01 Phi Tacr 02

Technical Assistance Consultant’s Report
Project Number: 41076-01

February 2011
Republic of the Philippines: Road Sector Improvement

Project
(Financed by the Japan Special Fund)
Volume 2: Final Report
Prepared by Katahira & Engineers International

In association with
Schema Konsult, Inc.
and
DCCD Engineering Corporation
For the Ministry of Public Works and Transport, Lao PDR and
This consultant’s report does not necessarily reflect the views of ADB or the Governments concerned,
and ADB and the Governments cannot be held liable for its contents. All the views expressed herein may
not be incorporated into the proposed project’s design.
Republic of the Philippines
DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
OFFICE OF THE SECRETARY
PORT AREA, MANILA
ASSET PRESERVATION COMPONENT

UNDER TRANCHE 1, PHASE I
ROAD SECTOR INSTITUTIONAL DEVELOPMENT
AND INVESTMENT PROGRAM (RSIDIP)
FINAL REPORT
in
association
KATAHIRA & ENGINEERS with SCHEMA KONSULT, DCCD ENGINEERING
INTERNATIONAL INC. CORPORATION
Road Sector Institutional Development and Investment Program (RSIDIP):
Final Report
TABLE OF CONTENTS
Page
ABBREVIATIONS
1. INTRODUCTION ........................................................................................... 1-1

1.1 Background ............................................................................ 1-1
1.2 Objectives of the PPTA ............................................................ 1-1
1.3 This Final Report .................................................................... 1-2
2. PROJECT DESIGN ....................................................................................... 2-1

2.1 The Project............................................................................. 2-1
2.2 The PPTA .............................................................................. 2-1
3. EXPERIENCE OF OTHER PROJECTS ........................................................ 3-1

3.1 Brief History ........................................................................... 3-1
3.2 ADB Projects ......................................................................... 3-1
3.2.1 ADB’s Fourth Road Improvement Project .......................... 3-2
3.2.2 ADB’s Fifth Road Improvement Project ............................. 3-3
3.2.3 ADB’s Sixth Road Project ................................................ 3-4
3.3 World Bank Projects ................................................................ 3-5
3.4 Japan Bank for International Cooperation (JBIC) .......................... 3-7
3.5 The Australian Agency for International Development (AusAID) ..... 3-8
4. DPWH’S FINANCIAL MANAGEMENT SYSTEM .......................................... 4-1

4.1 Objectives ............................................................................. 4-1
4.2 The Present Financial Management System ................................. 4-1
4.3 Problems with the Financial Management ................................... 4-3
4.4 Present and Planned Improvements .......................................... 4-5
5. THE FINANCING OF ROAD MAINTENANCE ............................................. 5-1

5.1 Objectives ............................................................................. 5-1
5.2 Status of Financing in the Road Infrastructure Sector .................. 5-1
5.3 Status of Road Maintenance Financing ....................................... 5-4
5.4 Policy to Support and Strengthen Road Maintenance of the
National Road Network ............................................................ 5-7
6. INSTITUTIONAL CAPACITY BUILDING ...................................................... 6-1

6.1 Background ........................................................................ 6-1
6.2 Objectives .......................................................................... 6-2
6.3 Methodology ....................................................................... 6-2
6.4 Findings on the Institutional Capacity Building Components
and DPWH Priorities ............................................................. 6-3
6.4.1 Previous (ICB) Initiatives by Development Partners
in DPWH ................................................................... 6-3
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6.4.2 Constraints to Change: Policy and Institutional

Deficiencies within DPWH ........................................... 6-7
6.5 Proposed ICB Programs ......................................................... 6-13
6.5.1 Identification Process ................................................. 6-13
6.5.2 Proposed ICB Projects ................................................. 6-13
6.5.3 Summary of Initial Cost Estimates ................................ 6-18
7. TRANSPORT SECTOR ROADMAP FOR FUTURE ADB PROJECTS

IN THE PHILIPPINES..................................................................................... 7-1
7.1 Introduction ........................................................................... 7-1
7.2 Purpose of the Road Sector Policy Road Map ............................... 7-2
7.3 Philippine Road Sector Development Status................................. 7-2
7.4 Key Issues in the Sector........................................................... 7-7
7.4.1 Underinvestment in the Road Sector ............................. 7-7
7.4.2 Lack of Government Policy Coordination ........................... 7-9
7.4.3 Faster Achievement of the Millennium Development Goals... 7-9
7.4.4 Weak Investment Climate............................................... 7-10
7.4.5 Improving Economic Outlook for the Country .................... 7-10
7.4.6 Improving Private Sector Participation and Enabling
Environment for Participation .......................................... 7-11
7.5 Sector Policy and Planning Framework........................................ 7-17
7.5.1 Philippine Development Needs ........................................ 7-17
7.5.2 Road Administration ...................................................... 7-18
7.5.3 DPWH Mandate ............................................................. 7-18
7.5.4 DPWH Vision, Mission, and Goals ..................................... 7-19
7.5.5 Road Sector Strategies................................................... 7-19
7.5.6 Key Measurable Targets ................................................. 7-21
7.5.7 DPWH Medium Term Public Investment Plan (2005-2010) ... 7-21
7.6 Government’s Institutional Arrangements and Capacity in the
Sector ................................................................................... 7-23
7.7 Critical Areas for Managing Results, Developing Capacity, and
Commitment to Institutional Reform .......................................... 7-27
7.7.1 DPWH Logical Framework for the Government’s
Organization Performance Indicator Framework (OPIF) ....... 7-27
7.7.2 DPWH Updated Strategic Planning Framework ................... 7-28
7.7.3 DPWH Institutional Reforms ............................................ 7-32
7.8 ADB Sector Experience............................................................. 7-34
7.8.1 Country Assistance Program Evaluation 2008 .................... 7-34
7.8.2 Transport Sector Experience ........................................... 7-36
7.8.3 CAPE Sector Recommendations ....................................... 7-36
7.8.4 Country Operations Business Plan 2009-2010.................... 7-37
7.9 Role of Other Development Partners in the Sector ........................ 7-38
7.10 Intended Sector Outcomes and Key Outputs Supported
by the ADB............................................................................. 7-49
7.11 Links to CPS Outcomes and Other Sector Themes ........................ 7-53
7.12 Indicative Areas for Intervention ............................................... 7-54
7.13 Monitoring Mechanism ............................................................. 7-71
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7.13.1 Results Based Monitoring................................................ 7-7
8. PREPARATIONS FOR THE ROAD DESIGN ................................................ 8-1

8.1 Selection of Road Sections for Design in Phase 1 ......................... 8-1
8.2 Preliminary Work and Project Description.................................... 8-7
8.2.1 Contract Package 1........................................................ 8-7
8.3 Conditions of Bridges .............................................................. 8-26
8.4 Summary of Tranche 1 Road Package......................................... 8-26
8.5 Updated Unit Rates for Periodic Road Maintenance ....................... 8-29
8.6 Maintenance Options Considered ............................................... 8-29
8.7 Recommended Maintenance Schemes ........................................ 8-31
9. PAVEMENT DESIGN OF PHASE 1 OF THE PROJECT ............................. 9-1

9.1 Introduction .......................................................................... 9-1
9.2 Design Approach of the Selected Road Sections .......................... 9-1
9.2.1 Base Data for Design .................................................... 9-1
9.2.2 Design Consideration ..................................................... 9-2
9.3 Design Methodology ............................................................... 9-3
9.4 Summary of Designed Road Sections ......................................... 9-9
9.5 Design Plans and Typical Road Sections ...................................... 9-9
9.6 Summary of Cost Estimates by Road Section .............................. 9-9
9.7 Proposed Implementation Schedule ........................................... 9-13
10. CONTRACT PACKAGING, CONSTRUCTION SCHEDULE, AND

PREQUALIFICATION/BIDDING DOCUMENTS FOR TRANCHE 1.............. 10-1
10.1 Contract Packaging ............................................................... 10-1
10.2 Construction Schedule .......................................................... 10-2
10.3 Prequalification Documents .................................................... 10-2
10.4 Bidding Documents ............................................................... 10-3
11. ECONOMIC EVALUATIONS ......................................................................... 11-1

11.1 General Approach and Methodology......................................... 11-1
11.1.1 Economic Evaluation Model ......................................... 11-1
11.1.2 Economic Applications ............................................... 11-2
11.2 Economic Evaluations for Tranche 1 ........................................ 11-5
11.2.1 Ranking Methodology ................................................ 11-5
11.2.2 Evaluation Methodology .............................................. 11-5
11.2.2 Evaluation Results...................................................... 11-6
11.3 Sensitivity and Risk Analysis .................................................. 11-7
11.4 Benefit Distribution Analysis ................................................... 11-8
12. ENVIRONMENTAL ISSUES .......................................................................... 12-1

12.1 Introduction ........................................................................ 12-1
12.2 Methodology ....................................................................... 12-1
12.3 Screening Environmental Impacts and Mitigation Measures ......... 12-2
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12.4 Environmental Monitoring Plan................................................ 12-3

12.5 Capacity Building of ESSO and Other Implementing Agencies ..... 12-3
12.6 Stakeholder Consultations ..................................................... 12-4
12.7 Conclusions ......................................................................... 12-4
13. SOCIO-ECONOMIC, POVERTY, GENDER AND ETHNICITY

IMPACT ANALYSIS....................................................................................... 13-1
13.1 Brief Profile of the Project Areas.............................................. 13-4
13.1.1 Bauang-Baguio Road (Provinces of La Union
and Benguet) ........................................................... 13-1
13.1.2 Olongapo-Bugallon Road (Zambales and Pangasinan
Provinces) ............................................................... 13-3
13.1.3 Palo-Carigara-Ormoc Road (Leyte Province) ................. 13-4
13.1.4 Daang Maharlika (Liloan-Naval Highway)
Leyte Provinces)....................................................... 13-5
13.1.5 Iloilo-Capiz Road (Provinces of Iloilo and Capiz) ............ 13-5
13.1.6 Dumaguete North Road (Province of Negros Oriental) .... 13-6
13.1.7 Dipolog-Oroquieta City Road (Provinces of Zamboanga
Del Norte and Misamis Occidental) .............................. 13-7
13.1.8 Butuan-Cagayan de Oro-Iligan Road (Provinces of
Misamis Oriental and Agusan del Sur).......................... 13-8
13.1.9 Bukidnon-Cotabato Road (Provinces of Bukidnon
and Norte Cotabato) ................................................. 13-9
13.2 Socio-Economic, Poverty, Gender and Ethnic Analysis ............... 13-15
14. RESETTLEMENT FRAMEWORK (Tranches 2 & 3)..................................... 14-1

14.1 Introduction ....................................................................... 14-1
14.2 Project Impacts ................................................................... 14-2
14.3 Policy and Legal Framework .................................................. 14-2
14.4 Bridging the Gaps between GOP Policy and ADB’s IRP ................ 14-8
14.5 Entitlements ........................................................................ 14-10
14.6 Impact on Gender and Other Vulnerable Groups....................... 14-14
14.7 Procedures for Formulating Resettlement Plans ........................ 14-17
14.8 Implementation Arrangements .............................................. 14-17
14.9 Consultation and Public Participation ....................................... 14-19
14.10 Eligibility Provisions .............................................................. 14-20
14.11 Grievance Redness Mechanism .............................................. 14-20
14.12 Implementation Schedule ..................................................... 14-21
14.13 Resettlement Budget............................................................. 14-23
15. PROJECTS, ECONOMY AND ENVIRONMENTAL FRAMEWORK FOR

TRANCHES 2 AND 3 ..................................................................................... 15-1
15.1 Project Listing, Evaluation and Ranking ................................... 15-1
15.2 Prioritization of Projects for Tranches 2 and 3 ........................... 15-3
15.3 Environmental Assessment for Roads Under Tranches 2 and 3..... 15-4
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ANNEXES
Annex 1 : ICB Concept Papers

Annex 2 : Selected Philippine Economic and Social Indicators, 2000-2007
Annex 3 : DPWH Infrastructure Development Process
Annex 4 : Comparative Scheme
Annex 5 : Itemized Cost
Annex 6 : Construction Schedule
Annex 7 : Financial and Economic Cost of Vehicle
Annex 8 : Summary of Economic Evaluation Base Data and Results
Annex 9 : Environmental Assessment and Review Framework (EARF)
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ABBREVIATIONS
AADT Annual Average Daily Traffic

AC Asphalt Concrete
ACEL Association of Contractors and Equipment Lessors, Inc.
ADB Asian Development Bank
ADS Application Data Sheet
AFP Applications for Prequalification
AIs Additional Information
API Agency Performance Indicators
APs Affected Persons
AusAID Australian Agency for International Development
BAC Bidding and Awards Committee
BDF Bidding Forms
BDS Bid Data Sheet
BIIPs Business Improvement and Implementation Projects
BL Bantay Lansangan
BMS Bridge Management System
BOM Bureau of Maintenance
BOT Build-Operate-Transfer
BRP Better Roads Philippines Study
BRS Bureau of Research and Standards
CADT Certificate of Ancestral Domain Title
CALT Certificate of Ancestral Land Title
CAP Capital Cost
CENRO Community Environment and Natural Resources Officer
CFMS Comptrollership and Financial Management Service
CHRDP Comprehensive Human Resource Development Plan
CLOA Certificates of Land Ownership Award
CNC Certificate of Non Coverage
COA Commission on Audit
COF Contract Forms
Coffey ID Coffey International Development
CREMA Contracts for Rehabilitation and Maintenance
CPES Contractor’s Performance and Evaluation System
CoPES Consultant’s Performance Evaluation System
DA Designated Accounts
DAC Development Assistance Committee
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DBM Department of Budget and Management

DE District Engineer
DENR Department of Environment and Natural Resources
DEO District Engineering Office
DILG Department of Interior and Local Government
DO Department Order
DOF Department of Finance
DOJ Department of Justice
DOLE Department of Labor and Employment
DOTC Department of Transportation and Communications
DPWH Department of Public Works and Highways
EA Executing Agency
EIA Environmental Impact Assessment
EARF Environmental assessment and review framework
ECA Environmentally Critical Areas
ECC Environmental Compliance Certificate
ECP Environmental Critical Projects
EIRR Economic Internal Rate of Return
EIS Environmental Impact Statement
ELC Eligible Countries
EMA External Monitoring Agent
EMB Environmental Management Bureau
EMK Equivalent Maintenance Kilometer
EMP Environmental Management Plan
EMMP Environmental Management and Monitoring Plan
e-NGAS Electronic New Government Accounting System
EO Executive Order
ESAL Equivalent standard axle load
ESSO Environment and Social Services Office
ERQ Employer’s Requirements
FIDIC Federation International Des Ingenieurs-Conseils
FM Financial Management
FMIC Financial Management and Internal Control
FPIC Free and Prior Informed Consent
FS Feasibility Study
GAA General Appropriations Act
GAAM Government Accounting and Auditing Manual
GAF Grievance Action Form
GCC General Conditions of Contract
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GDP Gross Domestic Product

GHC Grievance Handling Committee
GOP Government of the Philippines
GVW Gross Vehicle Weight
HDM Highway Development Management
HDM-4 Highway Development and Management Version 4 Program
HMP Highway Management Project
HRLDP Human Resource and Leadership Development Plan
HRM Human Resource Management
HUDCC Housing Urban Development Coordinating Council
IA Instructions to Applicants
IACB Internal Audit Capacity Building
IAS Internal Audit Service
IBRD International Bank for Reconstruction and Development
ICB Institutional Capacity Building
ICB International Competitive Bidding
ICCs Cultural Communities
ICT Information and Communications Technology
IEE Initial Environmental Examination
IES Impact Evaluation Study
IMA Internal Monitoring Agent
INT Institutional Integrity
IO Implementing Office
IPAP Indigenous Peoples Action Plan
IPE Independent Procurement Evaluator
IPRA Indigenous Peoples’ Rights Act
IPs Indigenous Peoples
IROW Infrastructure Right of Way
IRI International Roughness Index
IRR Implementing Rules and Regulations
IRP Involuntary Resettlement Policy
ITA Independent Technical Audit
ITB Instructions to Bidders
JBIC Japan Bank for International Cooperation
JICA Japan International Cooperation Agency
JPCP Jointed Plain Concrete Pavement
JRCP Jointed Reinforced Concrete Pavement
KEI Katahira & Engineers International
LAR Land Acquisition Resettlement
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LAPRAP Land Acquisition Plan and Resettlement Action Plan

LGU Local Government Unit
LISR Luzon Island Strategic Road Network Development Study
LTO Land Transportation Office
LTPBMC Long-Term Performance Based Maintenance by Contract
MBA Maintenance by Administration
MBC Maintenance by Contract
MCA Multi-Criteria Analysis
MIS Monitoring and Information Service
MOA Memorandum of Agreement
MOU Memorandum of Understanding
MRIC Municipal RP Handling Committee
MTPDP Medium-Term Philippine Development Program
MTPIP Medium Term Public Investment Program
MVUC Motor Vehicle User Charge
MYPS Multi-Year Programming and Scheduling System
NCIP National Commission on Indigenous Peoples
NEDA National Economic Development Authority
NECS Non Environmentally Critical Projects
NECPs Non-Environmental Covered Projects
NEPC National Environmental Protection Council
NGO National Government Organization
NHA National Housing Authority
NRIMP National Road Improvement and Management Program
NTPP National Transportation Policy and Planning
NPV Net Present Value
O&M Operation and Maintenance
OECF Overseas Economic Cooperation Fund
ODA Official Development Assistance
PAGASA Philippine Atmospheric, Geophysical & Astronomical Services Authority
PAHRDF Philippines-Australia Human Resource Development Fund
PAPs Project Affected Persons
PCC Particular Conditions of Contract
PCCP Portland Cement Concrete Pavement
PCR Project Completion Report
PD Presidential Decree
PDR Project Description Report
PEISS Philippine Environmental Impact Statement System
PEGR Philippines-Australia Partnership for Economic Governance Reforms
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PEMAPS Project Environmental Monitoring and Audit Prioritization Scheme

PEPAC Price Escalation and Price Adjustment Committee
PER Public Expenditure Review
PID Public Information Division
PNP Philippine National Police
PMO Project Management Office
PMO-ADB Project Management Office-Asian Development Bank
PMO-FS Project Management Office-Feasibility Studies
PMS Pavement Management System
PMS Project Monitoring System
PMOMS Project Management Office Monitoring System
POCW Procurement Office for Civil Works
POs Peoples’ Organizations
PPP Public-Private Partnerships
PPTA Project Preparatory Technical Assistance
PTG Procurement Transparency Group
QA Quality Assurance
RA Republic Act
RBIA Road and Bridge Information Application
REAPMP Road Enhancement, Asset Preservation and Management Program
RF Resettlement Framework
RIC Resettlement Implementation Committee
RIMSS Road Information and Management Support System
RMMS Routine Maintenance Management System
ROW Right-of-Way
RP Resettlement Plan
RPR Review Process Report
RSA Road Safety Audit
RSIP Road Sector Improvement Project
SAIDI Southeast Asia Interdisciplinary Development Institute
SBDs Standard Bidding Documents
SEMS Social Environmental Management System
SI Sensitivity Indicator
SN Structural Number
SOEs Statement of Expenditures
SPC Strategic Planning Committee
SPQD Standard Prequalification Documents
SRSF Special Road Support Fund
SwV Switching Values
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SV Site Visit
TA Technical Assistance
TARAS Traffic Accident Reporting and Analysis System
TCT Transfer Certificate of Title
TD Tax Declaration
TNCs Term Network Contracts
TOR Terms of Reference
UP University of the Philippines
VOC Vehicle Operating Cost
WAN Wide Area Network
WB World Bank
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Final Report
1. INTRODUCTION
1.1 Background
1. The Government of the Philippines requested the Asian Development Bank
(ADB) during its 2007 Country Programming Mission for a Project Preparatory
Technical Assistance (PPTA) to provide funds for a Road Sector Improvement
Project (hereinafter referred to as RSIP). The PPTA was included in ADB’s
Country Operations Business Plan (2007-2008), and in ADB’s pipeline for non-
lending products and services for 2008.
2. The request was based on an outline concept paper for the RSIP, prepared
by the Department of Public Works and Highways (DPWH) in July 2007. The
concept paper envisaged a US$500M project, including a technical and financial
assistance package comprising preventive maintenance and/or rehabilitation of
selected national roads, as well as institutional capacity building components in
support of its mandate and development objectives.
3. The National Economic Development Authority (NEDA) favourably reviewed
the DPWH concept paper for the PPTA on 12 December 2007. ADB dispatched a
Mission which undertook the fact-finding activities on 10-14 March 2008.
4. The PPTA will have a total cost of US$800,000. The Government of the
Philippines requested ADB to provide US$660,000 equivalent counterpart
amount. In turn, ADB requested that the PPTA should be financed on a grant
basis by the Japan Special Fund, funded by the Government of Japan. The
Government of the Philippines financed the remaining US$140,000 by providing
the necessary office accommodation and services, remuneration, etc, mostly in
kind. The Philippine Government was advised that the approval of the PPTA
does not commit ADB to finance any ensuing project.
5. On 2 July 2008, ADB officially approved PPTA to the Government of the
Philippines. Katahira & Engineers International (KEI) was selected in 29 August
2008 for undertaking the PPTA Project. KEI is being assisted by the national
consulting firms SCHEMA Konsult and DCCD Engineering Corporation. The work
started last 29 September 2008 and scheduled to be completed in June 2009.
1.2 Objectives of the PPTA

6. The PPTA is making preliminary preparations for a project (RSIP) that will
have the purpose of improving the Philippines national road network by carrying
out periodic road maintenance/asset preservation, rehabilitation/improvement
of selected national roads, and improve DPWH’s institutional capability.
7. This is in accordance with ADB’s general transport strategy for the
Philippines, aiming to promote pro-poor economic growth and support
Government’s priority investment program in general. Not the least, the
project would serve to maximize benefits from previous ADB financed projects
focused on maintaining and improving existing Philippine road network.
8. The project is intended to be divided in three Tranches (Phases):
Tranche 1: maintenance projects for asset preservation only, to be
implemented in 2010- 2011.
Tranche 2: maintenance projects including road improvements and
rehabilitation, for possible implementation in 2012-2014.
Tranche 3: also including projects for road improvements and rehabilitation,
for possible implementation in 2015-2017.
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The contents and financing of each Tranche will be agreed separately

between ADB and the Government of the Philippines.
9. Most of the work in the PPTA concerns the selection, design and evaluation of
road sections for asset preservation in Tranche 1. Consequently, most chapters
in this report are about the work towards Tranche 1.
10. Tranches 2 and 3 are further away in time and not yet formally committed.
Much can happen before implementation. Design, project evaluations and close
environmental assessments would all be premature at this stage. Some more
open and approximate estimates will be needed for tentative assessments,
however.
1.3 This Final Report

11. According to its Terms of Reference, the PPTA shall submit the following
reports in the cause of its work:
 Inception Report. Work plan with the Consultant’s intended methodology
for each main task. Submitted in October 2008.
 Progress Reports. Submitted shortly after the end of each month and
including summaries of progress on activities undertaken, work plans for
the following month, and any problems that may require the attention of
DPWH and ADB.
 Interim Report. Describing the work undertaken and results achieved
during the first three months after the start of the project. Submitted in
January 2009.
 Draft Final Report Containing all work with the PPTA and submitted
around 08 April 2009, except for the Bidding Documents which will be
submitted two or three weeks later.
 Final Report (this report) with improvements or corrections to the
Draft Final Report that may be requested by DPWH, by other Government
agencies (if any), and/or by ADB. The Final Report is estimated to be
submitted at least two weeks after the receipt of the comments.
12. The contents of this Final Report can be divided in three main parts,
corresponding to the different areas to be covered by the PPTA:
Chapters 2-7: The framework and general preparations for the investments
in the maintenance project (conditions, planning, management, economy,
etc.).
Chapters 8-11: The proposed design and program of implementation of the
maintenance project, including its expected economic benefits.
Chapters 12-14: Possible environmental, social and other effects of the
maintenance project, as well as actions to be taken to prevent or
compensate for negative effects.
13. As mentioned in Paragraph 9 above, the above chapters in this report
concern the works towards Tranche 1, including the detailed design as well as
the economic evaluations and analysis of possible environmental or social
effects of project implementation. The framework for similar tasks regarding
Tranches 2 and 3, which may be undertaken by other consultants is compressed
in Chapter 15.

Final Report
2. PROJECT DESIGN
2.1 The Project

1. This PPTA is the first step in the Road Sector Improvement Project as a
whole, the main purposes are to: (i) select, design and evaluate suitable road
projects for asset preservation to be implemented in the first Tranche during the
years 2010-2011; and (ii) select and tentatively evaluate other priority projects
for the intended, subsequent Tranches 2 and 3. The more precise designs and
evaluations for the Tranches 2 and 3 are planned to be undertaken in parallel
with the implementations of Tranches 1 and 2, respectively. As used here,
“evaluation” includes the assessments of a variety of economic and social
benefits of the projects, as well as possible environmental impacts, effects for
ethnic minorities, possible needs for land acquisition and resettlement, etc.
2. The second purpose of the PPTA is to assess the status of institutional
capacity building (ICB) efforts in DPWH, including ongoing projects by different
development partners, and recommend priorities for the continuation of ICB as
part of the Project. The implementation of these priorities, if agreed with
DPWH, could follow the implementations of the respective Tranches. Proposed
issues to be tackled in the ICB are listed in Chapter 6 of this report.
3. Although this PPTA was prepared and agreed by both ADB and DPWH and is
now nearing its completion, the continuation of the Project as a whole until now
is ‘only’ plans and intentions. There is little doubt that it will be agreed by both
parties, and also accepted by government, but there are no formal
commitments yet. Both the budgets and the timing for the three Tranches are
being considered separately by different parties, although they probably have
similar intentions. These uncertainties are normal for a Project such as this, but
they do make it difficult (if not impossible) for the PPTA to prepare any precise
plans beyond June 2009.
2.2 The PPTA

4. The Consultants’ general design for the PPTA with its organization, staff and
staffing schedule, work plan including intended procedures for the different
tasks to be undertaken, etc., were described in the Inception Report submitted
in 27 October 2008. This design for the PPTA, based on the Inception Report,
has been followed on the whole, although with some changes due to unforeseen
developments. Two international and one local project staff had to be replaced
in the course of the work, and for a few other staff, the time plans had to be
changed. The collection of some data also required more time than anticipated.
5. The resulting delays were not worse than they could be recovered, however.
The Consultants strived to maximize efficiency. A high degree of flexibility has
also been necessary, which makes it difficult to rely on a fixed design for the
PPTA. The official work hours were usually exceeded by most staff, including
several of the Consultants’ own employees. Some have sufficient competence
in different areas to step in where and when it may be needed.
6. The submission of this report on time required a special organisation. With
ADB’s approval, two field surveys for the eight roads in Tranche 1 were
undertaken in parallel by different private companies, from 6 February until
mid-March: one for pavement investigations (including core samples), and one

Final Report
for road roughness measurements. Their schedules were timed for the fastest
possible completions and deliveries with good enough results. After the
measurements were completed for each road, the results were sent the same
day by fax or phone connection to the Consultant’s office and used for the
detailed design. In turn, after the completion of the detailed design the total
construction cost for that road was calculated and provided for economic
evaluation. These four steps were overlapping for different roads and thereby
undertaken in parallel without any loss of time, like good factory processes.
7. It would nevertheless have been difficult for the Consultants to complete this
PPTA on time without the good help provided by DPWH, including most of its
different offices but perhaps in particular ADB-PMO and PMO-FS.

Final Report
3. EXPERIENCES OF OTHER PROJECTS
3.1 Brief History

1. Government initiated road programs to promote development since the early
1970s, as appears from the statements of objectives in all development plans
prepared since 1972. In terms of resource and capacity constraints, the road
network has now increased by more than 100% since 1970. Several
international financing agencies contributed over a range of different issues:
road constructions, reconstruction and rehabilitation projects, and TA’s
addressing various issues like policy, planning and training. ADB, Japan’s
Overseas Economic Cooperation Fund (OECF), the World Bank, the United
States and Australia are the main sources of assistance.
2. Most international assistance has focused on the National road network, but
there have also been significant initiatives towards the minor provincial and
barangay roads. ADB’s assistance to National roads concentrated during many
years on Mindanao and the Visayas, while OECF was directed towards Manila
and a north-south axis to link Luzon with Leyte and Mindanao. The World Bank
was more nationwide, and the US Agency for International Development
devoted a large proportion of its efforts to rural and farm-to-market roads.
3.2 ADB Projects

3. The ADB financed projects in the road sector were designed in support of
socio-economic development and maintenance of the road network. Between
1970 and 1997, ADB provided 13 loans for 10 projects, amounting to US$626.5
million for improvement of about 4,000 km of national roads and about 1,500
km of rural roads. These projects represented about 15% of the national roads
but less than 2% of the total rural roads. In addition to the improvement or
rehabilitation of existing roads, ADB also provided TA studies designed to assist
in road transport policy improvement and more efficient management of the
road network.
4. In an Impact Evaluation Study (IES) from December 1997, six ADB road
projects were evaluated in some detail. The three projects completed in 1978-
1982 (Cotabato-General Santos, Iligan-Cagayan de Oro-Butuan and Tarlac –
Santa Rosa) were still in fair to good conditions as of 1997, believed to be due
to a sound construction with rigid concrete pavements. The road projects
completed in 1985-1989, however (Mindanao Secondary and Feeder Roads, and
the First and Second Road Improvement Projects), were mostly in unsatisfactory
conditions, believed to be due to poor design and construction followed by
neglected maintenance. Most of the Mindanao Secondary and Feeder Roads
were constructed to a gravel standard, which deteriorated rapidly and required
complete rehabilitation after only a few years. Most of all road projects
evaluated by the IES suffered from long delays and cost overruns, said to reflect
‘generic’ problems of the Philippine road sector institutions and contractors
5. While ADB’s First Road Improvement Project is said to have produced at
least some well engineered, durable roads, the subsequent Second, Third and
Fourth Road Improvement Projects produced roads which performed poorly to
badly, some of them failing even before the end of the maintenance period. The
main reasons have been taken to be bad workmanship and sub-standard
materials, in particular for base courses judged by poor or, in some cases,

Final Report
dishonest supervision. Inadequate drainage and lack of routine maintenance

also contributed.
3.2.1 ADB’s Fourth Road Improvement Project
6. The fourth ADB road improvement project from March 1987 to (in practice)
January 1995 was prepared to include improvements or rehabilitation to 745 km
of National roads, mainly in Cebu, Negros and Mindanao. A pilot study to
improve the maintenance of national roads through the introduction of
maintenance by contract (MBC) was also included.
7. At the time of appraisal, the total time envisaged for the project was 5 years
and 3 months. This was subsequently extended four times, to a total of 5 years
and 10 months after the projected closing date. This long delay were due to
several causes, such as:
(1) The consulting services was started 14 months later than intended,
mainly due to a protest from one short listed firm, claiming that its
proposal had not been properly evaluated.
(2) Substantial time was spent in the tender and award process. The
average was 7 months between bid opening and notice to proceed, but
one contract took 18 months to process due to extended negotiations
and budget constraints.
(3) Several long construction delays, with time extensions up to 869 days.
Most construction delays were caused by: (i) termination of some
contracts and awarding of new contracts; (ii) changes of the scope of
work, such as the additional pavement strengthening and the
construction/repair of additional bridges found to be necessary; and
(iii) the generally slow work process of some of the contractors
(requiring replacements).
8. The long delays were accompanied by substantial cost overruns. The road
improvement works were initially divided into 12 contract packages with a total
value of PhP 1,437.5 million. Other contracts had to be added to replace slow
contractors, or due to changes in the project scopes, or as loans for extended
scope on some of the original contracts such as for additional pavement
strengthening, bridge works or drainage improvement. The total cost of the
project, thus, became about 40% more than originally intended.
9. During the progress of the project, the executing agency had problems in
obtaining the necessary disbursement of funds from Government. Some delays
could otherwise have been avoided. In turn, however, it should be recognized
that the period 1989-1991, when most of the construction activity took place,
coincided with the Gulf crisis. The inflation was high, the cost of construction
items such as cement increased by more than 20 percent per year, and there
were severe shortages. Some contractors were unable to get supplies.
10. The Fourth Road Improvement Project also had substantial benefits and is
classified in ADB’s Completion Report as partially successful. Apart from savings
in vehicle operating costs due to the road improvements, the public transport on
the project roads has increased and the economy in the surrounding areas has
improved significantly, particularly for the poorer income groups.

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3.2.2 ADB’s Fifth Road Improvement Project

11. The Fifth Road Improvement Project was a $150 million loan disbursed
from August 1991 to January 1998, i.e., during a period of six years and five
months. The objective was to assist Government to improve such sections of
the road network, which had deteriorated enough to constrain economic
development. Apart from improving the selected project roads to better
standards, the work should also: (i) develop a road condition rating system as
the first phase of a pavement management system; and (ii) establish a rolling
five-year periodic and preventive maintenance system for national roads, based
largely on maintenance by contract.
12. For those purposes, the Project comprised improvements of about 420 km
of National roads on four different islands, and about 420 km of rural roads in
11 different provinces. The periodic maintenance included some 170 km of
National roads in Luzon and 400 km of rural roads in the 11 provinces.
Maintenance equipment, vehicles, workshop tools, etc., were procured and
consultants were engaged.
13. The achievements during implementation became less than intended,
however. When the bid results were received at higher prices than expected, it
became apparent that sufficient Government funds would not be available to
complete all contract packages. Two contract packages for the National roads
and three for the rural roads were cancelled, and several other packages were
scaled down. Instead of improving 420 km of National roads, it became 282
km.
14. The total costs of the implemented contract packages were 36% higher
than the original estimates for the same packages. The main reasons were
increased cost of materials and delayed construction works. The costs of
consulting services became 50% higher than intended, mainly due to the
extended supervision periods.
15. The construction delays were mainly due to: (i) delayed right-of-way
(ROW) acquisition; (ii) delayed payments to contractors from the limited
Government funds; and (iii) probably also for that reason, generally slow
progress for some contractors.
16. The performance of the engaged consultants was deemed satisfactory but
some deficiencies were noted. In particular: (i) the design review did not
discover that the utility services were missing from the drawings; and (ii) the
designed and constructed roadway shoulders for National roads were of a less
permeable material than the base course, which led to premature pavement
failures.
17. The final construction quality was otherwise satisfactory, except for double
bituminous surface treatment on the rural roads. Where implemented at all, the
local contractors had inadequate equipment and experience. The resulting
surfacing has deteriorated due to poor workmanship and higher traffic volumes
than expected.
18. The financial problems of Government at the time were partly responsible
for the delays in implementation, through the delays in payments to the
contractors, and it has also contributed to the insufficient road maintenance.
The lack of attention to maintenance reflects (or reflected) the emphasis on
rehabilitating or constructing new roads instead of maintaining existing roads.
The Fifth Road Improvement Project continued to support a maintenance by

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contract (MBC) approach. At the end of the pilot program, a goal was agreed
that 84% of the maintenance should be by Maintenance by Contract (MBC)
scheme. This has since been reduced to 50% by congressional mandate.
19. Like ADB’s Fourth Road Improvement Project, the Fifth Project could also
be shown to have substantial socio-economic benefits for the populated areas
around the improved roads. Through cost reductions for farm-to-market
transports, and improved access to markets for rural areas, the Project is
believed to have contributed to poverty reduction for approximately 980,000
people. The relatively high benefits due to this and some related benefits were
largely caused by significant increase in traffic volumes after the project
appraisal.
3.2.3 ADB’s Sixth Road Project

20. The main purpose of the Sixth Road Project was to support Government’s
strategy as defined in its 6-year Medium Term Public Investment Program at the
time, of improving rural transport infrastructure and thereby reducing transport
costs. The roads selected for improvement were in some of the least developed
areas of the country where accessibility was a major constraint. The total
Project costs was $576.88 million, co-financed by JBIC (Japan), OPEC, the
Kuwait Fund, and UK’s Overseas Fund for International Development. After
approval by ADB’s Board, the project started in 1996 and closed in February
2007, 47 months later than planned.
21. One focus of the project was to preserve previous investments and ensure
sustained economic and social benefits. Asphalt concrete pavements, which had
reached the end of their design life, were protected by strengthening layers for
perhaps another ten years. A parallel bridge program should replace failed and
structurally weak bridges. The Project was also designed to strengthen the
DPWH in the critical areas of road safety, highway planning, road maintenance,
bridge design, project management and road surface dressing techniques.
22. The intended Civil Works included about 840 km of National roads on five
islands, rehabilitation or structural overlays for another 800 km of National
roads, and repair or retrofitting of about 400 bridges in the national road
network. Some of the detailed design for the Civil Works had already been done
as a part of ADB’s Fifth Road Improvement Project. The consulting services for
the sixth Project were therefore limited to construction supervision and various
field investigations.
23. In the implementations, the works on structural overlays exceeded the
expectations while other road improvements and the bridgeworks were delayed
or cancelled, mainly because of delays in procurement. The capacity building
was problematic and could only be completed in three areas out of nine. The
other six were cancelled or only partly successful.
24. Due to the cancellations, also of several civil works, there was no cost
overrun in spite of the delay by 47 months. There were several reasons for this
long delay: road conditions changed in the interval between the original design
and the contract award, sometimes requiring a re-design; and land acquisition
and resettlement (LAR) were probably the main reasons, however. The initial
assumption that there would be no major environmental impact because all road
works would be within the existing right-of-way, was erased during the

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implementation. At the time of the Project Completion, the LAR activities were
still not yet complete, leaving some affected persons at a disadvantage.
25. The Validation Report for the Sixth Road Project lists the following “lessons”
for future ADB projects:
(i) LAR issues must be carefully evaluated, and ADB policies must be
clearly understood and included in the loan agreement.
(ii) For more efficient implementation, it is advisable to concentrate on a
specific geographic area, rather than pursue a scattered, large project.
(iii) Long delays between design and implementation often necessitates
major modifications of the design, causing further delays.
(iv) Project implementation arrangements would be more efficient if the
project management office was provided with enough authority to
undertake procurement, supplemental agreements, and variations.
(v) To avoid misuse of project vehicles, the possibility of renting or leasing
these vehicles should be studied as a means of ensuring proper use
and accountability.
(vi) Complete buy-in by the agencies concerned with institutional
development must precede commitments, to avoid waste of resources.
(vii) An overly optimistic implementation schedule at appraisal places an
additional burden on both the Executing Agency and ADB.
3.3 World Bank Projects

26. Since the launch of the road sector reforms in 1997-1999, the World Bank
has been a key development partner in reshaping the sector. The NRIMP
program was launched in the year 2000 to support Government’s sector reform
goals and the sustainable development and operation of the National Roads
System. The achievements during the first phase, NRIMP-1, included the
establishing of a Road Board, a Road Fund and a Motor Vehicle User Charge.
The business process reforms implemented under the Road Information and
Management System (RIMSS) program established modern systems for key
planning, financial management and procurement processes.
27. NRIMP is an adaptable program loan in three phases, much like ADB’s Road
Sector Improvement Project. The program was initially designed for nine years
with overlapping phases and a total loan amount of $950 million. Due to the
collusions and bid-riggings affecting NRIMP-1 during 2003-2006, however, that
phase was closed and $28 million fund allocation was cancelled. The
preparations had been overly optimistic. Based on this experience, NRIMP-2
was designed for a more realistic design and scope. The time plan for NRIMP-2
was set to five years from 2008 to 2012, and the budget was reduced from the
originally planned $300 million to $232 million.
28. The objective of NRIMP is “the establishment of road management
arrangements which ensure the upgrading and preservation of the National
Road System in an environmentally, socially and financially sustainable
manner”. NRIMP-1 undertook a range of business process improvements at the
agency level, to modernize planning, decision making and management
processes at DPWH. NRIMP-2 shall develop these processes further and
institutionalize them across all offices. If this will be successful, NRIMP-3 is

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intended to scale up the improved road management model and – if found

appropriate – establish a road authority.
29. In addition to the business reforms and capacity development, both NRIMP-
1 and NRIMP-2 included road improvement and asset preservation projects,
under the Medium-Term Philippine Development Program (MTPDP). The
planned road improvement investments for NRIMP-2 cover about 450 km of
roads and 1,000 m of bridges, including some roll-over from NRIMP-1. The
asset preservation program will cover about 2,500 km annually, including: (i)
long-term performance based maintenance on key portions of the main arterial
network; (ii) parts of the national preventive maintenance program on the
National highways; and (iii) advisory consultant services supporting the
procurement and implementations. The total cost during four years, of this
part of the Project, was estimated at $519 million, of which $211 million would
be financed by the World Bank.
30. Based on the negative experience from NRIMP-1, NRIMP-2 will continue to
develop, improve and implement a range of measures designed to build
institutional capacity and governance, strengthen the fiduciary controls over the
use of loan proceeds, and to strengthen accountability and the demand for good
governance from civil society. The intended mitigation measures will include:
1) Use of an Independent Procurement Evaluator, to improve the
transparency and integrity of procurement processes.
2) Further enhance procurement controls to ensure the reliability of contract
cost estimates by detecting over-pricing and rejecting overpriced bids,
and enhancement of supervision control over contract variations.
3) Adoption by Government of the 2006 Guidelines, for Procurement under
IBRD Loans and Credits, which include enhanced provisions for
combating fraud and corruption.
4) Strengthening Internal controls and audit capacity in DPWH in order to
address key deficiencies revealed by official audits of the agency.
5) Adoption of Enhanced Business Processes to improve the efficiency of
transaction processing and reduce the opportunities for interference.
6) Independent Oversight by Civil Society. A coalition of citizens and road
user groups has been established and named “Road Watch”, to
strengthen the voice and influence of citizens in ensuring transparency
and proper use of public funds for road, as well as, to counter corruption
at high levels of government and society.
7) Partnership with the Road Board in Management of the Road Fund.
Assistance to the Road Board and its Secretariat to apply strong,
transparent procedures for administering the special funds, and to
produce more efficient, equitable and needs-based expenditure
programs.
31. After considering a decision in November 2007 to defer the continued

work, the World Bank’s Board of Executive Directors approved NRIMP-2 on May
13, 2008. The total project costs are $576 million, including a $232 million loan
from the World Bank, $333.5 million from government of the Philippines, and
$10.5 million by a grant from AusAID (Australia).

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3.4 Japan Bank for International Cooperation (JBIC)

32. The objective of the JBIC-assisted Road Enhancement and Asset
Preservation Management Program (REAPMP) is to “assist and enhance the
efforts of the government to improve, preserve and manage its National roads
system in an economically, socially, financially and environmentally sound,
effective and sustainable manner”. REAPMP is a sector program type of
assistance, focusing on maintenance or asset preservation to provide a more
extensive and lasting impact on the National roads sector. The reasons are:
a) Many past highway loans were used for major rehabilitation of National
roads, triggered by premature deterioration due to inadequate
maintenance. Projects limited to rehabilitation, upgrading or
reconstruction do not tend to provide for a life-length follow-up
maintenance.
b) JBIC supports the government policy to give the highest priority to road
asset preservation or maintenance in road development and funding.
This is a cost-effective strategy that involves relatively low but sustained
funding to preserve existing assets.
c) JBIC wants to strengthen the DPWH initiatives for asset preservation and
modern business processes for the delivery of National roads, particularly
through the WB assisted NRIMP.
d) The maintenance needs of National roads are huge, compared to the
available resources to meet them. JBIC can make a significant
contribution towards bridging the gap in resources.
33. Under REAPMP, the government and JBIC will agree beforehand on the
program objectives and scope, criteria and processes for selecting and
implementing the projects. Selection, procurement and implementation will be
done by DPWH as the program proceeds. Adjustments in the list of projects
may be made by DPWH as needed during the implementation to fit changing
conditions. REAPMP will involve an agreement between JBIC and government to
implement a specific agenda for asset preservation, management and
enhancement of National roads.
34. The DPWH will also accelerate the installation and application of the IT-
based technical planning systems and tools, to enable a systematic generation
of priority lists for road construction and maintenance projects, using objective
criteria for life cycle cost-benefit analysis under alternative budgets. These tools
include, among others:
a) Pavement Management System (PMS, including HDM-4).
b) Multi-Year Programming and Scheduling System (MYPS).
c) Routine Maintenance Management System (RMMS).
d) Bridge Management System (BMS).
e) Road and Bridge Information Application (RBIA) used as data base.
35. Under the General Appropriations Act (GAA) of 2007, DPWH could contract
out up to 90% of the road maintenance budget. After using MBC for 70% in
2007, DPWH planned to use 80% during 2008 and 90% during 2009.
Outsourcing was proven to be more efficient through competition than through
administrative work.

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3.5 The Australian Agency for International Development (AusAID)

36. Several of the ICB components initiated by the World Bank were further
developed, operated and co-financed by other development partners. Financed
by AusAID, corporate effectiveness packages were supported and implemented
under the Philippine-Australia Partnership for Economic Governance Reforms
(PEGR) and the Philippine-Australia Human Resource Development Fund
(PAHRDF). Programs developed by NRIMP and operated under PEGR include:
1) Financial Management Service to DPWH, providing assistance on
strengthening the internal controls and the financial reporting.
2) Integrity Strengthening Strategy, a number of programs aimed at
enhancing DPWH’s transparency by improving its communications
network and IT-enabled systems.
3) Supporting partnership (Road Watch) with volunteer (who must have
engineering background) for fraud detection and liaison with DPWH.
37. The program under PAHRDF includes a Human Resource and Leadership
Development plan, to support and empower staff skills and strengthen the
corporate culture.

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4. DPWH’S FINANCIAL MANAGEMENT SYSTEM
4.1 Objectives
1. The basic objective of this analysis is to assess the financial management
system of DPWH with respect to the following:
(1) Existing accounting and auditing processes and procedures.
(2) Examine the implementation of document and fund flows.
(3) Tracking processes with due attention to integrity and completeness of
auditing.
(4) Effective implementation of foreign-assisted projects with Official
Development Assistance (ODA) financing.
4.2 The Present Financial Management System

2. An assessment of the present Financial Management (FM) System used by
DPWH is necessary to ensure that the Executing Agency is technically,
managerially and financially capable of effectively implementing proposed
programs and projects, thereby guaranteeing that the present FM System
should satisfy the Bank’s requirements as stipulated in ADB’s Operations Manual
and related guidance documents. The evaluation is conducted to establish the
current financial management functions of DPWH, including the internal auditing
process and control, and the extent of implementation of instituted financial
management reforms. This is done in order to determine if the institutional
capacity, in terms of financial management, is sufficient to justify loan approval,
identify financial management needs in terms of project-related and long term
use, provide guidance for the successful implementation of this project, and
reaffirm the sustainability of the existing FM system within the Department.
3. The current financial management system is guided by the internal control
policies and procedures of government, which are contained in several
documents, particularly in the electronic-New Government Accounting System
(e-NGAS) developed and issued by the Commission On Audit (COA) and
Government Accounting and Auditing Manual (GAAM).
4. The FM system of DPWH consists of one main system supported by a sub-
system for foreign-assisted projects (e.g. NRIMP-I and 2). The main FM system
is used to maintain the books of accounts, monitor the Designated Accounts
(DA) and prepare the required Project Financial Reports. The sub-system under
the Project Management Offices (PMO’s) conducts initial screening of
transactions, prepares disbursement vouchers, Statement of Expenditures
(SOEs) and Withdrawal Applications for the DA, manages DA and prepares other
financial management reports.
5. To ensure efficient monitoring and financial management of DPWH in
handling and managing different stages of infrastructure development, different
services and divisions are involved. The Comptrollership and Financial
Management Service (CFMS) is responsible for financial systems procedure and
control and handles the main FM system while the Internal Audit Service (IAS)
is responsible in the conduct of management and control audit.
6. The CFMS is tasked to provide the Department with coordinated services
relating to financial systems and procedures, budget, cash, accounting and all

Final Report
financial housekeeping matters, and to maintain and improve financial

management upon the internal control system. Its organization structure
includes four divisions: the Accounting Division, the Assets and Supplies
Management and Control Division, the Budget Division, and the Cash Division.
The responsibilities of each division are handled by their respective subordinate
sections.
7. The Internal Audit Service (IAS) is mandated to advise the DPWH Secretary
on all matters relating to management control and operations audit; conduct
management and operations audit of department activities; review and appraise
systems and procedures, organization procedures, assets and management
practices, accounting and other records, reports and performance standards
such as budgets and standard costs of the departments central and regional
offices; analyze and evaluate management deficiencies and assist top
management in solving problems by recommending realistic courses of actions.
8. IAS has three divisions namely: Financial Audit Division, in charge of overall
financial aspects of the Department, Operations Audit Division “A”, in charge of
the technical aspects of operations such as engineering and civil works, and
Operations Audit Division “B”, in charge of administrative aspects such as the
procurement of goods, contractors and consultants.
9. Other related divisions, directly involved in the different stages of such
infrastructure development tasks by DPWH that require financial management,
have the following functions: the Bidding and Awards Committee (BAC) and the
Procurement Office for Civil Works (POCW) responsible for the procurement and
contracting of infrastructure projects; the Price Escalation and Price Adjustment
Committee (PEPAC) responsible for the approval/regulation of price
adjustments; the Infrastructure Right-of-Way (IROW) office responsible for
monitoring and supervising the compensation of affected families and structure
owners due to infrastructure right-of-way acquisition; and the Bureau of
Maintenance (BOM) responsible for the planning and implementation of road
maintenance works.
10. The efficiency and integrity of financial management in the DPWH is being
enhanced through the agency-wide implementation of the e-NGAS and related
controls. This was developed by the COA for which DPWH was one of its pilot
agencies. The system was installed in order to simplify government accounting,
and provide adequate internal control as well as reliable, timely financial
management information without sacrificing data integrity and fiscal
transparency. This allowed computerization of all its accounting records,
enabled better management of voluminous transactions and ensured properly
recorded transactions. It also improves the management reporting of financial
information needed for operational and executive decision-making and, thus,
greatly assisted in the monitoring of internal controls within the department as
well as improved the delivery of services.
11. The present status of e-NGAS roll-out is as follows: (i) the Accounting
module is fully operational in the central office and pilot regional offices; and (ii)
DPWH will implement the new Budget module and seven additional modules,
currently under development, as they become available. The additional modules
include: Accounts Receivable, Accounts Payable, Cashiering, Project Monitoring,
Personnel Information, Payroll, and Leave and Attendance. Specialist technical
assistance will be provided on internal audit procedures and controls, as a
means of strengthening and customizing the internal controls and monitoring of
the whole DPWH financial management system. The IAS is preparing for the

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use of the new National Government Internal Control System developed by COA
and DBM to be fully implemented by the second quarter of 2009. The Internal
Audit System manual, to be released during the first quarter of 2009, will be
used as a basis by the NRIMP-2 Specialist.
12. Financial Management (FM) has been identified as one of the key support
processes of NRIMP being implemented in DPWH. The component under this
program aims to provide: 1) assistance in strengthening the internal controls for
supporting documents associated with financial transactions at the Central
Office; 2) assistance in improving financial reporting; Parallel testing of the FM
Budget Module with subsequent adjustment of the software based on the COA’s
input; 3) installation and proper implementation of e-NGAS; 4) installation of
Modules and Outcomes Based Monitoring Framework; and 5) preparation of
bidding documents for communication network equipment maintenance.
4.3 Problems with the Financial Management

13. As a prerequisite to NRIMP-2, the review results conducted by the World
Bank indicated that the overall main FM system at DPWH does not fully comply
with the requirements of the Bank. Significant deficiencies were found in its
internal controls on cash, inventory, property, advances and sub-allotment to
Regions, payables, and certain expenditures as well as a weak internal audit
function. These shortages resulted in an adverse audit opinion for several
years, including the DPWH 2006 financial statements, due to inadequate
compliance with government’s established internal controls, and significantly
delayed both the agency and the World Bank projects.
14. There are weaknesses in the control environment, which are pervasive and
significantly increase the risk of funds not being used for their intended
purposes. At a program and office level, there are perceptions of the misuse of
funds. On a project level, there have been allegations of collusion and payment
of kickbacks to individuals.
15. Based on assessment, the following are the key corruption risks in DPWH
performance of infrastructure development activities:
(1) On the Area of Procurement

• Collusion – the possibility of manipulation of bidders by an
“arranger” under the direction of a patron, typically a senior or a local
politician, is highly probable.
• Bid-rigging – the same “arranger” may influence the establishment
of bid prices, with a sufficient margin above the cost estimate, which is
often high but appears subject to control, to pay kickbacks to the
patrons, cartel participants and some officials.
• Misrepresentation of Bidder Qualifications – in the absence of
transparency and proper procedure to protect the integrity of bids,
falsification of bid documents such as work history, productivity and
financial records of bidder are highly probable.
• Fraud – falsification of submitted documents are also highly probable
to happen.

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• Manipulation of Bid evaluation – for contractor its possibility is

relatively minor under recent internal controls, but could re-emerge,
however, for consulting services this is highly probable.
• Irregularities in Bid Process – interference with bid submission,
substitution of bid documents or misreading of bid prices, this is
relatively rare in foreign-assisted projects due to observer controls, but
may occur in locally-funded projects.
• Contract Processing – bribes to facilitate processing of contract
award and subsequent payments are highly probable. The approval
process has multiple layers and extended delays occur in key offices,
e.g., legal service, BOC, Executive, PMO.
• Preferred Suppliers –nomination of preferred agents by contractors
for key contract services such as bank guarantee, security, indemnity
insurance, who may provide kickbacks to project level officials are also
probable.
• Contract Variations – inflation of the size of some variations through
estimates of quantities for pay items which are difficult to confirm or
audit, such as repairs, excavation, landslide removal, etc are also
probable. This may result to collusion of contractor with officials, but
may involve collusion of supervising consultants also.
(2) On Implementation Quality

• Falsification of quality control test results, defect or repair
inspections, etc., through collusion between contractor and supervising
officials or consultant. This incidence is very dependent on particular
individuals and firms, said to range from negligible to modest for most
foreign-assisted projects but minor to serious in most locally-funded
projects.
(3) On Financial Management

• Weak Internal Control, which is manifested in the disbursements and
financial reporting. The annual Audit report of the Department in the
past several years has expressed an adverse audit opinion on DPWH
Financial Statements, mainly due to weaknesses in the Internal Control.
The weaknesses include: (i) unreconciled bank balances, (ii) unrecorded
transactions, (iii) bank accounts with no cash, (iv) mispostings and
double recording of disbursements, (v) improper write-off of account
balance; (vi) cash advances and receivables due from National
Government Agencies or Inter-Agency Receivables, Inventory, Property
and Equipment, Accounts Payable and Expenditures; and (viii)
unreconciled General Ledger and its Subsidiary Ledgers. NRIMP-1
Project Accounts audit contained lesser exceptions, mainly concerning
the controls on Sub-Allotments and improvements needed in the
software for projects, which record transactions based on obligation
(even when reconciled with the regulatory accounts for the project which
are on an actual basis).
• There is also a weak internal audit function. The Internal Audit lacks
management support and has few staff with adequate coverage of the
entity and projects. IAS has no training program and its staff needs
capacity strengthening. IAS management comprises mostly engineers

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with no formal training in Internal Audit or Internal Controls. Some skills

are acquired on the job.
• Payment Processing Irregularities. Certification of invoices for
payment may involve delays and bribes to project officials or supervising
consultants, but this appears minor and has not been reported to be a
major problem in foreign-assisted projects. However, the government
lately instituted reform through the introduction of computerized
accounting system. Once submitted, the invoices will be processed
electronically in the computerized e-NGAS accounting system. The
processing status is then queued and published on the agency web-sites
of both the implementing agency (DPWH) and the disbursement agency
(DBM).
• Project accounting software records obligations of transactions as
disbursed. However, reconciliation is being documented between the e-
NGAS of the main Agency books of Accounts (which records transactions
as they are disbursed), and the Project software reports by manually
adjusting the report.
• Fund Flow. Presently, there is weak control on fund transfers, sub-
allotment advices, etc.
• FM organization staffing is relatively weak. There are not enough
employees to handle the FM function including those for Projects. Thus,
the Agency resorts to hiring of contractual and casual employees.
16. The long delays in the completion and submission of Audit Reports during
the last several years indicates weaknesses in the timely completion and
consolidation of financial statements, as well as in the timely conduct of audit
and prioritization of audit timetables by the national auditor. The Government
auditor is now committed to addressing this issue and also ensuring more
timely audits.
17. Results from the June 2006 Social Weather Stations Enterprise Survey
revealed that the public’s perception of DPWH’s efforts to combat corruption in
five main regions is one of the worst with regard to public agencies, and that it
had further worsened over the previous two years. Speculations vary widely as
to the level of leakage from DPWH-implemented projects and are difficult to
verify.
18. Governance issues also include the selection of project locations or
allocation of funds. A strong governance framework in the sector is needed to
help ensure competitive procurement practices, improve the quality of road
construction, and in turn, enhance efficiency and reduce the costs of road
developments and maintenance.
4.4 Present and Planned Improvements

19. The task of improving the FM system and strengthening the internal audit
procedures and controls in DPWH will be a component of NRIMP-2, specifically
under AusAID Grant co-financing, through the Philippines-Australia Partnership
for Economic Governance Reforms (PEGR).
20. Reform Agenda on Financial Management and Internal Control (FMIC) is
presently being conducted in the Department. The purpose is to provide
support to CFMS across its range of activities, to strengthen its financial

Final Report
management and internal control systems. The task will further support the
roll-out of the electronic version (e-NGAS). The Accounting module is fully
operational in the central office and pilot regional offices. DPWH implemented
the new Budget module in the last quarter of 2008 and will implement the seven
additional modules (listed in Paragraph 12 above) as they become available.
Outputs of this task will include roll-out of the different modules to regional
offices.
21. The Budget Module (“e-Budget”) was developed to maintain electronically
complete records of the Budget Execution Process. This has facilitated
improvement in processing and recording more accurate information and easy
access to budget information when needed. This RA will help ensure that DPWH
will have fully operational Accounting and Budget modules in the Central Office
and also in all 16 Regional Offices and District Engineering Offices through a
wide computer network. The e-Budget became fully operational in the Central
Office in 2008, and parallel testing of the system has been completed. Now it is
also being implemented in most Regional and District Offices of the Department.
Soon, all offices of the Department will have the benefit of e-Budget.
22. Reform Agenda on Internal Audit Capacity Building (IACB) aims to support
the Internal Audit Services of DPWH in upgrading internal audit procedures to
international standards and assisting in the conduct of semi-annual internal
audits across DPWH.
23. Reform Agenda on an Independent Procurement Evaluator (IPE) which is
presently being tendered, includes the procurement of a team with an individual
procurement specialist supported by local consultants who will undertake the
IPE role, working alongside the Project Management Office (PMO), Procurement
Bureaus and BAC’s.
24. Reform Agenda on an Independent Technical Audit (ITA) includes a firm
which would be tasked to undertake independent technical audits of project
activities periodically, at least annually, including audits of contracts as
implemented, cost control from estimation to completion, performance of firms,
quality and quantity of project outputs, achievement of project results, etc.
25. Reform Agenda on Organizational Effectiveness Advisors will conduct an
organizational analysis and develop restructuring plans in consultation with
senior DPWH management.
26. Reform Agenda on Road Partnership Support will include an advisor to
provide support and advice to the citizen group Road Watch, formed as an
alliance of transport-related NGOs to operate as an effective independent and
external monitor for the Road Sector in constructive communication with DPWH.
Grants will be provided for the operating costs of the organization.
27. The Philippine Public Expenditure Review (PER) on Transportation completed
in 2008 recommends that construction supervision be outsourced to relieve the
project supervision burden of DPWH in-house staff. Much of the construction
supervision, particularly for locally funded projects, should be considered for
outsourcing to private consultants. This step should be taken both for the
central and district offices. It will also require the development of management
capacity for planning, fund allocation, project execution, and financial
management alongside strong internal controls and result-evaluation
methodologies.

Final Report
28. The same report also encourages the coordination between line agencies to
ensure efficient implementation of the huge infrastructure program from 2008
and forward. A formal memorandum of understanding between DPWH and DBM
indicates their performance obligations to be as follows: DPWH should commit to
allocate funds within its budget ceiling, undertake specific policy, institutional,
and process reforms to increase its absorptive capacity for more efficient use of
funds and provide for stronger accountability and governance (setting quarterly
performance targets, performance monitoring, financial management and audit,
support to Road Watch and the like). On the other hand, DBM will commit to
release allotments for the infrastructure program comprehensively upon the
General Appropriations Act (GAA) approval and issue comprehensive quarterly
cash allocations, from which DPWH can immediately disburse to support its
projects.
29. One recommendation stipulated that DPWH Financial Management and
associated information systems need to be tightened. Despite the significant
reforms initiated by DPWH under its RIMSS project, weaknesses remain in
financial management and information systems. The latest COA reports shows
cases of disallowances and other irregularities in significant, although
decreasing, numbers. In May 2007 DPWH issued an updated set of omnibus
delineation and delegation of authorities with an internal check-and-balance
provision. It also rolled out to the regions the accounting module of the new e-
NGAS prescribed by COA. DPWH and other line agencies should follow these
guidelines to improve the transparency and accountability of their budget
execution. Doing so would ensure that all implementing systems are
interconnected and can interface with the information and project monitoring
systems as well as ensure that physical accomplishments reflect the funds
disbursed.
30. Appropriate training for staff was mentioned as one of the pressing needs
of the Department. For IAS strengthening to be more effective, DPWH and
other implementing agencies should strengthen their IAS, with emphasis on risk
based and system audits in addition to the current compliance audits.
Immediate capability build-up and trainings are needed.
31. The procurement processes in DPWH and other line agencies should be
further shortened and streamlined by:
(i) fully implementing (to the district level) the new DPWH Procurement
Manual for locally-funded projects, recently approved by Government
Public Procurement Board, including timelines and standard bidding
documents (SBDs), however, the pending issue that this manual is
invalid for non-publication should first be resolved;
(ii) Installing and implementing the agency performance indicators (API)
for procurement developed and piloted for DPWH with World Bank
assistance in 2005;
(iii) Intensifying the training of procurement officials and staff;
(iv) Posting standard bidding documents on the website;
(v) Completing any right-of-way acquisition before bidding;
(vi) Computerizing eligibility screening and post-qualification of bidders, to
the district level; and
(vii) Applying stiff sanctions for breaches.

Final Report
5. THE FINANCING OF ROAD MAINTENANCE
5.1 Objectives
1. The main objective of this analysis is to assess the status of road
maintenance financing as follows:
(1) Review the status of financing and maintenance of national road
network in the Philippines.
(2) Undertake critical analysis of medium term development plans and
investment programs, projections for investments and expenditures
required to maintain the national road network, as well as, other
pricing, cost-recovery policies and allocation policies that will sustain
the development of the national road network in the long run.
(3) Review the status of road sector policy dialogue and issues between
the Philippine Government and its development partners.
5.2 Status of Financing in the Road Infrastructure Sector

3. The government has significantly been under-investing in road infrastructure.
The Philippine’s share for infrastructure spending in 2005 was pegged at only
2.3% of GDP. This figure is much less than in many other Asian countries
during the same year. For example, Malaysia has 5.3% of its GDP on
infrastructure development and Vietnam has 8.6%.
4. Recommended investment levels stipulated in the master plans and medium
term programs of the government were not fully reflected in the government’s
annual budget for transport infrastructure. The annual budget was consistently
low from 1993 to 2007, with an average of only 0.6% of GDP, showing large
differences between prioritized projects and the allocated funding. The
discrepancy is in the range between 40% and 70%.
5. DPWH’s infrastructure expenditure dedicated to the rehabilitation and
construction of new national roads dropped by half between 1990 and 2005. It
peaked in 1997 at 1.70% but due to the Asian financial crisis, it fell sharply to
1.27% in 1998. Since then, there has been a consistent decrease in the national
budget for infrastructure. In 2005, it was indicated to be at 0.71%.
6. The renewed thrust of the Government on prioritizing infrastructure has led
to a slight increase on investment in the sector, pegged at 0.76% in 2006 and
increasing further to 0.98% in 2007. However, these figures are still way below
the 1997 figure. After considering the effects for the economy as a whole, the
Government allocated 10 Billion pesos in 2007 to fund infrastructure projects,
with a further commitment to 20.9 Billion for 2008-2009. The additional
funding is expected to improve access and advance project completion by an
average of two years.
7. A recurrent issue in the transport sector is the misallocation of funds,
aggravated by apportioning the financial resources to projects that have not
been subjected to the stages of the planning process. According to the National
Transportation Policy and Planning (NTPP), only 50% of the road project
proposals recommended by the Luzon Island Strategic Road Network (LISR)
Development Study were provided in the budget. The remainder was allocated

Final Report
for Luzon roads that were neither screened nor prioritized by the master plan.
This compromised the relevance of the whole planning process.
8. Another issue is the non-optimal disbursement of funds due to various
constraints for the efficient implementation of infrastructure projects. In 2005,
DPWH was only able to disburse PhP25 billion of its PhP37 billion annual budget,
which is equivalent to 70% of its funds. This improved slightly in 2006 when 85
% were systematically disbursed. Efficient disbursement of budget becomes
necessary to ensure maximum impact of projects.
9. The financing of national roads comes from two main sources, namely: (i)
the government budget executed through the General Appropriations Act (GAA);
and (ii) the Special Road Support Fund (SRSF) sourced from the Motor Vehicle
User Charge (MVUC).
10. Republic Act No. 8794 (27 June 2000) mandates the imposition of motor
vehicle user charges (MVUC) for road maintenance, local roads development,
road safety and air pollution control. The user charges are collected by the Land
Transportation Office (LTO) from individual motor vehicles as one component of
its annual registration fee. The MVUC is subdivided into four special accounts by
a formula established under the law’s implementing rules and regulations (IRR).
11. Program allocations is administered by the Department of Finance and
managed by the newly established Road Board as provided under the same law
in accordance with the following pattern of distribution: 80% collected shall go
to the Special Road Support Fund (SRSF). Along with the Special Local Road
Fund and the Special Road Safety Fund, the SRSF shall be under the auspices of
DPWH; 5% for the Special Local Road Fund, administered by DPWH; 7.5% for
the Special Road Safety Fund, administered by DPWH; and 7.5% for the Special
Vehicle Pollution Control Fund, administered by DOTC.
12. Seventy (70) percent of the SRSF shall be utilized for the exclusive
maintenance of national primary roads, including the improvement of drainages.
The remaining 30% thereof shall be allocated and used for the maintenance of
national secondary roads throughout the country, also including drainage.
13. The Road Board administers revenues from road users to the Road Fund
and the allocation of funds to eligible programs. The Board allocates and
approves funds for road preservation programs, based on programs prepared
and submitted by DPWH. DPWH also conducts the procurement, financial
management and supervision for its projects.
14. While the SRSF was established in 2000 with funds from the MVUC now
regularly flowing through it, the releases have been controlled by Department of
Budget and Management (DBM) with no release until 2003. Subsequently, its
administration has been subjected to external pressures resulting in delays and
diversions in the release of funds. As a result, it has not been as effective as
expected in improving the road maintenance program.
15. Financing through the use of GAA or general government tax tends to fall
short of the required investment, especially for the maintenance of the road
network which prompted various road sector reforms in the Philippines.
Reforms were initiated in 1997 and further emphasized in the Better Roads
Philippines (BRP) Study in 1999.
16. BRP expressed the need for sustainable financing through road user cost
recovery and commercialization of road sector operations. It also proposed the
creation of a Road Management Authority wherein, at the institutional level, the

Final Report
Road Fund and Road Board were established in 2001 and became fully
operational in 2004.
17. The Road Fund was dedicated for the establishment of new roads and for
catch up maintenance programs so as to bring the road levels within the country
back to acceptable levels.
18. The total revenue generated for road financing did not experience a net
increase during the period 2002 to 2004. This was due to the fact that while
annual financing from SRSF increased, the allotted resources under the GAA
were almost halved, resulting in no net increase in the total financial resources
for the road sector.
19. There was a considerable increase in budgetary allocation to the sector
between 2004 and 2006, however. This was mainly due to the rising revenues
from road users taken from the SRSF and projected to further increase in the
next five years. However, the 2006 figures comprised only about one third of
the estimated needs in that year, indicating the need for higher cost recovery.
Figure 5.2-1 reflects the trend of source of financing for the national roads
sector from 2001 to 2006.
45
40
35
30
25
20
15
10
5
0
2001 2002 2003 2004 2005 2006
National Budget Special Road Fund Total

Figure 5.2-1: Source of Financing for the National Road Sector
Source: Philippines: Public Expenditure Review, World Bank, 2008
20. With the recent resurgence in the economy, the capital budget and SRSF
for 2007 rose to PhP69 billion (1.8% of GDP) which is believed to be able to
restore the sector if the budget is well prioritized, spent efficiently and
sustained.
21. To ensure effective maintenance of roads and bridges, there is a need to
address the fragmented budget allocations, ensure need-based budget,
allocation of administrative costs compared to the overall budget, and risk
exposure when used for employment-generation programs. Table 5.2.2
tabulates the forecasted annual national road funding and its appropriation until
2012.

Final Report
Table 5.2.2: Annual expected funding for national roads (in millions of pesos)
2007 2008 2009 2010 2011 2012

Asset Preservation 20,000 20,000 20,000 20,000 20,000 20,000
Network expansion/extension 65,000 68,000 70,000 73,000 76,000 79,000
system support/upgrading 419 419 419 419 419 419
Total 85,419 88,419 90,419 93,419 96,419 99,419
5.3 Status of Road Maintenance Financing

22. The total length of the country’s road network is pegged at 203,000
kilometres in 2007. Twenty percent are paved while about 72% are considered
to be of all-weather standard. The road densities in terms of paved road
coverage and service performance are indicated to be 0.15 km of paved road
per sq. Km. of land area and 0.5 km of paved road per 1,000 population,
respectively.
80
70
60 Percentage of National
50 Roads in Good and Fair
condition
40
Percentage of National
30 Roads paved
20
10 Percentage of Total Roads
paved
0
1982 2001 2006
Figure 5.3-1: Comparison of National Road Condition
Source: World Bank Infrastructure Database and DPWH, 2006
23. Road users primarily shoulder the economic costs of poorly maintained
roads. Increased funding for the preventive maintenance of roads would
translate into higher savings in vehicle operating costs (VOCs) to road users,
rather than allowing road deterioration to a point that requires reconstruction.
DPWH studies have shown that the economic benefit of improving bad and poor
roads to good condition as well as reconstructing paved roads would translate
into 15% to 53% savings in VOCs. Moreover, according to the World Bank’s
Public Expenditure Review of Transport Infrastructure, when a road is allowed to
deteriorate from good to poor condition, each dollar saved on road maintenance
increases VOCs by US$2 to US$3. From a long term viewpoint, savings coming
from VOC will benefit the entire economy through reduced costs of transporting
people and goods, thereby inducing greater production. Thus, to achieve cost-
effectiveness, it becomes imperative that resources be appropriated in a timely
manner to fund road maintenance and induce a sustainable road sector policy as
well.
24. The operations and maintenance of national roads and bridges, major flood
control structures, and related facilities of national importance is the
responsibility of the DWPH. The Regional and District offices undertake the
maintenance of the facilities generally by administration.

Final Report
25. The present maintenance setup within the DPWH includes routine
maintenance and preventive maintenance. Routine maintenance consists of
carriageway maintenance and roadside maintenance, which basically involves
localized repair of pavement and shoulder defects, regular maintenance of road
drainage, side slopes, verges and furniture, which are done mainly by
administration. Preventive maintenance entails asphalt overlay, usually with
thickness of 50-100 mm. It also includes selective reblocking or replacement of
damaged slabs not exceeding four continuous blocks. These works are usually
done by bidding them out as contracts.
26. The allocation of funds for routine maintenance among the district level is
made on the basis of the Equivalent Maintenance Kilometre (EMK) formula. The
formula allocates funds based on the length of the road adjusted to consider its
width, surface type and traffic volume. Allocation of funds for preventive
maintenance is based on the results of HDM-4 output with parallel consultations
from District Offices. The Bureau of Maintenance (BOM) forwards the list of
projects to the Planning Service for funding by DBM. Several iterations are
usually done to come up with the final list due to funding constraints. On the
other hand, works for routine maintenance is funded through the GAA while
preventive maintenance is funded by both the GAA and the MVUC or SRSF.
27. According to a DPWH-World Bank study, the order of PhP4–6 billion raised
from the MVUC was utilized to cover road maintenance. Table 5.3.2 tabulates
the amount raised for routine and preventive maintenance between 2002 and
2006. However, this only funds 21 to 32% of the maintenance needs. In 2005,
a total amount of PhP2,099 Million from MVUC funds was allocated for
preventive maintenance. In 2006, this increased to PhP2,500 million. In
addition, under NRIMP-1 the DPWH implemented a preventive maintenance
program which covered 730 km from 2000 to 2006.
Table 5.3.2: Motor Vehicle User Charges Releases for Maintenance of

National Roads (in Million pesos)
Year Routine Maintenance Preventive OVERALL

Maintenance TOTAL
Carriageway Roadside Total
2002 700 0 700 0 700
2003 3000 1000 4000 0 400
2004 3127 1554 4681 0 4681
2005 2350 1289 3639 2099 5739
2006 2396 1565 3961 2500 6461
Source: DPWH and World Bank, 2006.
28. The thrust towards asset preservation is a sound and cost-effective policy
because of the very high economic returns from relatively inexpensive but
sustained maintenance on the existing roads. DPWH studies have shown that
preventive maintenance is more cost-effective and durable than routine
maintenance. However, funds for maintenance are disproportionately allocated
with roadside maintenance being allocated 25% in 2003, 33% in 2004, 35% in
2005 and 65% in 2006. These values are much higher than the required 10%
to 15% that should have been appropriated to roadside maintenance. On the

Final Report
other hand, preventive maintenance received PhP 2.1 Billion in 2006 which only
covers 12.35% of the total length required for preventive maintenance. Also,
carriageway maintenance is appropriated a lower budget which only covers two-
thirds of the network.
29. Under-investment in the road preservation program is due to funding
constraints. Based on the assessment, only 30% of the total funding
requirement is actually supplied. Existing problems result from the lack of
proper procedures and transparency in the allocation and flow of funds. Thus,
the objective of maximizing allocated funds to serve its intended purpose is not
achieved.
30. The result of the consultation revealed that the control environment, in
some cases, instigates corruption. There are cases when labour allocation for
routine maintenance is released ahead of the budget for materials causing
problems in implementation, funded projects are not included in the list
submitted and approved by DBM, collusion between the officials of the district or
regional and the central office, misinformed reporting, overestimating
maintenance work requirements or understating road conditions, among others.
31. DPWH, compared to its related Agencies in other countries, has low
productivity when it comes to road administration. There are about 35,000
DPWH employees with 60% deployed to manage the national road network.
This translates to a ratio of one employee to cover 1.3 kilometres of national
roads. In comparison, Indonesia employs 2,726 employees translating to one
employee per 10 kilometres of national road. This is being tackled under
Philippines’ recent rationalization program which also aims to increase the
productivity of road administration.
32. Another issue is truck overloading which significantly contributes to the
premature wear and tear as well as extensive damage to roads and bridges.
Consequently, this affects the life cycle and maintenance needs of the road
network and also significantly increases vehicle operating costs. The 2004
JICA-DPWH axle load survey determined that 23.4% of loaded trucks exceeded
the prescribed Gross Vehicle Weight (GVW) limits while 15% of loaded trucks
exceeded the maximum permissible axle load of 13.5 tons. The 2006 Truck
Overloading Report cited that there is rampant truck overloading in the country.
It was then recommended in the report to strictly enforce 13.5 ton axle load
limit. By doing so, this would translate into a gain of PhP160 Million over 15
years for heavily travelled roads in good and fair condition. Other
recommendations included: strengthening measures to control overloading,
strictly apprehending violators, and reducing the maximum allowable GVW limits
so as to reduce the wear and tear on the roads without significantly increasing
road user costs.
33. DPWH has signified its intent to provide increasing priority in funding
towards preventive maintenance, rather than routine maintenance. There was
a 76% increase in road maintenance during 2007. From an amount of PhP 6.6
Billion solely from MVUC, it increased to PhP 11.6 Billion, including a PhP 4
Billion supplement from GAA funds. But the amount still falls short of the
required funding, covering only 60% of the resources needed.

Final Report
5.4 Policy to Support and Strengthen Road Maintenance of the National

Road Network
34. The thrust towards maintenance is further strengthened in various studies

as well as legislative agenda of the government. The transport policy
framework under the Medium-Term Philippine Development Plan, (MTPDP)
2004–2010 places a greater emphasis on the improvement of arterial roads in
the regions and the timely implementation of maintenance work. This echoed
the policy agenda cited in the Philippine Transport Strategy (1997) which
emphasized the need for maintenance so as to deliver an efficient and well-
maintained national road network. Also, it stated that there should be stronger
emphasis on the development of the national road network, rationalization of
administrative responsibility for the road network, and increased involvement of
the private sector in the management of the national highway network.
35. Development partners have also supported this thrust by allocating more
funding towards preventive maintenance. Under NRIMP-1, preventive
maintenance in DPWH was addressed through the introduction of a centrally-
programmed preventive maintenance program and the piloting of long-term
performance based contracts, aimed to provide comprehensive management of
long sections of roads. Its expansion and institutionalization are the focus of
NRIMP-2. However, the NRIMP-1 completion report stated that to ensure
efficient implementation of NRIMP-2, this should be paralleled with overall
reforms in programming, budgeting, control of implementation and costs as well
as the timely consideration of other organizational and jurisdictional issues.
36. Under NRIMP-2, DPWH plans to institutionalize various planning and
programming systems such as the Pavement Management System (PMS) which
includes the utilization of HDM-4, the Routine Maintenance Management System
(RMMS), the Bridge Management System (BMS), and the Road and Bridge
Information Application (RBIA) among others, so as to objectively guide and
rationalize the selection, prioritization, and scheduling allocation of funds for
road maintenance and construction projects through the utilization of technical
and economic criteria.
37. It has been proven that outsourcing through competition is more efficient
than work by administration. Thus, DPWH is pushing for an organization
rationalization plan to reduce Maintenance by Administration (MBA) and increase
Maintenance by Contract (MBC). DPWH is also shifting towards programs for
preventive maintenance and long-term performance-based maintenance
contracts for national roads. The Department aims to undertake MBC at an
increasing level with at least 70% of the road maintenance budget in 2007,
increasing to 80% in 2008, and 90% in 2009. Moreover, it intends to
institutionalize long term performance-based maintenance contracts in 2007 and
adopt its use for at least 500 km of national roads in 2008 and 1000 km in
2009.
38. To mitigate truck overloading, DPWH will enhance its personnel as well as
LTO and PNP personnel through skills acquisition and enhancement in the proper
operation and enforcement of weigh bridges and PAWMS, increase staff and
funding to ensure 24-hour operation of weigh bridges, provide impounding areas
within the station and rehabilitation of non-operational weigh bridges, as well as
acquisition of necessary equipment.

Final Report
39. The President of the Philippines organized the Road Board which is tasked
to implement the prudent and efficient management and utilization of the
special funds. The Board is composed of seven (7) members, with the
Secretary of the DPWH as ex-officio head, and the secretaries of the
Departments of Finance (DOF), Budget and Management (DBM), and
Transportation and Communications (DOTC), as ex-officio members. The
remaining three (3) members shall come from private transport and motorist
organizations, which have been in existence and active for the last five years
prior to this Act.
40. The MVUC Law has been passed creating the SRSF from vehicle registration
fees to be used for road maintenance. The Road Fund was to ensure continued
fund availability for maintenance works. However, this has been weakened by
its haphazard implementation. Although revenue collection has been reasonably
satisfactory, confidence in the Road Board has weakened due mainly to the
presence of political influence. Technical advice on the Road Board as well as
increased transparency initially improved the operations of the Board.
41. Thus, under NRIMP-2, one of its components shall address strategic sector
reform to strengthen the operations and mandate of the Road Board, to include
the review of road cost recovery and MVUCC-IRR, the expansion of road user
revenues as well as determine options for restructuring the management and
delivery of services in the road transport sector.
42. There is a need to institutionalize the planning and programming systems
and tools which were developed and tested under the World Bank and Asian
Development Bank-assisted Road Information Management Support System
(RIMSS), to help in rationalizing selection, priority setting, scheduling, and fund
allocation for road maintenance and construction projects, using objective
technical and economic criteria. These tools include: HDM-4 for preventive
maintenance and rehabilitation of national roads funded under the GAA and
MVUC; Routine Maintenance Management System (RMMS), to be operational by
the end of 2008, to serve as basis for routine maintenance; and Multi-Year
Programming and Scheduling (MYPS) System and MCA, to validate 2007 road
construction projects and generate priority multi-year road projects for funding
and implementation, beginning in 2008.
43. There is also a need to properly manage the rising funding for road and
bridge maintenance, so as to be more effectively programmed and efficient.
Fragmented to districts, budget allocations are not needs-based and are blunted
by administration costs. These allocations also support job creation programs.
Moreover, operational performance has been mixed, but maintenance programs
has improved with all major civil works having been outsourced to the private
sector for years. A number of contract performance problems have, thus, been
overcome, especially in avoiding disputes, and in prompt and policy-compliant
land acquisition. But some operational difficulties persist in cost over-runs, slow
contract administration, and weak quality and supervision.
44. A policy of cost recovery for operations and management is required
especially to ensure sustainability of infrastructure funding. Alternative financial
arrangement scheme includes mobilizing and increasing private participation in
the sector through build-operate-transfer (BOT) arrangement which would fall
under public-private partnerships (PPP).
45. The national government has turned its attention towards increasing private
sector financing in the delivery of infrastructure services in the country. To

Final Report
support its growth agenda, and given the knowledge that it could not shoulder
the financial requirement through public funds alone, the government has
tapped private sector resources to complement infrastructure requirements. To
ease their entry and regulate the rights and obligations of operators, the
government introduced the BOT Law in 1994 which is considered a first in the
region. DPWH also echoes the desire to increase private sector participation.
46. Some PPP schemes that have already been utilized in the country include:
Design-build-finance-operate schemes, Concessions with user charges based on
cost recovery, and BOT schemes. The latter includes initial investment from
the private sector, which is then entitled to initially own and operate the asset
for a fixed period until it is transferred to the government.
47. PEGR implemented its Reform Agenda on strengthening the PPP program in
the National road sector through capacity building of both DPWH and NEDA.
There is an ongoing assessment of the impact of E.O. 686, i.e., transferring
back the Toll Regulatory Board (TRB) from DPWH to DOTC and clarifying its
mandate.
48. DPWH has also piloted Long-Term Performance Based Maintenance by
Contracts (LTPBMC). Previously, maintenance fund allocation using the EMK
formula did not capture needs and road conditions. As alternative to LTPBMC,
DPWH is now planning to test several contract options of international best
practices to adopt contractual arrangements for road maintenance. Such
options included: Contracts for Rehabilitation and Maintenance (CREMA),
highway asset management, Term Network Contracts (TNCs), road
management concession, and road micro-enterprise. The following details the
options:
(1) CREMA involves performance based maintenance contracts under
which all works, including some rehabilitation, is provided under a
lump sum, fixed price contract. Normal duration was five years.
Benefits were rapid improvements in road conditions, state of the art
techniques, equipment, materials and management, and reduced
maintenance costs.
(2) TNCs involve long-term performance-based maintenance contracts for
very extensive networks of 300–4,200 km. Benefits were innovations
in methods and management, lower maintenance costs, more stable
budget projections, and fewer contracts for road authorities to
manage.
(3) CREMA and TNCs improve on LTPBMCs as they use network
efficiencies, cover longer periods, transfer more of the risks to the
contractors, and require more innovations in management, materials,
equipment, and techniques.
49. The BRP study suggests the use of the Users-pay principle to rationalize
road infrastructure financing. BRP estimated that the cost of maintaining the
national road network is PhP13.4 billion a year, which is equivalent to about PhP
19 Billion in 2007 figures. To assist financing, BRP is proposing road user
charges through vehicle registration charges and fuel levy. Vehicle registration
charges should be based on the equivalent cost of damage caused by the
vehicle on the road while fuel levy would involve a three-phased increase to
PhP1 per liter. Insofar as toll roads are concerned, data from DPWH and TRB
show that existing user tolls are able to recover not only operation and
maintenance (O&M) costs but capital costs as well.

Final Report
6. INSTITUTIONAL CAPACITY BUILDING
6.1 Background
1. DPWH is mandated to undertake the planning, design, construction, and
maintenance of infrastructure (i.e. roads and bridges, flood control, water
resources projects and other public works). DPWH processes are typically
information intensive (i.e. traffic data, contract data, costs, personnel and
management data) as well as labor intensive (i.e. collect, organize, store and
distribute accumulated information). Moreover, it also aims to address various
issues that arise specifically in project implementation, the need for
transparency in operations and management, and the use of information
technology, accountability and organizational culture.
2. ADB’s 2003 Country Assistance Program Evaluation for the Philippines found
that the core problem of the road sector was the weakness of DPWH specifically
on the maintenance and development of the national road network. Further
emphasis was placed on the need to conduct adequate preparatory studies, site
investigations, and engineering designs prior to project approval, as well as to
address institutional weaknesses of the executing agency.
3. The need for institutional strengthening through the development of a
Methodology and Framework for National Transport Planning was identified
under World Bank’s National Road Improvement and Management Program
(NRIMP). NRIMP is one of the first programs that concretely addressed
Institutional Capacity Building (ICB).
4. The Rationalization Plan, as mandated by Executive Order (EO) No. 366 dated
04 October 2004, aims to transform the Executive Branch into a more effective
and efficient government. It allows the government to eliminate redundancies
in its operations, utilize present resources, improve its systems and procedures
and use its savings to fund the Department’s priority programs and projects.
However, this has brought about mismatched priorities as well as aggravated
the lack of capacity of DPWH to implement its programs.
5. DPWH objectives include emphasis on customer needs (both internal and
external), focus on reengineering of all significant processes, identification and
prioritization of opportunities for improvement in cost, efficiency, effectiveness,
and controls and the use of technology as an enabler. The Department is
acknowledged to have one of the most modern communication networks within
the entire government bureaucracy. However, a number of issues have arisen
during the implementation of complex Information and Communications
Technology (ICT) systems and process wherein the institution seemed to be
taking in too much of what it is capable of handling.
6. Information and Communications Technologies (ICTs) have become an
integral component of capacity building at all levels. Thus, to enable various
reform agenda in the Department, it utilized and enhanced its information
systems and technology infrastructure so as to realize its objective of creating a
more open customer-driven culture and to create a coherent yet diverse
organization.

Final Report
6.2 Objectives
7. The objective of this analysis is to evaluate and assess the status of DPWH
ICB efforts through:
a. Review of past, ongoing and planned efforts by other development
partners such as the World Bank (WB), Australian Agency for
International Development (AusAID), Japan Bank for International
Cooperation (JBIC), Japan International Cooperation Agency (JICA), and
others.
b. Identify and evaluate past and current ICB efforts being carried out by
the DPWH such as the Business Improvement and Implementation
Projects (BIIPS) under the Road Improvement and Management Support
System (RIMSS) and others.
c. Identify policy and institutional deficiencies and constraints in the ICB
efforts for road sector development, planning and management.
d. Assess various resources and skills of DPWH personnel, identify
management priorities, thrusts and directions for outsourcing and
privatization by DPWH.
e. Assess the potential of implementing various available ICB concept
papers and project proposals submitted by various Offices concerned
within DPWH
8. Through the above analysis, the Consultant aims to identify and recommend
ICB measures that would effectively strengthen the institution’s provision of
services in the road transport sector as well as augment and/or supplement
other BIIP and RIMMS activities, such as:
a. Identify and recommend ICB components and their relative priorities,
component requirements and the corresponding organizational
development.
b. Recommend optimum and realistic implementation phasing of proposed
ICB activities to be included in Tranches 1, 2 and 3.
c. Prepare necessary concept papers, application request and other related
documents.
6.3 Methodology
9. A comprehensive survey and review of documents prepared by various donor
agencies such as the World Bank (WB), Asian Development Bank (ADB),
JBIC/JICA, AUSAID as well as other development partners and related
institutions was conducted to determine planned, existing, completed and closed
projects for DPWH through website search, informant interview and library
visits. Moreover, key informant interview was undertaken which involved
representatives from various Department bureaus, donor agencies and through
public consultations with stakeholders.
10. After the initial data were collected, synthesized and analyzed, prioritization
of ICBs would be undertaken. This will be done through the utilization of a
decision making tool, the Analytic Hierarchy Process survey, which can combine
both qualitative and quantitative data. The said questionnaire would be

Final Report
administered to key representatives of the Department as well as key

stakeholders and donor agency representatives.
6.4 Findings on the Institutional Capacity Building Components and

DPWH Priorities
6.4.1 Previous ICB Initiatives by Development Partners in DPWH
11. Under the 1997 World Bank-initiated Highway Management Project (HMP),
the ICB component included the provision of consulting services and equipment
procurement to initiate the development of a comprehensive Road Information
and Management Support System (RIMSS) in DPWH. Its implementation had
been continued under the World Bank NRIMP and partly with the ADB 6th Road
Project.
12. The ADB Sixth (6th) Road Improvement Project identified ICB as one of its
major components which included training, physical measures to supplement
civil works, equipment provision as well as consulting services to develop DPWH
technical capabilities. The evaluation of its ICB component revealed that the
overall objective was met with mixed success with half of the subcomponents
rated as partly successful - two were cancelled and only two were satisfactory or
highly successful. Although capacity building efforts under the project appeared
to have been problematic, no specific reason was given in ADB’s project
completion report (PCR). It was also implied that there was lack of interest
within the Executing Agency (EA) to implement change. Cancelled sub-
components include: Road resealing training, hazard mapping and detailed
design for future projects.
13. Another related issue which cropped up in the ADB 6th Project was the
Right-of-Way (ROW) acquisition. This is aimed to be addressed in the World
Bank’s NRIMP-2 to be implemented by the Department’s Environment and
Social Sector Office (ESSO). The thrust is on the implementation of systems for
ROW acquisition and procedures.
14. The 6th ADB Project Completion Report further recommended that DPWH
institutional capacity be strengthened, in particular, at the project level, there
was a need for additional assistance in setting up a computer-based
management system for national roads, overloading, and road safety programs,
as well as in completing the Land Acquisition and Resettlement Program (LARP)
activity of compensating the remaining affected families through disturbance
allowances. Moreover, it was reiterated that compliance with outstanding
covenants, especially those related to sustainability, must be followed.
15. The World Bank has been one of the frontrunners and staunch advocate in
incorporating ICB component in the road sector. The inclusion of ICB was also
taken on by the REAPMP.
16. The NRIMP is a 3-phased project initiated in CY 2000. This is one of the
first programs which concretely addressed a comprehensive package on
institutional capacity development. NRIMP-1, completed in March 2007,
introduced various business processes improvements under RIMSS while
NRIMP-2, approved in May 2008, incorporates a number of important changes
based on lessons learned in Phase I.

Final Report
17. NRIMP-1’s thrust was through the implementation of a centrally-

programmed preventive maintenance program, and through piloting long-term
performance-based contracts which provide comprehensive management of long
sections of road. The Road Fund was also established and became operational.
Although with a two-year delay, the critical financial management and
environmental safeguards processes were put in place. The Department was
able to develop and pilot various sets of business process improvements and
tools aimed at modernizing road management and business processes.
18. Legislative support towards the execution of a road authority for the NRS
had been weak. This was due to the frequent leadership changes and severe
fiscal constraint in the period 2002 to 2006. Through an independent review of
NRIMP-1, it was determined that even though triggers and timeframe were
overly optimistic, given the implementation capacity of the Department, the
development objectives of NRIMP-1 had been met and justified the continuation
of the World Bank in the program.
19. NRIMP-2 focuses on the institutionalization of the technical and business
process improvements developed under NRIMP-1 as well as on establishing a
more effective corporate processes and structures to increase efficiency,
enhance governance and strengthen integrity at all levels and in all operations
of the Department.
20. NRIMP-2 consists of two main parts. Part A focuses on the national road
improvement and asset preservation while Part B includes a comprehensive
range of institutional and capacity development measures which is aimed at
addressing institutional weaknesses and inconsistencies which allowed for
incidences of corruption. The latter component includes a list of compendium
designed to build institutional capacity and governance, to strengthen the
fiduciary controls over the use of loan proceeds, and to strengthen social
accountability and the demand for good governance from civil society.
21. NRIMP-2 component B has four sub-components. Sub-component B.1 or
the Business Process Improvements centers on the institutionalization of
planning processes and financial management systems introduced and piloted
under NRIMP-1 as well as the expansion of its implementation towards the
regional offices and selected number of district offices of DPWH. The component
also includes the institutionalization of procurement and cost estimation
processes, enhancement of design management and processes through
updating of design standards and incorporating value engineering, enhancement
of IT and expansion of the communication network to include 45 district offices
and equipment procurement to support Quality Assurance of the Department.
Sub-component B.2, or the Corporate Effectiveness, covers the restructuring,
upgrading and modernization of corporate processes, developing sustainable
corporate partnerships, improvement of road management service delivery and
integrity support. Sub-component B.3, or the Strategic Sector Reform, focuses
on the strengthening of the operations of the Road Board and Road Fund as well
as review of its framework for subsequent sector restructuring. Sub-
component B.4 complements the previous three components as a means of
empowering the management team of NRIMP-2 to lead and manage change
through various opportunities in trainings, study tours, workshops and
consultations.

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22. To ensure project sustainability, continuity and non-replicability of

initiatives, some of the ICB components initiated by World Bank has been taken
up and continued by various donor agencies and development partners such as
JBIC and ADB so as to ensure continuity and open communication and
cooperation among the development partners. This was done to avoid future
expensive mistakes and avoid the past and present pitfalls within systems.
23. A number of project components would operate in a co-financing
partnership with other Development Partners. As a commitment of AusAID,
Corporate Effectiveness packages will be supported and implemented under the
auspices of the Philippines-Australia Partnership for Economic Governance
Reforms (PEGR) and Philippines-Australia Human Resource Development Fund
(PAHRDF). PEGR is being implemented under a partnering arrangement
between the Department of Budget and Management (DBM), National Economic
Development Authority (NEDA), Department of Finance (DOF), the Australian
Agency for International Development (AusAID) and Coffey International
Development (Coffey ID).
24. Programs that have been stipulated in NRIMP-2 and executed under PEGR
were: (1) Financial Management (FM) Service to DPWH wherein the task was to
provide assistance on strengthening the internal controls for supporting
documents associated with financial transactions at the Central Office,
assistance in improving financial reporting, parallel testing of the FM Budget
Module with subsequent adjustment of the software based on COA’s input,
installation of Modules and Outcome Based Monitoring Framework; (2) Integrity
Strengthening Strategy considered a number of programs aimed at enhancing
DPWH transparency by improving DPWH communications network and
department-wide implementation of IT-enabled systems. These include the
institutionalization of ROAD WATCH or “Bantay Lansangan” (BL) in partnership
with various Non-Government Organizations (NGOs) and peoples organizations
across the nation so as to encourage community vigilance and serve as a
platform for citizen’s voice, establishment of units to handle complaints and
investigate cases, implementation of stricter procurement conditions and
utilization of independent procurement evaluators, sustenance of training for all
members of its various Bids and Awards Committees (BAC) particularly in
collusion detection and incorporation of a computerized Business Systems for
Procurement and Financial Management (BSPFM); and (3) Supporting Road
Partnership (Road Watch) which concentrated on BL volunteer training in
engineering topics for fraud detection and liaison with the DPWH and
incorporating World Bank comments into the Draft Strategic Communications
and Advocacy Plan (DSCAP) for BL.
25. The Contractor commenced the BL volunteers’ first round monitoring of
selected foreign-assisted and locally-funded road projects nationwide, design of
data input and processing system, and the review and analysis of DPWH road
and bridge databases. Moreover, BL along with their partners and other
stakeholder will utilize the Road Sector Status Report Card, developed by PEGR,
which will allow them to validate and pre-test procedures and manual on
construction and maintenance, gather data, analyze systems and calibrate
computer programs for road network analysis, systems design and data
analysis, based on DPWH’s NRIMP data base.

Final Report
26. Under the PAHRDF, the program includes a Human resource and Leadership
Development wherein its first phase will culminate in early 2009 and its second
phase, under NRIMP-2, will start in the first quarter of 2009. The package
includes the development of a comprehensive HR and leadership Development
Plan to be formulated and developed to support and empower staff skills
development as well as to enable staff to align with the changing needs and
directions of an effective corporate culture. A key goal is to develop leadership
skills and potential among younger and mid-level professional staff in order to
attract and retain high calibre professionals. A second goal will be to streamline
and modernize recruitment, incentive and professional mobility to processes
across DPWH, including merit-based performance management corporate
standards and an internal communication strategy, in an interactive manner,
including through assistance, coaching and mentoring.
27. NRIMP-2 resulted in a stricter, more comprehensive set of anti-corruption
measures included in the project. To minimize all possibilities of unnecessary
human intervention, World Bank required the adoption of new sanctions
guidelines on fraud and corruption so as to combat a much wider scope of
activities linked to fraud, collusion and obstruction of investigations. This was
triggered by circumstances in 2003 when the Bank’s supervision identified signs
of bid-rigging in the procurement of two road contracts under NRIMP-1 and in
two further rounds of bidding in 2004 and 2006, and rejected award of the
contracts.
28. An investigation of the Department of Institutional Integrity (INT)
concluded in 2007 revealed that a cartel of contractors engaged in corrupt and
collusive practices in all three rounds of bidding. These findings were disclosed
to the Government of the Philippines in November 2007 for possible follow-up
under Philippine law. The investigative findings served as crucial factors in the
design of mitigating measures for NRIMP-2. Furthermore, INT initiated the
Bank's internal process to determine whether the practices detected in the
investigation merit the application of Bank Group sanctions.
29. NRIMP’s evaluation emphasized the need for transparency and
accountability in government transactions which prompted the creation of the
Procurement Transparency Group (PTG). The group was formed to evaluate,
comment on, record and monitor procurement activities of all government
agencies and offices. Its membership includes government agency
representatives from the Presidential Anti-Graft Commission, NEDA, Department
of Justice (DOJ), Department of Budget and Management (DBM) and the
Department of Interior and Local Government (DILG).
30. This encouraged strengthening the involvement of civil society through the
institutionalization of BL or Road Watch, an independent oversight and anti-
corruption group which is mandated to oversee road projects as well as to serve
as platform for citizen’s voices to be heard. Its tasks include: checking DPWH
fund spending, ensuring that value for money is being achieved, and reporting
on the actual results of improvement in road conditions with the end goal of
minimizing, if not eliminating, corruption and waste in the Department.
31. The ICB component under the REAPMP which is funded by JBIC is designed
to complement components of NRIMP-1 and 2 which have been initiated but not
fully implemented under NRIMP-1. REAPMP focused on three result areas,

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namely: (1) Maintenance through the enhancement of RMMS to cover training,

pilot run, institutionalizing and roll-out to all regions and districts; (2)
Enhancement of Road Traffic Safety through the upgrading of the Traffic
Accident Reporting and Analysis System (TARAS), conduct of trainings to DPWH-
PNP, and deploying them to various districts and improvement of the Road
Safety Audit (RSA); and (3) Physical Resources Management by strengthening
DPWH Quality Assurance System for Maintenance and Construction (QASMC),
Build-up of Capability of local consultancy and contractors for Road
Maintenance, enhancement of design capability for road hazard mitigation and
provision of DPWH Basic Equipment Capability to Respond to Emergency
Projects.
6.4.2 Constraints to Change: Policy and Institutional Deficiencies within DPWH

32. The ongoing and planned ICB initiatives within DPWH are structured based
on result areas for easy categorization and classification of ICB components. It
shows ICB components which are being prioritized by various donor institutions
and the target function. The matrix is helpful especially in ensuring no overlaps
and duplication of efforts are being undertaken among the various ICB
initiatives to be implemented. The bulk of the initiatives cut across various
bureaus and offices and targets the enhancement of their various functions
through systems improvement, hardware acquisition and implementation of new
systems, institutional support through coach, while Core Processes for Highways
include: (1) Plan, (2) Build (Design and Construction), and (3) Operate. These
processes are associated with DPWH’s highway assets while support processes
for public works include: (1) financial management, (2) physical resource
management, (3) human resource management, (4) information management,
and (5) procurement management. RIMMS is being continued under NRIMP-2
wherein the bulk projects identified focuses on IT improvements.
33. Road traffic safety, implemented under the 6th Road Project, was cited as
one of the successful programs implemented within the Department because of
the development and utilization of road safety manuals and handbooks as well
as the continued operation of the Traffic Accident Reporting System (TARAS)
which can identify potential high risk areas, accident location, black spot
sections and required civil works intervention. One issue identified was the lack
of funding to implement the required civil works intervention.
34. As part of its Business Process Improvements, Quality Assurance (QA) was
identified as one of the important components of ICB for DPWH. This will be
addressed under NRIMP-2 in the form of enhancing capacity for managing
quality in implementation, support applied research and evaluate performance
and cost effectiveness in road works. This will also include: standardization of
processes, trainings, procurement of material testing equipment, training of
district personnel as well as individual performance modules, capacity building
for training management, upgrading of library equipment and materials,
improvement of personnel information systems; applied research and
development; identification appraisal of geotechnical hazard areas: research
programs for long life roads; surface traffic; MIS and project monitoring
equipment.
35. ICT served as an enabler in the institution. Information systems at DPWH
are considered as one of the most advanced compared to other government

Final Report
institutions. The systems put in place under NRIMP-1 is said to facilitate DPWH
processes. However, various systems failures and problems have been noted,
specifically in the maintenance contracts, supply contracts, system
sustainability, systems obsolescence, hardware and system maintenance,
technical errors and system compatibility, among others. The costs incurred to
purchase original software and hardware is relatively high and its productivity
per cost is not justifiable given the system issues that arose thereafter. Also,
issues related to quality, reliability, usability of the data are questionable due to
the lack of performance benchmarks.
36. Moreover, there is lack of continuity within the system given the absence
of a maintenance agreement. The Monitoring and Information Service (MIS) is
trying to fill in this gap at present. However, system problems still exist such as
very slow system and unreliable networks and capability of hardware could not
accommodate the increase in applications. Improving the bandwidth is one of
the initial solutions to improve the system. The completion report for RIMSS
expounded on the difficulty to integrate and coordinate the large number of
contract packages implemented within RIMSS, prompting the hiring of services
of a coordinating consultant. This also contributed to further delay in data
gathering and retrieval.
37. The lack of performance benchmarks was also mentioned during the
strategic planning session which would help assess the performance of the
systems which was initially secured at great costs. It was hoped that the new
ICB component would not fall within a similar dilemma.
38. The RIMSS Completion report also discussed that, compared to other
components, there was low priority granted towards Human Resource
Management (HRM) and Organizational Strengthening programs in the
Department. Thus, it was once again reiterated that to ensure productivity
within the DPWH, human resources development, along with man-made capital
and natural resources, are essential and should be given due importance.
39. An examination of DPWH manpower personnel shows that the average age
of existing employees is 53 years old, almost of retirement age, and majority
had been in service for the past 16 to 30 years. Although a number of
individuals are quite receptive to change, the majority within this age group
would less likely be willing to adapt to the introduction of new processes and
would show resistance to the implementation of new systems.
40. In addition, Table 6.4.2.1 illustrates a high percentage of casual and
contractual personnel at various levels of DPWH which was further exacerbated
by the implementation of the Austerity Measure and the Rationalization Plan in
the Department. Moreover, these individuals are also not entitled to
government benefits and have temporary and irregular status. Issues that need
to be addressed are: frequent turnover of staff especially at the district level,
the lack of accountability and job ownership, mismatch between the function
and training provided, lower than required education level, seemingly low level
of productivity and work performance, among others.

Final Report
Table 6.4.2.1: Manpower Complement (as of June 30, 2007)

Number of Positions
Regular
Employees
Office Contract Daily/
Regular Charge to Total
ual Casual
Maintenance
Fund
Department Proper and Staff
2,072 10 171 0 2,253
Bureaus
Regional Offices 14,701 41 7,419 641 22,802
Project Management Offices 23 823 468 0 1,314
Grand Total 16,773 874 8,058 641 26,346
Source: http://www.dpwh.gov.ph/about_us/org_chart/manpower/manpower_complement.htm
41. Learning approach in the Department takes on a piecemeal approach

wherein staff and personnel learn by doing and have been subjected to inherited
approaches and procedures adapted from previous management. In the long
run, this can be a costly exercise and hampers the organization’s willingness to
adapt to new ways of doing things.
42. Effectiveness and efficiency of an institution may also be attributed to a
leader’s management style. Leaders with good management skills help improve
the organization. However, the frequent change in leadership due to changing
political climate results in the appointment of individuals lacking in management
faculties that would ensure efficiency and effectiveness of institutional
processes.
43. To address the issues, change management is being proposed at the
department. NRIMP-2 acted on this through the institutionalization of
procedures and systems as well as the implementation of a human resource and
leadership development program. A planning group is looking at areas
prioritized for improvement. Priority areas were implemented under NRIMP-1,
NRIMP-2, and complementing through the other areas are being proposed now
under REAPMP and under ADB.
44. Human resource capacity building must encompass aspects of awareness-
raising, education and training, attitude change, confidence building,
participation in decision-making and action. A critical goal of HRD is that of
maximizing people's potential to contribute to development by participating fully
in all its activities. Through capacity building, individuals and groups are
empowered to expand their abilities to more fully participate in the development
process. As people increasingly direct and control the process of change that
they themselves are bringing about, then the knowledge, skills, attitudes and
behaviours also requires change.
45. The needs assessment conducted by PAHRDF established the need for
organizational development and institutional strengthening within the
Department to address the lack of top level leadership and management skills.
Moreover, to address the need, NRIMP-2 formulated a comprehensive Human
Resource and Leadership Development (HRLD) Plan to support and empower
skills of DPWH employees. The strategic planning exercise was implemented
under the auspices of the PAHRDF aimed to develop and enhance the capacity of
DPWH in its service delivery and administrative governance, particularly human
resource management. The aim of the exercise is to be able to define the
strategic directions of DPWH from 2009 to 2016 or a period of 8 years, establish

Final Report
the key result areas and planning parameters as well as to come up with
performance objectives per strategic priority.
46. The whole program included corporate planning, strategic planning and
operations planning. While the exercise involved upper and middle
management in the first phase, initiated in July 2008 and is about to be
completed by 08 December 2008, the second phase, tentatively set to be
implemented in 2009, is aimed to replicate the program but at the regional level
and a selected number of staff from the district level.
47. The results included performance objectives, Operations Plan of each
Bureau and to ensure the sustainability of the plans and projects, it was
determined that there was a need for the institutionalization of the strategic
planning process and operations planning process. Also, through a Special
Order, the Strategic Planning Committee (SPC) was formed headed by the
Assistant Secretary for Planning. Membership includes: selected service
directors, assistant bureau directors, selected division chiefs.
48. Post Evaluation Exercise will be conducted by PAHRDF every six months
after the culmination of the program to assess the outcome of the exercise.
Likewise, the SPC also signified their intent to undertake post-evaluation
activities.
49. The aims of the sub-component on organizational effectiveness are to
increase effectiveness as well as improve performance and management of
DPWH staff. The initial focus will be a corporate audit of the DPWH which will be
used as the basis for developing a corporate plan and a business plan. The
former will include the design and implementation of a new organization
structure and staffing plan to update the Rationalization Plan. This will also
include the structuring, financing and monitoring of an incentives program to
encourage excellence in performance.
50. Corporate modernization scheme is also underway which aims to conduct
strategic reassessment and organizational assessment of the mission and
mandate of the DPWH including the 2006 Rationalization Plan so as to evaluate
the need for an alternative corporate structure. The program aims to address
issues related to the organization, staffing, processing time for various bureau
and office functions. Through internal consultation, strategic reassessment
exercises and recommendations, the task will produce plans for an enhanced
organizational structure, streamlined management, and a comprehensive
human resource and leadership development plan. After the approval from
DBM and adoption by DPWH, the plan would be implemented as a second stage
under the mandate of the Rationalization Plan for DPWH. The last item,
integrity development aims to support the implementation of the Integrity
Strengthening Action Plan of DPWH.
51. ICB Efforts concurrently require a human resource development component
in the form of trainings. The Department has strengthened IT literacy of its
personnel through various ICT trainings and the conduct of refresher courses.
However, funding for training are limited given that the bulk of DPWH budget
goes to civil works and maintenance. This has further been curtailed by the
Rationalization Plan in 2006 which required that the annual training calendar
identified by the BRS requires approval from the national government before its

Final Report
implementation. Due to approval delay, the 2008 training courses have not
been implemented since the start of the fiscal year. Other issues identified
were: lack of equipment and facilities, lack of experts, low remuneration for
speakers, high turnover of personnel being trained, mismatch between trainees
and actual scope of work, training multiplier effect is highly dependent on the
attitude of supervisors, lack of an evaluating and reviewing body, as well as
regularity in post-evaluation of trainings and workshops. The process of
identification of training needs, provision of trainings and utilization of
knowledge gained should be re-evaluated to rightfully reflect the DPWH’s thrust
and ensure wider impact.
52. As the importance of ICB entered the mainstream of development models
over recent years, there is a constant search for successful capacity building
templates which can be replicated over multiple locations. A recurring
frustration for international donors in their pursuit of effective aid spending has
been the lack of capacity of government to deliver the intended programs. It
was identified that the concept of ICB provision is rather vague within the DPWH
and the initial perception of ICB approaches are limited to training, consulting
services and equipment provision. Thus, there is a need to widen the
understanding and ensure a more open understanding of the concept. Training
is also necessary but to ensure adequate use of funds for trainings would bring
about huge impact on the organization, there is a need to re-evaluate the whole
process of identification and provision as well as post-evaluation of training
needs. Training courses should therefore be updated regularly.
53. A previous exercise administered by Southeast Asia Interdisciplinary
Development Institute (SAIDI) in 2005 identified the DPWH five (5) core values
which need to be strengthened. These are public service, integrity,
professionalism, excellence and team work. Further activities should bring forth
and concretize these core values.
54. The process of change management and business process reengineering
are difficult processes which pose the danger of misunderstanding and lack of
acceptance which dictates more substantial efforts in awareness building and
consensus. The implementation of new methods and technology should be
implemented within an overall framework of its relevance and potential
replicability to other areas as well as ensuring that the capacity of users are at
par with the system’s requirements. It involves assessing how the talents and
energies of staff can be enlisted and upgraded on a regular basis to improve
these institutions' operations.
55. The Consolidated Review Report on Relevant Transport Sector Work
completed for PEGR indicated that DPWH personnel in general have high
technical planning capabilities and skills which contrast with the local
government units directly dealing with the road network. A gap arises between
the technical-know-how of central personnel and staff at the regional/district
offices.
56. The value of skills improvement and technical capabilities, especially in the
short term, is undoubtedly important for capacity development, thus, should be
encouraged. However, its sustenance as well as the proper matching of
required trainings and actual personnel function are still recurrent issues.
Moreover, utilization and retention of already available capacities can only be

Final Report
achieved if this is analyzed in relation to the overall constraints identified such

as political and organizational issues.
57. Endemic corruption and collusion present within the Department heightened
the Department’s negative public image and required that Capacity Building
needs should address its bureaucracy and ineffectiveness. This has prompted
the creation of the Public information division (PID) which is tasked to manage
and optimize information needs of the Department, address the increasing need
for stakeholder meeting, change the negative image of DPWH, provide a
complaints desk as well as encourage and increase the involvement of civil
society to ensure transparency in Department transactions and processes.
58. The lack of cooperation between districts and the region resulted in less
efficient work output such as ensuring regular data collection and update as well
as smooth transfer of data from district to the region. Moreover, active
participation and involvement from other line units such as construction,
research and maintenance should be encouraged to determine and optimize
effective planning of systems change and improvement within DPWH as well as
ensure smoother implementation of new systems.
59. Further action is still needed in several areas such as in project
management which should include quality assurance. Although it has been the
focus of REAPMP and NRIMP-2, a quality assurance system for engineering
designs and estimates should be established and implemented across all
regions.
60. Performance monitoring of DPWH capabilities should be conducted on a
regular basis and should be assessed based on specific desired changes given its
complexity and methodologically-challenging procedures.
61. Management priorities should focus on increasing the participation of the
private sector, integrating value engineering, knowledge based development
and increasing thrust on outsourcing.
62. Increasing thrust on outsourcing should be considered with the
rationalization plan implemented in tandem with the outsourcing of construction
and maintenance works and supervision. To minimize the impact of the
rationalization plan, it is important to reconsider its impact on affected
employees and introduce ways and means to assist displaced engineers and
technical personnel such as support in construction and maintenance works or
as groups that can provide contract works with the department.
63. To supplement the lacking technical capabilities within the region,
outsourcing, contracting training services or strengthening partnership to
existing training institutes such as Development Academy of the Philippines
(DAP), University of the Philippines (UP), among others, could be an alternative
option.
64. Strengthening stakeholder participation in DPWH procedures should be
encouraged to increase transparency, awareness and accountability in
government transactions.

Final Report
6.5 Proposed ICB Programs

6.5.1 Identification Process
65. The previous sections present a review of past and current ICB initiatives in
the DPWH. Gaps and constraints have been identified and pointed to potential
areas of ICB that would put in place sound and adequate systems for the DPWH
to perform effectively its core functions.
66. ICB interventions that have been identified are basically based on the
following criteria.
(1) Those that continue existing activities.
(2) Those that will institutionalize established systems.
(3) Those that will ensure the successful implementation of established
systems and processes.
(4) New initiatives to address fully the ICB needs of the DPWH Strategic Plan.
67. The consultant worked closely with the Project Technical Working Group and
the ICB Component Group of NRIMP-2 in preparing an ICB package for this
project. The resulting package is described below, with project profiles shown in
Annex 1.
6.5.2 Proposed ICB Projects

(1) Preparation of Manuals and Guidelines in the Conduct of Post Evaluation of
DPWH Completed Infrastructure Projects and its Application to Pilot
Projects
68. There is a recognized gap in the level of technical–know–how of the
Department’s personnel in the Impact/Post-evaluation of completed projects. A
manual and guideline for the conduct of post- evaluation of completed projects
would increase the knowledge base of its personnel and thereby enable them to
accomplish their functions better.
69. The project aims to procure consultancy services to develop DPWH Manual
for Impact/Post-evaluation of completed projects. The said manual is targeted
to be adoptable either to foreign or locally-funded projects. The scope of the
consultancy services shall include: (1) the review of the existing criteria in the
selection of Projects subject to impact/post-evaluation and make revision if
deemed necessary and (2) review of available JBIC Handbook in the conduct of
Ex-Post Evaluation of completed JBIC funded projects and the Benefit Monitoring
& Evaluation for possible merging/revision in the preparation of Independent
Manual. Further, it shall include the procedural steps on the following: (1)
Procedures of Post-evaluation, (2) Tools of evaluation, (3) Points of evaluation
along with the Development Assistance Committee (DAC), and (4) Feedback of
evaluation findings. Other components of the proposed project are: (1) conduct
of actual Post-evaluation of pilot projects, (2) training of Planning Service staff,
other than the counterparts for sustainability, (3) the preparation of training
materials that fits the training needs of the participants, in the conduct of
Impact/Post-evaluation Training, and (4) the formulation of post-evaluation
framework, procedure, guidelines and manuals for the assessment of

Final Report
performance of the DPWH versus the target Medium Term Public Investment
Program (MTPIP).
70. The project is targeted for completion within two (2) years and has an
estimated cost of PhP 95.7 Million.
(2) Development and Installation of Program Management Information

System.
71. The overall objective of the project is to improve the tracking process of a
project including feasibility study, design, environmental compliance,
procurement of right-of-way, construction, project hand-over, maintenance and
post-evaluation. The following activities will be undertaken:
(a) Development of effective project management techniques that would
include the delivery of projects on time and within budget;
(b) Development of an automated project record-keeping application that
tracks project performance on a daily basis and links with the
payment process;
(c) Development/procurement of a project management tool, including
project management training that includes PERT/CPM methods and
implementation, project management documentation, resource
utilization for people, equipment and funds;
(d) Development of a project implementation status monitoring
application that will replace the Project Monitoring System (PMS) and
Project Management Office Monitoring System (PMOMS) of the
Department; and
(e) Development and implementation of contract turn-over policies and
procedures.
72. It may be noted that the project will entail the Development of application
systems for some phases of a project life cycle where, currently, there is no
enterprise application supporting them, e.g., environmental compliance
management, design management, and post evaluation. It will also include the
development of the application that would support the Contractors’ Performance
and Evaluation System (CPES) and the Consultants’ Performance Evaluation
System (CoPES).
73. The project is targeted for completion in 3.5 years and has an estimated
cost of PhP 300 Million.
(3) Capability Building in Infrastructure Development and Quality Assurance

74. The aim of the project is to improve pavement performance in the country
through a suitable research program, the improvement in material testing
capability and capacity and the installation of a quality assurance system. The
research program would focus on pavement performance, particularly
concrete/asphalt mix design.
75. The services of technical coaches will be engaged to assist and provide the
DPWH staff expertise in the field of Quality Assurance Management. Materials
testing equipment will be acquired to upgrade the DPWH laboratories

Final Report
nationwide. Upgrading of facilities will cover the DPWH district, sub-regional,

regional and BRS laboratories.
76. The project will also include engagement of consulting services to prepare
and implement an appropriate training program to demonstrate surface dressing
techniques for maintaining asphalt roads. The intention is to form a coherent,
competent and skilled team that would become the core resource for
subsequent training courses.
77. The project is targeted for completion within 8 years and has an estimated
total cost of PhP760,880,000. The amount covers consulting services,
requirements for research, and acquisition of materials and equipment.
(4) Strengthening the Environmental and Social Assessment Capability of

DPWH
78. As mentioned earlier, one of the problems within the Department is the
need to monitor, evaluate and assess programs. This project will increase the
assessment and monitoring capability of the Department in terms of
environmental and social safeguards. This specifically pertains to the
management of Right–of–Way within the framework of Asset Management.
79. The DPWH has already taken several steps to strengthen its environmental
management capability. These include the Highway Management Project and
NRIMP-1 and 2. Under NRIMP-2, the use of GIS Applications for ROW functions
was done. Initially, the use of GIS for ROW was piloted within 3 districts, i.e.,
one each from Regions 3, 7, and 11. The Department, however, envisioned that
the piloting for GIS application for ROW will be expanded and replicated to the
rest of the district offices in stages.
cost of PhP 285.0 Million.
(5) Procurement of Technical Assistance for the Gender Mainstreaming in

Infrastructure Development.
81. One of the observed problems within the Department is the low level of
productivity and performance of some of its employees. The project would
increase the morale of the Department’s women employee. This would increase
the chances of higher productivity and performance levels.
82. The project aims to formulate gender-sensitive policies and strategies for
the DPWH. It also aims to prepare a 6–year gender action plan highlighting
prioritized programs, projects and initiatives that will ensure gender-quality in
infrastructure development. The project also includes: (1) an initial analysis of
gender–related issues and concerns, (2) the implementation of gender–sensitive
pilot projects, (3) the organization of women’s group for the department, and
(4) training on trainers to enhance knowledge on gender and development
within the Department.
83. The project is targeted for completion within three years and has an

Final Report
(6) Procurement of DPWH Communication Network Equipment (Voice and Data)

84. An essential component of an organization, especially those as large as
DPWH, is its communication network. The project would respond to the lack of
voice and data network equipment. The project aims to connect 73 additional
District Offices to the Wide Area Network (WAN) of the Department. It includes
the construction of a network room or data center, power house and concrete
pedestal. It also includes the procurement of necessary equipment and
accessories, as well as, the connection to the Department’s Wide Area Network.
85. The project is targeted for completion within four years and has an
(7) Procurement of DPWH IT Computer and Software

86. The project responds to the discrepancy in the information and
communication system of the Department. Specifically, it will broaden the
network connectivity coverage of the Department’s information and
communication technology through the acquisition and installation of necessary
hardware and system software for 73 District Offices.
87. The project aims to expand the DPWH’s enterprise-wide platform of
database servers, application servers, administrative servers, and client
workstations. It includes the implementation of a three–tiered client server
architecture running a number of enterprise applications in all Department
Offices. Also, the Department intends to implement a virtualized server
environment in the Central Office. The project also includes the procurement
and installation of necessary equipment and softwares. Finally, it also includes
the required training and orientation to implement the WAN/LAN connectivity in
the most effective, efficient, and optimal manner.
88. The project is targeted for completion within four (4) years and has an
estimated cost of PhP151.2 Million.
(8) Comprehensive Human Resource Development

89. Some of the observed problems within the Department are: (1) the low
level of productivity and performance of some of its employees, and (2) old
fashioned approaches and procedures. The project would focus on the over–all
development and management of the Department’s workforce.
90. The project aims to develop a comprehensive approach to the management
of the DPWH’s workforce. The Department recognizes that its workforce is its
most valued asset who individually and collectively contributes to the
achievement of the goals and objective of the organization. The project has 4
sub–components, namely: (1) Leadership Development, (2) Organization
Culture Building, (3) Development of a Comprehensive Human Resource
Development Plan (CHRDP), and (4) Development of process and specifications
for procedures and the implementation of an Integrated Human Resource
application system.
cost of PhP386.1 Million.

Final Report
(9) Enhancement and Institutionalization of Traffic Accident Reporting and

Analysis System (TARAS)
92. TARAS has been developed as part of the REAPMP. However, the
installation of the system involving other agencies like the Philippine National
Police (PNP) has not yet been done. It is also necessary to deploy the TARAS to
the DPWH District Engineering Offices (DEOs) as currently only the Regional
Offices (ROs) are authorized TARAS Users.
93. It is proposed that as part of the project, the TARAS be enhanced.
Enhancement would include a shift in entry of accident data from the present
manual encoding to direct input from an electronic device to prevent backlog
and delays, as well as improving Reporting and Analysis Module (RAM) of the
TARAS. It is also desirable to integrate other road accident data systems of
other agencies, e.g. reporting and analysis system of the Metro Manila
Development Authority (MMDA) and the Department of Health (DOH) with
DPWH TARAS for a unified accident data system in the Philippines.
94. Part of the proposal is the delivery of continuous training for DPWH and the
PNP personnel on accident data collection and on the new processes of TARAS,
say twice a year for PNP Officers. It is also proposed that the application of
TARAS be expanded to include local roads by conducting pilot application in the
selected provinces/cities in Luzon, Vizayas and Mindanao.
95. The total cost of the proposal is PHP 42.2 Million spread over a period of
three (3) years.
(10) Improvement of Road Safety Audit (RSA) System

96. Just like the TARAS the development of the RSA was part of the REAPMP.
Its application, however, had been limited. The purpose of this project is to
make RSA an integral part of a sustainable Accident Prevention Program (APP)
for the national road network. Towards this end, it is important to continue the
conduct of training program for DPWH personnel and other government and
private institutions on the principles and procedures of conducting RSA. An
accreditation system would be put in place for personnel who had undergone
training on RSA.
97. The project includes a provision for extending assistance to the Planning
Service in the procurement and supervision of road safety projects. The
conduct of RSA on road sections not identified as black spots to be pilot-tested.
The proposed project would also entail a review of existing RSA policies and
procedures.
98. It is estimated that the project would cost PHP 185.5 Million over a period
of six (6) years.
(11) Road Partnership (Bantay Lansangan) Phase II

99. The general objective of the project is to provide continuous support to
sustain “Bantay Lansangan” (BL) to effectively ensure its operation as a partner
in good governance outside the sphere of government funding and vested
interests. Still in its infancy, BL needs outside support to carry on its mission to
uphold its advocacy in promoting changes and reforms in the country’s road
sector policies.

Final Report
100. The project would basically provide funding support to:

(1) Continue participatory results monitoring and evaluation through
public expenditure reviews in each budgetary cycle, planning and
procurement.
(2) Promote awareness of comparable and relevant global development in
the delivery of road services and road user strategies in improving
road service delivery through networking and linkages.
(3) Develop a series of training seminars, workshops, etc. on donor anti-
corruption policy and on how DPWH staff and other stakeholders can
best advance integrity in DPWH operations.
(4) Prepare and publish Road Sector Status Report Card.
(5) Provide the public relevant information on national road services as
monitored and analyzed by making appropriate use of media, internet,
public forum and dialogues.
(6) Build BL’s database on road sector information.
101. The total estimated cost of the project is PHP 48 Million spread over three
(3) years.
6.5.3 Summary of Initial Cost Estimates

102. The implementation of these projects will be spread over 3 tranches.
Tranche 1 is from 2010–2011, Tranche 2 is from 2012–2014, and Tranche 3 is
from 2015–2016.
103. Table 6.5.3.1 shows the estimated costs per project per tranche. Also
shown is the total estimated cost per tranche.
Table 6.5.3.1: Phasing of ICB Proposals
1st Tranche 2nd Tranche 3rd Tranche
TOTAL
2010 - 2011 2012 - 2014 2015 - 2017
Project Post-Evaluation 20.0 75.7 95.7
PMIS 150.0 150.0 300.0

Infrastructure Devt. &
140.0 407.8 213.1 760.9
Quality Assurance
Environmental & Social
95.0 95.0 95.0 285.0
Safeguard & ROW
Gender Mainstreaming 20.0 54.1 74.1
Communication Network 114.0 309.6 423.6
IT Facilities 35.0 116.2 151.2
Comprehensive HRD 50.0 336.1 386.1
TARAS 20.0 22.2 42.2
RSA 50.0 85.5 50.0 185.5
Bantay Lansangan 20.0 28.0 48.0

TOTAL
714.0 1,680.2 358.1 2,752.3

Final Report
7. TRANSPORT SECTOR ROADMAP FOR FUTURE ADB

PROJECTS IN THE PHILIPPINES
7.1 Introduction
1. Currently, road transport continues to be the dominant mode of

transportation in the Philippines, accounting for about 22 billion ton-kilometers
per year or 53 percent of the total domestic freight traffic, and around 83 billion
passenger-kilometers per year or 89% of the total domestic passenger traffic.
The Philippines has a total road network of 205,497 km as of 2007.
2. Transport investments play an important role in generating economic growth

Transport's contribution to sustainable economic growth depends on the extent
to how economic activities can be linked efficiently and economic distances and
costs reduced. The major role of trunk roads, secondary networks, and rural
access improvements, involves enabling increased agricultural production,
higher productivity, increased non-farm activity, improved labor mobility and
expanded participation in better health and education services.
3. Furthermore, it is well recognized that economic growth is the major force

contributing to poverty reduction. Transport investments can facilitate poverty
reduction in two ways(i) by directly increasing the productivity of the poor
through improved accessibility to schools, clinics, markets, businesses, etc; and
(ii) by increasing the productivity of employment generating business and
industry. Targeting transport investments to the poor or to poor regions should
be an integral element of a sustainable growth strategy that includes
investments in transport infrastructure and services.
4. Inadequate maintenance, on the other hand is resulting in large losses of

capital assets that are lost prematurely due to the neglected and deferred
maintenance. There is a common misperception that a lack of resources is the
reason for poor maintenance. The reality is that much more money is spent on
reconstruction of roads than would have been necessary had maintenance been
done in the first place.
5. It is imperative that road asset management principles are adopted in all

countries to determine the optimum use of available resources. In addition,
where road maintenance neglect has resulted in large backlogs in maintenance
and a deteriorating network, the creation or efficient functioning of a road fund
for managing maintenance should always be considered.
6. Large gains in efficiency are possible from institutional reforms that

strengthen the capacities of local, regional and national governments to manage
the framework for transport more efficiently and enhance the capacities of
transport organizations to provide customer-responsive services.

Final Report
7.2 Purpose of the Road Sector Policy Road Map
7. Purpose and Objectives of the Philippine Road Sector Policy Road Map
(PRSPRM) is to give a general overview of potential policy directions from
issues, trends, and developments in the current state of the Philippine road
sector development. It will give insights into the prevailing investment priorities
of the Government of the Philippines (GoP) and the Asian Development Bank
(ADB), trends and issues being faced, and identify areas where investments can
be looked into, financial windows of assistance and opportunities for further
growth and cooperation explored in greater detail. It can also be an aid in
identifying potential areas where the allocation of technical assistance resources
for the preparation of new investment projects, grant funding, more in-depth
policy review, researches and pilot projects can be made. The PRPSPRM can also
strengthen and harmonize activities and the linkages among the various
stakeholders in the sector.
8. The PRSPRM has 9 sections: (1) Key issues in the sector: (2) Government’s
Sector Policy and Planning Framework, (3) Government’s institutional
arrangements and capacity in the sector, (4) ADB sector experience, (5) role of
other development partners in the sector, (6) Intended sector outcomes and key
outputs supported by the ADB, (7) Links to CPS Outcomes and other sector
themes, (8) Indicative areas for interventions, and (9) Monitoring mechanisms.
7.3 Philippine Road Sector Development Status
9. Currently, road transport continues to be the dominant mode of

transportation in the Philippines, accounting for about 22 billion ton-kilometers
per year or 53 percent of the total domestic freight traffic, and around 83 billion
passenger-kilometers per year or 8% of the total domestic passenger traffic.
The road network carries in general all intra-island traffic.
10. The Philippines has a total road network of 205,497 km as of 2007 broken
down as follows:
Table 7.3.1: PHILIPPINE HIGHWAY NETWORK
As of December 2007
Classification Length % Paved % Unpaved
National 29,369 km 70 30
Arterial 15,559 km 79 21
Secondary 13,810 km 60 40
Provincial 31,284 km 25 75
City* 7,052 km 77 23
Municipal* 15,803 km 34 66
Barangay* 121,989 km 7 93
TOTAL 205,497 km 23 77
*Note: As of 2002
Source: DPWH
11. The Philippine Road Network currently comprised of the following:
a. North-South Backbone (5,234 km) - The main trunkline from

northernmost Luzon down to Southern Mindanao interconnecting major
islands.

Final Report
b. East-West Laterals (2,963 km) - Roads traversing backbone and across

the islands (about 100 km apart).
c. Other Roads (7,379 km) – Roads that provide direct access to
important centers and areas vital for regional development and
emergencies.
d. National Secondary Roads (13,971 km) - Other roads which
complement national arterial roads to provide access to other main
population and production centers.
12. While the average road density for the Philippine national roads appear
high at 0.67 km of road per square km of total land area (Table 7.3.2), many
areas have road densities much lower than the Philippine average. These
regions with low road densities and/or paved road ratios generally are also the
less economically developed regions or regions that have markedly undeveloped
provinces (Table 7.3.3). Overall paved ratio is low at a level of 0.23 which is
attributable to the large inventory of barangay or farm-to-market/village roads.
Table 7.3.2: Total Length and Paved Road Ratios, by Classification

As of 2007
Source: DPWH
Table 7.3.3: Surface Type and Paved Ratio by Region (National Road),
As of 2007
NATIONAL ROADS
TOTAL
REGION CONCRETE ASPHALT GRAVEL EARTH
LENGTH
km % km % km % km %
CAR 554 30 105 5.7 1174 63.6 13 1 1,846
NCR 713 69 318 31 0 0 0 0 1,032
REGION I 881 55 568 35 139 9 21 1 1,610
REGION II 908 51 319 18 537 30 1 0 1,765
REGION III 987 49 785 39 260 13 0 0 2,032
REGION IV-A 948 39 1115 46 341 14 0 0 2,404
REGION IV-B 685 31 323 15 1176 54 1 0 2,185
REGION V 905 41 682 31 610 28 0 0 2,197
REGION VI 1,217 42 960 33 700 24 4 0 2,880
REGION VII 892 44 853 42 272 13 19 1 2,037
REGION VIII 1,637 69 292 12 427 18 16 1 2,373
REGION IX 544 45 292 24 382 31 0 0 1,218
REGION X 729 43 440 26 513 30 0 0 1,682
REGION XI 662 46 247 17 537 37 0 0 1,447
REGION XII 558 43 256 20 490 38 0 0 1,304
REGION XIII 558 41 72 5 729 54 0 0 1,358
PHILIPPINES 13,378 738 7,629 400 8,287 457 76 4 29,370
Source: DPWH

Final Report
13. Table 7.3.4 presents the trend in growth of road length by road
classification. In general, from 1982 to 2007, the length of national roads had
been growing at an average of 0.63% per annum, provincial roads at 0.77% per
annum, city roads at 3.52% per annum, municipal roads at 1.62% per annum,
and barangay roads at 1.62% per annum. Overall, road length had grown at an
average rate of 1.25% per annum. Caution though on the quality of available
data as periodic adjustments and reclassification of data were noted.
Table 7.3.4
Growth of Roads In the Philippines (In km)
CY 1982-2007
NATIONAL PROVINCIAL CITY MUNICIPAL BARANGAY
YEAR TOTAL
ROAD * ROAD ROAD ROAD ROAD
1982 23,783 29,544 3,741 12,142 85,264 154,474
1983 24,137 29,725 3,718 12,240 85,847 155,667
1984 25,098 28,849 3,897 12,432 86,868 157,144
1985 26,259 28,425 3,987 12,825 90,214 161,710
1986 26,238 28,335 3,987 12,896 90,880 162,336
1987 26,082 28,964 3,955 12,875 85,940 157,816
1988 26,070 29,173 3,982 12,626 85,595 157,446
1989 26,095 29,144 3,949 12,707 87,149 159,044
1990 26,272 29,156 3,949 12,819 88,363 160,559
1991 26,422 29,156 3,949 12,819 88,363 160,709
1992 26,554 29,156 3,949 12,819 88,364 160,842
1993 26,594 29,156 3,949 12,819 88,364 160,882
1994 26,154 29,156 3,949 12,819 88,364 160,442
1995 26,720 29,117 3,949 12,819 88,364 160,969
1996 27,369 28,762 3,949 12,819 88,364 161,263
1997 27,650 28,530 3,949 12,819 88,364 161,312
1998 27,895 28,503 5,767 15,816 121,702 199,683
1999 29,247 27,224 5,767 15,816 121,702 199,756
2000 29,734 27,136 7,052 15,804 121,989 201,715
2001 29,878 27,076 7,052 15,804 121,989 201,799
2002 30,030 26,926 7,052 15,804 121,989 201,801
2003 28,649 26,926 7,052 15,804 121,989 200,420
2004 30,030 26,926 7,052 15,804 121,989 201,801
2005 28,952 26,926 7,052 15,804 121,989 200,723
2006 29,098 26,926 7,052 15,804 121,989 200,869
2007 29,370 31,285 7,052 15,804 121,989 205,500
* - Includes 120 km Expressways in Luzon (South Luzon - 42 km; North Luzon - 78 km)
operated by the Philippine National Construction Corporation (PNCC)
Note: The decrease of the length of road from 1985 to 1986 was due to the correction of
some national and barangay road sections nationwide with overlapping station and
double listed road section and non-inclusion of the physical length in lineal meters of
bridges; No updated provincial, municipal and barangay (farm to market and/or
village road) data for 2003-2006 and only 2007 provincial road data was updated.
Source: DPWH
14. As of 2007 the Philippines has a total of 7,743 national bridges with an
aggregate length of 314,453 l.m., of which 6,324 or 81.67% are concrete
(257,836 l.m.), 56 or 7.23% are steel (40.57 l.m.), 667 or 8.61% are bailey
(13,618 l.m.), and 192 or 2.48% are timber structures (2.42 l.m.) (Table
7.3.5).

Final Report
Table 7.3.5
Summary of Existing National Bridges (Length and Number) By Type
As of 2007
TYPE OF BRIDGE
Total
REGION Concrete Steel Bailey Timber
Length (in lm) No. Length (in lm) No. Length (in lm) No. Length (in lm) No. Length (in lm) No.
Cordillera Administrative Region 5,882 187 3,015 33 1,756 83 17 2 10,669 305
National Capital Region 18,746 264 567 5 19,313 269
Region I 24,139 441 5,611 58 327 19 30,077 518
Region II 18,007 381 4,328 23 303 20 55 5 22,693 429
Region III 25,229 569 3,519 37 21 1 102 7 28,871 614
Region IV-A 15,206 562 958 27 529 34 14 2 16,707 625
Region IV-B 15,027 408 1,578 45 3,358 128 581 46 20,544 627
Region V 20,033 519 1,389 34 730 50 22,152 603
Region VI 22,922 573 3,886 68 1,881 69 88 3 28,777 713
Region VII 15,375 460 2,051 25 552 36 67 3 18,045 524
Region VIII 25,646 717 5,474 58 1,151 72 759 63 33,030 910
Region IX 9,279 224 1,338 26 51 4 20 1 10,688 255
Region X 11,798 303 2,570 49 299 13 6 1 14,673 366
Region XI 10,837 224 966 14 402 14 12,205 252
Region XII 9,402 239 829 19 454 24 10,685 282
Region XIII 10,311 253 2,491 39 1,804 100 720 59 15,325 451
Nationwide 257,836 6,324 40,570 560 13,618 667 2,429 192 314,453 7,743
Source: Road and Bridge Information Application (RBIA), DPWH
Source: DPWH
15. In the Philippines, motor vehicles are classified in four groups: cars,
utility, trailers, trucks and buses and motor tricycles. Table 7.3.6 presents
data on 2007 motor vehicle registration obtained from the Land Transportation
Office, It will be noted that registration of all types of vehicles have more or less
steadily increased in the past 23 years. The average growth is 3.5% per annum
for cars, 6.60% for utility vehicles, 5.20% for trailers, trucks and buses, and
11.20% for motor tricycles. In 2007, total registered vehicles was at 5,530,052
consisting of 751,092 cars or 13.58% of the total, 1,795,610 utility vehicles or
32.47%, 335,776 trailer trucks and buses or 6.07%, and 2,647,574 motor
tricycles or 47.80% of the total.
Table 7.3.6: Philippine Registered Motor Vehicles

As ofMOTOR
2007 REGISTERED 2007VEHICLES
UTILITYTRAILERS MOTOR
TRUCK/
YEAR CAR VEHICLES BUSES TRICYCLES TOTAL
1985 347,949 420,566 108,667 242,990 1,120,172
1986 359,688 431,528 108,991 288,625 1,188,832
1987 358,765 456,930 111,490 249,568 1,176,753
1988 376,646 490,182 122,853 280,902 1,270,583
1989 412,998 553,355 134,136 330,975 1,431,464
1990 454,554 633,944 149,318 382,426 1,620,242
1991 456,606 691,538 157,095 410,127 1,715,366
1992 483,622 770,017 166,986 458,938 1,879,563
1993 531,240 858,771 187,449 547,655 2,125,115
1994 572,766 912,675 231,736 624,292 2,341,469
1995 626,571 998,331 247,393 708,059 2,580,354
1996 702,578 1,101,077 279,233 821,599 2,904,487
1997 743,299 1,191,392 306,814 952,044 3,193,549
1998 749,204 1,244,019 291,000 1,032,594 3,316,817
1999 773,835 1,310,865 304,366 1,144,666 3,533,732
2000 767,948 1,388,867 308,867 1,236,241 3,701,173
2001 729,350 1,489,266 308,983 1,338,263 3,865,862
2002 749,553 1,652,314 315,423 1,470,383 4,187,673
2003 742,665 1,686,317 310,711 1,552,579 4,292,272
2004 798,160 1,788,971 326,101 1,847,361 4,760,593
2005 788,408 1,791,794 321,814 2,157,737 5,059,753
2006 792,373 1,790,895 338,943 2,409,363 5,331,574
2007 751,092 1,795,610 335,776 2,647,574 5,530,052
Source:Land Transportation Office (LTO)

Final Report
16. In terms of the total number of registered motor vehicles by region for the
year 2004 to 2007 (Table 7.3.7), the highest share of motor vehicles was
noted in Luzon, particularly in the National Capital Region (NCR), and the lowest
share was noted in Mindanao, particularly in Region XIII. Of the total member
of registered motor vehicles. In 2007, 28% was recorded in the NCR and only
1.0% in Region XIII.
17. In terms the type of motor vehicles by type of fuel used by motor vehicles
(Table 7.3.8), it will be noted that there are more vehicles using gas than
diesel and that buses and trucks predominantly use diesel.
Table 7.3.7: 2004-2007 Registered Motor Vehicles by Region
REGISTERED MOTOR VEHICLES BY REGION

MOTOR VEHICLE REGISTERD
REGION 2004 2005 2006 2007
LUZON 3,301,208 3,581,797 3,691,634 3,857,901
NCR 1,505,409 1,580,753 1,555,174 1,592,036
CAR 52,300 63,921 63,505 64,664
I 243,470 268,697 288,066 310,783
II 167,180 178,501 179,545 192,491
III 579,204 628,086 690,411 733,360
IV 614,402 710,084 753,491 795,627
V 139,243 151,755 161,442 168,940
VISAYAS 834,250 782,717 869,130 861,650
VI 261,541 276,458 300,353 305,498
VII 470,222 400,384 457,816 436,156
VIII 102,487 105,875 110,961 119,996
MINDANAO 625,047 695,239 770,810 810,501
IX 133,633 148,698 147,036 168,635
X 126,176 137,791 154,698 158,416
XI 175,694 189,621 205,217 218,951
XII 140,975 164,794 205,618 205,211
XIII 48,569 54,335 58,241 59,288
TOTAL 4,760,505 5,059,753 5,331,574 5,530,052
Source:Land Transportation Office (LTO)
Table 7.3.8
1985-2007 Motor Vehicle by type of Fuel Used
MOTOR VEHICLES BY TYPE OF FUEL USED

CAR UTILITY VEHICLE BUSES TRUCKS MOTOR/TRICYCLE TOTAL
YEAR GAS DIESEL GAS DIESEL GAS DIESEL GAS DIESEL GAS DIESEL GAS DIESEL
1985 335,267 12,662 206,341 199,489 829 13,907 14,934 79,004 238,997 5,993 796,368 311,055
1986 344,197 12,491 211,888 204,666 1,958 13,016 13,858 81,362 280,448 8,179 852,349 319,714
1987 346,593 12,191 226,567 215,190 1,478 13,695 11,719 86,033 243,513 6,055 829,870 333,164
1988 364,355 12,291 248,612 226,487 797 14,288 14,899 93,128 277,201 3,701 905,864 349,895
1989 399,958 14,525 280,349 225,458 750 15,842 14,211 101,760 325,250 5,752 1,020,518 393,310
1990 437,079 17,475 333,598 292,005 1,050 17,291 17,445 113,537 373,812 8,814 1,162,984 449,122
1991 436,775 19,831 338,177 332,671 885 19,805 15,692 122,446 405,753 4,374 1,197,282 499,127
1992 457,397 25,225 360,032 389,458 1,116 24,711 13,592 133,107 454,636 4,302 1,286,773 576,803
1993 500,908 30,332 390,550 443,618 685 23,938 13,930 151,650 542,581 5,074 1,448,654 654,612
1994 540,442 32,324 415,877 496,798 671 26,924 14,814 189,327 616,819 7,473 1,588,623 752,846
1995 597,886 28,885 446,636 551,695 616 27,574 10,188 210,013 708,059 - 1,763,385 818,167
1996 673,678 28,900 487,134 613,943 613 28,717 11,554 208,834 821,599 - 1,994,578 880,349
1997 712,990 30,309 514,895 676,497 611 31,339 10,398 232,444 952,044 - 2,190,938 970,589
1998 719,649 29,555 527,840 716,179 763 31,043 6,851 224,491 1,032,594 - 2,287,697 1,001,268
1999 745,414 28,421 548,446 762,419 1,419 31,774 8,305 235,138 1,144,666 - 2,448,250 1,057,752
2000 738,654 29,294 577,545 810,572 1,257 32,629 8,320 240,049 1,236,241 - 2,562,017 1,112,544
2001 711,665 17,685 627,269 861,997 1,208 30,478 13,414 240,182 1,338,263 - 2,691,819 1,150,342
2002 731,392 18,161 676,746 975,568 821 33,094 12,337 245,437 1,470,383 - 2,891,679 1,272,260
2003 724,038 18,627 690,671 995,646 1,249 30,100 11,404 244,105 1,552,571 8 2,979,933 1,288,486
2004 768,442 29,718 743,007 1,045,964 3,846 31,157 10,199 257,778 1,847,361 - 3,372,855 1,364,617
2005 756,290 32,118 707,858 1,083,936 1,008 30,017 9,211 257,704 2,157,737 - 3,632,056 1,403,775
2006 756,802 35,571 696,919 1,093,976 2,466 26,678 13,928 271,973 2,409,363 - 3,879,478 1,428,198
2007 724,397 26,695 696,037 1,099,573 3,126 27,033 11,875 269,386 2,647,574 - 4,083,009 1,422,687
Source: Land Transportation Office (LTO)
Final Report
18. Despite major investments in the roads sector in the 1970s to 2008, with
technical and financial assistance from development institutions such as the:
International Bank for Reconstruction and Development (IBRD), Japan Bank for
International Cooperation (JBIC), Japan International Cooperation Agency
(JICA), and the Asian Development Bank (ADB), and other donor country
assistance programs; the demand for road development, improvement and
management remains high.
19. The Philippine road network suffers from the following principal
deficiencies:
a. Only 79% of the total national arterial road network is paved, 48

percent of its sections need to be rehabilitated, and 21 percent of the
network is still unpaved.
b. For the national secondary roads about 60% is paved, 49% of the
existing paved sections need to be rehabilitated, while there are still
40% which are still unpaved.
c. About 23% of the total length of all roads is paved and 77 percent is
still unpaved.
d. Some national roads, provincial and “barangay” (farm-to-market

and/or farm-to-village) roads require upgrading because of initially low
standards, deficient and/or substandard construction, inadequate
maintenance and/or damage from overloaded vehicles.
e. Areas where roads are most sparse and unimproved are also the most
economically undeveloped.
f. Missing or weak bridges lessen the usefulness of many roads. About

26 percent of the existing structures must be rehabilitated, replaced
and retrofitted.
7.4 Key Issues in the Sector
7.4.1 Underinvestment in the Road Sector
20. Between 199and 2005, there has been a decline in the total public sector
infrastructure expenditures as a percentage of GDP in the Philippines resulting
to a significant underinvestment by the national government, government
owned and controlled companies, and local government units (LGUs) fell from
3.3% of GDP in 199to 1.8% in 2005, then rose to 2.3 percent in 2006 and to
2.6% in 2007. This is less than the 5% benchmark estimated by the World Bank
that will enable middle income countries in East Asia to meet their infrastructure
development requirements and growth aspirations.

Final Report
Table 7.4.1:1 Philippine Infrastructure Expenditures, 1999-2007
Source: World Bank, Philippine Expenditure Review Transport Infrastructure, 2007
21. Between 199and 2005, DPWH expenditures for infrastructure dropped by

half. From 1.57% of GDP in 1996 these peaked at 1.70% in 1997. During the
Asian financial crisis in 1997-98, these fell sharply to 1.27% in 1998. The
budget for DPWH has since continued to slide to its 2005 level of 0.71% of GDP.
With the increased priority given by the government to infrastructure, however,
the DPWH budget rose to 0.76% in 2006 and 0.98% in 2007, still below the
1.70% peak in 1997.
22. Maintenance was affected by the low expenditures on infrastructure. 23%

of the 20,505 km were in poor condition in need of rehabilitation in 2006.
According to the World Bank study “Better Roads Philippines”, only about 26%
of the estimated requirements to adequately maintain the national road network
were funded in 1999. Total spending has not significantly increased since 2000.
The Motor Vehicle Users Charge (MVUC), meant to raise revenue for road
maintenance has produced mixed results
23. Funding shortages are a primary cause of the problems of the road
network. The available MVUC special funds of about P 4 to 6 Billion in the last
four years cover only 21-32% of the maintenance needed and is contributing to
the progressive deterioration of roads. The low level of expenditures is
attributable to the low contribution by the Government, road users, and the
private sector in general; low relative priority accorded to the sector by the
country’s leadership.
24. For routine maintenance, a disproportionate share has been used to fund
employment-generating roadside maintenance programs – 25% in 2003, 33%
in 2004, 35% in 2005, and 40% in 2006. This is typically earmarked to
sweeping, beautification, planting, and other labor-intensive activities with up to
10 workers per km. The more important task of carriageway maintenance
suffers as a result.
25. The problem of politicization of project-resource allocation also exists with

about 60% of allocated MVUC funds had been allocated based on political and
equity considerations. Congressional allocation comprises about 10-20% of the
DPWH budget and is allotted to small community projects like barangay (farm-
to-village) roads are not aligned with the DPWH mandate and have limited
national impact.

Final Report
7.4.2 Lack of Government Policy Coordination
26. There is a need for coordination between the sector line departments and
oversight agencies on the development of an overall sector master plan to
province and integrating framework for infrastructure, There is also a need for
an updated inter-modal transport plan that would harmonize and rationalize
road, rail, sea and air intermodal linkages in transport planning and operations.
Planning-budget linkages and disconnects or mismatches were noted among
said agencies which in the end run are resulting to inefficient allocation of
resources (i.e. investments in lower priority or non-viable projects of vested
interest parties), poor capacity (e.g. timely Government cash support and
budget cover), conflicts among agencies, and poor governance.
7.4.3 Faster achievement of the Millennium Development Goals
27. There is the need to accelerate attainment of the MDGs by enhancing

public sector efficiency in addition to MDG-related issues addressed through
rural and urban operations such as rural incomes, access to water and
sanitation, and environment improvements. For the Philippines, some
Millennium Development Goals (MDG) was noted to be lagging. Trends show
that national progress for measures relating to child mortality, combating
disease, and environmental sustainability; while advances in attaining universal
primary education, improving maternal health, and increasing access to
reproductive health services require a refocusing of development efforts. Sub-
national progress has also been uneven, and in cases deteriorated, as in the
case of Mindanao. Other social sector trends limit progress in poverty reduction
– i.e. annual population growth is 2.1%, higher than in many other countries in
the regions well as a coherent population control policy was noted to be not yet
in place. High population growth undermines social service delivery
improvements, and contributes to declining MDG performance in, for example,
education. Generally, poverty incidence declined from 33% of the population in
2000 to 30% in 2003, but increased to 33% in 2006. Household income
surveys show a 4.0% decline in average family income between 2003 and 200,
adjusted for inflation using 2003 prices, despite real per capita increases in
GDP. Income inequality, as measured by the Gini-coefficient, changed little
from 0.4605 in 2003 to 0.4580 in 2006 which is high relative to Asian
neighbors. Poverty in the Philippines is largely found in rural areas and is linked
to low productivity, agriculture-based livelihoods. Poverty rates are also high in
the conflict-affected area of the Autonomous Region of Muslim Mindanao
(ARMM).
28. Continuing support for local urban and rural development and
environmental management issues also contributed to MDGs. Strategies and
programs geared at enhancing institutionalizing the 1991 Local Government
Code (LGC) notably to enhance decentralized service delivery in the regions,
provinces, municipalities, barangay (villages), and communities, especially for
roads related urban and rural development. National and local government
roles need to be fully rationalized. This compounds the lack of clarity in
resource control, accountability and responsibility for administration
arrangements, budget allocation, and functional assignments. Urban and rural
development was seen as having the potential to address poverty reduction,

Final Report
social inclusion and service access, and environmental problems. While support
was relevant, multiple institutional layers; bureaucratic inefficiencies;
operational design issues, including land acquisition; and failure to implement
policy provisions relating to environmental management limited expansion of
the program. Tables 7.4.2 and 7.4.3, presents development of the country’s
progress relative to MDGs.
7.4.4 Weak Investment Climate
29. Low spending on infrastructure and human resources undermined the

Government's efforts to attract private sector investment and increase
competitiveness. Added to this was the deterioration in governance and
competitiveness indicators, particularly macroeconomic stability, the control of
corruption and infrastructure, which lowered investor confidence. This will
underscore Government’s role in prescribing appropriate policy and regulatory
frameworks, providing the necessary public infrastructure, and supporting
broader governance efforts such as the reforms in the judiciary and anti-
corruption prosecution, enhancing the rule of law, and supporting high profile
efforts against tax evasion. Growth is being stifled by the weak investment
climate, distortions in industrial competitiveness, and governance problems in
the administration and regulatory frameworks.
30. For the road sector the provision of the necessary economic support
requirements, adherence to new planning systems (e.g. MYPS, HDM-4, PMS,
BMS), improvement of systems (planning and selection of projects,
procurement, design, construction supervision, quality assurance, maintenance
and sustainability, financial management and internal control, etc.) with
efficiency and value for money in mind will enhance investor confidence and
investments in the country.
7.4.5 Improving Economic Outlook for the Country
31. In the 2002-2007, the Philippines achieved 6 consecutive years of annual

gross domestic product (GDP) growth averaging 5.6% per annum over the
period. This has been driven largely by an expanded service sector growth was
accompanied by low to moderate inflation, low real interest rates since 2001,
and unprecedented current account surpluses that boosted the country's
balance of payment position. Furthermore, Government was able to reduce the
consolidated fiscal deficit through a combination of new revenue measures,
improved tax administration and actions to address inefficiencies of government
corporations, especially in the power sector. Annex 2 presents a summary
update on the latest economic and social indicators for the country.
32. In early 2008, however, risks began to emerge to the sustainability of this
growth rate arising from a slowdown in the United States economy and other
external factors such as high commodity prices (e.g. oil).
33. The Philippines has crossed the threshold of per capita incomes (beyond
ADF norms of $925 in 1997 prices) but exhibits high poverty incidence. In
terms of unemployment and poverty, Poverty incidence declined from 33.0% of
the population in 2000 to 30.0% in 2003, but then increased again to 32.9% in

Final Report
2006 despite robust growth performance. Unsatisfactory job creation is

reflected in a labor underutilization rate.
7.4.6 Improving Private Sector Participation and Enabling Environment for

Participation
34. Operation and construction of infrastructure facilities, are increasingly

being competitively contracted to the private sector, with often-dramatic effects
on increasing productivity and efficiency. During the 1990s the transport sector
shared in the rising interest in private financing of infrastructure investment in
developing countries. The transport sector attracted more than $100 billion of
private financing in the 1990s, about twice official aid flows to the sector in the
same period. After the Asian financial crisis, new private investment in
infrastructure in East Asia and South Asia dropped to about 25% of earlier
levels.
35. Notable successes in private finance through cooperative joint ventures for
construction of toll roads, post-construction securitization essentially all in the
form of equity contributions, and entry into international bond markets for road
financing. About 80% of private investment in toll roads and all private mass
rail transport investment were in cities (urban context). Private involvement in
long term maintenance contracts is a relatively new area to be expanded in the
near future.
36. ADB has demonstrated readiness to be involved in public-private

partnerships. However, concerns over handling of right-of-way issues requiring
resettlement, lack of competitiveness with other bilateral development partners,
and perceived high transaction costs of ADS-administered projects have limited
ADB's contribution to large-scale transport and water infrastructure.
Government planning and regulatory framework, including the legal framework
thereof, negotiation and award, monitoring and risk management aspects need
to be looked into.

Final Report
Table 7.4.1.2 (1/2)

Final Report
Table 7.4.1.2 (2/2)

Final Report
Table 7.4.1.3 (1/3)

Final Report
Table 7.4.1.3 (2/3)

Final Report
Table 7.4.1.3 (3/3)

Final Report
7.5 Sector Policy and Planning Framework

7.5.1 Philippine Development Needs
37. Philippine development plans take into consideration the archipelagic

geography and nature of its economy. The major islands of the country need
to be interconnected by good transport and communications networks that will
open up new economic opportunities, reduce transportation and transaction
costs of business, and increase access to social services. This interconnection
seeks to develop, strengthen and sustain the socio-economic, cultural and
political linkages between and among its regions. Eventually, this connection is
envisaged to decentralize progress and bring equitable development to the
countryside.
38. Current long term development plans of the Philippine Government is

pursuing policies that address the root causes of declining competitiveness.
Crucial to these is the reduction of transport and distribution costs through
better transport (e.g. completion of the nautical highway system) and digital
infrastructure and logistics. Furthermore, policy reforms that will benefit all
economic sectors is being pursued such as vigorous support is given to micro,
small and medium enterprises (MSMEs) and agribusiness to decentralize
development and address the problem of high unemployment and rural poverty.
The poor quality of infrastructure is often cited as one of the main problems
affecting the Philippines’ global competitiveness.
39. The Philippine Government recognizes the fact that it lives in a global
economy, closely interconnected by trade and investments. Thus, government
is effecting and pursuing fundamental reforms and changes to bring in
investment that will create jobs and opportunities and eventually reduce
poverty.
40. Given the current fiscal constraints, investment priority is presently being
focused in areas where the Philippines has natural and human resource
advantage such as: IT-related industries, contact centers, tourism, fashion
garment, jewelry, medical services/healthcare/wellness, electronics,
automotive, agri-business/marine-culture, and shipbuilding, etc.
41. Under the current administration of President Gloria Macapagal Arroyo, a

10-point legacy agenda is being pursued that will comprise the major policies
and programs to win the war against poverty. This legacy is incorporated in the
2005-2010 Medium Term Development Plan which calls for more focused action
strategies that include: the promotion of livelihood, strengthening of education,
attainment of fiscal stability, decentralized development, and arriving at
sustained national harmony.
42. As part of the Philippine Government’s second phase of economic reforms

under which it is investing in better infrastructure and services to create jobs
and improve living standards, the Arroyo Administration had restructured the
Philippine economy into “super regions to bolster the 5 distinct sub-economic
regions of the country as follows:

Final Report
 Northern Luzon Agribusiness Quadrangle – Agribusiness

 Luzon Urban Beltway – Globally competitive industrial and service center
 Central Philippines – Tourism
 Agribusiness Mindanao – Agribusiness
 Cyber Corridor – Information and communication technology and
knowledge economy
43. The establishments of these sub-regions are envisaged to: (i) create
opportunities across the country, serve as catalyst for development and serve
as prime advocate of the strategic theme in area, and (ii) focus implementation
of priority programs and projects identified in 2006 State of the Nation Address
(SONA) of President.
44. An efficient transport network is envisaged to reshape the country’s

physical and economic configuration. From fragmented and island economies
separated by mountains and seas, the country envisions to develop into a
unified, well-integrated economy where people and goods can move and trade
swiftly and efficiently, locally and internationally. The transport and logistics
system is further envisaged to become adequate and efficient to, among
others: (a) help bring down the cost of food for workers especially in the
country’s industrial heartland and make food plentiful at reasonable prices; (b)
assist in making the country’s wages internationally and globally competitive;
(c) serve priority production areas and population centers; and (d) provide
access to major tourism destinations and conflict-affected areas.
7.5.2 Road Administration
45. Philippine roads are currently administered by the following agencies:
Table 7.5.2.1 Administration of Roads by Classification

Road Classification Road Administrators
National Roads National Government - DPWH
Provincial Roads LGUs – Provincial Governments
City/Municipal/ LGUs – City and Municipal
Barangay Roads Governments
Expressways and Toll Operations Concessionaires, Phil. National
Toll Road Const. Corp. (PNCC), etc.
7.5.3 DPWH Mandate
46. Pursuant to Executive Order No. 124, series of 1987, the DPWH is
mandated to undertake: (a) the planning of infrastructure, such as roads and
bridges, flood control, water resources projects and other public works, and (b)
the design, construction and maintenance of national roads and bridges, and
major flood control systems. These activities are undertaken in support of
national development objectives such as those envisioned under the 2005-
2010 Medium Term Development Plan (MTDP).

Final Report
7.5.4 DPWH Vision, Mission, and Goals
47. In 2004 and currently for 2008-2009 (on-going), the DPWH has
undertaken and is updating Department strategic planning process. It has
crafted its mission, vision, and goals as follows:
Vision:
48. DPWH is a model agency in the infrastructure development of the country.

It is a strong partner in strengthening the national economy and improving the
life of every Filipino.
Mission:
49. To provide and manage quality infrastructure facilities and services

responsive to the needs of the Filipino people in the pursuit of national
development objectives.
Goals:
50. The following 3 goals are currently being pursued in the 2005-2010 and
2011-2016 planning horizons:
(1) Improve the public’s access to activities, goods and services through the
preservation, improvement, and expansion of the national road network
in a cost-effective and environment-friendly manner, and enhance its
operation, safety, efficiency and inter-modal connections;
(2) Protect and enhance the communities and environment thru flood control
and mitigation measures and the provision of other facilities; and
(3) Improve the public’s satisfaction of DPWH through organizational reforms

and culture change, living up to the values statement and effective
delivery of quality goods and services.
7.5.5 Road Sector Strategies
51. For the Philippine road sector, the main goal of the DPWH is to improve
the public’s access to activities, goods and services through the preservation,
improvement, and expansion of the national road network in a cost-effective
and environment-friendly manner, and enhance its operation, safety, efficiency
and international connections. In pursuit of this goal, the following policies and
strategies have been formulated/adopted:
Table 7.5.5.1: DPWH Policies and Strategies
Strategies Objectives
1. Formulate long-range physical Prepare by Region and by District, master
master plans by region, to relate plans for 2025, and medium term programs
national roads with local roads, other for 2005-2010, covering national roads in
transport modes, and other relation to other infrastructure, with the
infrastructure of national and local concurrence of Regional Development
governments, considering land use Councils (RDCs).
plans and needs of agriculture,

Final Report
tourism and industries; prepare
corresponding medium-term (6-10
years) regional development
programs for national roads.
2. Under the long and medium term
plans and programs:
a. Pave all national roads with Increase ratio of paved length to total length
concrete or asphalt of national roads from 70% in 2004 to 95%
in 2010, with International Roughness Index
(IRI) of less than 4.
b. Replace/construct national bridges Increase ratio of permanent to total national
with permanent structures bridges, from 93% in 2004 to 100% in
throughout the country 2010.
c. Prioritize roads to support the 10-
point agenda of the Government:
c.1 Complete the nautical highways Complete paving and improve remaining
to transport the produce of unimproved road sections of the Western,
Mindanao to Luzon and Visayas Central, and Eastern Nautical Highways.
Rehabilitated or replace weak bridges along
the routes.
c.2 Decongest Metro Manila

Complete expressway projects and
undertake projects to speed traffic out of
Metro Manila
c.3 Address critical transport
bottlenecks In urban areas, implement widening, traffic
management and intersections improvement
to ease congestion. In rural areas, pave ()
and improve arterial road links between
regional centers and production areas.
c.4 Improve access to major tourist Pave and improve roads leading to tourist
destinations complexes at Cebu-Bohol-Camigiun,
Palawan, Cordillera, Clark-Subic and Davao.
Pave (and improve roads in ARMM, Bondoc

c.5 Improve roads to support peace Peninsula (Quezon), Cordillera, Bicol and
and development in Muslim Samar.
Mindanao and other conflict/
impoverished areas
61. Institutionalize Information Implement Road Network Planning and

Technology (IT)-aided planning Multi-Year Programming System (RNPMYPS),
processes developed under the Road Pavement Management System (PMS),
Information and Management Bridge Management System (BMS), Routine
Support System (RIMSS). Maintenance Management System (RMMS),
Road Safety Program, and Road and Bridge
Information Applications (RBIA) for all
national roads.
62. Allocate infrastructure funds

according to the following order
priority:
a. Preservation and maintenance To fully meet computed needs, with

(especially national roads). International Roughness Index (IRI) of less
than 4, by increasing allocation for
maintenance of national roads from P4.8B to
P13.5B by 2010.

Final Report
b. Rehabilitation To meet rehabilitation needs (based on
PMS/BMS) by providing adequate funding.
To meet improvement needs and traffic

c. Improvement demand,
To ease traffic congestion, shorten travel

d. New construction time and provide alternative routes.
7.5.6 Key Measurable Targets
52. To attain the development goals in line with the policies and strategies set
above, the medium-term program for transportation infrastructure aims to
undertake the priority sub-sector activities. The said activities will focus on the
following targets for the road sector:
a. National arterial roads (15,559 km) will be 95% paved by 2010,

compared to 83% in 2005. This will require the paving of 2,645 km and
the rehabilitation/widening/upgrading/construction of 2,188 km.
b. National secondary roads (13,810 km) will be 65% paved by 2010,

compared to the existing 52% in 2005. This will entail the paving of
1,145 km and the rehabilitation of 315 km.
c. National bridges (314,453 lineal meters or l.m.) will be 100% permanent

by 2010, compared to 93% in 2003. This will involve the reconstruction
of 17,280 l.m. of temporary bridges and the improvement of 36,574 l.m.
of existing bridges and the construction of 4,062 l.m. of new bridges.
d. The investments for national roads will shift in favor of regions with low
road densities and low paved road ratios.
e. The Medium-Term Program will emphasize the upgrading of arterial

roads leading to regional growth centers with special attention to
Mindanao and other undeveloped regions.
f. Major Roads Supportive of Priority Tourism Areas which includes: Manila,

Cebu, Davao, Subic/Clark, Baguio will be improved.
g. Strategic roads will be improved to stabilize the peace and order

situation in areas affected by armed conflicts and, therefore, provide for
an environment more conducive to economic growth.
7.5.7 DPWH Medium Term Public Investment Plan (2005-2010)
53. Figure 7.5.7.1 presents the DPWH Medium Public Investment Plan for
DPWH for 2005-2010 for it to attain its objectives and targets in the roads
sector.

Final Report
Figure 7.5.7.1
Source: DPWH
54. Table 7.5.7.1 presents the DPWH Maintenance Investment Program from
1987 to 2007 that shows that about 90% of the DPWH maintenance
investments coming from the GAA and Motor Vehicles Users’ Charge is being
annually programmed for roads and bridges.
Table 7.5.7.1
DPWH Maintenance Investment Program
1987-2009 (In Million Pesos)
YEAR LENGTH OF SOUR TOTAL ROADS & OTHER % of

ROADS (Km) CE OF INVESTMENT BRIDGES CATEGORIES ROADS &
FUND P ‘000 P ‘000 P ‘000 BRIDGES
1987 26,222.637 GAA 1873.60 1795.50 78.10 95.83
1988 26,229.676 GAA 2028.70 1819.10 209.60 89.67
1989 26,082.345 GAA 2044.50 1797.80 246.70 87.93
1990 26,304.566 GAA 2424.40 2137.70 286.70 88.17
1991 26,304.817 GAA 2313.90 2136.00 177.90 92.31
1992 * 25,768.068 GAA 1564.10 1385.60 178.50 88.59
1993 * 25,947.582 GAA 1839.40 1661.40 178.00 90.32
1994 * 26,118.536 GAA 1939.40 1767.50 171.90 91.14
1995 * 26,404.155 GAA 3869.00 3237.00 632.00 83.67
1996 * 26,249.172 GAA 4063.30 3399.00 664.30 83.65
1997 * 27,527.180 GAA 4265.30 3586.10 679.20 84.08
1998 * 26,879.802 GAA 4214.06 3696.00 518.06 87.71

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YEAR LENGTH OF SOUR TOTAL ROADS & OTHER % of

ROADS (Km) CE OF INVESTMENT BRIDGES CATEGORIES ROADS &
FUND P ‘000 P ‘000 P ‘000 BRIDGES
1999 * 27,184.026 GAA 4401.66 3786.60 615.06 86.03
2000 * 27,170.980 GAA 4925.75 4093.70 832.05 83.11
2001 * 28,795.970 GAA 4909.70 4093.70 816.00 83.38
2002 * 29,164.880 GAA 4877.30 4093.67 799.63 83.93
2003 * 29,361.050 GAA & 4944.72 4846.71 114.01 98.02
MVUC
2004 * 30,466.350 MVUC 4944.72 4846.71 114.01 98.02
2005 * 29,295.010 MVUC 5839.22 5741.21 114.01 98.32
2006 * 29,625.720 MVUC 6058.6 5960.59 114.01 98.38
2007 * 29,968.080 GAA & 10,740.21 10,219.20 571.01 95.15
MVUC
84,081.54 76,100.79 8,170.75
Note * - Length does not include the Autonomous Region of Muslim Mindanao (ARMM )
Source: DPWH
7.6 Government’s Institutional Arrangements and Capacity in the Sector
55. Table 7.6.1 presents the main laws that govern the road sector in the
Philippines. Two main laws govern the Philippine road sector: the Philippine
Highway Act (RA 917, 1953) and the Land Transportation and Traffic Code (RA
4136 of 1964) with the former defining the 4 classes of roads (national,
provincial, city/municipal and barangay), while the latter sets the rules for road
use.
Table 7.6.1
Main Legal and Regulatory Provisions
Legal Provision Purpose
Commonwealth Act (146, 1936), and Provides the framework for grant of
amendments, the latest being franchises for public land transport for hire,
Executive Order 125-A, series of 1987 including rate setting based on application
and public hearings. Makes the Land
Transportation Franchising and Regulatory
Board (LTFRB) the quasi-judicial grantor.
Philippine Highway Act (RA 917, 1953) Provides for an effective highway
administration; classifies roads according to
administration and funding; Establishes a
Highway Fund, and provides for technical and
financial assistance to provinces, cities, and
municipalities.
Limited Access Highway Act (RA 2000, Sets the framework for the development of
1957) limited access roads under the administration
of the Department of Public Works and
Highways (DPWH).
Land Transportation and Traffic Code Governs the registration and operation of
(RA 4136, 1964) motor vehicles and licensing of owners and
drivers, and establishes traffic rules.

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Legal Provision Purpose
Equivalent Maintenance Kilometer Allocates funds for maintenance of each road,

Method (Presidential Decree 17, 1972) based on a maintenance formula – equivalent
maintenance kilometers (EMK) which takes
into account traffic volumes, road
dimensions, surface and bridge type.
Charter of Toll Regulatory Board Regulates entry and pricing of limited access
(Presidential Decree 1112, 1977) roads.
Charter of the Department of Public Reorganizes the Department of Public Works

Works and Highways (Executive Order and Highways into its current form and
124, series of 1987) functions.
Local Government Code (RA 7160, Delineates powers and responsibilities of

1991) provinces, cities, and municipalities, and
“barangays” (villages) in a number of
economic sectors; Devolved the maintenance
of barangay roads to barangays.
Build-Operate-Transfer Law (RA 6957 Lays down the rules for private sector
as amended by RA 7718, 1994) financing and development of infrastructure
Right-of-Way Law (RA 8974, 2000) Sets rules for expediting right-of-way
acquisition and stipulates the role of Local
Government Units (LGUs) in relocation/re-
settlement; Allows for the immediate
possession of land being expropriated upon
payment of zonal value of the property and
pending court decision on the final purchase
price.
Motor Vehicle Users’ Charge (RA 8794, Provides for additional resources for
2000) maintenance, safety, and air pollution
control, and for establishing a Road Board for
the prudent and efficient management and
utilization of these resources.
Government Procurement Reform Act, Attempts to: harmonize procurement

(RA 9184, 2002) processes across all national agencies and
LGUs, simplify pre-qualification and award,
enhance transparency, and encourage
electronic bidding
Source: World Bank Group, Philippines: Meeting Infrastructure Challenges, 2005
56. Table 7.6.2 presents the allocation of responsibilities among government

agencies involved in the road sector. The central government has been the
dominant provider of roads, through the DPWH, with the LGUs and DILG playing
a secondary role. Currently, the DPWH assists the LGUs in road provision when
they lack the capacity to undertake these tasks.

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Table 7.6.2
Road Sector Allocation of Responsibilities/Mandates
Agency Functions
Department of Public Works and  Planning and construction of the national
Highways (DPWH) road network
 Maintenance of the national road network
 Setting technical standards for the
construction of all road and bridge classes
 Establishing regulations for vehicle weights
and axle loads for all road classes
 Selective upgrading and construction of
local roads for other agencies, such as the
Department of Agriculture and Department
of Agrarian Reform, and through
Congressional Funds
 Assisting LGUs in the provision of roads
when such services are unavailable or
inadequate
Road Board  Managing the Special Road Fund (SRF)
where collected monies from the Motor
Vehicle Users’ Charge (MVUC) are
deposited and designated for road
maintenance, safety, and air pollution
control
LGUs: Provinces, Cities, and  Planning and construction of local roads
Municipalities (including barangay roads) within their
respective jurisdictions
 Maintenance of local roads
 Economic regulation of tricycles and
pedicabs for hire, in terms of market entry
and pricing.
LGUs: Barangays  Maintenance of barangay roads
Department of Interior and Local  Coordinating LGU participation in sub-

Governments (DILG) national programs
 Assisting LGUs in building their capacity for
development planning, investment
programming, and governance.
Land Transportation Franchising and  Regulation of market entry, service
Regulatory Board (LTFRB) – Attached standards, and fare setting for all road-
to the Department of Transportation based public transport in the country,
except tricycles and non-motorized
and Communication (DOTC)
vehicles.
Land Transportation Office – Attached  Enforcement of the provisions of RA 4136
to the DOTC (Land Transportation and Traffic Code)
 Registration of motor vehicles, licensing of
drivers, and enforcement of LTFRB’s
regulations to ensure that public transport
vehicles operate within their franchises.
Philippine National Construction  Developer and operator of some toll roads;

Corporation – Attached to the franchise holder for the North and South
Department of Trade Industry (DTI) Luzon expressways.

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Agency Functions
Toll Regulatory Board – Attached to  Economic regulation of toll roads.
the DPWH
Specialized bodies such as the Public  Provision of roads within certain areas,
Estates Authority (PEA), Bases usually export processing zones, following
Conversion and Development Authority technical standards and guidelines of the
DPWH
(BCDA), and Subic Bay Metropolitan
 Maintenance of roads and other
Authority (SBMA) infrastructure within their defined
geographic areas
National Economic Development  Formulation and coordination of policies in
Authority (NEDA) transport (roads, Maritime, air, etc.) in the
Medium Term Development Plan (MTDP)
 Formulation of medium-term public
investment programs that include roads
 Approval and oversight of infrastructure
projects exceeding PhP300 Million
Department of Budget and  Synthesis and review of budget requests of
Management (DBM) agencies, submission of consolidated
budget to Congress, and execution of
approved appropriation
 Release of the annual Internal Revenue
Allotment (IRA) of LGUs
Department of Agriculture (DA) and  Incidental financing of rural roads that are
Department of Agrarian Reform (DAR) necessary components of their
departments’ agriculture and agrarian-
related programs
57. The main oversight government agencies are the NEDA and DBM, Advisory
and coordinative services in the formulation of sector policies and programs are
provided by the NEDA through its Infrastructure Committee (InfraCom) and
formulate the DPWH’s medium term investment program. Monitoring and
coordination of public sector investments (both foreign and domestic exceeding
PhP 300M) is done by the NEDA through its Investment Coordination Committee
(ICC). The ICC requires the endorsement of appropriate regional development
council/s before clearing local projects for implementation. The DBM drafts the
annual national budget for approval of Congress and sets the budgetary ceilings
through its Development Budget Coordinating Committee (DBCC). NEDA and
the Department of Finance (DoF) approve all foreign funding and official
development assistance (ODA) investment projects.
58. The Philippine Medium Term Plan (MTPDP) is crafted and revised every 6
years to synchronize with the term of the Philippine President. It contains the
broad strategies and policies on infrastructure development as well as key
objectives. Annex 3 presents the Infrastructure Development Process currently
implemented by DPWH.

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7.7 Critical Areas for Managing Results, Developing Capacity, and

Commitment to Institutional Reform
7.7.1 DPWH Logical Framework for the Government’s Organization Performance

Indicator Framework (OPIF)
59. In May 2007, the DPWH issued Department Order No. 30 series of 2007
prescribing the adoption and implementation of the OPIF of the Public
Expenditure Management being mainstreamed by the DBM. The OPIF is
basically: (a) an approach to expenditure management that directs resources
towards results and accounts for performance; (b) enables Government
agencies to focus efforts and resources on core functions and on delivering high
impact activities at reasonable costs and qualities.
60. The OPIF adopts an analytical approach based on logical framework linking
societal and sectoral goals, organization outcomes and major final outputs
(MFOs) in assessing agency performance. MFOs refer to goods and services the
DPWH is mandated to deliver to external clients through the implementation of
agency programs, activities and projects. Agencies are made accountable for
the base level of the OPIF logframe or set performance indicators for
accomplishment based on pre-determined targets and measures in the budget
program.
61. The following goals, outcomes, and MFOs have been prescribed for the
national roads sector:
a. Societal Goal: Sustained economic growth through poverty reduction
b. Sectoral Goals: (a) Access to markets and production areas, and physical
integration of the country; and (b) safe environment though infrastructure
facilities.
c. Organizational Outcome: Safe, fast, economical, and reliable inter-regional

and inter-urban mobility of people, goods and services.
d. Major Final Outputs: (a) National roads maintenance services; and (b)
National roads construction services.
e. Programs/Activities/Projects:
f. MFO 1 – National Roads Maintenance Services
 General administration and support services for MFO-1

 Preventive maintenance, including rehabilitation, of national roads
(which include bridges)
 Operation support in the maintenance (which includes repair) of
national roads, including road maintenance equipment
 Maintenance of national roads under the Special Road Support
Fund
 Installation of road safety devices under the Special Road Safety
Fund

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62. MFO 2 – National Roads Construction Services
 General administration and support services for MFO-2

 Operation and support in the construction (which includes
upgrading, improvement and reconstruction) of national roads,
including road construction equipment
 Locally funded construction of national roads
 Foreign-assisted construction of national roads
 Preliminary/detailed engineering of national roads
7.7.2 DPWH Updated Strategic Planning Framework
63. In 2008, the DPWH availed of grant assistance from the PAHRDF for the
conduct of “Capacity Building for Management Leadership Development on
Strategic and Operations Planning” which is currently on-going in its Phase 2
activities for: (1) leadership development training for District Engineers
nationwide and (2) development of Operations Plans at District Level. Phase 1
covered leadership training to top level executives; bureau and services
directors and assistant directors; major project management offices’ directors
and assistant directors, regional offices directors and assistant directors, and
Strategic Planning Technical Working Group members as well.
64. The Strategic Plan, when properly carried out will provide a viable means
for the DPWH to:
a. Clearly define its purpose;

b. Establish realistic goals and objectives consistent with its mission in a
defined timeframe within the DPWH’s capacity for implementation;
c. Communicate these goals and objectives to the DPWH’s constituents;
d. Ensure the most effective use is made of the DPWH’s resources by
focusing resources on the key priorities;
e. Develop a sense of ownership of the plan;
f. Provide a base from which progress can be measured and establish a
mechanism for informed change; and
g. Bring together everyone’s best and most reasoned efforts in building
consensus to where the DPWH is going.
65. Tables 7.7.2.1 and 7.7.2.2, and Figure 7.7.2.1 present some of the
major highlights in terms of organizational vision, and updated strategic
planning (StratPlan) framework which the DPWH will be pursuing in 2009-2016.
It will be noted that StratPlan Framework had adopted and incorporated the
Organizational Performance Indicator Framework (OPIF) prescribed by the DBM
and expanded these to include Key Result Areas (KRAs) for the following major
concerns: (a) Program Delivery, (b) Internal Support, and (c) External Support.
Table 7.7.2.3 shows the general key result areas and concerns the DPWH
management will be giving priority in their plans and programs in 2009-2016.

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Table 7.7.2.1: DESIRED DPWH VISION 2016
Development oriented
 Globally competitive Philippines

 Interconnectivity
 Intermodal transport system in the future
 Progressive organization based on people and technology
 Ultra-modern organization
Social relevance
 People empowered
 An organization with moral ascendancy
 Bridging the gap between the rich and the poor
 DPWH’s symbol is the bayanihan (community oneness)
 Environment friendly
Table 7.7.2.2: What DPWH needs to look or be like in 2016?
DPWH will be a model infrastructure agency providing quality roads,

bridges and other infrastructure, equipped with modern technology,
politically and patronage free with well-structured systems, with the end
goal of improving the life of Filipinos
 Lean professional, IT driven DPWH with a road map for

providing quality infrastructure and for global competitiveness
 DPWH will be a cost effective and efficient organization
 DPWH will continuously provide quality infrastructure facilities
and services to improve the quality of life of the people
 DPWH will be manned by well-paid, highly professional, skilled
and high moraled personnel
 A corporate environment that is graft-free and responsive to the
infrastructure needs of the country

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Figure 7.7.2.1: DPWH Updated Strategic Planning Framework

Final Report
Table 7.7.2.3 : Strategic Planning Parameters Matrix

As of February, 2009 (end of Phase 1)
STRATEGIC PRIORITIES
KEY RESULT AREA
2009-2016
External Relations  Public Relations  Public Relations Management
 Effective Partnership  Alliances & Partnering w/ NGOs &
Community Beneficiaries
 Partnering w/ LGUs
 Partnering w/ NGAs
Program Delivery  Planning & Funding  Long & Medium Term Plans
 Project Preparation & Pre
construction
 Annual Infra Program
 Post Evaluation
 Design  Design Standards
 Quality Assurance in Design
 Value Engineering
 Construction  Contract Management
 Construction Management
 Quality Assurance in Project
Implementation
 Project Monitoring & Evaluation
 Maintenance  Contract Management
 Maintenance Management
 Quality Assurance in Project
Implementation
 Monitoring & Control
 Disaster Risk & Response
Internal Support  Organization/HRM/  Human Resources Development
Integrity Development
 Human Resources Management
 Integrity Development
 Organization/Management
 Information  Technology Research &
Management Development
 Application Development &

Maintenance
 Technology Support & Promotion
 Financial Management  Budgeting
 Fund Control & Utilization
Management
 Procurement  RA 9184
Management
 Procurement Plans
 Bidding Document
 Invitation to Bid
 Eligibility Processing
 Bidding Process
 Internal Control  Internal Audit
 Communication Management
 Physical Resources  Equipment Management
Management

Final Report
STRATEGIC PRIORITIES
KEY RESULT AREA
2009-2016
 Logistics Management
 Disaster Risk & Response
 Research & Standards  Applied Research
Development
 Hydrologic Data Collection &
Evaluation
 Geotechnical Engineering
 Construction Methods/Materials
Standards
 Materials Quality Control&
Assurance
 Technical Training
 Accreditation
 Business
Improvement and
Implementation
Projects (BIIPs)*
Note: * - BIIPs activities will be serving all other KRAs as internal support, subject to DPWH prioritization and
available resources
Final configuration of matrix may change as PAHDRF project activities are still presently on-going
NGO – Non Government Organizations,NGA - National Government Agencies, LGU – Local Government Units,
RA9184-Republic Act 9184 – Government Procurement Reform Act
Source: DPWH
7.7.3 DPWH Institutional Reforms
Road Information and Management Support System (RIMSS)
66. One of DPWH’s major long term concerns focus on the continuing
improvement of the DPWH organization centered on:
 Emphasis on customer needs (both internal and external).

 Focus on reengineering all significant processes.
 Identification and prioritization of opportunities for improvement in
cost, efficiency, effectiveness, and controls.
 Use of technology to “enable” these steps to be taken.
67. The DPWH is re-engineering its information systems and technology

infrastructure to reflect the organization's new thinking on strategic focus for
infrastructure development. This new focus involves department-wide systems
supporting clearly defined and reengineered processes. A major policy concern
of the DPWH in its 2005-2010 Medium Development Plan is to “Institutionalize
Information Technology (IT)-aided planning processes developed under the
RIMSS”.
68. The objective of the RIMSS project is to improve the quality and delivery
of DPWH services in the provision and management of the road system. The
RIMSS effort is currently to enhance existing DPWH road management
processes, as well as to improve existing fragmented information services by

Final Report
providing a source of readily accessible, relevant and valid information on the

road system. It will also improve support for decision-making through the
provision of various modern analytical tools, and efficient modern information
technology. This will be within a framework coordinating all Department
responsibilities relating to road infrastructure system, and its operations at
central, regions and districts. This is being planned to be expanded to include
other mandated tasks and responsibility areas of the DPWH,
69. The priority RIMSS tools are individually called Business Process
Improvement Implementation Projects (BIIPs). Initial implementation of the
BIIPs was as a sub-component of the ICB component of the World Bank NRIMP
and the ADB 6th Roads Project. Said project was started in July Program until
June, 2000. Its current activities are now funded by World Bank under the
NRIMP-1 from July 2001 to June 2010 and Asian Development Bank under its
6th Roads Project.
70. The business processes to be improved by the RIMSS cover three core
processes for highways and five support processes for all public works
operations (Figure 7.7.2.2):
a. Core Processes for Highways: (1) Plan, (2) Build (Design and
Construction), and (3) Operate. These processes are associated with
DPWH’s highway assets.
b. Support processes for public works: (1) financial management, (2)

physical resource management, (3) human resource management,
(4) information management, and (5) procurement management.
These processes are associated with the overall operation of DPWH in
both highway and other infrastructure sectors.
71. Highlights of its DPWH reforms through Information Technology activities

cover:
a. IT as an essential tool in avoiding delays, improving overall

performance, streamlining operations, strengthening internal
controls, and, improving transparency, streamlining operations,
strengthening internal controls, and as an effective means of
organizational change.
b. Several IT-enabled improvements are already in place in areas such

as:
i. Project Implementation - Civil works project management
training, the Civil Works Registry and the MIS developed
Document Tracking System (DoTS); improved planning tools,
infrastructure right of way procedures and an upcoming right of
way management system; improvements in financial management
with the production of contractor billing guidelines; and Executive
Information System.
ii. Transparency in Operation/Administration - transparency in the

“procurement process” through the Civil Works Registry (CWR)
and posting of information in the DPWH website; and new policies
and procedures in several areas of operation to prevent
discretionary or arbitrary decisions.

Final Report
iii. Enabling technology – procurement of “state of the art” computer

equipment and software and training programs; voice and data
communications network that, among others, eliminated long
distance expenses between Offices and connected offices and
provided email capabilities; central office storage and networking
for decision making and monitoring.
iv. Accountability - Ensuring clear policies and procedures for the

various operations as the first step for accountability; Executive
Information System; “cleaning up” of Department Orders to
determine which ones are still in effect and its the automation to
allow quick searches by topic.
v. Organizational Culture - ensuring sustainability of the

improvements implemented so far and pursuing more changes in
the future and concomitant organizational culture change.
72. The ICB component is envisioned as a major activity component

proposed under the Philippines Road Sector Improvement Project which
basically seeks to augment and/or supplement the BIIPs for DPWH reforms. It
seeks to cover the design and institutionalization of BIIPs not included in the
projects, IBRD-assisted NRIMP-2 and upcoming JICA sector loan (currently
under sector loan packaging and preparation) as well as new high impact
applications.
7.8 ADB Sector Experience
7.8.1 Country Assistance Program Evaluation 2008
73. By the end of 2007, the ADB had approved $9.8 billion in public loans
and $148.8 million in technical assistance to the Philippines. Through its
private sector operations for the same period, ADS had approved $275 million
in loans and $37 million in equity investments.
74. A major recipient is the road network which is the most indispensable
part of the Philippines' transportation system. It plays an important role in the
attainment Government's national goals and strategies for development. ADB
has provided assistance to the road sector since 1970. Projects had been
undertaken in Luzon, Visayas, and Mindanao, reflecting the Bank's policy to
spread its assistance evenly among the major regions of the country. The
common objectives of these projects were to construct, rehabilitate, and
upgrade existing national and feeder roads to facilitate commodity flows and
accelerate the socio-economic development of their respective regions.

Final Report
Figure 7.7.2.2 DPWH Core and Support Processes
Source: DPWH
75. The 2008 CAPE assesses the performance of the ADS assistance
program since 2003 as an input for preparation of the new country partnership
and strategy
76. At the beginning of the CAPE:
a. The ADB-Philippines partnership was faced with three key challenges:

(i) an excessively broad country strategy and program with weak
implementation performance; (ii) a large fiscal deficit resulting in low
government spending on essential public goods; and (iii) a weak
investment climate, and wide regional disparities resulting in
persistent unemployment, inequality and poverty, particularly in the
southern and eastern areas of the Philippines.

Final Report
b. ADB country strategies and plans were overly broad-based with wide
sector and geographic coverage.
c. ADB's ongoing investment operations experienced implementation
delays; problems with land acquisition and resettlement; procurement
delays; shifting political support for urban, agriculture, and education
reforms; and a dearth of counterpart finance by 2002-2003 when
fiscal constraints were most severe.
7.8.2 Transport Sector Experience
77. Overall assistance was assessed as "relevant" as support was consistent

with the Government and ADB strategies for developing provincial and regional
transport and communication infrastructure, despite operational design
problems in the Sixth Road Project and cancellation of the Third Airports
Development Project. Quality-at-entry for the Sixth Road Project was affected
by the lack of a clear LAR policy and problems with sub-project selection.
Nevertheless, about 80% of the objectives identified at appraisal were
achieved; and despite delays, the economic efficiency exceeded appraised
estimates (although delays meant foregone benefits and additional
administration costs). The LAR problems led to delays and cancellations of
some road improvements and bridgeworks. Compliance was late for a number
of project covenants related to land acquisition. An ADTA approved with the
loan reviewed the roles of the Bureau of Equipment and Regional Equipment
Services, and determined how these institutions could be restructured into
commercial ventures in the private sector. Recommendations made by the TA
consultants to privatize the Bureau of Equipment were not implemented.
Thus, the TA project's intended outcome was not achieved ADB's non
sovereign support to North Luzon Expressway - the first tolled expressway-in
the road sector, with a project completion report validation as successful and
exemplified a public-private partnership.
78. With the PPTA already completed, the proposed “Rural Roads
Development Project Readiness TA Loan” could not be appraised because of
Government’s inability to commit budget cover and the lack of clarity on both
relending mechanisms and the Government-LGU cost-sharing formula.
7.8.3 CAPE Sector Recommendations
79. Transport infrastructure is a key constraint to private sector

development and growth, and transport development is an area of ADB's core
corporate competence deserving significant attention. The CAPE had raised
the following sector recommendations:
a. At the operational level, careful evaluation is needed of LAR issues to

ensure an accurate, agreed, and costed LAR plan prepared in advance
of appraisal and to ensure that ADB policies are clearly understood
and included in the Loan Agreement.
b. To avoid major changes in design, optimistic implementation
schedules place additional burdens on EAs and ADB. Clear roles and

Final Report
responsibilities of regional and local project management offices are

needed.
c. At the strategic level, development partners including ADB have
provided substantial support for transport planning 'and attention
needs to turn obstacles to implementation of plans.
d. ADB needs to systematically assess where and how it can best
contribute to sector's needs.
e. To foster public-private partnerships in transport, greater coordination
is needed among regulatory agencies and support is needed for
infrastructure implementation. ADB needs to continue to address
areas such as transport policy, transparent procurement; and
improving the prospects for public-private partnerships, including
needs for areas such as mass transit in Metro Manila and roll-on-roll-
off ferry systems to promote trade through and beyond the
archipelago.
7.8.4 Country Operations Business Plan 2009–2010
80. According to the ADB’s Country Operations Business Plan (COBP) for
2009-2010, the Country Strategy and Program (CSP) 2005–2007 for the
Philippines covered only 3, rather than the usual 5 years in anticipation of
economic uncertainties in 2005. In 2007, the Asian Development Bank (ADB)
and the Government of the Philippines (GoP) agreed on an operational
program for 2007–2008, which extended the CSP by 1 year through the
country operations business plan (COBP) 2007–2008. In 2008, ADB and the
GoP agreed on an operational program for 2009–2010, which would extend the
CSP by 2 more years through a COBP 2009–2010. The CSP retains its
strategic focus on: (a) fiscal consolidation, an improved investment climate,
and accelerated attainment of the Millennium Development Goals (MDGs), as
confirmed by the country assistance program evaluation (CAPE) for the
Philippines; (b) the ADB study on the critical development constraints in the
country; and (c) Importantly, extending the CSP to 2010 will align the cycle of
the country partnership strategy with the Government’s planning cycle.
81. The economic uncertainties of 2005 have been substantially eliminated.

Fiscal consolidation had been a noteworthy achievement, with the deficit
declining from 2.7% in 2005 to 0.2% in 2007. Although the economy is faced
with new risks from soaring fuel and food prices and a weakening global
economy, the Government is firmly committed to fiscal consolidation. Sound
debt management has reduced liabilities, lowered dependence on commercial
borrowing, increased access to official development assistance, and eased debt
servicing costs.
82. Against this background, the strategic focus and selectivity of the CSP
remains relevant and robust for 2009–2010. The COBP will maintain the
emphasis on alignment around government priorities, selectivity, and quality-
at-entry. It will continue ADB support for medium-term reforms via the
Development Policy Support Program, the Financial Market Regulation and
Intermediation Program, and the Local Government Financing and Budget
Reform Program. The country’s improved fiscal situation has allowed the
Government and ADB to pay greater attention to other binding development
constraints, namely, the need to accelerate the attainment of the MDGs and

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improve the investment climate. Accordingly, the ratio of investment projects

in the 2007–2008 program increased from 2005–2006 and will increase further
in 2009–2010.
83. The COBP 2009–2010 is closely aligned with the Strategy 2020 of ADB
(Strategy 2020: The Long-Term Strategic Framework of the Asian
Development Bank 2008–2020). Of the five core areas of operation in the
strategy, three—infrastructure, environment, and financial sector
development—are covered by the proposed lending program. The Philippines
is engaged in several regional cooperation initiatives, such as the Brunei
Darussalam–Indonesia–Malaysia–Philippines East ASEAN Growth Area (BIMP-
EAGA) and the Coral Triangle Initiative. Regional advisory technical assistance
(TA) projects in 2009–2010 will support regional cooperation and integration,
another core area.
84. The Philippines is among the largest recipients of non-sovereign support

from ADB. This momentum will continue and indeed accelerate in light of the
heightened priority accorded to private sector development in Strategy 2020.
Private sector operations will be flexible in selecting projects, although they
will be directed at the development of critical infrastructure projects and the
promotion of key financial sector initiatives. Target infrastructure projects will
be in power generation and transmission, renewable energy, energy efficiency,
water supply, sanitation and waste management, toll road construction and
operation, housing finance, light rail transit systems, and port operations. In
the financial sector, the target opportunities consist of: (i) a loan to a domestic
bank or nonbank finance company to support microfinance and small and
medium-sized enterprises, (ii) asset-backed securitization, (iii) support for
corporate bond issues to develop the capital market, and (iv) partial credit
guarantees to support lending to small and medium-sized enterprises.
85. Table 7.8.1 presents the summary of ADB country program directions
since 1998 that have bearing with the road and transport sector.
7.9 Role of other Development Partners in the Sector
86. Table 7.9.1 presents the other development partners assistance and
corresponding sectors they are operating in currently being undertaken in the
Philippines. Historically, the World Bank, the new Japan International
Cooperation Agency (recently merged with the former Japan Bank for
International Cooperation - JBIC) and the ADB have provided the largest
amounts of external assistance to the Philippine road sector.

Final Report
Table 7.8.1: Summary of ADB Country Programs Since 1998 Relevant to the Road Sector
Country Operational CSPU 2002-2004/ CSPU

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
Strategic Priorities  Meet the challenge of a  Emphasized socio-  Priorities based on  Fiscal consolidation,
sustained growth process environmental development socially inclusive improved investment
and poverty reduction through development that should climate, accelerated
 Promote equity and a strategic emphasis on areas result from (i) pro-poor, attainment of the MDGs
social development lagging in development sustainable economic through enhanced public
including strategic growth; (ii) social sector efficiency
priorities for upgrading  Anti-poverty features in development, under .
the country's operational designs which specific, targeted  Align more clearly with the
infrastructure; rural programs for the poor are Government's MTPDP
development; and human  Priority to southern envisioned; and (iii) good priorities supporting the
resource development Philippines development; governance. The CSP focus on fiscal responsibility;
with a focus on capacity-building assistance to updates took a thematic the need to act on the fiscal
improving access to basic national and local approach to update sector imbalance which affects all
education and primary governments; priorities, aspects of the ADB-
health care facilities by Philippines partnership, and
the poor;  Governance (judicial reform requires ADB to eschew a
and local governance), trade "business as usual"
 Promotion of more policy, and the environment. approach.
regionally balanced
development especially in  Builds on a shift to results-
the southern Philippines; based portfolio
and environmental management, with a focus
management. on results management to
reinforce the planning
 Address issues relevant budget-implementation
to the 1997 currency linkage
turmoil, including capital
market development and  Tighter selectivity for
sector reform initiatives operational activities
to assist private sector through a set of quality-at
participation and restore entry criteria (EA absorptive
investor confidence capacity; availability of
budgeted counterpart funds;
results-focused outcomes;
compliance with government

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
readiness filters, e.g. LARPs
complete).
 Emphasis on targeted sector

policy reforms to address
fiscal and investment
climate issues, with
complementary investment
projects targeted at off-
budget agencies that
support the MDGs and
improved services in the
following strategic areas: 1.
Deeper structural reforms:
(i) in power, to enhance
financial solvency,
regulation, and gover-
nance; (ii) in finance, to
improve efficiency of
intermediation; and (iii) for
LGUs, to strengthen fiscal
management, capacity and
governance. 2. Private
investment to offset
shortfalls in public
investment due to fiscal
consolidation, while
restoring investor
confidence, especially by (i)
strengthening gover-nance
through legal and judicial
reforms; and (ii) promoting
infrastructure and finance
development; 3. Focused
support for the MDGs
through (i) improved health
sector management and
administration; (ii) water

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
supply and sanitation; and
(iii) microfinance, and small-
and medium-sized
enterprise development. 4.
Mitigating economic and
social disparities through
Sub-regional development,
especially Mindanao,
reinforced by ADB's regional
strategy and program.
 investment lending that

does not encroach on
national Government
finances including (i) policy
lending for sector reforms
that depend on a conducive
macroeconomic environment
and commencement of
substantive sector reforms
consistent with political
cover, macroeconomic
fundamentals, and sector
readiness; (ii) use of ADB's
sub-sovereign, own
recourse, and guarantee
operations and private
sector instruments; (iii) new
financial instruments,
approaches, and procedures
being adopted by ADB (lEI);
(iv) TA for knowledge
products.
Road and Transport  Transport : (i) invest in  Agriculture : (i) invest in rural  Economic growth: (i)  Governance: Reforms to (i)
Sector and Other transport with emphasis development including increase attention to rural improve resource
Sector/Thematic on national and rural removing infrastructure development; (i) support mobilization and budget
Related Strategies road expansion and bottlenecks; strengthening more balanced regional operations of LGUs to reduce

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
improvement, and and improving access to development, with LGU dependence on national
regional ports and support services through emphasis on the southern government transfers and
airports; and (ii) provide innovative mechanisms; Philippines; (iii) promote improve LGU service
policy advice/capacity rationalizing the institutional a stable macroeconomic delivery: (ii)improve
building by enabling framework and roles of environment; (iv) transparency and reliability
privatization of public national agencies, LGUs, improve the in the rule of law, and
enterprises , developing NGOs, and local communities ; competitiveness of address problems of
the regulatory framework identifying mechanisms for Philippine industries and corruption
for private sector channeling additional funds to labor force (v) improve
participation , and LGUs for devolved activities , infrastructure, especially  Urban development, water
building local government building LGU capacity for rural roads and supply and sanitation:
capacity project activity, expanding electrification, and (vi) investments in water supply
community involvement in the emphasize greater private improvement to Metro
 Agriculture and rural project process sector participation Manila, and urban services
development: (i) invest in for the poor in Metro Manila.
irrigation development  Infrastructure: (i) Transport  Human development (i)
and communications: (a) improve quality of basis  Agriculture and rural
emphasizing existing
Formulate a policy framework social services (Ii) development investments in
system improvement; for a rural roads investment support other safety nets integrated coastal resource
provide rural program; (b) improve for the vulnerable in rural management and rural road
infrastructure, research, efficiency , quality assurance , and urban areas and (iii) development.
and extension services; and maintenance ; and support increased access
support forestry and address axle overloading; (c) to basic education,
fisheries resource continue support for highway improved sector resource
planning , improved sector allocation, strengthening
management, crop
management and operations; of higher education.
diversification, provision (d) in Metro Manila, provide
of microcredit, and capacity building assistance in  Gender and development:
promotion of agribusiness; traffic engineering, (i) narrow gender gaps in
(ii) support LGU capacity management and basic education and
building for rural enforcement, and planning: access to health services
development, and (e) prepare an intermodal
national transport strategy  Good governance: (i)
LGU/NGO coordination.
and policy action plan to improve transparency and
identify future sector
 Finance (i) invest in accountability in public
assistance emphasizing
capital market private sector participation; (f) sector functioning, and
development and Improved regulation and tackling corruption ; (ii)

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
development of facilities safety standards; strengthen the
for infrastructure finance; decentralization and
(ii) provide  Social infrastructure and devolution process; (iii)
policy/capacity building environment: (i) Urban
enhance participation of
in capital market development: support urban
development including sector policy reforms and civil society and
bond segment and institutional strengthening; stakeholders in policy
mutual funds. and rationalize the financing making, public
secondary markets, mechanism for urban investment decisions. and
policy reforms for capital development under the monitoring the quality of
decentralized government public services; and (iv)
system; build financial,
support peace and
institutional. and
administrative capacities of development, especially
LGUs; promote public-private in the southern
partnerships for urban Philippines.
infrastructure and services
development; and promote  Private sector
integrated approaches to development: (i) assess
urban development. (ii) the private sector
Environment: support poverty
enabling environment. (ii)
reduction and environmental
management linkages through support continued
participatory planning and development of capital
management; support markets and financial
addressing urban infrastructure, (iii)
environmental problems increase participation of
especially air pollution in large private sector in
regional urban centers;
infrastructure
support industrial and
environmental policies for development, (iv) support
clean air and production restructuring of
including solid waste Philippines National
management. water supply Railways and privatization
and sanitation, and land use of NPC,
management in urban
development projects.  Environment: Continue

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
 Governance: Address support for specific
governance concerns by measures to address
improving functioning of COA environmental protection;
and public procurement;
sustainability; and
accelerating privatization and
restructuring public rehabilitation. including
enterprises ; continuing urban air quality, surface
dialogue on project water quality. solid waste
performance; strengthening management, forest
the decentralization process; resources, and coastal
supporting greater private resources.
sector participation, NGOs,
 Regional Cooperation:
and civil society; extending
further efforts in the southern Continue to support
Philippines, especially areas BIMPEAGA through SME
affected by civil strife and activity and ongoing
support for BIMP-EAGA; complementary regional
supporting reform initiatives transport infrastructure
for controlling money links .
laundering.
 Gender: assist in closing

gender gaps, particularly in
the southern Philippines in key
areas such as access to
education, health and water,
economic opportunity, and
finance: and through
increased use of community
participation approaches.
 Private sector: assist the

Government in its privatization
program and developing the
private sector enabling
environment including
financing infrastructure

Final Report

CSP 2001-2003
Strategy 1988 2004-2006 CSP 2005-2007
projects that address critical
bottlenecks such as power
generation and transmission,
water supply and wastewater
treatment, solid waste
management, transport, and
rural telecommunications;
financial intermediation
including capital market
development and financial
infrastructure, deregulation of
industry, trade and
investment, privatization of
selected GOCCs, and improved
capacity for BOO/BOT
financing.
 Regional cooperation: Within

the BIMP-EAGA area assist in
developing roads and airports,
in social development,
capacity building initiatives for
local governments, and
development of private sector
activity; resume assistance for
capacity building of the
Mindanao Economic
Development Council as
coordinating office for BIMP-
EAGA and developing SMEs in
the BIMP-EAGA area.
BIMP-EAGA Brunei, Indonesia, Malaysia, Philippines-East ASEAN Growth Area; BOO/BOT = build-own-operate/build-operate-transfer: COA =Commission on Audit; COS = country operational strategy;
CSP =country strategy and program; CSPU =country strategy and program update; DOH = Department of Health; EA = executing agency; GOCC = government-owned and -controlled corporation; lEI =
innovation and efficiency initiative; LARP =Land Acquisition and Resettlement Plan; LGU = local government unit; LWUA = Local Water Utilities Administration; MDG = Millennium Development Goal;
MTPDP = Medium-Term Philippine Development Plan; NGO = non-government organization; NPC =National Power Corporation; NPL =non-performing loan; SME =small-and medium-sized enterprise.
Source: Asian Development Bank Philippines CAPE: Increasing Strategic Focus for Better Results, June, 2008


Final Report
87. The ADB and World Bank have generally focused on the improvement of
existing roads either through rehabilitation or the conduct of periodic
maintenance, while JICA/JBIC focused on the improvement of existing roads
and construction of new roads. Three sector loans from these 3 institutions
are currently envisaged to push through before the end of 2010 (World Bank
NRIMP Phase 2 is now on going) and the ADB and JICA project under
packaging and negotiation. Generally, these loans will have a loan requirement
of USD$220M to USD$300M. Components of this assistance will generally
cover asset preservation, road improvement, and institutional capacity building
in support of reforms.
88. The Government of South Korea through its Economic Development

Cooperation Fund (KEDF) is a relatively new development assistance provider
with operations similar to the old JBIC. It is similarly offering program loan
assistance for improvement of existing roads and construction of new roads.
Individual project preparatory and pre-construction assistance had been
granted to the Philippine road sector.
89. ADB, given its unique position in the Philippines and responsibility in
Asia, should play a more active role in donor coordination, both at the regional
and at Philippine level. Cooperation will be deemed critical for overall
development and formulation of a harmonized and coordinated sector policies
and programs that address important road and road transport sector issues.
The transport sector will continue to be a major focus of external assistance in
the majority of countries in the foreseeable future. There is still a need to
extend cooperation and collaboration with other development partners to
optimize the benefits from external assistance for member countries and
ensure that core elements of transport road maps achieve their intended
outcomes.
90. ADB should take the lead in supporting local authorities to implement
strategic planning and sector studies with full opportunity for the various
interested stakeholders to comment on, among others, terms of reference and
participate in sector issue and reform analysis. Such studies can rapidly
produce a strategic agenda, identifying objectives and constraints, institutional
development needs, processes of sector management, appropriate policies, as
well as broad expenditure allocations within a realistic budgetary envelope.
This can be periodically repeated/updated every three to five years or if and
whenever necessary. This can form the basis for improved donor collaboration
at the country level. Support should also be provided to build the capacity of
local transport research institutes and promote effective transportation policy
development and planning, to help countries develop in-country analytical
skills for road transport policy developments and enhance their role in donor
coordination in the future.
91. It will be important to maintain a clear division of labor among interested

multilateral and bilateral external donors, to avoid duplication and yet ensure
that key issues are not being neglected by the donor community. ADB is in a
good position to verify plans and programs in each of its member countries
and to identify any gaps or duplication that might exist.

Final Report
Table 7.9.1: Other Development Partner Assistance in the

Philippines

Final Report
Table 7.9.1: (Continued)
7.10 Intended Sector Outcomes and Key Outputs Supported by the ADB

Final Report
92. A summary of the currently prevailing ADB-Philippines partnership

targets and progress for 2005- 2007 is presented in Table 7.10.1. Several of
the given previous outcomes to Philippine development goals from the
partnership were noted to have relevance to the road sector, as follows:
Table 7.10.1: ADB-Philippines Partnership Targets and

Progress for 2005-2007
Philippine Development Goals Partnership Outcomes
 Improved macroeconomic stability  Adopted policy support and

and fiscal outlook recommendations leading to improved
fiscal outlook and improved business
 Improved Competitiveness and
climate
Investment Climate
 Improved Financing and investments,
both public and private as well as bank
 Job Creation and non-bank, to Local Government
Units to support road and transport
sector investments, operations, and
maintenance
Good governance, anti-corruption, and  Results based systems institutionalized

peace and order and adopted by necessary partners
 Efficient and effective delivery of
services, e.g.km of roads constructed
within plan and specifications, km of
roads maintained of set quality
benchmark, road charges approximating
maintenance and costs of externalities
such as pollution, optimized fares and
tariffs for road transport services
 Harmonized planning, budgeting,
procurement, and maintenance of
projects and investments , e.g.
compliance to plan and intended
purpose/s
 Improved bank financial portfolio
performance
Poverty Reduction  Reduced poverty incidence and improved

income and access conditions (health
Social and Human Development
services, education, water, better
services, means of livelihood
 Increased investments and budgets for
Local Governments for these services
 Roads at density value 2.5 km /1,000
people with the country

Final Report
Table 7.10.2: Summary of ADB-Philippine Partnership Targets and Progress for 2005-2007

Final Report
93. Table 7.10.3 presents an intended sector outcomes and key outputs
that can be supported by ADB under its current Country Strategy and Program
for the Philippines.
Table 7.10.3
Road Sector Outcomes and Key Outputs that can be supported by ADB
CSP Strategic Priority Outcome and Key Output
 Fiscal consolidation, improved  Adopted policy support and Technical

investment climate, accelerated Assistance/Project Study recommend-
attainment of the MDGs through dations leading to improved fiscal
enhanced public sector efficiency outlook and improved business climate
 Improved/Increased financing and
investments, both public and private as
well as bank and non-bank, to
Government and Local Government
Units, Private Sector (B-O-T/PPP,
investors and transport operators) to
support road and transport sector
investments, operations, and
maintenance
 Align more clearly with the  Improved attainment of MTDP targets
Government's MTPDP priorities (i.e. economic, social, and sector-
supporting the focus on fiscal specific)
responsibility
 Shift to results-based portfolio  Results based systems institutionalized
management, with a focus on and adopted by necessary partners
results management to reinforce  Efficient and effective (on plan, on
the planning budget- budget, and on schedule) delivery of
implementation linkage services, e.g.km of roads constructed
within plan and specifications, km of
roads maintained of set quality
benchmark, road charges approximating
maintenance and costs of externalities
such as pollution, optimized fares and
tariffs for road transport services
 Quality based benchmarks incorporated
and institutionalized in results –based
management process
 Tighter selectivity for operational  Reduction of “at risk” and high
activities through a set of quality- “probability to fail project” investments
at entry criteria (EA absorptive in portfolio management in the road
capacity; availability of budgeted sector
counterpart funds; results-focused  Risk management techniques are
outcomes; compliance with institutionalized in the investment
government readiness filters, e.g. planning and programming processes
LARPs complete).  Maximization of benefits/returns from
program investments
 Emphasis on targeted sector policy
reforms to address fiscal and
investment climate issues, with
complementary investment
projects targeted at off-budget
agencies that support the MDGs
and improved services:
1. Deeper structural reforms:  Improved /Increased financing and
(i) in power, to enhance investments, both public and private as
financial solvency, regulation, well as bank and non-bank, to Local
and governance; (ii) in Governments and private sector (B-O-
finance, to improve efficiency T/PPP, investors and transport

Final Report

of intermediation; and (iii) for operators) to support road and
LGUs, to strengthen fiscal transport sector investments,
management, capacity and operations, and maintenance
governance.  Improved and/or new financing
windows, products and modalities
studied and made to Local Governments
and private sector investors
 Faster access to credit and associated
services (e.g. assistance to technology
sources, ancillary services and networks,
etc.)
2. Private investment to offset  Improved /Increased financing and
shortfalls in public investment investments, both public and private as
due to fiscal consolidation, well as bank and non-bank, to Local
while restoring investor Governments and private sector (B-O-
confidence, especially by (i) T/PPP, investors and transport
strengthening governance operators) to support road and
through legal and judicial transport sector investments,
reforms; and (ii) promoting operations, and maintenance
infrastructure and finance  Improved and/or new financing
development; windows, products and modalities
studied and made to Local Governments
and private sector investors
 Prepared master plan of harmonized and
prioritized BOT-PPP projects in road and
transport sector in place periodically
updated , and marketed
 Framework for Philippine BOT/PPP
investment process periodically reviewed
and institutionalized for efficiency,
adoption of best international practices,
and suitability to Philippine conditions.
3. Focused support for the  Provision of suitable basic infrastructure
MDGs through (i) improved access support to MDG influence areas
health sector management and  Provision of and where needed transport
administration; (ii) water services as private sector operations
supply and sanitation; and (iii) (e.g. cooperatives) i.e. roads cum
microfinance, and small-and transport integrated project packages or
medium-sized enterprise programs at identified priority MDG
development. influence areas
4. Mitigating economic and  Improved /Increased financing and
social disparities through Sub- investments, both public and private as
regional development, well as bank and non-bank, to
especially Mindanao , Government and Local Government
reinforced by ADB's regional Units, Private Sector (B-O-T/PPP,
strategy and program investors and transport operators) to
maintenance
 Provision of and where needed transport
services as private sector operations
(e.g. cooperatives) i.e. roads cum
livelihood integrated project packages or
programs at identified priority MDG
influence areas
Road and Transport Sector and Other
Sector/Thematic Related Strategies
 Governance: Reforms to (i)  Updated and reviewed Rural Roads or
improve resource mobilization LGU Development Framework Project
and budget operations of LGUs and its recommendations (e.g. finance)
to reduce LGU dependence on institutionalized in results-based

Final Report

national government transfers framework of Government
and improve LGU service  LGU institutional capacity building
delivery: (ii)improve programs periodically updated, carried
transparency and reliability in out, maintained and sustained
the rule of law, and address  LGU self-generated revenues increasing
problems of corruption and national government dependence on
budget releases reduced
 LGU taking full charge of their mandated
operations effectively and efficiently
 LGU performance monitoring for
accountability periodically carried out by
national government and private
stakeholder groups
 Urban development, water  A re-organized, capable and professional
supply and sanitation: urban management body empowered
investments in water supply with appropriate mandate and
improvement to Metro Manila, accountability is set-up to tackle mega
and urban services for the city planning, coordination. and
poor in Metro Manila. monitoring (e.g. integrated urban
transport, land use development and
redevelopment, governance,
environment, etc.).
 Periodic stakeholder dialogues,
meetings, consultations carried out with
donor assistance and technical guidance
 Private sector taking an active lead in
development, investments, and visioning
of the future state of the city/urban area
 Agriculture and rural  Improved /Increased financing and
development investments in investments, both public and private as
integrated coastal resource well as bank and non-bank, to
management and rural road Government and Local Government
development. Units, Private Sector (B-O-T/PPP,
investors and transport operators) to
maintenance
 LGUs are taking full charge of their
mandated operations effectively and
efficiently
 LGU performance monitoring for
accountability periodically undertaken by
national government and private
stakeholder groups
Note: BOT – Build-Operate Transfer, EA – Executing Agency, LARP- =Land Acquisition and Resettlement Plan
MTDP –Medium Term Development Plan, MDG – Millennium Development Goals, PPP – Public-Private
Partnership
7.11 Links to CPS Outcomes and Other Sector Themes
94. Table 7.11.1 presents the Sector Results Framework for the road sector
considering the CPS outcomes of improved fiscal outlook and improved
business climate; Improved/Increased financing and investments, both public
and private as well as bank and non-bank, to Government and Local
Government Units, and Private Sector (B-O-T/PPP, investors and transport
operators). Results based systems institutionalized and adopted by necessary
partners, and harmonized planning, budgeting, procurement, and maintenance

Final Report
of projects and investments, e.g. compliance to plan and intended purpose/s;

Poverty Reduction, Job Creation, and Social and Human Development.
7.12 Indicative Areas for Intervention
95. The World Bank in its 2005 paper “Philippines: Meeting Infrastructure
Challenges” recommended. It will be noted that these were focused on: (i)
Improving governance and accountability of spending at the Department of
Public Works and Highways; (ii) Implementing structural changes in the road
sector; (iii) Placing greater reliance on user charges to support sector needs;
(iv) Improving private sector participation; and (v) Improving management of
road use to protect lives and road assets. The corresponding projects and
activities are presented in Table 7.12.1.
96 Table 7.12.2 presents indicative areas for policy and strategic

intervention by the ADB within the Current Operations Business Plan (COPB)
and Country Partnership Strategy. These will generally cover the following 11
general priority concerns in the road sector: (1) transport and the poor, (2)
supporting economic growth, (3) Addressing Governance, (4) Financing for
Sustainable Transport, (5) Urban transport, (6) vehicle emissions, (7) regional
cooperation, (8) transport safety and security. (9) multimodal transport and
trade logistics, (10) transport and the disabled, and (11) new technologies.
The concern supporting economic growth (2) had been given further focus by
further segmenting this into: (a) operational efficiency, (b) relieving
bottlenecks to trade, (c) accessibility to isolated areas, (d) urban transport,
and (e) private sector participation.
97. This had generally borrowed and followed the analytical framework
adopted in the 2004 ADB paper, “A Transport Strategy for Sustainable
Development”. The paper notes that “There is no overarching strategy that fits
all development member country (DMC). For each country, the ADB will have
its roadmap summarizing the country strategy and indicate how ADB
assistance will help achieve the strategy”. Furthermore, it also noted that
“less emphasis” has been given to poverty...while more emphasis placed on
transport facilitating economic growth … within the overall context of poverty
reduction strategy.”

Final Report
Table 7.11.1: Sector Results Framework
Sector
Subsector
CPS Outcomes Key Opportunities Milestone/Tracking
Outcome/Key Sector ADB Assistance
Relevant to the Sector and Constraints Indicators/ Interim Risks
Outputs
Indicators
 Improved fiscal outlook  Adopted and  Increased budgets  Approved Annual  Program Lending  External economic
and improved business Institutionalized and investments for Budgetary Allocations  T.A. Advisory shocks (e.g.
climate Fiscal Policy road sector projects  Percentage of Services slowdown, crisis, high
Recommendation  Improved magnitude Approved Budget commodity prices,
 Policy Advocacy
 Outlook for greater and coverage of plans Allocation to Required etc.)
 Donor Community
growth, investments, and/or development Annual Needs  Slow , non or partial
Support
and capital needs  Improved level application of
generation physical targets proposed changes
 Government bodies
not meeting fiscal
requirements (e.g.
tax/revenue targets)
 Proposed solutions
may not be the
proper solutions if not
properly evaluated
 Improved/Increased  Wider coverage of  Increased budgets  Reduced equity and  Program Lending to  Parties having trouble
financing and programs with private and investments for investment Private Sector and or unable to meet
investments, both sector support, bank road sector projects requirements for Local Governments start-up requirements
public and private as and non-bank  Improved magnitude major projects  Non-bank financial (e.g. right of way,
well as bank and non- financial assistance. and coverage of plans  Grants and technical windows of financing and bank
bank, to Government  Involvement of and/or development assistance support to assistance to guarantees
and Local Government Private sector in needs project operations Government, Public requirements
Units, and Private provision of services Sector, and Local
 Private sector  Local Government
Sector (B-O-T/PPP, Governments (e.g.
 Improved coverage management and functions for rural
investors and transport technical and
by Local technological skills roads enhanced
operators) financial support for
Governments of their brought into sector (capability and
programs. capacity pre-construction
 Private-public
improvements) activities) for B-O-T
partnerships born and
projects
forged

Final Report
Sector
Subsector
CPS Outcomes Key Opportunities Milestone/Tracking
Outcome/Key Sector ADB Assistance
Relevant to the Sector and Constraints Indicators/ Interim Risks
Outputs
Indicators
 Results based systems  Unified and focused  Efficient and  km of roads  Advocacy of good  Non-acceptance by
institutionalized and approach to project effective delivery of constructed within practice procedures vested groups who
adopted by necessary development and goods and services plan and  Harmonized donor may block or
partners sustainability within plans, specifications, cooperation and circumvent the
 Harmonized planning,  Improved attainment budgets, and  km of roads coordination with system
budgeting, of plans and schedules) maintained at set Government  Uniform application in
procurement, and programs quality bench-mark operations the organizations
maintenance of  Improved resource (e.g. International  Sustained Lending involved to truly
projects and allocation and Roughness Index Programs minimize leakage and
investments, e.g. funding system value equal or less bad decisions which
compliance to plan and  Reduction than 4) , affects efficiency
intended purpose/s  Road charges
approximating road
maintenance and
costs of externalities
such as pollution,
optimized fares and
tariffs for road
transport services
 Poverty Reduction  Socially relevant and  Support to Poor and  Km of roads  Advocacy and pilot  Projects may not be
 Job Creation equitable Disadvantaged constructed and work for different economically viable
 Social and Human development Groups maintained in project approaches, and represent a net
Development  Pro-poor strategy  Support to Areas identified social or e.g. roads cum drain to the economy
 Projects may not be with peace and order pro-poor zone livelihood and/or in the medium to
economically viable problems  Length of bridges integrated area long run
and represent a drain constructed in projects.  Quality at entry
to the economy in the identified social or  Funding support for filters need to be
medium to long run pro-poor zone special poverty made clear under
 Special screening or enclave areas results based
filtering techniques at programs approach
investment  Assistance in special
programming stage evaluation and
may be necessary. appraisal techniques
for impoverished
areas.
Note: B-O-T - Build-Operate-Transfer Projects; PPP – Public-Private Partnership; T.A. – Technical Assistance

Final Report
Table 7.12.1
Road Sector Recommendations
Actions for the

Actions for the Short Term
Issue Medium Term
(less than 3 years)
(3 -5 years)
Improving governance  Establish accountability for
and accountability of results of road spending at
spending at the district and regional levels
Department of Public  Prioritize spending based on
Works and Highways major final output criteria
 Reduce costs and increase
transparency in procurement
 Apply the same efficiency and
transparency principles to
congressional funds projects
Implementing structural  Rightsize DPWH staff levels  Establish a
changes in the road  Operationalize Road Board to commercially oriented
sector ensure stakeholder oversight National Roads
 Enlist support from oversight Authority (NRA)
agencies to monitor and drive  Optimize road
the road sector reform process network; redefine
primary and secondary
roads.
Placing greater reliance  Expand toll road coverage and  Increase user charges
on user charges to charge appropriate level of through fuel levy
support sector needs tolls
Improving private sector  Resolve impediments to toll
participation road concessionaires
 Increase use of performance-
based maintenance contracts
 Analyze obstacles in
implementing the law on
right-of-way acquisition (RA
8974)
 Use open competition as
preferred method for project
selection
 Limit the role of Toll
Regulatory Board to economic
regulation
 Develop a strong pipeline of
road projects that could
readily lend themselves to
private sector participation
Improving management  Ensure effective
of road use to protect control of axle loads
lives and road assets  Develop a road safety
strategy

Final Report
Table 7.12.2: Road Sector Indicative Areas for Interventions
Concern Issues and Trends Indicative Area for Intervention (Results)
1. Transport and the  Lack of reasonable access to markets, social services and civil  Advocacy and continued support for pro-poor road
Poor society remains a dominant problem for large numbers of the and transport policy (Projects and investment lending
poor in rural areas and for rapidly increasing numbers in cities. in target segment, and improved socio-economic and
In fact, "The lack of basic infrastructure-particularly roads, poverty benchmarks)
transportation and water-is seen as a defining characteristic of
poverty 1. Targeting transport investments to the poor or to
poor regions should be an integral element of a
 Transport investments can facilitate poverty reduction in two sustainable growth strategy that includes
ways (i) by directly increasing the productivity of the poor investments in transport infrastructure and
through improved accessibility to schools, clinics, markets, services.
businesses, etc, and (ii) by increasing the productivity of
employment generating business and industry. 2. Targeted investments should ensure that the
overall transport investment plan is equitable as
 The major role of trunk roads, secondary networks, and rural well as efficient.
access improvements, is in enabling increased agricultural
production, higher productivity, increased non-farm activity, 3. Emphasis needs to be placed on attracting
improved labor mobility and expanded participation in better affordable transport services since these are the
health and education services. It is well recognized that services that generate the benefits to the local
economic growth is the major force contributing to poverty communities
reduction
4. Poverty-focused transport projects should include
 Emphasis needs to be placed on attracting affordable transport provisions for monitoring and evaluation impacts
services as it is the services that generate the benefits to the and outcomes. Continued attention to monitoring,
local communities. evaluation and empirical research is important in
order to provide invaluable guidance and feedback
 Competition for and in the market is necessary if the benefits of for further improvements in the design of projects
transport are to be passed on to users rather than owners and to overcome access problems of the poor.
operators of vehicles and vehicle fleets. In many rapidly
growing urban areas a similar problem is commonly observed  For transport services, there is a need for a proper
where deterioration of public transport services results from a regulatory framework to be in place to provide low
low fares policy, often below costs, and government authorities cost-efficient public services where the transport
are unable to support revenues. benefits are widely distributed (Regulations, laws, and
Orders issued and circularized and complied with;
resulting fares and tariffs optimized and desired
outcomes attained)

Final Report
2. Supporting  Research on economic growth repeatedly highlights the  Continued fund support to programs for improvement,
Economic Growth importance of transport investment to supporting overall growth upgrading, and construction as well as expansion of
 Transport's contribution to sustainable economic growth road sector projects (Lending and Investment and
depends on the extent to which economic activities can be Projects; Improvements of Travel Cost and Time,
linked efficiently and economic "distances" reduced. Percentage Attainment in Meeting Plans, and
 Transport can facilitate expansion of domestic and international Generated traffic volume, etc.)
markets.
 Since improving transport services needs to be undertaken in a
manner that will keep an economy competitive in an era of
increasing globalization, the performance of the sector needs to
be continuously raised.
'
 The specific factors of importance will vary between countries
and regions within countries depending on local circumstances
and whether international or domestic markets predominate.
2.1 Operational  The greatest evidence for the need to improve operational  Road asset management principles are advocated,
Efficiency efficiency is the poor level of maintenance that characterizes the supported, and institutionalized (Compliance to
road network/s Planned Programs; % of Budgeted or implemented
compared to plans; Guidelines Adopted across
 Inadequate maintenance is resulting in large losses of capital organizations)
assets that are lost prematurely due to the neglected and
deferred maintenance.  Monitoring the support and compliance of Road Fund
in meeting demand and that Road Board/authorities
 There is a common misperception that a lack of resources is the are properly and efficiently functioning as reflected in
reason for poor maintenance. The reality is that much more network quality (% Compliance, and International
money is spent on reconstruction of roads than would have been Roughness Index rating of networks)
necessary had maintenance been done in the first place.
 Advisory and procurement services on development,
 Large gains in efficiency are possible from institutional reforms utilization, and sustainability of modern management
that strengthen the capacities of local, regional and national systems; trainings; networking and exchange
governments to manage the framework for transport more (systems developed, rolled out, and utilization rate;
efficiently and enhance the capacities of transport organizations improved cost/time of doing business, improvement
to provide customer-responsive services. in processing time; costs or benefits of better
decisions)
 Throughout the sector, a significant obstacle to improved
operational efficiency in public sector institutions has been
outdated administrative structures, often with large labor forces.

Final Report
 Outdated sector management arrangements often mean there is

no medium or long term planning to provide criteria to judge
agency accountability.
 Inefficient management and work practices impose costs on

users that impede the efficiency and utilization of the
infrastructure. Such agencies need to be "right sized", with
public and private roles reoriented, in order to free up budget
resources to introduce sound plans, operating systems and
technologies.
2.2 Relieving  The main impact of transport on growth is through lowering  Continued fund support to programs for improvement,
Bottlenecks to Trade costs and thereby improving the efficiency of production and upgrading, and construction as well as expansion of
increasing the prospects of trade whether domestic or sector projects (Lending and Investment and
international. Projects; Transport Cost and Time savings, Generated
traffic volume, etc.)
 Dependability and reliability of services is often as important as
other factors of production. The physical, policy and procedural
impediments to better transport services and bottlenecks to
trade need to be addressed.
 Increased passenger services also impacts on growth since it

eases labor movements thereby increasing the efficiency of
national and regional labor markets and therefore productivity.
 Increased passenger traffic also opens communications between

regions and fosters the flow of ideas, innovation and technology
that are critical components for sustained growth.
2.3 Accessibility to  Upgraded trunk routes are required in various locations to open  Advocated as part of pro-poor policy (Item 1 above)
Isolated Areas up depressed landlocked and/or isolated areas and permit them
to participate in the modern market economy
 Roads and railways will normally be the primary means of

providing trunk access, and sea transport and air transport also
serve as part of trunk networks in archipelago countries such as
the Philippines .

Final Report
 The development, reform and deregulation of the commercial

trucking industry can be a key component of improved transport
services.
 Shipping or air transport provide the most cost-effective means

of meeting the needs of remote areas. Inland water transport,
coastal shipping, and inter-island ferry services are relatively
neglected modes that in the right situation can meet transport
needs at relatively low cost.
 Smaller islands of major' archipelagos like the Philippines,

experience economic isolation due to the high cost of transport
access. For these locations inter-island and international
shipping and low-cost air transport may be critical. These
economies are particularly reliant on maritime transport and in
most cases the scale of operation is small and there is difficulty
in attracting private sector investment and services.
2.4 Urban Transport  Cities and towns are playing an ever-increasing role as the locus  Continued Advocacy of modern urban concepts,
of economic growth. ADB has estimated that 80% of the integrated intermodal transport systems, within the
region's new economic growth will be generated in its urban wide framework of overall land use as well as fund
economies, highlighting the importance of the urban agenda to support and private-public partnerships (Plans, Design
national economic growth. Plans, Project/Sub-projects, Investment support;
urbanization impacts on cost. Time, convenience and
 Urban transport investments not only facilitate trade and safety)
commerce. but also structure the shape of cities and the
location of business activities. Modern urban transport systems
therefore-need to be seen as a facilitator of economic growth in
the same way as national transportation networks.
 Many of the region's major cities are among those facing the
most serious problems in the world in regard to traffic
congestion, declining quality of public transport, and unplanned
growth in peripheral urban areas without adequate transport
services.
 These issues continue to become more acute with increasing

motorization, spreading to secondary cities, and affecting more
people as rapid modernization occurs.

Final Report
2.5 Private Sector  In many countries most road-based bus services, para-transit Marketing and design of new innovative lending and non-
Participation services, and virtually all road freight services are delivered by lending windows for private sector participation as well as
the private sector. With respect to large facilities, concessioning partnering with Government for road and transport
of ports and airports to private operators have seen the greatest sector finance as equity and leverage to increase
successes and have often led to dramatically improved domestic currency resources from the domestic capital
productivity. markets (financial windows and modalities offered, rate of
capital generation/utilization, etc)
 Build-operate-transfer (BOT) and concession approaches for
other transport modes including toll roads, railways and urban
mass transit systems have yielded more mixed results.
 there have been few projects in these sectors profitable enough
to attract the private sector without some public sector
participation.
 Of the relatively few projects that have reached financial

closure, many have tolls or fares that are generally high for local
income levels and hence the facilities have not attracted the
forecast traffic.
 Some projects have required governments to step in with large-

scale financial support that has required substantive cuts in
other programs, even outside the transport field.
 Since the 1997 Asian financial crisis several BOT projects have
been a particular burden since many were structured with
substantial foreign financing, which led to higher debt
repayment obligations in local currency after devaluation.
 The main advantage of involvement of the private sector lies in

introducing improved management and operations, rather than
in being a source of financial resources per se. When
competition can be engendered, and proper regulatory
frameworks established, private management has shown that it
can bring needed efficiency and innovation to sector
management. Even under the most optimistic scenarios, the
level of financial resources that might be generated by the
private sector is likely only to be a small fraction of the total
resources required by the transport sector.

Final Report
 On an individual project basis, however, the implementation of a

project by the private sector can make an important contribution
towards securing finance outside of the public sector budget.
 The area where it is most important to attract more private

participation is in the maintenance and operation of existing
roads. On the basis of experience in other regions of the world
maintenance costs per km could be reduced by at least 30%.
Such savings would make a major contribution to overcoming
the maintenance backlog, reducing the high operating costs that
poor surfaces impose on road users, and lowering the need for
costly pavement reconstruction. Thus, beyond traditional public
works contracting of periodic maintenance, packages of roads
could be assembled, and comprehensive multiyear contracts for
their management and maintenance offered for competitive bid.
 For high-volume roads it will be possible in some cases to adopt

competitive concessioning of the facilities, with part or all of the
costs to be recovered by the concessionaires from tolls, fares, or
in some case "shadow" tolls.
 The approach can be extended to freight and suburban railway

lines. as has been successfully achieved
 Bus and para-transit services that are the main form of

transport for lower income groups could be made more
responsive by creating competitive markets, with private
operators providing the services and government regulating
them.
3. Addressing  Conflicting interests, inside and outside the sector, constantly  Review and enforcement of prevailing governance and
Governance require reconciliation, as new areas and new traffic develops and anti-corruption policies (investigations, cases filed);
new solutions are proposed.  Continued support to government sector strategic
planning, at national and local levels, with emphasis
 Decentralization of government responsibilities is a trend that is on wide consultation, genuine consensus building and
placing more responsibility for urban and rural transport effective assessments made on the impact of
systems closer to the people affected by these systems. investments actually made and quality of services
provided (workshops and workshop outputs, number
 Existence of large, immobile transport institutions trained).

Final Report
 The single most important task of government is to provide  Continued advocacy and support to decentralization
clear and effective guidance, through policies and identification of government responsibilities for urban and rural
of priority investments for the evolution of the sector. transport systems closer to the people affected by
these systems (performance of devolved and
 The second most important task is the development of decentralized functions)
institutional arrangements and management systems that create
internal incentives for accountability, efficiency and innovation. Support the increased corporatization of public
agencies in the sector and the establishment of
sound commercial accounting systems, organized
 Road Boards to manage their road assets and road investments. around lines of business, commercial practices
Representatives of the private sector, road user and civic groups including tariff setting, introducing public service
as well as public officials govern these Boards. The concept is to obligations to serving disadvantaged areas and
operate the road system as if it were a revenue earning utility contracting out non-core subsidiary services (Savings
and create a transparent link between expenditures on roads in costs of government operations, service delivery)
and the revenues gathered from road users. Road-user-charges,
 Advocacy and support to improved approaches on
channeled into a road fund that is managed by the Road Board
road expenditure management through better
is the preferred means of financing road maintenance."
linkage between road user charges and actual
expenditures on the road system (extent of coverage
 There is still a large agenda of needed institutional reforms in
of road requirements).
government-owned transport operating agencies and public
transport companies  Support and champion increased emphasis by the
development community on improvement of
 Procurement procedures for contracts financed by ADB follow governance through greater attention to contracting
international best practice, member countries do not always procurement, contracting procedures, value for
follow such practices in contracts financed by national budgets. money applied by road and transport agencies on
In the highways field, competitive tendering has become the non-ADB financed procurements (harmonized
normal practice for any significant construction activity. What approaches)
constitutes competitive procurement, however, is subject to
wide variation in terms of transparency and integrity of the  Support strengthening of service procurement and
process and the extent of true competition. contract enforcement skills of road sector agencies’
staff on measures to address corruption and
 Similar considerations apply to the operations of enforcement transparency, mechanisms for handling complaints,
agencies, where corruption remains a major obstacle to internal control and auditing arrangements
improvement of law enforcement, traffic management, vehicle (Trainings, and Number of staff trained)
inspection, driver licensing, vehicle emissions, and route  Cooperate and coordinate with other major donor
franchising. agencies, government, and stakeholder groups on
harmonized measures to address governance and
corruption (harmonized approaches established).

Final Report
4. Financing for  Address the need to improve the contribution of the transport  Advocate and champion policy measures and
Sustainable sector as well as recovery of costs from road users. operational mechanisms to increase road user
Transport contributions to fully meet the costs for needed
 If properly managed, improvements in cost recovery could
maintenance, rehabilitation, and network
resolve the maintenance problem and turn the development of
improvements as well as external costs involved in
road networks from a heavy burden on national budgets to a
road use - air pollution, noise, congestion, accidents
financially sustainable process.
and division of communities. (Extent of coverage by
 Improved cost recovery could also provide incentives for road fund)
reduction of the negative impacts of motor vehicle use and the  Cooperate and coordinate with other major donor
overall impact could make a significant contribution towards agencies, government, and stakeholder groups on
making the overall growth process more efficient and more harmonized measures to address governance and
equitable. corruption.(harmonized processes institutionalized)
 Many countries are not collecting sufficient revenues from the

roads sector to fully meet the costs for needed maintenance,
rehabilitation, and network improvements, let alone making a
net tax contribution to support the general government budget
 Despite the political unpalatability of increased taxes and

charges, measures need to be taken to increase road user
contributions if the road networks are to keep abreast of the
region's expanding economies.
 A reasonably simple, and fair, aim would be to have total
expenditures on roads covered by road users through a
combination of annual vehicle license fees and fuel levies, that
would be distinct from general taxation on these items.
 The fuel levies would reflect the short-run marginal costs of use
of roads and should include an allowance for externalities
including road safety, local environmental effects and the global
warming risks of carbon dioxide emissions, which are almost
directly proportional to fuel use.
 The license fees would raise the substantial additional sums
required to cover total expenditures, and would also reflect
differences in vehicles' marginal costs that cannot be captured
by fuel charges. Placing the revenues from these sources in a
road fund as could add to the attractiveness and sustainability of
the reform.

Final Report
 The external costs involved in road use - air pollution, noise,

congestion, accidents and division of communities-have a
particularly serious impact in an urban context. It is widely
agreed that the marginal costs of these impacts should be
charged to road users but the difficulty is in finding an efficient
way of achieving it in practice (e.g. Parking charges,
expressway toll, high city registration/license fees, central area
congestion pricing).
 On the issue of financial sustainability where transport

operations are not managed very effectively and experience
severe financial sustainability issues. pricing and cost recovery
there is a need for sound regulation to maintain a fair and
competitive framework able to combine efficient service with
financial sustainability for transport operators.
5. Urban Transport  Urban transport is of particular relevance to a pro-poor growth  Continued advocacy of modern urban concepts,
policy because of the dominant role of cities in generating integrated transport systems, within wide framework
increases in national income and trade, and because of the of overall land use as well as fund support and private-
growing number of the poor who live in urban areas. public partnerships (Plans, Design Plans, Project/Sub-
projects, Investment support; urban impacts on cost.
 Rapid motorization particularly impacts on the poor who usually
Time, convenience and safety, international best
spend more time in the streets whether for work, travel or
practices)
leisure. The urban poor are most affected by air pollution, suffer
the most from road accidents and depend most heavily on
 Support and advocacy on the improvement of urban
walking and public transport.
transport and its management as well as the
 In many of the regions cities and towns are increasingly development and establishment of use and transport
experiencing severe levels of congestion due to rapid plans designed to optimize travel movements and
motorization. Agencies are often weak institutions with little transport planning and management (meetings,
effective authority. Many local institutions are not well prepared dialogues, workshops, public information)
to face the problems presented by urban areas among which
one of the most difficult is transport, and where external help  Advocacy on measures include the clear provision for
is therefore most needed. the rights and responsibilities of pedestrians and
cyclists in traffic law; training of police to enforce the
 Relatively few cities have adequate land use and transport plans rights of NMT users; formulation of a national strategy
designed to optimize travel movements and transport planning for NMT as a facilitating framework for local plans;
and management . development of specific local plans as part of the
 Many cities also have poor quality public transport services and planning procedures of municipal authorities; provision
adopt policies that focus on private rather than public transport of separate infrastructure for movement and parking of
services. bicycles where appropriate, and incorporation of

Final Report
 The deteriorating traffic conditions throughout most of the standards for providing for cyclists, pedestrians, and
region indicate that much more effort needs to be directed freight carts in new road infrastructure design
towards improvement of urban transport and its management. (meetings, dialogues, workshops, public information).
 Needed major transport investments must be identified and

developed to implementation stage by metropolitan authorities,
taking into account the need for infrastructure management and
service regulation.
 Public transport operations should also be concessioned or

franchised competitively, against clearly specified and strictly
enforced performance standards. The key role fulfilled by
informal transit in many cities should be recognized and
operators encouraged to compete for franchises.
 Transport's task is to ensure mobility of people and goods, not

merely of motorized vehicles and more attention needs to be
given to non-motorized transport (NMT).
 Not all of NMT can be accommodated on all roads or in all

densely built up areas. A sustainable balance may require the
localized ban on certain types of NMT for safety and traffic flow
reasons.
6. Vehicle Emissions  Air pollution from vehicular sources need to be addressed as  Advocacy and adoption of an urban air quality action
motor vehicles emit large quantities of carbon monoxide, plan. The development of comprehensive strategies
hydrocarbons, nitrogen oxides, and other toxic substances such needs to incorporate (i) stricter emissions standards
as fine particles and lead. Each of these, along with secondary for new vehicles, (ii) adoption of cleaner fuels including
by-products such as ozone, can cause serious public health and use of alternative fuels, (iii) programs for inspection
environment problems. The localized health consequences of air and maintenance of in-use vehicles, and (iv)
pollution are severe. comprehensive transportation planning, traffic
management and demand management measures to
 Equally ominous is the rise in the transport sector's share of promote sustainable transport. These measures need
total carbon dioxide emissions, which are directly linked to to be supplemented with specific initiatives regarding
global-warming . The growth in motorization in Asia will result air quality monitoring, and improved vehicle
in substantial increases in emissions and deteriorating air technology standards (System/Process institutionalized
quality if mitigating actions are not taken. and maintained)

Final Report
7. Regional  Increasing trade and cooperation among countries in the Asia  Advocacy and to the establishment Support Brunei
Cooperation and Pacific region has made a significant contribution to their Darussalam-Indonesia-Malaysia-Philippines East
development. As economies grow the opportunities also increase ASEAN Growth Area (BIMP-EAGA) Region as well as
but to take advantage of these opportunities presented often United Nations plan on an Asian Highway (meetings,
requires improved transport infrastructure and services. dialogues, conferences, public information)
Unexploited opportunities for cooperation are to be found
particularly in the relations between land-locked and sea-locked
countries and their neighbors
 Actions may be required in a wide range of areas, such as

transport logistics including improving the handling of transit
traffic, the removal of regulatory and infrastructure barriers
permitting vehicles of each country to move in the other, freight
tracking systems, encouraging direct trade between regional
ports/airports in neighboring countries, sharing expensive items
of equipment such as aircraft, amalgamating national
enterprises of uneconomically small scale into cooperative
regional ventures, coordinating international infrastructure
improvements so that works in both countries are completed
simultaneously, or developing major transport hubs to serve
several regions instead of each having their own. Improvements
in maritime, rail and air services all have a role to play
8. Transport Safety and  Improvement of safety is an emerging issue that urgently  Support institutionalization of policy guidelines, system
Security requires attention in the region's transport sector, and is for road safety and status of recommended priority
particularly acute in the road sector. interventions in the fields of engineering, education,
law enforcement and emergency medical services
 It is estimated that in the Asia-Pacific region annual fatalities
(System institutionalized).
from road traffic accidents number about 500,000 and the
number of injuries exceed 20 million. The fatalities represent
 Advocate and educate stakeholders on incorporating
about 45% of the world road total, despite the fact that the
road safety components in road sector operations
region has only 16% of the world's vehicle population.
(Trainings, Public Information)
Continuing rapid motorization coupled with high accident rates
suggests that these alarming totals will rise considerably further
in coming years unless action is taken to address them.
 Another safety issue that is emerging concerns the carriage of
dangerous goods and hazardous material by and land. There is a
need for formal training in the carrying hazardous materials and
cargoes and licensing of truck drivers.

Final Report
 Emergency services for both land and sea modes require training
to respond to contingencies and incidents.
 Improvements in signaling and communications is primarily
safety driven.
 Improvements in transport security are now recognized as a
necessary and growing part of transport sector analysis and are
expected to become a growing element of future lending
operations. Passenger and bag screening measures being
established at international and domestic terminals as well as
urban mass transit and public bus transport. These measures will
be a burden for many countries, and countries not having
compliant systems and can be disadvantaged in terms of delays
in clearance of their exports by importing countries and have
further impacts on their attractiveness as investment locations
9. Multimodal Transport  increases in throughput are now increasingly constrained by  Advocate and pilot adoption of a multimodal "supply
and Trade Logistics shortage of space on the landside, severe congestion on access chain approach to analyze transport system
roads or, in a few cases, road networks that are unable to performance in support of trade and economic growth,
support extensive movement of 40-foot containers. Distribution It considers how system performance and efficiency is
by waterway, where available, or by rail, sometimes to inland affected by infrastructure bottlenecks as well as by
container depots, has helped to ease the problem, but in some regulatory and procedural requirements imposed by
cases the railway does not reach the port or has very limited modal agencies, other governmental bodies (e.g.
capacity. customs), and private sector players such as freight
forwarders and haulers (trainings, computer software
 Efficiency in documentation clearance directly will play an
demonstrations, procurement).
increasingly important role and impacts on efficiency of
transport systems and infrastructure.
 Coordinate and cooperate with other donors on
 Improving multimodal transport and logistics will require better programs on Improving multimodal transport and
methods of public private cooperation in planning and logistics, possibility of public private cooperation in
implementation of diverse activities under different planning and implementation of diverse activities
responsibilities. under different responsibilities (harmonized
approaches based on best approaches and advocacy)
 Solving these multimodal logistic obstacles to container and
goods transport-whether by upgrading road or rail, improving
transfer points, changing customs, inspection, and
transshipment policy and procedures, or, Ultimately, by shifting
more traffic to ports outside the main cities-will be an important
issue in the medium term as the volumes of trade increase.

Final Report
10. Transport and the  Special mobility needs of the disabled and elderly are often  Advocacy of retrofit of existing facilities and-design of
Disabled neglected in transport planning and design. new facilities should consider barrier free access for
the aged and disabled (trainings and public
 Both retrofit of existing facilities and-design of new facilities
information).
should consider barrier free access for the aged and disabled.
Issues include wheelchair access to public transport vehicles:
bus, rail, airplane (especially at small airports) taxi and mini
buses, as well as terminal access at bus, rail, metro and airport
locations. Curb ramps on pathways for wheelchairs, Braille
markings and handrails are all important components of a
strategy to accommodate mobility requirements.
11. New Technologies  Information technology (IT) is one area that warrants attention  Coordinate and cooperate with other donor
for contribution to improving performance of the transport and communities on complementary and collaborative work
road sector and economizing on the need for infrastructure on institutional capacity building work in road sector
expansion. agency such as the DPWH and its RIMSS (institutional
capacity building programs, harmonized system
 Advances in this area have relevance for all modes. Improved
applications, state of the art technologies deployed
communications systems (mobile telephones, global positioning
where funds allow these)
system. and Internet) can reduce the empty running of trucks
 Package and implement an institutional capacity
and their immobilization in traffic jams, can facilitate tracking 'r
building program component under a possible Road
and security of containers, and expand the effective capacity of
Sector Improvement Package. TA resources may be
restricted channels and corridors.
required to package and coordinate the scope of work
 Smart cards for use of public transport can reduce fraud, enable requirements (Implementation and Investment Plan,
adoption of fare structures that are better integrated between Project Proposal, ADB Appraisal and negotiation).
the legs of a journey, and facilitate targeted subsidization of
disadvantaged categories of the population.
 Improved management information systems cum geographic
information systems, assembling and analyzing data on the
past and current state of all sections of an infrastructure
network, , and the maintenance interventions undertaken, can
contribute substantially to better maintenance budgeting and
allocation.
 IT can enhance road and rail safety by better accident reporting
and improved signaling and communications.
 Electronic tolling of vehicles. in various forms. can be expected
gradually 10 spread among sites where capacity constraints are
most serious, initiating a fairer system of charging for
infrastructure use.

Final Report
7.13 Monitoring Mechanism
7.13.1 Results Based Monitoring
98. The Philippine Government is bringing results management and

monitoring into its mainstream activity by maintaining an interagency
harmonization committee to oversee the implementation of the Paris
Declaration commitments, and by strengthening systems for public
expenditure management and performance budgeting to make the allocation
of scarce public resources more efficient. The medium-term expenditure
framework ensures that spending is “driven by strategic and policy priorities,
disciplined by revenues.” Executive Order No. 366, which strengthens the
monitoring of all government departments, agencies, and corporations, and
requires them to complete strategic reviews, “is a move to transform the
executive branch into a high-performing, results-oriented government from
one that is saddled with bureaucratic overlaps and redundancies.” Important
instruments include the organizational performance indicator framework, and
sector effectiveness and efficiency reviews. Such efforts encourage agencies
to improve service delivery in exchange for access to budget resources and
provide the framework for results-based planning, monitoring, and evaluation
in government agencies. ADB has access to outputs from these systems,
which it will use to increase development effectiveness. No substantive
changes have been made in the results framework of CSP 2005–2007.


Final Report
8. PREPARATIONS FOR THE ROAD DESIGN

8.1 Selection of Road Sections for Design in Phase 1
1. In accordance with the Terms of Reference (TOR), which in turn is based on

a previous concept paper by DPWH, the road sections to be selected for Phase 1
of the project should:
(1) provide maximum economic return for the investment;
(2) cause minimum negative environmental and social impacts;
(3) be suitable for asset preservation without requiring significant repairs,
improvements or rehabilitation;
(4) be reasonably well distributed between Luzon, Visayas and Mindanao;
and
(5) result in a total cost of work in the order of US$50 million in Phase 1.
2. DPWH provided a long list of 28 candidate road sections for Asset
Preservation, distributed within different regions of the country. The DPWH
likewise provided the Consultant initial HDM-4 calculations for the same road
sections which were used by the Consultant as basis for the first selection
according to criteria (1) and (3) above, i.e., based on the results concerning
preliminary estimated economic return and improvements and/or rehabilitation
costs, respectively.
3. Maximum economic return means that the total benefits should exceed the
total costs by as many percentage as possible. The benefits include reduced
vehicle operating costs and time costs, as well as savings in maintenance costs
and repairs during the remaining lifetime for the road. It could also include
indirect benefits due to (for example) economic development or increased
tourism in the area of the road.
4. The costs include materials, equipment, labour and supervision for the
works, plus damages caused by indirect environmental or social impacts (if
any). Such impacts are less likely for the asset preservation work in Phase 1
since this work should not affect either the road width or the road alignment.
Only the work as such, and later perhaps an increasing traffic volume, could
then have such effects. The costs for significant improvements, repairs or
rehabilitation (i.e. other works than just the asset preservation) should be as
low as possible. However, it could only be entirely avoided for a few sections,
according to the estimates on which the HDM-4 calculations were based.
5. After discussions with representatives from DPWH and ADB, the Consultant
set the maximum for such costs to twenty (20) percent of the total costs for the
maintenance work on each individual road section. For some sections, the
costs for repairs/rehabilitation based on initial HDM-4 calculations had to be
adjusted after the result of Consultants inspections.
6. Based on the above evaluations and criteria, as well as a roughly estimated
total cost and the distribution within the country, a total of 8 road sections were
tentatively selected and subsequently inspected. After the inspections and their
results, the proposed final selection was discussed and approved by DPWH’s

Final Report
Technical Work Group and by the Inter-Agency Steering Committee for the
project. The selected 8 road sections and the comparison of Consultant’s
findings and the previous HDM-4 results are shown in Table 8.1.1.
7. Although the selection was intended to be considered as ”final” and will be
used as such for the design, it is based on approximate HDM-4 results and
visual (although thorough) inspections. The final costs for the work on each
section, and the total cost for all road projects were estimated based on the
design results. To insure about the risk for large deviations, two other road
sections have also been inspected and were kept as ”spare”.
8. Out of the 28 long list of road sections for asset preservation, 11 were
originally shortlisted under Tranche 1 (including one section from Dumaguete
North Road) but later reduced to 8, after combining two road sections for
Butuan-Cagayan de Oro City-Iligan Road and two road sections for Bauang-
Baguio road and deleting the section from Dumaguete North Road. That would
leave 18 remaining road sections in the long list. Out of those 18 road sections,
however, 5 were excluded due to the resulting low rates of return. Another 3
sections that appeared to be suitable for asset preservation (which remains to
be certified, however), were set aside in case more funds would be made
available for Phase/Tranche 1. Thus, only 10 road sections for asset
preservation were left as candidates for Tranches 2 and 3, where they would
have to compete with other 22 road sections requiring improvement or
rehabilitation.
9. Table 8.1.2 shows the long list of road sections for asset preservation
distributed to Tranche 1 for priority projects and the remaining to Tranches 2
and 3. On the other hand, Table 8.1.3 shows the longlist of road sections
proposed for improvement or rehabilitation.
10. However, in the later part of negotiation with ADB, after cost estimates
were distributed by Tranche, three (3) additional roads were accommodated for
Tranche 1 under the ”Design-and-Build” scheme in view of the availability of
excess programmed funds for Tranche 1 due to reduction of scope of civil works,
since a significant length of sections (distributed among the 8 roads) were later
found out to be already improved by the Regional and District Engineering
Offices of the DPWH. The additional three (3) road sections for asset
preservation under Tranche 1 are: 1) Dumaguete North Road (Manjuyod-La
Libertad Section); 2) Dumaguete North Road (La Libertad-Vallehermoso
Section); and 3) Butuan-Cagayan de Oro City-Iligan Road (Agusan del Norte
Section), which was later separated from the whole Butuan-Cagayan de Oro
City-Iligan Road project. Therefore, the remaining roads for asset preservation
as candidates for Tranches 2 and 3 were again reduced to 7 roads. The total 11
road sections under Tranche 1 was divided into three (3) contract packages.
11. The map showing the location of road projects under Tranche 1 is
presented in Figure 8.1-1.

Final Report
Table 8.1.1: COMPARISON BETWEEN HDM-4 AND CONSULTANTS FINDINGS

Final Report
Table 8.1.2
PROPOSED ASSET PRESERVATION PROJECTS
HDM-4 Recommendation
Total Length
Projects Region Province NPV/C Costs (PM) Ranking Remarks
(km) Asphalt Overlay Reconstruction Good
(km) (km) (km)
TRANCHE 1
Bauang-Baguio Road I La Union 21.84 12.83 4.99 4.02 18.25 134.30 6

1 CP-1
Bauang-Baguio Road CAR Benguet 17.21 15.58 - 1.63 3.65 78.77 18
2 Olongapo-Bugallon Road III Zambales 140.96 91.42 8.34 41.20 7.51 946.21 13 CP-2
3 Palo-Carigara-Ormoc Road VIII Leyte 22.89 20.77 - 2.12 3.97 100.81 17

CP-3
Daang Maharlika Road (Liloan-Naval Highway)
4 VIII Leyte 14.86 10.92 - 3.94 2.18 60.64 23
(Under Eastern Nautical Highway)
5 Iloilo-Capiz (Old Route) VI Iloilo 11.82 8.80 2.11 0.90 29.83 126.86 2 CP-4
Butuan-Cagayan del Oro City-Iligan Road X Misamis Oriental 21.19 17.11 3.47 0.61 51.95 375.89 1 CP-5
6
Butuan-Cagayan del Oro City-Iligan Road * Design
XIII Agusan del Norte 16.16 9.84 5.55 0.77 12.26 212.17 10
(Agusan del Norte 1st Leg. District) and Built
7 Bukidnon-Cotabato Road XIII Cotabato 47.61 34.90 - 12.71 8.72 193.87 12 CP-6
8 Dipolog-Oroquieta City road IX Zamboanga del Norte 49.15 17.75 - 31.40 8.88 100.43 11 CP-7
Dumaguete North Road VII Negros Oriental 50.71 16.31 25.56 8.84 15.16 509.30 7
CP-8
9 Dumaguete North Road VII Negros Oriental 6.25 2.94 3.31 - 13.83 73.73 9 (Design
and Built)
Dumaguete North Road (Jct. Kabankalan-
VII Negros Oriental 57.63 13.44 4.23 39.96 7.37 20
Negros)
TOTAL 478.27 272.61 57.56 148.10 183.56 2,912.98
TRANCHES 2 & 3
1 Bigaa-Plaridel via Bulacan & Malolos Rd III Bulacan 22.08 10.00 3.11 8.97 14.98 123.08 8
2 Siquijor Circumferential Road VII Siquijor 71.80 51.32 13.88 6.60 5.99 503.26 21
3 Sindangan-Liloy Road IX Zamboanga del Norte 28.00 17.70 6.51 3.79 5.67 204.28 15
Daang Maharlika, (Sta. Elena- Daet-

4 V Camarines Norte 123.88 35.89 11.62 76.37 5.33 386.80 16
Pambuhan) (Lone District)
5 Dipolog-Sindangan-Liloy Road IX Zamboanga del Norte 82.05 70.83 7.84 3.38 3.02 478.09 19
6 Famy-Infanta-Dinahican Port Road IV-A Quezon 37.05 12.11 13.04 11.90 2.60 252.01 21
7 Manila-Batangas (Malvar-Lipa Road) IV-A Batangas 25.24 8.91 5.81 10.52 29.79 343.38 3
8 Iloilo-Capiz (Old Route) VI Iloilo 30.74 21.05 1.98 7.71 27.03 185.02 4
9 Palico-Balayan-Batangas Road IV-A Batangas 53.32 18.39 7.79 27.14 21.62 275.63 5
10 Toledo-Pinamungahan Road VII Cebu 26.74 24.61 1.91 0.22 2.41 160.60 22
11 Gapan-Fort Magsaysay Road III Nueva Ecija 24.43 8.88 11.42 4.13 1.21 274.40 24
12 Ormoc-Baybay-Southern Leyte Bdry. Road VIII Leyte 23.21 7.31 3.17 12.73 1.12 100.37 25
13 Palompon-Isabel-Merida-Ormoc Road VIII Leyte 77.76 24.15 0.76 52.85 0.96 137.32 26
14 Liloy-Ipil IX Zamboanga Del Norte 30.73 18.68 7.84 4.21 0.94 204.29 27
15 Ormoc-Baybay-Southern Leyte Bdry. Road VIII Leyte 67.16 31.50 - 35.66 0.85 159.29 28
TOTAL 724.19 361.33 96.68 266.18 123.52 3,787.82

Final Report
Table 8.1.3
LONGLIST OF PROPOSED ROAD IMPROVEMENT PROJECT
Length
Projects Province
(km)
1 Bagac - Mariveles Road Bataan 42.00
2 Bacolod Circumferential Road Negros Occidental 34.00
3 Caticlan - Malay - Libertad - Nabas Road Aklan 97.40
4 Villaba - Tabango - Calubian Road Leyte 67.10
Loay Interior Road, Loay-Carmen-Trinidad Road and Jct. Dat-

5 Bohol 62.28
am-Pilar-Alicia Road
6 Wright - Taft - Borongan - Guiuan Road Samar 220.19
7 Sto. Niño - Buluang Road Palawan 45.50
8 San Nicolas - Natividad San Quintin - Umingan - Guimba Road Pangasinan / Nueva Ecija 23.50
9 Guinhulngan - Isabela - Binalbagan Road Negros Oriental 37.90
10 Bacolod - Murcia DS - Benedicto - San Carlos City Negros Occidental 82.00
11 Bolinao -Bani - Alaminos Road Pangasinan 55.00
12 San Carlos - Dumaguete Road Negros Occ. / Negros Or. 44.00
13 Guimaras Circumferential Road Guimaras 38.78
14 Albay West Coast Road Albay 42.09
15 Sto. Rosario - Matag - ob - Palompon Road Leyte 23.71
Ilocos Sur / Benguet /

16 Cervantes - Mangkayan - Abatan Road 83.00
Mt. Province
17 Mulanay - San Francisco Road Quezon 24.10
18 Bagong Silang - Capalonga Road Camarines Norte 22.00
19 Malinta - Baleno - Aroroy - Mandaon / Milagros - Balud Road Masbate 112.00
20 Toledo - Tabuelan - San Remegio Road Cebu 67.10
21 Mindanao East - West Lateral (Sta. Filomena - Ticlaan Section) Iligan / Bukidnon 75.00
22 Bayawan - Bais - Dawis - Panyabonan Road Negros Oriental 30.00
TOTAL 1,328.65

Final Report
Figure 8.1.2.1: Location of Roads Under Tranche 1

Final Report
8.2 Preliminary Work and Project Description
8.2.1 Contract Package 1
Lot 1.1: Bauang-Baguio Road

Bauang-Baguio Road (2nd DEO, La Union and Benguet District)- km 258.92 to
km 298.07, (Length = 39.15 kms inclusive of bridges)
12. The group that inspected the Bauang-Baguio Road conducted their
preliminary inspection on this mountainous road section on 07 November 2008.
Minor deviations on the existing PCCP road were found from the HDM-4
recommendation based on the Consultant’s findings. Damages caused by
landslide and erosion were observed at km 284.82, km 286.52, km 288.70 and
km 296.43.
13. No coordination meeting with concerned District Engineering Office could be
arranged due to the fact that notice for coordination was given only to the
Baguio Engineering District. Due to time constraint, the group proceeded with
the inspection based on the information gathered from the Engineering District
of Baguio City.
14. The 39.15 kms road project, including exception sections, is located in the
Province of La Union, in Region 1, and Benguet province, in Cordillera
Administrative Region (Figure 8.2.1.2). The road starts at Jct. Manila North
Road in Bauang, La Union at km 258.92 and ends in Sablan, Benguet at km
298.07. The road traverses in a south-easterly direction passing the towns of
Bauang, Naguilian, Burgos and Sablan. The first 15 km of the existing road
project from Bauang passes through a flat terrain along Naguilian River with
elevation ranging from 16 to 40m. The rest of the project road passes through
a hilly to mountainous terrain with a gradual increase of elevation from 134 m
to 1,472 m in Baguio.
15. The existing pavement comprises of predominantly asphalt concrete overlay
surfacing on PCC pavement of 6.10 m width generally in bad to fair condition
and needs mostly overlay and reconstruction of some badly damaged stretches.
The 2nd District Engineering Office of Benguet informed that improvement of the
road section from km 266.00 to km 274.50 is being implemented by their office
and therefore considered exception to this project. The project road will consist
of 30.90 km AC overlay, 80 m reconstruction at km 228.7 and exception of 8.17
km.
Scope of Civil Works
Asset Preservation:
50 mm thick AC Overlay; Length = 30.90 km, Width = 6.10 m
Improvement of Shoulder, pavement markings, repair of distressed PCCP and
miscellaneous works as needed
Reconstruction:
50 mm thick AC overlay, 200 mm PCCP, 200 mm Aggregate Subbase; Length =
80 meters.

Final Report
Figure 8.2.1.2

Final Report
Lot 1.2: Olongapo-Bugallon Road

Olongapo-Bugallon Road (Ist and 2nd DEO, Zambales) – km 126.341 to km
267.30 (Length = 140.96 kms including bridges)
16. The Consultant Team together with ADB-PMO Engr. Soledad R. Florencio
held coordination meetings on 5-6 November 2008 at the office of District
Engineer Hercules C. Manglicmot, Zambales 1st DEO, and DE Edward G. Ramos,
Zambales 2nd DEO, respectively, to ensure successful carrying out of the TA
thru full assistance and cooperation by the concerned District Engineers.
17. After discussing related matters which included the provision of necessary
data for the road section, the assigned maintenance personnel in the DEOs
accompanied the TA team for the preliminary investigation to determine the
prevailing road condition. It was noted that the proposed overlay sections as
per HDM-4 recommendation were already overlaid with asphalt concrete with
thickness ranging from 50 to 75 mm, predominantly in the 1st DEO.
18. The 140.96 km road project is located in Central Luzon, Region III
particularly in the Province of Zambales. (Figure 8.2.1.3). The road starts in
the roundabout of Kalaklan, Olongapo at km 126.341 traversing Zambales
coastal in a northerly direction and ends at km 267.30 at the provincial
boundary of Zambales and Pangasinan. It is situated along the western shores
of Luzon Island and passes through flat terrain with elevations ranging from 7 m
to 54 m.
19. The first 11.20 km road section is with PCCP surfacing with AC overlay in
some isolated areas and the remaining sections comprise asphalt concrete
surfacing with short sections of PCCP particularly at the town proper. The road
carriageway width from the start at km 155 is 6.70 m with auxiliary lane in the
Olongapo City center and the remaining section with 6.10 m width. The project
road is under 1st and 2nd District Engineering Office of Zambales. It comprises of
65.55 km for overlay and an exception of 75.41 km.
Asset Preservation:
100 mm thick AC overlay; Length = 2.94 km, Width = 6.70 m - 6.10 m
125 mm thick AC Overlay; Length = 8.37 km, Width = 6.70 m - 6.10 m
miscellaneous works as needed.

Final Report
Figure 8.2.1.3

Final Report
Lot 2.1a: Palo-Carigara-Ormoc Road

(1st DEO, Leyte, Region VIII) – km 915.19 to km 938.07, (Length= 22.88 kms
inclusive of bridges)
20. The same group that inspected the Iloilo road section undertook the
preliminary investigation of this road section on 14 November 2008. There was
a minimal deviation from the HDM-4 recommendation and Consultants findings.
It was observed that various road sections were severely damaged due to poor
drainage system along the roadway.
21. The 22.88 km road project is located in Eastern Visayas, Region VIII, in the
Province of Leyte under the 1st District Engineering Office (Figure 8.2.1.4).
The road starts at km 915.19 in Palo town T-junction with Daang Maharlika
highway, traversing in a westerly direction passing the town of Santa Fe and
ends at km 938.07 in Alangalang municipality. The terrain of the project area is
relatively flat to gently rolling with elevations ranging from 15 to 68 m. The
existing pavement from start to km 916.10 is PCCP overlaid with 50mm AC in
bad condition. From km 916.10 to km 931.56, it is PCCP surfacing and about a
kilometer of the road section needs reconstruction. The road section from km
931.56 to km 933.15 was overlaid in 2006 observed to be in good condition and
considered exception in the project. The remaining section from km 933.15 to
km 938.079 is PCCP that requires AC overlay. Pavement width is 6.10 m in
general. The project road will consist of 20.30 km AC overlay, 960 m
reconstruction at km 919.0 and an exception of 1.62 km.

Asset Preservation:
Reconstruction:
50 mm thick AC overlay, 200 mm PCCP, 200 mm Aggregate Subbase; Length =
960 meters.
Lot 2.1b: Daang Maharlika Road (Liloan-Naval Highway)

(1st DEO, Leyte, Region VIII) – km 915.19 to km 934.36, (Length= 14.86 kms
22. The same group inspected this section on 15 November 2008. The
Consultants considered the entire PCCP road section for overlay.
23. The 14.86 km road project is situated in Eastern Visayas, Region VIII in
Leyte Province under the 1st District Engineering Office (Figure 8.2.1.5). The
road section starts at km 919.50 about 300 meters after the T-junction in Palo
traversing in a due south direction passing the town of Tanauan and ends at km
934.36 in Tolosa at the boundary of Leyte 1st DEO. The existing pavement is
entirely PCCP of 6.70 m width. The road passes through a flat terrain with

Final Report
Figure 8.2.1.4

Final Report
Figure 8.2.1.5

Final Report
elevations ranging from 3 to 36m except the last 1.85km where it is abutted by
hill and in rolling terrain.
Asset Preservation:
80 mm thick AC Overlay; Length = 14.86 kms, Width = 6.70 m
Lot 2.2: Iloilo-Capiz Road

(2nd DEO, Iloilo) – km 18.36 to km 55.96, (Length = 37.60 kms inclusive of
bridges)
24. The TA Consultants together with ADB-PMO Engrs. Luis Paredes and
Saidamen Ducol conducted the same tasks such as gathering pertinent data and
discussing related matters with concerned District Engineering Office (DEO)
personnel on 12 November 2008.
25. The 37.24 km road project is situated in Western Visayas, Region VI in
Iloilo Province under 2nd District Engineering Office (Figure 8.2.1.6). The road
starts in the DEO’s boundary at km 18.36 in Sta Barbara town traversing in a
north direction passing the towns of Cabatuan, Janiuay, Badiangan and
Lambunan, and ends at km 55.96 in Calinog town. The road passes through a
flat terrain with elevations ranging from 6 to 59 m. The first 5.50 kms was
widened from 2-lane to a 4-lane road in 2006. The remaining section still has
2-lanes AC pavement except a short section of PCCP from km 45.69 to km
46.98 where reblocking is on-going and being implemented by the 2nd DEO.
26. It was later found that the section from Km 6.520 to Km 18.356 was under
the on-going project, thus, this was treated as exception. Only the section from
Km 18.356 to Km 55.630 was included in the design with some stretches under
exception. The project road will consist of 26.01 km AC overlay, 1.00 km
reconstruction starting at km 22.50 and an exception of 11.26 km.
Asset Preservation:
Improvement of Shoulder, pavement markings, repair of distressed ACP/PCCP
and miscellaneous works as needed
Reconstruction:
100 mm thick AC overlay, 200 mm PCCP, 200 mm Aggregate Subbase; Length
= 1000 meters

Final Report
Figure 8.2.1.6

Final Report
Lot 2.3: Dumaguete North Road, 1st District (Manjuyod - La Libertad)
(1st DEO, Negros Or.) – km 50.742 to km 108.967, (Length = 58.23 kms

27. The 58.23 km road project is located in Central Visayas Island, Region VIII,
in the Province of Negros Oriental under the 1st District Engineering Office
(Figure 8.2.1.7). The road starts at km 50.742 of the district engineering
boundary in the town of Manjuyod, traversing in a northerly direction passing
about four (4) towns and ends at km 108.967 in La Libertad municipality before
approaching Pisong Bridge. The terrain of the project area is relatively flat to
gently rolling along the coastal of Tanon Strait. The existing 2-lane pavement
comprises of 27.50 km PCCP with 6.10-6.70m width and 30.73 km ACP having
6.10 m width. The DPWH’s 1st Engineering District has about 8.49 km on-
going/scheduled road sections for improvement and which is considered an
exception. The conceptual design of the project road will consist of 25.68 km
AC overlay, 20.16 km reconstruction and an exception of 12.39 km.
Scope of Civil Works (Per Conceptual Design)
Asset Preservation:
50-100 mm thick AC Overlay; Length = 25.68 km, Width = 6.70 m
and miscellaneous works as needed
Reconstruction:
230 mm PCCP, 200 mm Aggregate Subbase; Length = 20.16 km, width 6.70m
Lot 2.4: Dumaguete North Road, 1st District (La Libertad -

Vallehermoso)
(1st DEO, Negros Or.) – km 108.967 to km 150.523, (Length = 41.56 kms

28. The 41.56 km road project is located in Central Visayas Island, Region VII,
in the Province of Negros Oriental under the 1st District Engineering Office
(Figure 8.2.1.8). The road section is the continuity of Lot 2.3 at km 108.967
passing La Libertad and Guihulngan towns and ends at km 150.523 the
provincial boundary in Vallehermoso municipality. It traverses in a north-
easterly direction with relatively flat to gently rolling terrain. The existing
surfacing consists of about 35.60 km PCCP with varying width of 6.10m-6.70m
and about 5.96 km ACP of 6.10m width. The DPWH’s 1st Engineering District
has about 1.80 km on-going/scheduled road sections for improvement and
which is considered exception. The conceptual design of the project road will
consist of 16.88 km AC overlay, 22.87 km reconstruction and exception of 1.80
km.
Scope of Civil Works (Per Conceptual Design)
Asset Preservation:
50-80 mm thick AC Overlay; Length = 16.88 km, Width = 6.70 m
and miscellaneous works as needed.
Reconstruction:
230 mm PCCP, 200 mm Aggregate Subbase; Length = 22.87 km, width 6.70m

Final Report
Figure 8.2.1.7

Final Report
Figure 8.2.1.8

Final Report
Lot 3.1: Dipolog-Oroquieta City Road

Dipolog-Oroquieta City Road (Ist and 3rd DEO, Zamboanga Del Norte, Region
IX) – km 1798.00 to km 1847.89 (Length = 49.89 kms including bridges)
29. Coordination meetings were held on 19 November with DE Flavia M.
Merilles of the First DEO and ADE Veronico O. Micarandayo of Third Engineering
Districts, together with PMO-ADB Engr. James C. Soriano, before starting the
site inspection of the road project.
30. The 49.890 km road project is situated in the Island of Mindanao, Region
IX, in Zamboanga del Norte Province under 1st and 3rd District Engineering
Offices. The road section starts at km 1798 in Rizal municipality, 1st DEO
passing the towns of Pinan and Polanco, Dipolog city, and ends at km 1847.89
in Katipunan town, 2nd DEO (Figure 8.2.3.1). The project area consists mostly
of rolling terrain with lowlands along its western coast. Elevations along the
project road vary from 2 to 113 m. The existing pavement is entirely AC
surfacing of 6.10 m width in fair to bad condition. The project road will consist
of 20.68 km AC overlay and exception of 29.21 km.
Asset Preservation:
Improvement of Shoulder, pavement markings, repair of distressed ACP and
miscellaneous works as needed.

Final Report
Figure 8.2.3.1

Final Report
Lot 3.2: Butuan-Cagayan de Oro City-Iligan Road (Misamis Oriental)
Butuan-Cagayan de Oro City-Iligan Road (Ist DEO, Cagayan de Oro) Km

1423.55 – Km1444.75 (Length = 21.19 kms including bridges)
31. A coordination meeting was held on 11 November 2008 at Cagayan de Oro
City Engineering District with District Engineer (DE) Tita B. Rayo, Assistant
District Engineer (ADE) Esperidion L. Amatong and various section heads; ADB-
PMO Engr. Leandro S. Velasquez and the TA Consultants.
32. The 21.19 kms road project is situated in the Island of Mindanao, Region X,
particularly in Cagayan de Oro City (Figure 8.2.3.2). The project road is
located in a narrow coastal plain along the Macajalar Bay with elevations
ranging from 2 to 18 m. The road section is under the Cagayan de Oro City
Engineering Office that starts at km 1423.55 and ends at km 1444.75. The
existing pavement is a four-lane PCC dual carriageway and some section of the
inner lane with AC overlay. It is an undivided 2-lane each direction road except
the section from km 1439.2 to km 1442.5 where a raised median island with
varying width is installed. The project road will consist of 19.69 km AC overlay
and exception of 1.50 km. Two options are to be considered which are re-
blocking or by using geotextile with AC overlay. The latter option has lower
construction cost and connotes higher time saving as compared to re-blocking.
The rest of the stretch is to be overlaid after resealing of joints.
Asset Preservation:
50 mm thick AC Overlay; Length = 2.33 km, Width = 6.70 m x 2
80 mm thick AC Overlay; Length = 11.14 km, Width = 6.70 m x 2
100 mm thick AC overlay; Length = 6.22 km, Width = 6.70 m x 2
Lot 3.3: Butuan-Cagayan del Oro City-Iligan Road (Agusan del Norte)
Butuan-Cagayan de Oro City-Iligan Road (Agusan del Norte) (Butuan City,
CARAGA Region) Km 1232.91 – Km 1265.00 (Length = 32.09 kms including
bridges, with exceptions).
33. The 32.09 kms project road is situated in the island of Mindanao, Region
XIII (CARAGA region) (Figure 8.2.3.3). It starts at km 1232.91 in Butuan city
junction with the Pan-Philippine Highway, now known as the Philippine-Japan
Friendship Highway passing the towns of Buenavista and Nasipit, then ends at
km 1265.00 in Aclan, Carmen. The first road section of about 15.54 kms with
varying travel width from 6.10m to 12.60m, is envisaged as a 4-lane concrete
pavement undivided dual carriageway in the city proper of Butuan. There are
on-going road construction in this first section under the Butuan City
Engineering District and therefore considered the first section as exception in
the project. The remaining concrete surfacing in the outskirt of Butuan up to
Carmen municipality under Agusan del Norte District Engineering Office is a 2-
lane, 6.10m width carriageway and considered for AC overlay. The alignment
traverses a westerly direction in a relatively flat terrain. The project road will
consist of 16.42 km AC overlay and exception of 15.66 km.

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Figure 8.2.3.2

Final Report
Figure 8.2.3.3

Final Report

Asset Preservation:
Lot 3.4: Bukidnon-Cotabato Road

(2nd DEO, Cotabato Cotabato, Region XII) Km 1608+000 – Km1655+610.
(Length = 49.89 kms including bridges)
34. Coordination Meeting was held on 13 November with DE Leonardo G.
Paulican of Second Engineering District, Bukidnon and Chief of Maintenance
Section Ramon G. Quinco of Second Engineering District at Midsayap, North
Cotabato. The meeting was attended by ADB-PMO Leandro S. Velasquez and
the TA Consultants.
35. Road slip was observed at km 1608.600 which affect the shoulders on both
sides of the road, but will eventually damage a portion of the pavement if not
given attention. A portion of about 200 meters need reconstruction of the said
area including the slope protection and the headwall of the drainage structure
crossing the road. According to the DEO, proposal regarding the slip portion
was already submitted to the DPWH Central Office through the regional office.
Later, this was confirmed by the Regional Director of Region XII in his letter
dated February 19, 2009 that the stretch between Km 1608.300 to Km
1608.800 is proposed for rehabilitation this CY 2009, thus, this was considered
an exception to the project.
36. The 47.610 km road project is situated in the Island of Mindanao, Region
XII, in North Cotabato province under the 1st District Engineering Office passing
the municipalities of Carmen and Kabacan (Figure 8.2.3.4). It starts at km
1608.00 in Carmen town adjoining Sayre Highway and ends at km 1655.61 in
the T-junction connecting the Davao-Cotabato Rd (Jct Digos-Cotabato Sect) in
Kabacan. It traverses in a south-westerly direction from the start up to km
1630.00 then turns in south-easterly direction up to the end. Terrain is rolling
to hilly with elevations varies from 274 to 372m. The existing pavement in the
first 4 kms is asphalt concrete and the rest is PCCP surfacing with some sections
overlaid with AC. The pavement width is 6.70 m except for the 3 km of 4-lane
between km 1644.00 and km 1647.00, having a 13.40 m width. The project
road will consist of 38.11 km AC overlay and exception of 9.50 km.
Asset Preservation:
and miscellaneous works as needed.

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Figure 8.2.3.4

Final Report
8.3 Conditions of Bridges

37. The bridges that are along the road projects under Tranche 1 in general,
are passable and in good to fair condition. Repair works needed are basically
minor like a few cracks here and there where the remedial measures can be
incorporated in the contemplated improvement of the road with an asphalt
overlay.
38. However, there are some steel bridges where corrosion has started to affect
some members. This will need immediate attention to arrest any further
development of corrosion. Normal maintenance work (e.g. painting) will suffice
to prolong the service life of these steel bridges.
8.4 Summary of Tranche 1 Road Package

39. The selected national roads for asset preservation in Tranche 1, divided into
three (3) packages are presented in Table 8.4.1.
Table 8.4.1
ADB TA 7093-PHI - PREPARING THE PHILIPPINES ROAD SECTOR IMPROVEMENT PROJECT
ASSET PRESERVATION UNDER TRANCHE I
#REF!
LENGTH
CP NO. NAME OF ROAD PROVINCE REGION WORK DESCRIPTION
KM.
(1) (2) (3) (4) (5) (6)
30.9 km AC Overlay
LOT 1.1 - BAUANG - BAGUIO ROAD 30.978 LA UNION/ BENGUET I and CAR 80 m reconstruction
8.17 km exception
CP - I
54.24 km for 50 mm thick AC Overlay
LOT 1.2 - OLONGAPO - BUGALLON
65.549 ZAMBALES 3 2.94 km for 100 mm thick AC Overlay
ROAD
LOT 2.1a - PALO - CARIGARA -

ORMOC ROAD AND LOT 2.1b -
36.120 LEYTE 7 960 m for reconstruction
DAANG MAHARLIKA ROAD (Liloan-
1.62 km exception
Naval Highway)
7.32 km for 50 mm thick AC Overlay 15.2 km for 80
LOT 2.2 - ILOILO - CAPIZ ROAD 27.010 ILOILO 6 mm thick AC Overlay 3.49 km for 100 mm thick AC
CP - II Overlay 11.26 km exception
LOT 2.3 - DUMAGUETE NORTH 25.68 km for 50-100 mm AC Overlay

ROAD, 1st District, (Manjuyod - La 45.482 NEGROS ORIENTAL 7 20.16 km for reconstruction
Libertad) Design and Build 12.39 km exception
ROAD, 1st District, (La Libertad - 39.756 NEGROS ORIENTAL 7 22.87 km for reconstruction
Vallehermoso) Design and Build 1.8 km exception
LOT 3.1 - DIPOLOG - OROQUIETA ZAMBOANGA DEL
20.682 9 13.78 km for 80 mm thick AC Overlay
CITY ROAD NORTE
29.21 km exception
LOT 3.2 - BUTUAN - CAGAYAN DE
ORO CITY - ILIGAN ROAD (Misamis 19.693 MISAMIS ORIENTAL 9
Oriental)
1.5 km exception
CP - III LOT 3.3 - BUTUAN - CAGAYAN DE
ORO CITY - ILIGAN ROAD (Agusan del 16.421 AGUSAN DEL NORTE 9
15.67 km exception
Norte), Design and Build
(6.7 m width)
LOT 3.4 - BUKIDNON - COTABATO
38.110 NORTH COTABATO 12 2.83km for 50 mm thick AC Overlay
ROAD
(13.4 m width)
9.5 km exception
TOTAL 339.801

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8.5 Updated Unit Rates
40. The unit rates (refer to Table 8.5.1) are based on the material cost for the
first quarter of 2009. The methods adopted and the bases how these unit costs
were arrived at are discussed below:
 Bituminous Concrete Surface course

a. The unit cost of the processed material, that is the material processed by
the contractor at quarries and delivered to project site is first determined
considering the components such as asphalt cement Pen. 60-70, crushed
aggregate, fine aggregate, filler, etc, considering the equipment and their
rental rates so with manpower and their corresponding hourly rates as
presecribed by law.
b. The direct unit price of the item is then determined by using the processed
unit cost of the material for a certain quantity per tonne. The equipment
and manpower to be used is determined to produce an output per square
meter to arrive at the direct unit cost.
c. The total unit price of the pay item is determined by adding to the direct
unit price, the indirect cost that comprise the contractor’s profit, overhead,
contingency and miscellaneous plus the 12% vat and dividing the sum by
the total quantity of the item.

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TABLE 8.5.1 UPDATED UNIT RATES FOR THE EIGHT PROJECTS OF ASSET PRESERVATION
(Total Unit Cost)
CP‐1 CP‐2 CP‐3A CP‐3B CP‐4 CP‐5 CP‐6 CP‐7
PAY
DESCRIPTION UNIT
ITEM Bauang-Baguio Olongapo- Palo-Carigara- Daang Maharlika Iloilo-Capiz Butuan-Cagayan de Bukidnon- Dipolog-Oroquieta
Road Bugallon Road Ormoc Road Road (Old Route) Oro City Road Cotabato Road City Road
101(3)a REMOVAL OF EXISTNG AC PAVEMENT sq.m. ‐ 45.85 ‐ 47.46 48.30 46.05 ‐ 46.61
101(3)b REMOVAL OF EXISTNG PCC PAVEMENT sq.m. 410.07 ‐ 413.23 ‐ ‐ ‐ ‐ ‐
CRACK AND SEAT OF EXISTING PCCP
101(3)c sq.m. 716.98 687.43 733.63 735.97 737.83 703.75 741.83 695.10
(with asphalt leveling course)
105 SUBGRADE PREPARATION sq.m. 28.19 27.38 28.38 28.38 28.91 27.51 28.78 27.85
200 AGGREGATE SUBBASE COURSE cu.m. 635.12 606.84 641.28 ‐ 654.18 ‐ ‐ ‐
202 CRUSHED AGGREGATE BASE COURSE cu.m. 1,109.09 817.14 954.14 957.66 973.63 830.63 ‐ ‐
300(2) AGGREGATE SURFACE COURSE cu.m. ‐ 836.83 ‐ ‐ 994.68 850.68 1,179.27 862.56
301(1) BITUMINOUS PRIME COAT, CUT‐BACK ASPHALT MC‐70 tonne ‐ 61,680.02 68,291.43 68,291.43 66,932.87 64,772.38 66,062.92 ‐
302(2) BITUMINOUS TACK COAT, EMULSIFIED ASPHALT SS‐1 tonne 60,891.04 59,590.02 66,159.17 66,159.17 64,784.42 62,671.01 63,918.19 58,604.81
BITUMINOUS CONCRETE SURFACE WEARING COURSE,
310(1)a sq.m. 640.99 603.83 673.82 678.11 667.69 633.63 677.53 602.61
HOT LAID (50mm thick)
310(1)b sq.m. 1,023.21 963.81 ‐ 1,082.59 1,065.85 1,011.50 ‐ 961.83
310(1)c sq.m. ‐ ‐ ‐ ‐ 1,368.08 ‐ 1,387.57 ‐
BITUMINOUS CONCRETE SURFACE (LEVELING) COURSE,
310(2) sq.m. ‐ ‐ ‐ ‐ 568.05 ‐ ‐ ‐
311(1)b PCC PAVEMENT (PLAIN), 200mm thick sq.m. 1,096.58 ‐ 1,033.15 ‐ ‐ ‐ ‐ ‐
SPL 312 SEALING OF CRACKS AND JOINTS ON EXISTING PCCP l.m. 109.10 110.70 114.34 114.34 114.58 110.09 113.15 106.72
SPL 313 PATCHING OF POTHOLES sq.m. 1,283.01 1,227.02 1,344.19 1,352.49 1,334.63 1,270.39 1,352.71 1,211.08
REFLECTORIZED THERMOPLASTIC PAVEMENT MARKING
612(1) sq.m. 864.06 903.09 859.42 859.42 874.86 858.85 869.80 866.57
(White)
REFLECTORIZED THERMOPLASTIC PAVEMENT MARKING
612(2) sq.m. 871.26 910.29 866.62 866.62 882.06 866.05 877.00 873.77
(Yellow)
715(8)1 GEOTEXTILE PAVING FABRIC WITH GLASS sq.m. 655.40 670.82 653.13 653.13 655.58 656.76 654.60 ‐
REINFORCEMENT

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8.5 Updated Unit Rates for Periodic Road Maintenance

41. The following are the basis for derivation of updated unit rates for periodic
road maintenance by item of work:
 Crushed Aggregate Base and Surface Courses
a. The unit cost of the processed material is first determined,
considering the location as provided by the material source map.
b. The cost of processing using the necessary equipment and manpower
including the cost of the hauling distance from the quarry to the
project site is determined.
c. The total unit price is determined as in paragraph 40c above.
 Removal of Existing AC Pavement
a. The unit price is determined by considering the cost of equipment
rental based on the Association of Carriers and Equipment Lessors,
(ACEL), Inc., Year 2006. And the labor rates which comprise basic
wage and monthly fringe benefits based on the respective Regional
Wage Orders under the National Wages and Productivity
Commmission of the Department of Labor and Employment (DOLE).
b. The unit price of the pay item is arrived at by adding the total cost of
equipment rental corresponding to their hourly rental rates and the
total cost of manpower with their corresponding hourly rates by
dividing it with the targeted output per hour.
c. The total unit price is as in paragraph 40c above.
8.6 Maintenance Options Considered

42. The following maintenance options are shown by comparisons, in order to
choose from which option is the most cost-effective. The comparisons are
intended to apply to one and the same road section.
(a) Concrete Pavements:
Concrete re-blocking and AC overlay. The work will consist of breaking and
removing the damaged blocks, then placing a new PCC pavement before AC
overlay. The scope of this work may consist of the following:
(1) Breaking the affected concrete blocks into pieces.
(2) Removing the broken pieces and disposing the debris.
(3) Replacing the existing sub-base if they failed to meet required tests.
(4) Subgrade preparation if sub-base passed the required tests.
(5) Paving with new concrete for the removed portion with provision of
steel bar ties between the new and the old pavements.
(6) Application of Tack Coat.
(7) Paving of AC for the whole section scheduled for AC overlay.
Using paving fabric and AC overlay - for a stretch of existing concrete
pavement with longitudinal and transverse cracks but no base failures,

Final Report
provision of paving fabric instead of re-blocking, has a lower construction

cost, less traffic congestion and has higher time savings.
 Fracturing PCC pavement before doing AC overlay. The following are the
recommended techniques in fracturing PCC pavement:
 Break and Seat. Consists of breaking a Jointed Reinforced Concrete
Pavement (JRCP) into pieces larger than about one foot (0.30m),
rupturing the reinforcement or breaking its bond with the concrete and
seating the piece firmly into the foundation. Seating typically consists of
several passes of a 35 to 50 tones rubber-tired roller over a broken slab.
 Crack and Seat. Consists of cracking a Jointed Plain Concrete Pavement
(JPCP) into pieces typically one to three feet (0.30 m to 0.91m) in size
and seating the pieces firmly into the foundation. Seating typically
consists of several passes of a 35 to 50 tones rubber-tired roller over a
crack slab.
 Rubblized and Compact. Consists of completely fracturing any type of
PCC slab (JRCP, JPCP, or CRCP) into pieces smaller than one foot (0.30m)
and then compacting the layer, typically with two or more passes to be
undertaken before placing the AC overlay. The scope may consist of the
following:
(1) Removing and replacing areas that would result in uneven support
after fracturing.
(2) Making subdrainage improvements, if any.
(3) Breaking and seating, crack and seating or rubblizing the PCC slab
and rolling to seat or compact.
(4) Constructing widening, if needed.
(5) Applying a tack coat or prime coat.
(6) Placing the AC overlay (including a reflection crack control
treatment, if needed
43. The objective of fracturing PCC slab by break and seat, crack and seat and
rubblizing techniques are used to reduce the size of PCC pieces to minimize the
differential movements at existing cracks and joints, thereby minimizing the
occurrence and severity of reflection cracks.
b) AC Pavements:
 Reconstruction of the existing pavement consists of breaking and removing
of existing pavement by using mechanical equipments and disposing the
debris or removing the desired depth of layer by use of roto milling
machine.
 Using Paving Fabric with leveling course and AC overlay.
44. The maintenance options for Asset Preservation are determined and
presented in Annex 4. To arrive at the costs it is determined by using the
corresponding unit cost of the option and multiplied by the area of the road in
consideration.
45. This manner of estimating, however, is only for approximation to obtain the
total cost of the project and probably for evaluation purposes. For detailed cost

Final Report
estimates as basis of bidding, it is the standard way to calculate the quantities

of the pay items and the corresponding unit prices to arrive at the construction
cost of the package. The unit prices tabulated at Table 8.5.1 above are used for
the cost estimation of the corresponding road packages.
8.7 Recommended Maintenance Schemes

46. The different maintenance schemes by type of existing pavement,
considered for the 8 road sections under Tranche 1, and the sample unit costs
for each maintenance o schemes are herewith summarized in Table 8.7.1
below:
Table 8.7.1 SUMMARY OF SCHEMES
Scheme Description Cost/sq.m. Remark

(PhP)
A2 PCCP Reconstruction with AC Overlay, 2,364.27 Existing PCCP for
50mm thick Bauang-Baguio
Road
A3 AC Overlay 50 mm thick with Paving 960.51 Existing PCCP,

Fabric Bauang-Baguio
Road
A3-1 Crack and Seat and AC overlay, 50 mm 899.52 Existing PCCP,

thick Bauang-Baguio
A5 AC Overlay on existing PCCP, 50mm 838.27 Existing PCCP,

thick Bauang-Baguio
B1 Reconstruction of existing AC 1,228.21 Existing ACP,

Pavement, 50 mm thick Iloilo-Capiz Road
B4 AC Overlay, 50mm thick On existing 775.20 Existing ACP,

ACP Iloilo-Capiz Road
47. From the above schemes considered, the following options depending on
the existing condition of pavement, are recommended:
 Scheme A2 - PCCP Reconstruction with AC Overlay when the pavement upon
investigation shows severe deterioration, severe cracking and settlement.
Reconstruction for asset preservation is limited only to 20% in cost of the
total project cost.
 Scheme A3 - AC Overlay with Paving Fabric AC Overlay. To be used when
longitudinal and transverse cracks are appearing but no base failure. AC
Overlay with Paving Fabric – As mentioned in the pavement design is one of
the measures in controlling reflective cracking. It mitigates surface reflective
cracking problems at the same time the fiber acts as waterproofing
membrane in sealing crack areas against possible water intrusion which will
weaken the road foundation. Installation is faster and that overlay can be
done even in lean hours in the night to avoid traffic problems.
 Scheme A3-1 - Crack and Seat and AC overlay – Cracking and seating is
another way of preventing reflective cracking in the hot mix asphalt concrete

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overlay over the concrete pavement. The existing characteristic of the

pavement determines the required impact energy for a particular cracking
pattern. The said characteristics may include the strength of the slab, the
joint spacing, extent of the damage or disintegration, and joint condition.
 Scheme A5 - AC Overlay on existing PCCP - when the existing condition is
fair, that is when alligator cracking is low to medium, no rutting which
indicates that the existing pavement is still stable.
 Scheme B1 - Reconstruction of existing AC Pavement - It is dictated by the
following conditions: High severity of alligator cracking, stripping of the
surface, excessive rutting and base deterioration.
 Scheme B4 – AC Overlay on existing ACP – when the pavement condition is
still fair, low to medium alligator cracking and the base shows no
deformation or rutting.

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9. PAVEMENT DESIGN OF PHASE 1 OF THE PROJECT
9.1 Introduction
1. In accordance with the Terms of Reference (TOR) of the Technical Assistance
(TA), the Consultants study team selected and designed eight (8) national road
sections for specific periodic maintenance works and three (3) national roads for
”design-and-build’ scheme based on maximum economic return and minimum
negative environmental and social impacts. The road sections were selected
from the long list provided by the DPWH. Periodic maintenance, as defined in
the concept paper prepared by DPWH, involves asphalt overlay and re-blocking
of cracked concrete pavement.
9.2 Design Approach for the Selected Road Sections
9.2.1 Base Data for Design

2. On the basis of the updated traffic data provided by Planning Service of
DPWH, the pavement investigation conducted by independent Geotechnical
companies hired by the Consultant and other relevant surveys, the Consultants
have designed the most cost-effective type of periodic maintenance works
following the HDM-4 guidelines in Table 9.2.1.
Table 9.2.1: Classification and Description of Road Works in HDM-4
Works
Work Class Works Type Works Activity
Category
Routine (Pavement) Patching, edge-repair, crack sealing, spot-

or Surface regraveling, shoulders repair, etc.
Routine
Maintenance Drainage Culvert repairs, clearing side drains, etc.
Routine
Miscellaneous Vegetation control, line-markings, signs, etc.
Preventive
Treatment Load transfer, dowel retrofit, joint sealing, etc.
Asset Resurfacing Surface dressing, slurry seal, regraveling, slab

Preservation replacement, diamond grinding, etc.
Periodic
Maintenance Asphalt concrete overlay, mill and replace,
Rehabilitation bonded concrete overlay, un-bonded concrete
overlay
Reconstruction Partial reconstruction, full pavement

reconstruction
Special Emergency Clearing debris, repairing washout/ subsidence,

traffic accident removal, etc.
Widening Partial widening, lane addition
Realignment Horizontal and vertical geometric

Improvement improvements, junction improvements
Network Shoulders addition, shoulders upgrading, lane
Off-carriageway
Development addition, side drain improvement, etc.
Upgrading Upgrading by changing the surface type
Construction Dualization of an existing section, new section
New Section
(link)
3. It was concluded that the most cost-effective approach for asset preservation
was to optimize the use of existing pavement structures by adding layer (AC
overlay) to increase its structural strength and to remedy functional deficiency.

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This approach requires the evaluation of the existing pavement and determining
(a) the section for reconstruction and (b) the overlay section.
4. As part of the Philippine Government’s assistance to the TA, the Planning
Services extended their full assistance in gathering related documents and the
respective District Engineering offices furnished the Consultants substantial data
of the existing roads which was reflected in the contract drawing.
5. The Consultants hired the services of Renardet S.A Consulting Engineers for
the roughness survey at 100 meters interval on both direction of the travelway
which was completed on March 12, 2009. The roughness index has been used
in the economic evaluation of each road. Pavement investigation at 500 meters
interval involving measurement of pavement layer thicknesses, determination of
subgrade CBR and taking core samples of ACP/PCCP for strength test was
carried out by three (3) independent geotechnical companies to complement
available information already provided by the DPWH. The investigation was
completed on March 7, 2009 and the results were used in the pavement
analysis. The traffic data obtained from DPWH’s Planning Services have been
used to estimate the amount of traffic and the cumulative number of equivalent
standard axles that will pass through the road over the 10 years design life.
6. All the data collected was tabulated and analyzed for each project road to
depict the variation in conditions along the project roads. Homogenous sections
within which the various parameters are relatively uniform have been identified
and defined the specific pavement treatment.
7. A separate report for roughness survey, pavement investigation and
pavement design will be submitted to the Bureau of Design (BOD), DPWH and
the ADB.
9.2.2 Design Considerations

8. Two major types of pavement common in the Philippines are: (1) Rigid
Pavement, usually consisting of a prepared roadbed/subgrade underlying a layer
of subbase and a concrete pavement slab, and (2) Flexible Pavement, generally
consisting of a prepared roadbed/subgrade underlying layers of subbase, base
and a bituminous surface course (see Figure 9.2.2.1 below).
9. The essential difference between the two types of pavement is the manner in
which they distribute the load over the subgrade. Rigid Pavement, because of
concrete rigidity and stiffness, tends to distribute the load over a relatively wide
area of subgrade. Flexible pavement, inherently built with weaker and less stiff
material, does not spread load as well as concrete. It usually requires more
layers and greater thickness for optimally transmitting load to the subgrade.
10. The major factor in the design of rigid pavement is the structural strength
of concrete. For this reason, minor variations in subgrade strength have little
influence upon the structural capacity of the pavement. Rigid pavement carries
loads primarily by flexure of pavement slab and reaction of the subgrade. In
flexible pavement, the major factor in the design is the combined strength of
the different layers. It carries loads by spreading stresses through successive
layers of decreasingly selected materials until the stresses have alternated to
levels which can be tolerated by the in-situ soil.

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Figure 9.2.2.1: Two Types of Pavement in the Philippines
9.3 Design Methodology
11. The detailed design methodology and pavement design for the eight (8)
road sections which forms part of the pavement design report mentioned in
paragraph 7 will be submitted separately.
12. In brief, below is the outline in determining the design thickness of rigid
and flexible pavement structures for reconstruction.
A. Design Requirements or Input Data for Rigid Pavement

(1) Roadbed Soil
a. Resilient Modulus of Subgrade, M R
b. Modulus of Subgrade Reaction, k
c. Composite Modulus of Subgrade Reaction, k 
(2) Design Traffic Load, W 18
(3) Reliability, R
(4) Design Serviceability Loss, PSI
(5) Drainage Coefficient, D d
(6) Load Transfer Coefficient, J
(7) Overall Standard Deviation, S o
(8) Concrete Modulus of Rupture, S’ c
(9) Concrete Modulus of Elasticity, E c
B. Design Requirements or Input Data for Flexible Pavement

(1) Roadbed Soil
a. Resilient Modulus of Subgrade, M R
(2) Design Traffic Load, W 18
(3) Reliability, R
(4) Design Serviceability Loss, PSI

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(5) Drainage Coefficient, m

(6) Structural Layer Coefficient, a
(7) Overall Standard Deviation, S o
C. Design Chart for Rigid and Flexible Pavement

The thickness of rigid pavement has been determined using Figure 9-1
and the value of Structural Number (SN) of flexible pavement has been
determined using Figure 9-2.
13. An asphalt concrete (AC) overlay is a feasible rehabilitation over existing

flexible or rigid pavement except when the condition of the existing pavement
dictates substantial removal and replacement, and excessive surface
deformation. In this project, a minimum of 50mm AC overlay is adopted to
delay the reflection of stress cracks thus extending the life service of the
overlay. Below is the outline of pavement rehabilitation using AC overlay over
existing pavement.
A. Design Requirements or Input Data for AC Overlay

The required overlay thickness is determined by obtaining first the following:
(1) Measurement of the existing pavement structures
(2) Analysis of Traffic data
(3) Pavement investigation
B. Thickness Design for AC Overlay

(1) The required thickness of AC Overlay over Flexible Pavement to increase
structural capacity to carry future traffic is determined by the following
equation:
SN ol = a o1 * D o1 = SN f – SN eff
D o1 = (SN f – SN eff )/ a o1
Where:
SN ol = Required overlay structural number
a o1 = Structural coefficient for the AC overlay
D o1 = Required overlay thickness, inches
SN f = Structural number required to carry future traffic
Effective structural number of the existing
SN eff =
pavement

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(2) The thickness of AC overlay over Rigid Pavement to increase structural

capacity to carry future traffic demand is determined by the following
equation:
D o1 = A(D f – D eff )
Where:
D o1 = required thickness of AC overlay, inches

A= factor to convert PCC thickness deficiency to AC
overlay thickness
Df = slab thickness to carry future traffic, inches
D eff = effective thickness of existing slab, inches
14. The A factor, which is a function of the PCCP thickness deficiency, is given
by the following equation.
A = 2.2233 + 0.0099 (D f – D eff )² - 0.1534 (D f – D eff )
D f is determined using Chart 9-1 using the properties of existing PCCP

D eff from Investigation of existing PCC Pavements
15. The effective thickness of the existing slab (D eff ) is computed from the
following equation:
D eff = F jc * F dur * F fat * D
Where:
D = existing PCC slab thickness, inches
F jc = joints and cracks adjustment factor
F dur = durability adjustment factor
F fat = fatigue damage adjustment factor
(3) The thickness of AC overlay over combined Flexible and Rigid Pavement
to increase structural capacity to carry future traffic demand is
determined by the following equation:
D o1 = A(D f – D eff )
Where:
D o1 = required thickness of AC overlay, inches
A= factor to convert PCC thickness deficiency to AC
overlay thickness
Df = slab thickness to carry future traffic, inches
D eff = effective thickness of existing slab, inches
16. The A factor, which is a function of the PCCP thickness deficiency, is given
by the following equation.

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A = 2.2233 + 0.0099 (D f – D eff )² - 0.1534 (D f – D eff )

D f is determined using Chart 9-1 using the properties of existing PCCP
D eff from Investigation of existing PCC Pavements
17. The effective thickness of the existing slab (D eff ) is computed from the
following equation:
D eff = F jc * F dur * D p + F ac * D a /2.0
Where:
D p = existing PCC slab thickness, inches
Da = existing AC slab thickness, inches
F jc = joints and cracks adjustment factor
F dur = durability adjustment factor
F ac = quality adjustment factor
9.4 Summary of Designed Road Sections

18. The eleven (11) national road sections designed for periodic maintenance is
summarized in Table 9.4.1 which shows the length of the road for overlay,
reconstruction and exception section.
9.5 Design Plans and Typical Road Sections

19. The asset preservation plans is presented in a straight line diagram showing
the existing road conditions and the proposed periodic maintenance as shown in
Figure 9.5-1 while the typical road section for reconstruction and rehabilitation
of the existing pavement is shown in Figure 9.5-2. The plans was presented
and discussed with the Bureau of Design and the Technical Working Group of
the DPWH on Dec.16, 2008, and found acceptable. The arrangement of the title
block shown in the plans is in accordance to D.O. No. 50, series of 2002.
20. The complete set of contract plans which forms part of the Bidding
Documents will be submitted to ADB and DPWH as separate document.
Together with other reports such as a) unit price analysis b) roughness survey
c) pavement investigation d) pavement design e) other supporting related
documents.
9.6 Summary of Cost Estimates by Road Section

21. On the basis of the unit cost estimates by type of maintenance works given
in Chapter 8 of this report and the above design considerations, the updated
total cost estimates by road section under Tranche 1 is summarized in Table
9.6.1 below. The detailed cost estimates by road section by item of work are
presented in Annex 5 of this report.

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Table 9.4.1
ADB TA 7093-PHI - PREPARING THE PHILIPPINES ROAD SECTOR IMPROVEMENT PROJECT
#REF!
LENGTH
CP NO. NAME OF ROAD PROVINCE REGION WORK DESCRIPTION
KM.
(1) (2) (3) (4) (5) (6)
30.9 km AC Overlay
LOT 1.1 - BAUANG - BAGUIO ROAD 30.978 LA UNION/ BENGUET I and CAR 80 m reconstruction
8.17 km exception
CP - I
LOT 1.2 - OLONGAPO - BUGALLON
65.549 ZAMBALES 3 2.94 km for 100 mm thick AC Overlay
ROAD
LOT 2.1a - PALO - CARIGARA -

ORMOC ROAD AND LOT 2.1b -
36.120 LEYTE 7 960 m for reconstruction
DAANG MAHARLIKA ROAD (Liloan-
1.62 km exception
Naval Highway)
7.32 km for 50 mm thick AC Overlay 15.2 km for 80
LOT 2.2 - ILOILO - CAPIZ ROAD 27.010 ILOILO 6 mm thick AC Overlay 3.49 km for 100 mm thick AC
CP - II Overlay 11.26 km exception

ROAD, 1st District, (Manjuyod - La 45.482 NEGROS ORIENTAL 7 20.16 km for reconstruction
Libertad) Design and Build 12.39 km exception
ROAD, 1st District, (La Libertad - 39.756 NEGROS ORIENTAL 7 22.87 km for reconstruction
Vallehermoso) Design and Build 1.8 km exception
LOT 3.1 - DIPOLOG - OROQUIETA ZAMBOANGA DEL
20.682 9 13.78 km for 80 mm thick AC Overlay
CITY ROAD NORTE
29.21 km exception
LOT 3.2 - BUTUAN - CAGAYAN DE
ORO CITY - ILIGAN ROAD (Misamis 19.693 MISAMIS ORIENTAL 9
Oriental)
1.5 km exception
CP - III LOT 3.3 - BUTUAN - CAGAYAN DE
ORO CITY - ILIGAN ROAD (Agusan del 16.421 AGUSAN DEL NORTE 9
15.67 km exception
Norte), Design and Build
(6.7 m width)
LOT 3.4 - BUKIDNON - COTABATO
38.110 NORTH COTABATO 12 2.83km for 50 mm thick AC Overlay
ROAD
(13.4 m width)
9.5 km exception
TOTAL 339.801

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Figure 9.5-1

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Figure 9.5-2
9.8 Proposed Implementation Schedule

22. The corresponding proposed implementation schedules for each road
section under Tranche 1 are presented in Annex 6. The proposed overall
implementation schedule for the whole RSIP project is presented in Figure 9.8-
1.

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Table 9.6.1
ADB TA-7093-PHI - PREPARING ROAD SECTOR IMPROVEMENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1

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Figure 9.8-1: Implementation Schedule

Philippine Road Sector Project
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
ACTIVITY
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Loan Processing
EA's recruitment of supervision consultants AP-1
Supervision Consultants Services
Procurement of Tranche 1 Civil works
Implementation of CW Tranche 1
Recruitment DE Consultants for Tranche 2 Asset Preservation

and Road Improvement
Detailed Engineering Asset Preservation and Road
Improvement Phase 2
Tendering for AP and RI for Phase 2
Prepare ICD documents
Procure ICD
Implement ICD
Tranche 2 Processing
Recruitment of Tranche 2 Supervision Consultants
Implementation of Civil Works
Recruitment of Tranche 3 DE Consultants
Detailed Engineering - Tranche 3
Tendering for Phase 3
ICD Procurment and Implementation
Tranche 3 Processing
Recruitment of Tranche 3 Supervision Consultants
Implementation of Civil Works
ICD Procurment and Implementation

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10. CONTRACT PACKAGING, CONSTRUCTION

SCHEDULE, AND BIDDING DOCUMENTS FOR
TRANCHE 1
10.1 Contract Packaging

1. Shown below is the list of approved road sections selected for Tranche 1:
Table 10.1.1: Selected Road Sections for Tranche 1
Tentative
Contract Estimated Contract Cost Contract Mode of
Province and Cong.
Package/ Road Section Region Duration Procurement
District
Lot (months)
US$ M PM
Package 1 - LUZON
Lot 1.1 Bauang-Baguio Road I& La Union 4.94M 227.22 M 12 NCB

CAR (2nd District) Benguet
(Lone District)
Lot 1.2 Olongapo-Bugallon III Zambales 13.92 M 640.61 M 18 NCB

Road (1st & 2nd District)
Package 2 - VISAYAS
2.1 2.1a - Palo - Carigara - VIII Leyte 9.16 m 421.25 m 18 ICB

Ormoc Road and (1st District)
2.1b - Daang Maharlika

Road (Liloan-Naval
Highway)
2.2 Iloilo-Capiz Road (Old VI Iloilo 6.02 M 276.78 M 12 ICB

Route) (3rd District)
2.3 Dumaguete North Road, Negros Oriental 16.88 M 776.64 M 23 ICB/

1st District (Manjuyod – (1st District) Design and
La Libertad) Build Scheme
2.4 Dumaguete North Negros Oriental 13.78 M 634.07 M 23 ICB/

Road,1st District (La (1st District) Design and
Libertad – Vallehermoso) Build Scheme
Package 3 - MINDANAO
3.1 Dipolog-Oroquieta IX Zamboanga del Norte 3.74 M 172.24 M 8 NCB

Road (1st & 2nd District)
3.2 Butuan-Cagayan de X Cagayan de Oro City 10.10 M 464.58 M 13 ICB

Oro City-Iligan Road (1st District)
(Misamis Oriental)
3.3 Butuan-Cagayan de X Agusan del Norte 4.53 M 208.43 M 12 NCB/

Oro City-Iligan Road Design and
(Butuan City) Build Scheme
3.4 Bukidnon-Cotabato XII North Cotabato 6.72 M 309.30 M 13 ICB

Road (1st District)
2. Packaging of Road Sections under Tranche I is based on the geographical
location as shown above.

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3. Mode of Procurement to be adopted for each lot/road section:
Method Threshold (Civil Work Cost)
International Competitive Bidding Above US$ 5Million (P 230M)
National Competitive Bidding Less than US$ 5Million (P 230M)

Exchange Rate used: US$1=P46.00
4. Combining the Dipolog-Oroquieta Road with the other Road Sections within
the Mindanao Group of Island (Butuan-Cagayan de Oro City-Iligan Road and
Bukidnon-Cotabato Road) in one contract package would be impractical
considering their remoteness from each other, thus, might incur difficulty in
closely monitoring the Works.
5. Palo-Carigara-Ormoc Road and Daang Maharlika Road with total estimated

construction cost of P421.25 Million (US$ 9.16 Million) are combined under Lot
2.1 since both road sections are located within the Visayas Group of Island and
are contiguous to each other.
10.2 Construction Schedule

6. The derivation of Construction Schedule for each Lot/Road Section as shown
under Item 10.1.1 takes into account the typical productivity levels as derived
from analyses of previous ADB financed projects and the effects of seasonal
climate variations.
7. The estimated number of rainy/unworkable days considered unfavourable for

the execution of the works at the site shall be made known before the date of
bidding through its incorporation in the Bidding Documents for the purpose of
guiding both DPWH and the winning Contractor in the request for an approval of
time extensions. Without the estimated number of rainy/unworkable days
established before the bidding date and known to all participating bidders, the
contract time is presumed to have excluded the unfavourable conditions.
10.3 Prequalification Documents

8. The Prequalification Documents for each Contract Package is based on the
ADB’s Procurement Guidelines issued in 2007 and ADB’s Standard
Prequalification Documents for the Prequalification of Bidders (SPQD) dated
October 2006.
9. The Relevant procedures for open competitive bidding as specified in the

Amended Implementing Rules and Regulations (IRR) of Republic Act 9184 (R.A.
9184) fourth edition, otherwise known as the “Government of Procurement
Reform Act,” to the extent it is consistent with Asian Development Bank’s
procurement procedures was also considered in the preparation of
Prequalification Documents.
10. Major Sections of the Prequalification Documents consist of the following:

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PART I - APPLICATION PROCEDURES
Section I. Instructions to Applicants (ITA)
11. This Section specifies the procedures to be followed by Applicants in the

preparation and submission of their Applications for Prequalification (AFP).
Information is also provided on opening and evaluation of AFPs. Section I
contains provisions that are to be used without modification.
Section II. Application Data Sheet (ADS)
12. This Section consist of provisions that are specific to each prequalification
and supplement the information or requirements included in Section I,
Instructions to Applicants.
Section III. Evaluation Criteria
13. This Section contains the evaluation factors, methods and criteria to be used
to determine how Applicants shall be prequalified and later invited to bid.
Section IV. Application Forms
14. This Section contains the forms for the Application Submission Sheet and all
the forms required to be submitted with the Application.
Section V. Eligible Countries
15. This Section contains information regarding eligible countries.
PART 2 - WORKS REQUIREMENTS
Section VI. Scope of Works
16. This Section includes a summary description, delivery and completion

schedule.
17. A minimum of 60 days shall be given to the Applicant to study and prepare
complete and responsive Applications.
10.4 Bidding Documents

18. For Road Sections whose bidding will be conducted thru National Competitive
Bidding (NCB) mode of procurement, the latest version of the Harmonized
Philippine Bidding Documents, which are prepared in line with WB, ADB and
JBIC procurement procedures, are used. Hence, the procedures to be followed
for NCB shall be those set forth in the latest Implementing Rules and
Regulations of Republic Act No. 9184 of the Philippines with the clarifications
and modifications required for compliance with the provisions of the ADB
Procurement Guidelines.
19. For Road Sections whose bidding will be conducted thru International
Competitive Bidding, the Sample Bidding Documents for Procurement of Works
are used following ADB Guidelines and adopting the single stage-one envelope
procedure (without prequalification). The bidding rules and procedures of ADB will

Final Report
govern the bidding process as well as the relevant procedures for open
competitive bidding as specified in the latest amended IRR of R.A. 9184, to the
extent it is consistent with ADB’s procurement procedures.
20. For Road Sections to be procured using either NCB or ICB with Design and
Build Scheme, corresponding Sample Bidding Documents as cited under items 8
and 9 above is used with some modification to conform with Annex “G”
(Guidelines for the Procurement and Implementation of Contracts for Design
and Build Infrastructure Projects) of the latest Implementing Rules and
Regulations of Republic Act No. 9184 to the extent it is consistent with ADB’s
procurement procedures.

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11. ECONOMIC EVALUATIONS
11.1 General Approach and Methodology
11.1.1 Economic Evaluation Model

1. In the economic evaluation process, the Study Team adopted the
internationally accepted road evaluation model which is also being used by
DPWH in the selection, prioritization, fund allocation and scheduling of
Pavement Management projects and in preparing asset preservation
programs, i.e., the Highway Development and Management Tools (HDM-4).
The Study Team utilized own program of the same version as DPWH, but data
and parameters were updated for 2008. The DPWH have HDM-4 results for
the project roads under Tranche 1, however, the study team undertook the re-
evaluation since DPWH version was only based on visual estimates on road
roughness and the cost estimates have to be updated to the latest price level.
The latest roughness values in terms of International Roughness Index (IRI)
are based on actual measurement conducted in the field.
2. The analytical framework for HDM-4 employs the concept of pavement life
cycle analysis, which is applied to predict various factors over the life cycle of
a road pavement, which is typically 15 to 25 years, such as: road
deterioration, road work effects, road user effects, and socio-economic and
environmental effects. Once constructed, road pavements deteriorate as a
consequence of several factors, most notably: traffic loading, environmental
weathering, and inadequate drainage. The rate of pavement deterioration is
directly affected by the standards of maintenance applied to repair defects on
the pavement surface over time to preserve the structural integrity of the
pavement, thereby permitting the road to carry traffic in accordance with its
design function. The impacts of the road condition and design standards on
road users are measured in terms of road user costs and other social and
environmental effects. Road User Costs in HDM-4 are calculated by predicting
physical quantities of resource consumption and then multiplying these
quantities by the corresponding user specified unit costs, known as basic
Vehicle Operating Costs.
3. HDM-4 determines the economic benefits from road investments by
comparing the total costs for various works and construction alternatives
against a base case (without project or do minimum) alternative, usually
representing the minimum standard of routine maintenance. This tool is
designed to make comparative cost estimates and economic analyses of
different investment options. To make comparisons, detailed specifications of
investment programs, design standards, and maintenance alternatives are
needed, together with unit costs, projected traffic volumes, and environmental
conditions. To determine the cost-effectiveness of investment options, the
objective function is to maximize the NPV/capital cost (CAP). The incremental
NPV/CAP ratio satisfies the objective of maximizing economic benefits for each
additional unit of expenditure (i.e., maximize net benefits for each additional
peso of the available budget invested).

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4. The inputs to the HDM-4 system include the properties of the existing road
network, with the varying surface types, conditions, lengths, AADTs,
construction and maintenance unit costs, vehicle operating costs, right-of-way
acquisition costs; and the cost of mitigation measures for all identified
probable adverse environmental impacts of road improvement/construction.
5. Basically, the HDM-4 model is fit for assessing the traffic benefits for all the
“traffic” subproject roads. However, “developmental” road projects are not
subjected to HDM-4 runs in view of the different approach and methodology
considered in assessing normal and generated traffic benefits accruing from
the improvement/construction of these roads. Manual calculation is therefore
undertaken in this case. However, considering that the project roads are
already existing and are mainly considered for asset preservation, therefore,
no developmental benefits are expected to accrue.
6. The HDM-4 model was utilized mainly for economic evaluation of the
different maintenance work alternatives for the roads proposed for asset
preservation under Tranche 1. However, for the preliminary evaluation of
roads proposed for the succeeding phases of the project under Tranches 2 and
3, considering the limited time available, the more simplified spreadsheet
model known as “ECOVAL”, the earlier developed economic evaluation tool
during the conduct of road feasibility studies in DPWH, was used.
11.1.2 Economic Applications
a. Traffic Projection
7. The study team established the base year traffic by road project, the
source of data of which mainly came from the DPWH central database.
However, the available traffic data from DPWH is as of 2008, this was then
projected to 2009 base year estimates by applying the established traffic
growth rates. The equivalent standard axle load (ESAL) factors utilized are
likewise those established by the DPWH as a result of loadometer surveys
undertaken in 2008.
8. Traffic growth rates previously estimated for the Project Management

System (PMS) developed for DPWH under the newly operational Road
Information and Management Support System (RIMSS) were utilized in this
study on regional basis as presented in Table 11.1.1. These traffic growth
rates were estimated utilizing the model frequently used in various DPWH
project evaluation considering the factors such as population growth, real per
capita income growth and the income elasticity of demand for transport.
b. Basic Vehicle Operating Cost Estimates

9. As one of the inputs to the HDM-4 model, the updated basic vehicle
operating costs (VOC) by type of representative vehicle are necessary. The
DPWH has available updated estimates of basic VOCs as of July 2008, which
were likewise utilized for this study. The breakdown of costs includes the new
vehicle price of representative vehicle, tire prices, fuel and lubricating oil
prices, maintenance labor costs, crew costs, annual overhead costs per
vehicle, passenger time costs per person and cargo inventory costs. The
different characteristics of each representative vehicle are also inputs to the

Table 11.1.1: ESTIMATED ANNUAL TRAFFIC GROWTH RATES (%)
I II III IV V VI VII VIII IX X XI XII XIII XIV

YEARS NCR CAR CAGAYAN CENTRAL SOUTHERN WESTERN CENTRAL EASTERN WESTERN NORTHERN SOUTHERN CENTRAL
ILOCOS VALLEY LUZON TAGALOG BICOL VISAYAS VISAYAS VISAYAS MINDANAO MINDANAO MINDANAO MINDANAO CARAGA ARMM
PRIVATE TRANSPORT
2000-2006 7.4 3.0 4.3 3.0 3.0 4.5 4.2 3.0 4.0 2.6 2.0 3.5 3.5 2.2 2.0 2.0
2006-2012 7.5 5.5 5.7 3.2 3.2 6.2 4.4 3.0 4.0 4.0 2.5 3.5 3.5 1.5 2.0 2.0
KEI in association with SKI and DCCD

2012-2018 5.6 4.5 4.4 3.0 3.0 4.0 2.5 2.8 3.5 4.0 2.0 2.0 2.0 2.0 3.0 3.0
2018-2024 4.8 4.5 4.0 2.5 2.5 3.5 2.0 2.5 2.5 2.0 1.5 2.0 2.0 2.5 3.0 3.0
PUBLIC TRANSPORT
2000-2006 7.0 6.6 7.0 6.4 6.4 5.5 6.0 4.5 6.4 4.5 4.5 6.3 6.3 6.0 4.2 4.0
2006-2012 7.0 8.0 7.0 7.2 7.2 5.0 5.0 4.0 7.2 5.0 5.0 5.9 5.9 4.5 4.5 4.5
2012-2018 6.5 7.5 6.0 6.3 6.3 4.5 4.5 3.5 6.3 4.5 4.5 4.5 4.5 3.5 4.5 4.5
2018-2024 6.1 5.3 5.0 5.3 5.3 4.0 4.0 3.0 5.3 4.0 4.0 4.0 4.0 4.0 4.0 4.0
FREIGHT TRANSPORT
2000-2006 4.3 5.7 6.3 4.3 4.3 5.2 5.1 3.6 4.3 3.5 4.0 3.7 3.7 4.5 3.6 4.1
2006-2012 5.4 6.6 6.5 4.8 4.8 5.6 4.8 4.7 4.8 4.0 4.5 3.5 3.5 3.4 3.6 4.5
2012-2018 4.9 6.0 5.9 4.3 4.3 5.0 4.3 4.5 4.3 3.5 3.5 2.7 2.7 2.6 5.0 5.0
2018-2024 3.8 4.2 4.2 3.7 3.7 3.9 3.6 3.7 3.7 3.1 3.1 2.5 2.5 3.0 4.4 4.0
NOTE: 1) NCR = National Capital Region; CAR = Cordillera Administrative Region; ARMM = Autonomous Region of Muslim Mindanao
2) The resulting Traffic Growth Factors arrived at through the formula were adjusted based on the
actual traffic growth trends in different regions.
3) The user is encouraged to interpolate between time periods given to arrive at Traffic Growth Rates for individual years.
11-3
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model to estimate the cost consumption such as the number of wheels,

number of axles, type of tires, annual vehicle-kilometers, annual working
hours, passengers per vehicle, etc. The estimated basic VOCs, both in
financial and economic prices, and vehicle characteristics as of July 2008 are
shown in Annex 7.
c. Cost-Benefit Analysis
10. The purpose of an economic appraisal of road projects is to determine
how much to invest and what economic returns to expect. The size of the
investment is determined by the costs of construction and annual road
maintenance. The economic returns are mainly in the form of savings in road
user costs due to the provision of a better road facility.
11. The economic evaluation process in HDM-4 is based on generated annual
cost streams for road construction, road maintenance and road user costs.
The cost streams will usually begin in a specified base year, onwards
throughout the entire analysis period usually chosen to equal the design life of
new road pavements.
12. The cost of new road construction is calculated from the sum of site
preparation, earthworks, pavement construction, bridge and drainage
structures, and overheads. The annual cost of road maintenance works
depends on the maintenance policy or specified standard and the predicted
pavement condition. The applied maintenance may range from routine
maintenance to full reconstruction. Routine maintenance includes activities
which are required regardless of the overall condition of the road or the traffic
level, i.e., grass cutting, road sign repairs, drainage clearance, etc. and
maintaining localized failures. HDM-4 calculates the quantities of the various
work activities which are multiplied by the specified unit cost of each activity,
in either economic or financial terms to derive the maintenance costs.
13. Road user cost may be defined as costs incurred by vehicle operators and
by the traveling public, which are specified in HDM-4 as economic rather than
financial costs. Road user costs consist of vehicle operating costs, time costs
and accident costs.
14. The economic analysis was performed on “with” and “without” project
scenarios. The difference in vehicle operation costs between these scenarios
is the expected benefits accruing from the road investment. Basically HDM-4
model normally quantifies the road user cost savings to normal traffic. Normal
traffic is referred to as the traffic demand, which results from the natural
growth in population and economic activities within the influence area of each
project road. Other types of quantifiable benefits, which are separately
inputted to the model after separate manual calculations, include generated
traffic benefits as a result of the opportunity for faster, cheaper, more
comfortable and reliable transport between the areas served; diverted traffic
benefits or the savings realized by the traffic that is presently using other
roads or other modes of transport upon diversion to the improved project
road; and development benefits which may be in the form of net value added
in agriculture or induced production increases. However, for the analysis of
the project roads under Tranche 1, only the road user cost savings to normal
traffic was calculated.

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d. Economic and Shadow Pricing

15. Financial costs represent the actual investment and road user costs.
Economic costs represent the real cost to the economy of this road investment
and ownership and operation of vehicles, where adjustments are made to
allow for market price distortions such as taxes, subsidies, foreign exchange
restrictions, labor wage laws, etc. For the VOCs economic costs are estimated
by deducting the tax component that varies by item of costs, while for the
road construction and maintenance including other indirect costs tax
component is generally estimated at an average of 18%.
16. The opportunity cost of capital, or the discount rate considered was at
15% as the rate of opportunity cost of capital established by NEDA.
17. On the other hand, the overall shadow pricing factors considered by NEDA
based on the national situation is 0.8 for costs of skilled labor and 1.2 for
foreign cost component of civil works costs. These factors were likewise
applied in estimating total economic project costs.
11.2 Economic Evaluations for Tranche 1
11.2.1 Ranking Methodology

18. Of the total long listed roads, 8 roads were selected and short listed as
priorities for asset preservation under the first Tranche, including: 1) Butuan-
Cagayan de Oro City-Iligan Road (Misamis Oriental Section), 2) Iloilo-Capiz
Road (old route), 3) Bauang-Baguio Road, 4) Olongapo-Bugallon Road, 5)
Dipolog-Oroquieta City Road, 6) Bukidnon-Cotabato Road, 7) Palo-Carigara-
Ormoc Road, and 8) Daang Maharlika Road (liloan-Naval Highway). Later,
additional three (3) road sections were included under Tranche 1 under the
“Design and Build” component, namely: 1) Dumaguete North Road
(Manjuyod-La Libertad Section); 2) Dumaguete North Road (La Libertad-
Vallehermoso Section); and 3) Butuan-Cagayan de Oro City-Iligan Road
(Agusan del Norte Section).
19. The first Tranche of the project involves the evaluation and detailed
design of selected project roads for asset preservation or periodic
maintenance.
11.2.2 Evaluation Methodology

20. For the purpose of economic evaluation, the different preventive
maintenance work options were already identified (details are given in Chapter
9 of this report) for the above project roads selected under Tranche 1. As
can be noted in the discussion in Chapter 9, there were changes from the
previous HDM-4 recommendations of DPWH, as identified by the Study Team
based on the latest survey results. The unit costs for each type of work were
also established. The base year traffic data were estimated based on the
latest available estimates from the DPWH as of 2007. The other required
input data for HDM-4 model were obtained from DPWH, except those that
require updating upon completion of the on-going detailed engineering survey
undertaken by the staff of the DPWH specifically for this project and at the
same time in connection with the updating process for RBIA data storage.

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21. The said engineering survey was undertaken for the purpose of providing
updated and more accurate engineering data as basis for the detailed
engineering design to be undertaken for Tranche 1 road projects. Particularly,
the various input data necessary for updating include, among others, the
required pavement thickness, the road roughness (IRI) values and the current
road surface types and conditions. Upon completion of this survey, economic
evaluation using HDM-4 model was undertaken.
11.2.3 Evaluation Results

22. The result of economic evaluation for the most cost-effective maintenance
works for the 11 project roads under Tranche 1 is summarized in Table
11.2.1. This table shows that the resulting average Economic Internal Rate
of Return (EIRR) for each road project range from a low of 16.3% for
Dumaguete North Road (La Libertad-Vallehermoso Section) to a high of
112.2% for Butuan-Cagayan de Oro City-Iligan Road (Misamis Oriental
Section). In terms of NPV/C, the lowest average is also for Dumaguete North
Road (La Libertad-Vallehermoso Section) at 0.093 while the highest is Daang
Maharlika Road (liloan-Naval Highway) at 26.941.
23. The detailed economic evaluation results by road section for the best/
recommended alternative maintenance works are presented in Annex 8.
Table 11.2.1: Results of Economic Evaluation for Tranche 1
Length HDM-4 Evaluation Results

Project Description
(km) ENPV EIRR NPV/C
1. Butuan-Cagayan de Oro-Iligan Road 21.20 1,374.39 112.2 23.863
(Misamis Oriental Section)
2. Iloilo-Capiz (Old Route) 37.24 3,096.56 87.8 17.165
3. Bauang-Baguio Road 39.15 1,305.89 43.6 6.189
4. Olongapo-Bugallon Road 145.28 849.30 39.6 8.677
5. Dipolog-Oroquieta City Road 49.89 135.50 41.4 16.712
6. Bukidnon-Cotabato Road 47.61 91.29 22.3 0.469
7. Palo-Carigara-Ormoc Road 22.88 99.10 29.4 0.937
8. Daang Maharlika Road (Liloan-Naval 14.86 10.24 25.3 26.941
Highway)
9. Dumaguete North Road (Manjuyod-La 58.23 205.30 19.7 0.316
Libertad Section)
10.Dumaguete North Road (La Libertad- 41.56 109.54 16.3 0.093
Vallehermoso Section)
11.Butuan-Cagayan de Oro City-Iligan 36.30 98.63 19.6 0.456
Road (Agusan del Norte Section)

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11.3 Sensitivity and Risk Analysis
11.3.1 Sensitivity Analysis

24. Sensitivity and risk analysis has been undertaken for this project to help
identify the key variables that can influence the project cost and benefit
streams. It involves recalculating the project economic evaluation results for
different values of major variables or key factors, which are the key
determinants of project outcomes to which the project’s returns may be
sensitive or unacceptable because of the effects of the identified key risk
factors. In general, the principle of risk analysis is to provide analysis of
project implementation risks so that the concerned parties can best manage or
mitigate the identified risks to projects.
25. For this project, considering the nature of the project which asset
preservation of existing national road network and based on previous
experiences of the executing agency in the implementation of similar projects
in the country, the identified project risks are the probable decrease in actual
traffic growth rates than what was estimated during the study, the delay in
the implementation of the project, and the cost-overruns incurred by
construction contractors due to various constraints.
26. Based on actual experiences in some road projects, most often
experienced is that traffic growth are not realized during the actual operation
as what were expected during the study, some are lower than the estimated
growth while others are significantly higher. For this study, since all the
project roads are already existing, a probable risk of 20% decrease in traffic
growth rate is assumed.
27. Several times that delay in the implementation of road projects were
experienced in the past due to longer time spent in preparation and
negotiation (the most of which is 2 years), thus, this factor is foreseen as one
of the major project risk. For this study an average of 2 years delay in
implementation is considered as the probable risk.
28. Likewise, based on past experiences most project construction incur cost
overruns due to variation orders, it is estimated on the average that about
20% additional cost from the original estimates was incurred as cost overrun.
This is one of the risk in project implementation that has to be addressed also.
29. Sensitivity and risk analysis was performed considering the above risk
factors. The sensitivity indicator (SI), summarizing the effect of change in a
variable on the project NPV, and the switching values (SV), showing the
percentage increase in a cost item required for the NPV to become zero, were
also calculated.
30. The result of sensitivity analysis performed is summarized in Table
11.3.1 below.

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11.4 Benefit Distribution Analysis

31. Benefit distribution analysis was carried out in order to evaluate the
impact of the project among major beneficiaries and stakeholders. The
distribution of benefits was identified based on the composition of road users
as indicated by the composition of vehicles on the total AADT of each project
road. The identified major project beneficiaries include: (i) users of passenger
transport vehicles, (ii) users of freight transport vehicles, (iii) vehicle
owners/operators (iv) labor sector, and (v) the Government and economy of
the Republic of the Philippines. The distribution of benefits is shown in Table
11.4.1.
32. As shown in the said Table, the users of passenger transport vehicles will
receive about 10%, users of freight transport vehicles will receive about 78%,
vehicle owners/operators will receive about 5%, the labor sector (both vehicle
crews and construction workers) will also receive about 5% and the Philippine
economy will receive about 3% of the total net benefits accruing from the
project implementation.

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Final Report
12. ENVIRONMENTAL ISSUES
12.1 Introduction
1. Initial Environmental Examination (IEE) has been conducted for all 11
subprojects of Tranche 1. According to ADB guidelines, the Project can be
categorized as environment category “B” for environmental assessment.
According to Philippine Environmental Guidelines, the subprojects can be
categorized as either Group II or III. Hence, IEE report is prepared to meet the
requirements of both the ADB and the government. The IEE is prepared as a
stand alone document and enclosed with the draft final report. The summary
initial environmental examination is also prepared for the Project and presented
as ‘Annex C’ of the IEE report.
12.2 Methodology
2. The following procedure has been adopted to examine the detailed baseline
environment and assess the possible environmental impact on the physical,
ecological and socio-economic resources that could result due to the
implementation of the Project:
• Field visits to all the road projects by the environmental specialists;
• Preparofation environmental database of all subprojects through detailed
review and analysis of available spatial maps for all environmental
parameters;
• Review of proposed civil works such as overlay, reconstruction and
maintenance for each road project;
• Review and analysis of reports and field data collected from the previous
road projects;
• Discussion with various stakeholders;
• Assessment of the present environmental scenario and identification of the
impacts of the proposed project;
• Addressing critical problems, considering technical, financial and
institutional factors; and
• Preparation of an environmental management and monitoring plan, and
mitigation measures.
3. An environmental data base consisting of the following information has been
prepared for each road project.
• Terrain – minimum and maximum elevations, steep slope areas, sensitive
side slopes susceptible to landslide and rock fall.
• Climate – mean annual temperature and mean annual rainfall.
• Soils – soil group, texture, drainage, and sand fraction (a function of soil
erodibility).
• Geology – geology, geomorphology and hydrogeology.
• Streams – total streams, watershed, names of major rivers

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• Protected areas – IUCN protected areas, wetlands, marine protected areas,

mangroves, coral reefs, biosphere areas and world heritage sites.
1. Landuse – agriculture, residential, and forest
2. Population – population within 1 km of road link, minimum and maximum
population density, densely populated areas.
3. Natural Hazards – seismicity, floods, typhoons, volcanic activity, and other
geophysical risks.
12.3 Screening Environmental Impacts and Mitigation Measures

4. The initial environmental examination, based on the screening of baseline
environment and review of proposed civil works, has not identified any
environmental concerns due to the implementation of Tranche 1 road projects
given that all the proposed civil works are only improvement of existing
pavement and are located within existing ROW. However, there will be localised
short-term impacts during construction activities due to implementation of civil
works that were addressed in the detailed designs and through application of
environmental management plans. These construction related impacts can be
mitigated by: (i) the contractors’ work practices, especially those related to the
storage of construction materials and cleanliness of the work sites; (ii)
cooperation by the local authorities with the contractor in terms of traffic
management and use of public space and utilities; (iii) project management’s
strict enforcement of the proper construction practices and standards; and (iv)
the incorporation of the mitigation measures identified in the IEE into the bid
documents and specifications. A detailed Environmental Management Plan (EMP)
has been prepared for all the identified impacts. EMP is presented as ‘Annex A’
of the IEE report.
5. Major environmental concerns that could be expected from the
implementation of civil works are:
a. Removal and disposal of asphalt and concrete pavement;
b. Clearing of right of way, removal of vegetation (trees and shrubs) and
disposal of spoils;
c. Extraction and transport of construction material from existing quarry
sites;
d. Temporary use of land immediately adjacent to the road for siting of
contractor’s yard, asphalt/concrete plant and construction camps;
e. Reduced air quality and visibility (Air quality impacts and/or noise
pollution from construction activities, quarry sites, material storage sites,
temporary diversion roads, excavations, vehicle and equipment use and
asphalt/concrete mixing plant);
f. Reduced water quality (Water and soil pollution) at bridge rehabilitation
sites from improper handling of and disposal of wastes and materials;
g. Drainage from construction camps, material stockpiles, excavations and
quarry activities;
h. Interruption to smooth traffic flow, increased traffic congestion and

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public safety problems; and

i. Social conflicts due to project activities.
6. The project is expected to benefit the environment and socio-economic
conditions of the subproject areas through:
j. Improved access and economic development to about 4.2 million people
located within the project districts;
k. Reduced soil erosion and landslides due to slope stabilization measures;
l. Reduced dust due to improved pavement of roads ;
m. Reduced extent of flooding in roadside villages due to improved drains;
and
n. Improved road safety due to installation of safety signs and construction
of pedestrian paths.
12.4 Environmental Monitoring Plan

7. In response to environmental impacts identified during the study, an
environmental monitoring plan has been developed and is presented in the IEE
report. The contract documents will contain a listing of all required mitigation
measures and a time frame for the compliance monitoring of these activities.
The monitoring will comprise surveillance to check whether the contractor is
meeting the provisions of the contract during construction and the executing
agency during the operation of the Project.
8. A budget of US$ 1,053,500 has been proposed for monitoring of
environment during civil works implementation of Tranche 1 road projects. A
budget of US$ 105,600 has been proposed for environmental management
during operational stages of the Tranche 1 road projects.
12.5 Capacity Building of ESSO and Other Implementing Agencies

9. A capacity building program in environmental and social impact assessment
and management has been prepared after review of the similar training
programs conducted under NRIMP Project and consultation with ESSO. The
proposed capacity building program will include: (a) update of environmental
and social impact assessment and management procedures, (b) update of the
existing Infrastructure Right-of-Way (IROW) and Social Environmental
Management System (SEMS) manuals, and (c) conduct of training programs to
improve the capability of ‘road staff’ at all levels in carrying out impact
assessment and management of road projects. ‘Road staff’ include those in
DPWH (including ESSO, IROW and related colleagues), and those in the
regions/districts and projects (DPWH, DENR, EMB, LGU, Design and Supervision
Consultants, and Contractors). An outline terms of reference (ToR) is prepared
for the capacity building program and is presented in ‘Annex B’ of the IEE
report.

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12.6 Stakeholder Consultations

10. The IEE process included stakeholder participation and consultation to help
DPWH to achieve public acceptance of the Project. Consultations were held in
all project provinces during social and environmental field studies through
interviews and meetings with the affected people, provincial environmental
agencies, and DPWH’s regional and district offices. In addition, perception
surveys were conducted all along the project roads as part of social and
resettlement survey. The results of the consultation were positive, with people
considering that the Project will bring significant economic benefits to the region
and increase trade flows. No major concerns were raised during these
consultations except issues which include proper drainage, construction quality
and proper engineering practices during its implementation, pedestrian lanes,
additional road safety signs in school areas, involvement of local people during
construction, and transparency in construction work.
12.7 Conclusions
11. Based on the results of the IEE, the Project will not generate significant
environmental impacts provided the mitigation measures detailed in the IEE are
implemented appropriately. Based on the requirements of the Government of
Philippines and ADB, there are no further environmental studies required for the
proposed Tranche 1 road projects.

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13. SOCIO-ECONOMIC, POVERTY, GENDER AND

ETHNICITY IMPACT ANALYSIS
13.1 Brief Profile of the Project Areas
1. For reference in the analysis, the provincial socio-economic profiles of the
different project areas of each road project under Tranche 1 on provincial level
are briefly discussed below. The basic information on population and income
class of each municipality within the road influence areas are summarized in
Table 13.1.1.
13.1.1 Bauang-Baguio Road (Provinces of La Union and Benguet)
2. La Union is located in the Ilocos Region in Luzon. Its capital is San

Fernando City and borders Ilocos Sur to the north, Benguet to the east, and
Pangasinan to the south. To the west of La Union is the South China Sea. La
Union has a total land area of 1,504.0 sq. km. and is subdivided into 19
municipalities and 1 city, La Union, the province’ capital and seat of
government. Like most of the region, the province is squeezed in by the
Cordillera mountain range to the east and the South China Sea to the west.
Yet, unlike other portions of Luzon and the Philippines' two other island
groupings, the Visayas and Mindanao, La Union experiences a rather arid and
prolonged dry season with little precipitation to be expected between the
months of November and May.
3. As of census year 2007, the province was recorded to have a total
population of 720,972. Ninety-three percent of the population is Ilocano and is
overwhelmingly Roman Catholic. There are communities of Pangasinense in the
south, Igorots in the Cordillera foothills, and Chinese in the city. La Union is
highly literate, with San Fernando City as the administrative, educational, and
financial center of the region.
4. The economy is diversified with service, manufacturing, and agricultural
industries spread throughout the province. The Port of San Fernando operates
as an increasingly active shipping point, and the former American airbase
Wallace Air Station, having been converted into a business and industrial area,
helps to facilitate such commercial activity. Tourism to the province is driven by
airlines and passenger coach bus lines like regionally owned Farinas Transit
Company and Partas. Tourists often flock to the beaches of Bauang, or to the
more secluded ones further north for snorkeling, surfing or other water sports;
the more northerly beaches near San Juan specifically cater to both local surfers
as well as portions of the world surfing circuit.
5. Benguet is a landlocked province of the Philippines in the Cordillera
Administrative Region in Luzon. Its capital is La Trinidad and borders, clockwise
from the south, Pangasinan, La Union, Ilocos Sur, Mountain Province, Ifugao,
and Nueva Vizcaya. Baguio City, a popular tourist destination in the country, is
located in the interior of the province, however, the city is independent of the
province.

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6. Cordillerano, or Cordilleran, is an unofficial and relatively recent term for

the people of the hill tribes of Luzon, who are residing in the Cordillera and
Caraballo mountains. This term is an attempt at political correctness, since a
current term, Igorot, has caused controversy due to its perceived negative
stigma and by the ignorance of individuals who didn't really explore and study
the area, which is incorrectly connected to backwardness and inferiority.
7. Based on the May 2000 census, Benguet has a total population of 330,129,
which makes it the most populous province in the region. This figure is up by
16,296 from 313,833 persons recorded in the 1995 census, giving an annual
growth rate of 1.09% during the 5-year period—much, much lower than the
national average of 2.43%. If this growth rate were maintained, Benguet would
double its population in approximately 64 years. The province registered at
63,123 households, an increase of 4,588 households over the 1990 figure. This
gave an average household size of 5.2 persons, a little higher than the national
average of 4.99. Benguet is the homeland of several tribes, collectively
referred to as the Igorot. Two of them, the Ibaloi in the southeast and the
Kankana-ey in the northwest, are the dominant tribes of Benguet. In the 2000
census, 43% of the household population was Kankana-ey. About 29.2% were
Ibaloi and 13.4% were Ilocano. Other ethnic groups included Ikalahan (3.7%)
and Tagalog (2.4%).
8. Agriculture, mining, and tourism are the major industries in Benguet.
Because of its temperate climate and high altitude, Benguet is an ideal place for
producing vegetables. Benguet is often called the Salad Bowl of the Philippines.
In February 2007, Benguet suffered crop damage due to freezing temperatures
in the area, reaching as low as 5 Celsius and even lower in some areas, and
important crops like cabbages were damaged. Major crops include potatoes,
Baguio beans, peas, strawberries, cabbage, lettuce, and carrots. Other
agricultural-related activities are monggo processing, fruit preservation, peanut
brittle manufacturing, broom making, basket weaving, and flower growing.
Apisang (scientific name: Pittosporum resiniferum), a plant endemic to the
Philippines, is also being grown in Kapangan and Kibungan towns as a potential
alternative source of fuel and energy, rivaling the overhyped jatropha biofuel
plant.
9. Mining is another major industry of Benguet, which is one of the country's
leading gold producers. Other mineral deposits are silver, copper, pyrite, and
limestone. Silversmithing is a large industry in Benguet, and many
entrepreneurs sell silver works at lower prices in Baguio City, compared to
Manila. In 2006 alone revenues from mining reached a stunning four billion
pesos, and yet this figure comes from just two - Lepanto Consolidated Mining
Corporation and Philex Mines - of the many mining firms operating in the
province. Nevertheless, the province's mining vigor has never translated into
better quality of life of the Benguet people, simply because a bulk of the mining
firm's taxes are not paid directly to the province. The two mining corporations,
like many others around the country, have principal offices in the City of Makati,
a set-up that makes Makati the prime mining tax beneficiary. The presence of
Baguio City in Benguet draws a large number of tourists from the lowlands.
Often, people who go to Baguio also explore the province, especially the
strawberry and vegetable plantations in La Trinidad.

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13.1.2 Olongapo-Bugallon Road (Zambales and Pangasinan Provinces)
10. The project area covers the Provinces of Zambales and Pangasinan.
11. Zambales is located in the Central Luzon region. Its capital is Iba.
Zambales borders Pangasinan to the north, Tarlac and Pampanga to the east,
and Bataan to the south. The province lies between the South China Sea and
the Zambales Mountains. With a land area of 3,700 km, Zambales is the second
largest among the seven provinces of Central Luzon. It has a population density
of 170 people per square kilometer, one of the lowest in the country. The
province is noted for its mangoes, which are abundant from January to April.
12. The Aetas of Mount Pinatubo were the earliest inhabitants of what is now
the province of Zambales. They were later displaced by the Sambal, an
Austronesian people after whom the province is named. Many Sambal still
believe in superstitions and mysteries that have been handed down through the
generations. The Sambal, the Tagalogs, the Ilocanos, and the Kapampangans
today constitute the four largest ethnic groups in Zambales; these identities
may and do, however, overlap with one another due to intermarriage and other
factors. Most of the people of southern Zambales are migrants from different
parts of the country owing to the influx of job opportunities brought on by the
U.S Subic Naval Base (San Antonio and Subic) during the American regime of
the country. Many people found jobs and permanently settled there. The
presence of the Americans greatly influenced the inhabitants, from their tastes
in food, clothing, and style.
13. Zambales is a rich source of nickel and chromite. Zambales hosts 173
kilometers of beaches, with coral reefs, dive spots, surfing areas, hotels and
day-use beach huts. The province is approximately a 3 to 4 hour drive from
Manila, though this can vary greatly with traffic. The "Fiesta Poon Bato," (literal
translation is Feast of the Sacred Stone) held in January, is a religious festival
that attracts over half a million people each year. The festival venerates Ina
Poon Bato (literal translation is Mother of the Sacred Stone) also known as
Nuestra Senora de la Paz y Buen Viaje (Our Lady of Peace and Good Voyage),
the oldest known image of the Virgin Mother in Asia. The Barrio of Poon Bato
located in the Botolan, that is host to the image and the fiesta, was completely
destroyed during the 1991 Mt. Pinatubo eruption. The icon was saved and
moved, along with the barrio inhabitants, to nearby Loob Bunga Resettlement
Area. The "Mango Festival" is held in the provincial capital of Iba every April,
and the "Domorokdok" (Sambal word for Dance) Festival is held each May in
Botolan. These include street dancing, agricultural shows, competitions like
sand castle building and "bikini open" beauty pageants.
14. Pangasinan is located on the west central area of the island of Luzon along
the Lingayen Gulf. The provincial capital is Lingayen. The total land area of
Pangasinan is 5,368.82 square kilometers. According to the latest census, it has
a population of 2,645,395 people in 477,819 households. The total population is
projected to rise to 3,039,500 in 2010. The province is 170 kilometers north of
Manila, 50 kilometers south of Baguio City, 115 kilometers north of Subic
International Airport and Seaport, and 80 kilometers north of Clark International
Airport.

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15. Pangasinan is famous for the Hundred Islands National Park. This is a
marine park located off the coast of Alaminos City in the Lingayen Gulf and is
composed of some 123 islands, most of which are quite small and uninhabited.
The 1200 megawatt Sual Coal-Fired Power Plant, and the 345 megawatt San
Roque Multi-Purpose Dam are located in Pangasinan. Pangasinan has extensive
areas devoted to salt making and aquaculture along the coasts of Lingayen Gulf
and South China Sea. Pangasinan is a major producer of rice, mangoes, and
bamboo crafts. Pangasinan occupies a strategic geo-political position in the
central plain of Luzon, known as the rice granary of the Philippines. Pangasinan
has been described as a gateway to northern Luzon and as the heartland of the
Philippines.
16. The province is a major fish supplier in Luzon, and a major producer of salt
in the Philippines. It has extensive fishponds, mostly for raising bangus or
"milkfish," along the coasts of Lingayen Gulf and South China Sea. Pangasinan's
aquaculture includes oyster and sea urchin farms. The major crops in
Pangasinan are rice, mangoes, corn, and sugar cane. Pangasinan has a land
area of 536,819 hectares, and 44 percent of the total land area of Pangasinan is
devoted to agricultural production. The 1200 megawatt Sual Coal-Fired Power
Plant, 345 megawatt San Roque Multi-Purpose Dam, the Northern Cement
Corporation, are located in Pangasinan. It has export earnings of around $5.5
million and has 593 banking and financing institutions. It has a labor force of
about 1.52 million, and 87 percent of the labor force is gainfully employed.
13.1.3 Palo-Carigara-Ormoc Road (Leyte Province)
17. The project area of the project road covers the whole Province of Leyte.
Leyte is located in the Eastern Visayas region with a total land area of 5,901.5
sq. km. Its capital is Tacloban City and occupies the northern three-quarters of
the island of Leyte. Leyte is located west of Samar, north of Southern Leyte and
south of Biliran. To the west of Leyte across the Camotes Sea is the province of
Cebu.
18. The total population of the province as of census year 2007 is 1,544,251.
The people of Leyte are divided into two main groups, primarily by language. In
the west and south are the Cebuanos, while in the north and east are the
Waray-Waray. The Cebuanos have ties with Cebu, the most populous province
in the Visayas; the Warays are more tied to Leyte and Samar.
19. Leyte is subdivided into 40 municipalities and three cities, two of which are
administratively independent of the province. The municipalities are clustered
into 6 congressional districts. Ormoc City is an independent component city,
while the capital Tacloban was declared a highly-urbanized city in 2008. Both
cities govern themselves independently of the province and their residents do
not vote for elective provincial officials. Baybay attained cityhood in 2007 but
reverted to its municipal status when the Supreme Court declared its city
charter unconstitutional in 2008; however, Baybay would regain its city status
following the reversal of the Supreme Court decision dated December 22, 2009.
20. The economy of Leyte depends on agriculture. Rice is farmed in the lower
flatter areas specifically those around Tacloban, while coconut farming, for

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coconut oil is the main cash crop of the more mountainous areas. Fishing is
also a major source of livelihood among residents. The province is the site of
the largest geothermal plant in Asia, making it one of the resource-rich
provinces of the Philippines.
13.1.4 Daang Maharlika Road (Liloan-Naval Highway) (Leyte Province)

21. The project road serves as a connecting link to Palo-Carigara-Ormoc road
located at the south-eastern part of the Province of Leyte. Thus, the project
area of the road project also covers the Province of Leyte.
22. The socio-economic profile of the Province of Leyte is as discussed above
for Palo-Carigara-Ormoc road project.
13.1.5 Iloilo-Capiz Road (Provinces of Iloilo and Capiz)
23. Iloilo province is located in the Western Visayas region. Iloilo occupies
the southeast portion of Panay Island and is bordered by Antique to the west
and Capiz and the Jintotolo Channel to the north. Just off Iloilo's southeast coast
is the island of Guimaras, once part of Iloilo but now a province in its own right.
Across the Panay Gulf and Guimaras Strait is Negros Occidental. Iloilo's capital
is Iloilo City. The Province of Iloilo is the largest marshland in Western Visayas
after the Sanderbans. The province is divided into two distinct geographic
regions; the highlands of the Madia-as on the western border and the lowland
plains which account for a larger portion of the province. Small islands east of
its northernmost tip also dot the Visayan Sea - of these, Pan de Azucar and
Sicogon are well-known. Iloilo is subdivided into 42 municipalities, 1 component
city, and 1 highly urbanized city of Iloilo.
24. As of census year 2007, the province has a total population of 1,691,878.
People from Iloilo are called Ilonggos. There are two local languages spoken in
the province: Hiligaynon sometimes called Ilonggo, and Kinaray-a. Hiligaynon
and variants of it are spoken in Iloilo city and a few towns of the province.
Spanish is strictly a local language, at least in a historical way, but the number
of natural Spanish speakers have declined strongly after WWII, and due to this,
there are today many Ilonggos who do not consider it a local language.
25. Spanish architecture can be seen in old buildings in downtown Iloilo.
Chinese Merchants and Indonesians were trading with the Ilonggos long before
the Spaniards came. The ruling Spanish government encouraged these foreign
merchants to trade in Iloilo but they were not given privileges like ownership of
land. The Mestizo a class eventually was born from the intermarriages of the
locals and Chinese merchants, Spanish with the local Melayu people. They later
emerged as the ruling class of the Ilonggos.
26. Capiz province is located in the Western Visayas region. Its capital is
Roxas City and is located at the northeastern portion of Panay Island, bordering
Aklan and Antique to the west, and Iloilo to the south. Capiz faces the Sibuyan
Sea to the north. It is known for its mother-of-pearl shells that have the same
name and are used for decoration, making lampshades, trays, window doors,
etc. Capiz is known for a popular local myth of Aswang, a generic name for
ghouls, monsters and witches.

Final Report
27. Dubbed as the “Seafood Capital of the Philippines”, Capiz boasts of its 80-
kilometer coastline and wide expanse of swampy lands easily converted into
fishponds. It holds one of the richest fishing grounds and a major contributor in
the aquamarine industry of the Philippines. Four big telecommunication
companies offer telegraph, telex and telephone services. There are 33 banking
institutions and 116 intermediaries operating in the province.
28. Farming and fishing are the primary sources of income of the people. The
combined natural bounty of land and sea sustain a vibrant food industry.
Primary agricultural raw products are rice, corn, coconut, sugarcane, banana
and cut flower. Apart from a surplus of agricultural products, Capiz is also a
major supplier of prawn and milk fish of the country. Other agro-industrial
harvests include blue marlin, squid, oysters, shrimp, seaweed, squid and angel
wings. Rich fish ponds attract investors to venture into prawn culture, prawn
feed manufacture, seaweed farming and the distribution and processing of other
marine products. A robust workforce of 445,246 operates with a literacy rate
of 90.5%. The agricultural sector ensures the province as one of the wealthiest
in the Western Visayas Region although progress is impeded by corruption.
29. Its relatively unexplored caves are said to have high deposits of mineral
resources such as limestone, gold and metal.
13.1.6 Dumaguete North Road (Province of Negros Oriental)

30. Negros Oriental (also called "Eastern Negros") is a located in the Central
Visayas region. It occupies the south-eastern half of the island of Negros, with
Negros Occidental comprising the north-western half. It also includes Apo
Island — a popular dive site for both local and foreign tourists. Negros Oriental
faces Cebu to the east across the Tañon Strait and Siquijor to the south east.
The primary spoken language is Cebuano, and the predominant religious
denomination is Roman Catholicism. Dumaguete City is the capital, seat of
government, and most populous city. A chain of rugged mountains separates
Negros Oriental from Negros Occidental. Unlike its sister province, which
belongs to the Western Visayas region, Negros Oriental belongs to the Central
Visayas region. Negros Oriental faces Cebu to the east across the Tañon Strait
and Siquijor to the south-east. The Sulu Sea borders it to the south.
31. Negros Oriental's total population as of the 2000 census was 1,126,061,
making it the 20th most populous province in the country. 34.5% of the
population is concentrated in the six most populous component LGUs of
Dumaguete City, Bayawan City, Tanjay City, Bais City, Canlaon City, and
Guihulngan. The province's average population density is 208 persons per
km², lower than the national average of 276 persons per km². Population
growth per year is about 2.11%, higher than the national average of 1.92%.
32. With its vast fertile land resources, Negros Oriental's major industry is
agriculture. The primary crops are sugarcane, corn, coconut and rice. In the
coastal area, fishing is the main source of income. People are also involved in
cattle ranches, fish ponds and logging. There are also mineral deposits like
gold, silver and copper. Negros Oriental is emerging as a technological center in
Central Philippines with its growing business process outsourcing (BPO) and

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other technology-related industries. Negros Oriental is also becoming a notable

tourist destination in the Visayas.
13.1.7 Dipolog-Oroquieta City Road (Provinces of Zamboanga del Norte and

Misamis Occidental)
33. Zamboanga del Norte is located in the Zamboanga Peninsula region in
Mindanao. Its capital is Dipolog City and the province borders Zamboanga del
Sur and Zamboanga Sibugay to the south and Misamis Occidental to the east.
The Sulu Sea lies to the northwest of Zamboanga del Norte. Zamboanga del
Norte is the Largest province of Zamboanga Peninsula in terms of land area.
34. Zamboanga del Norte has a population of 823,130 according to the 2000
census. Its population density is 124/km². It is ranked 27th among the
provinces both in terms of population and population density. The main
language spoken is Cebuano. Zamboangueño/Chavacano, English and Tagalog
are also spoken, indicative of a high level of literacy. The original and native
Subanon language lives on, especially in the highlands. Zamboanga del Norte
is subdivided into 25 municipalities and 2 cities. These are further subdivided
into 691 barangays, and clustered into 3 congressional districts.
35. About half of the province's land area is devoted to agriculture. Corn,
coconut, and rice are the major crops. The province being rich in marine and
mineral sources, its fish production has accelerated through the development of
fishponds. Commercial fishing has likewise steadily increased through the
years, with the yellow fin tuna as the primary species. In 2006, a study by
National Statistics Coordination Board (NSCB), found Zamboanga del Norte
Province to be the Philippines's poorest with a poverty incidence rate of 64.6%
in 2003, an increase from 47% in year 2000 statistical figures.
36. Misamis Occidental is located in the Northern Mindanao region. Its
capital is Oroquieta City. The province borders Zamboanga del Norte and
Zamboanga del Sur to the west and is separated from Lanao del Norte by Iligan
Bay.
37. The dense population along the coast consists mainly of migrants from Cebu
and Bohol, thus the major dialects are Cebuano and Boholano. The native
Subanons live in the interior uplands. As of 2007, the total population of
Misamis Occidental province is 531,680 with an average population density of
258.7 per sq. Km.
38. The province economy depends firstly on fishing, secondly on coconuts,
thirdly on rice. The province has 169 kilometers of coastline fronting the rich
fishing grounds of Panguil and Iligan bays. It also has the biggest area of
brackish-water fishponds in the region. Tangub City is a fishing port on Panguil
Bay famous for seafoods. Coconut is the chief crop. This is processed into oil,
desiccated coconut, and coir, most of which are shipped to Cebu. Coconut
processing is the main industry in Oroquieta City. Other crops grown are rice,
corn, abaca, coffee, cacao and rubber.

Final Report
13.1.8 Butuan-Cagayan de Oro – Iligan Road (Provinces of Misamis Oriental

and Agusan del Norte)
39. The Province of Misamis Oriental is one of the five (5) provinces of
Northern Mindanao and situated along the northern coast of the resource-rich
Mindanao Island. It is bounded on the north by Macajalar Bay, on the west by
Iligan Bay; on the east by Agusan del Norte; and on the south and southwest by
the provinces of Bukidnon and Lanao del Norte respectively.
40. The province has two (2) cities: its capital, the charter city of Cagayan de
Oro and its component city of Gingoog. It has 24 municipalities: 14 on the
eastern side and 10 on the western side. The farthest municipality on the
western side is Lugait and on the eastern side is Magsaysay. Misamis Oriental
has a total of 422 barangays.
41. The province has a total land area of 3,102.90 square kilometers. Claveria,
the only land-locked municipality, has the largest area at 894.90 square
kilometers while the smallest municipality is Binuangan with an area of 30.00
square kilometers.
42. The province is generally classified into forestland (47% of land area) and
53% are alienable and disposable lands. But as of 1996, DENR-10 reported that
forestland now occupies only an area of 6,243 hectares.
43. For censal Year 2000, the province registered the largest population at
1.126 million people among the five (5) provinces of Northern Mindanao, with
more or less 41% recorded as Cagayan de Oro’s population. The residents of
the province are a mixture of Maranaw, Spanish, American and Chinese blood.
44. In 2000, Misamis Oriental has an average annual family income and
expenditure of PhP89,640.00 and PhP70,989.00 respectively. Being the region’s
educational center, one of the major assets of the province is its human
resource. Highly educated and trainable labor force composed of young
professionals, technical people and skilled workforce are readily available in the
area.
45. Misamis Oriental is self-sufficient in some agricultural crops. Almost half
(43%) of the province's total land area is planted to various crops like industrial
and non-food, cereal, fruit and vegetable and rootcrops. The top five (5)
agricultural products are coconut, banana, corn, rice, papaya and cassava. The
province is also one of the country's major producers of coconut. This explains
the presence of coco-based processing plants in the province such as Pilipinas
Kao, Inc., Fiesta Brands, IndoPhil Oil Mills, Limketkai and Sons Milling
Corporation, Pacific Activated Carbon Company. The hog population remains
the highest among the livestock, comprising 72.25%, in 2002 while poultry
production is showing an increasing trend brought about by the entry of leading
multi-national food processors promoting contract-growing schemes.
46. Agusan del Norte is located in the Caraga region in Mindanao. Its capital
is Cabadbaran and it borders Surigao del Norte to the north, Surigao del Sur to
the east, Agusan del Sur to the south, and Misamis Oriental to the west. It
faces Butuan Bay, part of the Bohol Sea, to the northwest.
47. The population of Agusan del Norte (excluding Butuan City) was 314,027 at
the 2007 census, making it the country's 64th most populous province. The
population density is 115 per km². Agusan del Norte is divided into 10

Final Report
municipalities and one component city. The highly-urbanized city of Butuan,

being geographically located in Agusan del Norte, is traditionally grouped with
the province, although it is governed independently from it.
48. The economy of Agusan del Norte is dominantly agricultural, and it is the
nation's leading producer of rice. The province of Agusan del Norte is said to
have many beautiful beaches such as in the town of Carmen, Buenavista,
Nasipit, Cabadbaran City and all other towns in the province. It also has the
majestic Mount Hilong-Hilong in Cabadbaran, one of the tallest in Agusan del
Norte.
13.1.9 Bukidnon-Cotabato Road (Provinces of Bukidnon and North Cotabato)
48. Bukidnon is a landlocked province of the Philippines located in the Northern

Mindanao region. Its capital is Malaybalay City. The province borders, clockwise
starting from the north, Misamis Oriental, Agusan del Sur, Davao del Norte,
Cotabato, Lanao del Sur, and Lanao del Norte. There are no seaports in the
province, although there is an airport in Malaybalay City. The airport is currently
closed. To get to Bukidnon, one must travel by land from Cagayan de Oro City
in Misamis Oriental Province.
49. Bukidnon is a landlocked plateau in North Central Mindanao. It is bounded

on the north by Misamis Oriental and Cagayan de Oro City; on the south by
North Cotabato, Davao del Sur and Davao City; on the east by Agusan del Sur
and Davao del Norte; and west by Lanao del Sur. It lies between parallels 7°25'
and 8°38' North latitude and meridians 124°03' and 125°16' East longitude.
Malaybalay City, the capital town, is about 850 kilometers by air from Manila
and 91 kilometers by road from Cagayan de Oro City. It has two important
landmarks, Mt. Kitanglad and Pulangi River. Mt. Kitanglad is 2,955 meters
above sea level. Pulangi River, on the other hand, traverses through the
northeastern and southern part of the province towards the Rio Grande of
Mindanao.
50. The province's total land area is 829,378 hectares (8,293.78 square
kilometers). It accounts for 59% of Northern Mindanao. Thirty-eight percent
(38%) is alienable and disposable. The rest is classified timberland. It also
accounts for 80 percent (80%) or 34 million metric tons of the region’s
nonmetallic mineral deposits which include high grade white and red clay, gold,
chromite, copper, serpentine, manganese, quartz and limestone deposits can
also be found in the province.
51. Based on the National Statistics Office (NSO) Census last 2000, Bukidnon
has a total population of 1,060,415. Males slightly edge the females with
546,234, accounting for about 52% of the province’s total population while
females, with 514,181, account about 48%. It is expected that by 2010, the
province of Bukidnon will have a total population of 1,344,301.
52. Bukidnon is an agricultural economy, it is a major producer of rice, maize,

sugar, coffee, rubber, pineapple, tomato, flowers, cassava, and other fruits and
vegetables. Bukidnon is considered by Filipinos to be the food basket of
Mindanao. It is the major producer of rice and corn in the region. Plantations in
the province also produce pineapples, bananas and sugarcane. As one of the
major anchors in crop production, Bukidnon is moving forward towards
establishing its position as a principal trader of rice, corn, sugar, potato, tomato
and many other commercial and industrial crops. As the second largest

Final Report
producer of corn in the country, it reached a total production of 481,370 Mt. In

year 2000, vast tracks of cornfields, rice paddles and sugar plantations are
distributed all over the province. It is also a major producer of chickens, hogs
and cattle. Almost all large firms operating in the province are into production
or processing of these agricultural products.
53. Del Monte Philippines, Inc. (DMPI), Lapanday Diversified Products Corp. and
Mt. Kitanglad Agri-Development Corporation are engaged in pineapple
production. Dole Philippines (Skyland) and Mt. Kitanglad Agri-Ventures, Inc. are
into banana production. DMPI is also engaged in cattle fattening. Bukidnon
Sugar Milling Corporation (BUSCO) and Crystal Sugar Milling are into sugar
milling and refining. Phil-Agro Industrial Corporation is in starch production.
Menzi Agricultural Development is in cacao production. Agaropyta Phils. Inc.,
Bukidnon Greens Inc., FP Obrero Farms and ARDEM, Inc. are in cutflower
production. Food manufacturing giants, San Miguel Foods Corp. (SMFI_PFC),
Monterey Farms Corp., Swift Foods, Inc. have intensified their contract breeding
and growing operations in the province. Valencia Rubbertex, Inc., an 80-20
Japanese-Filipino joint venture produces rubber boots and rubber shoes for
Japan.
54. Bukidnon has already assumed its role as producer and supplier of fresh
fruits and vegetables. These produce are either sold in domestic markets or
exported to Japan and other neighboring countries. Fresh pineapples, banana,
sugarcane and cutflower grown over the years are among its exports. New agri-
business industries are still growing. Even export of rubber boots and shoes, an
infant industry in the province is increasing tremendously. A wide variety of
resource-based handicrafts is extensively produced from rattan, bamboo and
wood. San Fernando is known for its rattan furniture. Bamboo baskets, wood
wares and carvings, mats and other handmade products are ideal souvenir
items.
55. North Cotabato, is a landlocked province located in the SOCCSKSARGEN

region in Mindanao. Its capital is Kidapawan City and borders Lanao del Sur
and Bukidnon to the north, Davao del Norte and Davao City to the east, Davao
del Sur and Sultan Kudarat to the southeast, and Maguindanao to the south and
west. It lies on the eastern part of Region XII and is strategically located in the
central part of Mindanao. It is bounded on the north by the provinces of Lanao
del Sur and Bukidnon, on the east by Davao City and Davao del Norte, on the
west by Maguindanao and on the southeast by Sultan Kudarat and Davao del
Sur. North Cotabato is strategically linked to the major "Arterial Road System"
that traverses and connects the province to Davao City - SOCCSKSARGEN -
Cotabato Corridor. The Cotabato via Kabacan - Maramag - Kibawe, Bukidnon
Sayre Highway meanwhile serves as its link to the Cagayan de Oro-Iligan City
Corridor.
56. North Cotabato, with an area of 656,590 hectares representing 45.06% of

the whole regional area, stretches west from Mt. Apo, which separates it from
Davao, to the Piapayungan Range on its boundary with Lanao. In the midst of
these uplands is the basin of the Pulangi or Rio Grande de Mindanao, the second
longest in the Philippines at 300 km, which rises in Bukidnon and flows south to
Maguindanao and Illana Bay. The province’s fertile plains are traversed by
tributaries of this great river. Typhoons do not pass through North Cotabato
and rainfall is evenly distributed throughout the year.
57. The first Visayan settlers reached the town of Pikit in 1913, and since then,
Christian migrants have moved and lived in Cotabato, cohabitating the province
with the local indigenous groups. 71% of Cotabato’s population are migrants

Final Report
from Luzon and the Visayas, while the remaining 18% belong to the indigenous
communities Manobo, T'boli, and Maguindanao. The major languages spoken
are Hiligaynon or Ilonggo (43%), Cebuano (31%), Maguindanao (16%), and
Ilocano (10%), but a local spanish based creole, chavacano, is spoken.
58. Over the last nine years, North Cotabato has graduated from being a
basket case to one of the Philippines most vibrant economies. In 1998,
Cotabato was listed as the 5th poorest province in the country. Early in 2006,
the National Statistics Coordination Board ranked it 39th among the countries
more progressive provinces based on the results of its most recent survey on
poverty incidence.
59. The province, since 2004, has become Region XII’s favorite investment
area. The province registered a total of P397.49 million worth of investments in
2004, ranking second (2nd) only to General Santos City. This meant a 113%
leap in investments, the biggest in the region as of February 2005 according to
DTI-12. The Cotabato Province Investment Promotion Center (CPIPC) has
recorded total investments made in the province from 2000 to 2004 at P901
million. Leading investments is the continuously expanding banana industry
with DOLE-Stanfilco standing as the biggest player, having a total investment of
P200 Million. Lapanday Global Fruits in Dallag, Arakan has a P50 million
investment, while new player AJMR promises to put in P3 billion.
60. This influx of investments has consequently opened more job opportunities
for our workers in the province. Dole-Stanfilco opened 6,346 jobs for residents
of Makilala, Magpet, and Kidapawan City, while Lapanday has provided
employment to 167 local residents. Some 3,000 jobs will meanwhile be
generated by AJMR’s operation. New jobs generated by these investments from
200 to 2004 reached 68,595 new, and making Cotabato the leading province in
job generation in the region, according to DOLE-12.
61. These developments have also ushered in added benefits- improvement of

road networks, conversion of grasslands into productive areas, increase of
micro-business establishments in the investment areas thus improving the
quality of life of residents, and increased real property tax collection. It has also
affected the age-long insurgency problem in areas like Makilala and Arakan,
where the availability of a more stable source of income and better living
conditions have somehow weakened the influence of Communist guerillas.
Much of this phenomenon could be credited to the rediscovery of the New
Cotabato by both local and foreign investors. While the province has had its
share of bad publicity due to wars in the past, Cotabato is making a mark as a
province that can offer a positive investment climate and sound business
opportunities.
Table 13.1.1: Population and Income Class of Influenced Municipalities of

Short Listed Roads for Asset Preservation in Tranche 1
Road
Population Type of Asset
Municipality/City Income class Length in
as of 2007 Preservation
Kilometers
1. Butuan-Cagayan de Oro – Iligan Road, Region 10, Province of

19.17 Asphalt overlay
Misamis Oriental
TAGOLOAN 56,499 2nd Partially Urban
nd
2 District P40,000,000 or more but less
than P50,000,000

Final Report
Road
Kilometers
CAGAYAN DE ORO 553,966 1st Class Highly Urbanized
CITY (Capital)
P50,000,000 or more.
2 lone District
OPOL 47,187 4th class Partially Urban
2nd District P20,000,000 or more but less
than P30,000,000
2. Iloilo –Capiz Road ( Old Route), Region VI, Province of Iloilo 37.24 Asphalt overlay
CABATUAN 50,861 3rd Class Partially Urban

rd
than P40,000,000
JANIUAY 57,878 Partially Urban 3rd

than P40,000,000
LAMBUNAO 63,300 3rd Class Partially Urban

3rd District P30,000,000 or more but less
than P40,000,000
CALINOG 51,018 2nd Class Partially urban

rd
3 District P40,000,000 or
more but less than
P50,000,000
3. Bauang- Baguio Road, Region CAR, Province of Benguet 39.15 Asphalt overlay
SABLAN 10,890 5th Class Rural

nd
than P20,000,000
BAGUIO CITY 301,926 Highly Urbanized Urban 1st
1st District Class
P50,000,000 or more.
Province of La Union, Region III
BURGOS 8,261 5th Class Partially Urban

than P20,000,000
BAUANG 69,837 1st Class Partially Urban

nd
2 District P50,000,000 or more.
NAGUILIAN 45,232 1st Class Partially Urban

nd
2 District P50,000,000 or more.
4. Olongapo – Bugallon Road 140.963 Asphalt overlay

Region 111, Province of Zambales
OLONGAPO 227,270 1st Class Highly Urbanized

CITY Urban 1st district
P50,000,000 or more.

Final Report
Road
Kilometers
SUBIC 77,118 1st Class Partially Urban

1st District P50,000,000 or more.
CASTILLEJOS 42,910 4th Class Partially Urban

1st District P20,000,000 or more but less
than P30,000,000
SAN MARCELINO 29,052 3rd Class Partially Urban

than P40,000,000
SAN NARCISO 24,856 4th Class Partially Urban

nd
than P30,000,000
SAN FELIPE 21,322 4th class Partially Urban

nd
than P30,000,000
CABANGAN 21,519 4th Class Partially Urban

nd
than P30,000,000
BOTOLAN 51,675 1st Class Partially Urban

nd
2 District
IBA (Capital) 44,344 3rd Class Partially Urban

nd
than P40,000,000
PALAUIG 30,747 3rd Class Partially Urban

nd
than P40,000,000
MASINLOC 40,603 2nd Class Partially Urban

nd
than P50,000,000
CANDELARIA 24,243 3rd Class Partially Urban

than P40,000,000
SANTA CRUZ 52,202 2nd Class Partially Urban

nd
2 District P40,000,000 or
more but less than
P50,000,000
5. Dipolog (Zamboanga del Norte) – Orquieta (Misamis 49.893 Asphalt overlay
Occidental) Region IX
RIZAL 14,721 5th Class Partially
st UrbanP10,000,000 or more but
1 District
less than P20,000,000

Final Report
Road
Kilometers
DAPITAN CITY 72,792 3rd Class Component Partially

st Urban
1 District
P30,000,000 or more but less
than P40,000,000
DIPOLOG CITY 113,118 3rd Class Component Partially

nd Urban
2 District
P30,000,000 or
more but less than
P40,000,000
KATIPUNAN 40,496 3rd Class

nd
than P40,000,000s Partially
Urban
6. Bukidnon- Cotabato Road, Region XIII 47.61 Asphalt overlay
CARMEN 65,670 4th class Rural

than P30,000,000
KABACAN 73,991 1st Class Partially

Urban
1st District
P50,000,000 or more.
7. Palo-Carigara- Ormoc Road, Regon VIII 22.888 Asphalt overlay
PALO 56,781 Partially Urban

1st District
SANTA FE 15,905 5th Class Partially
1st District Urban
P10,000,000 or
more but less than
P20,000,000
ALANGALANG 43,494 3rd Class Partially
Urban
than P40,000,000
8. Daang Maharlika Road ( Liloan-Naval Highway), Region VII,

14.86
Province of Leyte
PALO 56,781 Partially Urban

1st District
TANAUAN 47,426 3rd Class Partially Urban

st
than P40,000,000
TOLOSA 16,839 5th Class Partially Urban

P10,000,000 or more but less
than P20,000,000

Final Report
13.2 Socio-Economic, Poverty, Gender and Ethnic Analysis
62. Based on the surveys, focus interviews and observation, the Poverty,
Gender and Ethnic analysis (ADB’s “Social Analysis for Transport Projects” 2008)
was referred to, to gain insight into the characteristics of households living in
the periphery of the identified road network as part of Tranche 1 of DPWH’s road
preservation project. The purpose of which was to find out their respective
relationship to the proposed project during the implementation of the said
project.
63. The proposed road activity will use the overlay technique to preserve the
integrity of the identified road networks as indicated by the design engineers of
the project. This activity they indicated would last only for a maximum of
twelve (12) hours and will be implemented by the District Engineers’ Road
Maintenance Division. In this context, the consequential impacts on poverty,
social and ethnicity of these activities would be minimal, thus, maintaining
generally a degree of status quo on the life-ways of all sectors of the populace
within the road areas of operation and implementation. Although, this may be
the case, the sectoral stakeholders’ analysis is done to identify the possible
minimal impacts and recommend appropriate mitigating measures. Due to this
situation, there will be no occurrence of HIV/AIDS, human trafficking and etc. as
there will be no migrant workers.
64. Likewise, the Indigenous peoples living within the road networks enjoy all
the privileges as provided by the Indigenous Peoples Rights Act (IPRA) of
1997 and monitored by the Regional National Commission of Indigenous
People. Although a minimal impact may occur, appropriate mitigating measures
are recommended (see matrix). Thus at no instance will these peoples be
disadvantage.
65. The situation of the road networks from ocular observation are generally as
follows:
 66. Butuan-Cagayan de Oro-Iligan Road (urban poor/
women/disadvantaged groups). The stakeholders along the road
network starting from the town of Tagoloan entering Bugo towards the
first Barangay of Cagayan De Oro are mostly commercial. It is a four-
lane highway and is heavily travelled from those coming from Butuan
and Bukidnon. The convergence of traffic has made the road filled with
sporadic encroachments of transient vendors and informal settlers. After
the bridge, traversing the CDO river traffic is reduced to minimal and
residents in the area are generally engaged in big commercial business.
(see matrix for the stakeholders’ analysis).
 67. The Iloilo–Capiz road (old route). - (rural poor/women/
disadvantaged groups). The stakeholders along this road network are
generally farmers with areas of commercial activities along the town
centers. Most people going to Roxas tend to use the route, as it is
shorter. The residents generally use the road as farm to market road.
Incidental encroachments occur in the populated areas of the town. No
incidence of households to be displaced. (see matrix for the stakeholders’
analysis).

Final Report
 68. Bauang-Baguio Road (rural poor/IPs). Residents living along the

road are mostly IP (Ibalois) vendors who sell their farm products and
handicrafts. From Sablan towards Baguio some houses in the populated
areas are built flushed to the pavement beyond the allowable distance.
Based on the location of the road, it traverses through IP communities
and have been used by them as access in the transport of their farm
products and their movement to the different parts of the province. (see
matrix for the stakeholders’ analysis).
 69. Olongapo-Bugallon Road (rural poor/women/disadvantaged groups).
District 1 Olangapo–San Marcelino road (rural-urban poor) is highly
populated especially in the town areas were transient vendors tend to
encroach into the main road while District 2 – San Felipe–Santa Cruz
road are minimally populated areas with expanses of farm lands and
vegetation. Most houses along the road are owned by farmers with
business establishments concentrated in the town center. (see matrix for
the stakeholders’ analysis).
 70. Oroquieta-Katipunan Road (rural-urban poor, IPs, women/
disadvantage groups). Most of the populace living along the road way
are temporarily encroached into the road right-of-way within the
populated areas of Brgy. Mapang, Rizal and ends up in Brgy. Larayan in
City of Dapitan with sporadic distribution of Subanon IPs. On the other
hand, most of the houses along the identified road network start at Brgy.
Sicayab, Dipolog City and ends at Brgy. Oyan, Katipunan. Many of the
road sections have the presence of temporary encroachers into the road
right-of-way. The Subanons have live for so long in this road network
and has made them mobile particularly in the marketing of their farm
and artifacts as well in their access to different parts of the province.
 71. Bukidnon-Cotabato Road (rural poor/IPs/women/ disadvantaged
groups). The road network is generally inhabited by farmers with the
presence of IPs (Manuvu Arumen). They generally use the road for
transporting of their farm products and likewise their supplies from town.
The road, for them, has been their connection to the other parts of the
province, marketing their farm products and their mobility to these
different areas (see matrix for the stakeholders’ analysis).
 72. Palo-Carigara-Ormoc Road (rural-urban poor, women/
disadvantaged groups). The area is rural with residents along the road
network who generally vendors and fisher folks; Daang Maharlika Road
(Liloan-Naval Highway). The populace within the road way is generally
farmers with business establishments in the town center (see matrix for
the stakeholders’ analysis).
73. Although this is may be the situation, the results of the survey are
examined to find out the situation of the stakeholders, vis-a-vis, demographic
characteristics; household economic activities; cropping pattern; household
income; consumption pattern; possession of assets/livestock; indebtedness;
coverage under development schemes; health status; migration; status of
women; education; amenities; structure of building information ;and, transport
usage. It also tries to identify coping strategies to minimize or eliminate

Final Report
negative impacts of activities on stakeholders if any. (Annex 8 - Results of

Socio-Economic Survey: Poverty, Gender and Ethnicity).
74. The stakeholders were identified randomly from households within the
stretch of the road network identified for asset preservation Tranche 1. These
are Region 10 Butuan-Iligan Road; Region 6 Iloilo–Capiz Road (old route);
Region 1 & CAR Bauang-Baguio Road; Region 3, Olongapo–Bugallon Road;
Region 9, Dipolog-Orquieta Road; Region 12, Bukidnon-Cotabato Road; Region
8, Palo-Carigara-Ormoc Road and Daang Maharlika Road (Liloan–Naval Road).
75. The result of stakeholders analysis by sector is summarized in Table
13.1.2.
Table 13.1.2: STAKEHOLDER’S ANALYSIS BY SECTOR
Impact of the Proposed action to

Recommended Course
Proposed Action reduce or Mitigate the
Stake holder Group of Action
(asphalt overlay) on Negative Impact on the
(Mitigating Measures)
the Stakeholder Group Stakeholder Group
Rural Poor Families POSITIVE/BENEFIT Poverty Alleviation  DPWH in concurrence

i.e. farmers/fisher with the contractors
folks  Improve road condition  Contractors inform and prepare an Intensive
 Faster movement of consult the identified Information, Education
(all roads net works farm products to poor households within and Communication
except Butuan-Iligan market the area of operation the Plan highlighting the
Road ) date and the nature of alternative areas for
 Reduced transportation road preservation
cost economic activities
activities through the during road
 Easy access to social Municipal Engineers preservation activities
services Office and the Barangay and the long-term
 Access to schools Chairman benefits.
NEGATIVE  Provide alternative areas  Inform local residents
 Temporary disruption for access for their on community-based
of traffic in the area economic activities and road maintenance and
affecting economic schedules of road management.
activities within preservation activities.
maximum time of 12  Priority hiring of local
hours poor in the road
 Minimal noise and air preservation activities if
pollution within needed.
maximum time of 12
hours
Urban poor i.e. POSITIVE/BENEFICIAL Poverty Alleviation  DPWH in concurrence

Transient vendors  Improve road  Contractors Inform and with the contractors
(CDO)/ formal condition consult the identified prepare an Intensive
encroachers( Butuan- poor households within Information,
 Faster movement of Education and
Iligan Road) commercial products the area of operation the
date and the nature of Communication Plan
to centers highlighting the
construction activities
 Reduced through the Municipal alternative areas for
transportation cost Engineers Office and the economic activities
 Easy access to Barangay Chairman. during road
social services preservation
 DPWH in concurrence activities and the
 Access to schools with the Municipality/ long-term benefits.
NEGATIVE City inform and consult
the informal transient
 Temporary dislocation
vendors and formal  Inform local residents
of informal transient
encroachers about the on community-based
vendors/formal
temporary disruption of road maintenance and
encroachers for a
their economic activities management.
maximum of 12 hours
and provide with
due to the road
alternative areas to do
preservation activities
their business.

Final Report
Impact of the Proposed action to

Recommended Course
Proposed Action reduce or Mitigate the
Stake holder Group of Action
(asphalt overlay) on Negative Impact on the
(Mitigating Measures)
the Stakeholder Group Stakeholder Group
 Temporary disruption  Priority hiring of some

of economic activities local poor in the road
within a maximum time preservation activities if
of 12 hours, due to needed.
road preservation
activities.
Disadvantage  POSITIVE/BENEFICI Gender/ Disadvantage  DPWH in concurrence

Sector AL Sector with the Municipal/City
(Women, Elderly,  Improve road condition  DPWH in concurrence Social Work and
Youth) with the Municipal/City Development of the
 Faster movement of Municipality/ City
All road networks market products to Social Work and
Development of the implement the GAD
market provisions for women
Municipality/ City
 Reduced transportation inform and consult the affected by
cost affected women infrastructure projects
 Easy access to social including the other on gender/user
services disadvantage sectors responsive
about the project to infrastructure design
 NEGATIVE
prepare them of the and plans during
 Temporary disruption project implementation
temporary disturbance.
of traffic in the area as mandated by
affecting economic  Provide them with Government.
activities within the alternative areas for their
economic activities such  DPWH in concurrence
maximum time of 12
as vending of food and with the contractors
hours
other products. prepare an Intensive
 Minimal Noise and air Information, Education
pollution within the and Communication
maximum time of 12 Plan highlighting the
hours alternative areas for
economic activities
during road
preservation activities
and the long-term
benefits.
 Inform local sectoral
residents on
community-based road
maintenance and
management.
Indigenous People  POSITIVE/BENEFICIAL Ethnicity  DPWH in concurrence

a. Ibalois (Baguio-  Improve road condition  DPWH District Office in with the contractors
Bauang Road) concurrence with the prepare an Intensive
 Faster movement of Information, Education
farm products to contractors inform and
consult the IP households and Communication Plan
b. Manobo Arumen market the alternative areas
within the area of operation
(Bukidnon-Cotabato  Reduced transportation the date and the nature of for economic activities
Road) cost road preservation activities during road
 Access to Schools through the Municipal preservation activities
Engineers Office, the and the long-term
c. Subanen  Easy access to social
Municipal National benefits. This will all be
(Orquieta- Dipolog road) services
Commission of Indigenous done in the context of the
 NEGATIVE People (IPRA Law of 1997) culture and language of
 Temporary disruption of and the Tribal Chieftain the specific Indigenous
traffic in the area affecting People through the
 Provide alternative areas for National Commission of
economic activities with a their economic activities and
maximum time of 12 Indigenous People.
schedules of road
hours. preservation activities not in  Inform local IPs on
 Minimal noise and air conflict with cultural community-based road
pollution with a maximum practices maintenance and
time of 12 hours. management.

Final Report
14. RESETLLEMENT FRAMEWORK (Tranches 2 & 3)
14.1 Introduction
1. This Resettlement Framework (RF) is prepared for road sections under
Tranches 2 and 3. As mentioned in the Interim Report, Tranches 2 and 3
include road sections that, in addition to those for asset preservation in Tranche
1, also require more extensive rehabilitation and perhaps improvement. For this
Project, ADB’s policy is to negotiate one Tranche at a time; i.e., the GOP and
ADB shall only start negotiating the budget for Tranche 2 once the road projects
in Tranche 1 comes close to completion. As such the final name and number of
road sections to be included is not finalized yet.
2. On the other hand, there are no identified permanent impacts on land

acquisition and resettlement and there will be no dislocations, nor significant
effects on livelihood anticipated in the Tranche 1 road projects since
construction activities shall mostly involve asphalt overlaying, drainage
maintenance, repainting, and restoration of traffic information and safety signs.
Although road reconstruction through re-blocking shall be undertaken at some
sections, these are located in hilly areas with no observed human settlements.
3. As in other road improvement projects involving widening, realignment, or

additional Right-of-Way, adverse social impacts as a result of involuntary
resettlement can be expected. Some of these include loss of shelters,
livelihood, disintegration of economic and social networks, and limited access to
social services.
4. In a developing member country such as the Philippines, land acquisition

and resettlement (LAR) policy is relatively young, i.e., it was officially prescribed
by DPWH through Department Order No. 327, in December 2003. In fact prior
to its issuance, foreign-assisted projects, which required application of said
policy through the preparation of Resettlement Plans encountered difficulties
during project implementation. As stated in the Validation Report for the ADB-
Assisted Philippine Sixth Road Project, one of the reasons for its 47 months
delay is because “Land acquisition and resettlement (LAR) was a major issue.
Overlooked during project preparation, this issue was very hard to rectify during
implementation. The Government at first refused to agree to ADB’s conditions;
then, once agreement was reached, implementation and monitoring proved
difficult.”
5. Most of the road sections under the present PPTA are geographically
dispersed over the islands of Luzon, Visayas, and Mindanao making it difficult to
implement and administer. Add to this is the fact that, since it is natural for
long road alignments to cross several administrative boundaries, delineation of
institutional responsibilities would be tough.
6. Based on the foregoing it is, thus, important that a wide-ranging RF be

drawn to ensure that PAFs are not disadvantaged by the Project. The ensuing
RF shall be agreed upon between the GOP and ADB. It shall establish
compensation and other entitlements for all Affected Persons (APs). Its main
objective is to outline the necessary steps to prepare satisfactory Resettlement
Plans for the remaining road sections under Tranches 2 and 3.

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14.2 Project Impacts

7. From a long list of 40 road sections to be considered for Tranches 2 and 3,
32 are included in the short list. Envisioned positive project impacts include:
(i) improved safety, increased capacity, shorter distances for traffic attracted
from alternative roads, (ii) reduced travel times to hospitals and schools,
(iii) improved employment opportunities, and (iv) better opportunities for
agriculture, trade, and tourism. These direct and indirect positive impacts are
expected to reduce poverty levels in areas benefited by the respective road
projects.
8. Just like any other road network development/improvement project, adverse

environmental and social impacts are also expected. These consist of:
(i) encroachment to forested areas which may lead to denudation of its
vegetative cover; (ii) conversion of prime agricultural lands into urban/industrial
areas as a result of improved access; (iii) if involuntary resettlement cannot be
avoided, loss of homes, livelihood, and social and economic networks would
affect vulnerable groups----the poor, women headed families, the elderly, and
the IPs.
14.3 Policy and Legal Framework

9. This RF shall provide a tool, which will help ensure that all Affected
Persons (APs) along the road sections in Tranches 2 & 3, regardless of their
number, promptly receive the appropriate assistance under each sub-project.
As such, they would have a good chance of attaining a socio-economic stature
that at least would be equivalent, if not better than what would have prevailed
without the Project. This can be achieved by diligently adhering ADB’s policy
on Involuntary Resettlement, whereby APs are be fully informed, closely
consulted, compensated for their losses, assisted to regain
possession/ownership of replacement land (if available), reestablish their means
of livelihood, and participate in any decision making that will affect their lives.
APs who do not hold legal rights to the land they are occupying shall be given
special consideration. The following basic principles of the ADB IRP, in
accordance with OM Section F2/FB, issued on 25 September, 2006, shall be
taken into careful consideration during the subsequent preparation of
Resettlement Plans:
(i) Involuntary resettlement will be avoided whenever feasible.

(ii) Where population displacement is unavoidable, it should be
minimized.
(iii) All lost assets acquired or affected will be compensated.
Compensation is based on the principle of replacement cost.
(iv) Each involuntary resettlement is conceived and executed as part of a
development project or program. APs need to be provided with
sufficient resources to re-establish their livelihoods and homes with
time-bound action in coordination with civil works.
(v) APs are to be fully informed and closely consulted.
(vi) APs are to be assisted to integrate economically and socially into host
communities so that adverse impacts on the host communities are
minimized and social harmony is promoted.
(vii) The absence of a formal title to land is not a bar to ADB policy
entitlements.

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(viii) APs are to be identified and recorded as early as possible to establish

their eligibility, through a census which serves as a cut-off date, and
prevents subsequent influx of encroachers.
(ix) Particular attention will be paid to vulnerable groups including those
without legal title to land or other assets; households headed by
women; the elderly or disabled; and indigenous groups. Assistance
must be provided to help them improve their socio-economic status.
(x) The full resettlement costs will be included in the presentation of
project costs and benefits.
(xi) Relocation and rehabilitation may be considered for inclusion in ADB
loan financing for the project, if requested, to assure timely
availability of the required resources and to ensure compliance with
involuntary resettlement planning and implementation.
10. To assess whether the GOP can considerably concur with the above
mentioned principles, prevailing Philippine Republic Acts along with its
corresponding Implementing Rules and Regulations (IRR), Presidential Decrees,
Executive Orders, Rules of Court, Ministry/Department Orders, and Department
Policies on land ownership and Infrastructure Right-of-Way (IROW) acquisition
were reviewed. Since the 1930’s, said legal documents have been amended
and repealed several times to improve the procedures, minimize irregularities,
and avoid delays in project implementation. Since previous laws have been
superseded, only the most current pieces of legislation shall be presented in
considerable detail. The legal bases for RAP implementation, together with its
salient points are found in the IROW Process Design Report under the NRIMP I
project of the DPWH (Please refer to Table 14.3.1).
Table 14.3.1: Government Policies Pertaining to Land Acquisition

Year Policy Title/Salient Features
2007 LARRIP Land Acquisition, Resettlement, Rehabilitation and
Policy, 3rd Indigenous Peoples’ Policy (LARRIPP)
Ed.  Includes the DPWH’s Indigenous Peoples’ Policy
based on the Indigenous Peoples’ Rights Act (IPRA)
and the National Commission on Indigenous Peoples
(NCIP) Administrative Order No. 1, series of 2006, or
the Free and Prior Informed Consent Guidelines of
2006.
 Covers all Indigenous Peoples (IPs) or Indigenous
Cultural Communities (ICCs) whether they are living
inside or outside an area covered by a Certificate of
Ancestral Domain Title (CADT) or Certificate of
Ancestral Land Title (CALT), including those that have
pending applications to be declared as ancestral
domain.
 In general no Indigenous Peoples Action Plan
(IPAP) is required for projects that are voluntarily
solicited or initiated by IPs. Nevertheless, they
are still eligible to receive compensation and
entitlements mentioned in Chapter III of the
LARRIPP.
 Provides a comprehensive policy on provision of
safeguard instruments to IPs/ICCs as described in
Chapter IV and Table IV.2 of the LARRIPP.
2003 D.O. 327 “Guidelines for Land Acquisition and Resettlement Action
Plans (LAPRAPs) for Infrastructure Projects”
 LAPRAP document shall describe the project,
expected impacts and mitigating measures, socio-

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economic profile of APs, compensation package,
timetable of implementation, institutional
arrangements, participation, consultation, and
grievance procedures.
 LAPRAP shall be prepared using inputs from the
IROW Action Plan, the census and socioeconomic
survey conducted, detailed engineering study, and
parcellary survey results.
 LAPRAP shall be the basis for qualifying and
compensating APs for lands, structures and/or
improvements, that are partially or fully affected by
the Department’s infrastructure projects.
 Provision of resettlement sites shall be the
responsibility of the Local Government Units
(LGUs) concerned, with assistance from the
concerned government agencies tasked with
providing housing.
 An Indigenous People’s Action Plan (IPAP) shall
be formulated for indigenous peoples (IP) if they are
affected by the Department’s infrastructure projects.
2003 D.O. 5 “Creation of the Infrastructure Right of Way and
Resettlement Project Management Office (IROW-PMO) and
the Implementation of the Improved IROW Process”
 Implementing Office (IO) shall ensure that IROW
costs are always included in project budgets.
 The IO shall provide an estimated cost breakdown of
each project to the IROW and Resettlement PMO and
the CFMS prior to any disbursement of funds. The
first priority of the budget for a project shall be all
costs prior to construction.
 If ROW costs differ from the approved ROW budget
after detailed design has been finalized, a budget
adjustment shall be approved.
 A Land Acquisition Plan and Resettlement Action Plan
(LAPRAP) shall be prepared for all projects, whether
local or foreign funded, that will require Right-of-
Way (ROW) acquisitions, using a standardized
compensation package.
 The determination of Affected Persons (APs) and
improvements shall be based on the cut-off date,
which is the start of the census of APs and tagging for
improvements.
 The IO shall prepare the final as-built ROW Plan
upon completion of the project, for submission to the
IROW and Resettlement PMO.
2000 I.R.R. of “Implementing Rules and Regulations of R.A. 8974 (An Act
R.A. 8974 to Facilitate the Acquisition of Right-of-Way, Site, or
Location for National Government Infrastructure Projects
and for Other Purposes)
 Set the 1st offer for negotiated sale of land (just
compensation) as the price indicated in the current
zonal valuation issued by the BIR for the area
where the property is located.
 Set the valuation of improvements on the land to be
acquired using the “replacement cost method”,
which is defined as the “amount necessary to replace
the improvements/structures based on the current

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market prices for materials, equipment, labor,
contractor’s profit and overhead, and all other
attendant costs associated with the acquisition”.
 Provided for the engagement of government
financing institutions or private appraisers to
undertake appraisal of the land and/or
improvements/structures, to determine its fair
market value.
 Tasked the NHA to establish and develop
squatter relocation sites, including provision of
adequate utilities and services, in anticipation of
squatters that have to be removed from the ROW in
the site of future infrastructure projects.
2000 R.A. 8974 “An Act to Facilitate the Acquisition of Right-of-Way, Site, or
Location for National Government Infrastructure Projects
and for Other Purposes”
 Prescribed new standards for the assessment of
the value of the land subject of expropriation
proceedings or negotiated sale, namely:
o The classification and used for which the
property is suited;
o The size, shape or location, tax declaration
and zonal valuation of the land;
o The price of the land as manifested in the
ocular findings, oral, as well as documentary
evidence presented;
o The reasonable disturbance compensation for
the removal and/or demolition of certain
improvement on the land and for the value of
improvements thereon;
o The developmental costs for improving the
land;
o The value declared by the owners
o The current price of similar lands in the
vicinity; and
o Such facts and events as to enable the
affected property owners to have sufficient
funds to acquire similarly-situated lands of
approximate areas as those required from
them by the government, and thereby
rehabilitate themselves as early as possible.
 Mandates the BIR to come up with updated zonal
valuation for areas subject to expropriation
proceedings, within 60 days from the date of
expropriation case.
 Mandated the DPWH (as Chair) and other agencies
involved in ROW acquisition to adopt the necessary
Implementing Rules and Regulations for the equitable
valuation of the improvements and/or structures on
the land to be expropriated.
1999 DPWH Policy “Policy Framework for Land Acquisition, Resettlement and
Framework Rehabilitation”
for LARR  Government projects must serve the common good
 All efforts must be exercised to ensure that:

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o Adverse social impacts are avoided,
minimized, and/or mitigated;
o Everybody, including Affected Persons (APs),
will benefit from the projects;
o APs are provided with sufficient compensation
and assistance for lost assets which will assist
them to improve or at least maintain their
pre-project standard of living;
o Project stakeholders (which include APs) are
consulted regarding the projects’ design,
implantation, and operation.
 Only those APs found to be residing in, doing
business, or cultivating land or having rights over
resources within, the project area as of the date of
the census surveys (i.e., cut-off date) are eligible for
compensation for lost assets.
1997 Rule 67, “Rule 67 – Expropriation”
Rules of Civil  Gives the plaintiff (DPWH) the right to take or enter
Procedure upon the possession of a real property involved if a
deposit is made with an authorized government
depositary an amount equivalent to the assessed
value of the property for purposes of taxation to be
held by such bank subject to the orders of the court.
1992 R.A. 7279 Urban Development and Housing Act of 1992”
 Uplift the conditions of the underprivileged and
homeless citizens in urban areas and in
resettlement areas by making available to them
decent housing at affordable cost, basic services, and
employment opportunities.
 Provide for an equitable land tenure system that shall
guarantee security of tenure to Program
beneficiaries but shall respect the rights of small
property owners and ensure the payment of just
compensation.
1992 R.A. 7279  Eviction or demolition may be allowed under the
following situations:
o When persons or entity occupy danger areas
such as esteros, railroad tracks, garbage
dumps, riverbanks, shorelines, waterways,
and other public places such as sidewalks,
roads, parks, and playgrounds.
o When government infrastructure project
with available funding are about to be
implemented.
o When there is a court order for eviction and
demolition.
 If eviction or demolition will involve underprivileged

and homeless citizens, as defined in the same law,
they should be properly relocated prior to any
dismantling of properties.
 Section 5 of the IRR directs the LGU or the
government agency authorized to demolish to create
a Task Force on Relocation and Resettlement to
ensure smooth and effective implementation of all
relocation and resettlement operations.

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 After effectivity of R.A.7279, barangay, municipal ot
city government shall prevent construction of any
kind of illegal dwelling units or structures within
danger areas.
 LGUs shall prepare a comprehensive land use plan for
their respective localities in accordance with the
provisions of the Act.
1991 R.A. 7160 “Local Government Code of 1991”
 An LGU may exercise the power of eminent domain
for public use, purpose, or welfare of the poor and the
landless such as for socialized housing, upon
payment of just compensation pursuant to the
provisions of the Constitution and pertinent laws.
1988 E.O. 239 “Creating Appraisal Committees in Metropolitan Manila Area”
 Created the City Appraisal Committee and Municipal
Appraisal Committees in the Metropolitan Manila area
for assessment of fair market value of real property in
Metro Manila.
 The government shall deposit 10% of the amount of
just compensation provided under 1533, five (5) days
after which the court shall issue Writ of Possession
(WOP).
 Payment for improvement shall be based on the
physical inventory report proposed and certified by an
affidavit of the claimant and affidavit of two (2)
adjoining landowners.
1978 P.D. 1533 Establishing Uniform Basis for Determining Compensation
 The government is entitled to immediate possession
of properties and improvements and the power of
demolition upon filing of the petition for expropriation
and the deposit of 10% of compensation amount
determined by this decree in the Philippine National
Bank (PNB).
1936 C.A. 141 “Commonwealth Act 141”
 Citizens of the Philippines acquire public land through
public auction. Article of free patent is provided for
natural born citizen of the Philippines who
continuously occupied and cultivated the land since
1926 or before.
 Land acquired through this law is subject to a Right-
of-Way not exceeding 20 m in width for public use
with damages paid for improvements only; This ROW
limit is further expanded to 60 m by P.D. 635.
Note:
R.A. – Republic Act
P. D. – Presidential Decree
E.O. – Executive Order
I.R.R. – Implementing Rules and Regulations
D.O. – Department Order
Source: DPWH ESSO, 2007. Land Acquisition, Resettlement, Rehabilitation and Indigenous
Peoples Policy, 3rd Edition. Herrera, A.N. 2003. IROW Process Design Report. National
Roads Improvement and Management Program Phase I.

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14.4 Bridging the Gaps between GOP Policy and ADB’s IRP
11. It is important to note that although the abovementioned legal documents
are able to address major resettlement concerns, some limitations are still
apparent with respect to compliance with the basic principles of ADB’s
Involuntary Resettlement Policy (IRP). The following paragraphs describe these
limitations.
12. Based on existing rules and regulations, each government agency has its
own mandate upon which policies are drawn out in order to achieve its goals.
These policies are mostly in the form of Department Orders and Memorandum
Circulars. With regards to exercising the power or eminent domain either
through negotiated sale or expropriation proceedings, DPWH is limited to
acquire land if the purpose is to develop infrastructure projects such as roads
and bridges, water supply, flood control, and other undertakings within its
mandate. As such, the Department has no legal personality to acquire land,
nor provide basic facilities and services for resettlement purposes, or for any
other purposes outside its mandate. In fact, Section 1.5 of D.O. No. 327
explicitly states that the concerned Local Government Units (LGUs), the Housing
and Urban Development Coordinating Council (HUDCC), National Housing
Authority (NHA), and other concerned agencies are mainly responsible for the
development of resettlement sites.
13. Since these NGAs are also servicing other line and attached agencies,
allocation of housing units to qualified beneficiaries become very cumbersome
and often results into delayed resettlement of APs. As long as there is no clear-
cut procedure in form of an inter-agency MOA between DPWH and these NGAs
or better yet an Executive Order from the President, relocation of displaced
communities will remain as a section in the RP report.
14. Section 1.6 of D.O. No. 327 states that where relocation is necessary,
“the receiving LGU (under whose political jurisdiction the relocation site will be
located) may seek assistance from the DPWH for the provision of access roads
to the relocation site, and other government agencies for the provision of basic
facilities and services”. This implies that the primary role of the Executing
Agency, which is DPWH, is just to provide the access road, while provision of
other basic social services such as water and power supply, health centers, and
access to schools, public market, and places of worship are passed on to other
government agencies. This may, to some extent be achievable in major cities
and first to second class municipalities with high Internal Revenue Allotments
(IRAs). For lower class recipient LGUs, it becomes a burden since the
competition for basic social services becomes stiffer as a result of the influx of
families to be resettled.
15. Rehabilitation Assistance, as prescribed in both LARR Policy of 1999 and

LARRIPP, 3rd Ed. of 2007, at P15,000.00 per family per municipality, in the form
of skills training and other development activities, is deemed insufficient to
ensure restoration of pre-project socio-economic condition of affected families.
As experienced in other government and public-private sector investment
program projects, provision of skills training only “equips” the AFs in its
endeavor to recover from financial losses. Income restoration couldn’t really be
achieved without financial aid. This may be in the form of direct soft loans, as
part of loan financing as provided for in Section E - ADB’s Assistance to the
Borrower of OM Section F2/BP, or through provision of access to micro credit
organizations/institutions (government and private). In any case, the type,
method, and amount of financial aid or income restoration budget must be
clearly spelled out in the resettlement plan to be prepared.

Final Report
16. The rental subsidy equivalent to the “prevailing average monthly rental
for a similar structure of equal type and dimension to the house lost”, as
mentioned in Chapter III Section 4 of the LARRIPP is also deemed insufficient
for the affected family to find a structure of equal type and dimension because
the prevailing practice of lessors for the past few years is to require at least one
(1) month deposit and one (1) month advance. Others even require two (2) to
three (3) months advance payment. For this reason, a rental subsidy equivalent
to three (3) times the average monthly rental for a similar structure type and
dimension is recommended.
17. DPWH’s LARR Policy of 1999 is silent on the integration of resettlers into
host communities. Even the 3rd Edition (2007) of the Department’s LARRIPP did
not describe in detail procedures to be undertaken in order to organize or ready
the host communities, although it was mentioned in passing that “efforts must
be made to prepare the receiving community” in page 22, Chapter IV, referring
to cases when IPs have to be resettled outside the affected ancestral domain.
18. As experienced in a major railway project in Luzon sometime in 2006,

truckloads of resettlers were surprised when the path going to their relocation
site was barricaded with burning tires. It was found out that the barricades
were set up by members of the recipient community who were strongly
opposing their arrival. To avoid further chaos, the organizers, together with
representatives from an NGO decided to go back and abort the scheduled
relocation.
19. In a relocation site in Pandi, Bulacan, sometime in 2004, resettlers

displaced from an expressway project complained of “discrimination” by
members of the host community. Although they hold legal rights to the land,
they were still referred to as “squatters” and were not given fair treatment. For
example, after waiting in a long queue in fetching water from the deep well,
they were always told to give way to “legal occupants” who need not queue.
The situation was very awkward considering that the said deep well was built for
their purpose, i.e., as part of site development for their relocation site. The
resettlers said they couldn’t do anything but accept the situation because they
are poor and “new” in the community.
20. In these cases, resettlers as well as host populations are unfairly put in
situations they wouldn’t be in had there been efforts made to prepare both
parties for eventualities as a result of their integration into one community. To
avoid or at least minimize these type of conflicts, the following are
recommended:
(i) During selection of relocation sites, resettlers as well as the host

population should be encouraged to participate in social preparation
activities such as consultation meetings and dialogues; It must be
explained during meetings that the resettlers will not be “squatting”
but would be holding legal rights to the lots they will occupy;
(i) Social services and infrastructures to be provided at the

relocation site can be shared among both parties to avoid
resentment on the part of the host population;
(ii) Other benefits such as trainings and livelihood opportunities

must also be shared with the host s so that they won’t feel
discriminated or left out.
21. Although not directly a resettlement concern, another factor which

significantly affects implementation of resettlement plans is the conduct of

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parcellary survey. Since it is the basis for delineating properties, including

structures and improvements that will either be severely or marginally affected
as defined in the LARRIPP, erroneous or inaccurate parcellary surveys can
cause significant delays in project implementation. This is particularly true
for those which are prepared without field verification. As a result, discrepancies
occur, during validation, between the actual number of affected land and/or
improvements and those that are budgeted in the resettlement plan.
22. For parcellary surveys that are contracted out, this can be corrected by
DPWH by drawing up a detailed Terms of Reference (TOR) together with a
clause in the contract that any additional budget adjustment exceeding
contingencies set, as a result of discrepancy between the submitted parcellary
survey and actual field validation shall be shouldered by the contractor. For
those conducted by DPWH, administrative sanctions and cases, as prescribed in
pertinent Department Orders must be strictly implemented.
14.5 Entitlements
23. In accordance with the DPWH resettlement policy embodied in DPWH’s
LARRIPP, 3rd Ed., Series of 2007, the application of legal doctrines with regards
to compensation to APs are outlined in Table 14.5.1 - Entitlement Matrix.
Table 14.5.1: Entitlement Matrix Showing Modes of Compensation

Modified from DPWH LARRIPP, 3rd Ed. 2007
Type of Loss Application Entitled Person Compensation/Entitlements
LAND More than 20% Project Affected PAF will be entitled to:
(Classified as of the total land- Family (PAF) with  Cash compensation for loss
Agricultural, holding loss or Transfer of land and at 100%
Residential, where less than Certificate of Title replacement cost for
Commercial, or 20% lost but the (TCT) or Tax structures, at the informed
Institutional) remaining land Declaration (TD, request of PAFs
holding become which can be
Land valuation shall be, in
economically legalized to full
accordance with Section 5 of RA
unviable title)
8974, computed based on:
 Classification and use for

which the property is
suited;
 The development costs for
improving the land;
 The value declared by the
owners;
 The current selling price of
similar lands in the vicinity;
 The reasonable disturbance
compensation for the
removal and/or demolition
of certain improvement on
the land and for the value of
improvement thereon;
 The size, shape, or location,
tax declaration and zonal
valuation of the land;

Final Report

 The price of the land as

manifested in the ocular
findings, oral as well as
documentary evidence
presented; and
 Such facts and events as to
enable the affected property
owners to have sufficient
funds to acquire similarly-
situated lands of
approximate areas as those
required from them by the
government, and thereby
rehabilitate themselves as
early as possible
 If feasible, land for land will
be provided in terms of a
new parcel of land of
equivalent productivity, at a
location acceptable to PAFs
 Holders of free or
homestead patents and
CLOA under CA 141, Public
Lands Act will be
compensated on land
improvements only
 Holders of Certificates of
Land Ownership Award
(CLOA) granted under the
Comprehensive Agrarian
Reform Act shall be
compensated for land at
zonal value
 Cash compensation for
damaged crops at market
value at the time of taking
 Rehabilitation assistance in
the form of skills training
and simple financial
management equivalent to
the amount of P15,000.00
per family, if the present
means of livelihood is no
longer viable and the PAF
will have to engage in a
new income activity
PAF without TCT  Cash compensation for
value at the time of taking
 Agricultural lessors are
entitled to disturbance
compensation equivalent to
five (5) times the average
of the gross harvest for the
past three (3) years but not
less than P15,000.00

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Less than 20% PAF with TCT or PAF will be entitled to:
of the total Tax Declaration  Cash compensation for loss
landholding lost (TD, which can of land and structures at
or where the be legalized to 100% replacement cost at
remaining land full title). the informed request of
holding is still PAFs.
viable for use.
Valuation of compensation for
land shall be the same as
described above for PAFs
holding Transfer Certificate of
Title (TCT) or Tax Declaration
(TD, which can be legalized to
full title).
 Holders of free or
homestead patents and
CLOA under CA 141, Public
Lands Act will be
compensated on land
improvements only.
 Holders of Certificates of
Land Ownership Award
(CLOA) granted under the
Comprehensive Agrarian
Reform Act shall be
compensated for land at
zonal value.
value at the time of taking.
value at the time of taking.
 Agricultural lessors are
entitled to disturbance
compensation equivalent to
five (5) times the average
of the gross harvest for the
past three (3) years but not
less than P15,000.00
STRUCTURES More than 20% PAF with TCT or PAF will be entitled to:
(Classified as of the total Tax Declaration • Cash compensation for entire
Residential/ landholding loss (TD, which can structure at 100% of
Commercial/ or where less be legalized to replacement cost which is
Industrial) than 20% lost full title) defined as the “amount
but the necessary to replace the
remaining improvements/structures
structures no based on the current
longer function market prices for materials,
as intended or equipment, labor,
no longer viable contractor’s profit and
for continued overhead, and all other
use attendant costs associated
with the acquisition” (IRR,
R.A.8974).

Final Report

• Rental subsidy for the time

between the submittal of
complete documents and
the release of payment on
land, equivalent to
prevailing rental rate of
structure of equal type and
dimension.
PAF without TCT PAF will be entitled to:
entire structure at 100% of
replacement cost.
 Rental subsidy for the time
between the submittal of
complete documents and
the release of payment on
land, equivalent to three (3)
times the prevailing rental
rate of structure of equal
type and dimension.
 Free transportation for PAFs
who are relocating,
including shanty dwellers in
urban areas who opt to go
back to their place of origin
(e.g., province) or to shift
to government relocation
sites.
PAFs who own  Computed income loss
shops and other during demolition and
commercial reconstruction of their
establishments to shops but not to exceed one
cover for their (1) month period.
computed income
loss
Less than 20% PAF with TCT or PAF will be entitled to:
of the total Tax Declaration  Cash compensation for
landholding lost (TD, which can affected portion of the
or where the be legalized to structure to be computed
remaining full title) based on replacement cost.
structure can
still function and
is viable for
continued use.
affected portion of the
structure to be computed
based on replacement cost.
PAFs who own  Computed income loss

shops and other during demolition and
commercial reconstruction of their
establishments to shops but not to exceed one
cover for their (1) month period.
computed income
loss.

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IMPROVEMENTS Severely or PAF with or PAF will be entitled to:

marginally without TCT, Tax  Cash compensation for the
affected Declaration., etc. affected improvements at
replacement cost.
CROPS, TREES, PAF will be entitled to:
PERRENIALS  Cash compensation for
crops, trees, and perennials
at current market value as
prescribed by the concerned
LGUs and DENR.
14.6 Impact on Gender and Other Vulnerable Groups

24. Women have important economic roles in project areas and engage in a
very wide range of income making activities in the agricultural and marketing
sector. The project will pay particular attention to ensure that women are the
recipients of the compensation pertaining to their activities and to ensure that
women who are de-facto household heads are clearly listed as beneficiaries of
compensation and rehabilitation proceedings under the loan. Special attention
will also be given to identifying and addressing the needs of disadvantaged
groups such as the landless, the poor, female-headed households, the elderly
and the disabled, through measures included in the RP to try and improve (over
and above cash compensations and restoration of) their livelihoods.
25. The DPWH, in its latest LARRIP Policy recognizes that the “identities and
cultures of Indigenous Peoples are inextricably linked to their physical
environment and the natural resources on which they depend”. That is why in
the said Policy it provided comprehensive guidelines so as to ensure that
projects they implement “do no further harm to IPs and leave them worse off
with the projects than without”.
26. For sub-projects where Indigenous Peoples may be affected by civil

works and other related activities, depending on severity, an Indigenous Peoples
Action Plan (IPAP) shall be prepared in lieu of, or in addition to a resettlement
plan. For land acquisition inside ancestral domains, DPWH and its agents shall
observe the Free and Prior Informed Consent (FPIC) Guidelines of 2006 or
the provisions of any agreement made by and between the DPWH and the
National Commission for Indigenous Peoples (NCIP). Please refer to the Social
and Environmental Management Systems (SEMS) Manual of the DPWH for
details on said FPIC guidelines. For details on the coverage of the policy on IPs
and ICCs, see Chapter IV of the DPWH LARRIPP.
27. Shown in Table 14.5.1 is a summary of the recognized impacts along with
the corresponding safeguard instruments for IPs and ICCs, as prescribed by
DPWH in its LARRIPP Policy:

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Table 14.5.1: Impacts and Social Safeguard Instruments for IPs and ICCs, Based on the DPWH LARRIPP
Relocation Site and

Location of
Impact Magnitude of Affected Guiding Framework Safeguard Instrument
Affected IPs
Families to be Relocated
Inside Ancestral Without Not Applicable (NA) FPIC Guidelines of 2006 and/or possible The MOA serves as the Indigenous
Domain resettlement Memorandum of Understanding (MOU) People’s Action Plan (IPAP).
between the DPWH and the NCIP.
For compensation and entitlements, Chapter
II and III of the LARRIPP and Table 2 of this
report. Other than these entitlements,
benefits to be enjoyed by the host ICC/IPs
shall be spelled out in the Memorandum of
Agreement (MOA) to be executed between
the affected ICC/IPs, the project proponent,
and other related parties as stipulated in the
FPIC Guidelines of 2006.
With resettlement Inside ancestral domain FPIC Guidelines of 2006 and/or possible The MOA serves as the Indigenous
Memorandum of Understanding (MOU) People’s Action Plan (IPAP).
Agreement (MOA).
Outside ancestral FPIC Guidelines of 2006 and/or possible The MOA serves as the Indigenous
domain Memorandum of Understanding (MOU) People’s Action Plan (IPAP).
Agreement (MOA).
Mixed: Some IPs FPIC Guidelines of 2006 and/or possible For those remaining inside the
resettled outside Memorandum of Understanding (MOU) ancestral domain, MOA serves as the
ancestral domain; others between the DPWH and the NCIP. Indigenous People’s Action Plan
remain inside (IPAP).

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Table 14.5.1: Impacts and Social Safeguard Instruments for IPs and ICCs, Based on the DPWH LARRIPP
Relocation Site and

Location of
Impact Magnitude of Affected Guiding Framework Safeguard Instrument
Affected IPs
Families to be Relocated
For compensation and entitlements, Chapter For those resettled outside the
II and III of the LARRIPP and Table 2 of this ancestral domain, depending on the
report. Other than these entitlements, magnitude, either a stand-alone
benefits to be enjoyed by the host ICC/IPs IPAP or a special chapter in the
shall be spelled out in the Memorandum of resettlement plan.
Agreement (MOA).
Outside Ancestral Without Not Applicable For compensation and entitlements, Chapter Depending on the number of IP
Domain resettlement II and III of the LARRIPP and Table 2 of this PAFs, either a stand-alone IPAP will
report. be drafted or a special IP section in
the abbreviated resettlement plan.
With resettlement Whole community or a LARRIPP IPAP
large portion of the Governed by possible MOA between the
community DPWH and NCIP. Options will be explored to
resettle IP PAFs back to their place of origin.
If the identified receiving area were an
ancestral domain, an FPIC shall be obtained
from the receiving IP community. FPIC
Guidelines of 2006 and/or possible MOA
between the DPWH and NCIP shall apply.
report.
A few families but Options to resettle IP PAFs in the immediate IPAP to cover both PAFs to be
majority of the IP vicinity of the IP community will be explored resettled and the IP community that
community remains. For compensation and entitlements, Chapter remains.
report.
Outside of ancestral With or without Whole community or a FPIC Guidelines of 2006. The MOA serves as the Indigenous
domain; IPs who resettlement. portion. For compensation and entitlements, Chapter People’s Action Plan (IPAP).
have been resettled II and III of the LARRIPP and Table 2 of this
in public domain report.
lands
rd
Source: DPWH ESSO, 2007. Land Acquisition, Resettlement, Rehabilitation and Indigenous Peoples Policy, 3 Edition

Final Report
14.7 Procedures for Formulating Resettlement Plans

28. Design and implementation of projects under Tranches 2 & 3 shall make
every effort to avoid any need for land acquisition or resettlement. However in
cases wherein resettlement is inevitable, Resettlement Plans shall be formulated
in accordance with ADB’s IRP.
29. For projects under Tranches 2 and 3, formulation of resettlement plans,

whether it would be a short or full RP, shall be the responsibility of the
Implementing Office with assistance from the IROW and Resettlement Project
Management Office, the Environmental and Social Services Office (ESSO), the
Regional Environmental and Social Services Office, or private consulting firms.
RPs shall be formulated based on the following:
(i) Initial categorization/screening of road sections based on anticipated

impacts from resettlement;
(ii) Disclosure and explanation of policy and legal frameworks for

resettlement to PAFs;
(iii) Consultation with potential PAFs to obtain their inputs on avoiding or

mitigating involuntary resettlement and determine their concerns,
needs and preferences;
(iv) Census and socio-economic survey of all PAFs and complete

inventories of their assets, including estimation of compensation for
structures and improvements;
(v) Social impact assessment and validation that the entitlement matrix
have covered all resettlement entitlements;
(vi) Consultation meetings with PAFs to explain relocation plans and

rehabilitation strategy, including income restoration (if required) and
improvement of their living conditions;
(vii) Inclusion of itemized budget for all resettlement activities in the total
project cost for each road section;
(viii) Formulation of implementation schedule for each RP;
(ix) Detailed and comprehensive procedures for grievance redress

mechanism;
(x) Conceptualization of Institutional Framework for resettlement

activities;
(xi) Recommendation of internal and external monitoring program and

final evaluation;
14.8 Implementation Arrangements

30. In accordance with DPWH D.O. 5 Series of 2003 and the LARRIPP, 3rd Ed.
2007, the Project Implementing Office (IO) or the Project Management
Office in charge of the project shall have the overall responsibility for
implementing the project. It shall:

Final Report
(i) Manage and supervise the sub-project(s) including land acquisition

and resettlement in coordination with other offices within the
Department as well as other relevant Government agencies;
(ii) ensure that funds are available so that the RP can be implemented in
a timely manner; and
(iii) ensure that all funds disbursed in relation to RP implementation is

properly accounted for;
31. As stipulated in the LARRIPP, the Environmental and Social Services

Office (ESSO) shall be responsible for providing technical support, guidance,
and assistance to the IO/PMO in implementing the resettlement plan for each
sub-project. It shall also be responsible for the following resettlement activities:
(i) Overall preparation and planning of the Resettlement Plan
(ii) Submittal of RP budget plans, including compensation, relocation and

operation costs for approval and allocation of needed resources by
the DPWH Central Office
(iii) Provision of guidance to Regional and District Engineering Offices

(DEOs) in their tasks pertaining to resettlement, such as verification
of PAFs, final inventory of affected assets, and information
dissemination, in accordance with the LARRIPP;
(iv) Amendment of the RP in case problems are identified during the

conduct of Internal and External Monitoring activities;
(v) In collaboration with the Regional ESSO, follow up with Regional

Office the processing of compensation claims of PAFs;
(vi) In collaboration with the IO/PMO, monitor actual payment of

compensation to PAFs; and
(vii) In cooperation with the Regional ESSO, prepare periodic supervision

and monitoring reports on RP implementation for submittal to the
IO/PMO and the ADB.
32. Concerned District Engineering Offices (DEOs), as the major

Implementers, in accordance with the LARRIPP shall act as Technical
Coordinators and shall be responsible for overseeing the staking out,
verification, and validation of the PAFs’ assets using a prepared compensation
form, as well as in monitoring and implementing the LARRIPP. In addition, it
shall also:
(i) Assist the DPWH and NCIP staff in identifying who among the APs are
IPs or belong to ICCs;
(ii) Assist the DPWH staff engaged in the LARRIPP activities in the public
information campaign, public participation, and consultation;
(iii) Assist the DPWH in the payment of compensation to APs;
(iv) Receive complaints and grievances from PAFs and other stakeholders,
as referred by the MRIC and act accordingly;

Final Report
(v) Maintain a record of all public meetings, complaints, and actions

taken to address complaints and grievances, and
(vi) Assist in the enforcement of laws/ordinances, in coordination with

concerned government authorities, regarding encroachment into the
project site or Right-of-Way (R-O-W).
33. The DEOs shall in turn, be assisted by the Resettlement Implementation

Committee (RIC), which shall be formed through a Memorandum of
Understanding (MOU) between the DPWH, the concerned Local Government
Units (LGUs), and the NCIP Regional or Provincial Office, in case IPs/ICCs are
involved.
14.9 Consultation and Public Participation

34. PAFs must be fully informed at the earliest possible time. They should be
closely consulted and encouraged to participate in any decision-making
pertinent to resettlement. Project disclosure and consultation at an early stage
provides a good venue for PAFs to express their opinions, apprehensions, and
even objections. It opens grounds for discussion, and allows the Implementing
Office to address issues raised, most of which can be incorporated into the final
design and resettlement plan. This will minimize, if not totally avoid, delays in
implementation caused by unforeseen stand-offs.
35. Consultation meetings shall be conducted at site. One, prior to the

preparation of the RAP, and the other, after. The following table shows a
sample schedule for consultation meetings to be conducted including future
disclosures to be undertaken.
Milestone and Purpose

st
1 Disclosure Prior to Preparation of RP:
a. To inform the APs about:
(i) the activities to be undertaken during
rehabilitation/improvement of the road
(ii) the expected adverse impacts such as displacements of
households;
(iii) That there will be validation after the detailed design to finalize
number of APs to be affected
(iv) the no-worse off policy of ADB,
b. To encourage AP’s to air their ideas, concerns and apprehensions,
and other related issues
2nd After Preparation of RP:

Disclosure a. To inform the APs and other stakeholders about the RP;
b. To ask the APs to review the RP
c. To ask the APs to give their comments/objections on the RP
d. To inform the APs that a Resettlement Plan Implementation
Committee shall be formed and that they should choose a
representative who would become a member of this Body
3rd After Validation and Final Design
Disclosure a. To present the final RP to the APs
b. To ask the APs to review the RP
c. To ask the APs to give their comments/objections on the RP
d. To discuss the schedule of payments and other entitlements

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4.10 Eligibility Provisions

36. All PAFs shall be entitled to compensation and rehabilitation. However,
eligibility to receive compensation and other assistance will be limited by a cut-
off date. This date corresponds to the first day of census. No new households
will be included for compensation and entitlements after this date. A notification
of the cutoff date, which defines “eligibility” and “affected persons”, will be
posted in the affected neighborhoods.
14.11 Grievance Redress Mechanism

37. In accordance with the LAPRAP Tracking Manual of DPWH, a Grievance
Handling Committee shall be formed within the Municipal RP Handling
Committee (MRIC-GHC) to facilitate the resolution of the PPAFs’ grievances.
The MRIC’s Chairperson shall head this Committee. Each representative from
concerned Barangay government shall be his Co-Chairperson(s). The GHC shall
consist of the following:
 Legal Officer from the Legal Service (DPWH Regional/Central)

 IROW Engineer
 IROW Agent
 Land Management Section Chief/Representative (DENR Regional/
Provincial Office)
 City/Municipal Assessor
 City/Municipal Agrarian Reform Officer (if needed)
 Community Environment and Natural Resources Officer (CENRO)
 RP Preparer (from IO or their Consultant)
38. This procedure is initiated once the letters from PAFs, expressing their
grievances are received by the MLIC/DEO. The deadline for submitting letters of
grievances shall be set 30 days after the date of public disclosure; with a
maximum extension of another 15 days, if request was made by more than ten
percent (10%) of the PAFs.
39. A Grievance Action Form (GAF), as prescribed in the said LAPRAP Tracking
Manual shall be used during the detailed design stage to cover the various
aspects of property acquisition based on validation of the RP. The GAF shall, at
the very least, contain the following:
(i) Basic information on PAFs (Name, Address, Contact Number)
(ii) Date of last disclosure meeting;
(iii) Category of grievance filed (Legal, Technical/Engineering, Social,

Financial)
(iv) Type of action taken (Resolved at the MRIC level, or referred to

higher authorities.
40. Respective Barangay Captains, as Co-Chairperson of the GHC shall be the

first recipient of the GAF. All GAFs shall be consolidated by the MRIC
Chairperson and presented to the MRIC for deliberation and appropriate action,
on a weekly basis. Unresolved grievances at the MRIC level shall be elevated to
the respective District Engineering Offices for resolution of complaints.
Recommendations of the District Engineer shall be elevated to the Regional
ESSO for approval and final action. If there are still unresolved grievances, a
case shall be filed in the proper courts.

Final Report
14.12 Implementation Schedule

41. The following is a sample implementation schedule showing the activities to
be undertaken in relation to the design and implementation of the Resettlement
Plan. Individual Implementation Schedules shall be prepared for each of the
sub-projects as follows:
Sample Implementation Schedule

RP Activities Year 1 Year 2 Year 3
Design - Implementation 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q
First Disclosure (PCM)
Preparation of RP (FS Stage)
Approval of Road Design &

Conduct of Parcellary Survey
Validation of APs and
Finalization of RP
Approval of the Final RP
Formation of the RIC
Disclosure of final RP to APs
Notification of APs
Compensation
Provision of Replacement Land
Relocation to Replacement
Land
Income Restoration
Commencement of Civil
Works
Monitoring & Evaluation
Internal Monitoring
External Monitoring and

Evaluation
14.13 Monitoring and Evaluation

42. In accordance with DPWH D.O. 58, the ESSO shall be responsible for
conducting the in-house monitoring of implementation of RPs and IPAPs (for
affected IPs outside 1 the ancestral domain) for each sub-project, and as such
shall be alternately referred to as the Internal Monitoring Agent (IMA). As
the IMA, its task include:
1
Monitoring procedures for MOAs and IPAPs of IPs/ICCs living inside ancestral domains will be guided by the
monitoring, evaluation, and reporting arrangements set forth in the MOA.

Final Report
(i) Regular supervision and monitoring of RPs implementation in

coordination with concerned Regional Offices (ROs), DEOs, and RICs.
Finding are documented in a quarterly report and shall be submitted
to the IO/PMO, for subsequent submittal to ADB;
(ii) Coordination with the NCIP regarding the monitoring and evaluation
of the situation of affected IPs/ICCs, whether inside or outside
ancestral domains;
(iii) Verifying whether the re-inventory baseline information on all APs

have been carried out and whether the valuation of assets lost or
damaged, provision of compensation and other entitlements, and
relocation, if any, have been carried out in accordance with the
respective RPs and the LARRIPP;
(iv) Ensuring that RPs and IPAPs are implemented as designed and
planned;
(v) Verifying that funds for implementing the RPs, MOAs, and IPAPs are
promptly provided by the IO/PMO and in sufficient amounts;
(vi) Recording all grievances and their resolution and ensuring that all
complaints are promptly addressed;
(vii) Monitoring, in coordination with the relevant branch of the NCIP the
implementation of IPAPs, covering affected IPs/ICCs living outside
ancestral domains.
43. To obtain an independent appraisal of RP and IPAP implementation, an

External Monitoring Agent (EMA) shall be commissioned by the IO/PMO to
undertake monitoring and evaluation. The EMA can either be a qualified
individual or a consultancy firm with qualified and experienced staff. Prior to
engagement, the DPWH shall submit to ADB for its concurrence, the Terms of
Reference for the EMA. The tasks of the EMA consist of:
(i) Verifying the results of internal monitoring (i.e., undertaken by the

ESSO)
(ii) Coordinating with the NCIP with regards to the monitoring and
evaluation of the situation of affected IPs/ICCs, whether they are
living inside (covered by MOA) or outside ancestral domains (covered
by the IPAP);
(iii) Verifying and assessing the results of the information campaign for
APs’ rights and entitlements, including consultations with affected
IPs/ICCs living outside ancestral domains;
(iv) Verifying that the compensation process has been carried out in
accordance with procedures communicated with the APs and IPs
during consultations;
(v) Assessing whether resettlement and IPAP objectives have been met,
particularly with regards to livelihood and restoration and/or
enhancement of living standards;
(vi) Assessing the efficiency, effectiveness, impact and sustainability of

resettlement and IPAP implementation, drawing lessons as a guide to
future resettlement and IPs’ policy making and planning;

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(vii) Establishing whether the resettlement and IPAP entitlements were

appropriate to meet the objectives, and whether these objectives
were appropriate to AP and IP conditions;
(viii) If necessary, recommending modifications to the implementation

procedures of RPs and IPAPs, to achieve the principles and objectives
of ADB’s IRP, and the DPWH’s LARRIPP;
(ix) Reviewing how compensation rates were established; and
(x) Reviewing whether compliance and grievance cases were properly

handled
44. Other details on stages, frequency, schedule, reporting, and indicators used
for internal and external monitoring of sub-projects can be found in Sections D
to H of the LARRIPP.
14.13 Resettlement Budget

45. The DPWH will be responsible for providing adequate funds for land
acquisition and resettlement related to the Project. Detailed estimates will be
prepared during detailed design of respective road section, verified by the
Implementing Office and included in the pre-construction project budget. This
budget item will include the detailed costs of land acquisition, relocation, and
livelihood and income restoration and improvement. All land acquisition,
compensation, relocation and rehabilitation of income and livelihood will be
considered as integral components of project costs for each road section.
A. Land Acquisition $XX,000
B. Resettlement Costs (Includes compensation for structures, $XX,000

and other types of compensation for, including disturbance
compensation, rehabilitation assistance, rental subsidy, and
other entitlements of PAFs)
C. Administrative and Monitoring Costs $X,X00
D. Contingency $X,X00
Total Costs $XX,000

Final Report
15. PROJECTS, ECONOMIC AND ENVIRONMENTAL

FRAMEWORK FOR TRANCHES 2 AND 3
15.1 Project Listing, Evaluation and Ranking
1. The Consultants Terms of Reference essentially focuses on the project

selection, detailed design, economic evaluations and environmental impacts
for Asset Preservation projects in Tranche 1, planned for 2010-2011.
2. Due to the long time before Tranches 2 and 3 can be implemented, most
aspects of projects for those Tranches must be approximate only. The priority
rankings, cost estimates, environmental concerns, etc., are all theoretical,
although of course made as good as possible. Road designs within the present
PPTA would not be meaningful since the road conditions are likely to change
over 3-5 years
3. Unlike Tranche 1, which focuses on Asset Preservation only, Tranches 2 and
3 are mainly intended for improvements or rehabilitation to National Roads. A
list of 22 such projects was compiled by DPWH and used as the basis for
project selections. Four of the 22 roads were subsequently removed for
different reasons:
 The road Bulinao-Bani-Alaminos in Pangasinan appeared to be good
enough for Asset Preservation in Tranche 1.
 During the economic evaluations, three of the 22 roads showed negative
results for NPV/C:
- Malinta-Baleno-Aroroy-Mandaon (Masbate)
- Bagong-Silang-Capalonga (Camarines Norte)
- Sto Nino –Bolang (Palawan)
4. For the remaining 18 roads, the selection continued as follows:
 Each road was divided into sections, the quantities for the required work
on each section (or bridge) estimated, and the cost of the civil works
calculated. The uncertainty of these costs is believed to be in the order of
+/- 10-20%.
 In parallel, DPWH/FS collected and produced basic Feasibility Study
information for each road. As the cost for the road works were obtained,
the Consultant, with full assistance and co-operations from DPWH/FS,
made the economic evaluations in terms of EIRR and NPV/C. DPWH’s
ECOVAL program was used since HDM-4 would require some types of input
data that were not available.
 A group of five experienced staff from DPWH (including DPWH/FS,
ADB/PMO and the Consultant) jointly undertook an evaluation through
Multi-Criteria Analysis for the 18 roads, considering eight different aspects
including the NPV/C:
- Current project status (approved or not approved by ICC scale 0-10)
- Detailed design carried out (5 points) or not (0 points)

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- Economic viability (scale 10-30 for a positive NPV/C)

- Environmental assessment (impacts and mitigations, scale 4-10)
- Social impacts (no resettlements, minor, or major – scale 4-10)
- Road category (four types, scale 4-15)
- Road strategic network (identified or not, scale 0-5)
- Economic and social development policy options (scale 0-15)
5. Table 15.1.1 below includes all 18 project candidates with the results
obtained. The project numbers in the left column refers to the original long
list, while the “rank” in the rightmost column are by score in the Multi-Criteria
Analysis (MCA). Twelve of the 18 projects are already booked in the medium
term public investment project (MTPIP)
Table 15.1.1: Summary of Evaluation and Ranking Results
MCA
No. PROJECTS PROVINCE P Million EIRR NPV/C RANK
Score
Negros Oriental/
12 San Carlos - Dumaguete 2,605.4 27.6 0.46 85 1
Occidental
Negros
2 Bacolod Circumferential 555.7 31.7 0.62 78 2
Occidental
Caticlan -Malay - Libertad
3 Aklan 633.0 37.9 0.78 76 3
- Nabas
Bacolod - Murcia - DS Negros
10 1,618.2 25.7 0.36 75 4
Benedicto - San Carlos Occidental
Villaba - Tabango -
4 Leyte 1,582.9 36.6 0.75 74 5
Calubian
Loay Interior , Loay -
5 Carmen - Trinidad; Jct. Bohol 1,625.8 24.1 0.30 72 6
Datam - Pilar - Alicia
1 Bagac - Mariveles Bataan 747.1 29.1 0.50 71 7
Mindanao East - West
Iligan /
21 Lateral (Sta. Filomena - 2,953.0 23.9 0.25 70 8
Bukidnon
Ticlaan Section)
13 Guimaras Circumferential Guimaras 2,364.0 20.8 0.17 70 9
Ilocos Sur /
16 Cervantes - Sabangan Benguet / Mt. 1,165.3 17.2 0.06 67 10
Province
Negros
Guinhulngan – Isabela -
9 Oriental / 2,138.4 20.7 0.16 66 11
Binalbagan
Occidental
San Nicolas - Natividad -
Pangasinan /
8 San Quintin - Umingan - 206.5 25.3 0.36 62 12
Nueva Ecija
Guimba
Toledo - Tabuelan - San
20 Cebu 2,899.9 19.2 0.12 60 13
Remegio
Bayawan - Bais - Dawis - Negros
22 1,058.7 18.3 0.09 56 14
Panyabonan Oriental
Wright - Taft - Borongan
6 Samar 4,235.5 17.3 0.07 53 15
- Guiuan
Sto. Rosario - Matag-ob -
15 Leyte 839.4 15.9 0.02 52 16
Palompon
14 Albay West Coast Albay 1,200.0 16.1 0.03 51 17
17 Mulanay - San Francisco Quezon 1,225.7 15.3 0.01 51 18
TOTAL 29,654 = US$ 655M

Final Report
15.2 Prioritization of Projects for Tranches 2 and 3
6. The number of road projects to be included in Tranches 2 and 3 depends

entirely on the budgets to be agreed for those two phases. The road with the
highest score (San Carlos-Dumaguete with 85 points) would naturally be in
the first year of Tranche 2. Each year in each of Tranches 2 and 3 may then
be filled by road projects with successively lower scores, up to the budget for
each year and Tranche. See example in Table 15.2.1. The example
assumes a budget of US$ 200 million for Tranche 2 and US$ 250 million for
Tranche 3, in both cases over three years.
7. Table 15.2.1 snows the proposed improvement/rehabilitation projects for
Tranches 2 and 3, for an assumed budget of US$ 200 million and US$ 250
million, respectively (for a total of US$ 450 million). The column with the
accumulated costs facilitates the identification of boundaries.
Table 15.2.1: Proposed Improvement/Rehabilitation Projects for
Tranches 2 and 3
Equiv.
Peso Accumulated Selected
Projects Province Rank US$
Million US$ Million Projects
Million
San Carlos-Dumaguete Negros Oriental/ 1 2,605.4 56.638 56.64

Occidental
Bacolod Circumferential Negros 2 555.7 12.080 68.72

Occidental
Caticlan-Malay-Libertad-Nabas Aklan 3 633.0 13.760 82.48

Tranche 2
Bacolod-Murcia-DS Benedicto- Negros 4 1,618.2 35.177 117.66 <US$ 200 M
San Carlos Occidental
Villaba-Tabango-Calubian Leyte 5 1,582.9 34.411 152.07
Loay Interior, Loay-Carmen- Bohol 6 1,625.8 35.343 187.41

Trinidad; Jct. Datam-Pilar-
Alicia
Bagac-Mariveles Bataan 7 747.1 16.241 203.65
Mindanao East-West Laterla Iligan/Bukidnon 8 2,953.0 64.196 267.85

(Sta. Filomena-Ticlaan
Section)
Guimaras Circumferential Guimaras 9 2,364.0 51.391 319.24

Tranche 3
Cervantes-Sabangan Ilocos Sur/ 10 1,165.3 25.333 344.57 >US$200M
Benguet/Mt. <US$450M
Province
Guinhulungan-Isabela- Negros Oriental/ 11 2,138.4 46.486 391.06

Binalbagan Occidental
San Nicolas-Natividad-San Pangasinan/ 12 206.5 4.490 395.55

Quintin-Umingan-Guimba Nueva Ecija
Toledo-Tabuelan-San Remegio Cebu 13 2,899.9 63.040 485.59 Cannot be

included
Bayawan-Bais-Dawis- Negros Oriental 14 1,058.7 23.014 481.60
with this
Panyabonan
budget
Wright-Taft-Borongan-Guiuan Samar 15 4,235.5 92.077 573.68
Sto. Rosario-Matag-ob- Leyte 16 9.457 18.247 591.93

Palompon

Final Report
8. As appears from the “Province” column in the above Table, most projects
on the list are in the Visayas Region, with no less than 13, versus 4 in Luzon
and only 1 in Mindanao. This imbalance is expected to even out, however,
when the road projects to be undertaken by the World Bank and JBIC are also
included.
9. It should be noted that all results presented in this Chapter will remain
approximate for some years yet. A detailed design of roads for Tranche 2 will
be undertaken in parallel with the civil works in Tranche 1, etc., resulting in
more precise cost estimates and then probably also more precise rankings
between the candidate roads.
15.3 Environmental Assessment for Roads Under Tranches 2 and 3
10. The Environmental Assessment and Review Framework (EARF) presented

in Annex 9, is intended to be applied for the proposed improvement of
selected roads under Tranches 2 and 3. The EARF was developed based on
the procedures stipulated in the Government’s Department of Environment
and Natural Resources (DENR) and ADB Environmental Guidelines and Policy
of 2003. See also Chapter 12 and the IEE Report. The Resettlement
Framework in Chapter 14 specifically refers to Tranches 2 and 3 which, due to
the possibilities of road widening and realignments, could lead to needs for
land acquisition and resettlement.

Annex 1
ICB CONCEPT PAPERS
Road Sector Institutional Development and Investment Program (RSIDIP)
ANNEX 1: ICB CONCEPT PAPERS
CONCEPT PAPER NO. 1
TITLE : Preparation Pilot-testing of Manuals and Guidelines in the

Conduct of Post-Evaluation of DPWH Completed Infrastructure
Projects
RATIONALE:
Project post-evaluation is necessary to complete the development cycle
of a project. It is intended to answer the question on how a project has
achieved its desired impacts. Part of the 6th ADB Road Project involved
the conduct of benefit monitoring and evaluation of selected road
projects. JBIC provided Manuals in the conduct of Ex-Post Evaluation of
JBIC-funded projects. However, the two funding institutions have
different approaches in post evaluation. What is needed is to produce a
unified approach to post-evaluation and to embody it in a set of Manuals
and Guidelines.
OBJECTIVE:
The overall objective of the consultancy services is to develop DPWH
Manual for Impact/Post-Evaluation of Completed Projects adoptable
either to foreign or locally funded projects.
SCOPE:
1. Review the existing criteria in the Selection of Projects subject to
impact/post-evaluation and make revisions if deemed necessary.
2. Review the available JBIC Handbook in the conduct of Ex-Post
Evaluation of completed JBIC funded projects and section of 6th ADB
Final Report on Benefit Monitoring & Evaluation for possible
merging/revision in the preparation of Independent Manual. The said
manual should include the following:
- Procedures of Post-evaluation;
- Clear definitions of commonly used terms, e.g. post-evaluation,
impact evaluation, benefit monitoring and evaluation, ex-ante
evaluation, and ex-post evaluation;
- Tools of evaluation; and
- Feedback of evaluation findings.
3. Formulate post-evaluation framework, procedure, guidelines and

manual for the assessment of performance of the DPWH versus the
target Medium Term Public Investment Program (MTPIP).
4. Train a core of potential trainers from the Planning Service, ROs and
DEOs for sustainability.
5. Conduct actual impact/post evaluation of three (3) pilot projects
located in Luzon, Visayas and Mindanao.
TIMEFRAME: 48 months
ESTIMATED COST: PHP 95.7 MILLION
KEI in association with SKI and DCCD Annex 1-1

CONCEPT PAPER NO. 2

TITLE : Development and Installation of Project Management
Information System (PMIS)
RATIONALE:
The DPWH has no integrated information system on the life-cycle of a
project, from feasibility study to post-evaluation. Such a system is
important to tract progress as well as any problems encountered in each
phase and the actions taken on the problems. The system is an
important tool in project management.
OBJECTIVE:
The overall objective of the project is to improve the tracking process of
a project including feasibility study, design, environmental compliance,
procurement of Right-of-Way, construction, project hand-over,
maintenance and post evaluation.
SCOPE:
Phase I
(1) Development of an effective project management techniques that
would include the delivery of projects on time and within budget;
(2) Development of an automated project record-keeping application that

tracks project performance on a daily basis and links with the
payment process;
(3) Development/procurement of a project management tool, including
project management training that includes PERT/CPM methods and
implementation, project management documentation, resource
utilization for people, equipment and funds;
(4) Development of a project implementation status monitoring
application that will replace the Project Monitoring System (PMS) and
Project management Office Monitoring System (PMOMS) of the
Department; and,
(5) Development and implementation of contract turn-over policies and
procedures.
Phase II
Development of application systems for some phases of a project life-
cycle where, currently, there is no enterprise application supporting
them, e.g., environmental compliance management, design
management, post-evaluation.
Phase III
(1) Development of the application that would support the Contractors’
Performance and Evaluation System (CPES) and the Consultants’
Performance Evaluation System (CoPES); and,
(2) Development and installation of a Project Management Information
System (PMIS) based on the foregoing activities.
TIMEFRAME : 3.5 years

ESTIMATED COST : PhP 300.0 Million

CONCEPT PAPER NO. 3
TITLE : Capacity Building for Infrastructure Development and Quality

Assurance
RATIONALE:
Many of the manuals, guidelines and specifications which are currently in
use are already out of date. Considerable advances have been made
internationally in the understanding of materials, pavements and road
structures as a whole. Applied research to adapt international
technology to local conditions would be needed to update existing
manuals and specifications. A related concern pertains to the lack of
local expertise in the area of surface treatments of bituminous
pavements.
The DPWH implements between 14,000 and 22,000 infrastructure
projects per year. Most of these projects are being implemented by the
district and sub-district engineering offices nationwide which are not fully
capable to conduct testing of materials. This situation could be
addressed by the development of a Quality Assurance System (QAS) and
the upgrading of the DPWH laboratories nationwide.
OBJECTIVES :
(1) To conduct research on improving pavement performance;
(2) To improve material testing capability and capacity; and
(3) To develop and install quality assurance system.
SCOPE:
(1) Prepare and implement a sustainable research designed to enhance
and expand the existing specifications for concrete/asphalt mix
design;
(2) Conduct training programs on asphalt surface dressings;
(3) Develop a Quality Assurance System and install it in the DEOs; and
(4) Upgrade the DPWH laboratories nationwide.
TIMEFRAME : 8 YEARS
ESTIMATED COST : The cost is estimated at PhP 760.9 Million broken down as
follows:
Research program - PhP 200.0 M
Training in surface dressing - 53.4 M
Quality Assurance Development - 101.0 M
Upgrading of laboratories - 406.5 M

CONCEPT PAPER NO. 4
TITLE : Environmental and Social Safeguards and Right-of-Way

Management
RATIONALE:
The DPWH has taken several initiatives to strengthen its in-house
capability in environmental management and right-of-way management
through technical assistance from Highway Management Project to the
NRIMP, Phases 1 and 2, all World Bank-assisted projects. It is necessary
to continue these initiatives and ensure their application in the ROs and
DEOs of the department.
OBJECTIVE:
To sustain the gains of the initiatives on environmental and social
safeguards and right-of-way management through: (1) the enhancement
of the EIA Regional Offices in environmental management; and (2) the
improvement in ROW management through GIS applications to ROW
functional areas, among others.
SCOPE:
Environmental Management:
1. Continue the initiatives on accreditation of ESSO to ISO 140001 to its
regional counterparts;
2. Procure EIA instruments such as air, noise and water samplers and
train ESSO and its counterparts on the usage of these instruments;
3. Broaden capacity building on EIA to include the DEOS; and
4. Provide training abroad for ESSO and counterpart staff.
ROW Management:
1. Review and study the results of the GIS applications under NRIMP-2
and make improvements;
2. Continue the conduct of training for DPWH staff on IROW

management functional areas; and
3. Apply GIS applications in ROW to more District Offices.
TIMEFRAME: Seven (7) years

CONCEPT PAPER NO. 5
TITLE : Proposal for the Procurement of Technical Assistance for the

Gender Mainstreaming in Infrastructure Development
RATIONALE :
It is the government’s policy to consider gender issues in infrastructure
development. In particular, the greater role of women in the decision-
making process is being recognized. However, the nature and scope of
women participation have not been well studied. There is also the
absence of gender action plan that would mainstream the policy in
infrastructure development.
OBJECTIVE:
The general objective is to formulate gender-sensitive policies and
strategies and to prepare a six-year gender action plan highlighting
prioritized programs, projects and initiatives ensuring gender-equality in
infrastructure.
SCOPE:
1. Undertake environmental scanning and identify gender issues and
concerns in the involvement of women, youth, senior citizens and
disabled persons in infrastructure development;
2. Develop a comprehensive and sustainable gender-based information
system (data-base) that could be interfaced with the current
Personnel Information System;
3. Conduct social gender analysis such as trend analysis, capacity of
women to participate in decision-making process, and access of
women to health and other services;
4. Prepare standard gender-sensitive design parameters of various
infra-projects;
5. Formulate gender-responsive policies, strategies and initiatives in
infra project formulation and implementation;
6. Establish monitoring and evaluation indicators and guidelines;
7. Organize women’s group in the department;
8. Conduct training on trainers to enhance knowledge on gender and
development and roll-out trainings to all Regional and District
Offices;
9. Undertake gender-sensitive pilot projects and implementation of
gender-designed projects (Luzon, Visayas and Mindanao); and
10. Prepare a six- year term gender action plan for DPWH.
TIMEFRAME : 3 years

CONCEPT PAPER NO. 6
TITLE : Installation of DPWH Communication Network Equipment (Voice

and Data) in 73 District Engineering Offices (DEOs).
RATIONALE:
Effective governance is dependent upon a good communication network.
Seventy DEOs are not currently connected to the Wide Area Network of
the department.
OBJECTIVE :
To connect 30 additional District Offices to Wide Area Network (WAN) of
the Department (43 DEOs have already been connected).
SCOPE:
1. Construction of network room or data center;
2. Construction of power house and concrete pedestal;
3. Delivery and installation of network cables including nodes for voice

and data;
4. Delivery and installation of generator set;
5. Delivery and installation of Wide Area Network Equipment and Data

switches; and
6. Activation of the equipment including connection to the Department

Wide Area Network.
TIMEFRAME : 3 years

CONCEPT PAPER NO. 7
TITLE : Procurement of DPWH IT Computer and Software for District

Engineering Offices (DEOs).
RATIONALE :
There is a need for the DPWH to expand its enterprise-wide platform of
database servers, application servers, administrative servers, and client
workstations. The installation of IT facilities should take advantage of
the expansion of the communication network under a separate project.
OBJECTIVE :
The objective of the project is to procure and install IT computer and
software for DEOs.
SCOPE:
1. Delivery and installation of 73 Servers with UPS, Related peripherals

and software, including main servers and active directory
configuration;
2. Delivery and installation of 450 Business Workstation with UPS,

related peripherals and software;
3. Delivery and installation of 90 printers, related peripherals and

software; and
4. Provision of training and orientation required to implement the

WAN/LAN connectivity in the most effective, efficient, and optimized
manner to obtain greatest benefit.
TIMEFRAME : 3 YEARS

CONCEPT PAPER NO. 8
TITLE : Comprehensive Human Resource Development
RATIONALE :
Compared to other components, low priority had been accorded towards
Human Resource Management (HRM) and Organizational Strengthening
programs in the DPWH. It is essential that HRD be given due importance
to ensure high productivity within the department.
OBJECTIVE :
To develop a comprehensive approach to the management of the
Department’s most valued assets - the workforce who individually and
collectively contributes to the achievement of the goals and objectives of
the organization.
SCOPE :
a) Leadership Development -
Implementation of appropriate interventions for DPWH key officials,
including division chiefs, for organizational effectiveness.
b) Organization Culture Building -

 Determination of current and desired organizational culture for
DPWH;
 Crafting of a roadmap towards the desired culture;
 Initiate the roadmap strategies by stages within the next 3 years;
 Implementing an ongoing monitoring system from year 1 to 3;

and
 Assess effects of the Organizational Culture Building Program

(OCBP) at the end of year 3.
c) Development of a Comprehensive Human Resource Development Plan

(CHRDP)
Phase I
 Establishment of a new standardized performance appraisal
system with associated training; and
 Development of an application system that supports this process.

Phase II
 Establishment of a new selection and hiring process, including
criteria, with associated training;
 Establishment of a feedback mechanism to encourage employee

input, including awareness program on grievance procedures;
and,
 Improvement of the current training program, which would

include additional training courses and opportunities for
employees and trainers, as well as management training;
 Establishment of a Central Training and Library Facility that will be

fully equipped;
 Establishment of Regional Training facilities; and
 Enhancement of the employee orientation training that will include

ethics, accountability, and transparency.
d) Development and implementation of an integrated Human Resource

application system with associated training. This system will link all
HR-related policies, procedures and application systems, including
those completed under phases I and II of Component c.
TIMEFRAME : 3 years
ESTIMATED COST : PhP 386.1 Million broken down as follows:
Component a - Continuing for 3 years @ P 20.00 M /year =

Php 60.00 M
Component b - Continuing for 3 years @ 20.00 M/year =
Php 60.00 M
Component c - Phase I - PhP 100.00 M
Phase II - PhP 66.144 M
Component d - Php 100.00 M

CONCEPT PAPER NO. 9
TITLE : Enhancement of Traffic Accident Recording and Analysis System

(TARAS)
RATIONALE:
The TARAS was developed as part of the ADB-assisted 6th Road Project.
It was implemented and was deployed to the ROs. While a Memorandum
of Agreement (MOA) was signed between the DPWH and the PNP,
continuous training of PNP personnel is still needed to effectively
implement the system. There is also the need to integrate the road
accident data systems of other agencies like the MMDA into the TARAS.
Its deployment to the DOs is also long overdue.
OBJECTIVE:
1. To improve the current accident data system by reviewing the
existing policies, procedures, and practices for collecting and
reporting road accident data in DPWH and the Philippine National
Police (PNP); and
2. To improve DPWH road accident reduction program.
SCOPE:
1. Expanded deployment of TARAS to the DPWH District Engineering
Offices (DEOs). Currently, only the Regional Offices (ROs) are
authorized to have TARAS Users.
2. Improvement of TARAS:
(a) Upgrade data entry of accident data from the present manual
encoding to direct input from an electronic device to prevent
backlog and delays;
(b) Upgrade Reporting and Analysis Module of the TARAS; and
(c) Integrate other road accident data systems of other agencies, e.g.
Metro Manila Reporting and Analysis System of the Metro Manila
Development Authority and Department of Health with DPWH
TARAS for a unified accident data system in the Philippines.
3. Delivery of continuous training for DPWH and the PNP personnel on

accident data collection and on the new process of TARAS. (Twice a
year for PNP Officers).
4. Expand application of TARAS to include local roads by conducting

pilot application in the selected provinces/cities in Luzon, Vizayas and
Mindanao.
5. Strengthening of the DPWH-PNP MOA for TARAS.

6. Procurement of required equipment for the implementation of TARAS.
7. Conduct other activities to sustain TARAS, e.g., reproduction of

Traffic Accident Report Forms, TARAS Manuals.
TIMEFRAME : 3 years
ESTIMATED COST : PhP 42.2 Million based on the following estimates:
Manuals and Traffic Accident Report (TAR) Form – PhP 2.2 M

Equipment (computer and accessories) - 2.5 M
Training at PhP 2.5 M per year
Road Safety Management at P 10.0 M per year

CONCEPT PAPER NO. 10
TITLE : Improvement of Road Safety Audit (RSA) System
RATIONALE:
The RSA system has been established within the department. It has
been used to evaluate the worthiness of several ADB/IBRD-assisted road
projects. More training is however needed. It is also essential to
develop a sustainable Accident Prevention Program using the RSA
system. Such a program should include the conduct of RSA on road
sections not identified as black spots.
OBJECTIVE:
To ensure a higher level of safety for all new highway schemes, newly
completed road projects and existing roads by giving safety a primary
consideration in each design and construction stage of the project.
SCOPE:
1. Development of a sustainable Accident Prevention Program using RSA
procedures for the national road network;
2. Review and revise existing RSA policies and procedures;
3. Continuing training program for DPWH personnel and other

government and private institutions on the principles and procedures
of conducting RSA;
4. Development of an accreditation system for personnel who had

undergone training on RSA;
5. Assistance to the Planning Service in the procurement and

supervision of road safety projects; and
6. Conduct of RSA on road sections not identified as black spots.
TIMEFRAME : 6 years

CONCEPT PAPER NO. 11
TITLE : SUPPORT TO ROAD PARTNERSHIP (BANTAY LANSANGAN) PHASE

II
RATIONALE:
The institutionalization of the Road Watch or “Bantay Lansagan” is being
done under the NRIMP through the PEGR. It is pursued in partnership
with various Non-Government Units (NGOs) and people organizations
across the nation so as to encourage community vigilance and serve as a
platform for citizen’s voice. Continuing assistance to the initiative is still
needed in the next few years to ensure its sustainability.
OBJECTIVE:
The general objective of the project is to provide continuous support to
sustain “Bantay Lansangan” to effectively ensure its operations as a
partner in good governance outside the sphere of government funding
and vested interests. Still in its infancy BL still needs outside support to
carry on its mission and to uphold its advocacy in promoting changes and
reforms in Philippine road sector policies.
SCOPE:
1. Fund support to continue participatory results, monitoring and
evaluation through public expenditure reviews in each budgetary
cycle, planning and procurement;
2. Fund support to promote awareness of comparable and relevant

global developments in the delivery of road services and road user
strategies in improving road service delivery through networking and
linkages;
3. Fund support to develop a series of training seminars, workshops,

etc., on donor anti-corruption policy and on how DPWH staff and
other stakeholders can best advance integrity in DPWH operations;
4. Fund support for the preparation and publication of the Road Sector
Status Report Card; and
5. Fund support to provide the public relevant information on national

road services as monitored and analyzed by making appropriate use
of media, Internet, public forum and dialogues.
6. Fund support to build BL’s database on road sector information.
TIME FRAME : 3 years

Annex 2
SELECTED PHILIPPINE
ECONOMIC AND SOCIAL
TNDTGATORS, 2OOO-2OO7
ANNEX 2
Selected Philippine Economic and Social Indictors 2000-

2007


Annex 3
DPWH INFRASTRUCTURE
DEVELOPMENT PROCESS
ANNEX 3
DPWH Infrastructure Development Process
1. In the DPWH, the development of an infrastructure project (e.g. road, bridge, flood
control or water supply) follows a project development process consisting of four
phases, as shown in the chart.
DPWH Infrastructure Development Process
I. Project Identification
2. The project is usually identified and prioritized from Pavement Management

System (PMS) and Bridge Management System (BMS) outputs, area development
surveys, master plans and regional development plans, etc. – undertaken by the
DPWH and other concerned agencies such as National Economic and Development
Authority (NEDA), Regional Development Council (RDCs), etc.
II. Project Preparation
a) Project Feasibility Study
3. Once the project is identified, a feasibility study is conducted. This consists

of the various investigations and analyses necessary to determine whether the
project is worth carrying out, and, if so, how. Thus, the feasibility study seeks
to find out if and to what degree the project is desirable in technical,
economical, social, environmental, financial, and operational terms.
4. Aside from the conventional feasibility criteria – e.g. appropriate engineering

design and estimates with +/-20% accuracy, and an economic internal rate of
return (EIRR) of at least 15% - the feasibility study must include: (a) an
Environmental Impact Assessment (EIA) based on which an Environmental
Compliance Certificate (ECC) must be secured from the Department of
Environment and Natural Resources (DENR); (b) where necessary, a
Resettlement Action Plan (RAP) to provide for the proper compensation and
relocation of the project-affected persons; and (c) an endorsement from the
RDC that the project is consistent with the development priorities of the region.

b) Inclusion in the Medium-Term Infrastructure Program and Budget
5. If the project passes the feasibility criteria, it is considered for inclusion in the
DPWH medium-term infrastructure program and budget, provided that it is
among the highest ranked candidate projects that meet the Multi-Criteria
Analysis (MCA) score. MCA considers the following parameters:
 Project Preparedness (with ICC Approval, Economic Viability,

Environmental Assessment and Social Impact)
 Road Network Importance
 Economic and Social Development Policy
6. The DPWH medium-term program in turn is integrated into the overall

Philippine Medium Term Public Investment Program (MTPIP) prepared by NEDA.
7. The project must fit into the country lending program of the concerned
International Financing Institution (IFI), which is prepared in consultation with
NEDA, together with the DPWH and other implementing agencies, taking into
account the priorities in the MTPIP. In case a long list of projects is proposed to
the IFI for financing, the IFI reviews the list and advises the Government of the
Philippines (GOP) of its recommended short list which can be funded under its
loan ceiling.
c) Investment Coordination Committee (ICC) Approval
8. The ICC screening is done at three levels – NEDA technical staff, ICC
Technical Board, and ICC Cabinet level. The ICC evaluates the merits of the
project in relation to set criteria (conformance to national priorities, EIRR,
inclusion in the medium term program and budget, etc.) and, if it finds that the
project meets all the requirements, approves it. The project is then elevated to
the NEDA Board for confirmation.
d) International Financing Institution (IFI) Appraisal
9. Once the project is approved by the ICC, the GOP submits it to the IFI for
appraisal and eventual loan financing. The IFI conducts an appraisal of the
project to review and confirm its feasibility and readiness for implementation.
The IFI discusses with the GOP/DPWH the description of the project, its cost,
financing to be made by the IFI and GOP, schedule, implementation
arrangements (right-of-way clearance, bidding and contracting procedures,
special project office, etc.) and conditions to be met before final negotiations
(relocation of informal settlers, etc.). These are embodied in Minutes of
Discussions/ Memorandum of Understanding signed by the IFI and GOP
representatives, and in an Aide Memoire/Project Appraisal Document. These
documents form the basis for the draft loan negotiation documents.
10. The DPWH obtains from the DBM a Forward Obligational Authority (FOA) to
cover the multi-year funding requirements of the project, including both the
proposed loan proceeds and GOP counterpart, as a prerequisite to loan
negotiations and for contracting purposes.

e) Loan Negotiations
11. Loan negotiations for the project with the IFI are undertaken by a GOP
panel usually chaired by the DOF, and composed of the DPWH, DBM, and BSP.
The negotiations discuss and agree on the scope and description of the project,
the project cost, the cost to be financed from the loan and the GOP counterpart,
the schedule of implementation, the arrangements for implementation, including
right of way acquisition and compensation and relocation of project affected
persons, bidding and contracting procedures for detailed engineering and
construction supervision and for civil works, project management, actions
requiring concurrence or approval of the IFI, terms of financing and repayment,
loan disbursement procedures, and other relevant terms.
12. After the loan is approved by the IFI, the loan agreement is signed by the
GOP and the IFI officials.
f) Fund Appropriation
13. Based on its medium term infrastructure program and budget and loan
negotiations, the DPWH includes the project in its proposed annual budget,
submitted to the DBM, for incorporation in the National Expenditure Program
(NEP) submitted by the President to the Congress for appropriation of funds
under the General Appropriation Act (GAA) for the following year. The proposed
appropriations for the project in the NEP cover both the loan proceeds and the
GOP counterpart which are scheduled to be disbursed during the budget year.
g) Detailed Engineering
14. This consists of the various technical surveys and investigations, such as
topographic surveys, soil borings, and hydrologic surveys, and design operations
needed to define the detailed physical characteristics of the project, according to
accepted engineering standards to an extent suitable for bidding purposes and
with a degree of detail that will enable estimates of quantities and costs to be
made within plus or minus 10% of the final figures. Detailed engineering also
includes the preparation of bid documents, including plans, specifications,
instructions to bidders, draft contract terms and conditions, bill of quantities,
cost estimates and price analyses. Consultants are generally hired to do the
detailed engineering in accordance with the procurement guidelines of the IFI as
stated in the loan agreement.
15. Simultaneous to or as part of the detailed engineering, parcellary surveys

are also undertaken to define the right-of-way needed and the properties
affected.
III. Project Implementation
a) Fund Releases
16. Upon approval of the annual infrastructure program in about November of

the preceding year and as soon as the GAA is approved, the DBM releases the
funds for the project. This is done either automatically through the Agency
Budget Matrix if the project is itemized in the GAA or through a Special
Allotment Release Order (SARO) if the project is to be funded from a lump sum
appropriation in the GAA.

b) Right-of-Way (ROW) Acquisition
17. The ROW for the project should be acquired and cleared ahead of actual
construction, and preferably before the bidding, in order not to impede the
work.
18. Where needed, the DPWH undertakes a parcellary survey to establish the
technical descriptions of the lots to be acquired and estimates of the buildings
and other improvements on the lots.
19. The Resettlement Action Plan done during the feasibility study is also refined
based on the detailed engineering design and parcellary survey.
20. The acquisition and clearance of the ROW follow the provisions of R.A. 8974
and the guidelines for land acquisition and resettlement agreed with the IFI.
These include proper compensation for the project affected persons and
relocation of informal settlers to a suitable resettlement site according to R.A.
7279 (Urban Development and Housing Act). This is done in coordination with
concerned agencies, e.g. LGUs, MMDA, NHA, etc.
c) Bidding and Contracting
21. In general, the project is undertaken by contract after competitive public

bidding in accordance with the procurement guidelines of the IFI as stated in the
loan agreement. If the project is large and if so stated in the loan agreement,
an International Competitive Bidding (ICB) is conducted which is open to eligible
local and foreign contractors, including joint ventures. The contractors must
meet the prequalification requirements (e.g., having done projects of similar
nature and value, financial capability, etc.). The bidding is conducted by the
DPWH Bids and Awards Committee. The results of the prequalification are
cleared with the IFI before proceeding with the receipt of bids. The results of
the bids evaluation are likewise concurred in by the IFI before the DPWH makes
the award to the winning bidder.
22. The contract is executed between the DPWH and the winning bidder using
the contract form, terms and conditions given before the bidding as part of the
Instructions to Bidders. The contract terms and conditions generally follow the
internationally-accepted FIDIC form.
23. These include, among other things, the obligation of the contractor to carry
out the work according to the approved plans and specifications within the
prescribed durations, and the obligation of the DPWH to promptly pay the
contractor for actual work accomplished according to the plans and
specifications at the prices set in the contract. Provisions for performance bond
and liquated damages are also included.
d) Construction
24. The contractor undertakes actual construction work, subject to the

provisions of the contract. If the project is large or complex, it is supervised by
a special Project Management Office (PMO) of the DPWH, in coordination with
the concerned Regional/District Offices.
25. The PMO is normally assisted by consultants for construction supervision

who are engaged in accordance with the IFI procurement guidelines as stated in
the loan agreement. The PMO, with the assistance of the consultants, is
generally responsible for all phases of project management, including detailed
engineering, budgeting, assistance in the bidding process including bids
evaluation, ROW acquisition, contract perfection, works supervision, quality

control, instructions to correct defects, checking statements of works

accomplished, payments, monitoring, and funds administration – up to the
completion of the project.
e) Completion and Acceptance
26. Project completion is the transition from the development to the operational
stage. The PMO, with the assistance of its consultants, is responsible for
preparing the Project Completion Report and as-built plans for submission to the
DPWH management and to the IFI.
27. The DPWH makes the final payment to the contractor only after the PMO
certifies that the entire contract works are satisfactorily completed, including
correction of defects. The contractor’s Performance Bond is then released, but
this is replaced by a Warranty Bond to ensure that the contractor will properly
maintain and repair any defects on the completed project during the mandatory
period, usually one year. After the warranty period and upon correction of any
defects, the DPWH issues the Certificate of Acceptance.
IV. Project Operation and Evaluation
a) Operation and Maintenance
28. If the project is a national road or bridge, a major flood control structure, or
a similar facility of national importance, the completed facility remains under the
responsibility of the DPWH during the operation and maintenance phase. The
District Offices normally undertake actual maintenance of the facilities by
contract or by administration. Funds for this purpose are included in the Current
Operating Expenses of the annual DPWH budget. Maintenance receives the
highest priority in fund allocation to preserve the facilities in good condition, and
thus efficiently function throughout their economic life.
b) Impact Evaluation
29. Impact evaluation or post-project appraisal is an attempt to assess if and to

what extent the completed facility performs the functions as intended.
30. It includes an assessment of the actual benefits and cost arising from the
completed project, as against those assumed or projected during the project
study, covering the technical, economic, social, and environmental impact. This
may deal on congestion (for a road), reduces flooding (for flood control), greater
production and business, higher incomes and improved living conditions,
enhanced environment, etc. The lessons learned from this impact evaluation will
be used to revise or finetune the parameters, assumptions, and conditions in the
preparation and implementation of the future projects to improve the results
therefrom.
Source: DPWH

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TOT 1.1 BAUANO.IAGUIO ROAD
A, COI{CREIE PAVIMINT
Length = 500 mts
Width = 5.7 mts
50 mm. AC Overlay 80 mm. AC Overlay l(x, mm. AC Orerlay
lockinc and Ac overlav
Direc't Unit Direct Unit Dired Unit
Description U nit Quantity Amount Amount Amount
Cost Cost Cost
Removalof erhtlnr oct pavement so.m. 670 [email protected] 174,46'..30 260.39 774.467.30 [email protected] 174.461.30
Subcrade proEantlon so.m. 670 25.37 L6,957.70 25.31 L6.957.70 25.31 t6.957.70
Pcc pavem€nt (llaln), 23omm thick so.m. 1.775.47 747 -524.70 1.175.41 747,524.70 7.775.41 747,524.70
Bituminous ta€k eoat, amulsified asphalt ss-l ronnes 2.744 77,024.U 165,139.54 77.024.U 165.139.s4 77.O24.M 165.139.54
Bituminous €an€ntr turface wearins @urse s0,m. 1,765.35 5,9L3,922.50 2,8t4.73 9,M2.745.50 3.520.88 11,794,948.00
sealinl ofcra€k! rnd loints on existing pccp t.m. 2926 59.59 [email protected] 59.59 174.3&.4 59.59 [email protected]
tstic pavement marking sq.m. 202.5 3,969.30 ao3,7a3.25 3,969.30 803,783.25 3,969.30 803.783.25
TOTAL COST = 8,036,149.33 7L,5&,972.33 73,9t7,174.43
UNIT COST/SQ.M. = 2,398.85 3,452.23 4.t5434
Scheme with Ac
Direct Unit Direct Unit Direct Unit
Description Unit Quantity Amount Amount Amount
Cost Cost Cost
Removalof cxigtlit Dcc pavement sq,m. 3350 4to.o7 t.373.7U.50 470.O7 7,373,734.50
tubarade prcBantlon sq.m. 3350 24.79 94,436.50 24.L9 94,436.50
Pcc pavemcniloTrln), 2oomm thick sq.m. 3350 1,095.58 3,673,543.@ 1,096.58 3,673,543.OO
Sealim of craell rnd loints on exidinR pccg l.m. 2257 109.10 245.584.10 109.10 245,5U.70
Bituminous ta€t corl. rmulsified asphalt ss-l tonnes 2.7472 60,891.04 169,715.51 @,891.04 159,715.51
Bituminous €€nclata rurface wearinS cours€ sq.m. 5J5U 640.99 2.147,316.s0 3,427,753.50
nerlce(ur rzug lnlrmggrusuL lrdvcl||errr fl|dr irI|x tye[uw, sq.m, 47.061 E7t.26 41.002.37 '.O23.2l
87L.26 41,oo2.37
r.sE lntrmggrts5Lrr PdvErrerr. rrcr twrILE, sq.m. 202.5 864.06 t74.972.L5 864.06 174,972.!5
êrrce.er ^n|a
ToTAL COST = 7,920,304..62 9,200,74L.62
UNIT COST/SQ.M. = 2,364.27 2,746.49
Direct Unit Direct Unit

Amount Amount
Cost Cost
109.10 379,226.&
555.40 439,118.00
60,891.04 169.715.51
I,O23.21 3,427,753.50
477.26 47,OO2.37
864.06 t74,972.75
TOTAL COST = 3,291,35t.r2 4,57\7AA.72
uNrT cosT/sQ.M. = 942.49 t,364.77
Scheme A:!-1 Crack and Seat and AC
Cost Cost Cost
Crack and seat of existinc Dcco {wlth asohalt levelinr coursel sq.m, 670 716.98 480,375.50 716.98 44O376.il
Bituminous tack coat. emulsified asohalt ss-1 tonnes 60,891.04 169.715.51 60,891.04 169,715.51
Bitumlnous concrete surface wearins course sq.m. 640.99 2.147.3L6.50 7,O23.27 3.427.753.50
Reflectorized thermoolastic oavement markinc (vellow) sq.m, 47.061 871.26 47.O02.37 477.26 41,OO2.37
Reflectorized thermoDlastic oavement markinr (white) sq.m. 202.5 854.06 t74.972.r5 864.06 774,972.75
TOTAI- COST = 3,013,383.12 4,293,420.72
UN|T COST/SQ.M. = 899.s2 7,247.74
reflection crack control and AC

Cost Cost Cost
Crack and seat of existinq DccD (with asohalt levelinr course) sq.m. 670 991.25 66/..L37.SO 991.25 664.137.50 991.2s &.L37.50
Bituminous tack coat. emulsified asDhalt ss-l tonnes 2.7472 77.O24.M 274,687.40 77,O24.U 214,6at.40 77 .024.U 274,5a14O
Geotextile Davins fabric with class reinforcement sq.m. 670 489.35 327.A64-.50 489.35 327.46/..50 489.35 327.464.50
Bituminous concrete surface wearinq course sq.m. 3350 1.765.35 5,913,922.50 2,478.73 9.442.745.50 3,520.88 1 1.794.948.00
Reflectorized thermoolastic pavement markins sq.m. 774.96675 3.969.30 2.A37 -977 .52 3,969.30 2.837.977 .52 3,959.30 2.837.9L7 .52
TOTAL COST = 9,9s4,523.43 13,487,346.43 15,839,548.93
UNIT cosT/sQ.M. = 2,972.69 4,026.07 4,724.22
Sctreme A1| AC with Fabric

Direct Unit Dired Unit Dired Unit
Cost Cost Cost
Sealinc of crack and ioints on existins DccD t.m. 2926 109.10 3L9,226.@ 109.10 379,226.@
Geotextlle oavinc fabric with dass reinforcement sq.m, 555.40 439.118.00 555.40 439,118.00
Bituminous tack coat, emulsified asphalt ss-1 ronnes 60.891.04 60.891.04 L69,715.57
Bituminous concrete surface wearinc course sq.m. 3350 540.99 2,747,376.50 7,023.27 3,427,753.50
Reflectorized thermoDlastic Davement markim {vellow) sq.m. 47.067 871.26 4t,oo2.37 87t.26 47.OO2.37
Refleqtorized thermoplastic oav€ment markinc (white) sq.m, 202.5 864.06 174,972.15 864.06 L74,972.75
TOTAL COST = 3,297,357.72 4,577,748.72
UNIT cosT/SQ.M. = 982.49 73&.71
SchemeA5 Ac on PCCP
Cost Cost Cost
Sealinr of crack and ioints on existinc occ! t.m. 2926 109.10 379.226.& 109.10 3t9.225.ffi
Eituminous tack coat, emulsified asohah ss-1 tonnes 2.744 60,891.04 130,550.39 60.891.04 130,550.39
Bituminous concrete surface wearinq course sq,m. 3350 640.99 2.147.376.50 1,O23.21 3,427.753.50
Patchinc of potholes sq.m. s3.6 1,283.01 58.769.34 1,283.01 68.769.34
Reflectorized thermoplastic pavement markint (vellow) sq.m. 47.067 871.26 47.O02.37 877.26 4t,0o2.37
R€flectorized thermoDlastic pavement markinc (white) sq,m. 202.5 864.06 174.972.t5 864.05 174,972.75
TOTAL COST = 2,447,437.34 4,762,274.34
UNIT cosT/sQ.M. = 860.25 r,242.47
B. AC PAVEMET{T
Length = 300 mts
Width = 6.7 mts
50 mm. AC Orerlay EO mm. AC olrerlay lqt mm. AC olrerlay
Bl Reconstruction of existinc AC oavement
Direct Unit Direct Unit Dired Unit
Descrlption Unit Qua ntity Amount Amount Amount
Cost Cost Cost
Removalof existinr ac firvement sq.m. 2010 34.43 69.2U.30 34.43 59,204.30 34.43 69,20430
Subgrade preparation tonnes 2010 25.37 50,873.10 25.37 50.873.10 25.31 50,873.10
Bituminous Drime coat, cut-back asDhalt mc-70 ronnes 2.7537 57,OO5.27 156.975.25 57.OO5.2l 1s6,975.25 s7.005.21 156,975.25
Bituminous concrete surface wearint course sq.m. 2010 7.765.35 3.548.353.50 2,474.73 5,565.647.30 3,520.88 7.075.958.80
Refledorized th€rmoolastic Davement markinc sq,m. 727.5 3,969.30 482,269.95 3,959.30 442,269.95 3,969.30 482,269.95
TOTAL COST = 4,307,676.70 5,424,969.90 7,836,297.40
UNIT cosT/sQ"M. = 2,743.72 3,195.50 3,898.65
82 Reconstruction ofAC Pavementon PCCP

Cost Cost Cost
Removalof existinr ac Davement so.m. 2010 34.43 59.201.30 34.43 69,204.30 34.43 59.204.30
Sealinc of cracks and ioints on existinr DccD l,m, 7754 59.59 104,520.86 59.59 104,520.86 s9.59 104,520.86
Bituminous tack coat, emulsified asDhalt ss-1 tonnes 7.286/, 77,024.M 99.083.73 77.O24.U 99,083.73 77,024.M 99,083.73
Bituminous concrete surface wearlnn course so.m. 2010 1,765.3S 3,54&353.50 2.478.73 5.665.547.30 3,520.84 7,O76,98.84
Refl ectorized thermoplastic pavement marking sq.m, 727.5 3,969.30 442,269.95 3,959.30 482,269.95 3,969.30 442.269.95
TOTAL COST = 4,303,432.v 6,420,726.t4 7,432,M7.U
uNrT cosT/sq.M. = 2,147.O7 3,194.39 3,896.54
fabric a course on
0ired Unit Direct Unit Direct Unit
Cost Cost Cost
fuohalt levelinc course sq.m. 20ro 882.68 1.774.L76.75 882.58 7,774,77 6.7 5 882.68 r,774,776.75
Geotextile Davim fabric with class reinforcement sq.m. 20ro 489.35 983,593.50 489.35 983,593.50 489.35 983,593.50
Bituminous tack coat. emulsified asohalt ss-1 tonnes 2.5728 77,024.04 198,167.4s 77.O24.U 198.157.45 77,024.04 198,167.45
Bituminous concrete surface wearinl course sq.m. 2010 3,548,353.50 2.878.73 5.565.647.30 3,520.88 7,076,968.80
Reflectorized thermoplastic pavement marking sq.m. 12L.5 3,959.30 442,269.95 3,959.30 482.269.95 3,969.30 442,269.95
TOTAL COST = 6,986,561.15 9,103,854.95 10,515,175.45
UNIT COST/SQ.M. = 3,475.X 4,529.24 5,23t.43
84 AC
Cost Cost Cost
Bituminous tack coat, emulsified asohalt ss-1 ronnes 7.246/' 77,O24.U 99.083.73 77.O24.U 99,083.73 77,O24.U 99.O43.73
Bituminous concrete surface wearint course sq.m. 2010 1,765.35 3,548,353.50 2,414.73 s.565.647.30 3,520.88 7.075_968.80
Reflectorized thermoplastic pavement marking sq.m. r27.5 3.969.30 442,269.95 3,969.30 442,269.95 3,969.30 442,269.95
TOTAT COST = 4,729,707.7a 6,247,OOO.98 7,654322.48
uNrT cosT/sq.M. = 2,O54.54 3,707.96 3,810.11
tOT 1.1 BAUANG.EAGUIO ROAD
A. CONCRETE PAVEMEM
Length = 500 mts
Width = 6.7 mts
5{, mm. AC Overlay 80 mm, AC Overlay
A2 PCCP Reconstruction with ACOverlav
Total Unit Total Unit
Description Unit Qua ntity Amount Amount
Cost Cost
Removal of existing pcc pavement sq.m. 3350 4to.o7 1.373.734.50 4ro.o7 1.373.734.50
Sub!rade preparation sq,m. 3350 28.19 ,436.50 28.r9 94,436.50
PCC Davement (plain), 200mm thick so,m, 3350 1,096.58 3.673.543.00 1,096.58 3.673.543.00
Sealinq of ioints of DccD l.m. 2251 109.10 245,584.10 109.10 245,584.10
Eituminous tack coat, emulsified asphalt ss-1 tonnes 2.7472 60.891.04 169,715.51 60,891.04 169.715.51
Bituminous concrete surface wearinq course sq,m. 3350 640.99 2,147,316.50 7,O23.21 3,427,753.50
Refl ectorized thermoDlastic Davement marking (vellow) sq.m. 47.06r 877.26 47,OO2.37 471.26 47,OO2.37
Reflectorized thermoDlastic Davement markins {white) so.m. 202.5 864.05 L74.972.75 864.06 774,972.75
TOTAL COST = [email protected] 9,2@,747.62
UNIT cosT/sQ.M. = 2,36/..27 2,746.49
AC with Fabric
D€scription U nit Quantity Amount Amount
Cost Cost
S€alina of cracks and ioints on existinc Dccp l.m. 2251 109.10 245,584..tO 109.10 245,584.10
Geotextlle oavinr fabric with plass reinforcement sq.m. 655.40 439,118.@ 655.40 439,118.00
Bituminous tack coat, emulsified asDhalt ss-1 tonnes 2.7872 60,891.04 169,715.51 @,891.04 169,715.51
Bituminous concrete surface wearing course sq.m. 33s0 640.90 2,747,376.50 LO23.2L 3427,753.50
Reflectorized thermoolastic aavement markinc (vellow) sq.m. 47.067 477.26 47,OO2.37 477.26 4t,0o2.37
Reflectorized thermoDlastic pavement markinc (white) sq.m, 202.5 864.06 774.972.15 864.05 774,972.75
TOTAL COST = 3,2t7,708.62 4494,745.62
UNIT COsT/Sq.M. = 960.51 L,342.73
crack and Seat and Ac

TotalUnit Total Unit
Description U nit Quantity Amount Amount
Cost Cost
Crack and seat of existinq Dcco (with asDhalt levelinr coursel sq.m. 670 776.9A 480.375.50 716.9a 480.376.60
Bituminous tack coat. emulsified asDhalt ss-1 tonnes 2.7472 60,891.04 169.715.51 60,891.04
Bituminous concrete surface wearing course sq.m. 3350 810.99 2,747,3L6.50 7,O23.27 3.427,753.50
Refl ectorized thermoDlastic Davement markinc (vellow) sq.m. 47.067 471.26 47.OO2.37 477.26 4L,0O2.37
Refl ectorized thermoplastic pavement marking (white) sq.m, 202.5 864.06 774.972.t5 864.05 174.972.75
TOTAT COST = 3,013,383.12 4,293,820.12
UNIT COST/SQ.M. = 899.52 t,28t.74
BAUANG-BAGUIO
IG-BAGUIO ROAD
50 mm. AC orrerlay EO mm. AC Oveday
Scheme A4 AC Overlav with Pavinr Fabric
Total Unit TotalUnit
Cost Cost
Sealim of cracks and ioints on existins occo l.m. 2257 109.10 245,584.r0 109.10 245.584.10
Geotextile Davins fabric with slass reinforcement so.m, 655.40 439,118.00 6s5.40 439.118.00
Bituminous tack coat, emulsified asphalt ss-1 ronneS 2.7472 60,891.04 169.715.51 50,891.04 769,7L5.57
Bituminous concrete surface wearing course sq.m. 640.99 2.747.376.50 L,O23.27 3427,7s3.sO
Reflectorized thermoplastic pavement marking (yellow) sq.m. 47.067 877.26 4t.0o2.37 47.OO2.37
Refledorized thermoplastic pavement marking (white) sq,m. 202.5 864.05 L74.972.75 864.05 L74,972.75
ToTAL COST = 3,2r7,70a.62 4,49a,745.62
UNIT COST/SQ.M. = [email protected] 1,342.73
SchemeAs AC on
TotalUnit Total Unit
Description Unit Quantity Amount Amount
Cost Cost
sealinc of crack and ioints on existinc pccp l.m. 2257 109.10 245,584.10 109.10 245.584.10
Bituminous tack coat, emulsified asDhalt ss-l ronnes 2.r44 60,891.04 130.550.39 60,891.04 130,550.39
Eltuminous concrete surface wearinc course sq,m. 540.99 2,t47,376.50 7,023.27 3.427.753.50
Patchinc of Dotholes sq.m, 1,283.01 4.769.U 1,283.01 4,769.4
Reflectorized thermoolastic Davement markinc (vellow) sq.m. 47.067 877.26 47,OO2.37 477.26 47,@2.37
Reflectorized thermoolastic pavement markinc (white) sq.m. 202.5 864.05 174.972.75 864.06 774,972.t5
IOTAT COST = 2,808,194.84 4,088,631.84
UNfT COST/SQ.M. = A3A27 1,22O.49
B. SHOUTDER
Length = 100 mts
Width = 1.1 mts
Shceme 51 Gravel Shoulder with ACP
Total Unit
Description Unit Quantity Amount
Cost
SubSrade Preparation 5q,m. 110 28.19 3.100.90
AccreRate Base course (150mm thk.) cu.m. 16.5 1,109.09 18.299.99
Prime Coat ronnes 0.17 63,O75.72 70.112.67
Bituminous concrete surface wearinc course 5q,m. 110 640.99 70.508.90
TOTALCOST= !02.622.46
UNIT COST/SQ.M. = 932.93
Shceme 52 ACP overlaid with ACP
Existinq AcP
Total Unit
Description Unit Qua ntity Amount
Cost
Bituminous tack coat, emulsified asphalt ss-1 tonnes 0.08 50,891.04 4,47r.24
Bituminous concrete surface wearing course sq.m. 110 640.99 70,508.90
TOTAL COST = 75,380.18
UNfT COST/SQ.M. = &s.27
tOT 1.2 OTONGAFO-BUGATTON ROAD
8. AC PAVEMENT
PAVEMENT Lentth
Length = = 300 mts
Width = 6.7 mts g) mm, AC Orerlay 80 mm. AC Orerlay
of AC Pavement on PCCP
Cost Cost
Removalof existinr ac Davement sq,m. 2010 45.85 92,158.50 45.85 92,158.50
Sealim of cracks and ioints on existinc DCaD Lm. 7754 110.70 194.167.80 110.70 194.167.80
Bltuminous tack coat. emulsified asohalt ss-1 ronneS 7.24€4 59,590.02 76,656.60 59,590.02 75,655.60
Bituminous concrete surface wearlnr course so.m. 2010 603.83 1,213,598.30 963.81 1,937,258.10
Reflectorized thermoplastic pavement marking (yellow) 5q.m. 970.29 20.936.67 910.29 20,936.67
Reflectorlzed thermoplastic pavement marking (white) sq,m. 121.5 903.09 709.725.44 903.09 1o9.725.44
TOTALCOST= 7,707,343.31 2,430,903.11
UNIT COST/SQ.M. = U9.42 7,2O9.4O
84 AC on ACP
Cost Cost
Bituminous tack coat. emulsified asohalt ss-1 tonneS L.zAU 59.590.02 76,656.@ 59.590.02 75,556.60
Bituminous concrete surface wearing course sq.m. 2070 603.83 1,213,698.30 963.81 1,937,258.10
Refl ectorized thermoplastic oav€ment markinc (vellow) sq.m. 910.29 20,935.67 910.29 20,936.67
Reflectorized thermoDlastic pavement markinc (white) sq.m. 121.5 903.09 709,725.44 903.09 709,725.44
TOTAf- COST = 7,427,077.o7 2,144,576.41
UNIT COST/SQ.M. = 706.97 1,056.95
C. SHq'DER5
Length = 100 mts
Width = 2.1 mts
s2 ACP Overlaid with AcP

TotalUnit
Description U nit Quantity Amount
Cost
Bituminous tack coat, emulsified asphalt ss-1 tonnes 0.15 59.590.02 8,938.50
Bituminous concrete surface wearinq course sq.m. 2ta 603.83 125,804.30
TOTATCOST= 13s.742.80
UNfT COST/SQ.M. = 96.39
s3 Gravelshoulder
Total Unit
Cost
Subgrade Preparation sq.m. 214 27 3A 5,749.80
Attrecate Surface Course cu.m. 31.5 836.83 263&.75
TOTALCOST= 32,109.95
tOT 1.2 OLONGAPO-BUGAIION ROAD
A" CONCRETE PAVEMENT
Length = 500 mts
Width = 6.7 mts
50 mm. AC Overlay 80 mm. AC olrerlay
1 Crack and Seat and AC Overlav
Cost Cost
Crack and seat of existinc DccD sq.m. 670 @7.43 4&,574.70 @7.43 450,578.10
Bituminous tack coat. emulsified asphalt ss-1 tonnes 2.7472 59,590.02 166,089.30 59,590.02 155,089.30
Bituminous concrete surface wearing course sq.m. 3350 603.83 2.O22.430 .50 963.81 3,224,763.50
Reflectorized thermoDlastic Davement markinc (vellow) sq.m. 38.43 970.29 34,942.M 970.29 34,942.44
Reflectorized thermoDlastic oavement markim (white) sq. m. 202.5 903.09 t42.875.73 903.09 782.a75.13
TOTAL coST = 2,467,356.07 4,O73,289.07
UNIT CosT/sQ.M. = 855.93 1tlqql
A/lAC with Fabric
quantity TotalUnit Total Unit

Description Unit Amount Amount
Cost Cost
Sealim of cracks and ioints on existinc occD t.m. 2926 110.70 323,908.20 110.70 323,908.20
Geotextile Davinc fabric with plass reinforcement sq.m. 674 570.42 449.449.40 670.82 449,449.40
Eituminous tack coat. emulsified asohalt ss-l ronnes 59,590.02 166.089.30 59,590.02 156,089.30
Bituminous concrete surface wearinq course sq,m. 603.83 2,022,830.50 963.81 3.224.763.50
Reflectorized thermoplastic pavement markine (vellow) sq.m. 38.43 910.29 34.942.44 910.29 34,942.44
Reflectorized thermoDlastic Davement markinq (white) sq.m. 202.5 903.09 r42.475.73 903.09 742.475.73
TOTAL COST = 3,180,135.57 4,386,068.57
UNIT cosT/sQ.M. = 9.29 7,309.27
SchemeA5 Ac on PCCP
Cost Cost
Sealinp of cracks and ioints on existinc Dccp l.m. 2926 7LO.70 323,904.20 170.70 323,908.20
Bituminous tack coat. emulsified asDhalt ss-1 tonnes 2.t44 59,590.02 727.76t.@ 59.590.02 127.767.00
Bituminous concrete surface wearinc courcc sq.m. 3350 603.83 2,022,430.50 963.81 3.228.763.50
Reflectorized thermoplastic pavement markina {yellow) so.m. 38.43 970.29 34,942.44 910.29 34,9a2.44
Reflectorized thermoplastic pavement markim (whlte) 50.m. 202.5 903.09 742.475.73 903.09 742,475.73
TOTAT cosT = 2,692,357.87 3,898,290.87
UNIT CoST/SQ.M. = 803.69
B. AC PAVEMENT
length = 300 rnts
Width = 6.7 mts
50 mm. AC Orerlay 80 mm. Ac Overlay lm mm, AC Overlry
Scheme Bl Reconstruction ofexidinrAC Davement
quantity Dired Unit Direct Unlt Oirect Un it
Descrlption Unit Amount Amount Amount
Cost Con Cost
Removal of existing ac pavement sq.m. 2010 34.43 69.204.30 34.43 69,204.30 34.43 59.204.30
Subgrade preparation tonneS 2010 19.00 38,190.00 19.00 38,190.00 19.00 38,190.00
Bituminous Drime coat. cut-back asDhah mc-70 tonnes 2.7537 57.005.21 756,975.25 57,OOs.2r 156,975.25 57.005.21 756,975.25
Bhuminous concrete surface wearing course sq,m. 2010 544.80 1,095,048.00 865.15 1,738,951.50 7,O79.76 2,170,3t7.60
Reflectorized thermoDlastic oavement marknc sq.m. 121.5 3,969.30 442,269.95 3,969.30 482,269.95 3,969.30 442,269.95
TOTAL COST = 1,841,587.50 2,485,591.@ 2,9t6,957.tO
UNIT COST/SQ.M. = 916.26 7,236.67 7,45t.22
Sctem€ 82 Reconstructlon ofAc Pavement on PCCP
Direct Unit Dired Unit Dired Un it
Descrlption Unit Quantity Amount Amount Amount
Cost Cost Cost
Removal of exidinc ac Davement sq.m. 2010 34.43 69,2M.30 34.43 69,204.30 34.43 59,2(X.30
Seallnc of cracks and ioints on existint pccp t.m. 77 54 59.59 104,520.86 59.59 104,520.86 59.59 104.520.86
Bituminous tack coat. emulsified asohah ss-1 tonneS 1.2864 5O053.17 72,106.80 56,053.17 72,106.80 56,053.17 72,106.80
Bituminous concrete surface wearint course sq.m. 2010 544.80 1,095,048.00 865.15 1,73&9s1.50 j'O79.76 2.770.3t7.60
Reflectorized thermopladic pavement marking 50.m. 121.5 ? q6q ?o 482,269.95 3,969.30 482,269.95 3,969.30 442,269.95
TOTAL COST = L,423,149.97 2,467,O53.47 2,898,419.51
UNIT cosT/sQ.M. = 907.U r,227.39 7,442.OO
AC fabrac and course on AC

Descrlption Unit quantity Amount Amount Amount
Cost Cost Cost
Asohah levelinc course sn.m. 2010 277.O4 556,920.75 277.O8 555.920.75 277.O8 555,920.75
Geotextile pavinc fabric with class reinforcement so,m. 2010 489.35 983,593.50 489.35 983,593.50 489.35 983,593.50
Bituminous tack coat, emulsifled asohah ss-1 tonnes 2.5728 56,053.r7 744,273.60 55,053.17 744.213.60 56.053.17 144.213.60
Bituminous concrete surface wearing course sq,m. 2010 5i14.80 1,095,048.00 855.r5 1,738,951.50 I,O79.76 2,t70,3L7.@
Refledorized thermoplastic pavement markinS so.m. 121.5 3,969.30 482,269.95 3,959.30 442,269.95 3.969.30 4A2,269.95
TOTAT COST = 3,262,045.80 3,905,949.30 4,337 3r5.4O
UNIT cosT/SQ.M. = t,622.9r 7,943.26 2,157.87
Scheme B4 AC on ACP
Direct Unit Direct Unft Direct Unit
D€scrlption UnA Quantity Amount Amount Amount
Cost Cost Cost
Bituminous tack coat. emulslfied asohah ss-1 tonnes L2464 56.0s3.17 72,LO5.80 56.053.17 72,706.80 56.053.17 72,106.80
Bituminous concrete surf,ace wearinc course sq.m. 2010 5rt4.80 1,095,048.00 865.15 1,738,951.50 t.o79.76 2.770.377.60
Reflectorized thermoplastic pavement markinS sq.m. 12L.5 a aaq tn 482,269.95 3,969.30 482,269.95 3,969.30 482,269.95
TOTAL COST . 7,649,424.75 2,293,328.25 2,724,694.35
UNIT COST/SQ.M. = 820.51 r,740. 1,355.57
Sch€ma A:l-l Crack and seat and AC
Description Unit Qua ntity Amount Amount Amount
Cost Cost Cost
Crack and seat ofexistinr occo (with asohalt levelins course) sq.m. 670 578.27 387,440.90 578.27 347.440.90 578.27 347.440.90
Bitumlnous tack coat, emulsified asphalt ss-1 tonnes 2.747 2 56.053.17 156.231.40 56,053.17 156,231.40 56,053.17 756,237.40
Bitumlnous concrete surface wearinE course so.m. 3350 544.80 1,825,080.00 2,494,252.50 7.O79.76 3.617.195.00
Reflectorlzed thermoplastic pavement marking sq.m. 202.5 3,969.30 403,7a3.25 3,959.30 803.783.25 3,969.30 803.783.25
TOTAL COST = 3,172,535.55 4,245,7 08.O5 4,964,651.55
UNIT COST/5Q"M. = 947.O3 7,267.34 1,481.99
A:lZ crack and Seat with reflection crack control and Ac

quantity Dlrect Unit Dired Unit Direct Unit
Description Unit Amount Amount Amount
Cost Cost Co5t
Crrck and seat ofexisting Dccp (with asphalt leveling cou.s€) sq.m. 574.27 387.440.90 s78.27 347.440.90 574.2't 387,/t40.90
Bituminous tack coat. emulsified asohah ss-1 tonneS 2.7872 56,053.17 156.231.40 56,053.17 156.231.40 56.053.17 156,231.40
Geotextile Davinc fabric with class reinforcement sq.m. 670 489.35 327,A64.50 489.35 327,464.50 489.35 327.464.50
Bituminous concrete surface wearing course sq.m. 544.80 1,825,080.00 865.15 2,494,252.50 7,O79.76 3,617,196.00
Refledorized thermoplastlc pavement markinS sq.m. 220.644 3,969.30 a7 5,402.23 3,969.30 47s.4o2.23 3,969.30 475.4o2.23
TOTAL COST = 3,572,479.02 4,64s,597.52 5,364,535.02
UNIT cosT/sQ.M. = 1,066.39 \346.'14 1,601.35
A/lAC with Fabric and Cou rse

Dired Unit Direct Unit Direct Unit
Cod Cost Cost
Sealinq ofcracks and ioints on existins DccD t.m. 2926 59.59 77 4,360.34 59.59 774.360.34 59.59 774.360.U
Asohah leveling course 5q.m. 670 277.O4 185.640.25 277.OA 185.640.25 277.O4 185,640.25
Geotextile Davine fabric wlth rlass reinforcement so, m. 670 489.35 327,464.50 489.35 327.464.50 489.35 327.454.50
Eituminous tack coat, emulsified asDhah ss-1 tonnes 2.787 2 56.053.17 156,231.40 56,053.17 156,231.40 s6,053.17 156,231.40
Bitumlnous concrete surface wearing course sq.m. 3350 544.80 1,825,080.00 855.15 2,898,252.50 7.O79.76 3,617,196.00
Reflectorlzed thermoplastic pavement marking sq.m. 202.5 3,969.30 803.783.25 803.783.25 3,959.30 803,783.25
ToTAL COST = 3,47 2,959.7 4 4,546,732.24 5,265,07 5.7 4
UNIT COST/SQ.M. = I,036.70 1,357.05 1,571.65
AC on PCCP
Cost Cost Cost
seallnc ofcracks and ioints on existinc pccD t.m. 2926 59.59 1743&.34 59.59 174.360.34 59.59 774,360.34
Bituminous tack coat, emulsified asphah ss-l tonneS 2.t44 55,053.17 120,178.00 56,053.17 120.178.00 55.053.17 120.178.00
Bituminous concrete surface wearins course sq.m. 544.80 1,825,080.00 855.15 2,494,252.50 7,O79.76 3,617,196.00
Refl ectorized thermoplastic pavement marking sq.m. 202.5 3,959.30 803,783.25 3,959.30 803.783.25 3.969.30 803,783.25
TOTAL COST = 2,923,401.59 3,996,574.O9 4,7L5,577.s9
UNII COST/SQ.M. = 872.66 1,193.01 1,407.62
Length = 900 mts
width = 5.7 mts
50 mm. AC Overl8y 80 mm. AC Overlry l(x, mm, AC Overlay
AC
Dired Unit Direct Unit Oirect Unit
oescription Unit Quantity Amount Amount Amount
Cost Con Cost
Removal of existlnr Dcc Davement sq.m. 670 260.39 774.46t.30 [email protected] 174,46L.30 260.39 77 4,46L.30
SubErade preparatlon sq.m. 19.00 t2,730.N 19.00 12.730.00 19.00 72,730.OO
rcC Davement (olaln). 230mm thick sq.m. 998.69 669,722.30 998.69 669,122.30 998.69 669,L22.30
Bitumlnous tack coat, emulsified asDhah ss-l tonnes 2.L44 56.053.17 120,178.00 56,053.17 120,178.@ 56,053.17 120,178.00
Eitumlnous concrete surface wearing course sq.m. 3350 544.80 1,825,080.00 865.15 2,898,252.50 7,O79.76 3,617,195.00
Sealinr ofcracks and iolnts on existinc occD l.m. 2926 59.59 774,360.34 59.59 174,360.34 59.59 [email protected]
Reflectorized thermoplastic pavement marking 5q.m, 202.5 3,969.30 803,783.2s 3,969.30 803.783.25 3,969.30 803,783.25
TOTAL COST = 3,779,7 75.79 4,452,447.69 5,571,831.19
UNIT cOST/sQ,M. = \r24.27 7,448.62 7,663.23
ta No AC
Cost Cost Cost
Removal of existinq occ oa\€ment sq.m. 3350 250.39 872,306.50 2&.39 872,306.50 [email protected] 872,306.50
Subarade preparation sq.m. 3350 19.00 63,650.00 19.00 63,550.00 19.00 53,650.00
PCC Davement (Dlain). 230mm thick sq.m. 998.69 3,345,611.50 998.59 3,345,611.50 998.69 3,345,611.50
Sealinc ofcracks and ioints on exidinc pccp l.m. 2251 59.59 134.137.09 59.59 134.137.09 59.59 134.137.09
Reflectorized thermoolastic oavement markinc sq.m. 2V2.5 3,969.30 803,783.25 3,969.30 803,783.2s 3.969.30 803,783.25
TOTAT COST = 5,279,444.34 5,219,488.34 5,219,488.34
UNIT COST/SQ.M. = 1,558.06 1,558.06 1,558.06

Amount Amount
Cost Cost
59.59 174.360.34 59.59 774.360.34
489.35 327,464.50 489.35 327,864.50
56,053.17 156,231.40 55.053.17 155,231.40
865.15 2,Aga,2S2.sO L,O79.76 3.617.196.00
3,969.30 803,783.2s 3,959.30 803,783.25
TOTAL COST = 3,287,379.49 4,360,491.99 5,O79,435.49
uNlT CoST/SQ.M. . 981.29 1,301.64 l,5ro.z5
roT 2.1b DAANG MAHARU|G ROAD (ULOAN-NAVAT HTGHWAYI
A" CONCRETE PAVEMENT
500 mts
6.7 mts
80 mm. AC orrlrlay 10O mm. AC Ov€rlay

Amount Amount
Cost Cost
[email protected] 174,467.30 [email protected] 174,461.30
20.3! 13,607.70 20.31 13,@7.70
7,025.20 586,884.00 7,O25.20 685,884.00
50,810.45 108,937.@ 50,81035 108,937.60
1,283.01 4,298,083.50 t ,@2.08 5,366,968.00
62.34 t82AO6.U 62.34 182,406.84
3,285.08 665,228.70 3,285.08 665,22a.70
TOTAL COST = 4s31,4s8.64 6,r29,@9.4 7,194,494.74
UNIT cosT/sQ.M. = 7,429.73 2,148.80
Sdreme A2 PCCP Reconstruction. NoAC

Direct Unit Oirect Unit Direct Unit
Cost Cost Cost
Removal ofexistinr occ oavement so.m. 3350 260.39 872,306.50 [email protected] 872,306.50 [email protected] 872,306.50
Subgrade preparation so.m. 3350 20.37 58,038.50 20.31 68,038.50 20.31 58,038.50
PCC pavement (plain), 230mm thick so.m. 1,o25.20 3,434,420.OO 1,025.20 3,434,42O.OO 7,O25.20 3,4U,420.W
Sealins of cracks and ioints on existlnr occD Lm. 2257 62.4 740.327.U 62.34 t40.327.34 62.34 740,327.34
Reflectorized thermoplastic pavement marking sq.m, 202.5 3,285.08 665,228.70 3,285.08 665.228.70 3.285.08 665.228.70
TOTAL COST = 5,180 321.04 5,180,321.04 5,180,321.04
UNIT COST/SQ.M. = 1,546.36 L,546.36 1,546.36
Sdreme A3 AC with Fabric

Direct Unit Dired Unit Direct Unit
Description Unit quantity Amount Amount Amount
Cost Cost Cost
Sealim ofcracks and ioints on existinc DccD t.m. 62.34 782,406.U 62.34 t42,406.u 62.34 182,406.84
Geotextile paving fabric with glass reinforcement 50.m. 670 489.35 327.A&.50 489.35 327.46/-.50 489.35 327.464.50
Bituminous tack coat. emulsifled asDhalt ss-l tonn€s 2.7A72 50,810.4s 141,518.89 50,810.45 141.618.89 50,810.45 141.618.89
Bituminous concrete surface wearinc course so,m. 3350 805.95 2,699,932.50 1,283.01 4,298,083.50 1,602.08 5,366,968.00
Reflectorized thermoplastic pavement marklng so.m, 202.5 3,285.08 665.224.70 3,285.08 665,224.70 3,285.08 665,228.70
TOTAL COST = 4,O\7,O57.43 5,515,202.43 6,684,086.93
UNIT cosT/sQ"M. = L,t99.12 7,676.tA 1,995.25
Scheme A:t-l
Cost Cost Cost
Crack and seat of existinc pccp (with arphalt levelina coursel sq,m. 670 707.74 470.165.80 701.74 470,165.80 707.74 470.165.80
Bituminous tack coat. emulsified asohalt ss-1 tonnes 2.7472 50,810.45 141.618.89 50,810.45 141.618.89 50.810.45 141,618.89
Bituminous concrete surface wearine course so,m. 3350 805.95 2,699,932.50 1,283.01 4.298.083.50 1,602.08 5,366,968.00
Refl ectorized thermoDlastic pavement markinc sq.m. 202.5 3,285.08 66.5.224.70 3.285.08 665.224.70 3.285.08 665,228.70
TOTAL COST = 3,976,945.89 5,575,096.89 6,643,981.39
UNIT COST/SQ.M. = 1,187.15 t,6&.21 1,983.28
Sch€fie A!l-2 crack and seat with reflection crack control and Ac
Cost Cost Cost
Crack and seat of existinc pccD (with asphah leveling coursel sq.m, 707.74 470,165.80 707.74 470,165.80 70t.74 470.165.80
Bituminous tack coat, emulsified asphalt ss-1 tonnes 2.7872 50.810.45 141.618.89 50.810.45 141,618.89 50,810.45 141.618.89
Geotextile Davinc fabric wlth dass reinforcement sq.m. 489.35 327.86/..50 489.35 327,86/.50 489.35 327,464..50
Bituminous concrete surface wearinc course sq.m. 805.95 2,699,932.50 1.283.01 4.298.083.50 1,602.08 5.356.968.00
Reflectorized thermoolastic oavement markins sq.m. 326.40975 3,285.08 r,072,242.74 3,285.08 1,072,242.14 3,285.08 7,072,242.!4
TOTAL COST = 4,77L,453.43 6,310,014.83 7 374,499.33
uNrT cosT/sQ.M. = 1,406.53 1,883.s9 2"202.66
A4AC with Fabric and Course

Cost Cost Cost
Sealinc ofcracks and ioints on existins pccD t.m. 2926 62.34 742,406.U 62.34 182,405.84 62.34 742,406.U
Asphalt levelinc course sq.m. 402.94 269.993.25 402.98 269,993.25 402.98 269.993.25
Geotextile pavinq fabric with elass .einforcement sq.m. 489.35 327,46,.50 489.35 327.Ag.50 489.35 327.464.50
Bituminous tack coat- emulsified asohalt ss-1 tonnes 2.7472 50,810.45 141.618.89 50.810.45 141.518.89 50.810.45 141_518.89
Bituminous concrete surface wearins course sq,m. 805.95 2,699,932.50 1,283.01 4,298,083.s0 1,602.08 5,366,968.00
Reflectorized thermoolastic Davement markins sq.m. 202.5 3,285.08 665,224.70 3,285.08 565,224.70 3,285.08 665.224.70
TOTAL COST = 4,247,044.64 5,885,195.68 6,954,080.18
UNIT cosT/sQ.M. = 7,279.77 7,756.77 2,O75.U
Sche{ne A5 AC on PCCP
Cost Cost Cost
sealins ofcracks and ioints on existins pccp l.m. 2926 62.34 742,405.U 62.34 !82,406.U 62.34 182,406.U
Bituminous tack coat, emulsified asphalt ss-1 tonnes 2.744 50,810.45 108.937.60 50,810.45 108.937.60 50,810.45 108.937.60
Bituminous concrete surface wearinq course sq,m. 805.95 2,699,932.s0 1,283.01 4,298,083.50 1,602.08 5,366,968.00
Reflectorized thermoolastic pavement markins sq.m, 202.5 3.285.08 665,224.70 3,2E5.0E 665.228.70 3.265.08 665.224.70
TOTAL COST = 3,656,505.64 5,254,656.& 6,323,547.74
uNrT cosT/sQ.M. = 1,091.49 1,568.55 7,447.62
B. AC PAVEME'{T
Length = 300 mts
width = 6.7 mts
5{, mm, AC Overlay 80 mm. AC Overlay 100 mm. AC Overlay
AC
Cost Cost Cost
Removal of existinc ac pavement 50.m. 2010 34.43 69.204.30 34.43 69.2U.30 34.43 69,2M.30
Subgrade preparation tonnes 2010 20.31 40.823.10 20.37 40,823.rO 20.31 40,823.10
Bituminous prime coat. cut-back asphalt mc-70 IOnneS 50.713.94 139.650.98 50,713.94 139,650.98 50,773.94 139,650.98
Bituminous concrete surface wearinq course sq.m. 2010 805.95 1,519,959.50 1.283.01 2,S78,850.10 1,602.08 3,220,180.80
Refl ectorized thermoplastic pavement marking sq.m. 121.5 3.285.08 399.L37.22 3.285.08 399.737.22 3.285.08 399.737.22
TOTAL COST = 2,268,775.70 3,227,665.70 3,868,996.40
uNrT cosT/sQ. M. = 7,728.74 1,605.80 r,924.47
Scheme 82 Reconstruction of AC
Direct Unit Direct Unit Direct Unlt
Cost Cost Cost
Removal of existinc ac pavement sq.m. 2010 34.43 69,204.30 34.43 69.204.30 34.43 59,204.30
sealinq of cracks and ioints on existinc occD l.m. 7754 62.34 109,344.36 62.34 109.3,t4.35 52.34 109,3114.36
Bituminous tack coat. emulsified asDhalt ss-1 tonnes L.2a6/. 50,810.45 65,362.56 50.810.45 55,362.55 s0.810.45 65,362.56
Bituminous concrete surface wearins course so.m. 2010 805.95 1.619.959.50 1,283.01 2,578,850.10 L,@2.O4 3,220.180.80
Reflectorized thermoplastic pavement marking sq.m. 121.5 3.285.08 399.137.22 3.285.08 399.!37.22 3,285.08 399.737.22
TOTAT COST = 2,263,007.94 3,22t,494.54 3,463,229.24
UNIT COST/SQ.M. = 7,725.47 r,602.93 7,922.OO
83 AC overlav with paving fabric and leveling course on existing AC

Cost Cost Cost
Asphalt levelinq course sq.m. 2010 402.98 4o9.979.75 402.94 4o9.979.7s 402.94 4o9.979.75
Geotextile oavinc fabric with class reinforcement so.m. 2010 489.35 983.593.50 489.3s 983.593.s0 489.35 983,593.50
Bituminous tack coat. emulsified asphalt ss-1 tonnes 2.5728 50.810.45 130.725.13 s0.810.45 130.725.13 50.810.45 L30.725.L3
Bituminous concrete surface wearing course sq.m. 2010 805.95 1,619,959.50 t.2a3.oL 2,578.850.10 1,602.08 3.220.180.80
Reflectorized thermoDlastic pavement markint sq.m. 127.5 3.285.08 399.737.22 3.285.08 399,t37.22 3,285.04 399,737.22
TOTAL COST = 3,943,395.10 4,902,245.70 5,543,616.40
UNIT COST/SQ.M. = 1,961.89 2,434.95 2,754.O2
84 AC on ACP
Cost Cost Cost
Bituminous tack coat. emulsified asDhalt ss-1 ronnes 7.246/ 50,810.45 65,362.56 50,810.45 65,362.56 s0,810.45 65.362.56
Bituminous concrete surface wearinc course so. m. 2010 805.95 1,619,959.50 1,283.01 2,578,850.10 1,602.08 3,220,180.80
Reflectorized thermoolastic Davement markins sq.m. 121.5 3.285.08 399.137.22 3,285.08 399,737.22 3,285.08 399,137.22
TOTAL COST = 2,O8r'.,459.28 3,043,349.88 3,684,680.s8
UNIT COST/SQ.M. = r,o37.04 1,514.10 7,433.77
tor 2.1b DAANG MAHARUKA ROAD (ULOAN-NAVAT HIGHWAYI
A COfiCNflE PAVEMENT
Length = 5O0 mts
Wadth = 6.7 mts
5(, mm. Ac oiretlay E{, mm. AC Orerlay
A3 AC Ov€rlav with Pavinc Fabric
quantity TotalUnit TotalUnit
Cost Cost
SealinR of cracks and ioints on existins pccp t.m. 2926 774.34 334,558.84 714.34 334.558.84
Geotextile Davim fabric with rlass reinforcement sq.m. 653.13 437.597.70 653.13 437,597.!O
Bituminous tack coat, emulsified asphalt ss-1 tonnes 2.7872 66.159.17 184,398.84 66.159.17 184,398.84
Bituminous concrete surface wearing course 5(I.m. 3350 578.11 2,27L,668.50 1,082.59 3,626,676.50
Reflectorized thermoDlastic Davement markinc (vellow) sq.m. 866.62 73,865.92 866.62 13,865.92
Reflectori2ed thermoDlastic pavement markine (white) sq.m. 202.5 859.42 174.O32.55 459.42 774.032.55
TOTAL COST = 3476,721.75 4,77 7,129.75
UNIT cosT/sQ.M. = L,019.74 7,424.22
I crack and Seat and AC
Cost C.'st
Crack and seat of existinc pccp (with as9halt leveling cou6e) sq.m. 674 735.97 493.099.90 735.97 493.099.90
Bituminous tack coat. emulsified asDhalt ss-l tonnes 2.7872 55.159.17 t8r'39a.u 56.159.17 78/.,394.U
Bituminous concrete surface wearins course sq.m. 3350 fla.Ll 2,277,6ffi.50 1,082.59 3,626,676.50
Reflectorized thermoDlastic Davement markins (vellow) sq.m. IE 866.62 tt aaq qt 865.62 73,465.92
Reflectorized thermoplastic gavement markinc (white) sq.m. 202.5 859.42 174.032.55 859.42 774.032.55
TOTAL COST = 3,L37,065.77 4,492,073.77
UNIT COST/Sa.M. = 936.44 t,340.92
B. SHOUI.DER
Length = 100 mts
Width = 2 mts
51 Gravel Shoulder with ,ACP
Total Unit
Description U nit Qua ntity Amount
Cost
subgrade Preparation sq.m. 200 2.l.36 5,676.00
Arrrecate Base Course (150mm thk.) cu.m. 957.66 28.729.40
Prime Coat tonnes 0.31 8,297.43 27.t70.34
Bituminous concret€ surface wearing course (50mm thk.) sq.m. 674.71 135,622.00
TOTAL COST = 191,198.14
uNrT cosT/sq.M. = 955.99
Scheme 52 ACP Overlaid with ACP
Total Unit
Description Unit qua ntity Amount
C-ost
Eituminous tack coat. emulsified asDhalt ss-1 tonnes 0.14 66,159.17 9,262.28
Bituminous concrete surface wearing course (50mm thk.) sq.m. 204 678.11 135,622.00
TOTAL COST = t44,A84..2A
UNIT COST/SA.M. = 724.42
Length = 500 mts
Width = 6.7 tnts
50 mm. AC Overlay 80 mm. AC orrerlay 100 mm. AC Ovorlsy
Al Concrete re-blockins and AC Overlav
Dired Unlt Direct Un it Direct Unit
Cost Cost Cod
Removal of existlng Dcc Davement sq.m. 670 260.39 774.461.30 260.39 774.46L.30 260.39 174,467.30
Subcrade Dreparation sq.m, 670 20.37 73.607.70 20.37 13.607.70 20.31 73.607.70
PCC Davement {Dlaln). 230mm thick 50, m. 670 1,025.20 686,884.00 7,O25.20 686,884.00 7,O25.20 686,884.00
Bituminous tack coat. emulslfied asohalt ss-1 tonnes 2.744 50,810.45 108,937.60 50,810.45 108,937.60 s0.810.45 108.937.60
Bituminous concrete surface wearint course sq.m. 3350 805.95 2,699 ,932.50 1,283.01 4,298,083.50 1,502.08 5,366,968.00
Sealinc ofcracks and ioints on existinc DccD t.m. 2926 62.34 182,406.84 62.34 782,406.U 62.34 182,405.84
Reflectorized thermoDlastic Davement markinr sq.m. 202.5 3,285.08 665,224.70 3,28S.08 665,228.70 3,285.08 66.5.228.70
TOTAL COST = 4,531,458.64 6,129,609.U 7 ,794,494 .14
UNIT COST/SQ.M. = t,3s2.67 L,429.73 2,148.80
A2 PCCP Reconstruction. No AC
Cost Cost Cost
Removal of existinc Dcc oavement sq.m. 3350 250.39 872,306.50 260.39 872,306.50 260.39 872,305.50
Subgrade preparation sq.m. 3350 20.31 58,038.50 20.31 68,038.50 20.31 68,038.50
PCC Davement (olainl. 230mm thick sq. m. 3350 1,O25.2O 3,434,420.OO I,O25.20 3,43/,420.0O 7,O25.20 3.434.420.@
Sealinc ofcracks and ioints on existinc pccp l.m. 2257 62.34 L40,327.34 62.34 t40.327.34 62.34 140327.34
Reflectorized thermoplastic Davement markint sq.m. 202.5 3.285.08 665,224.70 3,285.08 665,228.70 3,285.08 665,224.70
TOTAT COST = 5,rao32r.M 5,180,321.04 s,180,321.04
uNrT cosT/sQ.M. = 7,546.36 1,546.36 1,546.35
SchemeA3 AC with Fabric

Cost Cost Cost
Sealine ofcracks and ioints on exidinr occD t.m, 2926 62.34 142,406.U 62.34 t42,406.84 62.34 782,406.84
Geotextile Davinc fabric with dass reinforcement sq.m. 670 489.35 327.464.50 489.35 327.864.50 489.35 327,864.50
Bituminous tack coat, emulsified asphah ss-1 tonnes 2.7872 50,810.45 141.618.89 50,810.45 141,618.89 50,810.45 141,618.89
Bituminous concrete su rface wearin{ course sq.m. 3350 805.95 2,699,932.50 1,283.01 4,298,083.50 1,502.08 5,366,968.00
Reflectorized thermoplastic pavement marking sq.m. 202.5 3,285.08 665.22a.70 3,285.08 66s,228.70 3,285.08 665,228.70
TOTAT COST = 4,077,Os7.43 5,615,202.43 5,584,086.93
UNIT COST/SQ.M. = 7,799.t2 7,676.r8 1,995.25
1 CIack and Seat and AC
Cost Cost Cost
Crack and seat of existinr DccD (with asDhalt levelins course) so.m. 670 70L.74 470.165.80 70].74 470,155.80 707.7 4 470,16s.80
Bituminous tack coat. emulsified asDhah ss-1 tonneS 2.7872 50,810.45 141,618.89 50.810.45 141,518.89 sq810.45 141,518.89
Bituminous concrete su rface wearing cou rse sq.m. 3350 805.95 2,699,932.50 r,283.01 4,298,083.50 1.602.08 5,366,968.00
R€fl ectorized thermoplastic pavement marking 50. m. 202.5 3,285.08 665.228.70 3,285.08 66s,228.70 3,285.08 665,228.70
TOTAT COST = 3,976,945.49 5,575,096.89 6,643,981.39
UNIT COST/SQ.M. = 1,187.15 7,66/..2r 1,983.28
5ch€me Crack and controland AC

Con Cost Cost
Crack and seat ofexistinc DccD (with asphall levelinfl course) sq.m. 670 701.7 4 470,155.80 707.7 4 470,165.80 70t.74 470.165.80
Bituminous tack coat, emulsitied asDhalt ss-1 tonnes 2.7472 50.810.45 141.618.89 50,810.4s 141,518.89 50,810.45 141,518.89
Geotextile oavinE fabric with class reinforcement sq.m. 489.35 327.864.50 489.35 327.46r'.50 489.35 327,864.50
Bituminous concrete surface wearing course sq.m. 805.95 2,699 ,932.50 1,283.01 4,298,083.50 1,502.08 5,366,958.00
Reflectorized thermoDlastic Davement ma*ins sq.m. 326.40975 3,285.08 LO12,242.74 3,285.08 7,O7 2,242.74 3,285.08 1,o72,282.74
TOTAL COST = 4,711,863.83 5,310,014.83 7 374,49p.33
UNIT cosT/sQ.M. = 1,406.s3 1,883.59 2,202.66
SchemeA/[ AC with Fabric and Course

Cost Cost Cost
Sealinc ofcracks and ioints on existinc accD l.m. 2926 62.34 182,406.U 62.34 182,406.84 62.34 182,406.84
Asphah leveling course sq,m. 670 402.98 269,993.25 402.98 269,993.25 402.98 269,993.25
Geotextile oavins fabric with class reinforcement sq.m. 670 489.35 327 ,864.sO 489.35 327.864.50 489.3s 327,464.50
Bituminous tack coat, emulsitied asDhah i5-1 tonnes 2.1472 50.810.45 141,518.89 s0,810.4s 141,618.89 50.810.45 141.618.89
Bituminous concrete surface wearing cou rse sq.m. 3350 805.95 2,699,932.50 1,283.01 4.298.083.50 1,602.08 5,365,958.00
Refledorized thermooladic Davement markinc sq.m. 202.5 3,285.08 665.224.70 3,28s.08 665.224.70 3,285.08 565,224.70
TOTAL COST = 4,247,044.68 5,885,195.68 5,954,080.18
UNIT cosT/sQ.M. = 7,279.77 r,756.77 2,O75.9
A5 AC on PCCP
Cost Cost Cod
Sealinc of cracks and ioints on existing pccp l.m. 2926 62.34 782,406.44 182,406.84 62.34 182,406.&l
Bituminous tack coat, emulsified asphalt ss-l ronneS 2.7M 50,810.45 108,937.50 50.810.45 108.937.60 50,810.45 108.937.60
Bftuminous concrete surface wearine course sq.m. 3350 805.95 2,699,932.50 1,283.01 4.298.083.50 1.502.08 5,366,968.00
Refl ectorized thermoolastic Davement markins sq.m. 202.5 3,285.08 665,224.70 3,285.08 665,228.70 3,285.08 665,224.70
TOTAL COST = 3,656,505.64 s,2s4,656.U 6,323,54r.74
UNIT COST/SQ.M. = 1,091.49 1,558.55 L,447.62
Length = 300 mts
Width = 6.7 mts
50 mm. AC Oferlay 80 mm. AC Or,erlay 100 mm. AC Overlay
Scheme 81 Reconstruction ofexistinr Ac oavement
Description U nit quantity Amount Amount Amount
Cost Cost Cost
Removal of existinc ac oavement 5q.m. 2010 34.43 69,204.30 34.43 69,204.30 34.43 69.2U.30
SubSrade preparation ronneS 2010 20.31 40.823.10 20.31 40,423.to 20.37 40.423.70
Bituminous prime coat, cut-back asphah mc-70 tonoeS 2.7537 so.773.94 139,650.98 50.713.94 139,650.98 50.713.94 139,650.98
Bituminous concrete surface wearin{ course sq.m. 20M 805.95 1,519.959.50 1.283.01 2,578,850.10 1,602.08 3,220,180.80
Refl ectorized thermoplastic pavement markinS sq.m. 727.5 3,285.08 399,737.22 3,285.08 399.737.22 3,285.08 399.137.22
TOTAL COST = 2,264,775.1O 3,227,665.70 3,858,995.40
UNIT COST/SQ.M. = 1,124.74 1,605.80 7,924.47
82 Reconstructlon ofAC Pavement on PCCP

Dircct Unit Direct Unit Direct Unit
Cost Cost Cost
Removalof existinc ac Davement 5(l,m. 20L0 34.43 69.204.30 34.43 69,204.30 34.43 69,204.30
Sealinc ofc€cks and ioints on existina DccD l.m. t754 62.34 709,344.36 62.34 109.344.36 62.34 109,344.35
Bituminous tack coat. emulsllled asohah ss-1 tonneS 1.2864 50,810.45 65,352.55 50.810.45 65.362.56 50,810.45 55,362.55
Bituminous concrete surface wearing course 50,m. 2010 805.95 1,519,959.50 1,283.01 2,578,850.10 1,602.08 3,220,180.80
Reflectorized thermoDlastlc oavement markinr sq.m. t2L.5 3,285.08 399,L37.22 3.285.08 399.737.22 3,285.08 399.737.22
TOTAI COST = 2,263,OO7.94 3,227,898.54 3,463,229.24
UNIT COST/SQ.M. = L,r25.87 1,602.93 1,922.@
Sdcme 83 AC with fabric and course on

Des€ription U nit Quantity Amount Amount Amount
Co5t Cost Cost
AsDhah levelinc course sq.m. 2070 402.98 809,979.75 402.98 809.979.75 402.98 [email protected]
Geotextile Davim fabric with dass reinforcement sq.m. 2010 489.35 983,s93.50 489.3s 983,593.50 489.35 983,593.50
Bituminous tack coat. emulsified asDhah ss-1 tonnes 2.5724 50,810.45 t30.7 25.13 50.810.45 730,725.L3 50,810.45 730.725.73
Bituminous concrete surface wearinl course sq.m. 2070 805.95 1.519.959.50 1.283.01 2.578.850.10 1,602.08 3,220,180.80
Refl ectorized thermoDlastic Davement markins sq.m. 3,285.08 399,737.22 3,285.08 399.737.22 3.285.08 399.137.22
TOTAT COST = 3,943,395.10 4,902,285.70 5,543,616.40
UNIT COST/SQ.M. = 1,961.89 2,438.95 2,758.O2
B4 AC on ACP
Direct lJnit Direct Unit Direct Unit
Descrlption U nit quantity Amount Amount Amount
Cost Cost Cod
Bituminous tack coat, emulsified asDhalt ss-1 tonnes 1.2864 50.810.45 65,362.55 50,810.45 65,362.56 50,810.45 65,362.55
Bituminous concrete surface wearing course sq.m. 2010 805.95 1,619,959.50 1,283.01 2,578,850.10 1,602.08 3,220,180.80
Reflectorized thermoplastic pavement markinc sq.m. 127.5 3,285.08 399.137.22 3,28s.08 39.137.22 3,285.08 399.137.22
TOTAT COST = 2,044,459.24 3,043,349.88 3,584,680.58
UNIT COST/Sa,M. = 7,037.O4 1,514.10 7,433.17
Length = 5@ mts
Width = 6.7 mts
50 mm. AC Overlay 80 mm, AC Ovcrlay 100 mm. AC Orerlay
A2 PCCP Reconstruction with Ac overlav
Total Unit Total Unit Total Unit
Description U nit Qua ntity Amount Amount Amount
Cost Cost Cost
Removal of existing Dcc Davement sq.m. JJ5U 4t3.23 73U,320.50 473.23 1,384,320.s0 4t3.23 7,3U,320.50
Subgrade preparation sq.m. 3350 28.38 95,073.00 28.38 95,073.00 28.38 95,073.00
Attrerate subbase course, 200mm thick so.m. 670 &t.24 429.657.& 647.28 429,6s7.il 6/.1.24 429,657.&
PCC oavement (olain), 200mm thick so.m. 3350 1,033.15 3.451.052.50 3,461,052.50 1,033.15 3,451,052.50
Sealim of ioints of pccp t.m. 2257 L14.34 257.379.U 114.34 257,379.34 7t4.34 257,379.34
Bituminous tack coat, emulsified asphalt ss-1 ronnes 2.7872 66.759.t7 184.398.84 56.159.17 184,398.84 65,159.17 184,398.84
Bituminous concrete surface wearing course so.m. 3350 673.82 2.257.297.OO
Reflectorlzed thermoplastic pavement marking (yellow) so.m. t2 865.52 10.399.44 866.62 10,399.214 866.62 10.399.44
Reflectorlzed thermoplastic pavement marking (white) so,m, 202.5 459.42 774.O32.55 859.42 174,O32.55 4s9.42 t74,O32.55
TOTAL COST = 4,253,670.77 5,996,3t3.77 5,996,373.77
UNIT cOST/Sq.M. = 2,463.76 7,749.94 L7A9.94

Total Unit
Description Unit quantity Amount
Cost
Sealingofcracks and ioints on existing pccp l.m. 2926 Lt4.U 334,558.84
Geotextile paving fabric with glass reinforcement sq.m. 670 553.13 437,597.70
Bituminous tack coat, emulsmed asphalt ss-l tonnes 2.7472 66,159.17 184,398.84
Bituminous concrete surface wearing course sq.m. 3350 673.42 2,257,297 .OO
Reflectorized thermoplastic pavement marking (yellow) sq.m. L2 466.62 10,399.rt4

Reflectorized thermoplastic pavement marking (white) sq,m. 202.5 4s9.42 774,032.55
TOTALCOST= 339A,2A3-77
UNIT cosT/sQ.M. = 1,014.41
SchemeA5 AC on PCCP
Total Unit
Description Unit Q.uantity Amount
Cost
Sealing ofcracks and ioints on existinc pccp l.m. 2926 Lt4.4 334,558.84
Bituminous tack coat, emulsified asphalt ss-1 tonnes 2.144 66,159.17 t47,U5.26
Bituminous concrete surface wearing course sq.m. 3350 673.42 2,257,297.@
Reflectorized thermoplastic pavement marking (yellow) sq.m. 72 6bb.bz 10,399./t4
Reflectorlzed thermoplastic pavement marking (white) sq.m. 202.5 859.42 174,032.55
TOTALCOST= 2,918,133.09
Length= 300 mts
Width = 6.7 mts
50 mm. AC Overlay
Scheme 84 AC Overlav on existinc AcP
Total Unit
Cost
Bituminous tack coat, emulsified asphalt ss-1 tonnes 7.246,. 56,159.17 8s,107.16
Bituminous concrete surface wearing course sq.m, 2010 673.82 1,354374.2O
Reflectorized thermoplastic pavement markine (vellow) sq.m, ll 866.62 t7,265.06
Reflectorized thermoplastic Davement markins (white) sq.m. ttt.t 859.42 104,419.53
TOTAL COST = 1,5s5,170.9s
C. SHOUIDER
Length = 100 mts

Width = mts
Scheme Sl Gravel Shoulder with AcP

Total Unit
Cost
SubSrade Preparation sq,m. 150 28.38 4,257.OO
Aggregate Base Course (150mm thk.) cu.m. 954.74 27,464.15
Prime Coat tonnes 0.23 68,291.43 15,707.O3
Bituminous concrete surface wearing course sq,m. 150 673.42 101,073.00
TOTAL COST = 142,505.18
u N rT cosT/sQ.M .= 950.03
scheme S2 ACP Overlaid with AcP

Total Unit
Cost
Bituminous tack coat, emubmed asphalt ss-1 tonnes 0.11 66,759.!7 7,277.57
Bituminous concrete surface wearing course sq.m. 150 673.42 101,073.00
TOTAL COST = 108,350.51
UNIT COST/SQ.M, = 722.U
LOT 2.2 |tolt O-CAP|Z ROAD
A. CONCREIE PAVEMENT
Iength = 500 mts
Width = 6.7 mts
50 mm. AC Overlay 80 mm. AC Overlay 100 mm, AC Overlay
Al concrete re-blockinc and Ac overlav
Cost Cod Cost
Remova I of existinc pcc pavement s{.m. 570 260.39 77 4.467.30 250.39 t7 4.467.30 260.39 174.461.30
Subgrade preparation sq.m. 670 20.31 13,607.70 20.3r 73.607.70 20.31 13,607.70
PCC Davement (olain). 230mm thick sq.m. 670 1,045.88 700,739.50 1,045.88 700,739.60 1,045.88 700.739.60
Eituminous tack coat. emulsified asDhalt ss-1 tonnes 2.144 52,907.54 t73,433.77 52,907.54 r73,433.77 52,907.54 7r3,433.77
Bituminous concrete surface wearing course sq.m. 3350 640.67 2,t46,2M.50 1.108.20 3 .7 72.470.0O t.277.51 4,259,558.50
Sealins ofcracks and ioints on exidins pccp l.m. 2926 62.44 182,816.48 62.44 182,816.48 62.48 182,816.48
Refl ectorized thermopla5tic pa\/ement ma rking sq.m. 202.5 3,078.30 3,078.30 623.355.75 3,078.30
TOTAT CosT = 3,954,559.10 5,520,884.60 6,067,973.LO
uNlT cosT/sQ.M. = 1,180.50 1,548.03 1,811.34
Scheme A2 PCCP Recondruction. No AC

Dired U n it Direct Unit
Amount Amount
Cod Cost
260.39 872,306.50 a7 2,306.50
20.37 68,038.50 20.37 68,038.50
1,045.88 3,503,698.00 1,045.88 3,503,698.00
62.48 740.642.48 62.48 740,642.48
3,078.30 623,355.75 3,078.30 523,355.75
TOTAL COST = 5,204,O4L.23 5,2O4,O4t.23 5,204,o47.23
UNIT COST/SQ,M. = 7,554.64 1,554.54 r,554.U
Dired Unit Direct unit Dired Unit
Cost Cost Cod
Sealinq ofcrack and ioints on existins occp l.m. 2926 62.44 L42,476.44 62.44 182.816.48 62.44 182,815.48
Geotextile Davinr fabric with class reinforcement sq.m. 670 489.3s 327,46/..50 489.35 327,464.50 489.35 327,464.50
Bituminoustack coat, emulsified asphalt ss-1 ronnes 2.7472 52s07.s4 r47.463.90 52.907.s4 747.463.90 52.907.54 147.463.90
Bituminous concrete surface wearing course sq.m. 3350 640.67 2.746.244.50 1,108.20 3,712,470.O0 7,27 t.57 4,2s9,558.50
Reflectorized thermoplastlc pavement marking sq.m. 202.5 3,078.30 623,35s.7s 3,078.30 623,355.75 3,078.30 623,355.75
TOTAL COST = 3,427,745.L3 4,993,970.63 5,541,059,13
UNIT CosT/sQ.M. = 7,023.27 t,490.7 4 1,654,05
Crack and Seat and AC
Cost Cod Cost
Crack and seat ofexistins DccD (with asDhalt levelinq coursel sq.m. 670 619.10 474.797.OO 619.10 414.797.OO 619.10 4t4,797.OO
Bituminous tack coat. emulsilied asohalt sn1 tonnes 2.7872 52.907.54 52.907.54 147,463.9 s2,907.54 747,453.90
Bituminous concrete surface wearinc course sq.m. 640.67 '47.463.90
2,146,2M.50 1,108.20 3,7t2,470.@ L27r.5L 4_259.558.50
Refl ectorized thermoplastic pavement marking sq.m. 202.5 3,078.30 623,355.75 3,078.30 523,355.75 3,078.30 523,355.75
TOTAT COST = 3,331,861.15 4,898,085.65 5,445,t75.75
UNIT COST/SQ.M. = 994.59 r,462.72 L,625.43
Sch€mc A+2 Crack and Seat with refledion crack control and AC
Cost Cost Cost
Crack and seat of exidinc DccD (with as9halt leveling course) sq.m. 670 619.10 4r4,797.OO 619.10 414.797.OO 619.10 4t4.797.OO
Bituminous tack coat, emulsified asohalt ss-l tonnes 2.747 2 52,907.54 147,463.90 52p07.54 147,463.90 52,907.54 147.463.90
Geotextile Davins fabric with qlass reinforcement so. m. 670 489.35 327.464.50 489.35 327 ,464.50 489.35 327,464.50
Bituminous concrete surface wearinq course sq. m. 640.67 2,746,244.50 1.108.20 3,772,470.OO 1,277.57 4,259,558.50
Reflectorized thermoplastic pavement marking sq.m. 259.47135 3,078.30 798,730.66 3,078.30 798.730.56 3,078.30 798.730.56
TOTAT COST = 3,835,100.55 5,401,326.05 5,948,414.55
UNIT COST/SQ.M. = t,7M.87 7,6L2-34 7,775.65
SchcmeA/[ AC with
quantity Dired Unit Direct Unit Direct LJnit
Cost Cost Cod
Sealinc ofcracks and ioints on existinr occD l.m. 62.48 182,816.48 62.44 182.816.48 62.44 182,815.48
fuohah levelinl course sq,m. 670 320.34 274,524.45 320.34 2t4.624.45 320.34 274.624.45
Geotextile pavins fabric with glass reinforcement sq.m. 670 489.35 327.464.50 489.35 327,464.50 489.35 327,854.50
Bituminous tack coat, emulsified asphalt ss-1 IOnnes 2.7472 52.907.54 747.463.90 s2.907.54 147.463.90 52.907.54 747.463.90
Bituminous concrete surhce wearint course sq.m. 3350 &0.67 2,746,244.50 1,108.20 3,7 12,47 0.OO 7,271.57 4,259,558.50
Refledorized thermoplastic pavement marking sq.m. 202.5 3.078.30 623.355.75 3,078.30 623.355.75 3,078.30 623,355.75
TOTA| COST = 3,642,369.54 5,208,595.08 5,755,683.58
UNIT cosT/sQ"M. = \o47.27 1,554.80 1,718.11
AC on PCCP
Cost Cost Cost
Sealinc ofcracks and ioints on existinc pccp l.m. 62.48 182,816.48 62.48 182,816.48 52.48 182,816.48
Bituminoustack coat, emulsified asphalt ss-l tonnes 2.744 52.907.54 7I3.433.77 52,907,54 7r3,433.77 52.907.s4 113,433.77
Bituminous concrete surface wearins courso sq.m. 3350 6/,0.67 2.t46jU.5O 1,108.20 3,7t2,470.OO 1,271.s1 4,259,558.50
Refl ectorized thermoplastic pavement marklnl sq.m. 202.5 3,078.30 623,355.75 3,078.30 623.355.7s 3,078.30 623.355.75
ToTAL COST = 3,065,850.50 4,632,O76.N 5,179,154.50
UNIT COST/SQ,M. = L342.77 7,546.O2
B. AC PAVEMENT
length = 300 mts
Width = 6.7 mts
50 mm. AC Overlay 80 mm. AC Overlay 100 mm. AC Overlsy
Schem€ 81 Reconstruction ofexistinr AC Dav€ment
Cod Cost Cost
Removal of existinc ac oavement sq.m. 2010 34.43 69,204.30 34.43 59.204.30 34.43 69,204.30
5ub(rade prepardtion ronneS 2010 20.31 40,823.10 20.3L 40,823.10 20.31 40.823.10
Bituminous orime coat, cut-back asohah mc-70 tonnes 57.005.21 t56,975.25 57.OO5.2l L56,975.25 57,005.21 1s6,975.25
Bituminous concrete surface wearinr course sq.m. 2010 uo.67 t,247,746.70 1,108.20 2,227,4A2.OO 7,271.57 2,555,73s.10
Reflectorized thermoolastic Davement markinc sq.m. 727.5 3,078.30 374.O73-45 3.078.30 374.O73.45 3,078.30 374,013.45
TOTAL COST = L,928,762.80 2,868,498.10 3,796,757.20
UNIT COST/SQ.M. = 959.58 !,427.71 L,590.42
Scheme 82 Reconstruction ofAC Pavement on PCCP

Cost Cost Cost
Removal of exidins ac Davement sq.m. 2010 34.43 69.204.30 34.43 59,204.30 34.43 69,204.30
Sealinc ofcracks and ioints on existinc DccD l.m. 7754 62.44 109,589.92 62.44 109.589.92 62.48 109,589.92
Bituminous tack coat, emulsified asphalt ss-l ronnes 7.2464 52,907.54 68,060.26 52,907.54 58,060.26 52.907.54 68,060.26
Eituminous concrete surface wearing course sq.m. 2010 640.67 1,247,746.70 1,108.20 2,227,482.OO r,277.57 2,555,735.10
Refl ectorized thermoDlastic Davement markint sq.m. 1.27.5 3,078.30 374.013.45 3.078.30 374.073.45 3,078.30 374.O13.45
TOTAL COST = 1,908,614.63 2,444349.93 3,176,@3.03
uNrT cosT/sQ.M. = 949.55 1,477.O9 1,580.40
AC fabric and course on
Cost Cost Cost
Asphah levelinc course so.m. 20lo 320.34 643,873.3s 320.34 u3,473.35 320.34 643,873.35
Geotextile Davins fabric with class reinforcement so.m. 20to 489.35 983,593.50 489.35 983,593.50 489.35 983,593.50
Bituminous tack coat, emulsified asphah ss-1 tonnes 2.5728 52.907.54 736,120.52 52,907.54 736,120.52 52907.54 136,120.52
Bituminous concrete surface wearins course so.m. 2010 640.67 L.287.746.70 1,108.20 2,227,4A2.OO 7,277.5r 2,555.735.10
Refledorized thermoolastic Davement markinc so.m, 121.5 3,078.30 374,073.45 3,078.30 374.013.45 3,078.30 374,OL3.45
TOTAT COST = 3,425,347.52 4,365,082.82 4,693,335.92
UNIT COST/SQ.M. = 7,704.75 2,777.* 2,334.99
E4 AC on ACP
Cost Cost Cost
Bituminous tack coat, emulsified asphalt ss-1 tonnes r.2864 52.907.54 68.050.26 s2,907.54 68,060.25 52,907.54 68,050.26
Bituminous concrete surhce wearinr course sq, m, 2010 640.67 7,247,746.70 1,108.20 2,227,4A2.OO 1,277.5r 2.5S5.735.10
Reflectorized thermoplastic pavement markinS so. m. 121.5 3,078.30 37 4.O73.45 3,078.30 374.013.45 3,078.30 374,O73.45
TOTAL COST = r,729,820.4L 2,669,555.71 2,997,8o8.8r
UNIT cosT/SQ.M. = [email protected] 7,328.14 1,49t.45
toT 2.2 lto .o{aPlz RoAD
A COI{CRETE PAVEMENT
LenSth = 500 mts
width = 6.7 mts
50 mm. AC Oreday 80 mm. AC Ove?lay 100 mm. AC otreday
AC Overlav with Pavinr Fabric
quantity Total Unit Total Unit Totalunit
Cost Cost Cost
sealinr of cracks and ioints on existinc Dccp I.m. 2926 774.54 335,261.08 114.58 335,261.08 114.58 335,261.08
Geotextile paving fabric with glass reinforcement sq.m. 670 655.58 439_238.60 655.58 439,234.& 65s.58 439,234.@
Bltuminous tack coat, emulsified asphalt ss-1 tonnes 2.7872 9.7u.42 180.557.14 u.7u.42 180,567.14 u.7u.42 180,567.14
Bituminous concrete surface wearinr course sq.m. 3350 667.69 2.236.757.50 1,065.85 3.570.597.s0 1,358.08 4,583,068.00
Refl ectorized thermoplastic pavement marking (yellow) sq.m. 30 882.05 26,467.4O 882.06 26,451.W 882.05 25,467.4O
Reflectorized thermoplastic pavement marking (white) sq.m. 202.5 874.a6 177.L59.rs 874.86 r77,759.75 874.85 177,159.ls
TOTAL COST = 3,395,449.27 4,729,245.27 5,74L,755.77
uNrT cosT/sq.M. = 1,013.57 7,471.73 L,713-96
Att-1
quantity Total Unit Iotal Unit Total Unit
Cost Cost Cost
Crack and seat of exlstinq occD (with a3ohalt levelinr coursel sq.m. 670 737.43 494,346.r0 737.83 49,v6.to 737.A3 494.346.10
Bitumlnous tack coat. emulsified asohalt ss-1 tonnes 2.7472 4,78/..42 180.557.14 il,7w.42 180.567.14 u.7u.42 180.557.14
Bitumlnous concrete surfac€ wearinc course sq.m. 3350 667.69 2,236,761.50 1,065.85 3.570.597.s0 1,358.08 4.583.068.00
Reflectorlzed thermoplastic pavement markina (yellow) 5q.m. 30 882.06 26,46t.W 882.06 25.461.80 882.06 26,467.4O
Reflectorized thermoplastlc pavement markinc (white) sq.m. 202.5 874.46 177.159.15 874.85 874.46 r77,7s9.15
TOTAL COST = 3,115,295.69 4,449,131.69 sA6L,602.r9
UNIT cosT/SQ.M. = 929.94 t,328.70 1,630.33
A5
Total Unit Total Unit Total Unit
Cost Cost Cost
sealinr of cracks and iolnts on existint pccp l.m. 2926 114.58 335,261.08 114.58 335,261.08 114.58 335,251.08
Bituminous tack coat. emulsified asDhalt ss-1 tonnes 2.t44 u.7u.42 138.897.80 4.7u.42 138.897.80 4,7u.42 138,897.80
Bitumlnous concrete surface wearinq course sq.m. 3350 567.69 2,236,76t.50 1.065.85 3.570.597.50 1,368.08 4,583,068.00
Rcflectorlzed thermoplastlc pavement marking (yellow) sq,m. 30 882.05 25,461.80 882.05 26.467.AO 882.05 26,451.80
Refl actorlzed thermoplastlc pavement marking (white) sq,m. 202.s 874.86 177.759.t5 874.86 177.759.75 874.86 177,159.15
TOTAL COST = 2,9t4,541.33 4,24A377.33 5,2@,U7.43
UNIT COST/SQ.M. = 870.01 1,[email protected] 1,s70.40
rrorro{APrz RoAD
B. AC PAVEMEI{T
Length = 300 mts
Width = 6.7 mts
50 mm, AC Overlay 8{t mm. AC Ove.lay l(x, mm. AC Ovejlay
81 Reconstruction of existinr AC Davement
Total Unit Total Unit TotalUnit
Cost Cost Cost
Removal of existinr ac Davement sq.m. 2010 48.30 97,083.00 48.30 97.083.00 48.30 97.083.00
subcrade preDaration sq,m. 2070 28.97 58,109.10 28.91 58,109.10 28.91 58,109.10
Aqqreeate subbase course. 200mm thick cu,m. 402 554.18 262p40 36 554.18 252,980.36 554.18 262,94O36
crushed affrerate base course, 20omm thick cu.m. 402 973.63 397,399.26 973.63 391,399.26 973.63 391,399.26
Bituminous prime coat, cut-back asphalt mc-70 tonnes 2.7537 66,932.87 184.313.04 65,932.47 184,313.04 66,932.87 78r'..3t3.U
Bituminous concrete surface wearint course sq.m. 2010 667.69 1,342,056.90 1,065.85 2,r4L358.5O r,358.08 2,749.8r',O.4O
Reflectorized thermoplastic pavement marking (yellow) so.m. 882.06 26,46t.80 882.05 26161.80 882.06 26,461.80
Refleclorized thermoplastic pavement marking (whlte) so.m. tzL.5 874.86 to6,295.49 874.85 106,295.49 474.86 106,295.49
TOTAL COST = 2,468,598.95 3,269,000.55 3,476,442.45
UNIT cosT/sQ.M. = 7,224.27 r,626.37 L,924.60
of Ac Pavem€nt on PCCP
TotalUnit Total Unit TotalUnit
Cost Cost Cost
Removal ofexistinc ac Davement sq.m. 2010 48.30 97,083.00 48.30 97.083.00 48.30 97.083.00
Seallm of cracks and ioints on exlstlnc pccp t.m. 7754 114.58 200,973.32 114.58 200,973.32 114.58 200,973.32
Bituminous tack coat. emulsified asohalt ss-1 tonnes 7.246/. u.7u.42 83,338.68 9,7u.42 83.338.68 9.7u.42 83,338.68
Bitumlnous concrete surfa@ wearim course so.m. 2010 667.69 1.342.056.90 1,065.85 2,142354.5O 1,358.08 2.749.84O.4O
Refl€ctorized thermoplastic pavement marking (yellow) so.m. 882.06 2646t.8O 882.06 25467.4O 882.06 26,461.80
Reflectorized thermoplastic pavement marking (white) so.m. lrl ( 874.86 705,295.49 874.86 to6,295.49 474.46 106,295.49
TOTAL COST = 1,855,209.19 2,655,510.79 3,253,993.09
uNrT cosT/sQ.M. = 923.49 7,327.65 1,623.88
Scheme84 Ac on ACP
TotalUnit Totel Unit TotalUnit
Cost Cost Cost
Bituminous tack coat, emulsified asphalt ss-l ronneS 7.2464 4.7u.42 83.338.68 u,7u.42 83,338.68 9,7u.42 83,338.68
Bituminous concrete surface wearint coutse sq.m. 2010 667.69 1,342,056.90 1,055.85 2,142354.5O 1,368.08 2.749.8/,0.40
Reflectorized thermoplastic pavement marklng (yellow) 50.m. 30 882.06 26,467.AO 882.06 26,461.4O 882.06 26,467.4O
Reflectorized thermoplastic pavement marking (whlte) so.m. 121.5 874.86 L06,295.49 874.86 106,295.49 874.86 706,29s.49
TOTAI COST = 1,558,152.87 2354,454.47 2,965,936.77
uNrT cosT/sa"M. = 775.20 7,773.36 1,475.59
ltottro{lPtz RoaD
C. SHOI.'TD€R
Leryth = IOO mts
Width = 1.8 mts
Sl Gravel shoulder with ACP

Total Unit
Description Unh Quantity Amount
Cost
SubErad€ Preparation so.m. 180 28.91 5,203.80
Amrerate Base couBe (150mm thk.) cu,m. 27 973.63 26,2AA.Ol
Prime Coat tonnes 0.28 66,932.47 ra,74r.20
Bltumlnous €oncrete surface wearing course sq.m. 180 667.69 120.18/.20
TOTATCOST= 170,417.27
UNIT COST/SQ,M. = s6.76
GravelShoulder
Total Unlt
Descriptlon Unit Quantity Amount
Cost
Subgrade Preparation sq.m. 180 28.91 5,203.80
Atrretate Surface corirse cu.m. 27 994.68 26,856.36
TOTATCOST= 32,060.16
UNll COST/SO"M. = 178.11
rOT 3.2 IUTUAN-CAGAYAN DE ORO-ILIGAN CITY ROAo (Mlsamls Orl.ntrll
A COt{Ci3Tl PAVEMENT
Leneth = 500 mts
Width = 6.7 t; 5{l mm. AC Overlay m mm. AC Orerlay 10O mm. AC olrerlay
rlockinc and AC Overlav
Description U nit Qu.ntity Amount Amount Amount
Cost Cost Cost
rxlstlnc pavement PCC Pavement so.m. 670 2@.?9 174,461.30 [email protected] 774.46t.30 2ffi.39 774.461.30
subirtda Dl!paration sq.m. 670 19.O0 72,730.OO 19.O0 12,730.00 19.00 72,730.0O
PCC P.v.m.nt 230 mm thk sq.m. 674 1,182.13 792.027.tO 1,182.13 792.027.L0 1,182.13 792.027.\O
l|ck cort tonnes 2,L44 s3,431.81 114.557.80 53431.81 114.557.80 53.431.81 114.557.80
Bltumlnout concrete surface sq.m. 3350 559.02 1,872.777.OO 887.90 2,974,465.00 1,108.20 3.772.470.OO
s llnl of lolnts Lm. 2926 180,973.10 61.85 180,973.10 61.85 180,973.10
trtlc raflectorized pavement marking sq.m. 202.5 I e1? t1 772.!75.O3 3,813.2I 772.L75.03 3,813.21 772,775.O3
TOTAT COST = 3,919,641.33 5,021,389.33 s,759,394.33
UNIT cosT/SQ.M. = Lr7O.M 7,494.92 1,779.22

Amount Amount
Cost Cost
[email protected] 872,306.50 2&.39 872,305.50
19.00 63,650.00 19.00 53.550.00
7,742.13 3,960,135.50 7,742.r3 3,960,135.50
51.85 L39,224.35 61.85 139,224.35
3,4t3.27 772,775.O3 3,a13.2L 772,L75.O3
TOTAL COST = 5,4O7,497.38 5,807,491.38 5,807,491.38
uNrr cosT/sQ.M. = 1,733.58 1,733.s8 1,733.58

Amount Amount
Cost Cost
61.85 180.973.10 61.85 180,973.10
489.35 327.a6/..SO 489.3S 327.864.50
53,431.81 744,925.14 53,431.81 t44,925.74
887.90 2,974,465.00 1,108.20 3,772,470.OO
3,813.21 772,175.03 3,813.21 772,775.O3
TOTAL COST = 3,302,654.77 4,404.,402.77 s,r42,407.77
UNrT COST/Sa.M. = 985.87 t,374.75 1,535.05
50 mm. AC Oveday 80 mm. AC Olrerlay 100 mm. AC Oveday
SchemeA+1 Crack and Seat and AC
quantity TotalUnit Total Unit Total Unit

Cost Cost Cost
crack and seat with asphalt levellim course so.m. 670 47t.572.50 703.75 477,5r2.50
Tack coat ronnes 2.7472 62,677.O! 774,676.U 62,67 7.Ol 174.676.&
Bituminous concrete surface sq.m. 3350 2,722,6ffi.50 1.011.50 3,388,525.00
ThermoDlastic refledorized oavement markine (vellow) sq.m. 180 866.05 1ss,889.00 866.05 15s.889.00
fhermoplastic reflectorized pavement marking (white) sq.m. 202.5 858.85 773,9L7.13 858.85 773.977.73
ToTAL COST = 3,O98,655.76 4,3U,520.26
uNtT cosT/sQ.M. = 924.97 7,302.U
Scheme Ai!-2 crack and seat with reflection crack control and Ac
Cost Cost Cost
crack and seat with asphalt levellinc course sq.m. 670 401.10 [email protected] 401.10 264,737.00 401.10 268,737.OO
Tack coat tonnes 2.7472 53.431.81 148.925.14 53,431.81 744,925.!4 53,431.81 148.92s.74
Geotextile Davinc fabric with reinforcement sq.m. 610 489.35 321,864.50 489.35 327.A&.50 489.35 327.8s.5O
Bituminous concrete surface sq.m. 3350 559.02 r.472.777.OO 887.90 2,974,465.00 1,108.20 3,772,470.OO
ThermoDlastic reflectorized Davement marking sq.m. 226.4037 3.8L3.27 863,322.56 3,813.21 863,322.56 3,4t3.27 863,322.56
TOTAL COST = 3,481,566.21 4,s43374.27 5,327,3r9.27
UNIT COST/SQ.M. = I,O39.27 1,368.15 1,588.45
SchemeM AC with Fabric land Course

Cost Cost Cost
Sealins of ioints t.m. 2926 110.09 322,t23.U 110.09 322.L23.34
Geotextile Davinc fabric with reinforcement sq.m. 670 656.76 440.O29.20 656.76 MO,029.20
Tack coat tonnes 2.7472 L74.676.4 62,677.O1 174,676.U
Bituminous concrete su rface sq.m. 3350 633.63 2,722,660.50 1.011.50 3.388.525.00
Thermoplastic reflectorized oavement markinc (vellow) sq.m. 180 155,889.00 855.05 155,889.00
Thermoolastic reflectorized Davement markinc (white) sq.m. 202.5 858.8s 773,977.73 858.85 173,977 .r3
TOTAL COST = 3,389,295.80 4,6s5,160.30
UNIT cosT/sQ.M. = I,O7t.73 1,389.60
SchemeAs AC on PCCP
Cost Cost Cost
sealinc of ioints and cracks t.m. 2926 110.09 322.r23.U 110.09 322.723.34
Tack coat tonnes 2.tM 62.67 |.07 134.356.65 62.677.OL 134.366.65
Bituminous concrete surface sq.m. 3350 533.53 2.722,[email protected] 1,011.50 3.388.525.00
Ihermoplastic reflectorized oavement markinc (vellow) sq.m. 180 866.05 155,889.00 866.05 1ss.889.00
Thermoolastic reflectorized Davement markinc (white) sq.m. 202.5 858.85 773.977.73 858.85 173.977.73
TOTAL COST = 2,908,956.61 4,L74,421.7t
uNrT cosT/sq.M. = 868.35 7,246.22
I B. AC PAVEMENT
Length =
width =
300
6.7
mts
mts
5o mm. Ac overlay 80 mm, AC Overlay 1@ mm. AC Overlay
rn of existinq AC
quantity TotalUnit Total Unit TotalUnit

Cost Cost Cost
Removal of existinc asDhalt Davement sq,m. 2010 46.O5 92.550.50 46.05 92.560.50
Subgrade preparation ronnes 2010 1'' <l 55,295.10 27.57 55,295.10
Prime coat tonnes 2.7537 4,772.38 178.363.70 &,772.38 L78,363.70
Tack Crat tonnes 62,677.07 772.577.76 62,67r.O7 t72.577.16
Bituminous concrete surface sq.m. 2010 533.63 1,273,596.30 1,011.50 2,033,115.00
Ihermoolastic reflec'torized Davement markine (vellow) sq.m. 105 866.05 91,801.30 856.05 91,801.30
Ihermoolastic reflectorized Davement markins (white) sq.m. 121.5 E58.8s 104,350.28 858.8s 104,350.28
TOTAL COST = r,96€,s44.34 2,724,063 .O4
uNrT cosT/sQ.M. = 97934 r3fl.2s
Scheme 82 Reconstruction of AC Pavement on PCCP (on
quantity Total Unlt lotal Unit Total Unit
Description U nit Amount Amount Amount
Cost Cost Cost
Removal of existinc asDhalt pavement sq.m. 2010 46.05 92,560.50 45.05 92.550.50
S€alinc of ioints and cracks t.m. 7754 110.09 193,097.86 110.09 193.097.86
fack coat tonnes r.286r'. 62,67r.O7 80,519.99 62.577.01 80.619.99
Bituminous concrete surface course sq.m. 2010 633.53 L,273,596.30 1,011.50 2,033,115.00
ThermoDlastic reflectorized oavement markins (vellow) sq.m. 106 E66.05 91,801.30 865.05 91.801.30
ThermoDlastic reflectorized Davement markins (white) sq.m. 121.5 Es8.85 104.350.28 858.85 104.350.28
ToTAL COST = L,836,026.22 2,595,544.92
UNIT cosT/Sq.M, = 913.45 r,297.32
Scheme 83 Ac on
Total Unlt Total Unit TotalUnit
Cost Cost Cost
Tack coat tonnes L.286/. 62,677.07 80.619.99 62.677.Or 80.619.99
Bituminous concrete surface so.m. 2010 633.63 1,273,596.30 1,011.50 2.033.115.00
Thermoplestic reflectorized pavement marking (yellow) sq.m. 106 t56.05 91,801.30 865.05 91,801.30
Th"rmoolastic reflectorized oavement markins (white) sq.m. t27.5 858.85 104,350.28 858.85 104,350.28
TOTAL COST = 1,550,367.85 2,309,885.s6
UNIT COST/SQ.M, = 77r33 L,r49.20
C SHOUIDENS
Length = 100 mts
Width = 2.5 mts
Gravel ShouHer with ACP

Total Unit Total Unit TotalUnit
Cost Cost Cost
subgrade Preparation so.m. 250 27.51 6,877.50
Acrrecate Base Course (l50mm thk.) cu,m. 37.s 954.r4 35.780.25
Prime Coat tonnes 0.39 68,291.43 26,633.6
Bituminous concrete surface wearinl course so.m. 250 633.53 158.407.50
TOTAT COST = 227,694.91
UNIT cosT/sQ.M. = 910.80
s2
Total Unit TotalUnit Total Unit
Cost Cost Cost
Bituminous tack coat. emulsified asDhah ss-1 ronneS 0.18 66,159.17 11,908.55
Bituminous concrete surface wearint course sq,m. 250 533.63 158,407.50
TOTAL COST = 170,316.1s
UNIT cOsT/SQ.M. = 681.26
tOT 3.2 BUTUAN-CAGAYAN DE ORO-lLlGAN CITY ROAD lMlsamls Orlentall
A. CONCRETE PAVEME'{T
Length= 500 mts
Width = 6.7 mts
50 mm. AC Ovcrlay 80 mm. AC Orarlay
crack and Seat and AC Overlav
Description U nit Qua ntity Amount Amount
Cost Cost
crack and seat with asohalt levellinc course sq-m. 670 703.75 471.572.50 703.75 47t,512.50
Tack coat ronneS 2.7472 62,67t.O1 774.676.s 52,677.O1 774.676.&
Bituminous concrete su rface 5q,m, 3350 533.53 2,722,[email protected] 1,011.50 3,388,525.00
ThermoDlastic reflectorized oavement markinc (vellow) sq.m. 180 856.05 155,889.00 866.05 155,889.00
ThermoDlastic reflectorized oavement markinc (white) sq.m. 202.5 858.85 773.917.73 858.85 t73,9L7.t3
TOTAL COST = 3,098,65s.76 4,36/,52O.26
UNIT CoST/SQ.M. = 924.97 1"302.U
Fabric
Total Unit Tota I Unit
Cost Cost
sealinc of ioints Lm. 2926 110.09 322,723.34 110.09 322.123.34
Geotextile paving fabric with reinforcement sq.m. 670 656.76 440,O29.20 656.76 440,O29.20
Tack coat tonnes 2.7472 62,67r.O7 774,676.9 62,67L.Or 774,676.64
Bituminous concrete surface sq.m. 3350 633.63 2,L22,6ffi.50 1,011.50 3,388,525.00
ThermoDlastic reflectorized Davement markinr (vellow) sq.m. 180 866.05 155.889.00 865.05 155,889,00
fhermoplastic reflectorized pavement marking (white) sq.m. 202.5 858.8s 773,917.13 858.85 773,9r7.13
ToTAL COST = 3,389,295.80 4,655,160.30
UNII coST/SQ.M. = 1,Olt.73 1,389.60
Total Unit
Amount
Cost
110.09 322,123,U
62,6?r.07 134,366,65
1,011,50 3,388,525.00
866.0s 155,889.0O
858.85 t73.9L7.13
ToTAL COST = 2,908,956,61 4,L74,A2t,rl
UNIT CosT/sQ.M. = 868.35 1,246,22
EUTUAN{AGAYAN DE ORGIUGAN CITY ROAD
B. AC PAVEME'{T
Length = 300 mts
Width = 6.7 mts
50 mm. AC Orrerlay 80 mm. AC Orerlay
81 Reconstruction of existinc AC oavement
quantity Total Unit TotalUnit
Description Unlt Amount Amount
Cost Cost
Removal of existinr asphalt Davement sq.m. 20!0 46.05 94550.50 46.05 92.560.50
Subgrade preparation ronneS 20'0 27.57 55,295.10 55,295.10
Crushed Accreatate Base Course, 20Omm thick cu.m. 402 &t0.63 333,913.26 830.63 333,9L3.26
Prime coat tonnes 2.7537 9,77234 ]74363.70 s,77234 t78,363.70
Tack Coat ronnes 2.7537 62,67L.01 772,s77.76 62,677.0L t72,577.16
Bituminous concrete surface sq.m. 2010 633.63 7,273,596.30 1,011.50 2,033,115.00
Thermoolastic reflectorized Davement markinc (vellow) sq.m. 106 865.05 91,801.30 866.05 91,801.30
Thermoolastic reflectorized Davement markinc (white) sq.m. 72t.5 858.85 104.350.28 858.85 104.350.28
TOTAL COST = 2,302,457.@ 3,061,976.30
uNrT cosT/sQ.M. = 1,145.50
AC Pavement on PCCP
TotalUnit TotalUnit
Description Unlt Quantity Amount Amount
Cost Cost
Removal of existlnB asphalt pavement so,m. 2010 46.05 92,560.50 46.05 92,550.50
Sealinq of ioints and cracks l.m. 775/. 110.09 193,097.86 110.09 193,097.86
Tack coat tonnes t.2a6r'. 62,67r.O7 80,619.99 62,677.0L 80,619.99
Bitumlnous concrete surface course 5q,m. 20lo 633.63 7,273,596.30 1,O11.50 2,033.11s.O0
ThermoDlastic reflectorized Davement markinc (vellow) 50,m. 106 866.05 91,801.30 866.05 91,801.30
ThermoDlastic refl ectorized Davement markim (whitel 5q,m. 127.5 858.85 [email protected] 858.85 104,350.28
TOTAL COST = 7,436,026.22 2,595,544.92
UNIT cosT/SQ,M. = 913.45 L,29t.32
B3 ACP
quantity TotalUnit Total Untt

Descrlption Unit Amount Amount
Cod Cost
Tack coat ronnes L2a64 62,677.O1 80,619.99 62,671.O7 80.619.99
Bituminous concrete surface so.m. 2010 633.63 7,273,596.30 1,011,50 2.033.115.00
Thermoplastic refl€ctorlzed prvement marking (yellow) sq.m. 106 866.05 91,801.30 866.0s 91,801.30
Thermoolastic refl€clorlzed oavement markinr (whlte) sq.m, L27.5 858.85 104,350.28 858.8s 104,350.28
TOTAI- CosT = 1,550,367.86 2,309,885.s6
uNrT cosT/sQ.M. = 777.33 7,149.20
BUruAN.CAGAYAN DE ORo.ITIGAN CITY ROAD
C. SHOT'II'ER
LenSth = 100 mts
Width = 2.5 mts
Sdrfiie Sl Gravel Shoulder with ACP

quantity TotalUnit
Description Unit Amount
Cost
SubSrade Preparatlon sq.m. 2SO 27.51 6,877.5O
Arcreqate Base course (15omm thk.) cu.m. 37.5 830.63 31,1118.63
Prime Coat tonnes 0.39 9,77234 25,261.23
Bituminous concrete surface wearinr course sq.m. 250 633.63 158.407.s0
TOTAL COST = 221,594.85
UNIT COST/Sq.M. c 886.78
ACP Ov€rlaid with ACP

quantity TotalUnit
Description Unit Amount
Cost
Bituminous tack coat. emulsified asohalt ss-l tonnes 0.18 62"671.Or 11.280.78
Bituminous concrete surface wearinq course sq.m. 250 633.63 158.407.50
TOTAL COST = 159,588.28
UNfT COST/SQ.M. = 678.75
tOT 3.4 EUKIDI{ONTOTABATO ROAD
A" CO CRETE PAVEMENT

500 mts
6.1 mts
80 mm. AC Ovarlay 100 mm. AC Overhy
Scl|emc A1 Concrete
Dired Unit Direc't Unit
Amount Amount
Cost Cost
260.39 774,467.30 260.39 t7 4,467.30
19.72 12.810.40 72,810.40
778,908.s0 1,162.55 778,908.50
57 ,707.77 722,426.O7 s7.10t.77 r22,426.O7
1,340.35 4,490,206.00 7,673.77 5,507,129.50
61.85 180,973.10 b1.65 180,973.10
? Q11 rl 772.775.O3 3,813.21 772.175.03
TOTAL COST = 4,45t,750.49 6,531,960.39 7,648,883.89
UNIT COST/SQ.M. = L4Sr.27 1,949.84 2,243.25
Direct Unit Dired Unit

Amount Amount
Cost Cost
250.39 872,306.50 260.39 872,306.50
79.72 64,052.@ 19.12 64,052.00
1,162.55 3.894.542.s0 r,152.55 3,894542.50
51.85 r39,224.35 61.85 139,224,35
3.813.21 772,775.O3 3,813.21 772.175.O3
TOTAL COST = s,742,[email protected] s,742,300.38 5,742,300.38
UNIT cosT/SQ.M. = t,714.72 7,714.t2 7,774.t2
Direct Unit Direct Unh

Amount Amount
Cost Cost
61.85 180,973.10 61.85 180.973.10
489.35 327.864.50 489.35 327.&4.50
57.101.71 159,153.89 57.701.77 159.153.89
1,340.35 4.490.206.00 1.673.77 5,607,129,50
3,813.21 3,813.21 772.r75.03
TOTAT COST = 4,260,763.O7 5,930,372.51 7,U7,296.01
uNrT cosT/sQ.M. = r,271.69 7,770.26 2,to3.67
Amount Amount
Co5t Cod
7L9.66 482,172.20 719.66 482,L72.20
57.701.71 159.153.89 57.tOL.7l 159,153.89
t,340.36 4,490,206.OO 1,673.77 5,601,t29.50
3,813.21 772.175.O3 3,813.21 772.775.O3
TOTAT COST = 4,233,497.67 5,903,707.t7 7,O20,630.67
uNrT cosT/sQ.M. = 7,263.73 7,762.30 2,O95.71
and with reflection crack controland AC

Cost Cost Cost
Crack and seat of exiding pccp (with asphalt l.vrllng coq.se) so.m. 670 719.66 442.17 2.20 719.66 4a2.!12.20 7 79.66 4A2.172.20
Bitumlnous tack coat, emulslfled asphalt ss-1 ronnes 2,7872 57.101.71 159,153.89 51,707.77 159,153.89 57,70L.77 159,153.89
Geotextlle pavlng fabric with glass reinforcement sq.m. 670 489.35 327.4&.50 489.35 327,aU.50 4E9.35 327.864.50
Bitumlnous conct€te surface wearinr course so.m. 3350 8r'.t.79 2,819,996.s0 1,340.35 4.490.206.00 7.673.77 5,607,129.50
Reflectorlzed th€rmoplastic pavem€nt ma*ing sq.m. 340.9249s 3,813.21 1,300,018.43 3,8L3.21 1.3m.018.43 3,813.21 1,300,018.43
TOTAL COST = 5,089,205.51 5,759,415.01 7,a76,338.57
UNIT CoST/SQ.M. = t,5!9.77 2,077 .7 4 2,351.15
AC and C.ourse
Direct Unit Dlrect Unit Direct Unft
Des6rlption U nit Quantity Amount Amount Amount
Cost Cost Cost
Sealinr ofcracks and ioints on existinr DccD Lm. 2926 61.85 180,973.10 61.85 180.973.10 51.85 180.973.10
Asphalt l6vellng course so.m. 670 84L.79 563,999.30 841.79 553,999.30 841.79 563,999.30
Geot€xtllc pavlnS fabric with glass relnforcement sq.m. 670 489.35 327.a&-50 489.35 327.84.50 489.35 327,464.50
Bitumlnous tack coat, emulsllled asphah ss-1 tonnes 2.7872 57,tO7.7l 159,153.89 57.701.71 159,153.89 57.L07.7L 159,153.89
Bitumlnous concEte surface wearing cours€ sq.m. 3350 847.79 2,819,996.50 1,340.35 4,49o,205.OO t.673.77 5,607,129.50
Reflectoriz€d th€rmoplastic Davcm€nt markln! sq.m. 202.5 3,873.2r 772,L75.03 3,473.2r 772.775.O3 3.813.21 772,775.O3
TOTAL CosT = 4,824,L62.37 6,494,371.41 7,61X,295.31
uNtT coST/SQ.M. = 7,44O.O5 1,938.62 2,2? 2.O3
Dlred Unh Dir€ct Unit

Amount Amount
Cost Cost
61.85 180,973.10 61.85 180,973.10
57,tOL.7L 722,426.O7 57,707.77 722,426.O7
1,340.36 4,490,206.OO 7.673.77 5,607,129.50
3,813,21 772.775.O3 3,813.21 772,175.O3
TOTAL COST = 3,895,s70.69 5,565,780.19 6,682,703.69
UNIT COST/Sa.M. = 7,762.46 7,667.43 1,994.84
B. AC PAVEMENT
Length = 30O mts
Width = 6.7 mts
50 mm. AC Overlay 80 mm. AC Oveday lm mm. AC Overlay
Sdreme 81 Reconstruction of existins AC Davement
Direct LJnit Direct Unit Dired Unit
Cost Cost Cost
Removal ofexistine ac Davement sq.m. 20LA 34.43 69,204.30 34.43 59.204.30 34.43 59.204.30
Subgrade prepardtion tonnes 2010 19.72 38,431.20 19.12 38,431.20 79.72 38,431.20
Bituminous Drime coat. cut-back asDhalt mc-70 tonnes 2.7537 s7,005.21 156975.25 57.OO5.2r 156,975.25 57.005.21 156,975.25
Bituminous concrete surface wearinq course sq.m. 2010 841.79 1.591.997.90 1,340.36 2,594,t23.60 7.673.77 3.364.277.70
Reflectorized thermoDlastic oavement markine sq.m. 721.5 3,473.27 463,305.02 3,813.21 453,305.02 3,813.21 463,305.O2
TOTAL COST = 2,479,913.66 3,422,039.36 4,092,795.46
UNIT COST/SQ.M. = t,203.94 L;702.57 2,O35.92
82 Reconstruction ofAC Pavement on PCCP

Cost Cost Cost
Removal of existinc ac oavement sq.m. 2010 34.43 69,204.30 34.43 59,204.30 34.43 59,204.30
Sealing ofcracks and ioints on exiding pccp l.m. 7754 61.85 108,484.90 61.85 108,484.90 61.85 108,484.90
Bituminous tack coat. emulsified asohatt ss-1 ronnes 7.2864 57.101.71 73.455.64 57.tO7.7l 73,455.64 57,rOL77 73,455.64
Bituminous concrete surface wearint course sq.m. 2010 8/-7.79 1.591.997.90 1,340.36 2.694.723.60 7,573.77 3,364,277.70
Refl ectorized thermoplastic oav€ment markinc sq.m. 121.5 3,813.21 463,305.02 3,813.21 463.305.02 3,813.21 463,305.02
TOTAT COST = 2,406,447.75 3,408,573.45 4,O74,727.5s
UNIT cosT/sQ"M. = 7,797.24 1,695.81 2,O29.22
cou rse on AC
Description unit qua ntity Amount Amount Amount
Cost Cost Cost
AsDhah levelinr course 50,m. 2070 8/.l.79 1.691.997.90 44t.79 1,69t,997.90 u7.79 1.691.997.90
Geotextile Davim fabric with dass reinforcement sq.m. 2010 489.35 983,s93.50 489.35 983,593.50 489.35 983,593.50
Bituminous tack coat. emulsitied asDhaft ss-l tonnes 2.5728 57.101.71 146.911.28 57.101.71 146.911.28 37.707.11 745,97r.24
Bituminous concrete surface wearint course sq.m. 2010 8r'l.79 1,691,997.90 1,340.36 2,694,723.60 L.673.77 3.364.277.70
Reflectorized thermoplastic pavement marking so. m. 72L.5 3,473.27 463,305.O2 3,873.27 463,305.02 3,813.21 463.305.02
TOTAI COST = 4,977,805.59 5,979,931.29 6,650,085.39
UNIT cosT/sQ.M. = 2,4'16.52 2,975.09 3,308.50

Amount Amount
Cod Cost
57.r0r.77 73,455.64 57 .tO7.7 L 73,455.54
1,340.36 2,694,L23.60 1,673.77 3.364.277.70
3.813.21 463,305.02 3,813.21 463,305.02
TOTAI- COST = 2,228,75a.s5 3,230,444.25 3,901,038.35
UNIT cosT/sQ.M. = 1,108.84 7,607.4t 1,940.82
IOT 3.4 BUI(IDNON.COTABATO ROAD
A. CONCRETE PAVEMENT
Length = 500 mts
Width = 6.7 mts
50 mm. AC Overlay lfi! mm. AC Oveday
Sdreme A3 Ac overlav with Pavinc Fabric
Cost Cost
Sealinc of cracks and ioints on existinc pccD t.m. 2926 113.15 331,075.90 rl5.l5 331.075.90
Geotextile Davine fabric with qlass reinforcement 50.m. 670 654.@ 438,582.00 59t.60 438.582.00
Bituminous tack coat. emulsified asDhalt ss-1 tonnes 2.7472 63,918.19 fi4.152.74 63.918.19 l7A,!52.7a
Bituminous concrete surface wearing course sq.m. 3350 677.s3 2,269,72s.50 7347.57 4.648.359.s0
Reflectorized thermoplastic pavement marking {yellow) sq.m. -to 877.00 74,032.OO 477.00 14,032.00
Refl ectorized thermoDlastic Davement markim (white) sq.m. 202.5 869.80 776,734.50 869.80 776.734.sO
TOTAI- COST = 3,407,703.68 5,786,337.58
UNIT cosT/sQ.M. = 1,077.22 1,727.26
1 Seat and AC
Cost Cost
Crack and seat ofexistinc DccD (with asphalt levelinq course) sq.m. 670 747.46 497.04.6.20 741.86 497,046.20
Bituminous tack coat, emulsified asohalt ss-1 tonnes 2.7472 53,918.19 174.752.74 53.918.19 774.752.74
Bituminous concrete surface wearinc course 5q. m. 3350 677.53 2.269.725.50 L3a7.57 4.648.359.50
Refl ectorized thermoplastic pavement marking (yellow) sq.m. 16 a77.OO 14.032.00 877.00 14,032.00
Reflectorized thermoolastic oavement markine (white) 50.m. 202.5 869.80 176.134.50 869.80 176,134.50
TOTAL COST = 3,135,090.98 s,573,724.94
UNIT CoST/SQ.M. = 935.85 1,645.89
on PCCP
Cost Cost
Sealinc of cracks and ioints on existins pccD l.m. 2926 113.15 331,076.90 -t15.-t) 331.076.90
Bituminous tack coat, emulsified asDhalt ss-1 tonne5 2.744 63,918.19 737,040.60 63,918.19 t37.0/,O.&
Bifuminous concrete surface wearing course sq.m. 3350 677.53 2,269,72s.50 7347.57 4,648,359.50
Reflectorized thermoolastic oavement markinq lvellowl 5q.m. 16 877.OO 14.032.00 a77.OO 14.032.00
Refl ectorized thermoolastic Davement markinc (whitel sq.m. 202.5 859.80 776,t34.50 869.80 176,134.50
TOTAL COST = 2,928,009.50 5,306,643.50
UNIT COST/SQ.M. = 874.03 t,58/.07
BUKIDNON{OTABATO ROAD
B. AC PAVEMET{T
100 mm. AC otrerlay
Total Unit
Amount
Cost
53.918.19 82.224.36
L347.57 2,749,O15.70
477.OO 74,O32.OO
869.80 105.680.70
TOTAL COST = 7,563,772.36 2,990,952.76
UNIT COST/SQ"M. = 77a.OO 1,488.04
C SHOUTDER
Length = 100 mts
Width = 3 mts
Sdreme Sl GravelShoulder with Gravel

Descrlptlon Unit Qua ntity Amount Amount
Cost Cost
Subrrade Preoardtion sq.m. 300 24.78 8,634.00
Arcrecate Surface Course cu.m. 45 1,779.27 53.067.1s
TOTAL CosT = 51,701.r5
tOT 3.1 DIPIOLOGOROCIUIErA ROAD
A CONCREIE PAVEMENT
Length = 500 mts
Width = 6.7 mts
50 mm. AC Orerlay 80 mm. AC Ov€rlay 100 mm. AC Overlrt
Sdrrme Al Concrete re-blockinc and AC Overlav
Oirect Unit Direct U n it Direct Unit
Description Un it quantity Amount Amount Amount
Cost Ldst Cost
Removal of existins Dcc oavement sq,m. 674 260.39 714,46L.30 260.39 77 4.46L.30 260.39 774,461.30
Subcrade oreparation sq,m. 670 25.31 t6.957.70 25.31 76,957.70 25.31 t6.957.70
PCC oavement (olainl. 230mm thick sq,m. 670 1,023.04 58s.436.80 7,O23.M 685.436.80 1,023.04 685,436.80
Bituminous tack coat, emulsified asDhah ss-1 tonnes 2.144 55,895.89 119.840.79 55,895.89 t79.8r',0.79 ss.895.89 119.840.79
Bituminous concrete su rface wearint course sq.m. 544.80 1.825,080.00 865.15 2,898,252.50 t,079.76 3,617,196.00
Sealinr ofcracks and iolnts on existinr occD l.m. 2926 b-t-65 180,973.10 b1.65 180.973.10 61.85 180,973.10
Reflectorized thermoplastic pavement marking sQ.m, 3.813.21 772.775.O3 3,813.21 772,175.O3 3.813.21 772.t75.O3
TOTAT COST = 3,77 4,924.7 7 4,E/.4,@7.21 5,567,0d,O.71
UNIT COST/SQ"M. = 1,t26.84 t,447.79 1,661.80
Dlrect Unit Direct Unit Dlred Unit

Cost Cost Cost
Removalof existim Dcc Davement 5q,m. 3350 260.39 872,305.50 260.39 872,306.s0 260.39 872,305.50
Subgrade preparation sq.m. 3350 25.37 84.788.50 25.31 84.788.50 25.3L 84.788.50
PCC pavement (plain), 230mm thick so.m. 3350 7,O23.O4 3,427,784.00 1.023.04 3,427,r84.OO L,O23.O4 3,427.L8/,.OO
Sealinc ofcracks and ioints on existinq DccD l.m. 2257 61.85 r39,224.35 51.85 L39.224.35 61.85 739,224.35
Refl ectorized thermoplastic pavement marking sq.m. 202.5 3.813.21 772.775-O3 3,813.2L 772,775.03 3,8t3.27 772,r75.O3
TOTAT COST = 5,295,67a38 s,295,678.38 s,295,678.38
UNIT COST/SQ.M. = 1,580.40 1,5aO.aO 1,54O-80

Amount Amount
Cost Cost
61.85 180,973.10 61.85 180,973.10
489.35 327.a64.50 489.35 327,46/..50
55,895.89 155,793.02 55,895.89 155.793.02
865.15 2,898,252.50 7,O79-76 3,617,196.00
3.4L3.27 77 2.t75.O3 3,813.21 772,r75.O3
ToTAL COST = 3,261,885.65 4,335,058.15 5,054,001.65
UNrT cosT/SQ,M. = 973.70 7,294.O5 1,508.55
A:l-l Crack and Seat and AC
Cost Cost Cost
Crack and seat ofexistine DccD (with asohalt levelin. coursel sq.m. 670 571.16 3A2,677 -20 571.16 342,677.20 342.677.20
Bituminoustack coat. emulsified asDhah ss-1 tonneS 2.7472 55,895.89 155.793.02 55,895.89 155.793.02 55,895.89 155,793.02
Bituminous concrete surface wearint course sq.m. 3350 5/t4.80 1,825,080.00 865.15 2,498,252.50 I,O79.76 3.617.196.00
Refl ectorized thermoplastic pavement ma rking sq.m. 202.5 3.473.2r 772,775.O3 3,813.21 772,77 5.O3 3,813.21 772,175.O3
TOTAT COST = 3,735,725.2s 4,204,497.75 4,927,44L.25
uNlT cosT/sQ.M. = 936.04 7,256.39 \47r.OO
Sch.me A:!-2 Crack and Seat with reflection crack control and AC
Amount Amount
Cod Cost
571.16 342.677.20 s71.16 342"677.2O
55,895.89 155,793.02 55,89s.89 155,793.02
489.35 327,864.50 489.35 327.464.50
865.15 2,894,252.50 7,079.76 3,617,196.00
3,813.21 841,361.91 3,813.21 841,361.91
TOTAL COST = 3,532,776.63 4,605,949. 13 5,324,892.63
UNrT cosT/SQ,M. = 1,054.s6 1,37 4.97 1,589.52

Amount Amount
Cost Cost
51.85 180,973.10 61.85 180.973.10
272.40 182,508.00 272.40 182,508.00
489.35 327.464.50 489.35 327,864.50
55,895.89 155,793.02 55,895.89 15s,793.02
865.15 2,498,252.50 7.O79.76 3,517,196.00
3,813.21 77 2,t75.O3 3,473.21 772,L75.O3
TOTAL COST = 3,444,393.65 4,517,566.1s 5,236,509.65
UNIT COST/SQ.M. = 1,028.18 1,348.53 7,s63.t4

Amount Amount
Cost Cost
61.85 180.973.10 61.85 180,973.10
s5895.89 119,840.79 55,895.89 779,8,.O.79
865.1s 2,494,252.50 7,O79.76 3.617.196.00
3,813.21 772,175.O3 3,813.21 772.775.O3
TOTAL COST = 2,898,068.91 3,97 r,247.4L 4590,184.91
UNrT COST/SQ.M. = 865.10 1,185.4s 1,400.06
B. AC PAVEMET{T
80 mm. AC Overlay 10O mm. AC Overl.y

Amount Amount
Cod Cost
34.43 69.204.30 34.43 69,204.30
25.31 50,873.10 50,873.10
57.005.21 156,975.25 57,@5.21 156,975.25
865.15 1.738.951.50 7.O79.75 2,r70,377.@
3,813.21 463,305.02 3,813.21 463,305.02
TOTAI- COST = 1,835,405.66 2,479,309.L6 2,gLO,675.26
UN|T COST/SQ.M. = 913.14 1,233.49 1,448.10
82 Reconstruqtion ofAC Pavement on PCCP
Cost Cost Cost
Removal ofexistinr ac Davement 50,m. 2010 34.43 69,204.30 34.43 69,20d.30 34.43 69,204.30
Sealinc ofcracks and ioints on existinc DccD l.m. 1754 61.85 108.484.90 61.85 108,484.90 51.85 108,484.90
Bituminous tack coat, emulsified asphalt ss-l tonnes L2464 55,895.89 7 |.904.47 55,895.89 77,904.47 55,895.89 77.904.47
Bituminous concrete surface wearinr course sq.m. 2070 544.80 1,095,048.00 865.15 1,738.951.50 1079.76 2.L70.377.60
Reflectorized thermoDladic oavement markine sq.m. 3,813.21 463,305.02 3,813.21 463,305.02 3,413.27 453.305.02
TOTAL COST = 7,807,946.69 2,451,850.19 2,483,276.29
uNrT cosr/sQ.M. = 899.48 7,279.83 1,434.44
Direct Unit Dired Unit

Amount Amount
Cost Cost
27 2.40 s47.524.00 272.40 s47,524.@
489.35 983,593.50 489.35 983.593.50
55.895.89 143,808.95 55,895.89 143.808.95
865.15 1,738,951.s0 |.o79.76 2.L70.377.60
3.813.21 453,305.02 3,813.21 453,305.02
TOTAI- COST = 3,233,279.46 3,a77,rA2.96 4,308,549.06
uNrT cosT/sQ.M. = 1,508.60 \924.95 2,743.56
84 on ACP
Oirect Unit Direct Unit Direct Unit
Cost Cost Cost
Bituminous tack coat. emulsified asDhah ss-1 tonnes L2A6r'. 55,895.89 7L.904.47 55,895.89 77,904.47 55,895.89 71.904.47
Bituminous concrete surface wearins course so.m. 2010 544.80 1,095,048.00 865.15 1.738.951.50 7.079.76 2.t70.377.60
Refledorized thermoDlastic Davement markinc so.m. 721.5 I tle tl 463,305.02 3,813.21 463,305.02 3,813.21 453,305.O2
TOTA| COST = 1,630,257.49 2,274,160.99 2,705,527.O9
UNIT cosT/SQ.M. = 81r.07 7,137.42 1,346.03
TOT 3.1 DIPOTOGORqIUIETA ROAD
A. CO CNETE PAVEMENT
Length = 500 mts
Width = 6.7 mts
5{, nm. AC Overlay 80 mm. AC Orerlay
A3-1 Crack and Seat and AC Overlav
quantity Total Unit Total Unit

Cost Cost
Crack and seat ofexlstint Dcco (with asohalt levelins course) sq.m. 670 695.10 465.7t7.OO 695.10 465,777.@
Eituminous tack coat. emulsified asDhalt ss-1 tonnes 2.7872 58,@4.81 163.343.33 58,604.81 163,343.33
Bituminous concrete surface wearinq course 5q.m. 3350 @2.67 2.O14.743.50 961.83 3,222,t30.50
Reflectorized thermoDlastic Davement markine (vellowl sq.m. 27 473.77 14.3/.9.77 873.77 74349.77
Reflectorized thermoDlastic Davement markinc (white) sq.m. 202.5 866.57 775,480.43 866.57 77s480.43
TOTAL COST = 2,Ut,633.42 4,O45,O20.42
UNIT cosT/sQ.M. = 848.25 7,207.47

Cost Cost
Sealinc of cracks and ioints on existinc Dcco t.m. 2926 706.72 3t2,262.72 706.72 372,252.72
Bituminous tack coat, emulsified asphalt ss-1 tonnes 2.t44 58,604.81 p5,644.77 58.604.81 !25.9A.71
Bituminous concrete surface wearinS course so.m. 602.61 2,074,743.50 951.83 3,222,130.50
Reflectorized thermoplastic pavement marking (yellow) so.m. 873.n 78,349.77 873.77 78,349.r7
Reflectorized thermoplastic pavement marking (white) sq.m. 202.5 866.57 fl5,440.43 865.57 775-4AO.43
ToTAt COST = 2,650,4U.53 3,853,871.53
UNIT coST/sQ.M. = 797.79 7,750.47
B. AC PAVEMENT
Length = 300 mts
Width = 6.7 mts
50 mm. AC Oreday E0 mm. AC Oreday
82 Reconstruction ofAC Pavement on PCCP (or Bridce)
Description Unit quantity Amount Amount
Cost Cost
Removal ofexistinr ac Davement sq.m. 2070 46.61 93,686.10 45.51 93,686.10
Sealinc of cracks and ioints on existins occD l.m. t754 706.72 187.186.88 106.72 187,186.88
Bituminous tack coat, emulsified asphalt ss-1 tonnes 7.246/, 58,@4.81 75349.23 58,604.81 7s.389.23
Bituminous concrete surface wearina course sq.m. 2070 fi2.61 7.2t7.246.LO 951.83 1,933,278.30
Reflectorized thermoolastic oavement markine (vellow) 50.m. 72 473.77 LO,485.24 873.77 70,485.24
Reflectorized thermoDlastic Davement markinc (white) so.m. 866.s7 105,288.26 866.57 105.288.26
TOTAL CosT = 1,683,281.80 2,405,314.@
UNIT COST/SQ.M. = 837.45 t,196.67
DIPOI.OG-OROQUIETA ROAD
TotalUnit
Amount
Cost
58,604.81 75349.23
961.83 1,933,278.30
473.77 1o,485.24
866.57 los,2a8.25
TOTAL COST = r,4o2,4O8.82 2,r24447.O2
uNlT cosT/sq.M. = 697.72 1,056.94
c. SH(X'LDEN
Length = 100 mts
Width = 7.4 mts
22,012.76
t57.23
F
o
o
u) (J
Xo
=lu
lrH
=N
lu
F
l-l
ADB TA 7093 - PHI: PREPARING THE PHILIPPINES ROAD SECTOR IMPROVEMENT PROJECT
ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE 1
LOT 1.1 . BAUANG - BAGUIO ROAD
PROVTNCES OF LA UNTON & BENGUET ( REGION t& CAR )
SUMMARY OF COSTS
(For lmplementatlon, L = 30.978 km.)
BILL DESCRIPTION TOTAL COST

ITEM PERCENT AMOUNT
PART A FACILITIES FOR THE ENGINEEB 6.12 12,535,318.66
PART B OTHER GENEFAL REOUIBEMENTS 0.64 't,310,257.60
PART C EARTHWORKS 2.60 5,332,280.86
PART D SUBBASE AND BASE COURSE o.20 414,143.25
PART E SURFACE COURSE 83.62 171 ,215,815.83
PART F BRIDGE CONSTRUCTION
PART G DRAINAGE AND SLOPE PROTECTION STRUCTURES 1.30 2,660,475.10
PART H MISCELLANEOUS STRUCTURES 4.59 9,39;,109.93
PART J MOBILIZATION AND DEMOBILIZATION o.92 1,890,198.25
SUB . TOTAL 100.00 204,7s5,s99.47
PART K DAYWORKS 1,023,774.O4
PART L PROVISIONAL SUM 6,142,667.98
GRAND TOTAL 100.00 211,922,O45,44

ADB TA7093. PIII: PREPARING THE PHILIPPINES ROAD SECTOR IHPROVEMEiIT PROJECT
ASSET PRESERVATION UTIDER TRANCHE 1
COI'TTRACI PACKAGE 1
LOT 1.1 . BAUAI,{G - AAGUIO ROAD
PROVINCES OF LA UNION & AENGUET { REGION I & CAR )
SUMMARY OF COST ESTIMATE

(Fq rhFl.m.r .f6, L = 30.973 ln)
DIFECiCOST cosTcoMPot{ET .OTAI
ITEI' oEscRtmoN UNIT OUANTITY
UNIT
NO. !NtTCOSt TOIAL octl PROFI'I TOTAL
FOREIGN TAXES
cosT cosT
(1) 12) (3J (s) (6) t4 (8) (e) 00) (11) 02) (13) (14) (15) lt6) 07)
FACiLT ES FOR THE ENGINEER
4l l ("1 Pro!t!!q!9r!lq!!rod Fi.ld o!!gqq.d Llbo..iot td de EndNlgqBsbl!]

-qP
r2.00 20,000 0c 240,99q:00 19.!q L0r00 82-5q!!! 243,452 a! 9q:7O7 2A t22.560 4 26,999 00
?'@d€ Uylg Ourr.6 lor tr!6 E.q'n.q on R6nl:l B.!,! 12.OO 180,00000 1O.Oq 2J&9!q 61.920 0Q 21?,6495C 24r.920 (
opor.reA4aiqrai. comb,n9d q!g!!tq!F, Lebdllgla ?{'d 1200 117,574.13 1 410,93L!! lo 90 1000 20 00 252,147 52 2!q,u9Q1 485.362 !! 67 fa7 6g r-!01,006 52 227 456 02 1 196 300 I 154 025.01
-'v n9 Ouan.6 ro' thqElgIllF (Schedul€ Ar
EJ nilh Equronsnt. Eurri.r€s/FrJr.3 dd appliqrceo 529i900!
Ar1:!Ld)
ror
-.oo 9?9t99.0! r0.00 10.00 20 00 r05 898.00 7624656 142,t4456 402 39! 9? ,12,343s3 96 895 4r
d1! Cgq brr€d F'€ d Oh!9lL.bor.lory and LrTg
OLa!919 ror rho Eng,..6,B (Schedule. I6 C)
Prwid€ qnd MainlainLaboralo.y I6tne EqolpMt and Appar6tu ( Sch. O ) 1!! 1,877.649 5C 1 S77.9!9!! 10 00 10-00 to oa 375 529 99 229!9!53 645.9i143 1.€92 641! 252 356 oa 378 534.14 2 i23.560 2.523 560 93
P.did€ sd Marniain Commlnreton F.qllty ior tt€ Engn@. 12 00 13,416 67 1q1pq0.00 10.09 ?o 00 32?00.00 55.3q4 oo 36,e49 !!
A1 llll Ploli4q suppli.. rd conrqabl. sro..a!9lE!9!!Lgtic.. L.bo!!on q!L_ 26,r3r 5e 3 r4r1L9.00 19!q ?0 00 r 03r9fzl9 151.a42 47 2r9.9r2 3! 1s-193 0s
-M.9 q9i{e6 ro, t'989!t9qt!scn6dLle E ! F J
Araa4 P.ovid€, o!€E!. !!d U!i44t lwo Pi.k'up rrE9!Q9eq!!_19l6!v cab, s6tu cr .aaoo 119.e1q:I! ! 59s,60130 r0 00 1000 2!.9q zrs l2o3s 517,766 67 1.236,887 05 2,679 967.U 637,340 65 4132493 20r 3537r
V6hicl6lor th. Enaineers (2 unib)
A 1.3(a) P.ovid€ a!!! !,leinEin s!ru6v Insiruil6n!./ Equipmsnt lor !h.3g]!Eac. to 1r.oo 419? 1c 4L!!9 oo 1o.oo 1q 00 20 o! a63iooo ao.sal.?a e5.3!!!! 283 157 2S 3S 533:S! 56 71210
fF Enq'no.' { Sch.dglqql
a 1,91b)
4.1.4
o,@,.'on or [email protected] P.,.o.nsl(sqt'.d916
o,opre$ PholoqraphB
!) -.' 12.OO
12.00
56 5a3 S3 678,5260Q
5Zt!!
1q-09
!Q 10 00
rooo
10.00
20 oo
2000
r35,705 2o
11t!!!!
jL1eL11
3.343.36
233,412 94
19,93136
2 9??49
21 254 gA
799.683S7
4t.271.82
r09 432 67
9,344 56 77 A7l
7s 994 9r
6 489 28
TOTAL OF PART A 9 326,874 oO 1 S65,374 80 1,343,069 a6 5,S0S 947 53 2 340 236 65 12 r35.3rS
OTHEF GENEAAL REQUIBEMENTS
qP!'l css44q119"rori *o 1941. t: 45r1494.05 451,394.05 19.S 20 00 90j7€.3i 6\012..7! r5s 451 9! 6 397 23 526056S{ :1? aa1 4l 6!2p45 60
Envomenral and 505,009 00 ro 00 q!q90 o0 72,720 00 173!7?9:09 jJ8 720
9P1,2 SociAl Saleguards Lsq _ llqqqp.00 t9 Q0 20 00 t 9 384 06 587 089 5,4 OO
o,qd 9t!l!9! !l 1cp99!9 13.!q 00 20 0a 31900.00 ?,!9? 99 6 192 0! 3 46!.29 124217e 2,903 04 24 r92 oO 24,192 00
s74 a94 05 194.97981 335 363.55 26,244 4e '| 126,774.2C 157,230 91 1 110 257 50
€AFTHWORK
488.0C 305.11 14q qqt! 1000 10.q 20.0c 29,n9 a3 21 4!913 st,?19!! 125,099 41 53.656 56 ?00 r 13 72
Subcr.de Pr€p.i.u9n _!q m. 4,019 0C 20 91 31e9L!! 10.00 lq.sq 20 0c 12,1lzjrs 28.99!?1 7t 198 q2 33 310 9€ 1131287 53 2A 19
JPL I03 C,*i and Soet tEr.inq PCC Pa!€monq !q.!1 7,000 0c 593 47 3 734,285J3 r000 1000 20 0c 746 457 09 537,137.14 l?44,594 1S 3,263 4961! 516.91160 1,238 071 63 : r1a,a79 61 716 93
TOTAI OF PAFT C 3.967,4708€ 793 494 r€ 571315.81 1 364,809 9€ 3,460 193 92 1,330 039 15 5 332 240 a6
SIJBBASE AND BASE COUFSE
!oo aggrolete suoo@ cour3e 99! 9a 0c 47254 46310!l 1o oo 1000 20 oc 9?9?13 6,66q 74 15.93!q 29 Sag.aq 16 6s7 14 15 734 98 62.24155 635 12
201 &q'.e9!, B&. co_uL.q 540 0c ?q!9q!q3 2a oc J2,366.33 37,7O3 4 i37 919!! 90!!21 42
TOTAL OF PART D 308.r42 3C 61 628.4€ 44,372.49 106,000 95 167 769 37 150.2r 7 48 9615640
INOIRECT
DIFECTCOST COSTCOMPONET
IT€I/| qUANTITY UI UNIT
DESCFIPNON UNIT
NO,
uNrcost ocM TOTAL rosT cosT
(r) (2) (3) (5) (5) t7) (3) (e) ( l {r 2j 1r 3) (1{) (r 5) {r 6)
suBFACe COUASE
301(1) t9t1!rq 3.OQ 14q€q0 08 1000 10,0q 20 00 ?al3?n2 20,255.05 4S367.07 137,970 1! 25,899 94 24,17104 r89 0121 1! 63 015 72
!0?(?) r9!!a e7.qq 45 305.4,4 4.394969.16 10.00 ?9!e €7€,933 23 632,831.9! ! s11 765.1Q 4 316,?16 3€ 450,773 93 739,,141 03 i.)06431 32
310(1). !!!l 238.81?,Q9 475.S3 113.896 06s 81 1q,0q ?0.00 22.779,2131e 3! 180,246 q 23243,63t T4 25,593_59312
111(1)b
sPL3ra
!94
l4.
31s9 . 39!.i 54 22
1.9!4J!Z q!
lu sq 79,82 a,{ 321,541 7S 9341?14 150,16279 1 096 53
?114e 0o 2es,ze934 642 742 47 1 620,615 29 494,37409
!sI'. 95!.!? 2,463.4516,{
3,7r4.59454 r0 00
572f19.!! {12,394 64 2 517,205 53 660,69!.53 r.233 0l
eL31a 20 00 742,91a 91 534,901 51 1,2f1820.52 3 405,535 21 113 365 6r 4 992 41s 9! 71324
TOTAL OF PAFT E 127 ,392 724 1 1 25,474,544 02 r8 344 55r.70 43,e23 095.72 116 574,132 91 26121 750 A1 24,515,832 65 171 215 615 83
ORAIMGE ANO SLOPE PFOTECTION STFUCTIJRES
105(5) ia oo 2.s?3f9 , 25.237 6a r!!q hoo a,oa7s3 r661 75 1o 423.A1 16,s1! 59

506 ! Muonry 150 00 454,5t2.72 19.qq 6s.!19.q! 1s6 352 33 llq!262 3r
5r1(r) )io..JBox lOOOmm, 1000mn! 2o00mm) 9!pq9 2 766 55 I9.09 ls sq ?0.00 276,Q6j.!2 4Lpp!4 919 507 3t !o!lL3 0l
s11L2) r$s€i {Typ€ GM-s r 50.00 !.1?9,85 '|16,442f1 10.00 20.00 23,299:sl 1qI!14 69445.61 60 945.10 156 {qq!
1,979,520 15 395,m4 03 ,e5,o5o 90 600 954 94 1263,79412 2 660 475 r0
MISCELLANEOUS STBUCTUAES
605(r)! l!am..g S.f.! . 12p oo j!1?6.t3 659,02154 l0 00 1q 9q 20.00 133,304 31 9633910 234143 41 332,720 41 442 641 27 123,843 27 199 rq!95 7 ,024 73
60q{uL 83 00 2.19{!! r73 453 94 i 0:00 20 00 35,77079 61s2!]! q6,325 37 117 7232l !qq99 62 2.s9q 1,1
60s(21 &eulalory Sig.! 9oo 5195r.73 3lJZ!!9 r 0qq 7,rs !q 5 150!4 17,670.79
60s(3) nlormalory Sqn3 15oO rs 98q!? 239.437 52 ro q0 2Sq9 17,967 52 34 536 Q? 82 504 !1 1r4,041.01 167 668 21 40,592 4a 2r,489 45
9120) Lei*rorized Tnemopl6lic Pavom.nl Mqtrô. (mit ) 19!, 7,3r30! r0 0q 10 00 20 00 940.3!9.93 6f10?445 2992.52714 r-q€4p76 r r .i rr€,376.3? 454 o€
612121 691eaorizcansa9p1991919v6-d9nf !34!1r..Ci![o;) lp09 00 644.2€ I,166 a6a 90 20 00 233,373 7a 163029.r2 7/11 1OB 56 465,644 22 36r,475 ol
TOTAL OF PAFT H 5,S91,497 27 1,394,37945 1 006833.21 2,145 212 66 4 244,433 77 3 031 687 22 2 030,9S8 94
MOBILIZAT1ON ANO OEMOB IIZATION
sPlgoo Vobih:ation !.d Omobiloaton [1b ol Civl Wd* C@t) L00 1,406,397.51 1.406!92!! r0 0o 10 00 20.00 281.229!q 292.,2114 443 800.74 '| 25f,543 fA 308131.27 324.513 29 1 Jgo 19-16 r 890,198 25
sPL 9oo r,02!129.99 358,322 30 oepeu 122.S53 36 : )aiqai

TOTAL OF PART K 354 322 30
PFIOVISIONALSUM
SPL looo Pros.'on.r Sum q 11]?,667.9S 2149 933 79 !?!5 614 03 73712O 1Q
PERCEI{TAGE 19 17,!
CONTRACT PACKAGE 1
LOT 1.2 - OLONGAPO - BUGALLON ROAD
pRovtNcE oF ZAMBALES (REGTONS il )
SUMMARY OF COSTS
PART A FACILITIES FOR THE ENGINEER
PART B OTHER GENERAL REOUIBEMENTS 2, t4€,538.71
PART C EARTHWORKS
PART D SUBBASE AND BASE COURSE
PART E SURFACE COURSE
PART G ORAINAGE AND SLOPE PROTECTION STRUCTURES
PART H MISCELLANEOUS STRUCTURES
PART J
PART K
PART L
ADA TA 7093 - PHI: PREPARING TllE PHIUPPINES ROAO SECTOR IMPROVE EIIT pROJECT
CONTRACT PACKAGE 1
LOT 1.2 - OLONGAPO. BUGALLOI. ROAD
PROVINCE OFZAMBALES, REGION III
SUMMARY OF COST ESTIT'ATE

(For lmFlm.nt do., I - 65.s4e rn)
cosT
10i.606 40 403 6141
376 534
47,1O3.r'l
,(),632 46
TOTAL OF PART A 12,t 24,52A 2 rl(15,105 62 4136,741 6,raa,r2r 42 7 r9r,657.61
OTI'IER GENERAL REOU IFIEMENTS
10 896.82 \q3!,232 r4:t,603. 1 19!.li8q:71 1.194 936.71
12,421
3.ra,7li 2.58
2,702 511
2A24,t,q32
olREcl coaT NDtiECt
tIfl IAFK
coST cotPoiET
Io. DEaCFtPnOt{ u{lt ocr TOTAL TOTAL
TOTAL
cosT
UIIIT
cost
ul t cost TOTAL FOREtOIt LOCA! TAXES
(1) t2l (3) {.) (6) (6) (7) (8) (e) (10) (13) (14) (15) (16)
{11) 021 07)
MISCELLANEOUS STRUCTURES
10,cro 56,6i3.67 551926 61 !!4!r'3.!! 21045.2!

19 _3,4i !00 2ta, 313,159. 4,!!a4 2,996.2{
l8!9lbrory silN 565,745.6r 7,1a9.32 !f3-!z!1 201.rs6.83 307. l 1,2334 a_033.10
_ 1q,oral 1C.5€3. 134.659.6€
- 331?43.0! 46?.9?9.19 647,41o.tt !66,999., !.153.9! 21,569.31
2,OO!t,611 .62 3J99Ee1{ 4.547.141.57 315:t.€65.6 13-! 9€,O€
412 6T7.:, 754.620.42 tr.69.079.4 41,?q4
TOTAI OF PART II 2,091,610,92 3,474,566.49 7295,0S2.61
MOEIIIZATION ANO OEMOEIUZAIION
to .nd DdioO{Eddr fi r ot Ch,ll Wort Co.0 1.C 4.120 4.t20348.96 t0.0 to.ot) &4.O77. s6161aia t72117 al 5 as, e'2 7a
'l
TOTAL OF PAFT J 4,120,3€€.96 3,735,660.31 961,619.71 e72,411.41 5,537.442 76
2,444,134.€,1 1,010,3,4712 1,530,711.36 346,676.1t
ip_a rm i e66or-u
17,323,807,61 6,046,062.73 9,164,2€4.1( 2,079,454.t( 17p2A,AC7.ai
PEFCETTAOE ta,
CONTRACT PACKAGE II
LOT 2.1 PALO . CARIGARA. ORMOC ROAD AND DAANG MAHABLIKA ( LILOAN - NAVAL HIGHWAY )
PROVTNCE OF LEYTE ( REGTON V t )
SUMMARY OF COSTS
(For lmpl€m€ntatlon, L = 36.120 km.)
EILL OESCRIPTION TOTAL COST

ITEiI PERCENT A]iIOUNT
FACILITIES FOR THE ENGINEER 3.88 14,736,927.61
PART B OTHER GENERAL REQUIREMENTS o.47 1,801,843.27
LOT 2,1. - PALO - CARIGARA - ORMOC ROAD
PART D SUBBASE AND BASE COURSE 1.87 7,118,812.98
PART E SURFACE COURSE 43.11 163,866,388.51
PART H MISCELLANEOUS STRUCTURES 1.56 5,921,708.34
TOTAL FOR PART C, D, E & H (LOT 2..Ia) 184,974,651.1e
LOT 2.Ib - DAAI{G TIAHARLIKA ROAD ( ULOAN . HIGHWAY )

'{AVAL
PART D SUBBASE AND BASE COURSE 1.05 3,972,402.90
PART E SURFACE COURSE 42.65 162,134 871.50
TOTAL FOF PART C, D, E & H (LOT 2.lb) 175,015,817,09
PART J MOBILIZATION ANO OEMOBILIZATION 3,599,904.68
SUB - TOTAL 100.00 3A0,129,143,78
PART K DAYWORKS 1,900,645.72
PART L PROVISIONAL SUM 't1,403,874.31
GFAND TOTAL 303,4]3,669,81

AOB TA 71t93 - PHI: PREPARI]IG THE PHIUPPIIIES ROAD SECTOR lilPROVEtlEl{I PROJECT
ASSET PRESERVATIOII UNOER TM}ICHE I
COTITFACT PACKAGE II
LOT 2.1 PALO . CARIGARA. ORHOC ROAO AI{O OAANG IIAHARUXA { ULOAN . IIAVAL HIGHWAY I
PROV|a{CE OF |-EYTE ( REGTOI| )
SUMMARY OF COST ESTII'ATE

(For ldplddtrdon, L - 3t.t23 lm)
INIXRECT
ITEX
OIFECT COST cost cot PoNET
UNIT
DEACFIMON UI{II
xo, UNTT COST
ocf (5)+(10) TOTAL TAXES cosT cosT
0) (2) {3) (4) (5) {6) (7) (8) (e) 00) ( ) 02) (13) 04) 05) 06) (17)
SIJBEAgE AND AASE COUASE
ry '_.- 1,169.00 !14 !!z/32 s! 1000 i0.00 20 0o I1t !!q!9

91Z,tgSq 582!409 22
191 877 33 3 9,!!9?! 199,256.23 149614 7a 64124
t,4220t7.13 2 655 017 26
SUFFACE@URSE
30t {t) n'rc6 Pnm. Cor MC - t0 Cul-brck Alohd !s.8i ?.o€ a eir,sss a3 20,@ 9€9t q.6! a,s9€,955 3€ 452.211 96
3U212) n,mus T.ck Co!t. Ehulal.d &jlqLql{ 51q 49,225.57 2654,160.?7 10 00 20.00 531.0!q.r9 962,71309 2.q19,932!! 503,133 77 445.923.33 3,572.59496 66,159.r7
3r9(!)! himN concr€r€ sudlc. (w.{inc)c9!,!., !9r!441!@q !!&!l 196-7!!g t000 19 90 2q 00 I9,939.919!9 34.240,201 83 21 7a5,30AAC 133,931.95r 34 6B A2
!1111tI dand Cement Cdcr€r. P.v€hont, Plton z@nm lhk l5t L1 L492352 43 ?0.so 393,470.49 1,545,369 23 690,435 20 1 702,16611 6,03i/,4r.qq
sPL312 lmo ol cracrs ed Jor.E (EiErhs PcclL 52,629 0( q9.!! qq5-4!.€9 3129,75172 6,0r,'.72393
sPLai3 :hinq!!rc$d.. L09q1l :1! 2,101,947 AC 652,323 36 4,O32F7914
tonib Pevino F.bic whh Gl!.. R.lnlbrc.m.nr 5,000 0( 532 93 10 oo m.00 532,925.11 393 ?06 03 916,631 t9 2,451,74174 504,249S0 624,22514 3,53r,256J6 71625
IOTAL OF PAFT E 12t 924 396.22 17,55711306
MISCEILANEOOS STFUCTOFES
'ninq siqc
tr i!l r!! !{
5,213.5 93 da3.1o 1s,76s.6i 13 513 41 32,242.43 16,q9!4 62,041 20 126.12!.1] z9qe e!
1q!
5,9!!!1 zr.33!.rl 20.0o 15,/166.11 ?q.6!!l!
?r.{ l5lq9!! 10.m Jq ?et 69 ll5,363.41 159,59531 234,39531 56,73137 21,462 96
.cldiz.<lTh€rm9latc Prv.n.nr Muring., {whil6) !9!. _5r7rt6r0C
q3e 14! ?,671,14.11 10.m 20 oc t4?73 o1 r,264,345.54 2,360.40467 193s e?q:q! 9!91?
bcrdt d Thdnroellrtic P.v.n.nt M.rtinc., fi.llow) 10.00 20 ot 44 362 6C 3i 94r 07 36,9592: 59,027.51
4,2|06,032 99 341,206 6t 634,1168 75 1 515,675 35 2,74€.063.79 1 a67,573 03 1 306,046.51 5 92r,704 34
TOTAL FOF PAFT C, O, E A H IIOT 2.1.)
LOT 2.1b. OAAI{G MAHARUKA ROAD {LILOAN. NAVAL HIG )
l
101t31! R€nov.! ol Ei.linr AC Prv.mMt 1,533.00 1qq6f. 1 1q,6q1!q 5,901.27 21,40736 t2,99000
rosrii l S!bsr.d. Pop!trldon 37,asaool 199,e75.96 156 195 16 212,09510 30,374.55 312,904.43 1.qq3-9111!. ?3 33
cr&k od s.ar (Eri!0.! Pcc P.v.mmU 5,r)oo.ool 2,131,grc m a4f.!9191 330,031@ q96,46r 76
I 3,543,25412 1232,639.42 1,230,777.95

ITEI
otRBcT cost I
OEACRFflOII ul{T qu fITrY UNIT
NO.
ul|tT coSt ocx TOYAL
(.)r{1o) TOTAL
FOFEION TAXES
cosT cosr
0) t2) (3) (4) (5) (5) (7) (8) (s) (t0) 01) (12) 03) 04) (15) 07)
SUBBAAE ANO &ASE COUFSE
4"it!!!! 1,$6,qq ?! 1r!99!291.15 n2@51 706.e6
!xr2,2aG.51
ol nl 42.,462.4 2,499 332.05 s57,15O.!l !q{is!! 6A 2e1.43

80. T.ck cor. Emul.lll.d A|ohdt. ss-1 ,15.00 326,070.r 2,230 606.32 3 0€,321 66 150 17
E6 concr.r. Sud.cr (w.ulnolooil..., Hor L.ld (5omm 4,173,363.0 4,71?,@!99 9@1q9.!5 6,360,11A,4C !qr!i-a36,-
l.(! cond€g_sglg! @.j!ql@!9J9G!4 1@44 1i,145,251.! 26,624.7d 71,:t64,932.95 15 527,235.43 !9.!l 104.022,351 35 1 0e?,99
ol qrctg &d Jitnt , (Elhht PccP)
-1-6,99qJ
39,51:t.0C L156/t24.57 426,9t3.92 4FrA,r23.91
'.!ihg
313
glr{ Fd.L.6tMt !.!!,lz!.!! 1,036,52r. 65e,476.03 4,O5i,479.q7 1 352.4!
OFLxdb P.vim F.bric lilh 9qu9!.!! 2,!2e.t9L4 507,$4.6t 3.991!2!€i! 716.25
TO]AL OF PART E 120,i36,065.r 24,12f ,2t3.t2 17,37r,593.38 ,t! I 26,?94,1x13!

'lt ,:196,806 162,13,1,871.50
1 1 1 ,266,03:t.'t3 2:1,5511,375.75
MISCELLANEOU9 STFUCTURES
.!6 8lqn.
14aeos6
2,95174
4q9la8l 13,3it1 9C l$t!!a!
{.r eu.q r,74! 6r 1.,592.9_9 2,643.10
3,€!!.3j 94.q22.33 3,@?.q!
\,4,! !Q7:94r.rl 21,4710!
F.nrbrr..d lh.rnroobirc it{tim..
Prwrn.nr lwhlgt 3:r5,3t0.53 625,106,76 r,!49,9! 933,393101 7at,/(}9.35 ?-41f]2.!!
&!q!IE!dra"oobrdclry9q9d!!!d!!r!, (Y€Io!v) 291 2f to19.92 64,547.59 53,39? a! ?52!!35.09
TOT L FOA PAnt C, O, E I H {LOT 2r b) t30220.101.9€ t 42t247.12 29 315 450.6,1 t75.0rt al7 03
MOBIUZATION ANO OEMOBILIZATION
gobllE dd md Dsnobiuz.rlon l1r. ol ctulrwod c@rl t.0c 20.0c 535 700.1 2,3719Os.29 610,579 a3 ,599.90459
t-0.@
2 67A 500.51 2,371,tO'.2C
1 ,S00.645.72 665.226.0C a26.o11,43 1 .9( 0345.t2
6€5,226.0( 22tt,of7.19
1,403,874,31 3.oar.a55-01
-runr33d 133a,.!t!:e2 11.403.874.31
3 991,355.01 6,0,14,05339 1,363.464 92
OFAI{D TOTAI FOF I]OT AI

PEICAlt 6E
CONTRACT PACKAGE II
LOT 2.2 TLOTLO - CAP|Z ROAD (OLD ROUTE)
PROVTNCE OF TLOTLO ( HEGTON Vt )
SUMMARY OF COSTS
(For lmplementatlon, L = 27.010 km,)
PART A FACILITIES FOR THE ENGINEER 12,565,7 48,
PART B OTHER GENERAL REOUIREMENTS 't,498,232.
PART C EARTHWORKS 8,696,03 t.
PART D SUBBASE AND BASE COURSE 4,73t ,061.41
PART E SURFACE COURSE 212,7'-,960
PART G DRAINAGE AND SLOPE PROTECTION STRUCTURES
PART H MISCELLANEOUS STRUCTURES
PART J MOBILIZATION AND DEMOBILIZATION 2,334,630.
SUB - TOTAL 249,861,513.1
PART K DAYWORKS 1,249,308.
PART L PROVISIONAL SUM 7,495 948.39
GRAND TOTAL
AOB TA 7093. PHII PREPARING THE PHILIPPINES ROAD SECTOR IMPROVEMENT PROJECT
ASS€T PRESERVATIOTI UNOER TRANCHE 1
CONTRACT PACKAGE II
LOT 2.2 tLOtLO. CAPTZ ROAO (OLD ROUTE)
PROVTNCE OF tLOtLO ( REGTON Vt )

(For Inpt.m.nt.tlon, L : 26.336 km)
DIFECTCOST NDINEC
COSTCOMPONET
ITEII UNIT
DESCFIPT!ON UNIT
NO,
UNITCOST octrl TOTAL cosT cosT
(1) (2) (3) (4) (5) (61 (7) (3) (e) (10) (r r) (12) (r 3) (r s) 117)
FACILIIIES FOF TH€ €NGINEEA
lo. t'o E.9!!99!9q8944 Bl 't2.oo 10.00 10.00 20 00 44,000 o0 34,5600C 42,560 0c 000 2B3 452 30 322 560 o0
4.1.1{9)
49. . t?.99
r2.00
15,000.0c
r r 7,964 a!
r0 00
r,4r 5 626 67 1o 00
r0 oo 20 00 .3q,qq0 00 25,92000 61,920 oC 212 AA9 60 ?9,0304C ?4r,920 00 20,160 00
10.00 20 00 ?Q3.8s0 24 496.929q 1 606,552 37 229.312.21 I 90? 642 24
i.! !0! 529 490 0C

,br th€ Conb'rd F'€o Ohe, Labor.tory lnd rvinq
Q!6n.61or the E.ql.€e.6 (Sch6du6. & C) I
4.1 I (o) Povide and MaintainLaboreton !&4!gEqutp!€nt Bid Appa@lu. ( Sch 0 ) 100 1,377,6495 1,877 649 50 10.00 10.00 20.qq 375,529.9C 270 361 53 645!91149 1 492,570 70 252,35609 9Zq.!4,1! ?!523,560 93
Provido and Mainrain Commun calio. Fac litv lor lh. Enoinoo. t? s9 10 00 20 00 32,200 o! 55 3a4.OC 2T 901 .44
P.ovid€ Suppl 43nd!9!qu!Fbl6 St\..6.lor Fi.ld Otfc€, LEborat ry!!!L t2 oo 26,1415€ 3r4,179 00 r0.00 1o 00 20.qq 64335.q0 45 241 7e 108 077 5€ L5:1149?41 219,912 36 122,256 5A 35 188 05
L'v.q Ou.n€6lor lho Enq'n@r { Schooul. E A F)
Provid€. Op€hr€ and l\44ntai. 4wo Picl-up ltpg-Q99q!!tQ!9!tQq!rQ9ry!9! 24 00 190,1q e! 3,611,063 00 10 00 10.00 2000 7?2,212.64 519,993 07 1.2422ot 91 643,762 08 1,317 869 04 4eia.i6s 67 242 219 53
Y€tr4!9 &: q!!!s!!!9,9 1? ratll
Ar-i;) P.did€ ed Maintain Suryey ltutrum6nt1 Equipm6nt lor th. s3btan@ to i, od 23,46?5! 231,550 00 l0 00 1o o0 20 00 q6.31q00 40,543 20 96,353 2C 283,157 2€ 38,533 82 !9i14! 3iq,403 20 31 533 60
lh9 E!9!!99!9! Eelq !a! ich.du. G )
Provi.ion ol S!rey Personnol sqJ9L!2 €i!l,0r 7 07 io-o 9s,d66aG 109,e!14!
12r0! 4.42433 20 00 4,254 SA 6 449 2A
TOTAL OF PART A 9,349,515 23 3,216.233.24 5.420,617.40
OTHEF GENEFAL F€OUIF€MENTS
Comlrlclon s6i6tLa!4 Haallh ls 5S1,7sq4! ia,42q3 203 564 23 4p39.27

SPL.2 Ehv rcnhental aldJocja sat€suads 100 505,000 00 @L!aaa! 1q9q .r000 29 0! 101 000 0! 72120 aa 173720.04 135,945 60 46i,328 00 a.,8 720.00 673 720 00
Pioioct Bilboard 200 10 00 10 00 20.00 3!6!!.0C 2 592 00 6192.0C a 467.24 12,42176 2 903 04 ,a419244 r2 096 00
I,r r4 756 4€ 222 951 3A 160 524 93 333 476.23 1 164.7r0 39
EAFTHWORK
10r(3)b R.ddar oi E!a!!e4q!ar.d./,t 1,122 491 04 20.00 2Z!.41/.41 161 540 53 943,62129 122,1e2 9A
105{r) s!bsr!@!!!!q!!9n 12r.10s 00 ?1.91 ?!&4 ff2 34 109! 3lt.oB122 ?,2O1,774.f3 259,2r9 39 r,029,3r99? 3-!!q.3r4.03 2A 9l
O.cr.nd Sear (ENtnq PCC P.v.mc^! s,009!9 395 2U 22
-
TOTAL OF PAAT C s3r 93r 97 2,226 241 92 5 55r,892 33 770,11425 2,376 025 13 I694031 70
SUBB.ASE AND AASE COUFISE
200 &Loga!€ rslqbele CouEo 2 0oo 00 4qql! 10.00 10.00 20.00 1q4,697.04 140181 87 334 676!? 345.597 69 3,1 t4t.4s 654 18
201 Aggr.q.l€ 8al9 Co!E. . -.!p19 00 2rq!1353.09 10.00 1 231,269 62 1 213 640 32 T2A 459 2e
3 525 343.31 705,064.6€ 1212,714.1C 1 A62.28A 64 1,55923401

INDIRECT
ITEt' OIFECT COST cosTcot{PoNel
DESCFtmo ut' T OUANTIIY UNIT
NO.
UNIICOST ]OTAL ocf TOTAL
FONEGN LOCAL TAXES
cosT cosT
{1} t2) (3) (4) (5) (6) 17l (€) {9) (10) or) (12) (13) (15) '16) (r7)
PAAT E SURFACE COUBSE
39q 9,948,215 57 r00o 20.oo J,997,643 11 1,433,303 0,{ 3.435,9a6 1€ 5,556.i37 42 4,705.733 0o 3,r5229131
301(1) 2,444 260 79 r0.!9 10,09 20 0o 43_!05?:1q 35r,39755 2,396.450 74 { cls94 !:19.710.50 66,932 a7
qz!! 44.202 7A 3,229580.59 10.00 !q!q 545,916.1? !!!pse6r 1,110,9751! 3,176,262 3A 621,457 05 542 836 gU 4,94!:55j,32 64,744 42
3rg{1Ie HglL.id l oDm t'i !l 2!!094 49O 47 10.00 1o0o 20.oo 4,q19,694.09 3,2t70 r82 63 4,249440.72 20 554.994.65 !,502,419 3r 4,925 265 35
3r0(1lb e/,5Ee!! 77,376699.45 10.00 10.00 20.00 15,475.339j!! 26,617,534 6r 7r 315,744 39 r 5,6?1 92q9q llL! 21o t2 103 99.4,284.06 r,065 85
31O(l)c !-lor Ltid (looqm q'i4l !!.!t- 35,!!ZF!? 9! 10 00 r q,00 20.00 Lqq9-5ts!q 5,06!l!!lq! 12,107 958.12 32 330,776.47 7 066,963 49 LqLr94 17 305,510.73 1 368 06
45.2€ 294 215 19 20,99 42-qq6!9 101210.03 ?!?.3oo 2e 72 925.32 395 425 21
59!.91!.9! 4?q995 6? 1,!24301.49 4 450,810.63 1,r29,692 73 1,492 622.6? r 334 63
SPL31 10.00 i0.00 20 oo 539.640.61 p4,22124 917,86r.06 2 446,917.80 513,144 39 6260Q2.73 717 21
r54,272,29r a9 31654,454.33 35,792 635.62 212 T17 960.29
263 55A 52
MISCELLANEOUS STEUCTURES
e.!! 5 236 72 4f,130 44 10 00 rq.Qq 2A 00 9,42609 qzqQ.7! 16,21247 2?47713 3t 123.55 8,742.63 63 343 31 7,03815
605(3) n.lorv s.q.s 7.99 15.ese.70 111,997.34 22,3995€ r q.r2z !9
6r2(1) crorEg! l!9!49rlC!!!!! 6nr M.lking., (wlir.) q,t2?.o9 699 91 611,339 37 1 324,570.!q !!z0qq9{14
don2.d Th6moph.tjc Pawn€nl Mekine., fi.lla) 656 30 10.00 20 0c L/r4,347.79 355,540.41 653.943 38 a!9.010-!1 321,29194 aa2 0€
TOTAL OF PAFIT H 5.438,205.77 1,0€7,641.15 783,101.63 2,107 493 13 1 673,517 A3
MOBITIZATION AND OEMOSILIZATION
SPL 800 i:ario oo Oernouitr li* or CMI wqk Cot) 1.00 l,!!I.075 e1 1,737,075.91 10.00 10.00 20 0c 347,415 18 25013493 597,554 r1 r pJ3.4?9 r3 392,249 34 408,947 85
TOTA! OF PAFT J 1,737 075 9r 1,533,42913 392,249.3,4
OAYWORK
sPL 9oO ;.r 1,24930a.07 437.241 A2 662,133.27 144,915,97
1.249 308 07 437.257 A2 662 133 27
PROVISIOMLSUM
2,623,546 94 3,972 i99;a 699,50r.81 7 4r5,84S 39
7,495 848,39 2 623,546 94 3,972 799 65 899501.S1 7 495,348 39
GRAI{D TOTAL 163 907 556 65 49 323 lA0 23
PERCENTAGE 63,33 1e. 17,353

CONTRACT PACKAGE II
LOT2.3 DUMAGUETE NORTH ROAD
PROVTNCE OF NEGROS ORTENTAL, 1ST D|STR|CT ( REGTON Vil )
(Manluyod - La Libertad)
DESIGN AND BUILT
SUMMARY OF COSTS
(For lmplemontatlon, L = 45.842 km.)
EILL DESCRIPTION TOTAL COST

ITEM PEFCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 2,60 16,98C,317.0i
PART B OTHER GENERAL REOUIREMENTS 0.36 2,350,503.27
PART C EARTHWORKS 34,641,682.2€
PART D SUEBASE AND BASE COURSE 2.84 18,792,862.3€
PART E SURFACE COURSE 85.07 555,5S1,',|47.01
PART G DRAINAGE AND SLOPE PBOTECTION STRUCTURES
PART H MISCELLANEOUS STRUCTURES 2.83 18,465,050.0:
PART J MOBILIZATION AND DEMOBILIZATION 6,27 4 ,907 .42
SUB . TOTAL 100,00 6s3,096,469.4€
PART K DAYWORKS 3,265,482.35
PART L PROVISIONAL SUM '| 9,592 894.08
GRANO TOTAL 100.00 675,954,845.91

ADA lA 709s - PHI: PREPARING TtiE PHlLlPPltlES ROAD sEcToR IMPBOVEMENT PROJECT
CONTRACT PACKAGE N
LOT 2.3 DUMAGUETE NORTH BOAD
PROVTNCE OF NEGROS OR|ENTAL, rST DTSTRTCT ( AEGTOT{ ) V
(Mlniuyod - lr Llbonrd)

(For lmpl.h.nrdld, L. 5a,225 km)
DIFECTCOST cosTcot{PoNET
ITEM UNIT
oEscRtPTloll UNIT OUANNTY
uNtTcost TOTAL
TAXES
cosT cosT
(1) t2) (3) (4) (5) (6) l7) (3) (e) (10) (11) o3) (14) (1s) ( 17)
FACILITIES FOB THE ENGINEEFI
,o;d. Comb'iod Figld Ofi; s; L.bq;rory |o. t!

En9in6r oAFE 23 00 20,q99.!! 1q q0 l53.2,10 0q 6ra 240 00 ?q qq0.s9
'ovrd6 LN'ng Ou.466lo, se Enq,n6er or R€nlrl8a!'s 23 00 1q,q994 345,000 0o ro 00 ro 00 20 00 69,00000 49,6€0 00 ll8,640.0c 0.0c 40s03840 5s.q!169 463 680 00 20.160 0o
po..l./M.rnran Comb,ned Fr4d Olfis L.bo'ltory lnd 23 00 117,96€.49 2713!2q4.44 10 o0 t0 00 542.65689 390,712 96 $3pq9q 3.079 2?5 38 437,s98 52 3 64€ 654 29 154 550 19
vi.g o!3n6r. ror trl6 EnginseE (schodlLoAI
100 _ 9?q19q 0a 529,49b Od r0 00 1o ot 105,3e3o0 76,246 56 142,t445a 402 395 62 212 343.5! 96,395 41 711 634 5€ 71r 634 55
4.r.1G) l! 1oo 1 377,649.4q 10 00 t0 00 20 0c 375,52994 270,341.43 645,911 43 1,492 670 70 252 356 09 373,53414 r 5?3 560 93 2 523.560 93
23 o0 11 304 35 260,00! 00 ro 00 20 0c 5?1000 00 14810S80 157 463.04 4.!qc1q
23 00 26,141.5e 602,176.42 10 00 t0 00 20 0c 120.435 2€ 86,713 40 2or,t!!.q! 290 188 07 421.199 Z9 97,638 33 809 325 10 35.143 05
45 00 90,r88.69 lo ot 20 o! a97,ao9.s€ 1 427,145:q3 3,120 224 06 I 047,563 6A 1 404,033 a5 tl itt ao

q!!4.id 0'. Enqine.6 (2 ynib)
&r.319) 'wid..nd M.int in Sury€y ln6tum6nq Eqqipm.n!&!t!c ;i.tan6 r2,24130 2qr .5lq 0q 1o@ 95,3432- 2s- r57 2s 3S.5:i3S2 16,45? 31
€ Enq'no4 on !qE!@!tl&!e!q!qqL
'db'on ol SLtooy Pe6onnel {Scnedu 6 H) 23.q a6:/5142 1909 2!2.7r 10.00 10.00 20 0c !!L9q0 71 119,O17 2a 5,40960 1.53S.374 37 2ro,516 oO 1 754 299 96 7C,4]9!
'oqF$ PholograPhs 23 0o 4,824 33 111 051 6Z 10 0! 22,21033 r5 99r.214 36,2Ot J7 52,23S 70 79,104.32 l zplq 41 6,44924
TOTAL OF PAFT A 2,s26,832 90 r 819 319.69 4 346,152 58 6,324.227 23 L774 452 53 2 a7T,537 3l
OTHER GENERAL REOUIREMENTS
qe!'l !8. 1S9 qs! 866 36 9!s4q5.36 10 00 10.00 20 0c !11117 ?l 12:1,217 94 9 e22 7A 1.002 45r 22 138,037.35 1r5C 31127 1,1!0,!1! 2J
L! 975 000.0c 75 000.00 3qr.ooo.0c 200,337 20
13,000.0! 2,se2 0! ?1.192.90
r 746,886.36 349,777 27 251,839 64 60l,516.91 226,6ff 1A 1,3/1765.74 242.060.39 2 35C' 503 27
EARTHWORK
t€hov.l ol ErstrqAc P.wmnl 134,se3 0! 1p5jr5r r 61 10.9q 1,654,919 99 528 2794 I 912.266 es
101(3)b i€movalol Er6lrg PCC P.v6m€nl 313!! 341,66144 416,19131 1995 233 95 254 355 50 935,20103 3 145 aao 4!
192p) SuDlu. Common Erc.vBDon qu.qr. 50,672 00 142 29 z,?19.39!.34 10 00 10 00 ,! s9 t l+z,oitjt 1 034,291 24 2,440,362 41 10147?.19 2,454,141.03 969C/ra25
104(]) :hb8nlmort I'om Ro.4!etE evalion r6,391Q0 217.47 3-673,350 32 10 gq r0 Q9 20 00 523,9€2.45 1 253,632 51 3.qq3.!zt II 1,139,400 30 4 936 962 83 292 28
Qq(1) !Jbg,ad€ P,.p91!!9L 279.903 00 21.51 6020.260.05 20.09 1,2q4.0!2 0r 866,917 45 2.070.969 46 9,060 562 o€ 2 366,944 aq 909r 229 51 23 91
sPL 108 :,acl ano Se.!lErlt19 PCc o.v6m6rt) 3,000 00 548.98 I 646,934 24 10 00 ro 00 20 00 32e 386€! ?17.158 43 96,545 33 1,443 897 79 221 221 13 542,354 4 2,2 t3 479 62 737 A3
TOTAL OF PART C 25,77s,06122 5 155 012 24 3 711,606 32 4,466,62106 21,762191 9C 2 719615.47 r0,054,952 92 34,641 682 2€
SUSBASE ANO B,ASE COUFSE
asg'€ra!. qu!!!!9 qgyre. 2A 513 00 446 f4 lai73.ae2 06 10.00 20.00 !q$.502 36 4.174.2tj14 gssz,6so.lz 5 231 4asr!! apzi,s26 65 rs,65,6$ 3i
-oi Aqgr€i.r. 8sa Cous 104,292.45 ?9-9!q 4s 15,01411 !!fz! c9
r3,942.744 51 2 796,556 9C 2,013 420 97 9,606,5666t 5 285 220 76 14,792 462 3€

DIFECTCOST INFECT
cosTcol|PoNET
ITET
DESCntP-no UI{IT U|T
NO.
UNIT COST
ocr tarr60l TOTAI
FORAG LOCAL TAXES
cosT coST
'O'AL
(1) t2) (3) (4) (5) (6) (7) (3) 0o) (' 1) (r4) (15) (:6)
03) {r7)
z4qq9 l3!095!ss6 6e
30r(1) 3oc 19r301.24 2000 ?9qqQ.74 51,394 a3 25.635 30
?ozl?L 432!2f9 1_0,oq _2,3 4,6!1!l ]llr\17 e2
3ro(1). _!!t !1. .11.S9! 0j 4!q 79 1790,632.57 1o 00 t0 o0 20 00 633,85r.09 1 991,977 61 5,33546415 r 168 693 90 1278,45213 T 7426141A
3r0(1)b 251,672.00 7930! r99 567,458.15 2000 40 301 797 8€ 263,245 513 4
3Lgit)a 3E !!. 4r,105 o0 1,017!?
q?Lla
!.! 10.oq 2a 0a 5 034.364 27 1:11?!@ q! q4j9,9?9 0! I421,036 93 !!!5e 103 89 r,3640€
.{t!!' _ _qsQ q! 3 757,389 61 10 o0 20 00 I 295,942 03 3,044.353 A5
3i1(r)c 69.m. 1a2,563.0C 9,1,al 135 12L9?a.07 10 00 10.00 2A OA 27,024,394.81 r9 457,564.27 r5,171,656 0a 22145,441.24 $ 731,Aa5 A0 rar 50q 933 rs r,273 65
sPL312
sPL 313
!! 6,052 oC
3,000.04
85 26
993.02
!15,96!.s8
2.97907,r.10
10.00
10.00
r0.00
10.0!
20 00
20 o0
103,192.72
59!-q1!q?
f4,294.76
428,986.67
177,49t.47
1,024,80149
424.924 T0
2.67q,.4Sq.38
140,645.61
677,615.64
127,AAA.74 6s14! qq
4,003.475 59
114 58
r,334 63
5aC 64 20.00 24o,532.15 550,717 r1 375,q0L6! 2 r51 633 95 7t7 21
rri3,386 270.r0 a2,6tt ,254 02 19.521 622.49 r42.204,876.91 365,441,27124 82,260,r06.91 r1€,934,85237 555 591 147 ot
MISCELLANEOUS STBUCTUFES
6050)
6q![]q 2920A ?.167 9q 632 450 43 10.0q ?9!e 91.t30.4€ ?17 7qq!! 4tq??o 91 2 912 A5
605(2) ?ggldory Siq.s 5,971 72 7413f9.57 20.00 r52!31!!1 r 10 070.66 262 946.57 ?! tt?? 509.66103 i39 512 36 8 025 99
117.0! 1s,99e.4 643p55?Q !307,434 A2 317123 16 2,515,92027 21 503 59
012(11 0i6qq'j 4I!6moplastc P.wm6nt M{[r]$. (wrre) !!un 12,qlqo! 4.253 232 54 r0.00 20.00 2 839 1r2.00 5 272!64 t 74 2.5t5 011 36 11,092 344 54 874.86
612\2) rnecio.i2edThemod&ii.Pawm.nlM.rkino!, fi.llowl 6563C l.!14 7?9 63 10 00 to00 ?0.0! !q2.!199! 4412107 521 065 99 e95.q13 s! 599,450 82 47Q ?32.23 aa2 06
TOTAL OF PAFT H 13,73447653 r,971496 22 4.72€ 173.53 6,539,804.r r 3.761 755 76
MOBILIZATION AND DEMOBILIZATION
400 obili2.rion and Dohobiliz.iion (i % ol civil wo c6tl 4,66€,42992 4,66S,d2992 10.00 1000 933,765S3 672,3rr 51 1,606 077.49 993 647 47 1.353 0s3 da 6,2ta got ai
4,654,42992 4,054,135.2€ 1,353 053 05
sPL 900 1vYo4 1142,914.4, 1,730,705 64 3Sr a57.aa 3 ?65 432 35
6PL roo( 19.592.89,10€ 10,341,233 a6 2,341,14f 29 19.5928S4 00
19,592 S94.0€ 6,457,512.93 10,33,r,233 86 2,351 14f.29 19.59? 394 o8
GFAiIO TOTAI 508 793 2,r9 56 117 t11243 22 r r7 B39 203 29 67s 95. e45 9!
PEFCENTAGE 17.
CONTRACT PACKAGE II
LOT2,4 DUMAGUETE NORTH ROAD
PROVINCE OF NEGROS ORIENTAL, lST DISTRICT, REGION VII
(La Llbertad 0 Vallehermoso)
DESIGN AND BUILT
SUMMARY OF COSTS

lTEll PERCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 3.18 16,980,317.07
PART B OTHER GENEFAL REQUIREMENTS 0.44 2,352,458 .12
PART C EARTHWORKS 6.04 32,219,389.4:
PART D SUBBASE AND BASE COURSE 21,157,642.38
PART E SURFACE COURSE 82.61 440 ,495 ,103.7 4
PART H MISCELLANEOUS STRUCTURES 2.41 14,957 ,707 .Oa
PART J MOBILIZATION ANO DEMOBILIZATION 0.95 5,086,298.8:
SUA . TOTAL 100.00 533,250,956.61
PART K DAYWORKS 2,666,254.7e
PART L PROVISIONAL SUM 15,997 524.70
GRAND TOTAL 100.00 551,914,740.1(

ADA TA 7093 - PHIi PREPARING THE PIIILIPPINES ROAD SECTOR IMPBOVEHET{T PROJECT
ASSET PRESERVATION UNOER TRANCHE 1
CONTRACI PACKACE II
LOT 2.4 OUMAGUETE NORTH ROAD
PROVINCE OF NEGROS ORIENTAL,'IST OISTBICT. REGION VII
(Manluyod - L. Ltbcrtrd)

(Fq lmpl.m..i.llon, L - 3t,756 km)
OIRECTCOST COSTCOMPONET
ITEII
DESCRIPNON UNIT OUANNTY IOIAI
NO.
UNIICOST TOTAL ocM TOTAL cosT cosT
FOFAG LOCAL IAXES
16l+{10}
(1) (21 (3) (5) {6) t7) (3) (el oo) (1rJ (r2) (13) (17)
FACILITIES FOF THE ENCINEEB
a r/"l ?rov@. comb nod Fio! otic. .ni Lato;iot lor di6 Edia;6. on F;; 23 0! 10 0o 10 o0 2000 t54,240 0o
'rovid. Livinl ou.^./! lor $6 Engjn69, oq R9!q!]q!9!9 I q0!
23 Qq .00 r0 o0 ?0 0q q9.aq! s! rl3,63O 0O 55.64160
Jr€raG/Mlintan Combh.d F.ld Offic. L.bor.ro"y.rd E9 23 aa r0 00 ro 00 20 00 542 656 a9 390,7r2 96 933,369 85 129 430 4C 437,598 52 3 646 654.29 153 550.19
-ivinA q!.li!ru]gr lr. €ngin€q. Lsch€lol. A) -
529,490 00 20 00 ?6,246 56 zrr egr 6e
4.,8 to' d''€ Err'ôo.6 (scrt6dul6qLe c)

'id. and MrintlinL$orutory [email protected] €quiphont sd App{atJ. ( sch. 10c r,877 649 50 20 0c 375,52990 270,34r.53 I,492 670 70 252 356.09 2.52i 560 93
11 'id€ and Maint in communi€rign FCct!qq!91!9!lSol !9 104.35 J6!poll00 r0.00 r0 00 20 0c 52,000 00 r48 r08 80 r57 463.04 43,868 16 15 193 04
,a I 1(lt) 'id. supplio. and con.omabl6 slorgs !91 Ec!! Q!!99,!!&@ry !!4 ?oiqt !q 6!)2!176.42 10.00 10 00 20 0c 120,435 2€ 207,14€ 69 290,r80 07 421 496 70 97,638 33 609 325 1q 9!.1q3!!
!g OL.n.'r tr th. Erg'n..r {Sch€dJr. F a Fl
/tWD Pick-up Typ€, Ooubl€ C.{ C.b S.l
4T?LAJ 'id6, Op.r6r6 lnd Mainr.in 46.0C eo 13riaa r0.00 r0 00 20 0c 329135 9! f ait.14s.e3 3.i20.22s oa 1,0;7 563 68 1 408,033 85 121213160
cl6lor th. EnFn.6r! {2 un !r
f.i,qer 'id€ and MdnLin gufEt ln.vum6nlt Eaoipm6nt tor rh6 Bbtanca t! 23.00 \22!1]9 28r,55oOO 10.00 10 00 20 oc 56,310 oa 40,543 20 96,853 20 2831147 ?E sq,7r2 r0
:nth..r on R€.r.lbsE (Sch€du'. G)
4.r (b) i!io. ol Sud.y P.6dns (Sch€dll€!!L 23 o0 56191-42 ro.oo r0 00 20 oc 261,056 54 147,960.71 5,40960 1,539 374 37 ?r0116.00 1,75.,299 q6 l9 ?7!4
23 00 4,82433 11r,051 6Z 1o o0 lo 00 20 oc ?q.?o1fl !4?!ql! 7910a32
TOTAL OF PAFiT A 2.526,832e0 6.324.227 .23 2 477,537 31
OTHER GENEBAL BEAUIBEMENTS
9!!:1 dructon 5af6v and H€altr 1.0! 857,340.86 457 340 36 10.00 10 00 ?s 0! 171.46511 l?3r457.08 ?94.925 26 t0 506 8s 1,AA3 4A/.29 138,27193 1,rtlr 266 12 1 152 2j6.1?
Ionm€.tal and Social S.l.Ouards 10c 20 00 175 000 o! 126,000 00 301,000 00 204 367 2A 326 492 8o I41,120 00
r4,000.00 20 00 B 467.24 2, 19299
1 750,340.a6 350 06417 252,O49 AA 602,11126 r 442 40r.35 242,294 97
/!lor Exetng ,1qlqy9r91! 156 354 0C 3!.91 5,619,34€.06 20.00 6,435 539 45 3,205 4r2 06
4tlql Exi{,!g Pcc P.ved6nt ?] q' - !1!.!9 1,167,678 09 10 00 io 0q 2000 233 535 62 r68 i45 64 401,681 26 98r 96r it 12714135 450 250 83 r 55, .359 35 421 l9
'to2t2l 37,7!9:q! 142 29 r,046,321 24 l.!!3.34 !9 191 4
!O9nr tm Fo.dw.y Exdvalol ?1111 4.1q1l!q?Z l arsg r0 00 320 31r ?5 !s !?t !! La3r.a24 57 292 2A
ld6 Pr.p.r.tio'l 242,217 0a 2151 20 00 r,2r4.005 09 ?.033,090 r7 3 000,435 9€ 3 r 5!.!29,91 ?9,91
ltL 103 sd S{r (Etj!!nq PCC P.v.n.nl) 3?9.13q9! 237,154.53 555,545 3a 1l43!!1ll 221 221.13
TOTAL OF PAFT C 23 972,759 99 12,674,92157
SUBAASE ANO BASE COOFSE
?s9 lal. subbB.6 cour; 32,199 0C 1a,672,62i 3e r0 0o 2000 3.r 1,5?! q! 1991,333 11 r4,530 955 5C L9q5 725.81 7 665,637 7€ 21 06" oo8 {9
201 late Bage Co!!!9 q9.992!! 10 00 10 00 20oo 1q 9q9l! 19,036 49 23,976 07 36 432.32 !q9r 1 17 21,329 96
1a,742,323 2A 2,256 494 54 5,415 359 la 14 617 349.32 a02163704 1 ,AA7 417 72 21 r5i,632 38
ITEX
OIRECT COST
IARX I]
cosT coltPoNEr
DESCRIPNON UNIT TOIAI UNIT
NO.
UNITCOST TOTAL oct TOTAL
FOREIGI{ LOCAL TAXES
cosT cosT
(1) t2) (3) (4) (5) (6) t7) (3) (s) (10) (11) 02) (13) (rs) (16) (17)
{14)
SURFACE COUFSE
!q t!?1!4 13524,351.75 te qs t0 00 ?9.90 2 704 a7o 35 4$q2,37r 00 7.536 721.q3 6311707.53 4,2!q?9q6! 14176,724t6
!9!r! 9!@?,€ r090 . t4.342 76 34!263 25 6q q?.!!
?l 4a.2O2.fL l Q-oq l0 00 1,060 rt59 30 763,530.79 113?!,949 99 5,2i4 756 99 r 020,302.62 891,224 a3 7 t2f,236 49
ur 496.79 l aas 10 00 ?0.00 221127 A'f $ 15,932,021:3! qqp59.828 8l 100,841 920 32 22 084 675.63 ?4. !69.1!9J! 118-696.866 05 667.69
47.5!4!! r$,q! 17.q15.602 67 10 o0 ro 0o 2O-0! lEq3 r 20 53 5,ru5,446 78 13,008,567 32 34,653 437 8{ lfa5p34 5s 4,334.747 55 50 824,r69 99 r 065 s5
3t I{l)a
t c.m.nr cq!q9!ae.!tujr. Plnn,z3oqrn t'r 160,033 0C
627 9a 3.767349.61 10 00 10.00 20.00 . 51?.!!!Jq 3,044.353 A6 600 974 69 r 414,043 09 5,064 371.64 q,8.9q
947.A1 !J1.1?]E4!4 !!,?15.504 16 21,444,763.43 !!r.194,2ff.r9 176,703.013 9! 34,439 212.22 32 {4o.qlq91 2!3 9?1 791 99 1 273 Aa
s ol Crlck! lnd Joi.t . (Exa.ijnc PCCP) I rn. 89-2q 293,533.15 10.00 200c 53,706 63 42,264.77 100,975 4C 241,738 60 80,0r3.69 72,756.21 39,r 503.55 114 53
n3 o!r9q9l!3 993.02 ?!l!!1Ltu t0 00 2A 0C .4?!,995.61 1,024,401.4S 2,670.49639 677 615 64 4,003 475 59 r,?31q3
xil. F.vinq Fabnc wirh GIE$ 8€i.lorc.m€nl 533.64 600,921
1 94 lo.oo 320. 234,532 75 1,463.1!0 6! 37s,501ql 2,15i €38 95 717 21
MISCELLANEOUS SIFUCTURES
qot0r Y!'a'!.s qhlq !!. s ita.n-1 701/4,6! 20.q 100,s4:Lg! 72,392 35 '1f2.91f.29 250,422 73 33r.964 51 675 66r 97 7,03A 15
6q5{1)b )h€vron Sien. 204.00 2,167 39 19.00 10.00 20.q! 90,r5S.5l ?13,4r s 53 295,417 63 2,912.45
5 9f1.72 !1ej9a.d2 10:0q 20 0c 79113 29 166,992 45 27r!7999! 356.314 90 140,274.41 4.025 99
6qsGI 34.00 15,e.991q 2q!q ?9q7e4 e0 193 532 33 462,327 23 $4,994 23 2?7,979:18 I 406 3or 73 21,503 59
612(1) 650.94 7.107 543.10 !0.0q r0.0q 20.oc 1421.5i6.62 1 o-2149Le2 2 445 008.59 4540,7919! 2,794,24466 2 217,564.34 9,55:591 69 37446
61212) 1,Z9qe! 656.30 1,U4 768 65 10.00 20.0c 234,953.73 169 166.6! 744,394.33 464,912 03 365,0!?.64 1,574,449.06 842 0€
TOTAL OF PAAT H 11,129,416.31 2,225,849.26 1602,611.47 3,828,460 73 6,659,493 72 5.191,915 96 3 095,897.37 i4,95 707.05
MOBILIZATION AND OEMOBILIZATION
lob'l'z.Don.nd bcmob izadd trlb o-;iwo Cos0 l 3 7Ss 936.63 757,147 3a sasiaBi 3 Af32r- 1,!6Qp!?l! 5,044.29443
3 413,322 21 5 oaa 294 a3
st i-.i ?,e99?!3.{! 933,iS91t ti9,95057 2.66t 25{ 7S
sFiibaa 158t7528 70 4,478 590 2l r e1e,lq141 1!,99's23 70
15 997,524.70 5,599.135 04 8.478 690 21 15,9S7 524.70
PENCEITAGE 17.
CONTRACT PACKAGE III
LOT 3.1 DIPOLOG - OROOUIETA CITY ROAD
PROVTNCE OF ZAMBOANGA DEL NORTE ( REGTON tX )
SUMMARY OF COSTS

ITEM PERCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 7.26 11 ,324 ,320 .83
PART B OTHER GENEBAL REOUIREMENTS 0.65 1,0 t7,754.61
PART D SUBBASE AND BASE COURSE 0.00
PART E SURFACE COURSE 42,74 129,038,306.7C
PART F BBIDGE CONSTRUCTION
PART H MISCELLANEOUS STRUCTURES 4.97 7,757,299,16
PART J MOBILIZATION AND DEMOBILIZATION 0.91 1 ,421 ,973 .49
SUB . TOTAL 100.00 155,961,397.66
PART K DAYWORKS 779,806.9S
PART L PROVISIONAL SUM 4,678,841.93
GRAND TOTAL 100.00 161,420,046.5€
t od.Ld 27 F.t lld 2OlO

ADB TA 7093. PHI: PFEPARING THE PHIUPPINES ROAO SECTOR IIIPROVEMENT PFOJECT
ASSET PRESERVATION UIDER TRANC}IE 1
LOT 3.I DIPOLOC. OROOUIETA CITY ROAD
PROVIiICE OF ZAMBOAT{GA DEL NORTE ( REGION IX )
SUMIiIARY OF COST ESTIMATE

(For Inpl.h.nt tlon, I, 2o.6a2 tn)
.nd +p!!!4993
ie, L!bot.!9ry!!!!Y!ns
(Sch€dula B t C)
26,181
45,697.03
TOTAL OF PAFT A 5,659.378 2,r93,369 07
OTHEF GENEML FEOLJIFEMENTS
45 312 21
PccP.y9!!.!!L ,
574 754.1 504,73062
3 106,054 57
wilh Gl.!. F.lnioG€m€hr

II{ONRECY
t,|FECr COST COAT COIPONET
ITET
oEacitmol ultat ou^ltltTY lIFK TOTAL UNIT
l{o. UNtl COST TOTAL
ocr l,lhsl FOnAOX LOCAL TAES cost coST
'OTAL
(1) (2) (3) (4) (s) (6) (7) (8) (e) (r0) (11) (12) (13) 04) 05) 06) (17)
o,061.1! z!.919!l? !! -la, 34.5:t0.25 7!01..34

230.@ zl,@!4 7r,064 & 3Xt. !!q,70o.35 €!3.346.?9 2-991!E
Fr.L!o.v ag! !!!1 12,066. 1..
!9,e{.9! !9q.q?3!1
15,947. 144,494.42
5ae. 311,5043! t.!u9,1€9.31 q66.5?
67 10.00 20,00 121,443. 87,r(l9.62 208,383.53 361.959 2C 167,129.1t qt9iqrl 6137!
TOTAI OF PAFT H 5 771,749.41 1 154p5e.99 031 139.2C 3,r(t7,A3g 5l 2,701,595,36 1 617,664 2!
MOEILIZATION ANO DEMOBIUZATION
Mohlll2r ,on li D.mHlhrt].. 6 a 6l CMr wdr cdl r,o5a,o15.t9 1o.00 112,3E:9! 353957.5C 24eE2t.t9
r ,056.01 5,9! g€9,3o3.6r 242,A0r.fO 21e,2r2.\a
2f2lp. 413,&7.7 43.576.9! 779,805.99
2721Xt2.15
93 2.479,7a6.22 561 /161.0g

't,673,341
TOTAL OF PAFT L 4,676,4a1 .9C r,637 59a.68 2,479.786.4 54r,461.03 4,678.841.93
r21,501,355.51
PENCE {TACE
LOT 3.2 BUTUAN . CAGAYAN DE ORO CITY - ILIGAN ROAD
PROVINCE OF MTSAMTS ORTENTAL ( REGTON X )
SUMMARY OF COSTS
(For lmplementatlon, L = 19.693 km)
AILL oEscRrPno TOTAL COST

ITEM PERCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 3.06 12,849,441,0C
PART B OTHER GENERAL REOUIREMENTS 0.33 1,371,567.1 't
PART C EARTHWORKS 1.29 5,41 1,763.94
PART E SURFACE COURSE 91.72
PART H MISCELLANEOUS STRUCTURES z.oc 11 ,129,584,43
PART J MOBILIZATION AND OEMOBILIZATION 0.96 4,O15,O27.11
SUB . TOTAL 100,00 42O,142t752,55
PART K DAYWORKS 2,100 ,7 13.7e
PART L PROVISIOML SUM 12,604 242.54
GRAND TOTAL rq).00 434,447,74a.93

ADg TA 7093 . PHII PREPARING THE PHILIPPINES ROAD SECTOF IMPROVEMENT PROJECT
ASSET PRESERVATION UNOER TRANCHE 1
LOT 3.2 AUTUAi.I - CAGAYAN DE ORO CITY. ILIGAN ROAO
PROVINCE OF IIISAMIS ORIENTAL ( REGION X )

(For lmFl.m..r.don, L: 19.35t tn)
INDIBECT
OIBECTCOST COSTCOMPONET
ITEI' DESCFIPnON UNIT OUANTTY TOTAL UNIT
lio. UNITCOST TOTAL
ocil PROFI] 12?.ol TOTAL FOFEIGN TAXES
cosT cosT
(1) t2) (3) (5) (6) (7) (3) (10) (11) (13)
02) {1s) (16) (17)
FACILITIES FOR THE ENGINEER
4,1,1{!L ti,mbn6d nold gqlc dd Labdatdi li' tl6 Enqin6d 9I-F?n!41 q 13.0c 260,000 90 j9 gq 10.00 20 00 9L4S 99 o o0 41,932 a0 26,440.00
A.1 1(b) jvi4 Auan.ro |ot tho Enfn@r on Rant l Ba. !19, t30c 10.00 r9.00 20 0c 24,040.00 230 630.4C 20,160.00
4,1.1&L Mdnt h Conbnod Fiold Off€, L.loqEry &d 1r1 914.q1 l,rtl{339 94 10 0o ro 0o 20 0c 290,977 99 ?09,504.15 73,34e40 234,644.65 r.e9!.?4ro! !50.{13.24
{t
G lor tr. E.snooE (SchoduloA)
.qqpnont Fuhrtu,.dFr([email protected] apdios
)nbi.6d FGld Olfrc.. L.bor.Lory sd -'vho
t, 1.00 529490.04 lq0q 10.00 29 0q t05.!e6 q0 7624655 402,395 62 212 343.53 7r 1,634.56
ror lt6 Eng,^666 (SchsdJbs A & Cr

!4!4!DFj!1.!oratory T6line Eqoipm€nl.nd App.r.l!. ( s.h. D ) 100 1,322,q19!9 rq0o 19.0q 20.0c 270,381 53 64591t43 1 492,674 f0 2 523.560.93 2 523.560 93
4.1,!! 13 !76!? 10.00 ?0 0c 94000100 9e!€0.00 105,712 AO 93,3s4?.4 19352 96 ?2q,43!!Q 17,575 33
4.1.1Lh) 26,14154 340 360 5€ 20.0c 64.O72.12 .4e-o_l l 9? 1q4,019 35 234,23439 55 166.88 457,444.6? 35,133 05
41.2{31 '.1€ &d M.i.t io 4wD Pick-up Typ.,qq !1. cr.w c&&ryE! 9E3100e.c 10 o0 t0 00 ?q!! 1e6_q01.06 523 297 3a 1,250 099.23 2 886,063 75 676,!q4! 4,3!1.ro!: ! ist8sb 33
. Engi^d. {2 un'EI
Al3l5l ,l.jnt i. s!to6y In*u,nsntt EqliFnent bl $o a..irr.nc€ &' r3 00 2r,657j! 2S1 a5o OC 10.00 1q,00 40 543 20 96853. !fu.157ts 34,533 a2 56 7t2 rC 378,403.20 29,107 94
d Fcnt l b!!.. 1 !9!19{ul99t
!o. l3 00 5ao6zaa 10 00 !!0,97564 i.as7.60 't2t,f46.16 r !rL4r!!!!! !3to42 rs
62,764 33 10 0Q 20.0c r 2.553 67 e.o$ q1 21592.31 2C 526.22
TOTAI OF PAFT A 9,560,595 98 1 91211920 1 ,376,725.52 3,284 S45 02 5 440 045 71 4 631,371 76 2 373,023.53
OTHEB GENEBALAEOUIREMENTS
aon.vudi;; s.t6ty q4!!!!L 100 497,4t124 497,511 24 10 oo 20.0c 99 502 25 71,ui.62 1t.t{!,!/ 6559.49 531,75L!! !Q-23861 n68 655 r1 66S 65511
SPL.? and Socill Srf.olards 505,000.!q 1o 00 10 00 20.00 101 000 o0 1?11099 461,324.00 67472944
=nvnonm6ntal
?r9i9ct Billb..d 100 14,000 0c 18,090.0c 10 o0 10 00 ?.5e2.!! 6.192 00 aaGi.2c 12,A21f6 2,903 04 241e2Q9 2\191AA
TOTAI OF PAFI-T B 244 102 25 146,953 62 351,055 a7 151 072 29
Lo!Q9 omoval ol Exiltino AC P.vrm6ni q?z!,!! 34.26 2al153g 63 10 o0 10 o0 56706.13 4!!?! !1 q4.!34.s4 237,709 49 3r p00 6r r r r,555 06 . e!plat6 46 05
r050I c!9!cd! el!p!!g!![ 14.96t.00 !94 ll24,947.25 1o gQ 161,992.4C 96pq13! 119,325.29 1.511 929.11 27 5l
10 00 860.803 50
4 026,610 07 aja i22 01 579,33135 1,345,153 A6 3,442 455.07 512 454.93

INDIFEC
ITETI
OIRECT COST coslcotPoNET
DESCFIPnON ut' T OUA{T|TY UNIT
lio. UNTTCOST TOIAL 0cf TOTAL
FOREIGN LOCAL TAXES
cosT cosT
tr, (2) (3) (4) (5) (6) (7) (3) {e) 00) o1) lt2l (15) {i7)
SUEFACE COURSE
9q0 8,246.q0 ql?.9! 5-41 9,328.91 10.00 to.0o 7s1,563,36 1745,iigr4 2,449 432.45 1 640 620.27 850 69
391(U lMC.70 Cul.b&k tuPh.l 1.00 1q,1s?l! 43193.73 -19,9q 1o.oo 6,939.90 16,578.64 47.286.63 I224 A2 a 254 93 64 JT2 38 64,77238
302(?) Emullili.d A!ph.lt, SS-l 46!530.?2 20 00 467,322.03 1 491,793.89 4,260,405 23 3401q1 10
3iS(1)q 39,038.00 471.45 Jq194 576.1a 20 00 3,680,915-4 6 331,r74.18 1Zq0!?19 ?! 3,706 319 91 24 715.74O 27 633 63
160,05900 10.00 2! qe 11193!91!! 21,264 2e3 27 26 29\9?9:3?
96!.3? 3!.3?3,565.5. 10.00 17,664,713.13 3r 340,!77 36
1?L!! 4,213.95103 342.-79q?1
93,142 00 16!?.92s 5e 1000 20.00 1,526,535.i,1 ?,6?!p4!!! !,15qq1q 23 L3t!.19?.9! 1!0 09
3rO0O.O0 2,635,7015e 20 oa 567,t10 32 1q€j41, 975 481 3,1 2.543,631 6!q,qq!q as!,l c?!! L2j0 !s
SPL ctera Boiitorconcq qq.qr, 65i3600 t3 01 a5 25t 241 f5 10 00 5 076 r85 1212644196 6832,632.12 4,274.930.73 47 .37? ,726 71 716 37
246 727 ,209 a3 57 3215 44181 41,283,71810 94.634.159 9t 261,805,71710 59 511,243 fE 6rr,Ol1.408 09 385,36r 364.9{
MISCELLANEOI.]S STRUCTUEES
6qq{[ 99.!! 5 205 37 510,175.24 10?,0!5 05 13.iq!.?q 175,5!0?8 3331334.61 6!5 67! 53
64,90 15,972.26 j,921,124.6e 10 00 r0.00 20 oc 147,200.36 351,645 29 715 649 54 t72 6A9 62 1,3731469 93 2146672
6,0250C 539.0? 3 850114.08 10.00 10.00 ?q sq /70,022.42 554,416.43 '| 324,439.24 2,429p11.22 1,554 S48.17 1 190 427 93 5,174,553 32 85885
2.898 426 79 10.00 20 0c 529.635 36 997,054.41 1 92L69),gq I,177 944 A5 3,495.445 60 46605
TOTAL OF PART H 8,280 940.80 1,656,188.16 1 ro2 455 47 2 848,5:13 63 4 991,836 2r 3,7A7 33t 17 2,3s0 367 0,4 1r i29,544 43
MOgILI?jTION ANO O€MOBILIZATION
r00 2,990,aa7 60 r0.00 10.00 20.0c !9q.969.s2 2r30,6ro 05 1,026 679.5? 2,7ot,Ni ae 638,4210 30 94 7849 lpl9!o27 1f
2,990,347 60 2,702,4O4.54 677,1A2 29
2 1oo t1a 76 1,113,378 29 252,085 65 2, iQQ 713.76
9€qq.?99 77 1,s12.513 91 12,641242 5a
12,604,242.54 1,5r2,513 9r
PERCENTAOE
ADB TA 7o9il - PHI: PREPARING THE PHILIPPINES ROAD SECTOR IMPROVEMENT PROJECT
LOT 3.3 BUTUAN . CAGAYAN DE ORO CITY. ILIGAN ROAD
PROVTNCE OF AGUSAN DEL NORTE ( REGTON Xill )
OESIGN AND BUILT
SUMMARY OF COSTS
(For lmplementatlon, L= 16.421 km.)
AILL DESCRIPT|ON TOTAL COST

ITElI PEFCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 7.0s 12,457,165.1S
PART B OTHER GENERAL REQUIREMENTS o.7 4 1,31s,946.75
PART D SUBBASE AND BASE COURSE 1.20 2,120,1 93.55
PART J MOBILIZATION AND DEMOBILIZATION 0.91 1,612,404.25
SUB . TOTAL 100.00 176,666,340.92
PART K DAYWORKS 883,331.70
PART L PROVISIONAL SUM 5,299,990,23
GRAND TOTAL 100.00 182,849,662.45
uodal€d 27 F.bw mr 0
AOB TA 7093 - PHI: PREPARING THE PHILIPPINES AOAD SECTOR IMPROVEMENT PFOJECT
ASSST PRESERVATION UNDER TRATICHE 1
LOT 3.3 BUIUAII. CAGAYAN OE OFO CITY. ILIGAN ROAD
PROVII{CE OF AGUSAN DEL NORTE I REGION XIII)

(For tmpt.n.d. on, L: 16241 rn)
otFEct cosT cosTcoLPoNEr

I'EI' OESCFIPNON UNIT
IAFK TOTAL UI{IT
t{o. UNITCO9T TOTAL TOTAL cosT cosT
FOAAGN LOCA! TA)(ES
(r) t2) (3) (5) (6) (7) (3) (s) (10) (11) (12) :16) (17)
FACILITIES FOF THE ENGINE€R
A 1.1(.) tdia€ coDbin.d Fi.ld otiile !!q L.bdltory to, $. Errfier q F.nd! 1?!9 20 090 00 ?10.!q!.9! 10.00 48,000.00 32,q500c 0gQ 243,452 a9
rwidouvi^9 ouan9lqb4lqElgl9or on F6^t4!4!9 12 0q 15,000 00 13!,!@ q! 1q,00 10 00 25,920.00 61 920 00 s!s 212,349 60 29 030 4C 20.16q!!
l1lic) )p6r.l./V..r.'n Conbin.d Fiold Otico, Labor.lory dd !? s9 111,914 61 r,3.1?lz5 33 10 00 10 00 ?6859507 193.334 45 46r 9q!s1 1 520,626 19 ?1€,qes 0€ r €04 954 a5
'Mntqgarc'! lor the E.gheeB {scnedul€A)
4.1.1(q) urni6r Eqlrpmenr, FurnrMes/F nJ'.. ed apd'u$ 9?9lC!qe 52q490 00 r0 00 761246 5! 1!?t!156 402 344.62 tr2,343 s3 96 e95 41 711 634 5a
r tl6comb'n€d Fi.ld OFce Labor.lory..q Liu.q
rudl.6 ror tho Enqinc.E {scnsdul.. I49L
4.r.1{c) 1.0€ rt77,6,1050 1 37t 640 aO 10 oo 20 0c 375.5?990 270,36153 1,492,570 70 252 356 09 378,534 r4 2!5231560 93
,f.r.1{r) l?.!! r6r,9qo oo 1qlq 2- oc 32,?0q,0! 5!!9!400 r0r 539 20 r3,032 O!
41 r(hi 12.9! ?6,181.56 1! 00 10 00 62.8353C 45,241.1A 104,07753 14?t9 5a 35,r4405
Ar 2(.1 24"aC 119t!!.29 9F9Ur1?s.60 717 a,ta- L29qsi2 5a 2,367 310.0! r 313,603 60 2AO,S19 26
Ar3(.) 12 0C 4,462 5A ?8ll!!!! !-oa 10 00 20.00 56 310.0! 40,543.20 96.S53 20 23.3,157.2e 3A $3 82 !q71? to a7B.403 20 31,533 6C
i29! 53,067s4 696.8r0 67 10 oq ?qq9 13936r.1q to!J40.74 23e,4231 ?,94!o 821,309 51 112 361 62 916j r 3 s4 ft.o4iia
4 1.4 t2 0c 4,828.33 57,940.00 r0 00 1O Oq 20.00 11 588 0! cl!! 39 19,9313€ 27 254.q 4t,271.q? 7l,a?136 6.44923
TOTAL OF PART A 9 264,724 10 1 453 744 a2 1,334,695.27 3,144,44109 5,796 290.32 4,334 227 59 2,330 647 2A 12 457,r65 19
OTHEF GENEFAL FEOUlFEMENTS
ro!!q!qi!!l salgry 6! l!94r' l! 10! a55,r27.01 !!9,rzz.os 10 00 l ooo tt1L24!1 qs.qB2 30 15CBO7 71 s34 769.?q 73,564 l7 613.034./5 6r3,034 4
9P1.2 ntrmn€nlrl Md Seisl Sal€durd8 1.0c 505.000 00 50i!!q.gQ 10 00 10 00 10100000 72,120 0A 173,724 0A 13s.919!9 461 328 oO 674 720 00
SPL.3 rcFct 8'!lboard r0c r8,000 00 18,qoq.q! 10 00 10 00 20 0c 3,qqq.00 2.592 00 6,192 00 gNq,4 12 421.76 2,903 04 z1.r e?.00 24,t92 0A
979,127.05 195 825.41 r40,994 30 336.a19 71 149 095.15 1,004 937.99 157,913 61 1 315.946 75
EAATHWOFK
101(3). H6nda or E! !^g ruL F.l€N!! 7,4419! 297 1r 2211250.U i0.00 20 00 442?E9,9 3r8.420.05 760.67012 2,?4p92!9 3r r,973 7C r,094,38910
1021?I g!!Plu. codmon Eravauo! j.000 0c 13!?lgle 10.00 26,643.19 19,16i'.46 45,A2f 16 112 349.1q r3,460 q 52173610 119 95
104(r). Enbdrmlnl lrom Ro.dw.y Er@vaton !!,!r', !a!! q! 205 a3 20s_!?q9! 19 00 41,15!:ll 29,634.92 70f919! r70 633!? €0,46312 i19p2j,e2 27663
105(1) Suhg,.d. Pr€ea,quon .q.q- 65 992 0C 1,350,558 65 r000 10 00 ?9.00 2701114 ,164.592 25 1 13?t99!! iaa,lso 3e 670,610 83 I ar5.r5r r0 21 51
sPL 10! [email protected] S€.r {Ex'.0.q PCC P.v€n.!]l 523 63 1,s79!q2932 10 00 !9q 314175.q! ?26,206.62 540,342 4€ 1311942.?!) 216,?97 a] !16,44210 74375
TOTAL OF PAFT C 5,47r.732 83 1 094 346 57 737,929 53 1,442,276 09 5 425 427 52 747 894 0€ 2,414,64127
SUBBASE AND BASE COUFSE
2oo asrres4gj@tse cou'.. !q?9qn. n'q] 45453 1-577,!?1!9 1o 0o 31a 504.$ 227,163 59 !1?i9C5' 1270,623 4 724,369 r€ 67asgo.so 2,r20 r93 55
1,577.524 96 315 504.9S 227,163 59 542 664.5! 724,36914 671.390 A0 2 i20 r93 55
DIFECTCOST COSTCOMPONET
ITEM UNIT
DESCRIPTION UIITT OUANTfi
NO,
UNITCOST octl TOTAL
FOFEIGN LOCAL TAXES
cosT cosT
(1) t2l (3) (41 (5) (6) 11) (3) (e) (10) 01) (12) (r4) (17)
SUBFACE COUFSE
q!L 7,31900 632,95 _4,632,531.65 10.99 20.0c e29,q!!!3 jgzB9r 76 3 220,564 & 2 779,2s?93 !e31 62i 42 450.69
30?l?L a!!9 _!94! 16 610 22 2.235 259.!0 10.00 447,650 0Q 322 304 05 769958.14 2,19!4t9]! 551,096 53 4J7 lA5 Aa 3.00s 208 53 64q71 01
3lq1la Ho! Laid (somm qick) !a!l 2_r5-!! 47t 15 1.2791994 47 10 0q tq4q ?s! 255,998.81 144 319 2C 440 318 10 1,274,149.94 277,7O3 !1 301522.04 1,720 312 5t 633 63
3101!)L Laid (e,olrlm tiq) isrr. 108€6e!! 752 6l 82,010.694 43 100q 1s!q ?9 !! 16.402, r 38.€l 1,S09 540 0C 28,21167aAA 95 340,645.43 20 781,45S 3l 22,516 398 33 110 222 373 32 1,01I 50
1!t0F J91 28 591,2a0 35 ?0.0c ir8,256 07 85 1,t4 32 479,156 9€ 94,0r0 21 221513.62 794 680 30
311F)c 17 200.00 1890 71 15,9?!??9.99 1q.00 1000 20.m 3 064,045 08 2.206113 q! 5.270 158.91 r5 671 523.55 2 918,730 0? 7,308 r45 24 20 590 3Aa 3C 1.r9712
sPL 312 ].I!- 2 440 9! 4191 leerqq{o! 10q9 3q97?.8! 26 fAO 42 3q153 22 205,161 01 L!99 5i 61 692 66 264 617 24 1!Q 0e
sPt3i4 9!.!- 3 000 q! 533 ol 1,5s9p9911 r0.00 31-e,9!?.?? 234 261 2C !q0.068.43 1 46!,91q: : 309_935 53 2,i49 r04 57 71637
215f4,346.17
MLSCELLANEOUS STAUC-TUFES
605illq
'F" 5,205.A7 244,675 88 10 0Q 000 20.00 48 935 1q 35,233.33 34.168 59 121,263.9? 162,526.29 4505417 iza sal rr 6,99669
?.L51.87 221,6424 10 00 20.0c 44 32451 3r.916.57 76.24514 146 212.0G 146,89413 44le179 297,887 9€ 2.49212
6 rory sqn. d4
45 00
4100
5,q4!!Z . ?9?-39s.14 r0 00
654,462.69
10 00 a0.q! 59 4qZ q3
r30.972 54
3!-496.q4 9r.964 66 131!6q2.23 1fe-]19!j 359.303 81 le!413
13f12.26 94,300.29
5rr{tI {E.d Tianoplaltrc P.@nt M.d.q.. (wri!.j 99,m €39!? 2,492,218.47 523 443 69 119.47e.4 99!!e23 15
61?\2)
'nz€d
ft,.mopl..tc P.v€4.nt Ma4^9.. (!.!A!L M. 1,239.!! 79q.qq3 35 1o 00 159 6ff A1 271,U5 59 245.9qq!1
TOTA! OF PAFT H a o79,127.3A 1 015 425 4a 1 747,219 82 3,422 269.24 2.711 535 23
MOBILIZATION ANO OEMOBILIZATION
sPL 8Oq od Oehobh2.l.on (1ir 9t CrvrlWod,.o4 100 1200.003.16 1 200!0!al q 10 00 10 00 24o,OOO63 172,800 46 41r,8oi 09 r,305,68r 95 319 669.S9 377,779 J! rfr28o425 1 612,804 25
'uon -
TOTAL OF PAFIT J
DAYWOFK
seLlqq 1 ss3.9tlo a09i66.ro 468,r6!.q! r05 999 8o 383,33r 7C
TOTAL OF PAAT K 883,33r 70 105 999 aO
PFOVISIONALSUM
. 5.299,90!!3 2 404,994 42 635 994 83
1 854,9S6 58 2,804.99442 635 993.83 5,299990
13/ 1531 492.26

LOT 3.4 BUKIDNON - COTABATO ROAD
pRovtNcE oF NoRTH COTABATO ( REGTON Xlt )
SUMMARY OF COSTS
(For lmplementatlon, L = 38.110 km,)
BILL DESCFIPTION TOTAL COST

ITEM PERCENT AMOUNT
PART A FACILITIES FOR THE ENGINEER 4.57 12,761 ,391.5!
PART B OTHER GENERAL REQUIREMENTS 0.48 '1,351,506.31
PART C EARTHWOBKS 3.3S 9,442,005.8€
PART G DFAINAGE AND SLOPE PROTECTION STRUCTURES
PART J MOBILIZATION AND DEMOBILIZATION 0.94 2,623 ,1 44 .94
SUB . TOTAL 100.00 279,050,536.9!
PART K DAYWORKS 1,395,252.6E
PART L PROVISIONAL SUM 8,371.516.1 1
GRAND TOTAL 100,00 2A8,817,305.74
Updd.d 2t F.brury 2010

ADB TA 7093 - PHI: PREPARING THE PHIUPPINES ROAD SECTOR IMPROVEMENT PFOJECT
ASSET PFESERVATIOI{ UI{OEB TTTANCHE I
LOT 3.4 BI'KID?{ON. COTABATO BOAO
PROVII{CE OF NORTH COTABATO { REGION XII)

(ForIntld.n|.llDn, L = 3!,tr ln)
tNotFEct
ITEII
DIRECTCOST cosTco PoNET
IJNII
OESCRIPTION UNIT oual{llY
NO,
UNITCOST TO'AL FOREIGN TAXES
cosT
(1) t2) {3) (5) (6) (7) (3) (s) {10) o1) 02) (15) (r6) (r7)
FACILIT]ES FOF TI-]E ENGINEEF

I
A1114 P@id. cohbi;€d?lqd or&!]dl-abo..ri,.r, tolqqqslneel on nenrat e. 130C .2qq09.m 260,00000 1000 10 oo I 20 0c 52,000r@ 69,4,40 0! 00c 307 507.20 11t!? 30 26,860 0C
A i.11!L l10c 15,@!! rel@!! Lq00 I o.oo T 39,000@ ?6.oqqq 6l,080 oo 00c 230_899 40 262,080.00 2qiqoroc
.L1.{!t looo I 230,,r2!:q 22!!!!
,;l
_- t!2.696 91 442,334 29 rcr342 4C 26 1334,453 37
qub a)
1e)456
I
A.1,114L 529,a90@ 529,490.0! 1000 1o5,S9S OO 75,246= 402,39562 96€9541 21L534.s6 711634.54
.;; A";;;i;;i s"h Dr L:. 1!a rpt7.6!9l! L877,q49 50 loori 1o otl szq,q9!9 210,331 53 sis,sr r a3 i s92,670 7q 252!35€ 09 2,!?q!6!]93
A.t ]ll P.ovido.nd Mdnlain Qmnunic.lion F..i|iy lc{ $'!1E49i..€.
Drosd. sup!!!!r!!rc@!l;.bro sroo! It FDrd
13,7!!? 170,000@ 1000 | 3..q90!q 24,$A.q 105,772 AC r7 57!!!
Q@g.@ombry !C a!- 19-0! 2!,tgtl! 40,35q.!! 1! 00 ro oo I 20 oo 64.072 t2 49,01192 16!.019 3j 238.236 39 5t186 68 457,444 62 35134.05
Lri.n Ou.ne6 lor th. Englner I Sch€dul. € L F I -laoJ56 1
el9!!e, opo.altaad M.int.ln 4WD Pick.ue Tve. Ddblo Crd Cab, Sdicg 26 oO a5 3.95?.129.!! r00o 739,!!!.92 52s,913 69 r 256 349 S€ 2f 1r,28.a! r,3?4J94 SO 4,9031529,63
r'.h(lelo' h. Enqh..'. (2 urd.l I
A.1.qFL ?Iotld. q!4 !!!!!raii Sury€y ng!!!L.nre/ Equ pm€.Itoi tf'. q!!i9!qlEq!L 2r,q52.69 28L9!!!! 10,00 loooT 56 319!9 !qs49.?c 2A3)57.2q 56.tl2 1o 31q,409 20 2s rc,.47
h. Enqln€d on R.nlt od6lschodur€ G ,
o'ova'o^ ot suto.y Per.orrg!ts9!!!!lq H) l
.a 1 3{b)
orogr... Photoqrapht
19.00 5!.9q9!9
4.3?! !9
7?3,s4r.4
62,753 33 ,"-l 1499.q7
24e.036.t 3'o5?6€
29,526 22
!eJ!c.6,
1.1?!?3
TOTAL OF PAFI A 1 367,291 9e 3,266,306.5€ 5 455 205 39
sPL:f cmsvwlg! 991!!L!nd H..rr!

OIHEA GENERAL REOUIAEMENTS
ENnonmslal &d [email protected] S e0ad3

-
Lm
L9!
4€2,$!.q!
905,000
qO
4€25S5.o9
5O5,0O0 0!
10 00 10
10
l
0o I ?9.9!
oo I
,657.01 69,a92.25
72J295
i66,0O914
ll3,72O OC
9,25!.3i
135,945 6C
561,504 69
1q t?8 o0
77.431.32
573.72! 90
64qj9131
678.72000
+oj€9!q!l!!9!L 1 m 13,0oq.!9 r3,00o.9! 10 00 10 oo 20.00 99o.0o 2 592 O.C 6192!! 4,467 20 12 A21 16 2,qo3 04 24.19200
I
TOTAL OF PART B I
EARTHWOFIK
r.novll or tu!,t ng AC P!!!49!L

r+lit-
1.275.04 !!l! 15j494 10 0o
rs] 914.1r
343,9!7!i
6,570.5! r5,6962! 4,996.37 17,973 93 6r.325.03 !310
Lbgr.d6 t!!!r!!91 - ?]11 1q00 607,619:9! 1 451,60610 9 564,740 51 a67139'26
1q3 c..c[.^d Seat rEr,.tnqPCC Pdor6^D 551 9€ 2 759,343 07 sq]]efz 61 397,423 33 949,401 q9 2 412,721 AA 910 535 02
-s!!
TOTA! OF PART C
'-'T
I
3oo 9u.4- 23 205 0C !zzr! 24,717 .9962A lo00 ,o* 20 0c | i.aas.599.2: 3.t6!.4l qq a 513,3r0 71 r 3 6!a952 82 7.4!]!?3r3e 33,26r 3oii.97 1rl92l
9!11!l 2!! ,_ 49,15 !! e3,3!Z!? l! 00 ,0@I ?q,00 ]!.0!rl! 33,817 9? 96.567 24 r8,663 16 132125.84 66 062 92
!9?A lo'l!q !12,00 rzElll! 1q@ l'o55'3o3,4 l6f,o1a.32 !E!g!er 73 a95,527 61 63913 r9
- 100E !qn ??!ie3 o. 501.12 1 39,s36,353!1 !!9 looo L?qqo 27,907?12.q4 127669.03524 299s.625 75 3r,3r3,211 r6 r37,536 472115
lQ- s!.t! 9303,6,{0:!1 m00 1,761,f?311 1.264,144 !!3O,r 72 35 ! ?59,944 12 ?r19o,393 29 C!
SPL313 1qn l to6.43 3,o1e,€e.q! rs!! looo T 60s,4a7.93 2 690!272 A1 675.09060 1;t5211
'sPa3r4 wirh Glas F.rnrdq.n.r.! 532 30 2v1,475.57
184,196.739 22
"1 .32,2ea.11 343,25?4 915,547 60
63 364.356 29 159 001,343 44 45,039 370 90 247,563 r05 5r

2,92q1!1
167,rK10 32
s.ir71 516 r1
GFAND'TOIAI-
Annex 6
CONSTRUCTION SCHEDULE
TA 7093 - PHI : PREPARING THE PHILIPPINES
ROAD SECTOR IMPROVEMENT PROJECT. ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE I, LOT I..I . SAUANG - BAGUIO ROAO
E|ll<IINOINE&
o{
o62 - o062
-
g.EAASE AND BASE @IJRSE
v(.
1.2fr5
PROIrcTION STRL'CTUR€s
MISCELTAN€OIJS SIR(JC'URES
/u,
I
o.a
/k^
I
-
TOTAL CGI
PERCEIII 1.505 17.471 17la 0.s03
scr{EuJtr
{(r1 1,4F
t ir11 aaa 3'OOO
7l,atl
87.
t4.10
f;,oo
irtrrtHlY l Arc(|aT 3112 3 556 3 166
-l 37.409 ro
-l --ttoro
I I
37 074 37 1 701
--rtz
ctul rrvE scl{EDir.E I
{IPI t.L l.{a t3.t ta rrrs ra.c I taa.ttT
I
ztozx ,
ROAO SECTOR IMPROVEMENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE I. LOT .I.2 - OLONGAPO - BUGALLON ROAD
I ti L It ta
ENGIIIGINEER
,{
SUAAAS€ ND BAg @IJRsE
4*
tqs23,a{a 50 326
o232
0ttz/ /,-, oczl
0161_
lora co6r
rcI'TIILY SCI{€DULE PERCEiIT : 0754 0 536 8515 I335 I802 4 015
curuLltlrE sctcttuLE (!4, o.76a 1a$ lt.oao ara. dt.l?l to.aaa e€.taa
m{Tl|.Y SCt{EDrt-E 4511 50 9oa 52.620 24046
CUTUIATTI/E SCHEOIJLE a.llt 1r@ 22o.aaa trr?4 | L.tl f".,-.

.I
ROAD SECTOR IIUPROVEI|ENT PROJECT, ASSET PRESERVATION UNDER TRANCHE
CONTRACT PACKAGE ll, LOT 2.1(a & b) - PALO-CARIGARAORilIOC CITY & DAANG MAHARLIKA ROADS (Llloan-Naval Hlghway Road)
a ta ri rt l. ta
0 20tt 6
o6 0.025 0 025 o025 0@5 0 025 0 o2a
0.13? o1a2
0 352 t*
2 545
o.2
ogzl
T16i
TOTA Cq3l
iiK|l{tHLY ScHEqrLE PERCEIIT 1.014 I670 I670 840 6318 6.314
ctflurlrr,E sct€D(,LE {(*} tLo a.4t a7.tl/ll aae{l s.lt6 g.zn

$oNTHLY SCHEOUIE l,*
t*"
3.989 3 989 I e.oa 34 112 34r12 I utz
h..." i riilt
34112 34.112 33 397 32 6€1 327?5
l*/-, E.orl
32 rZS | 32725 I rz sor 17 907
| 3 089 3.579
c(mrLAlIvE sclEotx-E t I r!"" tri& l-trt* | &.b f

'A.orl
,ti,70o zat,et 31A.Zn Ito.aa:l I ras.aaa aaa.7a I ro.a6a leara l
ROAD SECTOR IIPROVEMENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE ll, LOT 2.2 - ILOILO - CAPIZ ROAD (Old Route)
0tu.
gJBAT-sE AND BAS€ COIJRSE 16@
oza
42.256
11.310 ./,,,o
2.AA
rl'.,
OA
o/2 o2a2 o212

toTA c€t
PERCErI
'1X34 1 334 13052 1!052 13 052
(ti) /g
|
-11" .]
lt.tEa ,aa.l6 rt.tta
3.4er 78 3 ar.zoe*oi reea
--.*'-l - rta;l I
rcI'TH.Y SCXET'UIE 3.t51
**l
3 451 3:159 32 752 43.752 33 752
cu** t*
""ta""*
^rcq|T
tlp)
I
ararl
=€6, I
--rer.1
I aolls ttaaa r4?.418 ctrto I
=.*" I I I
IA 7093 - PHI : PREPARING THE PHILIPPINES
ROAD SECTOR IIPROVE'IENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE ll, LOT 2.3 - Dumagu€to North Road (Negros Orlgntal, l3t Dbtrlct) Sta. 5{l+742€ta. 108+967
OESIGN AND BUILD
I l| It
4-
te
€UBAASE ATD 3AA€ COURSE
/-n
oy'
4.,o
lot L @!T 702s.@o
E
I 75
XTfll|.Y tCHEq'lE I rCrcc'ar 119 6.(B 6,1@ 6014 6Zil 6237 6231 6-237 5 029 0
'190 l"ou.]
CIruLAIIIIE SCTCq'LE lo, 2.6f a,tt firoi !0rto 'fi|llr
j"s==-1 tt5/B Jg 6ral €.gt it.-l
- fOtItlY tct€ot LE- a36? T;;;
l-::::-
r15.012 45 01? 42,6 r*.t 43.447 438,7
-
43311
''2aat
!1.642 3||64 1667 |
------ o.n IT|!,E !q{@t/ll I rFl rara2 $.nI| 2t!.74 !i,o F.rt!3- lt 6ao !l6a.ta 6A aaa.tla s.!aa r@sl
-
TA 7093. PHI : PREPARING THE PHILIPPINES
ROAD SECTOR IIIPROVEUENT PROJECT, ASSET PRESERVATION UNDER TRANCHE t
CONTRACT PACkAGE ll, LOT 2.4- Dumagu€te Nortr Roed (NegroE Orisntal,'l8t Dlstrlct) Sta. Sta.108+967- Sta.150+523
OESIGN AND BUILD
t,l tt 1'
---
,K
,d,"
"/
4,"
0 !q- fF
rqrt cosr 15739i.329r0
ro ll{.Y lctfDrr€ E; 0 753 -,-t "a*
6 383 5g 6216 6216 6216 6216 6216 5S o5t8 o 676
cllflul^ttvE lct €DULE {1) o.at7 l.5m 3,&t a,xn to.dlt a!.047 tlt.2.0 !6.47! 6r..o4 at tto to.L2 t2azt 6.324 tqt.u,o
HTXIY SallEartE"-- 4.609 4 34' 5.Sr 36 63e 36 600 L 1t2 35.6f8 35 578 E;; 35 674 36 6?a 33.664 2 976 3679
- ai,rn,! tlr/E lo€lrLE fla f-.ro- l"ro ,zn1tn l!0.t4 tfi!'. lf ,ts llaie 3l&tal !6a.lta lae.?a f4ii- 5lF,aat t !.rl t'|t.9t
ROAD SECTOR IMPROVEIIIENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE III, LOT 3.1 . DIFOLOG. OROqUIETA CITY ROAD
Ao*
s$&rs€ AND B 3€ ColJFsE
'u.4
.lNl
o.zm an
o?a2 o.322
TOt t coSr
rci[HLY SCHEIIXXI PERGEfi 17 771 18415
ctfltt-arTl/E ScHEluLE (!a) t!ta7 aa.?ae
n
rctfiHlY SCtiEgrJtE t ^flo."t
24.666 725
14','F
clnjlallvE lclcolJlE I trPl a17t
TA 7093. PHI : PREPARING THE PHILIPPINES
ROAD SECTOR IilIPROVEMENT PROJECT, ASSET PRESERVATION UNDER TRANCHE 1
CONTRACT PACKAGE lll, LOT 3.2 - BUTUAN - CAGAYAN DE ORO CITY - ILIGAN ROAD (t{lsamls Orlontal)
rl It
4,|G[,8IGER
0 341 0.221 0221 oz2f ozl o.zl o.227 o.27 o27
0134
gJBA 5E No BASE @IJRS€
,/
10 431 4".,
HSC€LIAI€T'S SIRTEILRES
,/ooo o 320 o 320
,4,
oz o.a o.4 o8 oa oa oa oa oa o.8

TOTA COET
o 8al 6.554 1141 11801 11 801 11 801 11.663

P€RCEIIT
(x, 7.&l
---;;-- a.tzl 42.e8 4''D aa,tao 5.&n
405 ,t9.926 st.srz orz sos .127
l--.d.l --r{ -l
Arc|,|ar | 3.831 3831 2a317 51.317 51 317
I
sr I
50716 se
I |
{raPl 'n,6, -.o:o. I olt lgit,t- ua,@ 296.aaa a&ara ae?.i!, f ll.rn I ar4ra6
I
=r/rgI I I |
.I
ROAD SECTOR IIIPROVEMENT PROJECT, ASSET PRESERVATION UNDER TRANCHE
CONTRACT PACKAGE lll, LOT 3.3 - BUTUAN - CDO - ILIGAN ROAD (Agusan del Nort€)
DESIGN ANO BUILO
PCRCAiY $)
"n
066
9.BAIS€ t.ll) B SE COTRSE
st6t
o716
o212 o212 o.n2 o7,2
5,4,O.23 2761
|{*
rolar cogt
t{c}l{IHLY SCHEIX,I.E PERCEIIT 2 529 12.779 13.111 12 721
CI,IITITTI'E SCHEOULE
('!r) 7,181 17],,,. o,ata 71,!at
rcfaTl{tY ltct€qt-E tffot,lll I a:as I ztto | 112. 4 609 25 521 2s s2r 21302 24.932 2a t* 23 6,t3 23 64 3.016
-- r!o... I- I - rrlrE-l
I
cuxut-AnrE scHEDt .E Ir{") T rr. laE I ro.,raa laI', i- r.o€. I 4,3t5 t'tt.2aa r...!6 tao.iaa
TA 7@3 - PHI : PREPARING THE PHILIPPINES
ROAO SECTOR IMPROVEIIENT PROJECT, ASSET PRESERVATION UNDER TRANCHE I
CONTRACT PACKAGE III, LOT 3.4. BUKIDNON . COTABATO ROAD
El,lclr{GlN€ER
0 510
gJAAASE Al{O A S€ @|JRS€
6
MISCEI.LIN&IJS STRJCruR€5
6
voauz lroN/D€mo6[E^ltot{
om
.4,
6,37r,51Ot1
o.zE- oza o.a oa o4 on o4 o4 o.a

TOT t CqST -E
10753 10390
xtffn|-Y sclGot t"E

PERCE|lT
(*)
Arc(,|T I s 506 3512 3542 16 640 30.39.3 3r.057 31.067
&.d1
3t G57 31 057 30.532
E
30 @0 30006 rorrs
@ (r.P) !.16 -loco _.l
--,ff] - ztal-] --A,c1-1- sa.or I r..ns I -r.q;l -;6rl -;rr. I -- 2,oii.-1--r12r-l
I
,te6t-
I
Annex 7
FINANCIAL AND ECONOMIC
COST OF VEHICLE
Table 2a: Gostlng Representative Vehicle Classes and Models, July 2008 Prices
Representatlve Flnanclal New Economlc New

Vehlcle Model
Vehlcle Type Veh Price (PhPl Vehicle Prlce (PhP)
Kawasaki HD lll + Sidecar
1. Motortricyde Honda TMX 125 + Sidecar 69,277 60,451 60,451
Yamaha GS 125 + Sidecar
Nissan Sentra
Honda City 704,732 480,472
Toyata Corolla
Toyata RAV4 sv sDoor 4x2
2. Passenger Car Honda CR-V M/T 4x2 1,409,744 980,826 757 ,301
Nissan Cefiro
Toyota Hl ACE Super Grandia 1 ,800,462 1 ,099,301
Mitsubishi (Pajero)
Adventure GLS Sport
3. Passenger Utility Hayag Motors (48C2)
530,309 368,270 368,270
Mitsubishi 1300 FB MT
L 300 Exceed DX
4. Goods Utility D-Max Pick Up 4x2 MT a7A OOO

1 ,023,807
1400 Space Gear 632,U2
1200 Strada 4x4
Mitsubishi Canter FE 639 809,807 544,725
lsuzu NKR GVW 4000
5. Small Bus UMC Urvan shuttle 1,019,000 673,045 673,045
Nissan SP215NSB
6. Larg€ Bus Nissan RB46SXL 2,879,338 1,7U,313 1,734,313
Hino FFIJ
lsuzu FSR
1,594,000 987,469
lsuzu Ef NKR 4BEl
7. Rigid Truck 982,188
tsuzu F I K
1,583,219 981,642
Hino FP3H
Mitsubishi Canter FE 639
8. Rigid Truck 972,632 690,319 690,319
tsuzu Dumptrucr I
9. Truck Semi- Hino SHEEVG TT & chassis BN b/

2,242,66 1,413,612 1,413,612
Trailer, 3-4 Axlas Recon TT & chassis 20 fi.
10. Truck S6mi- Hino SSEIKVA TT & chassis BN c/

2,960,010 1,775,333 1,775,333
Trailer, 5+ Axles Recon TT & chassis 40 ft.
1 1. Truck Trailer,
1,274,692 471,475 871,475
4 Axles Hino SH 273 T/T (recon)
12. Truck Trailer,

1,390,573 936,964 936,964
5+ Axles Hino SF2F T/T (recon)
Smal, Bus <0 seats, Lar'ge >tO saats
Sources. vehicle d'elarc end automolive essociations; Burcau ol Custons and Depadnent ol Financ€.
Table 2b: Flnancial and Economic Tire PrlceE (PhP), July 2008 Prlces
Reprcsentatlve Vehlcle Financial Economic Tire Pdce

Vehlcle Type De$ription Tlre Prlce Per Vehlcle Type Total
1 . Motor-tricycle Motor-tricycl6 555 505
Small Car 2,982 2,711
2. Passenger Car Medium Car 2,126 1,933 2,414
Large Car 3,625 3,296
3. Passenger Utility Jeepney 2,071 1,882

(in HDM-4 called 1,842
Public Utility)
4. Goods Utility Van e 7{a 3,377

3,402
Small Truck 4,253 3,866
5. Small Bus Small Bus 7 ,024 6,385 A ?.q5
6. Large Bus Large Bus 15,377 13,979 13,979
2-Axle Medium
8,441 7,674
Truck (1 1)
7. Rigid Truck 13,624
z-Axle Heavy
15,664 14,240
Iruck (1 1 )
3-Axle Heaw
8. Rigid Truck 13,810 12,554 12,554
Truck (12)
9. Truck Semi- 4-Axle Semi-trailer

14,135 12,850 12,850
Trailer, 3-4 Axl6s Truck (1 1-2)
10. Truck SemF s-Axle Truck

16,705 15,186 15,186
Trailer, 5+ Axles SEmi-Trailer (12-2)
11. Truck Trailer, 4-Axle

13,810 12,554 12,5U
4 Axles Truck Trail€r (11-11)
12. Truck Trailsr, 5-Axle

14,282 12,9U '12,9U
5+ Axles Truck Trailor (12-11)
Table 2c: Financial and Economic Fuel and Lubricating Oil Prices (PhP), July 2008 Prices
RoprcaentaflYe Pump, Financlal Economlc Price

Fuel and Lube Oll
Vehlcle Type Prlce (PhPfltrl (PhP/ltr)
l\rotor-tricycle Gasoline/fube oil mix (%o/ol4o/o\ 53.47 51.15
Passenger Car Gasoline, Unleaded 95 Oclane 6.25 44.24
Public Utility
Goods Utility Automotive High Sp6ed Diesel 39.70 39.70
Bus, Truck
llilotor-tricycle Lubricating Oil, SAE 40 178.50 178.50
Pass€nger Car
Public Utility Lubricating Oil, 10W 274.6 274.56
Goods Utility
Bus, Truck Lubricating Oil, HO 90 175.56 175.56
Taxe6 - E.O. 691 ptovide' zerc rate of taxes ol oil imr,,fts stading June 2008
Table 2d: Maintenance Labor Costs
(financial and economic, PhP), July 2008 Prlceg
Hourly labor costs 47.75
Workshop equipment and overheads
p€r labor-hour 21.22
Total 68.97
Sour6: Mec',anical wot*sho6 in Manila.
Table 2e: Crew Cost3 (financial and economic, PhP), July 2008 Prices
Repretentatlve Oriver A!slstant Hourly

Vehlcle Type per unlt per unlt Cost! p€r Vehlcle Unit
Motor-tricycl6 1 0 62.5
Public Utility 1 0 56.65
Goods Utility 1 0 64.15
Small or Larq€ Bus 1 I 140.00

fruck 1 227.27
Sourca: T,€nsrErt @npanies in the Philimines.
Table 2f: Annual Overhead Costs p€r Vehlcle (flnanclal and economlc, PhP), July 2008 Prlces
Cosls syslem from Highway Planning Manual 1982 (page 33) (for individual vehicles but based on an average of 10 vehicle feet units) multiplied by 4 (infalion at about 7% per year)
(no increase from 2004 t0 2005) See abo Table 20 below.
Represenlative General Operaiion Record Security Water & Office Rental Communi- Yard or Agents & Maint. of Total per
Accountanl Typists Janilors
Vehicle Type Manager Manegsrs Keeper Guards Electricity (PhP 70/sq m) calions Garage Licenses Buildings Year
Passenger Car 9,759 7 tto 2'14 4,441 3,631 2,74'l 13,811 0 0 0 0 49,574
Public Utility 0 0 0 0 0 0 o 0 0 0 0 0 0
Goods Utility 0 0 0 0 o o o 0 0 0 o 0
Small Bus 0 0 0 0 0 0 0 0 0 0 0 0 0
Large Bus 6,769 6,154 4,333 3,621 2,OOO 2,354 2,43'l 641 0 2,856 0 982 4,6 t5 36,756
Truck 25,769 15,692 o 0 o 2,000 4,446 1,377 10,000 0 60,685
sourE€: Tliarc,ptt @mo€nbs in tlre Philipgittcs.

Table 29: Time Costs per PeBon (drivor in passenger car and passongers in motor-tricycle,
car, pasaenger utility and bus)
(financlaland sconomic, PhPl, July 2008 Prices. Seo also Tabl. 19 b€lon
Gross Nalional Producl (GNP) 2004 in curent prices (PhP million) 7,245,323
Employmenl (persons in million) by July 2004 34.6
Average Incom€ per Employed PeBon per year in 2008 209,536
Average Incom€ per Employed Person per hour in 2008 105
1)
1 Ac@unts ,. GNP & <
NSCB, National Actounts by Ex@nditurc
2) NSO at website www.cansus.gov.ph
Table 2h: Passenger Tim6 Cost per Percon (PhP), July 2008 Prices
Repr€rentativs Working Tlme Non-Working Tlme

Vehiclo Typ. PhP per PeEon+lour PhP psr Porlon+lour
Passenger Car 4t9 't 05
l\rotor-lricycle
Public Utility 105
Bus
Tablo 2i: Cargo Inventory Coats

(at 14% interest per annum, financial and economic, PhP), July 2008 Prices
Cargo Cost per metric tons | 15,881
Interest at 14% p.a. 13,90€
Rapru3entatlvs Payload Cergo Co3t Crrgo Co3t

Vehicle Typs (mt) (muhour) (muvehiclo-hour)
Goods Utility 0.75 ao< 5.2'l
Rigid Truck, 2-axle 5.00 6.95 34.76
Rigid Truck, $a{6 9.00 aoa 62.5E
Semi-trailer & Treilers

with Truck Prime Mover 14.00 6.95 97.34
Cargo Cost per metric tons = 159.8/137.9*100000

1 15, EE1.1
Source: Trensporl companies in the Philippines.
Table 2j: Gharacteristics of the Philippine Rspresentative Vehicles, July 2008
Rlgld Rlgld Somi- S€ml-

Reprrlentatlv€ Motor- Paasenger Publlc Goods Small uryo
Truck Truck Ttallsr Ttallel Traller Traller
Vehlcle Typo Trlcycle Car Utilfty Utlllty Bug Bua
2-arle 3-axle 4 arles 5 axlet 4 axles 5 axles
PCSE, n< 1.0 1.2 1.0 1.4 1.5 1.4 1.6 1.8 1.8 1.8 1.8
No. of Wheels e 4 4 4 4 6 6 '10 14 18 14 18
No. of Axles 2 2 2 4 5 4
Tire Type bias radial radial bias bias bias bias bias bias bias bias bias
Base No. of Recaos 2.O 1.3 2.O 2.O 2.O 1.3 a-, 1.7 1.7 1.7 1.7 1.7
Retread Cost (o/o of new) 30 30 30 30 30 30 30 30 30 30 30 30
Annual Vehid+ Kilometers 25,000 17,500 60,m0 25,0m 70,000 80,000 50,000 50,000 60,000 60,000 40,000 40,000
Annual Working Hours 1,200 500 2,400 1 ,500 1 ,800 2,200 1,500 1,500 1,800 1 ,800 't,500 1,500
Average Life of Vehicle 12 15 12 12 12 15 15 6 6 o I 8
Private Use (Yo of total) 20 90 20 20 0 0 0 0 0 0 0
2.5 2.75 12 '15 45 0 0 0 0 0 0

Passengers p€r Vehicleb
Wort-related Trips (o/o of total) 15 20 20 20 20 20 0 0 0 0 0 0
ESALF. 0 0 0 0.01 0.01 1.2 1.7 10.0 '12.5 7.6 5.0 5.5
Operating Weight (mt, GVvUo 0.3 1.3 2.0 12 19 42 54 60 25 30
requircd every tO ye{s.

Nc/e: Vehide types E-1 2 arc basicdny bougtt as ra@Nitbned units at low r'ices aN the liletimes ate therelore rclatively low.
' Passenger Car Spa@ Equivaled.
o tnchding driver.
" Eguivaleld Standad Axle Load ffio( (sowcf,.: DA IH, TAS).

o
GVW. goss l/€,hkle weight (sowc€: DPWH, TAS).
Table 2k: Economic Unit Costs of Philippine Vehicle Componenta, July 2008
Rigid Rigid Semi- Semi-

Representative Motor- Passenger Public Goods Small Large
Truck Truck Trailer Trailer Trailer Trailer
Vehicle Type Tricycl€ Car Utility Utility Bus Bus
z-a$e 3€xle 4 axles 5 axles 4 axles 5 odes
New Vehicle Price. excl. Tires. PhP 58,938 747,643 360,741 619,035 647,505 1 ,650,438 900,443 ffi4,776 1 ,233,712 1,501,987 695,716 703,259
New Tire Price, PhP 505 2,414 1,882 3,402 6,385 ,t ? o70 13,624 12,5U 12,850 15,186 12,554 12,984
Fuel. PhP D€r liter 51.1 44.2 39.7 39.7 39.7 39.7 39.7 39.7 39.7 39.7 39.7 39.7
Lubricating Oil, PhP per Liter 179 275 275 zta 176 176 176 176 176 176 176 176
Mainienance Labor, PhP per hour 69 69 OY 69 ov 69 ov OY OY OY ov 69
Crew Wages, PhP per Hour oz.cu 0 56.65 64.15 140 140 227 .27 227 .27 227 .27 227.27 227 .27 227 .27
Annual Overheads, PhP 0 49,574 0 0 0 36,756 60,685 60,685 60,685 60,685 60,685 60,685
Annual lnterest (% per annum) 't4 14 14 14 14 14 14 14 '14 14 14 '14
Passengor Working Time, PhP/Hour 105 419 105 105 105 105 0 0 0 0 0
Passenger Non-Working Time, PhP/Hr zo 105 zo zo zo zo 0 0 0 0 0 0
Cargo Inventory Costs, PhP per Hour 0 0 0 5.2 0 0 35 97 97 97
Source of intercst: Banking seclor.

Annex 8
SUMMARY OF ECONOMIC
EVALUATION BASE DATA &
RESULTS
SUMMARY OF ECONOMIC EVALUATION BASE DATA AND RESULTS
SURFACE SURFACE ECOM)MIC EVALUATPI{ RESULTS

RdAll/ SECllOlt LOCATto0i LEMiT}I TotrlAADT
'ROJFCI (lsn ) TypC tRl Type Condltbo lRl itPr/ NPl'/C E|RR (*)
1. Butuan€agiayan da O o-lligan Ro.d 21.23 2.5 1371.3t0 23.863 112.2

(Mi..nl5 Odcnt l Scc,
1.1 1473+5fl - 1424+M 0.€ PCCP Fah 4.6 PCCP Fan 4.0 21136 Exefip{ion
1424iffi - 1427+ffi L*'o o,*n 3.00 PCCP 8ad 4.4 PCCP 4.6 2113/J 20.696 3.34 50.4
1.3 1427+(ffi - 1427+524 0.52 PCCP Fair 5.6 PCCP 8ad 2113a 26.531 4.71 72.9
1.4 1427+524 - 1434+7@ 7.19 PCCP 4.7 PCCP 4.7 2113a 103.9e6 10.509 82.6
1.5 1434+700 - 1435+Om 0.x AC Bad 4.0 AC 4.0 29880 184.307 42.43 194.4
1.6 r.85+O@ - 1436+0@ r.00 AC 32 AC Fair 3.2 29880 566.373 44.5€6 m7.a
111 1436+000 - l€?+00O 1.00 AC Good 4.7 AC Good 3.0 296€0 E)€m9tbn
1.12 1,137+000 - 1€7+28 0.78 PCCP Feir 6.0 PCCP Bad 6.0 ?3644 42.550 6.O33 70.6
1.13 1.{37+n8 - 1438+500 o.72 PCCP Good 3.8 PCCP Good 3.8 23644 Exemption
1.14 1438+500 - 1444+750 6.2€ PCCP 4.2 PCCP Fair 48009 141.895 54.5
2. lloilo4.pir (O|d Rouh 37.m 2-g 30t0.560 17.166 87-03

1 8'360
- 22+000 3.6.4 AC 3.0 AC 3.0 3703 136.912 5.088 37.7
2.2 22+000 - 23+Crn 1.m AC 8ad 2.6 AC 2.6 3319 x.g7 4.E49 45.3
2.3 23+000 - 45+692 2..69 AC AC 3.7 3021 732.518 5.210 54.8
2.4 45+692 - 46+983 1X PCCP Fan 7.4 PCCP gad 7.4 3724 12.980 28( 34.1
2.5 46+983 - 55+960 898 AC 33 AC 3.3 73s4 541.296 15. t62 12.O
B.u.ng-8.gub Ro.d 3r.tt 2-g 1305.890 6.180 r13.3

3.1 258+920 - 267+000 La LJnion/Bengu€l 8.0€ AC Falr 2.9 AC Fair 6735 20.@2 7.3€g 49.3
3.2 267+000 - 268+000 1.@ AC Good 20 AC Good 2.O Exemption
3.3 268+(fi - 27(m 2.60 AC Fair 2.5 AC Fair 94.161 6.146 52.8
3.5 Z7O+ffi - 272+1@ 1.5C AC Bad AC Bad 4.5 6/35 3.919 5.,1S 51.0
3.6 272+16 -n4.ffi 1.90 AC Good 2.9 AC Good 673:; Exemption
274+W -m+(fr 3.m PCCP Fair 6.9 PCCP 19.175 2.5m 46.3
3.8 2Tt+W - 28a+6fi 11.65 PCCP Felr 7.3 PCCP 7.3 6735 54.164 3.005
3.9 284+650 - 28E+73) 0.08 Bad 13.5 Bad 13.5 ml 6.584 5.5,{O 7A.1
3.10 284+n0 - 298+070 Lv PCCP 7.1 PCCP 7.1 3660 96.416 0.843 25.8
1, Olong.po€uqallon R( 146.28 849,300 4377 39.4

4.1 126+341 - 128+4tl ill'*,o 2.11 PCCP PCCP 5.6 1234 -1.396 -0.308 8.0
4.2 124+$4 - 124+*2 13t & 2nd Enginq 0.53 PCCP Oood 5.3 PCCP Gmd 1234 Ex€mptjon
4.3 1n+92 - 132+7U OiBtri:t 3.80 PCCP 4.9 PCCP 4.9 1ZU n.696 4.275 8.6
1321784 - 133+2@ 0.€ PCCP Good 3.3 PCCP Good 3.3 1734 Exemdion
4.5 133+2@ - 137+531 4.ft PCCP 4.8 PCCP 4.8 1Z34 -2.m3 4.671 -2.5
4.6 1371531 - 164+000 m.47 AC Good 2.2 AC Good 123r' E)(emption
4.7 164a0@ - 166+000 2.m AC 3.4 AC 3.4 t2u 12.m4 1.119 n.o
48 166+000 - l@'5(x) 3.50 AC 2.5 AC 1?34 8.696 0.690 21.5
4.9 169+500 - 169+921 o.42 AC cood 2.5 AC Good 1A Etemplion
4.10 1691921 - 170+812 o.a9 AC AC 1234 -1.34i) 4.421
4.11 170+412 - 172+OE 1.21 AC Good AC Good 1* Exemption
4.12 172+OX - 174+$7 2.4 AC 1.9 AC 1.9 1234 E.U7 3.427 34.6
4.13 174+457 - 176+Al 1.82 AC G@d 2.1 AC Good 123 Exemption
4.14 176+n1 - 177+7$ |.1|€ AC 2.5 2616 50.719 8.315 51.3
4.r5 17l+758 - 176+185 0.43 AC Good 2.1 AC Good 2616 Ex€mdion
4.'t6 178+la5- 178+700 0.51 AC 2.6 AC 2.6 2616 17.76S E.4tr) 52.1
4.17 178+ru - 179+3m 0.64 Oood 3.3 AC Good m16 Exemptbn
4.18 179+300 - 179+8"84 0.5€ AC 4.2 AC 4.2 2616 25.523 7.Om 42.9
4.19 t79+884 - 180+992 1.11 AC Good 2.2 AC Good 2616 Exa'ndtm
4.m 18N92 - 1E6+886 5.89 AC B6d AC 2618 34.e12 8.315 51.3
4.21 186+886 - 18Sl2O3 AC Good 2.1 AC Good 2.1 2616 Et6mplioo
4.22 1e€+2tt3 " 191+191 1.99 AC 2.4 AC 2.6 2616 m.333 8.45:' 52.1
4.23 191+191-191+5O5 0.31 AC Good 20 AC Good 2.O 2616 Exemdion
4.24 | 91 +505 - I 94+7Ss 3.25 AC 2.8 AC 2.4 ml6 117.521 4.773 53.8
194+755-19&|955 1.4 Good 2.4 AC Good 2.4 26r6 b€fiptkxi
4.^ 5+$5
1 - 197+000 1.(X AC 2.1 AC 2616 33.621 9.020 96.8
4.n 197+000-197+306 0.31 AC Good t.9 AC Good 1.9 2616 Exemption
4.m I 97+308 - 201 +7/g AC 2.3 AC 2616 15.696 9.312 58.8
I
4.n 2O1 +r/9 - 2)3+030 1.24 AC Good 2.1 AC Good 2616 EErnptlon
4.30 26+(m - 204+340 1.31 PCCP 1.9 PCCP 1.9 2618 Ercmptkrn
4.31 2O4+3O - 204+91 1 0.5, AC Good 1.6 AC Good 1.6 470o Exemplion
4.32 m4+911 - 204+490 I
1.5€ AC 2.2 AC 470o 74.550 10.195 89.4
4.33 m6+490 - 208+979 2.4 AC Good AC Good 3.5 4700 Exemption
4.U 208+979 - 21 &690 I 1.71 AC 2.4 AC 2.4 470o 83.120 s.384 72.1
4.35 2r O|@0 - 21 3+25S 2.57 G@d t.E AC Good La 47@ E)€mption
4.5 2'l 3+250 - 214adx) 1.3 1.8 AC t.8 47@ d2.U2 10.m4 86_9
4.37 214+ffi - 214+W 0.3€ Good 2_4 AC M 2.4 470o E)(empllon
4.38 214+900 - 21 6+000
I
1.1C AC t9 AC 1.9 47m 51.1@ 10.051 96.7
4.39 216+000 - 21 6+ru 0.7c AC Oood 2.O AC Good 2.O 2045 Ex€mption
4.4 214+7@ -217+T7O 1.07 AC 1.8 AC t.8 2045 9.135 2.82 u.2
217+nO -214+t'35 1.07 AC Good 1.9 AC Good 1.9 2045 Ercrnpllon
4.42 218+t$-21lffi I 2.14 AC AC 3.7 20{€ 2.Q4 1.m:l n.7
4.€ 21+W-z+ffi 1.6€ AC Good 1.9 AC Good t.9 zxs Ex€mptbn
ziffi-?23+& I o.74 AC t.6 AC 1.8 20.45 4.317 2.82 u.2
4.45 Z+&-23+59 0.15 AC Good 1.3 AC Good 1.3 2045 Exemplbn
4.$ 23+W -24+€fr 0.95 AC 2.O AC 2.0 2045 8.382 2.62 34.9
I
0_50 AC Gdod AC 2S 20/t5
SUMMARY OF ECONOMIC EVALUATION BASE DATA AND RESULTS
SURFACE SURFACE ECOM)Ii.IIC E\IALUATIOI{ RESULTS

PROJECT ROAOi SECTION LOCATION LE GTH Tot I AADT
llru) Typ. tRl Typ. Conditlon lRl Nn /c E|RR {i6}
4.rro 1.41 AC 2.4 2.4 2045 12.601 2.m3 31.9
4.,19m+415 -nA+443 2.43 AC Good 2.2 AC Good 2_2 20,6 Eremdlon
4.50 m+843 -Z3o+7cfi 1.86 AC 2.4 AC 2.4 2045 17.673 2.305 32.9
4.51 m+7(n -82+675 1.98 AC Good 1.E AC Good 1.6 20{5 Exemplion
4.52 2!2+675 - 233+W o.42 AC 1.7 AC 1.7 2045 3.3e9 2.81 36.5
4.53 23:]+0S8 - 233+570 o.47 AC Good 2.1 AC Good 2.1 2045 Exemption
4.54 23+570 - 24ol4a6 6.C2 AC 2.3 AC 2.3 m45 61.658 2.163 31.6
455 2{o+& -?so+7n 10.24 AC Good t9 Good 1.9 m45 Exemption
4.56 2fl+7 -251+ffi 1.0€ AC '1.7 AC 1.7 2045 9.060 2.34i' 3.4
+57 251 +8m - 252+306 0.51 AC Good 1.5 AC Good 1.5 2045 b(emption
4.4€ 252+?fi -84+422 2.52 AC 1.6 AC 1.6 1&97 14.964 2.191 32.3
4.59 2g44An. - if2+270 7.45 AC Good 2.1 AC Good 2.1 1897 Exemptlon
4.m 252+270 - 263+000 0.73 AC 1.8 AC 1.8 1897 4.643 2.M1 {.2
4.61 263+0m - 26?+000 1m AC Good 17 AC Good 1.7 1497 Elemption
4.62 264i00O - 266€37 2.U AC 2.2 AC 2.2 1897 12.152 2.106 n.6
4.63 m+97 -271+6m 4.68 AC Good 2.2 AC Good 1897 EremFliort
Dapologoroquiot Cit! Road 49.89 136.500 14,f12 a1r

5.1 1798+000 - 17g9+rm Zamboanga del Nol 1.@ AC 3.1 3.1 2545 7.241 1.2t6 18.8
5.2 I 79S+000 - 1 8O1 +0oo 2.m AC Good 26 AC Good 2545 Exemption
5.3 I 8O1 +000 - 1 8O1 +2m 0.20 AC 2.6 AC Fali 2.6 2545 1.962 |.993 24.3
5.4 18O1+2O0 - 1806+214 4.Ol AC G@d 1.9 Good 19 E)€mp{on
1805+214 - 1813+m3 7.79 AC Good 2.8 AC F.ll 2.4 1757 Exempaion
5.6 1 8r 3+@3 - I a24+Om 11.m AC Good 1.9 AC Good 1.9 1943 Exemption
5.7 1824+000 - 1825+300 1.31 AC Fair 1.6 AC Fat 1.6 1943 {.106 -o.043 9.3
5.8 1825+300-1826+000 0.70 AC Good 1.9 AC Good 1.9 3811 Eremption
1826+000 - 1827+rrn 1.O0 AC 1.3 AC Falr 1.3 3811 34.U7 9.393 u.4
5.r0 1827+@0-1a$+200 620 AC Good 1.7 AC Good 1.7 3€11 aemptjon
5.1'l 18i3+200 - 18iB+5m 0.30 AC Fair 3.7 AC Fair 3811 17.175 10.958
5.12 183+5m-1839+mO AC Good 1.7 Good 1.7 3811 E)(ernption
5.13 183|000 - 1847+7m 8.70 AC 2.3 AC Feir 2.3 3811 241.@4 6.277 €.6
514 1U7+7@ - 1U7+493 0.19 PCCP 3.3 PCCP Fei 3At I 4.011 34.5
8. Bulidnoncotabdo R(
'ad
47.81 t1.290 0.160 22r
6.1 1@8+000 - 1608+600 North Cotabdto 0.d) AC Faaf 3.5 AC Falr 3.5 3016 8.626 2.509 31.4
6.2 1m6+600 - 1m8+Em 1st EngineerirE Oi€ 0.20 AC B.d 6.7 AC Bed 3015 5.66 l.Sll 31.7
6.3 1m€+600 - 1612+22 3.,t8 AC Fear 2.4 AC Fir 2.4 3016 44.473 2.& &.5
6.4 1412+2n - 1614+M 1.72 PCCP 5.4 PCCP Fair 3016 1.616 0.r94 14.1
6.5 1 61 4+CrD - 1 615+900 1.$ PCCP Good 6.2 PCCP Good 6.2 3016 Ex6mption
6.6 1615+900 - 1617+000 1.10 PCCP Faar 6.0 PCCP 6.0 3016 3.@8 0.583 24.O
4.7 1 61 7+000 - I 619+000 2.6 PCCP Good 8.0 PCCP Good 6.0 3016 Exemption
6.8 1 61 9+m0 - 1 6mam0 1.m PCCP PCCP Feir 7.2 3016 7.79 1.6rcl2 379
16:0+@0 - 1620+944 094 PCCP Good 6.6 PCCP Good 2.4 3015 Exemdirr
162+1W .t
6.10 16m+944 - t6 AC Good 2.4 AC G€.d 2.4 3016 Eremption
611 1622+1m - 1651+00O 28.90 PCCP Fair 5.4 PCCP 5.4 3016 24.171 0.173 r7.8
6.12 1 651 +000 - 1 631+0m 3.00 PCCP Good 4.7 PCCP Good 4.7 3016 Exemption
6.13 1 654+m0 - 1 &55+61 0 1.61 PCCP Falr 4.6 PCCP 4.6 3016 -1.795 4226 11.0
7. Palocadger.orrrc I tord ?jz-ae 0e.fio 0,437 2aa

7.1 91 5+1 90 - 917+0fi) Leyte lC Engg. Dir L80 AC 5.5 Fair &71 72.8€6 5.906 53.5
7.2 91 7+0@ - Sr +560 r45€ PCCP 5.1 PCCP 5.1 4971 47.859 o.7x m.2
7.3 931 +560 - 93+150 1.59 AC Good AC Good 4688 Exemption
7.4 933+1 50 - 938+079 4.93 4.6 PCCP 4.6 2819 6.805 -o.304 9.7
8. D. Mrh.dika Ro{d (lll. rn{aval Highway 14.86 10,20 26.{1 26.3

8.1 919+500 - 934+3m Leyte lst Eng'g. Dil 14.86 PCCP 5.4 PCCP Fai/Bad 5.4 4971 ro.240 26.941 25.3
,. Drn4u.r. orth Ro. d (M.njuyod-

Lr Ubcrtd) 68.23 206.9n 0.31€ 19.7
50+742 - 1 08+967 27.il PCCP F6ir 4.O n7a -182..r@ 4.452 8.6
1.36 AC Feir 7.5 ?978 31.595 1.e93 n.3
16.9€ AC 6.0 ?97a 4.d24 o.Q7 15.4
12.3€ PCCP,/AC U br jmprv 44 n7a Ercmplion
10. Ounagurta ilod|r Ro6 (L! Libcd.d-

Velbh.nnolo) {1.5{ l00.tao 0.0rt 16.t
108+S€7 - 1so+s23 10.82 PCCP Fair 4.O 2974 185.301 0.551 20.6
2.9 PCCP 7.5 2€7A 73.524 o.o27 15.{
AC 6.0 n7a 65.135 0.320 19.3
1.8€ PCCP/AC Undar lmprv 44 n7a E-x€mdlon
11. gdu.n.C.g.y.n d. O o.llig.n Ro.d

(Agu..n dcl tlorte Scc 36,30 ,8.330 0tt8 tg.8
1n2+91O - 12@+A I 20.6{ PCCP 1490 98.830 0.456 19.€
12.6 PCCP G@d ?t€ r49o b(emplion
RESULT OF ECONOMIC EVALUATION AND SENSITIVITY ANALYSIS
Lot l.l - Baueng€agulo Road
SGE AR|O 1: D€C1€a3€ tn Tramc SCENARIO 2: 2 Y]!. Dolry In

BASE CASE Growth Rrte3 bv 50% lmDlem€ntrtlon SCENARIO 3: 20tg Co.t Overrun
TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOIAL NET TOTAL TOTAL NET
YEAR cosTS BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS
2012 212.74 o.o0 -212.7e 212.76 0.00 -212.76 0.00 0.00 0.0c 255.32 0.00 -255.32
2013 E3.'t 1 58.34 -24.7e 83.11 20.74 €2.36 0.00 0.00 0.0c oo 7'l 58.34 -41.38
2014 57.97 u.76 6.7e 57.97 32.10 -25.87 319.14 0.00 -319.14 69.56 u.76 15.2A
2015 33.12 110.35 77.23 33.12 13.O2 9.90 124.6 58.34 -66.32 39.75 110.35 70.60
2016 2,.59 143.45 120.ffi 22.59 62.92 40.32 86.95 u.76 -2.19 27.'l'l 143.45 116.34
2017 0.02 174.19 174.17 0.02 77.96 77.U 49.68 110,35 60.67 0.03 174.19 174.17
2018 6.79 211.92 205.12 b_ aY 104.95 ot ta 33.89 113.15 't 09.56 q {4 21'1.92 203.7'l
201 I 0.02 261.76 2s'1.74 136.83 136.81 0.03 174.19 '174.16 0.03 2s1.76 1.74
2020 0.02 325.2'l 325.19 0.02 179.41 179.38 't 0.19 211.92 201.73 0.03 325.21 325.19
2021 0.s5 410.72 409.77 0.95 236.55 235.60 0.03 26 t.76 2s1.73 1.14 4'1o.72 409.58
2022 0.02 496.12 496.09 0.02 291.90 291.87 0.03 325.21 325.'t8 0.03 4%.12 496.09
2023 2.4'l 571.40 571.99 2.4'l u2.25 339.84 1.42 410.72 409.29 2.89 574.40 57'1.5'l
2021 11.52 659.17 647.65 11.52 397.38 385.86 0.03 496.12 ,f96.08 13.82 659.17 645.35
m25 48.64 210.15 691.5'l ,18.64 457.03 408.39 3.62 574.40 570.79 58.36 710.15 681.78
m8 o.2a 833.38 833_10 o.28 /199.75 199.17 17.28 659.17 641.89 0.34 833.38 833.04
m27 0.08 921.17 921.09 0.08 55't.25 551.18 72.95 710.15 667.19 0.09 921.17 921.08
2028 68.60 1010.49 941.84 68.66 622.48 554.23 o.42 833.38 832.96 82.39 10 t 0.49 928.10
2029 0.02 1109.84 'I
,109.82 0.o2 A6A O7 658.94 0.12 92't.'t7 92't.06 0.03 1 t09.84 1t09.81
2030 6.79 't192.10 1,185.30 6.79 706.01 699.2 102.98 1010.49 907.51 8.15 1192.'lO 1 't 83.9.1
2031 0.02 124037 1,280.35 o.o2 751.U 751.62 0.03 'I 109.84 1109.81 0.03 1280.37 128/).U
2032 10.'t 9 1192.10 1 181.9'l
2033 0.03 1240.37 1280.U
EIRR 13.62 EIRR 28.51 EIRR 33.77 EIRR 38.8,4

NPV 1,305.89 NPV 567.85 NPV 860.77 NPV 1,238.88
Blc 9.33 Btc 3.72 B/C 4.45 B/C
NPV/C 6.189 NPV/C '1.962 NPV/C 2.617 NPV/C 4.455

Lot 1.2 - Olongapo€ugallon Road
SCENARIO 1: Decr€aro in TrafrIc SCENARIO 2: 2 Y]!. Dolay in

BASE CASE Growth Rates bv 50% lmplementation SCENARIO 3:20% Co3t Overrun
TOTAL TOTAL
NET TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOTAL NET
YEAR cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS
2012 3.90 4.O2 -3.92 3.90 -o.o2 -3.92 0.00 0.00 0.00 4.68 -0.02 -4.74
20'13 8.32 -26.06 26.32 4.69 -21.ffi 0.00 0.00 0.00 31.58 0.26 -31.32
2014 83.63 1.U -81.99 83.63 't6.12 -67.52 0.00 -5.85 '100.36 1.64 -98.72
2015 140.84 8.98 -131.86 140.84 28.89 -11't.94 39.48 0.26 -39.22 169.01 8.98 -160.02
20't6 125.52 36.08 -E9./t4 125.52 40.50 -85.02 '125.45 1.64 -123.81 '150.62 36.08 -114.5,{
m17 4.79 64.89 60.'t 0 4.79 29.O7 21.28 2't1.26 8.98 -202.27 6,1.89 59.14
2018 18.63 112.23 93.60 't8.63 66.61 47.98 188.28 36.08 -152.20 22.* 1'12.23 89.E8
2019 o.21 166.54 166.33 0.21 100.44 '100.22 7.19 64.89 'rn 0.25 166.54 166.29
^'f
2020 o.21 221.8 221.37 0.21 139.28 139.07 27.95 112.23 u.29 0.25 22'1.58 221.33
2021 287.41 287.U 0.37 '185.25 184.88 o.32 '166.54 '166.23 o.44 247.41 286.97
2022 o.21 3-t1.26 371.04 0.21 242.81 242.60 0.32 221.58 221.26 o.25 37'1.26 371.00
2023 1.73 472.89 471.15 1.73 31 1.63 309.90 0.55 247.4'l 286.86 2.08 472.89 470.81
2024 2.29 580.64 578.35 2.29 382.53 380.23 o.32 371.26 370.94 2.75 580.64 577.E9
2025 0.69 @r.98 664.29 0.69 43s.38 1U.70 2.60 472.E9 470.29 0.82 664.98 664.16
20?6 o.71 71E.E3 718.',t3 0.7'l $7.62 ,166.91 3.44 580.6,1 577.21 0.85 71E.E3 717 .59
2027 2.24 766.07 763.63 2.24 495.45 493.2'l '|.03 664.98 663.95 2.69 766.07 763.38
2024 2.AA 8't8.62 815.75 2.88 czo.u.t 523.15 1.06 7'18.83 717.77 3.45 818.62 815.17
202€ 2.U 875.81 873.47 2.U 558.66 556.32 3.36 766.07 762.71 2.81 875.81 873.01
2030 27.23 937.69 910.47 27.23 601.20 573.97 4.31 818.62 E14.31 32.67 937_69 905.02
2031 11.91 '1oo7.43 995.53 11.91 635.95 624.05 3.51 875.81 872.31 11.29 1007.43 993.14
2032 40.84 937.69 896.85
2033 '17.86 1007.43 oao q7
EIRR 39.63 EIRR 33.65 EIRR 31.73 EIRR 35.9t

NPV E49.30 NPV 491.51 NPV 553.,f5 NPV 802.35
Btc 12.49 BIQ 9.00 3.47 B/C 10.03
NPV/C 8.677 NPV/C 6.035 NPV/C 1.804 NPV/C 0.812

RESULT OF ECONOi,IIC EVALUATION AND SENSITIVITY ANALYSIS
Lot 2.la - Palo4arigan-Ormoc Road
SCENARIO 1: Dac|le3e in Trettic SCEI,IARIO2: 2 Yl.|3. Delay in

BASE CASE Growdr R.t3 bv 50% lmDlemontation SCENARIO 3: 20'6 co3t ov..run
TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOTAL NET
YEAR cosTs EENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosrs BENEFITS BENEFITS
2012 10.35 0.00 -'10.35 10.35 0.00 -10.35 o.o0 0.00 0.00 12.42 0.00 -12.42
2013 0.04 3.24 3.24 0.04 0.53 0.49 0.00 0.00 0.00 0.04 3.24 3.20
2014 116.88 3.89 -'t 12.98 116.88 25.09 -91.78 15.52 0.00 -15.52 140.25 3.89 -136.36
2015 0.00 27.83 27.42 0.00 16.00 15.99 0.06 3.24
,t 4a 0.00 27.43 27.42
2016 0.00 29.75 29.75 0.00 17.2E 17.27 175.32 af|o -171.42 0.00 29.75 29.75
2017 0.00 31.90 31.90 0.00 14.71 14.71 0.00 27.43 27.82 0.00 'll on 31.90
2018 0.00 34.36 34.36 0.00 20.6 20.36 0.00 29.75 29.75 0.00 34.36 34.36
2019 0.00 37.15 37.14 0.00 22.24 22.23 0.00 31.90 31.90 0.00 37.15 s7.14
2020 0.@ 40.45 40.45 0.00 24.47 24.47 0.00 34.36 34.36 0.00 40.45 40.45
2021 0.00 44.26 44.26 0.00 27.O5 27.O5 0.00 37.15 37.14 0.00 44.26 14.26
2022 0.00 48.69 ,18.69 0.00 30.05 30.05 0.00 40.45 40.45 0.00 48.69 4E.69
2023 0.00 53.6E 53.67 0.00 33.42 33.41 0.00 44.26 44.25 0.00 53.68 53.67
2024 10.31 59.42 49.1 | 10.31 39.49 29. 18 0.00 /r{1.69 48.69 12.37 59..12 47.O5
2025 0.00 69.74 69.73 0.00 44.26 44.26 0.00 53.68 53.67 0.00 69.74
2026 0.00 8r.82 81.82 0.00 52.47 52.47 15.47 59.42 43.95 0.00 81.82 81.82
2027 0.00 90.08 90.08 0.00 57.85 57.85 0.00 69.74 69.73 0.00 90.08 90.08
2024 0.00 93.37 93.37 0.00 59.74 59.74 0.00 81.82 81.82 0.00 93.37 93.37
2029 0.00 96.85 96.85 0,00 61.74 61.74 0.00 90.08 90.08 0.00 96.E5 96.84
2030 0.00 100.56 100,56 0.00 63.88 63.88 0.00 93.37 93.37 0.00 '| 00.56 100.56
203'l 0.00 104.53 104.53 0.00 66.17 66.17 0.00 96.85 96.E4 0.00 104.53 104.52
2032 0.00 100.56 100.56
2033 0.00 104.53 104.52
EIRR n.8 EIRR EIRR n.a2 EIRR 25.22

NPV 99- 10 NPV 40.E2 NPV 41.83 NPV E,I.5E
Btc 2.24 B/C 1.61 B/C '1.45 B/C 1.85
NPV/C 0.937 NPV/C 0..t55 NPV/C NPV/C o.636

RESULT OF ECONOMIC EVALUATION AND SENSITMTY ANALYSIS
Lot 2.1b - D.ang ilahr.like Road (Uloan-ilrval Highway)
SGENARI9 l: t}.crlaae ln Traffic SCENARIO 2: 2 Yr3, Oolay in

BASE CASE GroMh Rrto3 bv 50% lmDlementation SCENARIO 3:
20% Co3t Ovenun
YEAR co9Ts BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS
2012 0.01 0.oo -0.01 0.01 0.00 -0.01 0.00 0.00 0.00 0.02 o.o0 -0.02
2013 0.01 -0.12 -0.13 0.01 -0.10 -0.11 0.00 0.00 0.00 o.o2 -o.12 -0.14
2014 0.0'l -0.28 -0.29 0.01 -0.22 -0.23 o.o2 0.00 0.02 -o.28
2015 0.01 -o.44 -0.,1€ 0.01 -0.35 -0.36 0.02 -o.14 o.o2 -o.44 -o.46
2016 0.01 -0.62 -0.63 0.0'l -0.49 -0.50 o.o2 -0.28 -0.30 o.o2 -0.62 -0.63
2017 0.01 -0.E1 -o.42 0.01 -0.63 -0.64 0.02 -o.44 -0.46 0.02 -0.81 -0,82
2018 0.01 -1.00 -'1.o2 0.01 -0.78 0.02 -0.64 0.02 -1.00 -.t.o2
20r9 0.01 -1.21 -'1.23 0.01 -0.94 -0.95 0.02 -0.81 -o.82 o.o2 -1.21 -1.23
2020 0.01 -1.14 -'1.45 o.01 -1.11 o.02 -1.00 -'1.02 0.02 -1.44 -1.45
2021 0.01 -1.68 -1.69 0.0'l -1.28 -1.30 0.02 -'1.21 -'1.23 0.02 -1.68 -1.69
2022 0.01 -1.93 -1.94 0.01 -'t.47 -1.4E 0.02 -1.44 -1.46 0.02 -1.93 -1.94
2023 89.11 -2.19 -91.30 E9.11 19.82 €9.29 133_66 -1.6E -135.34 106.93 -2.19 -109.13
2024 0.00 32.08 32.08 0.00 22.15 22.'15 0.00 -1.93 -1.93 0.00 32.08 32.08
2025 0.00 33.,t8 33.48 0.00 23.U 23.O4 0.00 -2.19 -2.19 0.00 33.4E 33.48
2026 0.00 34.96 34.96 0.00 23.97 23.97 0.00 32.0E 32,08 0,00 34.96 34.96
2027 0.00 36.53 36.53 0.00 24.97 24.97 0.00 33.48 33.48 0.00 ta <,1
2028 0.00 38.21 34.21 0.00 26.03 26.03 0.00 34.96 34.96 0.00 34.21 8.21
2029 0.(n 40.01 40.01 0.00 27.16 27.16 0.00 36.53 36.53 0.00 40.01 40.01
2030 0.00 41.93 41.93 0.00 28.37 28.37 0.00 34.21 3A.21 0.00 41.93 41.93
2031 0.00 44.00 44.00 0.00 29.68 29.68 0.00 40.01 40.01 0.00 44.00 44.00
2032 0.00 41.93 41.93
2033 0.00 .f4.00 .t4.00
EIRR EIRR 22.15 EIRR I I .69 EIRR 21.54

NPV 10.24 NPV 5.39 NPV (4.66) NPV 6.90
B/C 36.59 Bl/C 24.O2 0.68 24.fi
NPV/C 26.941 NPV/C 17.413 NPV/C (0.127) NPV/C 't7.821
RESULT OF ECONOUIC EVALUATION AND SENSITIVITY ANALYSIS
Lot 2.2 - lloilo.C.piz Ro.d (Old Roubl
SGENARIO l: Declta3e in Traftic SCENARIO 2: Z Yrt. Delay in

BASE CASE Growth Rste3 bv 50% lmolementation SCEI,IARIO 3: 20% Co3t Orrerrun
TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOTAL NET TOTAL TOTA NET
2012 u.12 o.00 -54.12 u.12 0.(x) -54.12 o.o0 0.00 0.00 64.94 0.00 -64.9{
20'13 46.5€ 27.23 -19.33 {6,56 20.27 -26.29 0.00 0.00 0.00 55.87 27.23 -28.4
2011 179.10 53.21 -125.89 't 79.10 67.57 -111.53 81 .18 0.00 -81 .18 214.92 53.21 -161.71
2015 o.22 109.98 109.76 o.22 66.36 66.14 69.84 27.23 -42.61 o.26 109.98 109.72
2016
,|
4.86 226.61 2't1.73 14.88 159.r8 144.30 268.65 53.21 -215.44 't7.8 226.61 206.75
2017 o.21 fig.77 509.56 0.21 370.29 370.08 0.33 't 09.9E 109.65 o.25 s09.77 509.52
2018 0.21 794.20 793.99 0.21 578.00 577.79 22.32 226.61 2U.29 0.25 791.20 793.95
2019 o.21 951.12 953.91 0.21 690.53 690.32 0.32 509.77 509.46 0.25 954.12 o('t a?
2020 27.41 1039.62 1,012.21 27.41 753.19 725.78 0.32 794.20 793.89 32.89 1039.62 1006.73
2021 o.21 1099.76 '1,099.55 0.21 786,48 786.27 o.32 954.12 953.81 0.25 1099.76 1099.51
2022 2.U 1158.53 1,155.69 2.84 824.19 821.35 41.12 1039.62 998.51 3.4'l 1 15E.53 1'155.13
2023 0.76 1226.19 't,225.13 0,76 E66.36 865.60 0.32 1099.76 1099.44 0.91 1226.'t9 1225.28
2024 ,16.5,t 12E6.73 1,240.19 {6.54 914.76 86,8.22 4.26 'ilta 42 1154.2? 55.85 1286.73 1230.89
2025 2.35 '1361.41 1,359.06 2.35 950.28 947.93 1.'14 12?6.19 '1225.O5 2.42 1361.41 1358.59
2026 o.21 1426.52 1,426.31 o.21 988.71 988.50 69.81 1286.73 't216.92 o.25 't426.52 1426.21
2027 o.32 1486.07 't,485.75 o.32 't023.'t2 1022.80 1361 .41 1357.89 0.38 '1486.07 1485.69
2028 0.,f9 15U.87 1,534.38 0.,19 10/.9.77 1049.28 0.32 1426.52 1426.21 0.59 1534.87 1534.29
2029 r 66.00 158,1.91 I,4't 8.91 166.00 1120.80 954.80 0.48 1486.07 1485.59 199.20 1584.91 't 385.71
2030 27.61 1661.69 1,634.08 27.6'l 1123.93 1096.32 0.74 1534.87 153/..14 33.13 1661.69 1628.55
2031 0.48 1729.29 1,728.81 0.48 '1154.85 249.OO 1584.91 1335.91 0.58 1729.29 1724.7'l
2032 1661.69 1661.69
2033 1729.29 1729.29
EIRR 87.83 EIRR 71.81 EIRR 69.29 EIRR 7492

NPV 3,096.56 NPV 2,139.28 NPV 2,084.85 NPV 3,048.61
8VC 23.70 B/C 17.29 Btc '13.25 Er/C 18.51
NA//C 17.'t 65 NPV/C 12.297 NPV/C 9.831 NPV/C 't3.228

RESULT OF ECONOMIC EVALUATION AND SENSINUTY ANALYSIS
Lot 2.3 - Dumaguelo North Road (Manjuyod - La Llbert|d)
scENARt(,1: DOGlratO tn Tratnc SGENAR|O Z: Z Y'!. Oa||y In

BASE CASE Grcwth R!te3 bv 50% lmDl€mgntatlon SCENARIO 3: 20% Cost Overrun
YEAR cosTs BENEFITS BENEFITS cosTS BENEFITS BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS
2012 549.10 0.00 -649.10 649.10 o.o0 €49.10 o.o0 0.00 0.0c 714.92 0.o0 -lta.92
2013 0.m 57.90 57.90 0.00 28.95 28.95 0.00 0.00 0.0c 0.00 57.90 57.90
2014 0.00 85.15 85.15 0.00 11.U 4'l.u 973.66 0.00 -973.6€ 0.00 85.15 85.15
2015 0.m 110.30 '110.30 0.00 5'1.74 51.74 0.00 57.90 57.9C 0.00 110.30 '| 10.30
2016 0.0c 1r6.94 116.94 0.00 53.17 53.47 0.00 85.15 0.00 I 16.94 116.94
2017 0.00 't21.41 121.41 0.00 55.45 55./t6 0.00 110.30 110.30 0.@ 124.11 121.11
m18 0.00 133.40 133.40 0.00 57.94 57.94 0.00 116.94 116.94 0.00 133.40 133.40
2019 0.00 141.93 141.9s 0.00 60.16 60.16 0.00 121.11 124.41 0.00 1,11.93 141.93
m20 0.00 149.37 149.37 0.00 61.83 61.83 0.00 133.,10 133.40 0.00 1,19.37 't19.37
m21 0.00 156.65 156.65 0.00 63.29 63.29 0.00 141.93 '1,t1.93 0.00 156.65 '|
56.65
202 -215.23 157.32 102.55 -215.23 61.82 307.(X 0.00 149.37 49.37
't -291.27 157.32 451.59
2023 0.00 179.97 179.97 0.00 69.40 69.40 0.00 156.65 156.65 o.o0 '179.97 't79.97
2021 0.00 191.59 '191 .59 0.00 72.10 72.'tO -367.84 157.32 525.16 0.00 191.59 191.59
m25 0.00 204.36 2U.6 0.00 75.05 0.00 179.97 179.97 0.00 204.36 20.1.36
202s 0.00 218.45 218.15 0.00 78.27 78.27 0.00 191.59 191.59 0.00 218.45 214.45
2027 0.00 2U.15 2U.15 0.00 81.85 81.85 0.00 204.. 2U.# 0.00 2U.15 2U.'t5
2024 0.00 251.60 251.60 0.00 85.78 85.78 0.00 21a.$ 218.45 0.00 251.60 251.60
20?9 0.00 271.'t6 271.16 0.00 90. t2 w.12 0.00 2U.15 234.15 0.00 271.16 271.16
2030 0.00 292.74 292.74 0.00 .42 94.82 0.00 251.60 251.60 0.00 292.74 292.74
2031 0.m 316.50 3t6.50 0.00 99.90 99.90 0.00 271.16 271.16 0.00 3r5.50 316.5{)
2032 0.00 292.74 292.74
m33 0.00 3 t6.50 316.50
EIRR 19.66 EIRR a.7a EIRR t,r.t 6 EIRR | 7.03

NFV 205.30 NPV (2'12.87) NPV (38.23) NPV 102.96
B/C 1.18 B/C 0.54 B/C 0.82 B/C 1.00
NPV/C 0.316 NPV/C (0.328) NPV/C (0.03e) NF\//C o.132
sl 3.68 4.24 SI 3.72
SV 27.'t6 23.57 SV 26.87
RESULT OF ECONOMIC EVALUATION AND SENSINVIW ANALYSIS
Lot 2.4 - Dumaguab orth Ro.d (1,, Llb€dad-Vallhe]mo3ol
S(jENARIO 1: DOCr€ttO tn I rrmc SCENARIO 2: 2 Y]!. Dehy In

BASE CASE GrcYvth R.t.3 bv 50% lmplementetlon SCENARIO 3: 20% Co3t Overrun
YEAR cosTs BEI{EFITS BENEFITS cosTs BEI'IEF|TS BEI'|EF|TS cosrs BENEFITS BENEFITS cosTs AENEFITS BENEFITS
2012 1 ,161.O3 0.00 1 161.O3 1 161.03 0.00 -1',tE1.O3 0.00 0.00 0.00 1417.24 0.00 -1417.24
2013 0.0c 58.19 58.'t S 0.00 29.10 29.10 0.00 0.00 0.00 0.00 ta to 58.1S
2011 0.00 69.38 69.38 o.o0 33.80 1,771.55 o.o0 -'t771.55 0.00 69.38 69.3€
2015 0.00 85.39 85.3€ 0.00 40.49 40.49 0.00 58.19 58. 19 0.00 85.39 85.39
2016 0.00 117.31 117.3'l 0.00 53.97 53.97 0.00 69.38 ao at 0.00 117.31 1'17.31
m17 0.00 161.85 161.85 0.00 72.OO 72.O0 0.00 85.39 .'C.JY 0.00 161.85 61.85
't
2018 0.00 197.62 '197.62 0.00 85.13 85.13 0.00 't'17.31 117.31 0.00 197.62 197.62
2019 0.00 220.6 220.68 0.00 92.U 92.54 0.00 161_85 161.85 0.00 220.@ 20.68
2020 0.00 211.A2 211.a2 0.00 98.71 94.74 0.00 197.62 't97.62 0.00 21't.82 241.42
2021 0.00 258.41 258.41 0.00 102.81 102.81 0.00 220.68 220.6 0.00 258.41 258.41
202 0.00 ffi.u 266.34 0.00 103.33 103.33 0.00 241.42 211.42 0.00 266.34 266.31
2023 -877.13 253.16 I r30.29 -877.13 95.12 972.25 0.00 258.41 254.41 -1052.56 253.'t 6 1305.72
2021 0.00 303.41 303.41 0.00 112.'t7 112.17 0.00 266.34 266.34 0.00 303.4'l 303.41
2025 0.00 318.31 318.31 0.00 114.83 114.83 .1.315.70 253.16 't 568.86 0.00 3'18.3'l 318.31
2026 0,00 333.72 333.72 0.00 117.45 117 .45 0.00 303.41 303.41 0.00 333.72 339.72
m27 0.00 3,f9.52 349.52 0.00 119.96 '| 19.96 0.00 318.3'l 3't 8.31 o.o0 3/.9.52 349.52
m2a -303.90 9.12 668.32 -303.90 121.92 125.42 0.00 333.72 333.72 -364.68 36,4.42 729.10
2029 0.00 392.82 392.42 0.00 124.27 '128.27 0.00 349.52 349.52 0.00 392.82 392.82
2030 0.00 413.82 413.82 0.00 '131.71 131.7'l -455.85 364.42 420.27 0.00 413.42 113.42
2031 0.00 435.91 435.91 0.00 135.23 135.23 0.00 392.82 392.82 0.00 il35.9l 435.91
2032 0.00 4't3.82 413.82
2033 0.00 /135.91 435.91
EIRR | 6.26 EIRR 8.51 EIRR 12.42 EIRR t 4.43

NPV 't 09.54 NPV (452.82) NPV (232.79) NPV (57.43)
B/C 0.9€ Btc 0.48 B/C 0.69 Blc 0.83
NPV/C 0.093 NPV/C (0.383) NPV/C (0.131) NA//C (0.0,11)
sl 10.78 SI 13.25 sl '13.53
SV 9.28 SV ,.tc SV 7.39
RESULT OF ECONOIIIIC EVALUATION AND SENSITIVITY ANALYSIS
Lot 3.1 - Dipologoroqubta Road
SCENARIO l: DocFaa3o ln Tramc SCENARIO 2: 2 YrS. Del.y In

BASE CASE Growth R!te3 bv 50% lmDlom€ntrtion SCENARIO 3:2096 Co3t Overrun
2012 0.05 -0.01 -0.06 0.05 -0.01 -0.06 0.oo o.oo 0.00 0.06 -0.01 -0.07
2013 1.39 -0.02 -1.41 1.39 o.25 -1.14 0.00 0.00 0.00 1.67 -0.02 -1.69
2011 8.14 0.30 -7.U 8.14 1RA -6.28 0.08 0.00 -0.08 9.77 0.30 -9.,tG
2015 38.78 1.21 -37.57 38.78 8.68 -30.10 2.09 4.02 .16.54 1.21 45.32
2016 1.4S 8.61 7 .'12 1.49 0.oo 4.17 '12.21 0.30 -11.91 '1.79 8.61 6.82
2017 0.05 11.U 11.79 0.05 7.76 7 .71 5A.17 1.21 -56.96 0.06 11.U 1't.78
2018 4.51 15.26 10.75 4.5r 11.33 6.82 2.24 8.61 6.37 5.41 15.26 9.84
2019 0.05 20.67 20.62 0.05 14.31 14.26 0_08 1't.u 11.77 0.06 20.67 20.61
2020 26.70 26.65 0.05 14.42 14.77 6.77 15.26 8.49 0.06 26.70 26.64
2021 5.83 35.16 29.33 5.83 26.39 20.56 0.08 20.67 20.59 7.00 28.16
2022 0.09 46.44 ,16.35 0.09 33.24 33.15 0.08 26.70 26.03 0.'t 1 $_44 46.34
2023 o.28 s9.57 59.29 0.28 42.6 42.58 8.75 35.16 26.41 0.34 59.57 59.23
2024 0.07 75.27 75.20 0.07 54.16 54.09 o.14 $.44 .16.31 0.08 75.27 75.18
2025 0.32 93.34 93.02 0.32 67.09 6.77 0.42 59.57 59.15 0.38 93.34 92.96
2026 5.88 113.91 '108.03 5.88 82.93 0.t l 75.27 75.16 7.06 113.91 106.85
2027 39.65 '136.25 96.60 J9.OC 106.80 67.15 0.48 93.34 92.86 47.54 136_25 88.67
202E nnn '173.95 '173.87 0.0E '122.U 122.5 8.82 113.9'l 105.09 0.10 173.95 173.85
2029 0.08 195.62 195.54 0.08 137.19 't37 .11 59.4E 136.25 76.77 0.10 195.62 195.52
2030 0.07 202.99 202.92 0.07 141.75 141.68 o.12 173.95 r73.83 0.08 202.99 202.91
2031 0.08 20t33 [email protected] 0.0E 145.57 '145.49 o.'12 195.62 195.50 0.10 209.33 209.24
2032 0.1'l 202.99 202.49
2033 o.12 209.33 209.2'l
EIRR ,t I .39 EIRR 38.25 EIRR 32.89 EIRR 37 36

NPV 135.50 NPV 92.06 NPV 88.23 NPV 127.97
Blc B/C 19.64 Bta 3.77 Btc 18.2€
NPV/C 16.712 NPV/C 14.113 NPV/C 2.103 NPV/C 13.091

Bdu.n€.g.yrn de Om-lligEn Road (MEaml3 Oriental Sectionl
Lot 3.2 -
SCEI{ARIO 'l: Decrsa3e tn Trafiic SCENARIO 2: 2 Yr:. oelay in

BASE CASE Growth Rrt33 bY 50% lmplomentatlon SCENARIO 3:
20% cost overrun
2012 57.5€ 0.00 -57.59 57.59 0.00 -57.59 0.00 o.o0 0.00 69.11 0.00 -ttv. 11
2013 0.00 39.40 39.40 0.c() 19.70 19.70 0.00 0.00 0-00 0.00 39.40 39.40
2014 0.00 51.98 51.98 0.00 25.43 25.43 86.39 0.00 €6.39 0.00 5t.98 51.98
2015 0.00 0.00 40.o2 40.o2 0.00 39.40 39.40 0.00 83.78
2016 o.00 13i1.49 't33.49 o.00 62.04 62.M 0.00 51.98 51.96 0.00 133.49 133.49
2017 0.00 193.64 193.64 0.00 E7.37 E7.37 0.00 83.7E 83.78 0.00 193.64 193.64
2018 0.00 243.32 243.32 0.00 123.65 123.6s 0.00 133.49 133.49 0.00 283.32 283.32
2019 0.00 416.29 416.29 0.00 171.5 '174.6 0.00 193.64 193.6/t 0.00 416.29 416.29
2020 0.00 514.85 514.85 0.00 209.11 209.11 0.00 2E3.32 283.32 0.00 514.65 514.85
2021 0.00 529.80 529.80 0.00 210.15 210.15 0.00 416.29 4'16.29 0.00 529.80 529.80
2022 0.00 538.07 538.07 0.00 204.25 204.25 0.00 514.85 514.85 0.00 538.07 53E.07
2023 0.00 519.81 519.81 0.00 't95.89 195.89 0.00 529.80 529.80 0.00 519.81 519.81
2024 0.00 492.51 492.51 0.00 181.48 't81.48 0.00 538.07 538.07 0.00 492.51 492.51
2025 0.00 487.81 487.41 0.00 175.88 175.88 0.00 519.81 519.81 0.00 4E7.81 487.81
2026 0.00 500.10 500.10 0.00 175.92 175.92 0.00 492.5'l 492.51 0.00 500.10 500.10
2027 0.00 512.77 512.77 0.00 176.05 't 76.05 0.00 447.41 487.81 0.00 512.77 512.77
2024 0.00 5'17.72 517.72 0.00 173.39 173.39 0.00 500.10 500.10 0.00 517.72 517.72
2029 0.00 524.59 524.59 0.00 171.71 171.71 0.00 512.77 512.77 0.00 524.55 524.59
2030 o.00 551.68 551.68 0.00 176.49 176.49 0.00 517.72 517.72 0.00 551.68 551.68
2031 0.00 577.37 577.37 0.00 179.97 179.97 0.00 524.59 524.59 0.00 577.37 577.37
2032 0.00 551_68 551.68
2033 0.00 577 .37 577.37
EIRR 112.22 EIRR 70.73 EIRR a7.62 EIRR t00.17

NPV 1,374.39 NPV 517.65 NPV 1,020.30 NPV 1,364.37
B/C 24.67 Btc 9.83 Er/c 16.45 Bic 20.56
NPV/C z.t.aKr5 NPV/C 8.988 NPV/C 11.8't0 NPV/C 19.741
sl 't.69 sl 1.18 o.o7
SV 59.32 SV 85.09 sv 1,473.14
Lot 3.3 - Butuan-C.gEyan d. Orc-lligrn Road (Agu3an del Norte S6ction)
SCENARIO 1: Decneaao in Tralfic SCENARIO 2: 2 Yrs. Delay in

BASE CASE Growth Rate3 bv 50% lmplementation SCENARIO 3: 20% Co3t Overun
YEAR cosTs BENEFITS BENEFITS cosTs BENEFITg BENEFITS cosTs BENEFITS BENEFITS cosTs BENEFITS BENEFITS
2012 216.(x' o.q) -2 t6.09 216.09 0.00 -216.09 0.00 0.00 o.o0 259.31 o.oo -259.31
2013 0.00 't9.23 '19.23 0.00 9.61 9.61 0.00 0.00 0.00 0.00 19.23 19.23
2014 0.00 22.O5 22.O5 0.00 10.80 10.80 324.13 0.00 -324.13 0.00 22.05 22.05
20't5 0.00 24.98 24.98 0,00 11.96 11.98 0.00 '19.23 19.23 0.00 24.98 24.98
2016 0.00 28.O7 28.O7 0.00 13.18 13.16 0.00 22.05 22.05 0.00 24.07 28.07
2017 0.00 31.35 31.35 0.00 14.41 '14.41 0.00 24.98 24.98 0.00 31.35 31.35
2018 0.00 v.u 34.94 0.00 15.72 15.72 0.00 24.O7 24.07 0.00 34. 34.94
2015 0.@ 3E.98 38.98 0.00 17.15 17.15 0.00 3't.35 31.35 0.00 38.98 38.98
2020 0.00 43.51 43.51 0.00 18.71 18.71 0.00 34.94 34.94 0.00 43.5't 43.51
2021 0.00 48.58 48.58 0.00 20.4'l 20.41 0.00 38.98 38,98 0.00 48.58 48.58
2022 0.@ u.29 54.29 0.00 22.28 22.28 0.00 43.51 43.51 0.00 54.29 54.29
2023 0.00 60.72 0.00 24.9 24.U 0.00 48.58 48.58 0.00 @.72 o,u.I z
2024 0.00 6E.00 68.00 0.00 26.62 0.00 54.29 54.29 0.00 68.00 68.00
2025 0.00 76.25 76.25 0.00 29.'t3 29.13 0.00 60.72 60.72 0.00 76.25 76.25
2026 0.@ 85.57 0.00 31.89 31.89 0.00 68.00 6E.00 0.00 85.57 85.57
2027 0.00 96.23 9€.23 0.00 34.97 34.97 0.00 76.25 76.25 0.00 96.23 96.23
m28 0.00 108.44 108.44 0.00 38.41 38.41 0.00 85.57 85.57 0.00 108.44 108.44
2t29 0.00 120.60 120.60 0.00 41.73 41.73 0.00 96.23 96.23 0.00 120.60 120.60
2030 0.00 124.&4 124.U o.o0 43.65 43.65 o.oo 104.44 108.14 o.oo 124.44 124.84
2031 0.00 133.30 133.30 0.00 44.30 44.30 0.00 120.60 120.60 0.00 133.30 133.30
2032 0.00 't28.U 12A.U
2033 0.00 '133.30 '133.30
EIRR 19.60 EIRR as1 EIRR 1421 EIRR I6.90

NPV 98.63 NPV (93.86) NPV (43.94) NPV 30.30
EVC 1.05 B/C 0.43 Btc u.o! B/C 0.86
NPV/C 0.456 NPV/C (0.434) NPV/C (0.136) NPV/C o.'t'17
sl a<o sl 5.29 SI 5.03
SV 27.47 SV 18.92 SV 19.88
RESULT OF ECONOMIC EVALUANON AND SENSITIVITY AMLYSIS
Lot 3.,4 - Bukldnon€otabato Road
SGENAR|O 1: DeCrcrs€ tn Taatnc SCEiIARIO 2: 2 Yr3. Dolry in

BASE CASE Growth R.tes bv 50% lmplomontation SCEI.IARIO 3: 20% CoEl Overrun
2012 1.2n 0.(rc -1.25 1.29 0.00 -1.4 o.o0 0.00 0.00 't.54 o.ql -1.54
2013 3.72 0.19 -3.53 3.72 0.64 -3.08 0.00 0.00 0.00 1.17 0.19 -1.28
2014 219.33 0.32 -219.O2 2'19,33 44.74 -174.59 1.93 0.00 -1.93 263.20 o.32 -42.48
2015 0.01 35.73 0.01 18.77 '18.76 0.19 -5.39 0.01 35.73 35.72
2016 21.20 37.51 16.3{ 24.fi 3.15 329.00 o.32 -328.68 25.+5 37.51 12.6
2017 0.01 12.11 12.13 0.01 2'25 2.24 0.02 35.73 35.71 0.01 42.11 42.13
20'18 0.01 45.51 45.50 0.01 21.44 24.43 31.81 37_51 0.01 45.51 45.50
20't9 0.01 49.43 19.42 0.01 27.O0 26.99 o.o2 42.'14 42.13 0.01 49.43 49.4'l
m20 0.01 54.13 u.12 0.0'l 30.13 30.12 0.02 /15.51 45.50 0.01 54.13 54.12
2!21 0.01 59.91 59.8S 0.01 34.01 34.00 0.02 49.43 49.41 0.01 59.91 59.89
m2 0.01 67.13 67.12 0.01 38.90 38.89 0.02 54.13 u.12 0.01 67.13 67.12
2023 0,01 75.67 75.66 0.01 44.66 ,14.65 0.02 59.91 5q ao 0.01 75.67 75.66
m21 L38 85.66 84.23 1.38 51.64 50.26 o.o2 67.13 67.1 1 1.65 85.66 84.01
2025 0.04 97.62 97.58 0.(N 59.33 59.29 0.02 75.67 75.65 0.0,1 97.62 97.57
202F, o.21 I 10.55 110.34 o.21 67.88 67.67 2.6 85.66 83.60 o.25 1r0.55 t lo.30
2027 21.22 126.40 105.18 21.22 ea to 62.37 0.05 97.62 97,56 25.46 126.40 r00.93
2028 0.01 116.2 146.21 0.01 90.62 90.61 0.3't 'fi0.55 110.24 0.01 146.22 146.21
2029 3.06 '158.00 1U.U 3.66 98.79 95.13 31.83 125.40 91.57 4.40 158.00 153.61
2030 0.01 16,f.34 16.1.33 0.01 101.30 101.29 0.02 1$.22 146.21 0.01 1&t.34 16/1.33
2031 0.01 170.62 170.61 0.01 |M.75 101.74 5.50 158.00 152.51 0.01 170.62 170.61
2032 0.02 164.34 164.33
2033 0.02 170.62 170.60
EIRR 22.35 EIRR 16.71 EIRR 15.63 EIRR I9. t,l

NPV 91.29 Nnr' 16.50 NPV NPV 58.98
B/C 1.62 B/C 1.14 B/C Btc 1.33
NPV/C 0.469 NPV/C 0.106 NPV/C 0.036 NPV/C o.252

Annex 9
ENVIRONMENTAL
ASSESSMENT AND REVIEW
FRAMEWORK (EARF)
ANNEX 9 : ENVIRONMENTAL ASSESSMENT AND REVIEW

FRAMEWORK (EARF)
A. Introduction
1. The environmental assessment and review procedures are formulated to serve as a
guide in the procedure of assessing the existing environmental condition of the
proposed road projects, in the identification of the potential impacts during the pre-
construction, construction and operation phases of the project, and in the preparation
of the environmental management and monitoring plan. Guidelines on the review of
the assessment reports is similarly designed to evaluate the completeness of the
document, if issues and concerns are well addressed and its compliance with the
prescribed presentation of required information.
2. The EARF will be applied for the proposed improvement of selected roads under
Tranches 2 and 3 of the Road Sector Improvement Project (RSIP). The EARF was
developed based on the procedures stipulated in the Government’s Department of
Environment and Natural Resources (DENR) and ADB Environmental Guidelines and
Policy of 2003.
B. Overview of Type of Road Projects to be Assessed

3. Tranches 2 and 3 roads are national thoroughfares recommended for asset
preservation and improvement. The project will consist of approximately twenty two
(22) road projects which entail individual road sites that have been provisionally
selected for upgrading situated in the three large islands of the Philippines namely:
Luzon, Visayas and Mindanao.
4. Table 1 provides a list of the 22 roads that have been provisionally identified for
upgrading. Their selection was based on their condition and their potential contribution
for economic development and the Government’s social equity policy. This provisional
selection covers 1,555.018 kilometres of road.
5. Due to the fact that the roads that will be selected for upgrading are all existing
roads, the most significant adverse effects associated with the location, design and
operation of the road have already been occurred. The potential environmental
impacts of significance will occur during the construction phase. The construction work
will typically consist of:
• Excavation and disposal of unsuitable materials from road substrate,
shoulders and cuttings;
• Placement and compaction of road base;
• In some cases parts of the road will be widened which will require removal of
vegetation directly adjacent to the road;
• In other parts the roads will be raised to prevent flooding;
• Existing bridges will either be sealed or replaced; and,
• The construction of new culverts and extension of existing culverts to
improve drainage and reduce erosion damage.

6. Typical roads will be improved from poor/bad condition of the asphalt or concrete
pavement to PCCP/ACP reconstruction and AC overlay with replacement of some
bridges. Based on preliminary engineering inventory of the proposed subproject sites,
none will have major alignment deviations. Construction materials such as sand,
gravel, and quarry/borrow material will be sourced from the surrounding areas and
brought to the site.
7. Post-construction impacts of the road upgrade that have been identified are
associated with improved access such as:
• increased traffic volumes;
• possible increases in agricultural activity in the areas; and,
• increased temporary (tourism) and permanent population densities.
8. In addition, social impacts associated with outside influences on rural communities
such as:
• the erosion of traditional cultural values and practices;
• rural to urban migration and possible increases in crime such as drug trafficking.
9. The increase in impervious surfaces due to the sealing of the road combined with
increased traffic densities could also have an impact on water quality, although this is
more likely to be offset by improvements in drainage systems surrounding the road.
C. Country’s Environmental Assessment and Review Procedures
1. Environmental Assessment
10. In the country, the Philippine Environmental Impact Statement System (PEISS)
established through Presidential Decree (PD) 1586 in 1978 sets a systematic EIA
System and the Environmental Management Bureau (EMB) of the Department of
Environment and Natural Resources (DENR) is mandated as the lead agency in the
implementation of the System.
11. The DENR’s Department Administrative Order 2003-30 along with its Revised
Procedural Manual of August 2007 contains more detailed guidelines and procedures in
the implementation of the Philippine EIS System. The basic DENR policy governing the
implementation of the Philippine EIS system is articulated in Section 1.0, Article I of
DAO 2003-30: “Consistent with the principles of sustainable development, it is the
policy of the DENR to implement a system-oriented and integrated approach to the EIS
system to ensure a rational balance between socio-economic development and
environmental protection for the benefit of present and future generations.”
12. Consistent with the ADB’s Environmental Guidelines and Policy of 2003, the EIA
study shall determine the environmental impacts of the project and shall provide
recommendations/guidance at various stages of the project cycle. DENR Administrative
Order 2003-30 serves as guide in the determination of what group the project belongs
and the corresponding level of assessment required. Projects are classified into three
(3) major groups presented as follows:
 13. Group I (ECPs): ECPs in either ECAs or NECAs – Environmentally Critical
Projects in either Environmentally Critical Areas or Non-Environmentally Critical
Areas. These projects require the proponent to submit ‘Environmental Impact

Statement’ (EIS) report to secure ‘Environmental Clearance Certificate’ (ECC)

from DENR’s Environment Management Bureau (EMB). List of ECPs and ECAs
are presented in Table 2.
 14. Group II (NECPs): NECPS in ECAs – Non Environmentally Critical Projects in
Environmentally Critical Areas. These projects require proponent to submit
either ‘Initial Environmental Examination’ (IEE) Report or ‘Project Description
Report ‘(PDR) based on the size of the project (see Table 2) to secure either
ECC or ‘Certificate of Non Coverage’ (CNC).
 15. Group III (Non Covered Projects): NECPs in NECS – Non-Environmentally
Critical Projects in Non-Environmentally Critical Areas. PDR required to be
submitted for Enhancement Mitigation Projects for confirmation of benign nature
of proposed activity, and CNC is required to be secured. All other projects shall
be at the option of the proponent to prepare a PDR as a basis for CNC, should
the proponent opt to secure one. A Project Grouping Matrix was designed to
facilitate the determination of EIA Report types needed.
Table 2: List of ECPs and ECAs
A. List of ECPs
- As declared by Proclamation No. 2146 (1981)
1. Heavy Industries – Non-ferrous Metal Industries, Iron and Steel Mills,

Petroleum and Petro-chemical Industries including Oil and Gas, Smelting Plants
2. Resource Extractive Industries – Major Mining and Quarrying Projects, Forestry

Projects (logging, major wood processing projects, introduction of fauna (exotic
animals) in public and private forests, forest occupancy, extraction of
mangrove products, grazing), Fishery Projects (dikes for/ and fishpond
development projects)
3. Infrastructure Projects – Major Dams, Major Power Plants (fossil-fueled, nuclear

fueled, hydroelectric or geothermal), Major Reclamation Projects, Major Roads
and Bridges
- As declared by Proclamation No. 803 (1996)
4. All golf course projects
B. List of ECA Categories - As declared by Proclamation No. 2146 (1981)
1. All areas declared by law as national parks, watershed reserves, wildlife

preserves, sanctuaries
2. Areas set aside as aesthetic potential tourist spots
3. Areas which constitute the habitat of any endangered or threatened species of

Philippine wildlife (flora and fauna)
4. Areas of unique historic, archaeological, or scientific interests
5. Areas which are traditionally occupied by cultural communities or tribes
6. Areas frequently visited and/or hard-hit by natural calamities (geologic

hazards, floods, typhoons, volcanic activity, etc.)

7. Areas with critical slopes
8. Areas classified as prime agricultural lands
9. Recharged areas of aquifers
10. Water bodies characterized by one or any combination of the following

conditions: tapped for domestic purposes; within the controlled and/or
protected areas declared by appropriate authorities; which support wildlife and
fishery activities
11. Mangrove areas characterized by one or any combination of the following

conditions: with primary pristine and dense young growth; adjoining mouth of
major river systems; near or adjacent to traditional productive fry or fishing
grounds; areas which act as natural buffers against shore erosion, strong winds
and storm floods; areas on which people are dependent for their livelihood.
12. Coral reefs characterized by one or any combination of the following conditions:
With 50% and above live coralline cover; Spawning and nursery grounds for
fish; Act as natural breakwater of coastlines
16. A typical Environmental Impact Assessment (EIA) Report has the following
substantive contents:
i) Project Description, including its location, scale and duration, rationale,
alternatives, phases and components, resource requirements, manpower
complement, estimate of waste generation from the most critical project
activities and environmental aspects, project cost
ii) Baseline Environmental Description (of the land, water, air and people),
focused on the sectors and resources most significantly affected by the
proposed action
iii) Impact Assessment, focused on significant environmental impacts (in relation
to pre-construction, construction/development, operation and decommissioning
stages), taking into account cumulative, unavoidable and residual impacts;
iv) Environmental Management Plan, specifying the impacts mitigation plan,
areas of public information, education and communication, social development
program proposal, environmental monitoring plans (with multi-sectoral public
participation for EIS-based projects) and the corresponding institutional and
financial requirements/ arrangements.
2. Environmental Review
17. Section 4 of P.D. 1586 states that “No person, partnership or corporation shall
undertake or operate any such declared environmentally critical project or area without
first securing an ECC issued by the President or his duly authorized representative, which
is DENR”.
18. To secure said ECC, the required EIA Report will be prepared by the Proponent or
Consultant Based on Section 3.0 of P.D. 1586, all EIA Reports should be submitted to
the National Environmental Protection Council or NEPC (now DENR, through Executive
Order No. 192) for review and evaluation. The review of the EIA Reports by the
Environmental Impact Assessment (EIA) Section of the DENR-EMB is guided by three

(3) general criteria: (1) that environmental considerations are integrated into the
overall project planning, (2) that the assessment is technically sound and proposed
environmental mitigation measures are effective, and (3) that the EIA process is based
on a timely, informed and meaningful public participation of potentially-affected
communities.
19. Review of EIA Reports normally entails an EMB procedural screening for
compliance to minimum requirements specified during Scoping, followed by a
substantive review of either composed third party experts commissioned by EMB as the
EIA Review Committee for PEIS/EIS-based applications, or DENR/EMB internal
specialists, the Technical Committee, for IEE-based applications. EMB evaluates the
EIARC recommendations and the public’s inputs during public consultations/hearings in
the process of recommending a decision on the application. The EIARC Chair signs
EIARC recommendations including issues outside the mandate of the EMB. The entire
EIA review and evaluation process is summarized in the Review Process Report (RPR)
of the EMB, which includes a draft decision document.
D. Specific Procedures to be used for Subprojects under the Sector Loan
1. Responsibilities and Authorities
20. The implementation relative to the construction or improvement of the proposed

subproject roads is the responsibility of the DPWH. Environmental studies and
processing of the corresponding permits or certificates is performed by the DPWH-
ESSO Personnel or Consultants. The required report is submitted to the DENR thru its
Environmental Management Bureau (EMB) who is responsible in the review of the
submitted document. Decision is made whether the permit or clearance application is
approved or denied.
21. During the project implementation, an Environmental Unit (or the ESSO) is formed
by the Proponent or DPWH to monitor the implementation or compliance with the
conditions provided in the Environmental Compliance Certificate (ECC) or Certificate of
Non-Coverage (CNC) including the Environmental Management and Monitoring Plan
(EMMP). Representatives from the Local Government Units, the DENR-EMB, the
Provincial Environment and Natural Resources Office, the Community Environment and
Natural Resources Office, Department of Health, NGOs and other agencies are
sometimes invited by the Proponent to join during monitoring of the subproject.
22. In the preparation of Tender Documents, it is also the responsibility of the
Proponent to check if the environmental requirements and the corresponding
responsibility of the Contractor are included. The Contractor, on the other hand is
responsible in the implementation of the EMMP. A detailed EMMP will be submitted by
the contractor to the proponent for approval before the construction commenced.
Monitoring and management of the upgraded road during the operation phase will be
the responsibility of DPWH.
2. Environmental Criteria of Project Selection

23. Based on DAO 2003-30, the type of EIA Report to be prepared for a road project
will be based on Table 3 shown below which is applicable only to new subproject.

Table 3: Project Type/Size and the EIA Report Required

EIA Report Type Required/Decision
Document
Group 1 Group II Group III

Project size
Project Type Environment Initial Project
parameter
al Impact Environmental Description
Statement Examination (IEE Report (PDR)/
(EIS)/ ECC Report IERR or IEC CNC
Checklist IECC)/
ECC
Bridges and Length >= 10 km >=80m but <=10 Regardless of
viaducts new km length for foot
construction bridges; < 80m
for other bridges
Roads, new Length with no >= 20km >= 2 km but <20km < 2 km
construction and critical slope
widening
(including RO- or
or or
RO facilities) Length with
critical slope >=10km >=2km but <10km
Tunnels and Length >=10 km < 1 km

sub-grade roads
and railways
24. For existing road project proposed for asset preservation or improvement, a Project
Description Report (PDR) is necessary in the application/processing of Certificate of
Non-Coverage (CNC) which is required by most lending institutions. In the case of
ADB, an Initial Environmental Examination (IEE) is necessary.
3. Procedures for Environmental Assessment of Road Projects

25. This section provides the procedure in conducting environmental assessment of
road projects. To facilitate the work and the processing of environmental clearance
required, a Procedural Manual for DENR DAO 2003-30 which is self-explanatory was
designed.
 Environmental classification (if necessary),
Table 2 provides the list of Environmentally Critical Projects (ECPs) and
Environmentally Critical Areas (ECAs) which is used as guide to determine the
required study and the DENR Clearance to be secured by the Proponent.
 Specific of free limits as appropriate
 Preparation of initial environmental examinations (IEEs)
26. The Revised Procedural Manual for DAO 2003-30 provides flowcharts both for IEE-
Based ECC applications and CNC for projects where ECC is not required. CNC is
likewise not necessary for existing roads. The proponent, on the other hand, may opt
to secure CNC. Format of the IEE Report and the Project Description Report (PDR) are
also presented below:

Flowchart for IEE-Based ECC Applications

Source: Revised Procedural Manual for DAO 2003-30
NOTES
1.0 Informal Scoping 1.0 The Proponent may opt to request EMB
(option of the CO/RO to scope the IEER. In the scoping
Proponent) meeting, the Proponent and EMB jointly fill
out the Scoping Checklist. The
accomplished form may be signed by both
parties to serve as the official TOR of the
IEER.
2.0 EIA Study and Report 2.0 THIS STEP IS WHOLLY WITHIN THE
Preparation PROPONENT’S CONTROL. Proponent
undertakes the IEE Study. DENR-EMB
personnel may clarify procedural and
technical matters on the EIA process but is
not allowed to take part in the EIA study or
in the preparation of the report.. To
facilitate preparation of the IEE, the EMB
provides an IEE Checklist for new road
projects. The IEE Report Outline on the
other hand is presented below. The Revised
Procedural Manual for DAO 2003-30 also
provide templates for the Impacts
Management Plan, Environmental
Monitoring Plan and pro-forma Sworn
Statements of Accountability of Proponent
and Preparers.
EIA Report Review and
3.0 Evaluation 3.1  Proponent submits to EMB one (1) copy
of the IEER or IEEC, together with the
filled out Procedural Screening Checklist
3.1 Procedural Screening
(may use Annex 2-7a as template) for
the IEER submission.
 For IEER: Within three (3) days from

receipt by EMB of the IEER, the
Screening Officer validates the procedural
screening done by the Proponent.
 For the IEEC: Within one (1) day from

receipt of the report, the Screening
3.2 Setting up the Review Officer validates the completeness of the
Fund IEEC to ensure the information is
sufficient to make a decision on the
application.
3.3 Submission of
Procedurally-accepted  Non-conforming document will be
Application Documents returned. If conforming, Proponent will
be instructed to pay the filing fee and
then show the receipt to the EMB Case
Handler to initiate the substantive review
of the document.
3.2 For the IEER, the Review Fund is estimated
by the EIAMD and signed off by the EIAMD
RO Chief. The Proponent with the DENR-
EMB Fund Manager then enters into a MOA.
The manual also presents the guidelines for
setting up the Review Fund.
3.3 # OF COPIES OF EIA REPORT
REQUIRED TO BE SUBMITTED

IEER IEEC
Steps 4.0 to 6.0 5 Hard +
5 Hard + 1 CD
START OF 1 CD
EMB-CONTROLLED MAXIMUM WORKDAYS DENR/EMB REVIEW

DURATION
REVIEW PROCESS
IEER IEEC
60 30
4.0 Substantive Review NOTE #1: ONLY THE TOTAL REVIEW DURATION and
RESPONSE PERIOD OF PROPONENT TO AIs ARE
4.1 Inviting EMB Reviewers CONTROLLED BY EMB. The rest of the timelines
and Distribution of EIA within the review process is provided FOR
GUIDANCE and PLANNING PURPOSES only.
Reports
NOTE #2: Day 1 of the official processing period is
reckoned on the day of the Proponent’s show of receipts of
the filing fee (and Review Fund for IEER), together with
the required number of reports, to the EMB Case Handler.
4.2 Review Proper by EMB 4.1 PRESCRIBED WORKDAYS for EMB TO

Case Handler or with DISTRIBUTE EIA REPORTS
EMB/DENR reviewers IEER IEEC
5 5
Should the EMB Case Handler decide to

review the IEER with a team, the Case
4.2.1 1st Review by EMB Handler may invite reviewers from
CH or with Review EMB/DENR personnel with mandates on the
Team (RT) key issues of the applications (e.g., water,
air, hazardous waste from PCD; Solid waste
from the NSWMS; mining issues from the
MGB; forestry issues from the FMB; etc). For
IEER, an external expert may be additionally
invited depending on the criticality of the
issue involved and absence of internal
expertise.
4.2.2 Site Visit (SV), 4.2 PRESCRIBED WORKDAYS for EIA REVIEW
Public Consultation PROPER*
(PC)
IEER IEEC
35 15
4.2.3 2nd/3rd EMB CH
Review or Meeting *Note: The Review Proper duration is
with Review Team inclusive of a maximum of two (2)
(RT) Additional Information (AIs), and maximum
of three (3) Review Team
meetings/exchange of communication, Site
Visits/Public Consultation up to Submission
of Review Process Report by the EMB Case
Handler.

4.2.4 Submission of 4.2.1 The EMB Case Handler may review

Review Process the EIA Report solely or with the
Report (RPR)/ Draft assistance of EMB/DENR Reviewers.
Recommendation The reviewers may individually
Document by EMB review the EIA Reports and fill up
CH the Pro-forma Additional Information
(AI) Request for submission during
the 1st Review Mtg or in an
equivalent activity (i.e. routing the
AI request to the EMB CH within a
specific timeline). The EMB CH
serves as the Chair of the Review
Team. Should a meeting be held,
the RT deliberations are discussed
5.0 Endorsement of with the Proponent. The pending AIs
Recommendation are then consolidated by the EMB
CH for transmittal to the Proponent
at the earliest possible time.
4.2.2 PUBLIC PARTICIPATION
DURING REVIEW PROPER
6.0 Sign-off/Issuance of IEER IEEC
Decision Document
Option
SV Option
of EMB
of EMB
Option
PC Option
of EMB
of EMB
Note #1: No Public Hearing is required.

Should the EMB require a public
consultation, the response to the AI
raised during the 1st Review Team
7.0 Transmittal of ECC to Meeting shall be responded to within five
Concerned GAs/LGUs (5) working days from the date of the
Public Consultation. Note #2: Timelines
of SV/PC are included in the Review
Proper duration.
4.2.3 NO. OF WORKDAYS

FOR SUBMISSION
OF RESPONSE*
BY PROPONENT
FOR EVERY AI
IEER IEEC
1st
7 7
AI
2nd
7 7
AI
*NOTE #1: Responses must include
response to issues raised by the
stakeholders and EMB during the site
visit or public consultation.
NOTE #2: NON-SUBMISSION OF
THE AI WITHIN THE PRESCRIBED
TIMEFRAME WOULD MEAN
STOPPAGE OF THE REVIEW
PROCESS and AUTOMATIC RETURN
OF IEER/IEEC TO THE PROPONENT,
WHO IS GIVEN SIX (6) MONTHS TO
RESUBMIT WITHOUT HAVING TO
PAY PROCESSING and OTHER FEES.

4.2.4 The RPR/Recommendation

Document shall be prepared and
submitted by the EMB CH to the
EIAMD Review Section Chief/EIAM
Division Chief at the latest within
five (5) days from receipt of the
EIARC Report. The EIARC Chair
signs Annex B of the ECC which
relays relevant EIA Findings and
Recommendations to the
Proponent on issues both within
the EMB/DENR mandate and
those within the jurisdiction of
other concerned GAs/LGUs. The
RPR and its approval as well as
clearance on Decision Document
for release to Endorsing Authority
are included in the Review Proper
duration.
ESTIMATED WORKDAYS for EMB

TO ENDORSE DECISION
5.0 DOCUMENT
IEER IEEC
10 5
EIAMD RO
EIAMD RO Division
Endorsing Division
Chief
Authority Chief
ESTIMATED WORKDAYS TO
SIGN-OFF and ISSUE DECISION
6.0 DOCUMENT
IEER IEEC
10 5
Deciding EMB RO EMB RO
Authority Director Director
NOTE #1: If no decision is made within
the specified timeframe, the ECC
application is deemed automatically
approved and the approving authority
shall issue the ECC within five (5)
working days after the prescribed
processing timeframe has lapsed.
NOTE #2: Prior to the release of the
ECC, Proponent shall submit to the EMB
one (1) hard copy and 2 e-files of the
FINAL IEE REPORT, integrating all AIs.
(Not applicable for IEE Checklists)
NOTE #3: The Proponent signs the
Sworn Statement of Full Responsibility on
ECC Conditions prior to the official release
of the ECC.
7.0 EMB transmits the ECC to

concerned GAs and LGUs with
mandate on the project for
integration of
recommendations into their
decision-making process.

Flowchart for CNC Application

Source: Revised Procedural Manual for DAO 2003-30
NOTES
1.0 Project 1.0 THIS STEP IS WHOLLY

Description WITHIN THE PROPONENT’S
(PD) Report CONTROL. Proponent
Preparation undertakes the EIA Study, with or
without the assistance of an EIA
Preparer. DENR-EMB personnel
may clarify procedural and
PD Report technical matters on the EIA
Review and process but is not allowed to take
2.0
Evaluation part in the EIA study or in the
preparation of the report. Annex
2.1 Procedural 2-16 presents the PD Report
Screening outline/content.
2.1 Proponent submits to EMB one

(1) hard copy of the PD Report.
Within one (1) day from receipt of
the report, the Screening Officer
validates the completeness of the
Steps 2.0 to PD report to ensure the
4.0 information is sufficient to make a
decision on the application. Non-
conforming document will be
START OF EMB- returned. If conforming, the
REGULATED Proponent will be instructed to
REVIEW pay the filing fee and then show
TIMELINE the receipt to the EMB Case
Handler to initiate the processing
of the document.
2.2 Substantive
Review
MAXIMUM REVIEW DURATION FOR
ALL PDRs
IN EMB CO or EMB RO: 15
WORKING DAYS
2.2.1 Review Proper by
NOTE #1: ONLY THE TOTAL
EIAMD Case
REVIEW DURATION and
Handler RESPONSE PERIOD OF
PROPONENT TO AIs ARE
CONTROLLED BY EMB. The rest of
the timelines within the review
process is provided FOR
2.2.2 Optional Site GUIDANCE and PLANNING
Visit (SV) PURPOSES onl
2.2 WORKDAYS FOR REVIEW
PROPER BY EMB CH FOR ALL
PDRs AT EMB CO or EMB RO:
Eight (8) WORKING DAYS
OR LESS
The EMB Case Handler solely reviews the

•
application.

2.2.3 Draft • SITE VISIT IS AT THE

OPTION OF EMB FOR ALL PD
Recommendatio
REPORTS AT EMB CO and RO
n Document by
EMB CH
Note #1: No Public Hearing or Public
Consultation is required.
Note #2: Timelines of the Site Visit
are included in the 8-workday review
duration by the EMB CH.
3.0 Endorsement of
Recommendation Note #3: Annex 2-1a may be used
for documenting observations during
Site Visit.
2.2.3 Recommendation shall be prepared and

submitted by the EMB CH to the EIA
Division Chief within two (2) working
days from last activity. Annex 2-31
presents the standard CNC format and
content. The clearance for release of the
Sign-off/ EMB CH’s Recommendation to the
4.0 Issuance of Endorsing Authority is included in the 8-
Decision workday review duration.
Document
ESTIMATED 3
WORKDAYS for EMB
3.0
CO or EMB RO TO
5.0 Transmittal of
ENDORSE DECISION
CNC Document
DOCUMENT
Endorsing CO: EIAMD CO Chief

Authority
RO: EIAMD RO Chief
ESTIMATED 4
WORKDAYS for EMB CO
4.0
or EMB RO TO SIGN-OFF
and ISSUE DECISION
DOCUMENT
CO: EMB CO
Deciding Director
Authority RO: EMB RO
Director
NOTE: If no decision is made

within the specified timeframe,
the CNC application is deemed
automatically approved and the
approving authority shall issue the
CNC within five (5) working days
after the prescribed processing
timeframe has lapsed.
5.0 EMB transmits through Annex 2-

30b the CNC to concerned DENR
office, other GAs and LGUs with
mandate on the project for
integration of recommendations
into their decision-making
process.

Format of the Initial Environmental Examination (IEE) Report
NOTE: REFER TO ANNEX 2-7a (EIS SCOPING AND PROCEDURAL SCREENING CHECKLIST) AS BASIS
FOR DETERMINING SIMILAR OR EQUIVALENT SPECIFIC CONTENTS/ REQUIREMENTS OF EACH
SECTION
Executive Summary
1) Brief Project Description
2) Brief Summary of Project’s IEE Process
3) Summary of Baseline Characterization
4) Summary of Impact Assessment and Environmental Management Plan
5) Summary of Environmental Monitoring Plan
DRAFT MAIN IEER
1. BASIC PROJECT INFORMATION
2. DESCRIPTION OF THE PROJECT’S IEE PROCESS -

2.1. Terms of Reference of the IEE Study (if scoping was done with EMB)
2.2. IEE Team
2.3. IEE Study Schedule
2.4. IEE Study Area
2.5. IEE Methodology
3. PROJECT DESCRIPTION
3.1. Project Location, Area, ECA category (if applicable)
3.2. Project Rationale
3.3. Project Development Plan, Process/Technology and Project Components
3.4. Description of Project Phases (Activities/Environmental Aspects, Associated
Wastes and Built-in Pollution Control Measures)
3.4.1. Pre-construction/ Pre-operational phase

3.4.2. Construction/Development phase
3.4.3. Operational phase
3.4.4. Abandonment phase
3.5. Manpower Requirements
3.6. Project Cost
3.7. Project Duration and Schedule
4. BASELINE ENVIRONMENTAL CONDITIONS, IMPACT ASSESSMENT

AND MITIGATION
4.1. The Land (Discuss only relevant modules or modules likely to be affected by
project impacts) - Land use, Pedology, Geology, Geomorphology, Terrestrial
biology
4.2. The Water (Discuss only relevant modules or modules likely to be affected by
project impacts – Hydrology, Oceanography, Water Quality, Freshwater
Biology, Marine Biology
4.3. The Air - ((Discuss only relevant modules or modules likely to be affected by
project impacts - Meteorology, Air Quality, Noise
4.4. The People

5. ENVIRONMENTAL MANAGEMENT PLAN

5.1. Impacts Management Plan
5.2. Emergency Response Policy and Generic Guidelines (if applicable)
5.3. Environmental Monitoring Plan
Note: Attach under this section the filled out Project Environmental Monitoring and Audit
Prioritization Scheme (PEMAPS) Questionnaire in Annex 2-7d of the RPM
5.4. Institutional Plan for EMP Implementation
6. BIBLIOGRAPHY/REFERENCES
7. ANNEXES
7.1. Scoping Checklist (optional, since Scoping is not required for IEEs)
7.2. Original Sworn Accountability Statement of Proponent
7.3. Original Sworn Accountability Statement of IEE Preparer
7.4. Baseline Study Support Information

Format of Project Description (PD) Report
Table of Contents
1 BASIC INFORMATION ON PROJECT and PROPONENT
2 PROJECT DESCRIPTION
2.1 Project Location and Area (at the minimum, shown in an official NAMRIA
topographic or nautical map (whichever type is applicable and of appropriate
scale); Show title, legend, scale, project location and political boundaries
(from sitio/barangay to region); indicate any known ECA category
encompassing the project area
2.2 Project Rationale – state need for & purpose of the project., particularly
environmental enhancement or mitigation purpose of the project
2.3 Project Development Plan, Process and Components - Attach
tentative/option of Physical Plan/Site Development Map being considered at
the FS stage; briefly describe process/technology; list/describe and indicate
project components (facilities/infrastructures, other single projects supporting
the main project) on the topographic map
2.4 Description of Project Phases - For Group II and III non-covered
projects: focus on activities and processes which may cause residual impacts;
For Unclassified/Unlisted/New Technology Projects: focus on critical activities
and processes per phase which place a demand on local resource uses and
which generate emissions, effluent, hazardous waste, solid waste, other
wastes)
2.4.1 Operational phase – For Unclassified/Unlisted/New Technology
Projects: Specifically present if processes and substances to be used
are listed and fall within the limits covered by Environmental Risk
Assessment as enumerated in Section C of Annex 2-7a of the
Revised Procedural Manual )
2.4.2 Abandonment phase
2.5 Project Emissions/Effluent/ Hazardous Waste/Solid Waste/Other Wastes -

Present integrated summary of types of wastes (residual for Group
III non-covered projects) ; estimate waste generation rate; identify
built-in waste management measures and facilities planned or
committed to be built into the project design
2.6 Manpower - Present manpower requirements per project phase; specify
expertise needed; nature & estimated number of jobs available for
men; nature and number of jobs available for women; specify strategy
and tentative scheme for sourcing locally from host and neighboring
LGUs and those from outside
2.7 Project Cost
2.8 Project Duration and Schedule
3 OVERVIEW/GENERIC DESCRIPTION OF THE BASELINE

ENVIRONMENT (4 pages – on land, water, air, people) – focus
on the environmental components and factors likely to be
affected by the project’s impacts; only secondary data or
qualitative environmental description is necessary
4 ENVIRONMENTAL MANAGEMENT PLAN (3 pages - focused only

on the residual management scheme on the relevant land,
water air & people module)

5 ANNEXES (3-6 pages)

5.1 Original Sworn Accountability Statement of Proponent (Use Annex 2-21 of
RPM)
5.2 Photos or plates of proposed project site, cumulative/residual impact areas and
surrounding communities (N, S, E, W of the project; key sectoral features -
land, water, air, people)
 Preparation of environmental impact assessments (EIAs)

The corresponding report to be prepared when full blown environmental impact
assessment is required is the Environmental Impact Statement , the outline of
which is presented below:
EIS OUTLINE
NOTE: REFER TO ANNEX 2-7a (EIS SCOPING AND PROCEDURAL SCREENING CHECKLIST) FOR SPECIFIC
CONTENTS/REQUIREMENTS OF EACH SECTION
Project Fact Sheet
Table of Contents
Executive Summary
1) Brief Project Description
2) Brief Summary of Project’s EIA Process
3) Summary of Baseline Characterization
4) Summary of Impact Assessment and Environmental Management Plan
5) Summary of Environmental Monitoring Plan
6) EMF and EGF Commitments
DRAFT MAIN EIS
BASIC PROJECT INFORMATION
4 DESCRIPTION OF THE PROJECT’S EIA PROCESS

4.5. Terms of Reference of the EIA Study
4.6. EIA Team
4.7. EIA Study Schedule
4.8. EIA Study Area
4.9. EIA Methodology
4.10. Public Participation
PROJECT DESCRIPTION
4.11. Project Location and Area
4.12. Project Rationale
4.13. Project Alternatives

4.14. Project Development Plan, Process/Technology Options and Project

Components
4.15. Description of Project Phases (Activities/Environmental Aspects, Associated
Wastes and Built-in Pollution Control Measures)
4.15.1. Pre-construction/ Pre-operational phase
4.15.2. Construction/Development phase
4.15.3. Operational phase
4.15.4. Abandonment phase
4.16. Manpower Requirements
4.17. Project Cost
4.18. Project Duration and Schedule
BASELINE ENVIRONMENTAL CONDITIONS, IMPACT ASSESSMENT AND

MITIGATION
4.19. The Land (Discuss only relevant modules)
4.19.1. Land Use and Classification
4.19.2. Pedology
4.19.3. Geology and Geomorphology
4.19.4. Terrestrial Biology
4.20. The Water (Discuss only relevant modules)
4.20.1. Hydrology & Hydrogeology
4.20.2. Oceanography
4.20.3. Water Quality
4.20.4. Freshwater Biology
4.20.5. Marine Biology
4.21. The Air (Discuss only relevant modules)
4.21.1. Meteorology
4.21.2. Air Quality and Noise
4.22. The People
8. ENVIRONMENTAL RISK ASSESSMENT (WHEN APPLICABLE)
9. ENVIRONMENTAL MANAGEMENT PLAN

9.1. Impacts Management Plan
9.2. Social Development Framework
9.3. IEC Framework
9.4. Emergency Response Policy and Generic Guidelines

Abandonment /Decommissioning /Rehabilitation Policies and Generic
9.5. Guidelines
9.6. Environmental Monitoring Plan
9.2.1. Self-Monitoring Plan
9.2.1. Multi-sectoral Monitoring Framework
9.2.1. Environmental Guarantee and Monitoring Fund Commitment
9.7. Institutional Plan for EMP Implementation

10. BIBLIOGRAPHY/REFERENCES
11. ANNEXES
11.1. Scoping Checklist
11.2. Original Sworn Accountability Statement of Proponent
11.3. Original Sworn Accountability Statement of Key EIS Consultants
11.4. Proof of Public Participation
11.5. Baseline Study Support Information
11.6. Impact Assessment and EMP Support Information
NOTE: The EIA review process will advise DOH if the project will pose a significant public health risk to the environment, e.g. public health
may be affected if the wastes/discharges are direct contributors to the leading causes of mortality/morbidity in the DIA, regardless of
environmental management measures. To assist EMB on its review, DOH shall coordinate with the DENR-EMB on the declaration of
Health Sensitive Projects and Health Sensitive Areas. Until such time, DOH shall review EHIA independently of the EIA Process,
consistent with the DENR-DOH MOA on EHIA. Further, workers’ HIA component of the EHIA is recommended to be coordinated by DOH
with DOLE for the latter’s consideration in its requirement of an Occupational Health and Safety Program from the Proponent.
 27. Requirements for environmental management plans

The environmental management plans details the prevention, mitigation,
compensation, contingency and monitoring measures to enhance positive
impacts and minimize negative impacts and risks of a proposed project or
undertaking. Results are presented using the format above. The level of effort,
amount of analysis, comprehensiveness, and level of detail are to be guided by
nature of the project and the significance of the potential impacts.
 28. Requirements for public consultation and information disclosure

Public consultation is only required for projects with significant impacts. The
DENR does not require it in the Improvement of the proposed subproject roads
which are already in place. During the project implementation, however, traffic
management plan if necessary will be prepared by a Traffic Engineer which
should be presented to the Local Government Units, Transport Associations and
other concerned agencies for approval.
 29. Review of environmental assessment reports by government environmental

Agencies
The DENR Review Process is presented above.
 30. Review of environmental assessment by ADB regional departments and

RSDD as necessary, and
For sector loans, a review of environmental assessment by ADB Regional
Departments will be conducted based on ADB Environmental Assessment
Guidelines 2003.
 31. Monitoring environmental performance-reporting on environmental

assessment activities
On the part of the proponent, an Environmental Unit will be organized to closely
monitor the project impacts and the efficiency of the mitigating measures
employed. The guide to be used in the conduct of monitoring and the system of

reporting the environmental performance is through the use of the Self

Monitoring Report format provided in Revised Procedural Manual for DENR AO
2003-03. Status of compliance by the proponent with the conditions required
by DENR shall likewise be included.
E. Confirmation that Environmental Assessment and Review Procedures

conforms to ADB’s Environmental Policies
32. The Philippine Government’s existing Initial Environmental Examination (IEE) and
the Environmental Impact Assessment (EIA) procedure generally conform with the
ADB’s environmental framework.
33. The environmental assessment and review procedures of ADB for the subproject
road upgrade under the sector loan conform with the existing DENR procedures.
34. The procedures conform closely with the ADB’s Environmental and Social Safeguard
policies, specifically in the requirements for structured consultation, they are a
component of a poverty reduction intervention, place greater emphasis on monitoring
and compliance with environmental requirements during project implementation, and
are structured as an ongoing process rather than a one-time event.
F. Staffing Requirements and Budget

35. An important up-front cost will be the establishment of DPWH-EMU in the district
and Regional Offices to be supervised by ESSO and the training of its staff in EIA, IEE
and MIS. This will be achieved with the use of consultants in on the job training. The
DPWH will need to assign at least one person initially and subsequently two people, to
staff the EMU and be responsible for environmental matters within the department.
36. The budget needed for the completion of a single subproject IEE will be 1.0 person-
month of environmental specialist input and 0.5 of a technical specialist. At least two
field visits to each subproject road, plus at least one public consultation at which
project information and maps need to be distributed, and a presentation for
government agencies, NLTB and other stakeholders, are necessary. Therefore
adequate travel and per diem budgets must be provided.

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Technical Assistance Consultant’s Report

Project Number: 41076-01

Republic of the Philippines: Road Sector Improvement

Volume 2: Final Report

Prepared by Katahira & Engineers International

ASSET PRESERVATION COMPONENT

1. INTRODUCTION ........................................................................................... 1-1

2. PROJECT DESIGN ....................................................................................... 2-1

3. EXPERIENCE OF OTHER PROJECTS ........................................................ 3-1

4. DPWH’S FINANCIAL MANAGEMENT SYSTEM .......................................... 4-1

5. THE FINANCING OF ROAD MAINTENANCE ............................................. 5-1

6. INSTITUTIONAL CAPACITY BUILDING ...................................................... 6-1

KEI in association with SKI and DCCD i

6.4.2 Constraints to Change: Policy and Institutional

7. TRANSPORT SECTOR ROADMAP FOR FUTURE ADB PROJECTS

KEI in association with SKI and DCCD ii

7.13.1 Results Based Monitoring................................................ 7-7

8. PREPARATIONS FOR THE ROAD DESIGN ................................................ 8-1

9. PAVEMENT DESIGN OF PHASE 1 OF THE PROJECT ............................. 9-1

10. CONTRACT PACKAGING, CONSTRUCTION SCHEDULE, AND

11. ECONOMIC EVALUATIONS ......................................................................... 11-1

12. ENVIRONMENTAL ISSUES .......................................................................... 12-1

KEI in association with SKI and DCCD iii

12.4 Environmental Monitoring Plan................................................ 12-3

13. SOCIO-ECONOMIC, POVERTY, GENDER AND ETHNICITY

14. RESETTLEMENT FRAMEWORK (Tranches 2 & 3)..................................... 14-1

15. PROJECTS, ECONOMY AND ENVIRONMENTAL FRAMEWORK FOR

KEI in association with SKI and DCCD iv

Annex 1 : ICB Concept Papers

KEI in association with SKI and DCCD v

AADT Annual Average Daily Traffic

KEI in association with SKI and DCCD vi

DBM Department of Budget and Management

KEI in association with SKI and DCCD vii

GDP Gross Domestic Product

KEI in association with SKI and DCCD viii

LAPRAP Land Acquisition Plan and Resettlement Action Plan

KEI in association with SKI and DCCD ix

PEMAPS Project Environmental Monitoring and Audit Prioritization Scheme

KEI in association with SKI and DCCD x

KEI in association with SKI and DCCD xi

1.2 Objectives of the PPTA

KEI in association with SKI and DCCD 1-1

The contents and financing of each Tranche will be agreed separately

1.3 This Final Report

KEI in association with SKI and DCCD 1-2

2.1 The Project

2.2 The PPTA

KEI in association with SKI and DCCD 2-1

KEI in association with SKI and DCCD 2-2

3. EXPERIENCES OF OTHER PROJECTS

3.1 Brief History

3.2 ADB Projects

KEI in association with SKI and DCCD 3-1

dishonest supervision. Inadequate drainage and lack of routine maintenance

3.2.1 ADB’s Fourth Road Improvement Project

KEI in association with SKI and DCCD 3-2

3.2.2 ADB’s Fifth Road Improvement Project

KEI in association with SKI and DCCD 3-3