately 3.7km from the proposed project -
phase 1 section). No serious impacts are expected because there are no
outstanding cultural heritages around the area.
24 Landscape ✓ [CS] There is a possibility of disturbance of landscape by the road
structures including bridges.
[OS] Operation of roads may not cause impact on landscape both
directly and indirectly.
25 Gender ✓ [CS] Women may be affected when they commute to working
places during the construction period. There might be gaps on
working conditions such as wage between men and women
when local employment is considered.
[OS] Improved access by the project may cause positive impact on
gender.
26 Children’s Right ✓ [CS] There is a possibility of occurrence of child labor
[OS] Due to the improvement of traffic congestion of existing road,
traveling time to school and hospital will become faster and safer.
27 Infectious ✓ [CS] Infectious diseases are possible to be spread due to inflow of
Diseases such as construction workers.
HIV/AIDS [OS] Operation of roads may not cause impact on infectious diseases
both directly and indirectly.

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Selection
Status
No Item Reasons for Selection
PCS/ OS
CS
28 Labor ✓ [CS] Due to construction activities, labor environment may be affected.
Environment [OS] Operation of roads may not cause impact on labor environment
including Safety diseases both directly and indirectly.
29 Accident ✓ ✓ [CS] Traffic accident related to construction vehicles and accident in
construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
30 Transboundary ✓ ✓ [CS] and [OS] Greenhouse Effect Gasses may increase due to
Impact and construction machinery / vehicles and newly generated traffic.
Climate Change
Note) Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
Source: JICA Study Team

(2) ToR for Environmental and Social Considerations Surveys

Based on the scoping results in the previous section, terms of references (ToR) for surveys of
necessary environmental items are developed to determine project induced impacts. Possible
impact to be caused by project implementation will be evaluated qualitatively based on existing
secondary data, interview to concerned parties and examining project design. Table 18.8-9
shows the ToR for environmental and social considerations survey.
Table 18.8-9 ToR for Surveys of Environmental and Social Considerations
No. Item Survey Item Survey Method
1 Air Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information from
Japanese, WHO's, etc.) past projects nearby
(2) Status of air quality items(3) Qualitative evaluation based on
expected traffic volume and
construction vehicles
2 Water Quality (1) Relevant standards on (1) Existing material
Environment (Domestic, (2) Secondary data/information
Japanese, WHO's, etc.) from past projects nearby
(2) Status of water quality (3) Qualitative evaluation based on
items expected construction methods
3 Waste (1) Waste management process (1) Secondary data/information
from past projects nearby
(2) Qualitative evaluation based on
expected construction methods
and facilities
4 Soil Contamination (1) Protection method against (1) Confirmation on implementation
oil leakage plan of construction vehicles
(2) Qualitative evaluation based on
expected construction methods
5 Noise and (1) Relevant standards on (1) Existing material
Vibration Environment (Domestic, (2) Secondary data/information
Japanese, WHO's, etc.) from past projects nearby
(2) Status of water noise and (3) Qualitative evaluation based on
vibration expected traffic volume and
construction vehicles
6 Ground Subsidence (1) Soil conditions (1) Past study around the area
(2) Qualitative evaluation based on
expected construction methods
7 Offensive Odor (1) Possible events causing (1) Collection of necessary
odor information on construction
method

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No. Item Survey Item Survey Method

(2) Qualitative evaluation based on
expected construction methods
8 Bottom Sediment (1) Construction method (1) Collection of necessary
causing sedimentation information on construction
method
(2) Qualitative evaluation based on
expected construction methods
9 Protected Areas (1) Situation of registration (1) Relevant laws and regulations
(2) Outline of the protected (2) Past study around the area
areas (3) Qualitative evaluation based on
expected construction methods
10 Ecosystem (1) Situation of general (1) Past field surveys on
ecosystem occurrences of fauna and flora
(2) IUCN listed species (2) IUCN Website etc.
(3) Qualitative evaluation based on
expected construction methods
11 Hydrology (1) Situation of surface water (1) Past field surveys
such as river and lake (2) Confirmation of construction
(2) Impact during methods
construction (3) Qualitative evaluation based on
expected construction methods
12 Topography and (1) Construction method (1) Collection of necessary
Geology causing changes of information on construction
topography and geology method
(2) Qualitative evaluation based on
expected construction methods
13 Land Acquisition (1) Size of impact (area, (1) Aerial photos, design, etc.
and Resettlement structure, etc.) (2) Existing surveys including
(2) Compensation policy resettlement action plan (RAP)
(3) Qualitative evaluation based on
expected project effects
14 Poverty (1) Distribution of poverty (1) Existing surveys and Statistics
groups (2) Qualitative evaluation based on
expected project effects
15 Ethnic Minority and (1) Distribution of ethnic (1) Existing surveys and Statistics
Indigenous People minority and indigenous (2) Qualitative evaluation based on
people expected project effects
16 Local Economy such (1) Local economic status (1) Existing surveys and Statistics
as Employment and (2) Qualitative evaluation based on
expected project effects
Livelihood

17 Land Use and Usage (1) Land use status (1) Existing surveys and existing
of Local Resources maps
(2) Qualitative evaluation based on
expected project effects
18 Water Usage (1) Water usage status in (1) Existing surveys and literature
rivers and other resources material
(2) Impact during (2) Confirmation of construction
construction methods
(3) Qualitative evaluation based on
expected impact on water use
19 Existing Social (1) Distribution of residential (1) Existing surveys and literature
Infrastructure and areas, school, hospital, material
and etc. (2) Qualitative evaluation based on
Services
expected project effects

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No. Item Survey Item Survey Method

20 Social Institutions (1) Social institutions and (1) Existing surveys and literature
such as Socially possible impact material
(2) Qualitative evaluation based on
Related Capital and
expected project effects
Decision-making
Organizations

21 Local Conflicts of (1) Expected conflicts (1) Project design and distribution
Interest of interest
(2) Qualitative evaluation based on
expected project effects
22 Landscape (1) Scenic areas (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected structures and
topographical changes
23 Gender (1) Impact on gender (1) Existing surveys and literature
material
(2) Qualitative evaluation based on
expected project effects
24 Children’s Right (1) General (1) Existing surveys and literature
situation/possibility of material
child labor (2) Qualitative evaluation based on
expected project effects
25 Infectious Diseases (1) General (1) Existing surveys and literature
such as HIV/AIDS situation/possibility of material
infectious diseases (2) Qualitative evaluation based on
expected project effects
26 Labor Environment (1) General (1) Existing surveys and literature
including Safety situation/possibility of material
labor environment (2) Qualitative evaluation based on
expected project effects
27 Accident (1) Expected increases of (1) Existing surveys and literature
accident material
(2) Qualitative evaluation based on
expected project effects
28 Transboundary (1) Elements related to cross (1) Collect information based on
Impact and Climate boundary impacts, highway construction and
cumulative impacts, and management
Change
climate change (2) Qualitative evaluation based on
expected project effects
Results of Surveys
(1) Air Quality
There are residential areas including school and church near the proposed alignment (Manapa,
Abilan, Cabcabon, Sumilihon and Taguibo). In general, the large-scale project will require
many heavy construction vehicles/ equipment.
[Construction Stage]
Air quality around the construction areas and relevant locations will be degraded due to exhaust
gas from construction machineries and vehicles. Also, earthworks may generate particulate
matters such as PM10 and PM2.5. Level of air pollution may depend on locations, therefore,
further monitoring (baseline) surveys are required during F/S.
[Operation stage]

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Increased traffic may cause air pollution along the project areas on typical elements such as
NO2, SO2, CO and particulate matters. In some sections, unpaved road will be improved and
particulate matters may decrease as a result. It may cause higher level of pollution on specific
elements such as SO2 and NOCO which might be under domestic standard as baseline data.
Level of air pollution may depend on locations, therefore further monitoring (baseline) surveys
with forecasting analysis are required during F/S.
(2) Water Quality
The Project will traverse about seven (7) rivers and creeks, including Kinabjangan River,
Guihao-an River, Masao River, Agusan Pequeno River, Ambago River, Agusan River and
Banza River. The project area is located in the area of water bodies for domestic defined as the
ECA (Table 18.8-7).
[Construction Stage]
Water quality around the construction areas and relevant locations including camp yards will
be degraded if wastewater is discharged inadequately, especially oil leakage from consecution
machineries. Earth works also cause turbid water to the surrounding environment. Level of
water pollution may depend on locations, therefore, further monitoring (baseline) surveys are
required during F/S.
[Operation stage]
There is no construction plan of service areas which may discharge domestic wastewater,
therefore, severe water pollution may not occur during the operational phase.
(3) Waste
The Project will include soil excavation and land filling activities. The proposed project will
traverse forest area.
[Construction Stage]
Construction waste which is generated by the project will be excavated soil and debris, cut
trees, asphalt mass and etc. Also, domestic waste from construction yards is expected.
(4) Soil Contamination
The Project will include soil excavation and land filling activities and construction of bridges
piers in the coastal area.
[Construction Stage]
Wastewater from construction areas may cause soil contamination, if wastewater is not treated
appropriately. Furthermore, there is a possibility of soil contamination due to the unexpected
leakage/ mishandling of oil and other chemicals, in the all earthwork area including the main
road area and borrowing pit, etc. In case that on-site soil had already polluted, dumping soils
also have possibility of soil contamination when they are dumped other places.
(5) Noise and Vibration
There are residential areas including school and church near the proposed alignment. (Manapa,
Abilan, Cabcabon, Sumilihon and Taguibo). In general, the large-scale project will require
many heavy construction vehicles/ equipment.
[Construction Stage]
Construction machineries and vehicles may cause certain level of noise and vibration around
the construction area. Background noise level along the planned alignment is not so high
because most of the area is rural regions. Level of noise and vibration may depend on locations,
therefore, further monitoring (baseline) surveys are required during F/S.
[Operation stage]

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Both new alignment section and widening/improvement of existing road section will be
affected by noise and vibration during operation phase. Due to increased vehicles and attracted
new demand of traffic, some areas may exceed national standard in the future. Level of noise
and vibration may depend on locations, therefore, further monitoring (baseline) surveys are
required during F/S.
(6) Ground Subsidence
Based on the secondary data, the soil in Butuan City is loam. Some of its soil is prone to slight
to moderate erosion and is soft, must be limited to low-story construction and must adopt
stronger structural interventions. The Project will traverse coastal area which are used as
fishponds and is in the liquefaction hazard area.
[Construction Stage] & [Operation stage]
It is difficult to forecast ground subsidence caused by project activities, however, it can be said
that there is possibility of ground subsidence based on construction methods and natural
conditions of the project. Changes of overweight on ground and underground flow may cause
ground subsidence. Potential and risk of ground subsidence should be discussed further with
geological data and basic designs in following study phases such as F/S.
(7) Offensive Odor
Large scale project will require many workers and prepare the labors camp in general.
[Construction Stage]
As long as appropriate waste management and equipment maintenance are implemented, sever
offensive odor cases are not expected. However, construction camp yards may cause offensive
odor from its waste and wastewater.
(8) Bottom Sediment
The Project phase1 will traverse about 7 rivers. Working in the river might be occurred.
[Construction Stage]
River crossing points may be affected on bottom sediment by construction activities. Earth
works and other works inside rivers can cause direct sedimentation as well as turbid water. In
case that crossing river bottom sediment had already polluted, dumping soils in the riverbed
also have possibility of soil contamination when they are dumped other places.
(9) Protected Area
The nearest protected area (Carmen Critical Habitat) is approximately 5.9 km far from
proposed project -phase 2 section.
[Construction Stage] & [Operation stage]
Based on literature survey on legally designated areas, ABLH project may not affect any
protected areas directly. The alignment runs along developed areas, therefore, project areas are
already developed with certain degree.
(10) Ecosystem
The land along the proposed alignment is mostly used as fishponds and forest area including
mangroves, palm trees and mango plantations. The distance of nearest coral reefs is
approximately 1km away from the proposed road. Butuan Bay is an extension of Bohol Sea
which is rich in marine biodiversity. There is a possibility on decreasing of biodiversity and
habitat around the mangrove areas where variety of sea and land species are using as nesting,
feeding and breeding due to the implementation activities of the project depending on the final
design and construction process. In addition, coral reefs along the sea shore might be affected
by polluted water (turbid water) and sedimentation from rivers

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[Construction Stage]
Construction activities and existence of road structures may have impact (such as damage of
trees and vegetation, loss of nest/feeding area/breeding area, and migration inhibition, division
of the habitation area, road killing, noise/vibration due to the new traffic flow, etc.) on
surrounding ecosystem along the project alignment. Construction activities may hinder
ecosystem including Mangrove forests along the project alignment. For example, there might
not be nests of IUCN's listed bird species, however, further information and field surveys on
birds and other key species confirmed in the project area should be discussed. To understand
information of habitat and kye species based on actual project sites, further monitoring
(baseline) surveys are required during F/S.
[Operation stage]
Operation of vehicles on the newly installed roads may not cause outstanding impact on
existing ecosystem along the project alignment.
(11) Hydrology
The Project phase1 will traverse about 7 rivers mouths.
[Construction Stage]
Works inside river such as piers for bridges and sheet piles may cause hydrological changes.
[Operation stage]
No sever impact on hydrology during the operation is expected.
(12) Topography and Geology
The Project will include soil excavation and land filling activities. The Project is in the
liquefaction hazard area. The project area is located in the area of high susceptibility to flooding
area defined as the ECA (Table 18.8-7).
[Construction stage]
Cut and fill works, slope, and road construction may change topography and geology. To
estimate size, location and impact, further design and related surveys on geology and
topography are required in following phases such as F/S. Following table and figures show
observation results of general situation of topography with information of structures and typical
photos.
Table 18.8-10 Site Observations
Location
Observations
(from east to west)
A: Taguibo, Butuan City A number of house structures and few vegetation will be
affected by the alignment on both sides.
B: Sumilihon, Butuan City The proposed alignment might traverse the water refilling
station and few vegetation areas.
C: Sumilihon, Butuan City A house structure will be affected by the proposed alignment.

D: Cabcabon, Butuan City The alignment will cross in a small portion of mango plantation.

E: Cabcabon, Butuan City Small church and few vegetation might be affected by the
alignment.
F: Cabcabon, Butuan City The alignment will cross mango plantation.

G: Guiasan, Magallanes The alignment might traverse the existing structure (school).
Municipality

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Location
Observations
(from east to west)
H: Guiasan, Magallanes The proposed alignment might traverse in barangay hall.
Municipality
I: Guiasan, Magallanes Mangrove area will be affected by the proposed alignment.
Municipality These mangroves are species of palm.
J: Pagatpatan, Butuan City The proposed bridge will be crossed in Agusan River and few
mangrove trees will be affected.
K: Lumbocan, Butuan City There is an ongoing construction of floodgate, which might be
affected by the alignment. A few vegetation will be affected.
L: Lumbocan, Butuan City There are fishponds to be affected by the proposed alignment.

Note: Stations (A-K) in this table are shown in Figure 18.8-6

Source: JICA Study Team

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Figure 18.8-6 Proposed Project Site MAP

Source: JICA Study Team

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(13) Land Acquisition and Resettlement

The proposed project will traverse residential areas (Manapa, Abilan, Cabcabon, Sumilihon
and Taguibo).
[Pre-Construction Stage]
Based on rough counting survey by using satellite photos, approximately 190 structures may
be affected by the project. Presumed form of impact is physical relocation, partial slice of
structure, loss of secondary assets such as gate, fruit trees, as well as private land ownership.
Exact size and characteristics of land acquisition and resettlement require further survey such
as socio-economic survey, census, inventory of loss, etc. to develop resettlement action plan
(RAP) in following phases such as F/S.
(14) Poverty
[Pre-Construction and Construction Stage]
Based on statistical situation elaborated in the part of baseline data, there might be poverty
groups in the project sites. Some households including informal settlers family (ISF) may
become direct project affected household (PAH) and some may be affected their secondary
properties such as crops and/or their livelihood. On the other hand, they will have opportunities
to obtain new income through construction activities. Exact size and characteristics of impact
on poverty requires further survey such as socio-economic survey, census, inventory of loss,
etc. to develop resettlement action plan (RAP) and EIA/EIS in following phases such as F/S.
(15) Ethnic Minority and Indigenous People
26 CADTs are approved in Region 13, as of December 2019. The Project area will not traverse
any approved or declared CADTs.
[Pre-Construction and Construction, Construction, and Operation Stage]
Even there is not observed exact existing of ethnic minority and indigenous people along the
project site, there are possibility of their communities and/or living.
To confirm current status and the actual boundary of ancestral domain area, communication
with relevant authorities and further field surveys such as RAP related surveys and literature
examination are required in following phases such as F/S.
In case that the possibility of impact (e.g. involuntary resettlement, direct land acquisition of
ancestral domain, communication disturbance, damage of livelihood, etc.) on the IPs is high,
the impact and necessary mitigation measures shall be studied during F/S through the
communication with NCIP in consideration of on-site ancestral domain condition.
(16) Local Economy such as Employment and Livelihood
There might be some owners, who manage the fishponds and plantations in the proposed
project area.
[Construction Stage]
Employment opportunity can be created by construction activities and local economy will be
improved temporally. On the other hand, overall construction activities and traffic restriction
would affect local economy activities including venders and shop owner to some extent
temporary inconvenience due to disturbance in smooth operation of commercial/public
transportation. Resettlement also may cause lost or degradation of local economy through their
livelihood including fishery.
(17) Land Use and Usage of Local Resources
The land along the proposed alignment is mostly used as fishponds and forest including
mangroves and palm trees. The project area is located in the prime agricultural land defined as
the ECA (Table 18.8-7).

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[Construction Stage]
Outline of land use along the project alignment is shown in Table 18.8-11. The Project will
traverse the coastal area of Butuan Bay. The east starting section of the proposed alignment
phase 1 (Barangays of Manapa and Abilan, Municipality of Buenavista) and the end section of
the proposed alignment phase 1 (Barangays of Cabcabon, Sumilihon, and Taguibo, Butuan
City) are designed along the existing road in the residential area. The main land use in the
coastal area along the proposed alignment are fishponds and forest area including mangroves,
palm trees and mango plantations. The proposed alignment will traverse several river mouths
and creeks including Masao River, Masao River, Agusan Pequeno River, Ambago River,
Agusan River and Banza River.
It is expected that about 190 existing structures including houses are affected due to the
implementation of the Project, in accordance with the satellite image interpretation. Almost of
these affected structures are located in the starting section and the end section of proposed
project.
Table 18.8-11 Land Use along the Project Site
Land use classification Distribution Rate
Cultivated area/ Farm/ Bare area 22.6%
Forest/Trees/Palm/Mangroves 33.3%
Residence / Infrastructures 8.4%
River 5.8%
Source: JICA Study Team
Since the proposed alignment will cross existing community roads and rivers, the Project
components include bridges, underpass/over pass roads and box culverts to avoid intercepting
the existing transportation and/or water flow, as shown in Table 18.8-12.
Table 18.8-12 Existing Crossing Roads and Rivers
Existing Roads and Rivers Number of Crossing Points
Road 8
River and Creeks 7
Source: JICA Study Team
[Operation Stage]
As secondary impact of the project, development along the project area may cause adverse
impact on land use and local resources such as forestry and water.
(18) Water Usage
[Construction and Operation Stage]
Generally, landfill and construction in rivers may change water regimes especially underground
water and construction method itself can also influence water resources including streams,
wells, and springs around the construction sites.
(19) Existing Social Infrastructure and Services
[Pre-Construction and Construction Stage]
ABLH requires existing social infrastructures in the rural areas such as roads,
telecommunication lines, electricity networks, and water supply networks. These existing
infrastructures are target of relocation during pre-construction and construction stages. Both
private and public owners of these infrastructures will be affected and some services may be
degraded due to construction.
[Operation Stage]
There is a possibility of physical community diversion in case a new road traverses in a
community.

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(20) Social Institutions such as Socially Related Capital and Decision-Making Organizations
The proposed alignment will cross many existing community roads and rivers. The Project
components include bridges, underpass/over pass roads and box culvert to avoid intercepting
the existing transportation
[Construction Stage]
Construction may cause division of communities along the road temporally. Therefore, there
are some potential of impact on social institutions in terms of accessibility.
(21) Local Conflicts of Interest
[Operation Stage]
New alignment of road may hinder existing access between residents and social services in
case that no measures are considered to solve these issues. It may cause a kind of conflict
among local communities.
(22) Landscape
Current landscape along the proposed alignment are fishponds and forest land. The Project will
develop the new landscape of bridges and land filling structures.
[Construction Stage]
Cut and fill works may cause change of landscape. However, it is difficult to determine location
and degree of changes without further designs. So, continuous discussion and assessment is
required in following phases such as F/S.
(23) Gender
[Construction Stage]
Women as commuter or daily working for their families may be affected by the construction
activities. On the other hand, project can provide opportunities of works and commercial in the
area and it may bring positive impact on gender balance. However, there might be gaps on
working conditions such as wage between men and women when local employment is
considered.
(24) Children's Right
[Construction Stage]
There are possibilities of child labor in construction yard and related activities.
(25) Infectious Diseases such as HIV/AIDS
[Construction Stage]
Construction workers coming from outside the community / island may cause HIV/AIDS cases
during construction time.
(26) Labor Environment Including Safety
[Construction Stage]
Accident and inappropriate occupational condition during the construction may cause negative
impact on labor environment and occupational safety as well as health.
(27) Accident
[Construction Stage]
Traffic accident due to construction vehicles may occur without appropriate measures and
education.
[Operation Stage]

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Traffic accident due to increased traffic may occur along the road and vicinity connecting to
the project section.
(28) Transboundary Impact and Climate Change
[Construction Stage]
Greenhouse effect gas is increase by operation of machineries and vehicles in the construction
sites.
[Operation Stage]
Increased traffic based on newly created demands may produce much greenhouse effect gas.

Impact Assessment

(1) Preliminary Impact Assessment

The result of potential negative environmental and social impact assessment at pre-F/S is
shown in the following table. In consideration of survey results, the impacts were evaluated
qualitatively in each of the three stages separately, namely: pre-construction stage [PCS],
construction stage [CS], and operation stage [OS]. The impacts of pollution, natural
environment, and social environment were classified as A to D in accordance with the following
criteria, assuming no specific measures toward the impacts are taken:
A: Significant Negative Impact A+: Significant Positive Impact
B: Some Negative Impact B+: Some Positive Impact
C: Impacts are not clear, need more investigation
D: No impacts or impacts are negligible, no further study required

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 Table 18.8-13 Result of ESIA at pre-F/S
Assessment
Assessment Result based
N at Scoping on surveys
o Item Reasons for Assessment
PCS PCS/
/CS OS CS OS

1 Air Quality ✓ ✓ B- B- [CS] In consideration of current residential land use, temporary negative impacts are expected on air quality due to
exhaust gas and dust generated from construction activities. The exhaust gas such as NOx, SOx, CO TSP, PM10,
PM2.5 will be generated from construction machines, equipment and traffic congestion around the construction yard
due to the temporary traffic restriction. And dust will be generated by earth work including foundation excavation for

Project for Masterplan on High Standard Highway Network Development (Phase 2)

piers, transporting of earth-and-sand, etc.
[OS] Ambient air quality along existing road is already impacted by current traffic exhaust gas. Since it is expected
that traffic flow will be smoother by shifting vehicles from existing road to new highway, air quality along the road
will be improved. On the other hand, there is a possibility of increasing of vehicles. In that case, air quality along the
road might get worse than the current condition.
2 Water Quality ✓ ✓ B- D [CS] The project area is located in the area of water bodies for domestic use defined as the ECA, since the
Project will traverse several rivers. Turbid water may be generated from excavation areas due to surface run-off.
Improper stockpiling of construction materials in low -lying areas could affect the water quality of nearby bodies of
water bodies. Furthermore, there is a possibility of inadequate treatment and/or mishandling of wastewater,
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suspended matter, waste oil, and other chemicals, in the all earthwork area including the main road area and
borrowing pit, etc. Additionally, domestic wastewater may be discharged from the labor camp.
[OS] No serious impacts are expected, because there is no plan of service / parking area.
3 Waste ✓ B- N/A [CS] Construction waste including waste soil, asphalt mass and cutting trees are expected at the construction site.
Additionally, domestic waste (garbage) may be generated from the labor camp, if any.
4 Soil ✓ B- N/A [CS] There is a possibility of soil contaminant by wastewater from tunneling work/piling construction/excavation
Contamination process, if wastewater is discharged without adequate treatment and/or miss handing. Dumping soil and muck also
can cause soil contamination if they have specific chemicals. Furthermore, there is a possibility of soil contamination
due to the unexpected leakage/ mishandling of oil and other chemicals, in the all earthwork area including the main
road area and borrowing pit, etc. Dumping soil and muck also can cause soil contamination if they have specific
chemicals.
5 Noise and ✓ ✓ B- B- [CS] In consideration of current land use temporary negative impacts are expected on ambient noise due to higher
Vibration noise generated from construction machines and equipment.
[OS] Ambient noise and vibration along existing road is already impacted by current vehicle traveling. Though it is
expected that traffic flow is smooth by shifting from existing road to new highway, noise and vibration level might

Final Report
increase because of the increase in traffic and travelling speed of vehicles.
6 Ground ✓ ✓ B- B- [CS/OS] The extent of impact is unknown, because there is no detail amount of ground water and geographical test
Subsidence data, and no decided proposed ROW and tunnel excavation methodology at this moment. In case of large amount of
discharge water and/or worse ground foundation than expectations, there is a possibility of ground subsidence in the
 Assessment Assessment

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
mountain area, due to the tunnel construction. To clarify the baseline condition of geographic mechanism including
ground water level and geological test shall be conducted along the proposed alignment during the feasibility study.
7 Offensive Odor ✓ B- N/A [CS] There are no direct project-related activities that can generate offensive odor due to the general road
construction, however impact of construction basecamp operations may have temporary impact.
8 Bottom ✓ B- N/A [CS] There is a possibility of impact on the river bottom sediment by flown soil caused by earthwork in the river,
Sediment depending on the construction methodology. In case that crossing river bottom sediment had already polluted,
dumping soils in the riverbed also have possibility of soil contamination when they are dumped other places.
9 Protected Area ✓ ✓ D D Basically, no impacts are expected at this moment, since there is no protected area within the project area.
10 Ecosystem ✓ ✓ B- D [CS] Mangroves are growing in the coastal area of Butuan Bay. Most of existing trees including mangroves within
ROW will be cut down or replanted. Construction activities and existence of road structures may have some impact
(such as damage of trees and vegetation, loss of nest/feeding area/breeding area, and migration inhibition, division of
the habitation area, road killing, noise/vibration due to the new traffic flow, etc.) on surrounding ecosystem along the
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project alignment. There is a possibility on decreasing of biodiversity and habitat around the mangrove areas where
variety of sea and land species are using as nesting, feeding and breeding due to the implementation activities of the
project depending on the final design and construction process. To evaluate the impact, seasonal flora and fauna
survey and tree inventory survey shall be conducted during the feasibility survey. In addition, coral reefs along the
sea shore might be affected by polluted water (turbid water) and sedimentation from rivers.
[OS] Operation of roads may not cause any severe impact on ecosystem along the road.
11 Hydrology ✓ ✓ B- B- [CS/OS] To clarify the baseline condition of geographic mechanism including groundwater level and flow,
geological tests shall be conducted along the proposed alignment during the feasibility study. The amount of water
use and source during construction, construction methodology and road structures shall be clarified during the
feasibility study.
And also, there is a possibility of disturbance of water flow by construction of bridge pier in the river and preventing
/changing water flow by concrete structures.
12 Topography and ✓ B- N/A [CS] The project area is located in the area of high susceptibility to flooding area defined as the ECA. Topography
Geology might change by land cutting in the valley and tunnel construction. There is a possibility of topsoil erosion in the
construction site during rainy season (May-October).
13 Land ✓ A- N/A [PCS] It is expected that about 190 existing structures including houses are affected due to the implementation of the
Acquisition and Project, in accordance with the satellite image interpretation. To clear the project affected people, their assets and
Resettlement compensation, identification of landowner, socio-economic survey, inventory survey and market value survey for
preparation of the Resettlement Action Plan shall be conducted during the feasibility survey.
 Assessment Assessment
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
14 Poverty ✓ B+/ N/A [PCS/CS] The project may bring positive impact on local economy through construction activities and rural
- development. Some poor groups may be negatively affected by the project if their properties are acquired and/or their
livelihood is lost by the project.
15 Ethnic Minority ✓ ✓ B- B- There might be ethnic minority and/or indigenous people in and around the project site and they might be affected by
and Indigenous the project. The location and relation between CADTs and the Project site shall be verified through the feasibility

Project for Masterplan on High Standard Highway Network Development (Phase 2)

People study.
16 Local Economy ✓ B+/ N/A [CS] Employment opportunity can be created due to the project construction. On the other hand, overall construction
such as - activities and traffic restriction would affect local economy activities including venders and shop owner to some
Employment extent temporary inconvenience due to disturbance in smooth operation of commercial/public transportation.
and Livelihood Employment and livelihood including fishery of project affected households are also affected by resettlement
activities.
17 Land Use and ✓ ✓ B- B+/ [CS] The project area is located in the prime agricultural land defined as the ECA. Loss of farmland and forests for
Usage of Local - new roads are expected and land use may be changed along the road. Land and local resources such as trees of
Resources project affected households are also affected by resettlement activities.
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[OS] Effective use of lands and local resources due to high accessibility are expected. At the same time, project-
indued development may affect local resources adversely.
18 Water Usage ✓ ✓ B- B- [CS/OS] To clarify the baseline condition of underground water use around the project area, inventory survey for
wells shall be conducted during the during the feasibility study. Though water source during construction is not
decided at this moment, water use permission in line with regulation shall be approved from relevant agencies prior
to the construction to avoid conflict with water users. The amount of water use and source during construction shall
be clear during the feasibility study. Water usage of project affected households are also affected by resettlement
activities.
19 Existing Social ✓ B- B- [PCS/CS] There are many existing utilities (transmission lines, telecom lines, water lines, etc.) along the existing
Infrastructure road. These infrastructures shall be protected and/or diverted before construction work. Inconvenient access to
and Services services due to traffic congestion by work vehicles.
[OS] There is a possibility of physical community diversion in case a new road traverses in a community.
20 Social ✓ B- N/A [CS] There is a possibility of the temporary physical community division by construction yard during construction.
Institutions such
as Socially

Final Report
Related Capital
and Decision-
making
Organizations
 Assessment Assessment

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Project for Masterplan on High Standard Highway Network Development (Phase 2)
N at Scoping Result based
Item on surveys Reasons for Assessment
o
PCS OS PCS/ OS
/CS CS
21 Local Conflicts ✓ N/A B- [OS] New alignment may separate access of existing communities and their interest may cause local conflicts
of Interest without any measures.
22 Landscape ✓ B- N/A [CS] There is a possibility of disturbance of landscape by the road structures such as bridges.
23 Gender ✓ B+/ N/A [CS]: Temporary inconvenience to residents, commuters, and pedestrians because of construction activities is
B- expected. On the one hand, the Project can provide additional employment opportunities during this phase, which
women can take advantage of. However, there might be gaps on working conditions such as wage between men and
women when local employment is considered.
24 Children’s Right ✓ B- N/A [CS] There is a possibility of occurrence of child labor

25 Infectious ✓ B- N/A [CS] Infectious diseases such as HIV/AIDS are possible to be spread due to inflow of construction workers.
Diseases such as Furthermore, alteration to the ground by cutting, soil excavation and land filling may lead to the creation of habitats
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HIV/AIDS for mosquitos that possibly transmit dengue fever.

26 Labor ✓ B- N/A [CS] Accident and harm to health for workers in the construction area for bridge section; however, it will be secured
Environment in accordance with the domestic laws and regulations during construction.
including Safety
27 Accident ✓ ✓ B- B- [CS] Traffic accident related to construction vehicles and accident in construction sites are expected.
[OS] Traffic accident may increase due to increased traffic volume.
28 Transboundary ✓ ✓ B- B- [CS] Significant deforestation is not expected on this project and construction period is limited.
Impact and [OS] Increase of Greenhouse Effect Gas is anticipated but the level is still unknown
Climate Change
Note:
Project stage: PCS: Pre-construction stage, CS: Construction stage, OS: Operation stage
Impact:
A+/-: Significant positive/negative impact is expected.
B+/-: Positive/negative impact is expected to some extent.
D: No impact is expected.
N/A: Impact assessment isn’t conducted because the items was not checked ✓ in scoping phase.
Source: JICA Study Team
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Mitigation Measures
Items rated as A- and B- in the table of impact assessment are the target of mitigation measures.
Mitigation measures should be feasible and practical. Table 18.8-14 shows mitigation
measures for ABLH classified into construction and operation phases.
Table 18.8-14 Mitigation Measures
Items Implementing Responsible Cost
No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
Construction Stage
1 Air Quality - Water sprinkling to reduce particulate matter Contractor DPWH TBD
- Routine / periodic maintenance and washing of
construction machineries and vehicles to minimize
air pollutants
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy
vehicles through the communication with local
people
2 Water Quality - Installing sedimentation tank to reduce discharged Contractor DPWH TBD
turbid water
- Cover exposed earth especially before heavy
rains are expected.- Installing septic tanks for
origin of polluted water such as camp yard
- Appropriate wastewater treatment such as
connecting drainage system to existing sewage
systems
3 Waste -Prepare detailed waste management program in Contractor DPWH TBD
consideration with LGU’s waste management
system
- Education on waste treatment for workers
- Separation of hazardous waste and bring out to
appropriate treatment facilities
- 3Rs promotion to reduce waste
4 Soil - Necessary laboratory test to identify Contractor DPWH TBD
Contamination contaminated soil and mock for special cares
- Find feasible treatment facilities or filling area in
earlier stage of the project such as F/S
5 Noise and - To avoid disturbance of daily life, construction Contractor DPWH TBD
Vibration time shall be set within day time, especially
residential areas.
- Apply low-noise and vibration machineries as much
as possible nearby
-Provide the temporary noise barrier and/or fence
around the construction yard near residential area, if
necessary
-Announcement of construction work to surround
resident
- In the event of complaint from resident, review
the additional mitigation measures including the
construction schedule or location of heavy
vehicles through the communication with local
people
6 Ground - Avoid extraction of ground water for Contractor DPWH TBD
Subsidence construction

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
- Applying replacement methods for soft soil areas
and prevention measures for liquefaction based on
further studies and discussion in F/S.
- Monitoring to identify early symptoms of
subsidence
7 Offensive Odor - Education and instruction of rules in camp yards Contractor DPWH TBD
to keep good hygiene
8 Bottom - Installing sedimentation tank to reduce Contractor DPWH TBD
Sediment discharged turbid water
9 Ecosystem - Avoid tree cutting to reduce impact on habitat Contractor DPWH / TBD
-Relocation/replant of trees DENR
- Consider construction season and time if specific
rare species' breeding points / nests / important
feeding ground are confirmed in the affected
areas.
-Conduct awareness campaign to all relevant
construction workers about the careful
consideration for ecosystem
-Adoption of lower noise and vibration construction
method and machines
- Adoption of adequate pass route, based on the
field survey, estimated impact and advices from
biological expert, if necessary
10 Hydrology - Avoid large amount of extraction of ground Contractor DPWH TBD
water
11 Topography and - Slope protection is required after cutting slopes Contractor DPWH TBD
Geology especially in the period of rainy season
12 Land - Alignment discussion should be carefully done Consultant, DPWH TBD
Acquisition and during F/S study to avoid and minimize Contractor,
Resettlement resettlement DPWH, LGUs,
- Appropriate RAP must be prepared consistent NHA
with domestic and development partner's policies.
13 Poverty - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
with domestic and development partner's policies. Contractor,
DPWH, LGUs,
NHA
14 Ethnic Minority - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
and Indigenous with domestic and development partner's policies. Contractor,
People - If there are indigenous people in and around the DPWH, LGUs,
project areas, Indigenous People Plan (IPP) must NHA
be prepared with cares
15 Local Economy - Appropriate RAP must be prepared consistent Consultant, DPWH TBD
such as with domestic and development partner's policies Contractor,
Employment with assistance for business disturbances. DPWH, LGUs,
and Livelihood - In case that fishery along the project areas is NHA
affected, compensation and/or assistance are
considered as well as necessary hard-measures
such as slope protection and turbid water
protection.
16 Land Use and - Appropriate RAP must be prepared consistent LGUs LGUs TBD
Usage of Local with domestic and development partner's policies.
Resources
17 Water Usage - Avoid large amount of extraction of ground Contractor DPWH TBD
water

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
18 Existing Social - Appropriate / agreed compensation for owners of DPWH, LGUs DPWH TBD
Infrastructure infrastructures to recover, divert, and replace.
and Services
19 Social - Detour for securing reasonable accessibility to Contractor DPWH TBD
Institutions such social institutions.
as Socially - Road-crossing measures such as over path /
Related Capital under path should be considered for possible
and Decision- community diversion cases.
making
Organizations
20 Landscape - Minimize cutting trees and slopes Contractor DPWH TBD
- Consider earth color for temporal works and
fences
- Installation of slope seeding / planting to recover
construction areas
21 Gender - Positive employment of women for light works Contractor DPWH TBD
in construction activities such as cleaning with fair
salary and other conditions
- Prepare toilet and dressing spaces for women
workers
- Education on gender equality for workers
22 Children’s Right - Restrict child labor (workers under 14 years old) Contractor DPWH TBD
in contract with punishment
- Report list of workers with their age information
23 Infectious - Education on infectious diseases for workers Contractor DPWH TBD
Diseases such as
HIV/AIDS
24 Labor - Education on occupational safety for workers Contractor DPWH TBD
Environment - Safety patrol
including Safety - Sign boards
25 Accident - Periodic maintenance of machineries and Contractor DPWH TBD
vehicles
- Sign boards
- Employ enough number of traffic guards
26 Transboundary - Periodic maintenance of machineries and Contractor DPWH TBD
Impact and vehicles
Climate Change - Recommendation of idling stop activities
Operational Stage
1 Air Quality - Strengthening of vehicle inspection DPWH DPWH TBD
2 Noise and - Noise barriers if the level significantly exceeds DPWH DPWH TBD
Vibration the standard
- Restriction of maximum speed
3 Ground - Periodic observation of level changes DPWH DPWH TBD
Subsidence
4 Hydrology - Avoid large amount of extraction of ground DPWH DPWH TBD
water
- Periodic observation of water flow / level
5 Ethnic Minority - If there are indigenous people in and around the DPWH, LGUs DPWH TBD
and Indigenous project areas, Indigenous People Plan (IPP) must
People be prepared with cares.
6 Land Use and - Controlled rural development under legal LGUs LGUs TBD
Usage of Local framework and masterplans by LGUs
Resources

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Items Implementing Responsible Cost

No. Proposed Mitigation Measures
(Impacts) Organization Organization (Php)
7 Water Usage - Avoid large amount of extraction of ground DPWH, LGUs DPWH TBD
water
- Periodic observation of water flow / level
8 Local Conflicts - Design box culvert or any other crossing DPWH, LGUs DPWH TBD
of Interest structure to secure accessibility
9 Accident - Sign boards DPWH, LGUs, DPWH TBD
- Traffic violation crackdown by police Police
- Road safety education at schools and other
appropriate facilities
10 Transboundary - Strengthening of vehicle inspection DPWH DPWH TBD
Impact and
Climate Change
Total Cost TBD
Source: JICA Study Team

Monitoring Plan
(1) Proposed EMoP
Table 18.8-15 presents general/typical proposed Environmental Management Plan (EMP) and
Environmental Monitoring Plan (EMoP) for mitigating the negative impact. Feasible and
specific EMP and EMoP shall be studied during the Feasibility Study.
Table 18.8-15 Monitoring Plan
Environmental Responsible Cost
No Items Location Frequency Supervisor
Item agent (Php)
Construction Stage
1 Air Quality PM10, PM2.5, SO2, CO, Construction Once a Contractor DPWH TBD
NO2 sites, major month
access routes
to the
construction
sites
2 Water Quality BOD5, COD, Oil and Rivers, Once Contractor DPWH TBD
Grease, pH, Total drainages, every
Coliform, camp yards, three-
Total Nitrogen, Total wells, springs month
Phosphorous, Total
suspended solids,
Turbidity, Arsenic,
Iron, Sulphate
3 Waste Types and amount of Temporal Once Contractor DPWH TBD
waste waste storage every
three-
month
4 Soil Soil quality test in Construction Once a Contractor DPWH TBD
Contamination accordance with the sites and camp month
baseline survey and yards
existing land use,
Monitoring accident,
maintenance record of
machineries and vehicles,
site observation
5 Noise and Sound level and vibration. Construction Once a Contractor DPWH TBD
Vibration sites, major month
access routes
to the
construction
sites

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Environmental Responsible Cost

No Items Location Frequency Supervisor
Item agent (Php)
6 Ground Visible observation on Surrounding Once a Contractor DPWH TBD
Subsidence markers and gauges structures of week
construction
sites
7 Offensive Odor Types and amount of Temporal Once Contractor DPWH TBD
waste, other specific cases waste storage every
such as oil leakage three-
month
8 Bottom Sediment Visible observation of Construction Once Contractor DPWH TBD
rivers and drainage from sites and every
construction sites rivers three-
month
9 Ecosystem Field confirmation by Construction Once a Contractor DPWH TBD
experts, number of cutting sites and year
mangrove trees surrounding
areas
10 Hydrology Visible observation, River, spring, Once Contractor DPWH TBD
interview, measurement well, etc. every
of water volume three-
month
11 Topography and Visible observation, Forest, hilly Once Contractor DPWH TBD
Geology reviewing of cut and fill areas every
plan, tree cutting plan three-
with certification month
12 Land Acquisition Internal / External Project Areas Following LGUs, DPWH TBD
and Resettlement monitoring report defined RAP NHA, other
in RAP, grievance records relevant
bodies
13 Poverty Internal / External Project Areas Following LGUs, DPWH TBD
monitoring report defined RAP NHA, other
in RAP, grievance records relevant
bodies
14 Ethnic Minority Internal / External Project Areas Following LGUs, DPWH TBD
and Indigenous monitoring report defined RAP and NHA, other
People in RAP, grievance IPP relevant
records, IPP, if any bodies
15 Local Economy Internal / External Project Areas Following LGUs, DPWH TBD
such as monitoring report defined RAP, IRP NHA, other
Employment and in RAP, grievance relevant
Livelihood records, income bodies
restoration program (IRP)
16 Land Use and Construction plan Project Areas Once Contractor DPWH TBD
Usage of Local including lease land, every
Resources grievance records three-
month
17 Water Usage Water volume, visible Water usage Once a Contractor DPWH TBD
observation, interview, areas month
grievance records
18 Existing Social Visible observation, Project Areas Once Contractor DPWH TBD
Infrastructure and interview, grievance every
Services records three-
month
19 Social Institutions Visible observation, Project Areas Once Contractor DPWH TBD
such as Socially interview, grievance every
Related Capital records three-
and Decision- month
making
Organizations
20 Landscape Visible observation, Project Areas Once Contractor DPWH TBD
interview, grievance every
records three-
month

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Environmental Responsible Cost

No Items Location Frequency Supervisor
Item agent (Php)
21 Gender Visible observation, Project Areas Once a Contractor DPWH TBD
interview, grievance month
records, list of
construction worker,
record of education,
number of facilities for
women in construction
site and camp yard
22 Children’s Right Visible observation, Construction Once a Contractor DPWH TBD
interview, grievance sites month
records, list of
construction worker,
record of education
23 Infectious Visible observation, Construction Once a Contractor DPWH TBD
Diseases such as interview, grievance sites month
HIV/AIDS records, record of
education
24 Labor Visible observation, Construction Once a Contractor DPWH TBD
Environment interview, grievance sites month
including Safety records, record of
education, record of
safety patrol, sign boards
25 Accident Record of accident, record Construction Once a Contractor DPWH TBD
of education, sign boards sites and month, on
surrounding demand
areas
26 Transboundary Record of maintenance of Construction Once a Contractor DPWH TBD
Impact and machinery and vehicles, sites year
Climate Change sign boards
Operational Stage
1 Air Quality PM10, PM2.5, SO2, CO, Residential Once a Regional DPWH TBD
NO2 area, year Office (RO)
junctions, etc. - DPWH
2 Noise and Sound level and vibration. Junctions and Once a RO DPWH TBD
Vibration residential year
areas
3 Ground Visible observation on Surrounding Once a RO DPWH TBD
Subsidence markers and gauges structures of year
construction
sites
4 Hydrology Visible observation, River, spring, Once a RO DPWH TBD
interview, measurement well, etc. year
of water volume
5 Ethnic Minority Interview, observation, Project Areas Once a RO DPWH TBD
and Indigenous socio-economic survey, if year
People needed
6 Land Use and Regional development Project Areas Once a LGUs DPWH TBD
Usage of Local plan, visible observation year
Resources
7 Water Usage Water volume, visible Water usage Once a RO DPWH TBD
observation, interview, areas year
grievance records
8 Local Conflicts of Interview, observation Project Areas Once a LGUs DPWH TBD
Interest year
9 Accident Record of accident, record Project road Once a RO DPWH TBD
of education, sign boards and year
surrounding
areas
10 Transboundary Record of maintenance of Project road Once a RO DPWH TBD
Impact and machinery and vehicles, and year
Climate Change sign boards surrounding
areas
Source: JICA Study Team

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Implementation Structure
Implementation structure for ABLH will be established based on local legal frameworks with
reporting/discussion channels to investors/development partners. Based on project
implementation structure of other projects through JICA’s cooperation such as Cebu-Mactan
Bridge Construction Project, the proposed implementation structure of environmental and
social consideration is illustrated in Figure 18.8-7 and Figure 18.8-8.

DPWH-UPMO Investor / Development Partner

Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit
(PMU) Internal
(NHA, DENR, etc.) Monitoring / - Pollution & Natural
- People's Reviewing Environment Officer
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Grievance Redress Contractor / Sub Contractor /
Mechanism, etc. Supervision Consultant External Monitoring Agency
- EIA expert (Foreign/Local)
- RAP expert (Foreign/Local) External Monitoring

Source: JICA Study Team

Figure 18.8-7 Implementation Structure of Environmental and Social Considerations During
Construction Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)
Source: JICA Study Team
Figure 18.8-8 Implementation Structure of Environmental and Social Considerations During
Operation Stage
Stakeholder Meetings

(1) Key Informant Interview (KII)

Key Informant Interviews (KIIs) were conducted at the Regional Office of DENR Region 13
and at the Municipality of Magallanes and Butuan City on 5 February 2020. The agenda is to
brief the stakeholders about the project including its environmental and social aspects, as well
as to ask their perception on the project. The JICA Study Team interviewed representatives
from DENR and NCIP Region 13 and the Municipal Secretaries of the affected areas.

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Based on the KII results, both DENR and NCIP Region 13 requested for the coordinates and
an endorsement letter from DPWH to gather information on the alignment of the proposed
project. Additional concerns and opinions about the proposed project are the following:
• In Butuan City, the proposed project alignment is already reflected to their CLUP;
• The only concern of the officials in the Municipality of Magallanes is the project alignment
might affect the livelihood because most of the residents own fishponds.
The Municipality of Magallanes and Butuan City both support the proposed project for it might
increase trade and industry, more job opportunities, and it might increase accessibility to
schools and hospitals.

KII with NCIP Region 13 KII with DENR Region 13

(2) Focus Group Discussion (FGD)
The summary of FGD for the Project is shown in Table 18.8-16. Focus Group Discussion
(FGD) activities were initiated in the Municipality of Magallanes and Butuan City with the aim
of eliciting their issues and concerns (Table 18.8-17) regarding the development and
construction of the proposed Project in their respective areas. Participants made answers and
showed concerns to specific fields such as gender, social and environmental aspects given at
the FGD. The Study Team responded that their comment and concerns are to be reflected into
on-going survey and the succeeding F/S. The activity tackled issues on environment, social
aspect, economy, and gender sensitivity.
The participants were asked about their positive and negative perceptions regarding the
proposed Project. The result of the FGD shows that the majority of the stakeholders support
the project, both in Magallanes and Butuan. They perceived that the project will have a set of
positive and beneficial effects to their communities. Ultimately, the project can generate
employment opportunities during its construction. Through this, the travel time to other
municipalities will be reduced.
On the other hand, apprehensions about the decrease in fish production were expressed during
the discussion as they feared that some of the possible affected residents are fishpond owners.
In addition, they were concerned of the possible displacement of housing and farmland.
Other issues tackled are the possibility that there are mangrove areas which might be affected
by the Project. In addition, they fear the increase in population.

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Table 18.8-16 Summary of FGDs

Items Magallanes Municipality Magallanes Municipality
Venue Conference Room, Conference Room, Office of the Mayor,
Magallanes Municipal Hall Butuan City

Time & Date Time 2:00 PM – 2:54 PM Time 9:24 AM – 12:13 PM

Date 11 February 2020 Date 12 February 2020
Participants 11 persons (4 females and 7 males) 28 persons (14 females and 14 males)
-Representatives from different -Different heads of the municipal
municipal offices departments -DENR-EMB Region 8
-1st district DPWH Leyte
Agenda 1. Presentation of the project outline
2. Presentation of the general impact of Project
3. Group Discussion
4. Presentation by group
5. Question and Answer session
Source: JICA Study Team

Table 18.8-17 Issues and Concerns

Given Fields Issues / Concerns from Participants
• Economic  Through collaboration with the Local Government Unit (LGU) and
implementing agency, and will increase accessibility to schools, hospitals,
malls, fire and police stations, and will decrease travel time between cities
and municipalities.
 The logistical highway shall serve as storm surge protection because the
city is below sea level and an aircraft landing/runway if it will be upgraded
into 8 lanes in case of emergencies, that is why it was planned to be a
redundant highway.
• Gender  the problem face by women especially those with husbands is that the
husband tends to stay in the city due to accessibility. Also, men are
preferred especially in construction works, and this creates a judgment of
inequality from the women.
• Social  It is very important to obtain information about the project because it is
necessary and affects some of their businesses such as fishponds.
 Majority supports the project and can proceed as long as everyone that will
be affected will receive reasonable compensation.
 The project will probably affect the fishponds and other households in the
area. They must be given compensations.
 The problem that may be encountered by the males is their increased
proneness to road accidents since it will be a highway where speed is
relatively high.
• Environmental  N/A

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Mr. Matias and Engr. Suarez explaining the Focused Group Discussion – Magallanes
project alignment – Magallanes Municipality Municipality

Study Team giving his presentation of project Participants of the FGD in Butuan City
details in Butuan City
Source: JICA Study Team

(3) Stakeholders Meeting (SHM)

Stakeholders meeting (SHM) during the pre-F/S was carried out on 23 February 2021. The
SHM was held via online taking into account the situation of COVID-19. For those who were
not able to access to the internet, the venues on the sites where people could participate to the
Zoom meeting were arranged.
A total of 62 persons (male 33 and female 29) including affected barangay people (resident,
barangay caption) and representatives of Central/Regional/Local Government officers joined
the meeting. The agenda was to present the project description of Pre-F/S including the
proposed alignment, alternatives, outline of legal framework regarding environmental and
social considerations, and potential environmental and social impact due to the project
implementation. The detailed program of SHM is described in Section 13.8.4. Table 18.8-18
shows the summary of comments, questions and suggestions raised in the open forum. Some
of the reactions of the residents are positive for their local economy and accessibility, and they
are looking forward on this Project. The major concerns of participants were the design of the
bridge, the elevation of the road, harmonization with LGUs plan, and the relocation site of the
people affected. DPWH and the JICA Study Team replied that their comment and concerns are
to be reflected in the report and into the succeding F/S and would be studied further through
coordination with LGUs. Regarding the resettlement issues, DPWH explained the policy about
the resettlement action plan (ROW Action Plan of DPWH) and the detail survey for
resettlement would be conducted in the following F/S.

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Table 18.8-18 Opinions and Answers at the Open Forum of SHM

No. Comment, Questions and Suggestion Answers
1 Question, Comment and Suggestion The proposed bridge type is not yet definite, and the
We would like to ask if there is an alternative ideas shared by the Stakeholders is important and
bridge type such as long span steel box girder your comment and suggestion will be considered on
type aside from the recommended steel truss the next Feasibility Study stage.
bridge, since the proposed alignment of the (JICA Study Team)
bridge is along the shoreline or Butuan Bay
which is prone to erosion.
All of the road portion has been approved by the
DPWH National Office based on their F/S
design. Actually, the construction of the road
section on the east side is already ongoing.
We propose to the JICA Study Team that it should
be considered in the total project cost.
(Mayor of Butuan City)
2 Question and Comment The road design is practically the same with what the
Regarding the ongoing construction of the road JICA Study Team have presented. We would like to
section, what is the type of road whether it is design a 6 to 8-lane road and that they are preparing
designed based on the design criteria of a high for the possible long-term projects such as railways.
standard highway or just a general standard The city is on the planning stage that the JICA Study
highway? team could coordinate with the DPWH being the
The project is very important in promoting the lead agency, and who already have the design of the
regional and urban development of Butuan City proposed logistic highway.
especially that there are only two (2) bridges in (Mayor of Butuan City)
Agusan del Norte.
(JICA Study Team)
3 Suggestion The elevation of the road is very important and
We want to know the design elevation of the should be considered on the Feasibility Study stage.
road. We also suggest that the road should be And that they will address such concerns on the next
elevated, because there is a possibility of rising stage.
of the sea level due to climate change. (JICA Study Team)
(Mayor of Butuan City)
4 Question The archeological artifacts have been mapped out
Butuan City is known as an ancient river and identified. The River Kingdom is very far away
kingdom where ancient balangay boats have from the project but considering that there could still
been discovered in the area. How is it considered be artifacts there is very low due to the distance of
in the master plan so that possible heritage and the proposed project. It is safe to construct on that
archeological artifacts may be protected from the areas, there are excavation activities there, but it is
construction excavations? for the embankment. That areas are already removed
(Mayor’s Office of Butuan City/ Male) from the list of the Protected areas. The city has an
updated City Land Use Plan (CLUP) where heritage
sites are indicated.
(Mayor of Butuan City)
There are mitigating measures to prevent damage of
what is called, “chance finds”, as there might be an
archeological artifact discovered during the
excavation process. Furthermore, before the project
implementation, there will be an
archeological/cultural protocol plan. It is a detailed
report wherein the possibilities of calling the
National Museum of the local archeological office is
indicated so that they will know what to do with
those “chance finds”.
(JICA Study Team)

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No. Comment, Questions and Suggestion Answers

5 Suggestion The suggestion is very important in the road
The exit and entry access roads at particular ports network.
should be considered on the design of masterplan (JICA Study Team)
since the city plan is to develop a logistical port
near the highway.
(Mayor of Butuan City)
6 Question Social preparations have also been addressed in their
How is the city taking care of the displaced Pre-F/S and that they consider the alignment with
population based on experience in planning and lesser people will be affected, but in other projects,
implementation of this magnitude of endeavor? housing units were prepared. For this specific
(Representative of Butuan City Social Welfare project, there will be lesser affected people because
and Development /Female) there are no developments yet on the proposed
alignment.
(Mayor of Butuan City)
For this particular project, a preliminary RAP will be
prepared, wherein the number of the project-affected
people will be determined. It is a separate report
which includes the mitigating measures to the
project-affected people.
During the Feasibility Study stage, a RAP report
based on a detailed survey will be prepared.
(DPWH-ESSD/JICA Study Team)
7 Comment and Question The portion of the logistical highway will pass
There is an existing construction of the coastal through Buenavista and it is not the same alignment
road along Brgy. Manapa, Buenavista. We would but there will be an access road going to the proposed
like to ask if this project is connected with or if it logistical highway. Some of the road sections
is a different alignment. mentioned by the LGU is under DOT-DWPH
(Local people from Buenavista Municipal) Convergence project that’s why the land acquisition
is the responsibility of the LGU.
(DPWH Region 13)
8 Considering the implementation will take about Despite the limitation of a 6-year plan being
20 years from 2021 to 2040 (based on the mandated by the national government, Butuan City
presentation of the JST), the masterplan, cost pursued to come up with plan of 15-25 years
including the arrangement for the affected included in the City Development Plan. The city
population and other environmental already talked with NEDA which provided access to
consideration should be factored in the strategic F/S of infrastructure fund done last year. The project
plans of the LGUs. Since the local government is already incorporated in the City Planning and
plan is only limited to a 5-year planning, there is Development Office (CPDO) and the
a need to shift perspective so that the LGUs or Comprehensive Land Use Plan (CLUP), since short-
even the national implementing agencies will be term plans doesn’t work and that long-term plans are
able to project the costing in a span of 20 years. better.
It should be put into consideration in planning. (Mayor of Butuan City)
(Representative of Butuan City Social Welfare
and Development /Female)
9 Question If there will be 300 affected families, it is mandatory
We would like to ask if the relocation site of the to provide a relocation site. However, for this
people affected in their barangay is included in particular project, only a few houses will be affected
the proposal. as the areas traversed by the logistical highway is not
(Local people from Barangay Guiasan, yet developed. Structures affected will be paid the
Magallanes) current market price as replacement cost as
compensation.
(DPWH Region 13)
Based on the satellite map, there are approximately
200 structures affected, thus, the alignment should
be carefully discussed to avoid or minimize the
negative impact.

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No. Comment, Questions and Suggestion Answers

(JICA Study Team)
10 Comment During the initial stage conducted, the purpose of the
Considering the challenge of having a massive highway is the logistical route and it will act as a sea
volume of filling materials, if the designer wall in preparation for the rising sea level. 50 years
considers using a viaduct for the design to from now, it will act as a protection to the city from
minimize the volume of filling materials and to possible tidal waves and storm surges in the future
minimize the cost in acquiring the low-lying (Mayor of Butuan City)
areas that might be affected.
(Representative of the Butuan City Engineers
Office)
11 Comment and Question Your understanding is correct and that the proposal
We highly appreciate and welcome the project. is the 4th bridge crossing the Agusan River.
We want to check the project alignment and ask (JICA Study Team)
if it is the identified 4th bridge crossing the
Agusan River, and ask if this will connect the
newly constructed road bridge from Brgy. Banza
to Brgy. Guiasan to Brgy. Poblacion, Magallanes.
(Representative of MPDC Magallanes /Male)
12 We would like to ask if the navigational clearance The navigational clearance was considered in the
for the boat-building industry was considered planning stage to set up the bridge design.
during the planning stage of this project. (JICA Study Team)
(Representative of Butuan barangay official
/Male)
Source: JICA Study Team

Figure 18.8-9 On-line Zoom Meeting

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Butuan City

Figure 18.8-10 Participants from Local Venue

18.9 Land Acquisition and Resettlement

Actual impact on land acquisition and resettlement can’t be firmly determine during this Pre
F/S stage hence necessary discussions in this chapter are based on rough estimation and there
is a need to continuously discussed and study in the succeeding F/S stage.
Requirement of Land Acquisition and Resettlement
ABLH will connect industrial zones along coastal areas of Butuan City. Proposed project
outline based on the survey with a map of the target area is elaborated in Section 18.2. Project
component which will cause adverse impact is found as road construction, interchanges, and
bridges as shown in Section 18.4. In addition, Section 18.8.1 elaborates further information.
Based on above-mentioned project outlines, ABLH requires land acquisition and resettlement
to construct roads and related facilities including bridges.
Legal Frameworks on Land Acquisition and Resettlement
Laws and Regulations related to environmental and social issues in the Philippines are
summarized in the Chapter 13 of this report. The chapter also includes JICA's policy and gap
analysis.
(1) JICA's Policy on Resettlement
Following is JICA's policy on resettlement (as a reference).
The key principle of JICA policies on involuntary resettlement is summarized below.
I. Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by
exploring all viable alternatives.
II. When, after such an examination, avoidance is proved unfeasible, effective measures to minimize
impact and to compensate for losses must be agreed upon with the people who will be affected.
III. People who must be resettled involuntarily and people whose means of livelihood will be
hindered or lost must be sufficiently compensated and supported, so that they can improve or at

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least restore their standard of living, income opportunities and production levels to pre-project
levels.
IV. Compensation must be based on the full replacement cost1 as much as possible.
V. Compensation and other kinds of assistance must be provided prior to displacement.
VI. For projects that entail large-scale involuntary resettlement, resettlement action plans must be
prepared and made available to the public. It is desirable that the resettlement action plan include
elements laid out in the World Bank Safeguard Policy, OP 4.12, Annex A.
VII. In preparing a resettlement action plan, consultations must be held with the affected people and
their communities based on sufficient information made available to them in advance. When
consultations are held, explanations must be given in a form, manner, and language that are
understandable to the affected people.
VIII. Appropriate participation of affected people must be promoted in planning, implementation,
and monitoring of resettlement action plans.
IX. Appropriate and accessible grievance mechanisms must be established for the affected people
and their communities.
Above principles are complemented by World Bank OP 4.12, since it is stated in JICA Guideline
that “JICA confirms that projects do not deviate significantly from the World Bank’s Safeguard
Policies”. Additional key principle based on World Bank OP 4.12 is as follows.
X. Affected people are to be identified and recorded as early as possible in order to establish their
eligibility through an initial baseline survey (including population census that serves as an eligibility
cut-off date, asset inventory, and socioeconomic survey), preferably at the project identification
stage, to prevent a subsequent influx of encroachers of others who wish to take advance of such
benefits.
XI. Eligibility of Benefits include, the PAPs who have formal legal rights to land (including
customary and traditional land rights recognized under law), the PAPs who don't have formal legal
rights to land at the time of census but have a claim to such land or assets and the PAPs who have
no recognizable legal right to the land they are occupying.
XII. Preference should be given to land-based resettlement strategies for displaced persons whose
livelihoods are land-based.
XIII. Provide support for the transition period (between displacement and livelihood restoration.

1
Description of “replacement cost” is as follows.
Land Agricultural The pre-project or pre-displacement, whichever is higher, market value of land of equal productive
Land potential or use located in the vicinity of the affected land, plus the cost of preparing the land to
levels similar to those of the affected land, plus the cost of any registration and transfer taxes.
Land in The pre-displacement market value of land of equal size and use, with similar or improved public
Urban infrastructure facilities and services and located in the vicinity of the affected land, plus the cost of
Areas any registration and transfer taxes.
Structure Houses and The market cost of the materials to build a replacement structure with an area and quality similar or
Other better than those of the affected structure, or to repair a partially affected structure, plus the cost of
Structures transporting building materials to the construction site, plus the cost of any labor and contractors’
fees, plus the cost of any registration and transfer taxes.

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XIV. Particular attention must be paid to the needs of the vulnerable groups among those displaced,
especially those below the poverty line, landless, elderly, women and children, ethnic minorities etc.
XV. For projects that entail land acquisition or involuntary resettlement of fewer than 200 people,
abbreviated resettlement plan is to be prepared.
In addition to the above core principles on the JICA policy, it also laid emphasis on a detailed
resettlement policy inclusive of all the above points; project specific resettlement plan; institutional
framework for implementation; monitoring and evaluation mechanism; time schedule for
implementation; and, detailed Financial Plan etc.

(2) Policy for Land Acquisition and Resettlement of the Project

Following is draft policy on land acquisition and resettlement of the project.
I. The Government of Philippines will use the Project Resettlement Policy (the Project
Policy) for the Agusan del Norte - Butuan City Logistical Highway Project (Temporal) specifically
because existing national laws and regulations have not been designed to address involuntary
resettlement according to international practice, including JICA’s policy. The Project Policy is
aimed at filling-in any gaps in what local laws and regulations cannot provide in order to help
ensure that PAPs are able to rehabilitate themselves to at least their pre-project condition. This
section discusses the principles of the Project Policy and the entitlements of the PAPs based on the
type and degree of their losses. Where there are gaps between the Philippines legal framework for
resettlement and JICA’s Policy on Involuntary Resettlement, practicable mutually agreeable
approaches will be designed consistent with Government practices and JICA's Policy.
II. Land acquisition and involuntary resettlement will be avoided where feasible, or
minimized, by identifying possible alternative project designs that have the least adverse impact on
the communities in the project area.
III. Where displacement of households is unavoidable, all PAPs (including communities)
losing assets, livelihoods or resources will be fully compensated and assisted so that they can
improve, or at least restore, their former economic and social conditions.
IV. Compensation and rehabilitation support will be provided to any PAPs, that is, any person
or household or business which on account of project implementation would have his, her or their:
・ Standard of living adversely affected;
・ Right, title or interest in any house, interest in, or right to use, any land (including
premises, agricultural and grazing land, commercial properties, tenancy, or right in annual or
perennial crops and trees or any other fixed or moveable assets, acquired or possessed, temporarily
or permanently;
・ Income earning opportunities, business, occupation, work or place of residence or habitat
adversely affected temporarily or permanently; or
・ Social and cultural activities and relationships affected or any other losses that may be
identified during the process of resettlement planning.

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V. All affected people will be eligible for compensation and rehabilitation assistance,
irrespective of tenure status, social or economic standing and any such factors that may discriminate
against achievement of the objectives outlined above. Lack of legal rights to the assets lost or
adversely affected tenure status and social or economic status will not bar the PAPs from
entitlements to such compensation and rehabilitation measures or resettlement objectives. All PAPs
residing, working, doing business and/or cultivating land within the project impacted areas as of the
date of the latest census and inventory of lost assets(IOL), are entitled to compensation for their lost
assets (land and/or non-land assets), at replacement cost, if available and restoration of incomes and
businesses, and will be provided with rehabilitation measures sufficient to assist them to improve or
at least maintain their pre-project living standards, income-earning capacity and production levels.
VI. PAPs that lose only part of their physical assets will not be left with a portion that will be
inadequate to sustain their current standard of living. The minimum size of remaining land and
structures will be agreed during the resettlement planning process.
VII. People temporarily affected are to be considered PAPs and resettlement plans address the
issue of temporary acquisition.
VIII. Where a host community is affected by the development of a resettlement site in that
community, the host community shall be involved in any resettlement planning and decision-
making. All attempts shall be made to minimize the adverse impacts of resettlement upon host
communities.
IX. The resettlement plans will be designed in accordance with Philippines’ Domestic
Resettlement Policies and JICA’s Policy on Involuntary Resettlement.
X. The Resettlement Plan will be translated into local languages and disclosed for the
reference of PAPs as well as other interested groups.
XI. Payment for land and/or non-land assets will be based on the principle of replacement
cost.
XII. Compensation for PAPs dependent on agricultural activities will be land-based wherever
possible. Land-based strategies may include provision of replacement land, ensuring greater
security of tenure, and upgrading livelihoods of people without legal land titles. If replacement land
is not available, other strategies may be built around opportunities for re-training, skill development,
wage employment, or self-employment, including access to credit. Solely cash compensation will
be avoided as an option if possible, as this may not address losses that are not easily quantified, such
as access to services and traditional rights, and may eventually lead to those populations being
worse off than without the project.
XIII. Replacement lands, if the preferred option of PAPs, should be within the immediate
vicinity of the affected lands wherever possible and be of comparable productive capacity and
potential. As a second option, sites should be identified that minimize the social disruption of those
affected; such lands should also have access to services and facilities similar to those available in
the lands affected.

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XIV. Resettlement assistance will be provided not only for immediate loss, but also for a
transition period needed to restore livelihood and standards of living of PAPs. Such support could
take the form of short-term jobs, subsistence support, salary maintenance, or similar arrangements.
XV. The resettlement plan must consider the needs of those most vulnerable to the adverse
impacts of resettlement (including the poor, those without legal title to land, ethnic minorities,
women, children, elderly and disabled) and ensure they are considered in resettlement planning and
mitigation measures identified. Assistance should be provided to help them improve their socio-
economic status.
XVI. PAPs will be involved in the process of developing and implementing resettlement plans.
XVII. PAPs and their communities will be consulted about the project, the rights and options
available to them, and proposed mitigation measures for adverse effects, and to the extent possible
be involved in the decisions that are made concerning their resettlement.
XVIII. Adequate budgetary support will be fully committed and made available to cover the costs
of land acquisition (including compensation and income restoration measures) within the agreed
implementation period. The funds for all resettlement activities will come from the Government.
XIX. Displacement does not occur before provision of compensation and of other assistance
required for relocation. Sufficient civic infrastructure must be provided in resettlement site prior to
relocation. Acquisition of assets, payment of compensation, and the resettlement and start of the
livelihood rehabilitation activities of PAPs, will be completed prior to any construction activities,
except when a court of law orders so in expropriation cases. (Livelihood restoration measures must
also be in place but not necessarily completed prior to construction activities, as these may be
ongoing activities.)
XX. Organization and administrative arrangements for the effective preparation and
implementation of the resettlement plan will be identified and in place prior to the commencement
of the process; this will include the provision of adequate human resources for supervision,
consultation, and monitoring of land acquisition and rehabilitation activities.
XXI. Appropriate reporting (including auditing and redress functions), monitoring and
evaluation mechanisms, will be identified and set in place as part of the resettlement management
system. An external monitoring group will be hired by the project and will evaluate the resettlement
process and final outcome. Such groups may include qualified NGOs, research institutions or
universities.
Cut-off-date of Eligibility
The cut-off-date of eligibility refers to the date prior to which the occupation or use of the project
area makes residents/users of the same eligible to be categorized as PAPs and be eligible to Project
entitlements. In the Project, Cut-off-date will be declared during F/S phase.
Principle of Replacement Cost
All compensation for land and non-land assets owned by households/shop owners who meet the cut-
off-date will be based on the principle of replacement cost. Replacement cost is the amount
calculated before displacement which is needed to replace an affected asset without depreciation

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and without deduction for taxes and/or costs of transaction. Further discussion will be implemented
during resettlement action plan (RAP) development.

Size and Areas of Land Acquisition and Resettlement

ABLH requires land acquisition and resettlement for construction of approximately 14 km road
sections (embankment and high-cut), and approximately 2.35 km of bridges (6 bridges) as well
as 2 interchanges as shown in Table 18.3-4. Rough estimation of necessary land acquisition
areas and counted affected structures are shown in Table 18.9-1.
Table 18.9-1 Rough Estimation of Land Acquisition and Resettlement of ABLH
Approx. Land Affected
Component Number Remarks
Length acquisition Structures
1. Road Sections 13.6 km - 81.6 ha 190 Estimation with fixed
width of 60m
2. Bridge 2.35 km 3 Small Limited around
amount portals and surface
lights, if needed
3. Intersection 0.65 km 8 3.9 ha Estimation with fixed
width of 60m
4. Interchange - 2 10 ha Estimation with fixed
area of 5 ha per one
interchange
Total - - 95.5 ha 190
Source: JICA Study Team

Policies of Compensation and Assistance

Entitlement matrix as a policy of compensation and assistance for land acquisition and
resettlement should be further discussed and elaborated in RAP which will be developed in
succeeding phases. This pre-feasibility study assumes possible form of impacts with practical
mitigation measures. Table 18.9-2 shows initial entitlement matrix of the project.
Table 18.9-2 Temporal Entitlement Matrix
Type of Loss Application Entitled Persons Entitlement
1. Land
Classified as Severely PAFs with Original • Cash Compensation for loss of entire land based
Agricultural, Affected Certificate of Title (OCT), on the current market value free of taxes.
Residential, Transfer • Transaction costs (e.g. administrative charges
Commercial, or Certificate of the Title and registration or title fees) .
Institutional (TCT) or Tax Declaration • If feasible, land for land will be provided in
(TD) showing 30 or more terms of a new parcel of land of equivalent value
years of continuous or productivity, at a location acceptable to PAFs
possession • Rehabilitation Assistance in the form of Skills
(Tax Declaration may be Training equivalent to PhP 15,000 per family, if
legalized to full title) the present means of livelihood is no longer
viable and the affected family will have to
engage in a new income activity.
Holders of Certificates of • Cash Compensation for loss of entire land at the
Land Ownership Award current market value free of taxes.
(CLOA) • Transaction costs (e.g. administrative charges
Granted under the and registration or title fees)
Comprehensive Agrarian • If feasible, land for land will be provided in
Reform Act terms of a new parcel of land of equivalent value
or productivity, at a location acceptable to PAF's.

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Type of Loss Application Entitled Persons Entitlement

• Rehabilitation Assistance in the form of Skills
Training equivalent to Php. 15,000 per family, if
the present means of livelihood is no longer
viable and the affected family will have to
engage in a new income activity.
Holders of Free or No compensation for land up to 20 m width if
Homesteads Patents and patent was granted prior to 1975 or up to 60 m
CLOA under CA 141 width for patents granted thereafter, but
compensation on land improvement only. For area
in excess of government lien, same as PAPs with
OCT
PAP's without OCT, TCT • Compensation on land improvement only
or Tax Declaration
Holders of Free or • Compensation on land improvements only
Homesteads Patents and • Disturbance compensation equivalent to five
CLOA under Public times the average of the gross harvest for the past
Land’s Act 5 years but not less than PhP 15,000
Lessees of Agricultural • Disturbance compensation equivalent to 5 times
Land the average gross harvest during the last 5 years
contrary to the statement of only 3 years but not
less than PhP 15,000
Agricultural • Financial assistance equivalent to the average
Tenant/Settlers/ gross harvest for the last 3 years but not less than
Occupants PhP 15,000 per hectare
PAF with TCT or TD (Tax • Cash compensation for affected land at the
Marginally
declaration may be current market value of land free of taxes
Affected legalized to full title) • Transaction costs (e.g. administrative charges
Holders of CLOA granted and registration or title fees)
under the Comprehensive
Agrarian Reform Act
Holders of Free or • Compensation on land improvements only
Homesteads Patents
CLOA under CA 141
Public Lands Act

2. Structure
• Cash compensation for the entire structure at
100 % Replacement Cost (compliant with RA
Owners with or without
10752) including transaction costs without
TCT or TD
deduction for depreciation or salvaged materials.
(Tax Declaration may be
• Inconvenience Allowance in the amount of Php
legalized to full title)
10,000 for relocation and new construction
Severely • Transportation Assistance
Affected Homeless, landless, • If qualified, apply for housing in LGU or NHA
underprivileged, informal Resettlement sites
(1) Residential
occupants of public land, • Transportation Assistance to transfer to
except professional Resettlement Site or return to original province
squatters and squatting
Syndicates) as defined in
RA 7279
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100 % replacement cost
Affected (Tax Declaration may be
legalized to full title)

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Type of Loss Application Entitled Persons Entitlement

• Provide sufficient time (i.e. at least 3 months) for
moving
Renters and Rent-Free • If renters or rent-free occupants of dwelling
Severely
Occupants of Dwelling structures do not own any real property whether in
Affected
Structures the urban or rural areas as defined in RA 7279,
may apply for housing in LGU or NHA
Resettlement Sites only if they are qualified.
• Cash compensation for the entire structure at
Owners with or without
100 % Replacement Cost compliant with RA
Severely TCT or TD
(2) Commercial 10752) including transaction costs without
Affected (Tax Declaration may be
deduction for depreciation or salvaged materials.
legalized to full title)
• Transportation Assistance
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100 % Replacement Cost
Affected (Tax Declaration may be
legalized to full title)
• Cash compensation for the entire structure at
Owners with or without
100% Replacement Cost compliant with RA
Severely TCT or TD
10752) including transaction costs without
affected (Tax Declaration may be
deduction for depreciation or salvaged materials.
legalized to full title)
(3) Industrial • Transportation Assistance
Owners with or without • Cash compensation for affected portion of the
Marginally TCT or TD structure at 100% Replacement Cost
affected (Tax Declaration may be
legalized to full title)
3. Commercial Activity
(1) Business • Rehabilitation assistance in the form of livelihood
and skills training
• Administrative support to apply capital for small
business in cooperation with concerned LGUs
• Income Rehabilitation Assistance for the period to
the stoppage of business according to business/
Severely
Business Owner income level based on tax record, income statement
Affected
and/or business permit for small scale business
commercial establishments only if business owners
continue their business at the remaining area or
another area. Appropriateness of the period of
business stoppage shall be validated with
concerned parties.
• Income Rehabilitation Assistance for the period to
the stoppage of business according to business/
income level based on tax record, income statement
and/or business permit for small scale business
Marginally
Business owners commercial establishments only if business owners
Affected
continue their business at the remaining area or
another area. Appropriateness of the period of
business stoppage shall be validated with
concerned parties.
• Rehabilitation assistance in the form of livelihood
Employees in displaced and skills training
establishments and lose • One month or longer prior notice to the
jobs for reasons of establishments
reasonably attributable to • Priority in employment during construction and
the damages caused by the operation stage of projects
project • Rehabilitation assistance in the form of skill
trainings and other development activities

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Type of Loss Application Entitled Persons Entitlement

4. Improvements
(1) Other Non- Severely or • Cash Compensation for the affected
PAFs with or without
Dwelling Marginally improvements at 100% Replacement Cost
TCT or TD
Structures Affected
5. Crops, Trees, Perennials
• Cash Compensation for crops, trees, and
Severely or
Owners of crops, trees, perennials in full replacement cost1
Marginally
perennials
Affected

6. Graves
Owners of graves • Compensate for the transfer/relocation cost of
graves in coordination with LGUs and relevant
Government Agencies.
• Ensure observance of practices/beliefs.
7. Vulnerable Households
(1) Additional Households with poor, solo • Cash allowance if it is justified as necessary
Support to Nos. 1 households, households • Administrative support for applying respective
to 6 above headed by elderly (over 60 governmental social welfare program based on
years old) or a disabled household conditions in cooperation with
person concerned LGUs
• Provide priority for jobs related to the project based
on capability of PAFs
• Rehabilitation assistance in the form of skill
trainings and other development activities
Homeless, landless, • If qualified, apply for housing in LGU or NHA
underprivileged, informal Resettlement sites
occupants of public land, • Transportation Assistance to transfer to
except professional Resettlement Site or return to original province
squatters and squatting
Syndicates) as defined in
RA 7279
8. Loss of Community or Public Structures
Severely or Community or public • Cash Compensation for entire or affected portion
marginally structure owners/ of the structure at 100% Replacement Cost.
affected administrators
1. According to World Bank OP 4.12, the replacement cost for fruit and trees are defined below:
For fruit: Where markets exist, the value of a tree of a specified age and use can be used to determine compensation rates.
Where markets do not exist, surrogate values must be determined. For timber trees, the value of a tree equals that of the
lumber. For fruit or fodder trees, the value is equal to the cumulative value of the fruit crop for its productive life (and any
timber value). If replacement trees are provided, good practice indicates that compensation be based on the value of the
harvests lost until the replacement trees come into full production (typically, 7–10 years). In the case of immature trees, a
less costly alternative may be to directly supply seedlings as a replacement and provide compensation for the resulting
delay in reaching fruit-bearing capacity.
For crops: When arrangements cannot be made to allow for harvest, the market value for lost cash crops is paid. In some
countries the value of the harvest is determined by the average market value of crops for the previous three years.
Whatever the multiplier, if food supplies are sold in the area enough cash compensation is paid to purchase equivalent
supplies, taking into account the possibility of price increases caused by heightened demand from DPs. In areas of
predominantly subsistence production, good practice recommends that in-kind compensation be made for subsistence
crops.
Source: JICA Study Team

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Grievance Redress Mechanism

Grievance Redress Mechanism (GRM) is an indispensable part of RAP and defined in
LARRIPP (2017). Usually, a responsible body called Grievance Redress Committee is
organized to manage GRM appropriately. Generally, Resettlement Implementation Committee
(RIC) and LIAC (Local Inter-Agency Committee) that consist of LGUs and other relevant
authorities play a role of GRC in the Philippines. Similarly, ESSD of the DPWH functions as
internal monitoring agency to monitor and follow up GRM. GRM for ABLH shall be discussed
further in the succeeding phases such as F/S when RAP is developed.
As a reference, outlines of GRM in the case of "RAP from Cebu-Mactan Bridge Project (2019)"
is summarized as follows.
- RIC's responsibilities is to receive and record the voices, complaints opinions and suggestions
provided by the PAPs, except complaints and grievances that specifically pertain to the
valuation of affected assets since such will be decided upon by the proper courts, and to address
them as the first stage of the decision-making body.
- If the response to the complaint is deemed inadequate in the view of the PAPs, they may
elevate their grievance to the ROW Task Force that consists of higher-level officials of DPWH
Central Office before resorting the case finally to the court. Under this project, grievances from
the PAPs would be handled in the following manner.
- Grievance shall be filed by the PAP with the RIC who will act within 15 days upon receipt,
except complaints and grievances that specifically pertain to the valuation of affected assets,
since such will be decided upon by the proper courts.
- If no understanding or amicable solution can be reached, or if the PAP does not receive a
response from the RIC within 15 days of registry of the complaint, he or she can appeal to the
ROW Task Force, which should act on the complaint or grievance within 15 days from the day
of its filing
- If the PAP is not satisfied with the decision made by the ROW Task Force, he/she, as a last
resort, can submit the complaint to any court of law PAPs shall be exempted from all
administrative and legal fees incurred pursuant to the grievance redress procedures as is
guaranteed under LARRIPP (2007). All complaints received in writing (or written when
received verbally) from the PAPs will be documented and shall be acted upon immediately
Implementation Structures
Implementation structure for ABLH will be established based on local legal frameworks with
reporting/discussion channels to investors/development partners. Based on the project
institutional plan of other projects through JICA’s cooperation such as Cebu-Mactan Bridge
Construction Project, proposed implementation structure is shown in Figure 18.9-1 and Figure
18.9-2.

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DPWH-UPMO Investor / Development Partner

Monitoring Report
Coordination /
Instruction
Relevant authorities Environmental Social
- LGUs Safeguards Division (ESSD)
- National & Sub- Project in DPWH main office
National Agencies Management Unit
Internal
(NHA, DENR, etc.) (PMU) - Pollution & Natural
Monitoring /
- People's Reviewing Environment Officer
Organizations - Social Environment Officer
- Local Inter Agency (including resettlement)
Committee (LIAC)
- Resettlement Contractor / Sub Contractor /
Implementation Supervision Consultant External Monitoring Agency
Committee (RIC), - EIA expert (Foreign/Local)
etc. - RAP expert (Foreign/Local) External Monitoring

Source: JICA Study Team

Figure 18.9-1 Implementation Structure of Environmental and Social Considerations During
Operation Stage

Relevant authorities DPWH-UPMO Investor / Development Partner

- LGUs Monitoring Report, if any
Coordination /
- National & Sub- Instruction
National Agencies Environmental Social
(NHA, DENR, etc.) Safeguards Division (ESSD)
- People's Regional Office in DPWH main office
Organizations, etc. (RO) of DPWH
- Pollution & Natural
Environment Officer
- Social Environment Officer
(including resettlement)
Source: JICA Study Team
Figure 18.9-2 Implementation Structure of Environmental and Social Considerations During
Operation Stage
Implementation Schedule
Implementation schedule cannot be determine with certainty during this pre-F/S stage without
F/S, RAP, and other plans and activities during the civil works. However, it is roughly estimated
that land clearance requires at least two years after RAP is authorized. During that time, final
parcellary survey with census are required to determine eligible PAPs and other preparation
and processes such as negotiation, payment, preparation of relocation sites, etc. will take certain
time. These processes are discussed in RAP based on size of impact.
Cost and Budget
Cost and budget for land acquisition and resettlement shall be calculated with the results of
RAP related field surveys such as census survey, parcellary survey, replacement cost survey,
and so on in following study phases such as F/S. If roughly estimate such cost for 95.5 ha of
land and 190 households with unit price of 100 USD (equal to 5,000 Php) per sqm and 5,000
USD (equal to 250,000 Php) per structure, total cost is estimated approx. 95,500,000 USD for
land acquisition and 950,000 USD for structures (Totally around 96.45 million USD). This

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rough calculation is not accurate because of uncertain unit price, areas including public land,
and any other assumptions.
Monitoring by Implementing Agency and Monitoring Forms
Contents of internal and external monitoring shall be discussed during RAP development and
that will provide monitoring forms.
Public Consultations
Public consultations for actual project affected persons (PAPs) will be implemented in
following phases such as F/S when RAP is developed. Stakeholder meetings during master
plan study invited representatives of residents, expected PAPs and outlines are described in
separated materials (will be implemented in February 2021, and the results will be involved in
FR of the master plan study.)
18.10 Economic Evaluation of the Project

General Methodology of Economic Evaluation

Economic viability of the project was evaluated by calculating economic benefits and costs
“With” and “Without” the project. EIRR was calculated using the economic benefits and
economic costs. Economic benefits were estimated by calculating the unit VOC, TTC and the
demand forecast as explained in Section 18.2. Assumptions used for the economic evaluation
is shown in Table 18.10-1.
Table 18.10-1 Assumptions of Economic Evaluation
Items Assumptions Remarks
Social Discount Rate 10%
2022-2027: Detailed Design (D/D), Right of Way (ROW)
Project Period 2022-2057 Acquisition, and Civil Work
2028-2057: Operation (30 years)
Price Level Year 2020 Inflation is not considered.
1) 10% of Construction Cost
Physical Contingency 10%
2) 10% of Consulting Service Cost
Source: Department of Finance and National Economic and Development Authority (NEDA) (2016) “Revisions on
ICC Guidelines and Procedures Updated Social Discount Rate for the Philippines” for discount rate,
NEDA (2004) “ICC PROJECT EVALUATION PROCEDURES AND GUIDELINES” for physical
contingency.

Economic Cost for the Project

Economic cost includes construction cost, ROW cost, consulting service cost and
administration cost of the projects. VAT (12%) was deducted from the financial cost of the
project. Since this is an approximate cost, it needs to be discussed in detail in the F/S. Economic
evaluation was analyzed based on two scenarios: Scenario 1 (50% progress of area
development) and Scenario 2 (100% progress of area development).
• ROW cost: unit cost of land (Residence and Agriculture) and total ROW area
• Consulting service cost: 8% of construction cost (DED: 3%, CS:5%)
• Administration cost: 3% of construction cost
(1) Financial Cost to Economic Cost
Financial cost converted to economic cost are shown in Table 18.10-2 and Table 18.10-3.

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Table 18.10-2 Financial Cost

Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
15,409 164 462 770 554 17,230
Source: JICA Study Team
Table 18.10-3 Converted to Economic Cost
Unit: million PHP
ROW Consulting Consulting Administration
Construction cost Total
Cost Service (D/D) Service (C/S) Cost
13,758 153 413 688 495 15,506
Source: JICA Study Team

(2) O&M Cost

O&M cost is set at 1% of construction in this Pre-F/S. It is estimated at 328.6 million pesos/year.
Economic Benefit of the Project
Economic benefits were calculated by measuring the “Saving of TTC and VOC” since they are
measurable in monetary value. The JST estimated the Unit TTC and VOC in 2020, as explained
in Section 12.4. The economic benefit of the projects is shown in Table 18.10-4.

Table 18.10-4 Economic Benefit of the Projects

Unit: million PHP/Year
Economic Benefit (TTC+VOC Saving)
Scenarios 2028 2040
Scenario 1 1,593 3,064
Scenario 2 4,899 9,422
Source: JICA Study Team

Results of Economic Evaluation

(1) Results of Base Case

The following economic indicators of this project was calculated: EIRR, B/C and ENPV.
Calculation formula and remarks are explained in Section 12.4. Results of the economic
evaluation are shown in Table 18.10-5. The result of EIRR for the two scenarios have exceeded
by 10% and shown the feasible as the project.
Table 18.10-5 Results of Economic Evaluation
Indicators of Economic Analysis
Scenarios EIRR (%) B/C ENPV (million PHP)
Scenario 1 11.3% 1.15 1,672
Scenario 2 24.9% 3.55 27,724
Source: JICA Study Team

(2) Sensitivity Analysis

Sensitivity analysis of EIRR with regards to the economic cost and the economic benefit was
conducted and results are shown in Table 18.10-6 and Table 18.10-7.
Table 18.10-6 Sensitivity Analysis of EIRR for Scenario 1
Cost
EIRR
-10% Base Case +10%
-10% 11.2% 10.3% 9.6%
Benefit Base Case 12.2% 11.3% 10.5%
+10% 13.1% 12.2% 11.3%
Source: JICA Study Team

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Table 18.10-7 Sensitivity Analysis of EIRR for Scenario 2

Cost
EIRR
-10% Base Case +10%
-10% 24.7% 23.3% 22.0%
Benefit Base Case 26.4% 24.9% 23.6%
+10% 28.1% 26.5% 25.1%
Source: JICA Study Team
18.11 Conclusion and Recommendation

The Pre-F/S studied the bridge location and bridge type for the new Butuan Bridge. A long-
span bridge along the proposed alignment was recommended. Since the new Butuan bridge is
located in a wetland area near the river mouth, it is required to implement the bridge plan by
knowing the ground bearing capacity (soft ground). However, in this study, since the primary
geological data gathering was not conducted and only a secondary data of one location was
available, the bridge was planned based on an assumed geological condition. It is important to
obtain accurate geological data for the next F/S stage. And the bridge plan should be studied
carefully through the comparison of alternative bridge types.
The local governments of Butuan expects that the project will lead an industrial development
along the project road. There are six (6) SEZs planned along the project road. Among these
plans, the Taguibo Agro SEZ has been approved for development by the Philippines
Government so far, and the port of Masao is expected to become a hub port for the processing
and shipping of agricultural, forestry and fishery products produced in the CARAGA region.
As of December 2020, a rice milling plant is already operating in this area. Also, the City
Government of Butuan is planning to attract Japanese companies to the Taguibo Agro SEZ.
Unfortunately, the other five SEZs are still on a conceptual stage and have not yet been
concretely planned or commercialized. To ensure the feasibility of the project, the Butuan city
have to proceed with certainly the development of SEZs.
As the Pre F/S shows that traffic demand along the project road will depend on progress of
development of SEZ, F/S should seek phased development of the project in accordance with
development of the SEZ. Therefore, DPWH should proceed with the project formulation
considering the project feasibility that depends on the progress of the operation of SEZs. That
is, it should be considered in time of the project commencement of the industrial park’s
development and operation. Therefore, the JICA Study Team recommends that during the F/S,
the planning of the project road should consider a development by phase commensurate with
the progress of SEZ development. That is, it should be considered to match the project
commencement to the timing of industrial park development and operation. The technical
recommendation forward to F/S stage are as follows.
Detailed Investigation and Study about Soft Ground Treatment
In this study, the soft ground treatment method was proposed based on a secondary geological
information. The proper survey and study are essential for the Preliminary Design to accurately
estimate the cost during the F/S stage.
Geological Investigation
Detailed geological investigation shall be executed for the determination of appropriate design.
The location of the boring survey and the other items are proposed as shown in Table 18.11-1.

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Table 18.11-1 Proposed Geological Investigation

Survey Items Remarks
Boring survey At least assumed depth: 50 m
Borehole Location: 8 points,
STA.1+600, STA.2+900, STA.3+700, STA.4+900,
STA.6+700, STA.7+900, STA.9+500, STA.11+900
Standard Penetration Test Every 1 m on boring survey
Laboratory survey Physical tests: Specific gravity, Sieve analysis, water content,
Atterberg limit
Mechanical tests: Unconfined compression, Consolidation
test
Source: JICA Study Team

Geotechnical Analysis
Geotechnical analysis based on the investigation results is required to determine the necessity
and a reasonable planning of soft soil treatment. Methods of analysis to be done during the
feasibility study stage are summarized in Table 18.11-2.
Table 18.11-2 Proposed Geotechnical Analysis
Method Remarks
Sliding failure analysis Factor of safety (Fs) (ref. more than 1.05~1.4 in general)
shall be determined before execution of analysis
Consolidation settlement Allowance of residual settlement (ref. less than 10~30cm in
analysis general) shall be determined before execution of analysis
Liquefaction possibility Reference to Bridge Seismic Design Specifications, DPWH
analysis
Source: JICA Study Team

Planning of Soft Soil Treatment

Based on the investigation and technical analysis, preliminary design of soft soil treatment shall
be studied carefully during F/S.
Environmental and Social Considerations
During the following F/S stage, a detailed survey and analysis of environmental and social
considerations should be carried out with more accurate project design to understand the
following impacts:
(1) General Issues
 Confirmation of construction methodology and necessary machinery and vehicles
 Confirmation of soil borrow pit, quarry, waste dumping site, etc.
 Necessary budget for mitigation and monitoring
 Confirmation of specific role and responsibility for mitigation, monitoring, and
resettlement implementation
 Stakeholder Meetings and Public Consultations as F/S level

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 F/S and RAP shall refer issues and concerns from FGDs and SHMs in Table 18.8-17 and
Table 18.8-18 to develop their contents.
 Alternative route shall be discussed further in F/S to avoid and minimize negative impact
on both natural and social environment.
 Phased road development (ef. Phase-1 4-lane road, Phase-2 widening 8-lane) shall be
studied further in based on progress of SEZ development plan along the highway.
 Route selection in order to minimize impacts on natural and social environment is required
in the F/S phase.
During the Stakeholder Meeting, the following items were raised, and it is necessary to study
in F/S
 Road surface elevation to consider the navigation clearance at bridge and river level due
to climate change.
 Rust prevention measurement for steel bridge since it is located near the sea.
 Protection measurement of costal erosion

(2) Pollution Control

 Measurement of necessary items of air, water, noise and vibration, etc. as baseline data, at
appropriate locations in appropriate seasons (e.g., dry and wet season) are necessary.
 Survey for soil quality (possible contamination) and geological conditions based on boring
survey, soft soil survey, and relevant surveys for tunnel sections for determining risks of
subsidence and liquefaction of ground.
 Quantitative forecasting and evaluation for the future impact should be discussed
including numerical simulation
 Further study for waste and waste water treatment status and possible impact is required
 Some important parameters such as NO2 and NOx in air quality shall be measured
additionally in the F/S phase.
(3) Natural Environment
 Field surveys for fauna and flora at appropriate locations in appropriate seasons (e.g., dry
and wet season)
 Impact on the ecosystem due to cutting mangroves in the swampy area based on detailed
survey for living species including IUCN species
 Location of major habitat with specific location of nesting areas and feeding areas around
the project area shall be confirmed.
 Impact due on coral reefs around the sea areas shall be confirmed further in following F/S,
although direct impact may not be expected at this pre-F/S stage.
 Alternative discussion shall be done again to avoid protected areas (sensitive areas from
development impact based on JICA’s Guidelines for Environmental and Social
Considerations) as many as possible.
 Impact on mangrove forest, wetland, and livelihood of the residents who is living in that
area shall be studied further in F/S.

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(4) Social Environment

 RAP-related surveys including Census, Socio-Economic Survey, Inventory of Loss,
Replacement Cost Survey, and etc.
 Confirmation of status of vulnerable people including poor people and illegal resident
around the project area
 Confirmation of status of ethnic minority and/or indigenous people
 Impact on livelihood of fishery such as fish cultivation and coastal fishery shall be
surveyed and considered with appropriate compensation and assistance in RAP, if any
 Confirmation of public/social facilities around the project sites
 Impact on the existing water resources and water usage by resident due to the
interception/changing of groundwater flow caused by the construction of road structures
including soft ground treatment or liquefaction measures.
 Necessity of compensation for fishery activities, if any
 Surveys finding traffic-vulnerable people and relevant facilities including schools shall be
implemented during F/S phase and road safety education might be considered as one of
the mitigation measures of accidents.
 In case that livelihood of PAPs is likely to be affected based on socioeconomic survey and
stakeholder meetings during F/S and/or monitoring processes during implementation,
appropriate compensation and livelihood restoration program to PAPs shall be provided
based on RAP.
 Land price along the project sites may increase after the completion of each project area.
Therefore, actual unit prices for compensation shall be determined based on replacement
cost surveys which reflect transaction prices of PAP’s properties in and around the project
areas so that PAPs can recover and keep their living environment.
 Further study of traffic volume, traffic characteristics, business along the existing road are
required to determine indirect impacts including economic impact and necessity of
mitigation measures due to bypass function by the new highway in F/S.
 Project-induced impact on business along existing road bypassed by the planned highway
shall be discussed in the items of “Poverty” or “Local Economy such as Employment and
Livelihood”. In addition, appropriate mitigation measures shall be proposed if any such
impact is expected based on the results from stakeholder meetings and any other surveys.
 JICA asks the project proponents to consider following conditions. In case that impact is
expected on existing roads bypassed by the highway, relevant households and/or business
bodies should be involved in public participation processes such as stakeholder meetings,
and socioeconomic survey shall be implemented, if necessary.

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 PART G

DEVELOPMENT SCHEME
 CHAPTER 19

DEVELOPMENT SCHEME OF HIGH

STANDARD HIGHWAY
 Project for Masterplan on High Standard Highway Network Development (Phase 2)
Final Report

CHAPTER 19
DEVELOPMENT SCHEME OF HIGH STANDARD HIGHWAY

Introduction
In this Chapter 19, the expressway development schema in other countries is presented and
summarized as examples or experiences for considering the development scheme of high
standard highways in the Philippines.
Expressways as toll roads in the Philippines were developed mostly based on Public-Private
Partnership (PPP) schemes such as the franchise and the JV approaches in the early stage of
development, and the Build-Operate-Transfer (BOT) was adopted as the main approach after
the BOT law was enacted in the 1990s. The projects were developed in the Metro Manila area
where the traffic demand is huge. The upcoming expressway, High Standard Highway (HSH)
Class1 projects are being planned to form a nationwide expressway network.
To expedite the development of nationwide expressways network with low to medium traffic
volume, government fund was utilized through the implementation by the DPWH rather than
by private financing. The initiative of DPWH is becoming essential.

Expressway Development Scheme in Other Countries

Outline of Development Scheme for Expressway
The development method for expressway in terms of financial resources is roughly classified
into three types as follows:
1) The development method as public works by funding with tax revenue. (The
establishment of a dedicated fund of which revenue comes from road traffic-related taxes such
as fuel duty, tonnage tax, and motor vehicle purchase tax has been applied as an effective policy
to secure stable funds for road development. Utilization of ODA funds is also included.).
2) The development method as a toll road project by funding through income from road
users toll fee. (Toll road project managed by a private corporation or a concessionaire).
3) The mixed development method by combining the above two methods. Various methods
have been created for this type of scheme. For example, the application of viability gap funding,
the road construction method of merging public works and toll-road projects such as STAR in
Philippines, the public-built and private operate scheme under concession contract.
Looking at the development history of expressways in other countries, several countries have
started construction of expressways as a public works project funded mainly by tax revenues.
The toll road project system by the PPP scheme was introduced in the later.
In some countries, the expressway development was at first started as a toll road project under
the PPP scheme or by the road agency like in Japan, and then the development of unprofitable
routes have been done by public works using tax revenue.
In EU, a unique system was initiated. The use of expressway used to be free of charge, but
charging systems have now been introduced for some types of vehicles. The toll revenue is
used not only to construct new roads but also to develop other transportation system for a
comprehensive transportation system development strategy.
As described above, various developments are being followed by different countries.
Countries that started the expressway development as a public works system.
In USA, UK and Germany, the main highway network is publicly funded, constructed and
operated. Since the 1990s, the PPP schemes (e.g., BOT and DBTO) were applied for new
construction or O&M.

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Countries that started the expressway development as a toll expressway project system.
In Japan, France and South-Korea, the public corporation, under the umbrella of the central
ministry that managed public works, planned, constructed and operated the national
expressway network based on toll road project system. Later, privatization of public
corporation (Japan, France), PPP schemes such as BOT (South Korea) were introduced.
However, the development of unprofitable routes is being implemented as a project under the
direct control of the central government.
In China, the public corporation started the development of expressway in the early stage but
later on, the PPP scheme was introduced.
In India, from the early stage, the expressway development was promoted by introducing a
BOT scheme under NHAI (National Highway Authority of India). Currently, the government
led the expressway projects by installing EPC (Engineering, Procurement and Construction)
method.
Table 19.2-1 summaries the expressway development scheme of each country.

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 Table 19.2-1 Summary of Development Scheme of Expressways in Other Countries
Expressway Development Method
Major characteristic Remarks
At beginning time At present time
Japan ✓ Installation of Toll road project ✓ Toll road project system ✓ Act on Special Measures concerning Road Construction Tolled
system. ✓ Privatization public and Improvement, the Act on the Japan Highway Public No tolled
✓ Establishment of Public corporation. Corporation (Japan Highway Public Corporation founded) (Section by
corporation. ✓ Public works by government. and the Act of National Expressway Law were established the public
✓ Mixed-method of public in 1950s. worksproject).

Project for Masterplan on High Standard Highway Network Development (Phase 2)

works and the toll road ✓ Nationwide expressway construction started by toll road
projects. project method organized by the public corporation, the
Japan Highway Public Corporation, in 1960s, using the
World Bank financial support. (For the development in
metropolitan area, other public corporations were
established: Metropolitan Expressway Public Corporation
for Tokyo area, Hanshin Expressway Public Corporation
for Osaka area).
✓ Cross-subsidization (the toll pool system) was adopted.
(refer the Section 19.2.2(2))
✓
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The public corporation was privatized in 2005 and the

scheme based on the so-called "scheme of separating
infrastructure and operation”, was adopted.
✓ Segment Dividing scheme :Paid for by users and with
taxes as public works (Refer the green line section on the
Figure 19.2-1).
✓ Pure public works scheme by Ministry of Land,
Infrastructure, Transport and Tourism has been adopted to
construct unprofitable routes in rural areas (Refer the blue
line section on the Figure 19.2-1).:
U.S.A. ✓ Public works. ✓ Public works. ✓ Expressway was constructed as public works by the state No tolled
✓ Toll road project system governments. (Some
(DBTO method). ✓ Recently, a toll road project by PPP scheme (e.g. DBTO sections are
✓ Partial application of billing method) is adopted for new construction project in certain tolled).
(High-occupancy toll lane States.
(HOT lane)). ✓ O&M by the private consignment was started by the

Final Report
method where the public sector takes the revenue risk:
Lease method, Availability payment method, Active
management payment method: This method sets multiple
indicators for service standards for infrastructure operation
 Expressway Development Method

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
Major characteristic Remarks
At beginning time At present time
to decide the payment amount through complex multiple
evaluations
U.K. Public works Public works ✓ Expressway was constructed as public works by the central No tolled
Application of billing (Heavy government. (Some
vehicle) ✓ Concession system such as DBTO method under PFI law sections are
*In 90’~00’’, Concession system was adopted to accelerate the construction of the toll tolled).
was applied under the PFI law, but expressway.
it was suspended. ✓ PPP system such as the shadow toll method, the
availability payment method were implemented.
✓ But the Government decided to stop a new PFI project in
2018. Several reasons have been pointed out. The most
significant reason was that the PFI method was more costly
than conventional public works.
✓ Highways England was established through the
privatization of the Road Agency in 2015, and this
government company plans, designs, builds, operates and
maintains England’s motorways,
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France Toll road project system Toll road project system ✓ SEMCA, Semi-Public Semi-private Corporation was Tolled (80%
(Semi-Public Semi-private (Private company: Privatization of established in 1950s-1960s and developed expressways of total
Corporation) public corporation). network by toll road project system. Later, the organization network)
Public works Public works by the government. for the construction and operation of the expressway No tolled
Application of billing (Heavy changed form. Concession law was adopted and (20% of total
vehicle) Expressway agency was established to coordinate the network)
cross-subsidization (the toll pool system) between routes of * Heavy
expressways. vehicle is
✓ In 1993, European Union directive (93/37/CEE) was tolled.
promulgated to abolish the toll pool system in principal. In
1998, construction of major expressway route was almost
completed. Under the situation above, the toll pool system
was abolished, and public bidding was required for
construction of new sections in 1993 based on the EU
directive, and new operation companies were established
for each expressway. the contract period of concession was
lengthened (generally 60-70 years)
✓ In 2006, SEMCA was completely privatized to reduce the
government's fiscal expenditure.
 Expressway Development Method
Major characteristic Remarks
At beginning time At present time
Germany Public works Public works by the government. ✓ Expressway in Germany known as Autobahn which is non- No tolled
Toll road project system tolled expressway, was developed as pure public works (Only heavy
(Application of PPP method) based on the fund from fuel tax and was basically free until vehicle is
1995. tolled,
✓ Due to EU policy that aim to make fair sharing of the cost Viniette
of road construction and maintenance and to devise billing for
financial resources for transportation infrastructure passenger

Project for Masterplan on High Standard Highway Network Development (Phase 2)

development, heavy trucks with more than 12 ton had been cars).
charged since 1995 by Viniette billing method. From 2005,
GPS-based closed toll system has been applicated for
heavy truck using Autobahn. The scope of the charge has
been expanded to trucks over 7.5 tons from 2015, and to all
federal roads since 2018.
✓ The development of expressway by PPP system: the
availability payment method was partially applied.
✓ With the establishment of the Road Corporation in 2017,
all expressways were managed by the government.
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China Toll road project system Toll road project system ✓ Expressway in China was developed as toll expressway Tolled.
(Public corporation) (Application of PPP method) project.
✓ Expressway project is classified as both government
*Consideration of application of initiative type and private initiative type.
public works method. ✓ Private initiative type project applying TOT or BOT
method, increased in the middle of 1990s. Full-cost
recovery principle by each route was applied. Since more
than 20 independent private expressway companies were
established, the standardization of toll fee and application
of pool system had been difficult.
✓ Fund of the government initiative project consists of toll
revenue and tax such as car acquisition tax and fuel tax.

Final Report
 Expressway Development Method

Final Report
Project for Masterplan on High Standard Highway Network Development (Phase 2)
Major characteristic Remarks
At beginning time At present time
South Toll road project system Toll road project system ✓ The Korea Expressway Corporation, a state-owned Tolled.
Korea (Public corporation) (Application of PPP method) enterprise, has been responsible for the development of the
expressway network. Since the 1990s, PPP scheme has
been applied to promote new expressway construction and
O&M by proactively utilizing private funds. PPP law was
established in 1994 and the name has now been changed to
the PPI Act: The Act on Private Participation in
Infrastructure.
✓ For road development, BTO scheme has been applied.
MRG: Minimum Reverse Guarantee had introduced to
encourage active private sector investment since 1999.
✓ Since the application of the MRG system, the number of
projects and the scale of projects have expanded. However,
with the financial crisis in 2008 and the abolition of the
MGR in 2009, the number of deals has declined.
✓ The application of the MRG has generated huge loss
compensation for the government. This is because the
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setting of MRG standard was based on the estimates of

private bidders who proposed excessive demand.
✓ Also, the incentive to increase the number of expressway
users did not work.
✓ In 2015, BOT-rs and BTO-a, which are mechanisms for
sharing project risks between the public and private
sectors, were introduced in order to stimulate the PPI
market.
India Toll road project system (BOT) EPC method ✓ With the initiative of NHAI, the expressway network has Mixed tolled
Hybrid Annuity Model rapidly developed applying BOT method with VGF section and
BOT method (Viability Gap Funding). No tolled.
✓ The pace of implementation of the project dropped sharply
due to the increasing unprofitable projects in 2012.
✓ The government then changed the policy of expressway
project implementation from application of BOT scheme to
application of EPC scheme. HAM was adopted since 2016:
Hybrid Annuity Model that reduces the burden of securing
funds for road operators compared to the existing BOT
method.
 In service Planned Length (km)

Paid for by users (Tolled) 8,830 (67%)

Paid for by users and with

960 (7%)
taxes (Tolled)
Paid for by taxes (Toll Free) 3,315 (25%)

Project for Masterplan on High Standard Highway Network Development (Phase 2)

(公社)

(公社)

宮守

(公社)
19-7

(公社)

浪江

下関
(公社)
(公社) (公社)
小浜

新清水
浜松いなさ
清
水
(公社)

鹿屋
串良

Final Report
Source: Ministry of Land, Infrastructure, Transport and Tourism , 2011
Figure 19.2-1 Development Status of Arterial High-standard Highway by Cost Burden Sharing
Project for Masterplan on High Standard Highway Network Development (Phase 2)
Final Report

As is described in 1) and 2), tolled and non-tolled expressways as well as expressways financed
by government fund and private sectors’ fund coexist in a country. PPP-based expressway
development scheme such as the BOT method seems to be effective in sections with low traffic
demand risk and high profitability such as those in metropolitan areas. Otherwise, government
fund or support should be considered.
In order to efficiently expand the expressway network nationwide, one of the three methods is
required:
 Cross subsidization by toll pool system;
 Development by the public works funded by the national budget;
 Risk-sharing method of demand risk (Toll revenue risk) between the public sector and the
private sector through PPP including a method like Viability Gap Funding
Cross-subsidization Mechanism by the toll pool system: unified financial system
This system is applied in Japan and other countries in order to promote toll road network
development. It is needed to establish an organization that centrally takes charge of planning,
construction, and operation and maintenance work like Japan Highway Corporation in Japan
or e Korea Expressway Corporation in South Korea. Another example is the case in France,
wherein the French government introduced a cross-subsidization mechanism by establishing
a new organization to coordinate profits among existing private companies.
Public works method based on the national budget funded by tax revenues:
Expressway is constructed as direct public works by the Government in this scheme. Some
countries such as USA and Japan introduce dedicated fund system for road development, of
which sources come from vehicle related taxes such as fuel tax, tonnage tax and vehicle
acquisition tax, to secure ample and stable budget.
Risk-sharing method of demand risk (Toll revenue risk) between the public sector and
the private sector through PPP:
The scheme of risk-sharing of toll revenue risk by the Government has to be established to
promote the development of an inter-regional expressway with no significant traffic demand.
The following schemes can be considered:
-Financing method funded by government loans and taxes such as Viability Gap Funding
(VGF),
Minimum revenue guarantee where government undertake some portion of traffic demand
risk of PPP concessionaire,
-Investment recovery methods such as Availability Payment (AP),
-Application of method combining VGF and AP such as Indian hybrid annuity method.

Presentation of Development Scheme in Other Countries

In this section, several development schemes or a new approach to the construction of high
standard highway in Japan, which was requested during the C/P meeting, are introduced that
will be useful in promoting the development of high standard roads in the Philippines in the
future. Since the scheme based on BOT or VGF has already been applied in Philippines, these
are not mentioned here.
(1) Toll Pool system: Cross-subsidization mechanism, Practice in Japan
The toll pool system is a method of applying a cross-subsidization mechanism in the wide area
toll expressway network. The toll pool system is enabled to construct a low profitability
expressway route such as an expressway route with tunnel section or low traffic demand.

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In Japan, as initially conceived, toll rates were set individually for each route by route so as to
redeem the full costs of each individual route. However, in 1972 the Japanese Government
adopted a toll revenue pooling system for the entire national expressway system based on the
recommendation of the Road Council.
Recommendation of Road Council in 1972
Expressways should be an arterial traffic network, connected to each other across the country.
Each link is not necessarily consider,
Under the circumstance with development costs being affected largely by fluctuation of land
prices and construction costs, cost differentiation due to project start time should be avoided.
In addition, debt repayment should be carried out smoothly.
This system has been applied in order to speeding up the development of expressways in rural
areas and in order to ensure fairness in expressway tolls in Japan. In fact, this system has
contributed greatly to the development of the national expressway network.
On the other hand, there were criticisms about this cross-subsidization system, namely toll rate
escalation, prolonged toll collection period, easy construction of law profitable routes and
uncertainty of redemption debt owned by Japan Highway public corporations in 1980s.
Therefore, as a discipline of cross subsidization, the basic condition has been set, where
viability of a certain expressway route is admitted if toll revenue of the route recovers more
than 50% of its construction and maintenance cost in 1985.
Along with reform of public financing scheme so called “Fiscal Investments and Loans
Program”, in 2005, public expressway corporations were privatized and the Japan Expressway
Holding and Debt Repayment Agency (JHA) was established. Under the reform, debt and asset
of the expressway corporations have been transferred to JHA, the expressway corporations are
to pay lease fees to JHA, and related financial information is to be disclosed. JHA is responsible
for debt repayment in reliable and swift manner by utilizing lease fee. After the reform, the
pooling system has been basically maintained and reinforced.

Figure 19.2-2 Conceptual Diagram of Pool System in Japan

(2) Land Value Capture: Interchange development scheme by developers, Practice in
Japan)
In Japan, the application of the land value capture scheme in transport infrastructure is
developed in railway development. In the context of the expressway development, the
Development Interchange System was applied in the 1980s.
The development interchange system on expressway in Japan is a system whereby a third sector
company set up by a local municipality and private firms bear funds and commission the Japan
highway public corporation to build an interchange (IC) on an expressway.

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Basically, an interchange was developed by Japan highway public corporation as part of an
expressway. This system like PPP scheme allows for local community and private sector
company to construct an additional interchange that contributes to promote development of
surrounding area such as urban development and industrial park development.
Interchange (IC) development by the private developers of urban development projects and the
developers of industrial park development projects promote transportation network
development around an IC area and the surrounding environs and contribute to regional
development. As a result of area development, the land price around the IC area is increased.
The development in turn increases the land price and added value to the developed area.
Around 47.5% of the project funds to construct the interchange was to be borned by the third
sector company. The remaining 52.5% was to be funded by the government interest-free loans
and redeemed in 20 years from the profits of the surrounding development.
. The 29 interchange was realized by this scheme.
By using the interchange development scheme, it created 2,000 jobs for Japan Post Co., Ltd.
and 800 jobs for the food industry within the Kitakami Kanezaki IC.

Kitakami Kanazaki Inter Line To Aomori Number of companies

Kitakami Kanazaki IC in Kitakami Southern Industrial Park
(Open : October in H8)
To Sendai
Kitakami Southern Industrial Park
Kitakami Kanazaki IC Open

Three
To Oushu To Hanamaki times

Year

Source of Photo and Figure: Department of Prefectural Land Development

(https://www.pref.iwate.jp/_res/projects/default_project/_page_/001/009/547/iwate_stock.pdf)
Figure 19.2-3 Example in Japan (Kitakami Kanegasaki Inter change）
(3) Availability Payments
Availability payments are a method of compensating a private concessionaire for its
responsibility to design, construct, operate, and/or maintain infrastructures for a set period of
time.
These payments are made by a public project sponsor based on particular project milestones or
facility performance standards.
Project milestones can refer to the completion of the facility itself by a certain deadline, while
performance standards can be measured operationally.
Examples in case of highway include lane closures for maintenance purposes, incident
management, or snow removal. Level-of-service performance could also be used as the primary
payment metric for availability payment concessions involving the implementation of express
toll lanes.
Availability payments are often used for toll facilities that are not expected to generate adequate
revenues to pay for their own construction and operation. In this case the project sponsor retains
the underlying revenue risk associated with the toll facility rather than the private partner.
Availability payments can also be used for projects without tolls, as the mechanism still
presents an attractive means to engage a private sector partner who will take on project risk,

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such as construction, operations, and upfront financing, and then compensate the
concessionaire on an established, performance-based schedule.
The desire to avoid encouraging traffic to use non-toll alternative routes may also make an
availability payment project without tolls a preferred option.
A project financed with availability payments also presents less overall risk to the private entity
than with a full concession. Rather than relying on achieving certain levels of traffic and
revenue, the concessionaire receives a predictable, fixed set of payments over the life of the
agreement. The concessionaire also can rely on the public agency's credit to secure financing
rather than unpredictable toll revenue. Private financings involving availability payment
concessions could include private equity, taxable debt, governmental credit assistance, and
private activity bonds. The question of who sets the toll rates is also eliminated under an
availability payment arrangement, making concessions with private companies more politically
palatable.
Availability payments may be structured in a variety of ways. In certain cases, no payments
may be made until after construction is complete. Alternatively, they may be predicated on
particular construction milestones. Project sponsors may also define how the periodic payments
are to be made and may also set a maximum payment cap based on agreed-to operating and
maintenance performance standards.
The federal highway administration in USA mentioned advantages of the availability payment
as followings:
The government can choose to make regular, scheduled payments to the concessionaire over
the term of the PPP agreement, virtually eliminating the revenue risk that often poses the
greatest hurdle to attracting project investors.
The government compensate the concessionaire based on performance, as measured by
delivery date, incident response, state of good repair, etc.
Although larger payments may be scheduled in the early years, the long-term availability
payment concession relieves much of the State's need for upfront capital.
The availability payment schedule locks in the maximum public costs (and private revenues)
over the project's lifespan.
An availability payment concession model will spur innovation because the concessionaire will
realize increased profits when it costs less to deliver a consistent level of performance.
(4) Hybrid Annuity Model
Hybrid Annuity Model (HAM) is one of the new PPP scheme for the road sector in India which
started sometime in 2016 (Circular: No.NH-24028/14/2014-H Vol-II).
This model is a scheme that combines VGF during the construction phase with annuity
payments during the operation and maintenance phase and is a scheme in which the government
bears more risk than in conventional toll-based BOT schemes. VGF is a government support
in the form of contribution of some of the construction cost, given in cash to a PPP project that
do not a financial feasibility. Annuity payment model is one of PPP model like an Availability
payment used in UK for OM of facility.
In the HAM in India, a substantial percentage of the project’s cost, which is cash construction
support of 40% of Bid project cost based on the circular in 2016 is paid at settled milestones
during the construction period, while the balance of payments and maintenance payments
would be paid proportionately over a period of 7-15 years (average operation period of 15 years
is considered in India) post construction.
It is like an EPC engineering, procurement, and construction) contract, but only about 40% of
the milestone payments are being made during construction. This is to further reduce the
revenue risk to the private sector, while keeping the design, implementation, and maintenance

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risk transfer at significant levels. The balance of deferred construction payments, maintenance
payments, and stipulated interest on capital investment would be paid in proportionate 6-
monthly (annuity) payments over a period of 7-15 years post construction. The option to toll
the roads was not treated as a direct revenue but attributed to about 10% of project cost. The
basic principles of the HAM contract document are as follows:
a) Design and construction risks are entirely passed on to concessionaire.
b) Milestone payments are made, which the concessionaire only gets the part of capital cost
incurred until that point;
c) In case of delayed completion, there are liquidated damages for every day of delay. In
addition, annuity revenues would also be delayed, and the concessionaire is effectively
penalized. Conversely, on early completion, a bonus may be paid to the concessionaire and
the annuity revenues can start faster; and,
d) Balance of deferred capital payments, interest thereon, and O&M costs are paid as annuity
(6-monthly) payments for a specific length of time subject to meeting performance metrics.
In HAM, the government of India and the road users have the following perceived benefits:
a) The government keeps the deferred payment capital expenditure as “off balance sheet”.
The deferred capital expenditure, plus interest, is paid back to the private sector by way of
annuity payments over several years but is not directly booked as government borrowings.
b) Timely project completion and on budget. This is because the private sector has an
incentive to complete and start annuity revenues and contractual incentives.
c) Best asset quality. Since the HAM contractor bears a risk for 7-10 years post construction,
it is expected that the asset design and construction would be of higher quality. Premature
deterioration is also minimized given the seamless arrangement from construction to
maintenance, as can be observed in many roads under the traditional build, transfer, and
maintenance scheme.
d) A higher asset quality with HAM contractual provisions for performance-based
maintenance for 7-10 years translates to a higher service levels for road users. Unlike a
routine construction contract, where subsequent annual budgetary provisions and separate
contracts are required for maintenance, the provisions of the HAM contract ensure fund
flows related to maintenance obligations.
(5) Stage Construction Scheme: Practice in Japan
The stage construction scheme has been adapted often to reduce initial construction cost of
relatively low traffic demand segments in construction of expressway Japan. It’s called
temporary two-lane expressway development.
When planning and designing a high standard highway, it is necessary to adopt a road structure
that is appropriate with the local conditions. A high standard highway is an expressway that is
necessary to provide a high-speed traffic service with a high standard highway structure
depending on the importance of the route, necessary traffic functions must be provided that is
adaptable to the local conditions.
(Road structures that provide high speed of service)
On roads that have high traffic demand and are particularly important to our country's economic
activity, adopt a road structure with high standards based on the importance of the route to
provide higher service speed and reliability.
(Road structure with low traffic volume)
To construct the road efficiently when expanding to 4-lane road in stages, a temporary two-
lane road structure will be adopted in order to ensure safety and smooth flow of the current
traffic demand while anticipating the future demand.

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Also, in order to efficiently construct the temporary two-lane roads, at grade intersection
structure or other methods can be adopted.
(Road structure for low traffic volumes on intersecting roads, etc.)
On high standard highways, access is normally fully restricted, but may also be partially
restricted if the nature of the route and motor vehicle traffic conditions dictate that traffic on
the intersecting roadway is low or if the topography of the roadway makes it unavoidable.
(Road structure for short trip traffic)
On roads that serve the function of short-trip traffic such as intra-city movement, it is desirable
to shorten the interchange intervals to suit the characteristics of the road usage, like shortening
the interchange intervals. In selecting routes, consideration should be given to ease of use, such
as making sure that routes are not too far from the urban area.
In Japan, around 36% of total length of HSH is developed by temporary two-lane road.
Table 19.2-2 Length of Temporary Two-lane HSH in Japan
Total length of High Standard Highway
Temporary Two lane road
Total 11315 km 4112 km (36%)
Toll road 9322 km 2538 km (27%)
Non -Toll road 1993 km 1574 km (79%)

(The structure of temporary two-lane road)

Two-lane roads on high standard highways will adopt the following road structure as necessary
to ensure that traffic functions are available to meet traffic demand and future operations.
The cross-sectional configuration of a temporary two-lane road can be constructed non-
separately on one side of the finished cross section or at the center, etc., and then segmented
for round-trip traffic with a lane divider such as a rubber ball or a broad roadway median, etc.,
as shown in the figure below.

Source: MLIT Ministry of Land, Infrastructure, Transport and Tourism, Japan

Figure 19.2-4 Concept of Stage Construction of Earthwork

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Road Bridge Tunnel

Short and Midterm Span Bridge

Rubber pole Rubber pole

Rubber pole

Long Span Bridge

Rubber pole Rubber pole

Figure 19.2-5 Standard Cross Section of Temporary Two-Lane

Rubber pole Wide Median Strip

Trial measures
Guardrail Rigid guard fence Wire Rope Box Beam

Source: MLIT Ministry of Land, Infrastructure, Transport and Tourism, Japan

Figure 19.2-6 Example of Structure of median strip

(Issue of Temporary Two-Lane Road Structure)

1. Runnability of two-way traffic:
 Comparing with HSH more than 4 lanes, the speed limit is lower.
 The speed limit is lower compared to HSH roads with more than 4 lanes. All vehicles
should maintain lower speed as it is not possible to overtake in a two-lane road.
2. Safety and reliability of face-to-face traffic:

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 The provisional two-lane section is a two-way traffic and is prone to serious vehicular
accidents.
(6) Provision of Electric Vehicle (EV) Facilities
Utilization for EV is gradually increasing in developed countries (currently about 1% in Japan
and 10% in Europe). For the convenience of EV users, high standard highway in Japan is
providing electricity charging facilities for quick recharging at existing parking spaces in
Service Areas (SAs) and Parking Areas (PAs).
At present, use of EV is not yet widespread in the Philippines and it may take some time to
increase its use. Although it is not yet necessary to consider the installation of charging
equipment in the design of SA and PA in high standard highways, it will be essential to consider
the development of charging facilities to cope with the future use of EV. Since the possibility
of EV usage in the Philippines may increase, it is recommended to consider provision of areas
to install charging facilities in the parking spaces of the SA and PA.

EV Charging Area EV Charging

Source: NEXCO Central
Figure 19.2-7 Example of EV Charging Facility

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(7) Additional Functions of High Standard Highway
High Standard Highway does not only provide traffic conveyance function but also offer
additional functions such as disaster prevention and green infrastructure features. Examples of
Japan’s case for high standard highway functions will be introduced here. However, it is
recommended that the design and construction of high standard highway in the Philippines
likewise consider multiple functions. Thus, these functions are very effective in natural disaster
countermeasures and should be incorporated in the design and construction stages in the future
F/S.
<Disaster Prevention Function>
Items Function
Expressway with Wider road width (more than 12m) provides buffer area that can prevent
sufficient road width and spread of fire in urban areas.
wide road ROW Wider road width can secure passage of emergency vehicle in case of
occurrence of slope failure and present total closure of the road.
SAs/PAs and Plazas with SAs/PAs can be utilized as disaster base for restoration and refuge place
wide open spaces at after large earthquakes and flood during typhoon. In Japan, emergency
Expressway evacuation space is installed at high embankment section of the
expressway for Flood/Tsunami evacuation.

Fire
Spread

Fire
Spread
Prevention
Expressway

Source: MLIT, Han‐Shin Awaji Earthquake disaster Source: Ibaraki Prefectural Government
Experience of Fire Spread Prevention during Han‐Shin Use of SAs/PAs as disaster restoration
Awaji Earthquake Disaster base for the Japanese Self-Defense
Forces and Fire Department

Temporary
Evacuation
Space
Slope
Road closed by Passable of Road by
collapse of slope Plenty Width

Source: MLIT Source: Cabinet Secretariat

Wider road secures passage during disaster Emergency Evacuation Space on
Elevated Expressway
Figure 19.2-8 Example of Disaster Prevention Functions

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<Green Infrastructure Function>
Items Function
Provision of Roadside Protection for Slope Erosion, Harmonious Landscape, Noise
Vegetation/Roadside Absorption and Prevention from Global Warming
Greening
Environment-Friendly Minimization of excavation impact area on green land using “Ring
Construction Method Beams Earth Retaining Method”
Greening of Existing Provision of natural green space at existing JCT, SA and PA which
Infrastructure prevents heat island phenomenon and enhance of tourism functions
Creation and Improvement Creation and/or improvement of natural green land for habitat of flora
of Biotope and fauna near expressway

Source: NEXCO Source: MILT

Greening of Expressway Slope/Roadside Minimization of Excavation Impact Area by Ring
Beam Earth Retaining Construction Method

Source: MEX Source: MEX

Natural Green Space at JCT Improvement of Biotope near Expressway
(Ohashi JCT in Japan)
Figure 19.2-9 Example of Green Infrastructure Features

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Conventional Development Scheme of Expressway Construction in the Philippines
(1) Development Scheme and Legal framework

Source: JICA “Preparatory Survey for Public-Private Partnership (PPP) Infrastructure Development Projects in the
Republic of the Philippines” 2010

Figure 19.2-10 Historical Flow of Private Sector Participation in Expressway Services

Development scheme applied in Philippines is basically summarized in the table below.

Scheme No.1 is the traditional method based on the franchise system and JV system.
Expressway in Metro Manila such as North Luzon Expressway (NLEX) and South Luzon
Expressway (SLEX) had been realized by this scheme. Scheme No.2 is the scheme under the
BOT law and its IRR that was established in the 1990’s as successor law of P.D.1112 and
P.D.1113.
Scheme No.3 and No.4 are schemes under the BOT law but the No.3 is the BOT scheme with
VGF as a subsidy to the build stage. This scheme was applied for the Tarlac-Pangasinan-La
Union Expressway (TPLEX) project. While the No.4 is a scheme where the project is
conducted by segment, shared by both the public and private sectors. By having the public
sector bear part of the construction cost, the demand risk on the private sector, which is the
operator, is reduced. The No.4 scheme which is a Hybrid Scheme (BOT Law Scheme applying
Segment Dividing), was applied on the Southern Tagalog Arterial Road (STAR) and Central
Luzon Link Expressway (CLLEX) projects.
No. 5 is a hybrid scheme in which all construction stages are covered as public works. The
form of operation stage is different between No.5-1 and No.5-2. Among them, No. 5-1 is
operated by the private sector, but as a Real toll method, the private sector has a demand risk.
This is the method applied in the maintenance of Subic-Clark-Tarlac Expressway (SCTEX).

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On the other hand, in No. 5-2, the availability payment method is applied as a method of
operation and maintenance. The demand risk is borne by the public side. The Availability
Payment method is a mechanism shown in the BOT law, but it is a new method that has not
yet been applied to highway maintenance projects. The legal framework of hybrid scheme is
shown in the resolution No. 2019-07-02 (Suggested Guidelines on Managing Greenfield
Solicited Hybrid PPP Projects). No.6 is pure public works scheme.

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High Standard Highway Network Development Masterplan (Phase2)
Table 19.2-3 Expressway Development Schemes in the Philippines (Development Scheme for HSH Class 1)
Implementation agency
Characteristic of
No. Type of Scheme Revenue Risk ROW acquisition Construction of Operation and Existing Case
section
/Resettlement Infrastructure Maintenance
<Toll Road>
Expressways connected Franchise scheme None Public /Private
NLEx
to the existing
1 Private sector Private sector SLEx
expressway
JV scheme Private sector Public Sector Skyway
implemented through
Franchise Scheme
<Toll Road> NAIAx
New expressway BOT law scheme
2 Private sector Public sector Private sector Private sector CALA
(Solicited Projects)
MCX
<Toll Road> BOT law scheme Private Sector with
Expressway projects 3 （VGF application Private sector Public sector fixed support fund Private sector TPLEx
that are not that much type） from Government
profitable based on
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their own revenues Hybrid Scheme (BOT

Private and Public
4 Law Scheme applying Private sector Public sector Private sector STAR CLLEx
Sector
Segment Dividing)

Private sector
5-1 Private sector. SCTEx
(Real toll method)

Hybrid scheme Public sector Public sector

Private sector
5-2 Public sector (Availability No example
payment method)

<Non-Toll Road>
Pure Public Work
No revenue National
6 *Same scheme with Public sector Public sector Public Sector
collection highway
National highways.

*Hybrid scheme is shown in the resolution No. 2019-07-02 (Suggested Guidelines on Managing Greenfield Solicited Hybrid PPP Projects)
 Project for Masterplan on High Standard Highway Network Development (Phase 2)
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<Fund Sharing> <Scheme of O&M>

Scheme No.3 (Ownership)

ROW Acquisition Public (DPWH) Public Private

(DPWH) Transfer Company
Construction Private Subsidy of Infra
Toll Fee
O&M Private
Service
*Max. Subsidy is 50%
User

Figure 19.2-11 BOT scheme with VGF application type

Scheme No.4
(Ownership) (Concession)
ROW Acquisition Public (DPWH) Public
Concession
Private
Construction Private Public Work (DPWH) Company
Payment
Toll Fee
O&M Private
Service

User

Figure 19.2-12 BOT scheme with Segment Dividing Type

<Scheme of O&M>

Scheme 5-1
<Fund Sharing> (Ownership) (Concession)
Concession
Public Private
ROW Acquisition Public (DPWH) (DPWH) Company
Payment
Construction Public (DPWH) (Fixed) Toll Fee

O&M Private Service

User
Scheme 5-2
(Ownership) Availability
Payment
Public (Fixed) Private
(DPWH) Company

Toll Fee
Service

Revenue Risk User

Figure 19.2-13 Hybrid Scheme of HSH development

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(2) Organization
DPWH is the implementing agency of PPP road projects under the BOT law (R.A.7718).
Expressway implemented by DPWH under the BOT law has been handled and monitored by
PPP Service in accordance with the provisions of the respective concession agreements. The
PPP Service is composed of three divisions, namely:
Project Development Division:
Prepare project proposal and other pertinent documents for project approval. The division also
provides assistance in the preparation of bid documents for procurement of concessionaire and
independent consultant.
Project Implementation and Supervision Division:
Monitor progress and implementation of projects to ensure that the parameter during bidding
and the terms and conditions in the contract are adhered to.
Project Operation and Maintenance Management Division:
Form technical supervision over facility operation and maintenance (routine, periodic and
preventive maintenance, rehabilitation, etc..) by the Concessionaire to check its compliance
with contract.
(3) Example of Expressway Development
Under construction (Require to DPWH)
(4) Lessons learned from previous practices
Based on the above analysis of the current situation on expressway development in the
Philippines, the following issues were pointed out:
The expressways in the Philippines were developed mainly as a private funding project under
the PD1112, PD1113 for the franchise system, JV system and BOT law (RA7718) for BOT
projects. Expressways by the scheme No.1 was developed under the PD1112 and PD1113. The
expressway by the scheme No. 2, 3 and 4 is implemented under the BOT law, RA7718. The
BOT law is also the basis for Scheme 5-1 where the private company carries out the O&M only
as a concessionaire.
The main mandate of DPWH is to undertake the planning of infrastructures, such as national
road and bridges, and to design, construct, and maintain these infrastructures. However, there
is no existing guidelines wherein DPWH could operate a toll road on its own to generate
revenue except for a minimal cost for maintenance purposes only.
Basically, there is no legal system that guarantees the public sector directly to collect toll from
toll road for redeeming the expressway construction cost.
Traditionally, the expressway development of solicited projects was handled and monitored by
PPP Service in DPWH under the BOT law. While the unsolicited projects of expressway have
been implemented by Toll Regulatory Board (TRB) under the Department of Transportation
(DOTr) through a STOA: Supplemental Toll Operation Agreement. In the Philippines, there
are expressways under the jurisdiction of different departments: DPWH or DOTr.
The legal system has not been established that guarantees highway and expressway
development plan (For example, the expressway construction act shows the description of
expressway plan in Japan). Individual project proceeded individually under the BOT law.
Traditionally, the construction of expressway has relied on private funding due to the lack of
state funding. As a result, DPWH's experience in proactively implementing the construction of
expressway is limited. Relying on private funds for development does not increase the speed
of development of regional expressway.

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There is no framework for returning the profits of existing profitable expressways to other
expressway development.
As a tool to promote expressway development, installation of new method may be required
such as the Availability Payment method,, Land value capture mechanism and Toll pool system.
In order to certainly promote expressway development along HSH development master plan
that shows medium-long term planning, the lead organization and legal procedures need to be
centralized. The legal system will need to be restructured for this purpose.
The private funding expressway projects can be promoted under the development scheme of
the BOT law from now on. Some projects presented in the HSH Development Master Plan will
be handled by DPWH as a solicited project. But on the other hand, the unsolicited projects
would be led by TRB. There will be two types of projects.
We learned that the DOTr had also indicated its intention to promote the development of the
solicited project type expressway. Under the charter of the TRB it is authorized to enter into
contracts on behalf of the government with qualified entities for the construction, operation and
maintenance of toll facilities. Hence, the future delineation of roles and functions of DPWH
and TRB in highway development needs to be sorted out.
Future high standard highway development should be led by DPWH, which has highway
planning, design, and construction as its mandate. In other words, all road network including
expressways (except local roads) should be made part of the planning system of the DPWH.
The organization needs to be strengthened to promote public funded expressway projects,
which are expected to increase in number of public funded projects in the future.
Most importantly, the capacity of PPPS will be strengthened to promote the development of
highways through the existing scheme. In the medium and long term, the establishment of a
new organization will be considered.
Proposal of Development Scheme for HSH in the Philippines
(1) Establishment of Specific Legal System to Promote HSH Development
<Major Issues>
The introduction of a mechanism to secure consistency, reliability, and sustainability is
required in the implementation of the High Standard Highway Development Plan.
Due to limited funding resources, the proposed projects of HSH are being implemented through
PPP with the assistance of the private sector. In the future, HSH development will be extended
on regional areas where abundant demand for transportation is not expected like in Metro
Manila. Therefore, it is necessary to promote the development of HSH not only by private
sector investment but also by applying a development scheme in which the public sector shares
the demand risk.
<Possible Measures>
It is suggested that the establishment of a legal system to guarantee the planned promotion of
HSH development master plan should be considered. Specifically, the enactment of a law or
executive order that stipulates the following items should be considered for HSH Class-1
development: the planned routes and major transit cities, the timing and scheme of public
notification of the specific route, number of lanes, design speed, and organization of
implementation for each section to be developed.
In addition, it is necessary to consider a legal system that allows public authorities to plan,
construct, operate and maintain toll road projects, especially to legally position the DPWH or
its delegate to be able to collect tolls.
The introduction of a mechanism to promote the development of HSH networks in regional
areas by using public investment is proposed by applying BOT schemes using VGFs, hybrid

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schemes which was shown in the resolution No. 2019-07-02 (Suggested Guidelines on
Managing Greenfield Solicited Hybrid PPP Projects), or public works methods.

(2) Strengthening the implementing organization for HSH development

<Major Issues>
In order to systematically promote the development of HSH, it is necessary to unify the
organizations that lead the Master Plan.
Due to limited funding resources, the proposed projects of HSH is being implemented through
PPP with the assistance of the private sector. In the future, the budget for HSH should be
secured more to promote the HSH development Master Plan. Increasing the available amount
of public fund for HSH projects is expected to the development of inter-regional HSH network
by applying the public initiative scheme such as BOT scheme with VGF or Hybrid scheme and
not totally rely to BOT scheme. Fast development of HSH Class 1 would require more than
100km per year until 2040.
<Possible Measures>
The function of PPP Service in DPWH should be strengthened to meet the increasing number
of HSH projects and the highly technical capacity needs in implementing PPP projects.
Especially, strengthening the functions corresponding to the increase of HSH project by public
funding development schemes should be undertaken immediately. The legal system and
efficient administrative procedure and workflow for working on public initiated HSH projects
should be worked out.
Strengthening implementation capacity of DPWH (Planning, Budgeting, O&M, Regulation of
PPP projects).
Improving the examination capabilities for revenue risks in the PPP scheme project.
Appropriate revenue risk sharing between the Public and Private sectors.
Creating a mechanism to support a new PPP scheme (Availability Payment method) or a new
system to support a project such as the land value capture system.
In medium and long term, the establishment of a special public corporation is recommended as
an implementation organization of HSH development that would be centrally in charge of the
planning, construction and O&M.

(3) Securing Budget System for Efficient Promotion of HSH Development

<Major Issues>
As the number of HSH project by public initiative and public subsidy increases, the increase
of DPWH’s budget for HSH Class 1 project must be directly proportional. It is important to
ascertain a secure budget for the promotion of HSH development.
The toll revenue share of the government from the existing toll expressway is not directly used
by the implementing agency, but it is remitted to the Bureau of Treasury and will be included
in the national budget.
When the public funding toll road project is realized using the development scheme: Hybrid
scheme (No.5-2), DPWH have to manage the toll collection and income generation.
<Possible Measures>
There is a need for a mechanism to repatriate profits from the existing toll roads that are almost
profitable by franchise contract or JV contract for the expressway extension projects and new
construction of regional HSH.

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Establishment of special budget for HSH development in DPWH and formulation of 5-year
investment plan of HSH development to clarify the amount of investment for this.
Establishment of mechanism to promote investment from private sector for HSH development.
Something more practical proposal is required.

(4) Application of Stage Construction for early network formation

<Major Issues>
The development of high standard highway requires a large amount of initial cost for
construction, and it takes a lot of time to put them into service.
Ideas are needed to increase the speed of development and form an early HSH nationwide
network as much as possible.
The early formation of a nationwide HSH network will strengthen connectivity of regions and
lead to the promotion of development in regional areas in the Philippines and will be effective
in suppressing the overconcentration in Metro Manila and encourage the development of
regional areas.
<Possible Measures>
Stage construction: approach of temporary two-lane road construction like case in Japan is an
idea to initial cost reduction and for formation of early HSH network. Initial cost of
construction would be cut in around 60~80% depending on type of road.

In the addition, majority of PPP market players in the Philippines are generally very concerned
of interface risks (Risks that existing structures and performance thereof are inadequate to
support new improvements / expansions).
In future business case / feasibility studies for toll road projects considering arrangements such
as “segment dividing”, and “stage construction” should be looked closely on the impact of
interface risks.
Likewise, proper assessment of interface risks is critical in estimating possible contingent
liability to be carried by public sector.
Other risks that needs to be assessed in the business case / feasibility studies for toll road
projects considering arrangements such as “segment dividing”, and “stage construction”:
 Interconnectivity Risk
 Inter-Operability Risk
 Demand risk
 Operation and Maintenance risk

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RECOMMENDATIONS
 CHAPTER 20

RECOMMENDATIONS
 Project for Masterplan on High Standard Highway Network Development (Phase 2)
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CHAPTER 20
RECOMMENDATIONS
20.1 Authorization of the Master Plan
The Master Plan for nationwide High Standard Highway Network Development was prepared
under this Study. To realize the proposed projects in the Master Plan, the first step is for the
Philippine Government to adopt the Master Plan as the agency’s plan which would allow
NEDA to integrate it in the National Development Plan. Huge investment is required to realize
the Master Plan. Hence firm commitment must be obtained from the concerned government
agencies coupled with strong political will to realize the Master Plan.
20.2 DPWH Budget Increase
The proposed Master Plan generally involves the development of inter-city highway and
construction of most of the projects will fall under the DPWH hence there is a need to increase
further the agency’s budget corresponding to the required investment cost.
It is estimated that the Master Plan requires an investment of PhP 394 Billion by 2025, PhP 323
Billion between 2026 and 2030, PhP 543 Billion between 2031 and 2040 or a total of PhP 1,262
Billion (at 2020 prices). Huge investment is needed to form an efficient transport backbone
axes that would contribute to strengthen national integration, universal development of the
country, mitigate serious traffic congestion and improve the country’s global competitiveness.
20.3 Strong DPWH’s Initiative to Be Exercised
Through the strong initiative of the DPWH, most of the projects proposed in the earlier Master
Plan (2010 High Standard Highway Masterplan) were realized which gave the agency
substantial experience in implementing large-scale expressway projects. Some of the projects
in the 2010 Master Plan were implemented through Public-Private Partnership (PPP) scheme
which includes the Muntinlupa-Cavite Expressway, NAIA Expressway Phase II, Cavite-
Laguna Expressway, NLEx-SLEx Connector Road, Central Luzon Link Expressway Phase I
among others.
DPWH should continue to tap participation of the private sector by pursuing PPP
implementation mode for the Proposed Priority Projects for PPP identified in the Master Plan.
Equally important is for the DPWH to create a firm implementation schedule. As a first step,
DPWH should allocate an annual budget for the preparation of business case/detailed
feasibility study. The tasks above require further organizational strengthening of the DPWH.
Similarly, DPWH should be authorized as “a single-entry point of PPP projects”. All road
project proposals by the private sector should be firstly submitted to DPWH. This should be
clearly specified in the proposed amendment of the Implementing Rules and Regulations (IRR)
of the BOT Law.
Although the Toll Regulatory Board (TRB) is currently under the Department of Transportation
(DOTr), its function is strongly related with the activities of the DPWH. TRB has a function to
supervise, monitor and regulate the construction, operation, and maintenance of toll facilities
as well as the rates that may be charged. TRB should be under the DPWH instead of DOTr in
order to harmonize development and maintenance of expressways.
20.4 PPP Project Promotion
Most of the proposed projects in Metro Manila and the surrounding areas (Mega Manila) will
be implemented under the Public-Private Partnership (PPP) scheme. Similar with the 2010
Master Plan where most of the identified projects in Metro Manila and surrounding areas were
implemented by the private sector, DPWH should continue this approach in this 2021 Master
Plan. In order to identify the appropriate PPP arrangement for a particular project, detailed
feasibility study should be undertaken. The detailed F/S should cover profitability estimate,

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appropriate risk sharing, and documents preparation to obtain necessary clearances from
related agencies and LGUs, and ROW acquisition plans for an early start of the ROW
acquisition.t is recommended to undertake the following studies:
• Business Case Study to define which PPP modality best fits to the project, including
risk sharing.
• Detailed Feasibility Study through which all necessary clearances such as ECC, LGU
endorsements, necessary documents required for NEDA approval, ROW acquisition
plan to start ROW acquisition among others should be prepared.
20.5 Implementation of F/S Projects
Four (4) projects were subjected for Pre-Feasibility Study under this Master Plan study. These
four projects were selected considering the applicability of advanced construction technologies
and materials. Such required advanced construction technologies may include construction of
long span steel bridge, mountain bridge with high pier, mountain tunnel among others. The
four projects are found to be economically viable and further discuss below.
Central Mindanao Highway (CDO – Malaybalay Section)
The Central Mindanao Highway (CMH) which connects two (2) Metropolitan Centers
(Cagayan de Oro City and Davao City) for a total length of 208km is proposed as an important
corridor in Mindanao. The Cagayan de Oro (CDO) - Malaybalay Section of CMH is a high
priority section. Aside from addressing the difficult traffic movement at the steep slope section
of Sayre Highway, the CDO-Malaybalay Section is envision as primary axis to connect the
various large plantations to Mindanao Container Terminal (MCT). Improved truck access to
MCT will increase port traffic that would boost the local economy and subsequently will lead
to increased contribution to the national economy.
In order to attain a safe and smooth traffic flow, a high pier and/or a long span bridge at hilly
area of the proposed highway is necessary. Erecting this structure requires the application of
advanced bridge construction technology.
In the succeeding Feasibility Study stage, it is necessary to study optimal alignment to reduce
cost further and confirm applicability of advanced technology. Similarly, selection of optimal
alignment shall identify in detail possible environmental and social issues including coming up
with route that would avoid the protected area and CADT nearby.
Cebu Circumferential Road
The result of the Pre-F/S has revealed that the proposed project has a big traffic impact to
decongest Cebu City. Similarly, residential development along the proposed alignment is
progressing in higher pace. There will be approximately 1,900 affected buildings and structures
of which 1,200 structures are affected by the road construction while remining 700 structures
may be affected by junctions and other related facilities.
In the succeeding Feasibility Study stage, minimizing the number of affected buildings and
structure through the application of compact interchange type such as diamond-type
interchange should be considered.
This project requires construction of many tunnel sections and long pier bridge sections which
requires application of advanced construction technology.
Preliminary design was carried out based on secondary data, therefore, it is recommended to
carry out the following surveys during the feasibility study.
- Topographic Survey
- Boring Survey

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2nd San Juanico Bridge and Access Road

This bridge construction project is a part of High Standard Highway connecting Samar Island
and Leyte Island. The progressive deterioration of the existing San Juanico Bridge and concern
about the increasing maintenance cost are the reasons for selecting this project as among the
priority projects. The proposed location of the 2nd San Juanico Bridge is about 10km north of
the existing bridge. Comparative evaluation of the three bridge types (Arch Bridge, Truss
Bridge, Cable Stayed Bridge) revealed that Arch Bridge is the most advantageous.
In the succeeding Feasibility Study stage, it is necessary to conduct the following investigations
in full-scale: topographic survey, bathymetric survey, geological and soil survey. Mangrove
troops on both sides of Leyte and Samar were found hence measures such as transplantation of
mangrove should be studied in detail.
Agusan del Norte - Butuan Logistical Highway
This project is important part of the government’s effort to push Butuan City toward industrial
development. Similarly, chronic traffic congestion experienced at the first Magsaysay Bridge
justifies the need for a new bypass route. For the construction of Butuan Bridge crossing over
Agusan River, the applicability of advanced construction and material technologies is high due
to the needs for the treatment method of soft soil foundation. Soft ground investigation is
necessary which could be the basis for selecting suitable construction method.
In the succeeding Feasibility Study stage and in view of the fact that the proposed alignment
will traverse many fishponds, it is necessary to have a dialogue with the affected owners and
compensation method should be established.
Similarly, as shown by the result of the Pre-F/S, traffic demand along the Logistical Highway
will depend on progress of development of the Special Economic Zone (SEZ). Hence the
Feasibility Study should seek phased development of the Logistical Highway in accordance
with development of the SEZ.
20.6 Updating of the Master Plan
Assumptions made in this Master Plan such as socio-economic conditions, urban development
plans, government and private sector’s financial conditions may change in the future. Hence,
the Master Plan should be periodically reviewed and updated reflecting the followings:
• Future socio-economic framework
• Progress of the urban development plans in certain areas
• Government and private sector’s financial conditions
• Technological innovations such as spread of electric vehicle, automated vehicle, and
introduction of new transportation service/systems (e.g. Mobility-as-a-Service (MaaS),
Intelligent Transport System (ITS), etc.)
Although the traffic demand of this Master Plan has considered the impact of the urban railway
projects such as Metro Manila Subway Project, North South Commuter Railway Project, other
transport mode demand was assumed to the same as the past trend.
The comprehensive transport master plan, that describes suitable modal share, should be
prepared and HSH Master Plan should be updated accordingly.
20.7 HSH Class-2 Roads Development
Some of the proposed HSH Class-2 projects focuses on eliminating traffic bottlenecks along
the existing national highway. Implementation timing of HSH Class-1 and HSH Class-2 should
be considered to achieve synergy effects. DPWH Central Office should closely coordinate with
the respective Regional Offices in selecting HSH Class-2 projects.

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20.8 DPWH’s Road Classification

DPWH should add HSH Class-1 and HSH Class-2 in its road classification. Also, information
such as road length, traffic volume, the number of lanes, etc. should be included in the road
statistics. DPWH’s design standards should also include HSH Class-1 and HSH Class-2 roads.
20.9 Updating of Traffic Data
Various traffic surveys were undertaken under this Study and a nationwide vehicle OD matrix
and node-link data were prepared. These data should be updated regularly. Whenever traffic
surveys are undertaken by new feasibility studies and detailed design studies for projects
identified in this Master Plan, these data should be compiled by DPWH in addition to DPWH’s
annual traffic survey.
It is also recommended that DPWH should also include a travel speed survey along major roads
which reflects clearly the condition of traffic congestion. This survey results will become a
good index to justify construction of a new bypass, grade-separation among others.
It is recommended to utilize new technology in undertaking the survey such as GPS device and
smartphone as they can easily measure the vehicle’s travel speed with less error compared with
the manual type of travel speed survey.
20.10 Expedite ROW Acquisition
One of the major bottlenecks of project implementation is the delay in ROW acquisition and
the relocation of Project Affected Persons (PAPs). Three (3) measures are proposed to address
the above problems:
• To start ROW acquisition and related works as soon as the Project is approved by
NEDA Board. ROW acquisition should start based on the preliminary design. To
realize this, accuracy of a preliminary design during a detailed feasibility study needs
to be improved.
• To acquire land and compensate properties at a market price value.
• To utilize the ROW Acquisition Manual including its Implementing Rules and
Regulations.
20.11 Interchange Location
Strategic placing of the interchange is import to maximize the functions of the High Standard
Highway. Interchange connection to a congested urban road may affect the High Standard
Highway’s performance. Hence it is important to discuss between the DPWH and concerned
local government unit on how to improve an urban road which connect to the High Standard
Highway.
Similarly, it is desirable for the interchange to directly connect with logistics centers such as
ports, airports, Economic Zone and industrial area to achieve smooth traffic. This was one of
the findings of the survey with logistics and trucking company interview where they raised the
issue of congested road between the expressway and logistics facility. This should be part of
any future Feasibility Study.

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