Airport Facility Requirements

Preparatory Survey for New Bohol Airport Construction and
Sustainable Environmental Protection Project

Final Report Volume 1: Airport
Chapter 4
Airport Facility Requirements
Table of Contents
4.1. General ·············································································································· 4-1

4.1.1. Design Year ······························································································ 4-1
4.1.2. Design Aircraft and Runway Length ························································· 4-1
4.2. Airfield Requirements ······················································································ 4-5

4.2.1. Runway ···································································································· 4-5
4.2.2. Taxiways ··································································································· 4-9
4.3. Aeronautical Requirements ··········································································· 4-11

4.3.1. Approach Category ················································································· 4-11
4.3.2. Obstacle Limitation Surfaces ·································································· 4-12
4.3.3. Airspace ·································································································· 4-15
4.3.4. Air Traffic Control ···················································································· 4-19
4.3.5. Air Navigational Facility ·········································································· 4-21
4.4. Landside Requirements ················································································ 4-24

4.4.1. Passenger Terminal ················································································ 4-24
4.4.2. Cargo Terminal ······················································································· 4-27
4.4.3. Rescue and Fire Station ········································································· 4-27
4.4.4. Utilities ···································································································· 4-29
4.5. Summary of Airport Facility Requirements ················································· 4-32
4.6. Zoning of Airport Facilities ············································································ 4-33

Chapter 4: Airport Facility Requirements
Chapter 4. Airport Facility Requirements

4.1. General
4.1.1. Design Year
In the previous feasibility study (2007 FS), the Design Year for the Project was assumed to
be 2020, on the assumption that the New Bohol Airport was expected to complete by 2010
wholly under Government funding (i.e. DOTC and MIAA).
Now in 2011, acquisition of ROW and restructuring of the Project Implementation Scheme
(under PPP) are being conducted. The New Bohol Airport is expected to open to public in
2017 to 2018.
For the purpose of this Final Report, the Project is aimed to be split into 2 Phases, and the
Design Year for Phase-1 development is maintained as previously envisaged (i.e. 2020),
where the Phase-1 facilities could mainly meet the initial requirements for domestic A320
flight operations, but possibly can accommodate international operations during the
domestic off-peak hours (i.e. only nighttime).
The airport facilities are planned to be expanded by 2025 to 2030 (called as “Phase 2”), so
that the Airport can accommodate simultaneously domestic and international flight
operations by larger-sized aircraft throughout the day.
4.1.2. Design Aircraft and Runway Length
A Design Aircraft is normally defined as an aircraft either with:
¾ the maximum seating capacity;

¾ the maximum dimension of fuselage (wing span and length); and
¾ the longest runway length required.
The latest generation of aircraft with large fuselage however does not necessarily require a
longer runway length, owing to its improved body structure and engine performance.
Hence, the Design Aircraft is examined among probable future aircraft mix according to its
manufacturer’s specifications.
In relation to a probable future aircraft mix for the operations at the New Bohol Airport, the
following should be noted:
a) In the past, domestic flight operations in the Philippines were mostly made by B737,
DC9 and A300, all of which were phased out and replaced by A320 or A330 in the past
years.
b) At the existing Tagbilaran Airport, the types of aircraft being used by the 4 major
Airlines are A319 and A320, which are categorized as small jet (SJ; seating capacity
varies from 140 to 180), the majority of which are of the latest models.
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c) B747 of PAL is mainly used for international routes and some used for domestic routes
(e.g. for Davao and Cebu). PAL, however, plans to phase out B747’s by 2015, as is the
trend worldwide due to its high fuel consumption, thus this aircraft type is eliminated
from the fleet planning for the New Bohol Airport.
d) B777 or A340 of PAL are exclusively used for long-range international routes, thus are
not considered as a predominantly-used aircraft at the New Bohol Airport.
e) A330 is long used by PAL since 1997 with a good performance (low fuel consumption
and requiring a shorter runway length). PAL intends in medium term to replace their
A330 by A350, B787 or B777. Dimensions, weights and required runway lengths of
those aircraft of this new generation are similar to A330, therefore A330 is assumed as
the predominantly-used aircraft at the New Bohol Airport. However, the fuselage
length of B777-300 (73.86 m) is considered as a critical dimension that is applied in
the setting-up of building lines (to secure separation distance from taxiways required
in the foreseeable future), because this -once defined- could not be easily altered in the
future.
f) Since LCC’s normally operate a single type of aircraft for their reason of easy
maintenance, the A320 is assumed to be predominantly utilized in the Philippines.
Cebu Pacific intends to add in their medium-term plan the A321 which is the advanced
model and has the most critical dimension among A320’s family. Thus, the
dimension of the A321-200 (7 m longer and 1 m wider than the A320) is considered as
the critical-sized SJ in the conceptual design of aircraft parking apron.
g) B737-800 (or -900), which is new Boeing version of SJ, equivalent to the Airbus 320
series, is gaining worldwide popularity for the use for regional flights or
relatively-lower demand routes. This type of aircraft is now being operated by many
foreign airlines in neighboring countries thus is considered to be occasionally operated
at the New Bohol Airport.
h) B767’s (MJ; 260 seats) are not owned by major domestic airlines in the Philippines,
however are predominantly used for regional flight services by major foreign airlines
in neighboring countries, thus is considered to be occasionally operated at the New
Bohol Airport, but on a chartered base when initially commencing their international
services to and from the New Bohol Airport.
Meanwhile, the required runway length is computed for each type of the above named
aircraft, in consideration of the following
i) Distance from Bohol to Manila is 620 km, and that to Seoul, Tokyo or Beijing is
almost the same, e.g. approximately 3,100 km, as shown in the Figure 4.1-1. For the
computation of the takeoff runway required, the critical distance is thus assumed to be
3,100 km.
j) Reference Temperature (average in the hottest month) at the New Bohol Airport is
4-2
assumed to be the same as at Tagbilaran Airport, which is 34º C.
k) When taking off on a day of bad weather, a tropical depression of up to 980 hPa is
considered to be safe, which is equivalent to the airport elevation of 1,000 feet (above
mean sea level).
Source: JICA Study Team
Figure 4.1-1 Distance to Regional Cities from Bohol
Following the above consideration, the runway length required for the above named aircraft,
and Design Aircraft is selected among those tabulated in Table 4.1-1.
4-3
Table 4.1-1 Type of Design Aircraft by each ICAO category and required Runway Length
Size SJ MJ LJ
ICAO code code C code D code E
No Description
Aircraft A320 B737 A321 B767 A330 B777 B787
Type -200 -800 -200 -300 -300 -200 -300 -8
Turbo Engine CFM56 CFM56 CF6 CF6 GE GE GE
1 Wing Span m 34.10 35.79 35.48 47.57 60.30 60.93 60.93 60.12
Fuselarge Length m 37.57 38.02 44.50 54.94 63.69 63.73 73.86 56.72
1 class 180 184 220 290 335 418 500 375
2 Seating Capacity 2 classes 150 160 185 261 303 375 451 286
3 classes - - - 253 305 368 224
lb 166,449 174,200 191,802 350,000 467,380 535,000 632,500 502,500
3 Max Takeoff Weight
kg 75,500 79,016 87,000 158,758 212,000 242,630 286,900 227,930
lb 142,198 146,301 166,449 300,000 390,218 445,000 524,000 380,000
4 Max Landing Weight
kg 64,500 66,361 75,500 136,078 177,000 201,800 237,680 172,365
lb 133,380 138,300 157,630 278,000 368,172 420,000 495,000 355,000
5 Max Zero Fuel Weight
kg 60,500 62,732 71,500 126,099 167,000 190,470 224,530 161,025
lb 90,927 91,300 103,300 189,750 264,182 299,550 353,800 N/A
6 Operating Empty Weight
kg 41,244 41,413 46,856 86,069 119,831 135,850 160,530 N/A
lb 42,452 47,000 54,331 88,250 103,990 120,450 141,200 N/A
7 Max Structural Payload
kg 19,256 21,319 24,644 40,230 47,169 54,620 64,000 N/A
litter 23,667 26,022 23,700 63,216 97,530 117,300 169,210 126,903
Maximum Usable
8 lb 40,959 46,063 41,015 119,890 168,788 207,700 299,490 224,638
(0.785 kg/l)
kg 18,579 20,894 18,604 50,753 76,561 94,240 135,880 101,894
litter/km 3.10 3.39 4.80 7.01 6.62 7.92 7.78 N/A
consumption
9 lb/km 5.36 5.86 8.31 12.13 11.46 13.71 13.47 N/A
per km
kg/km 2.43 2.66 3.77 5.50 5.20 6.22 6.11 N/A
litter 1,919 2,101 2,978 4,344 4,107 4,913 4,826 N/A
consumption for TAG-
10 lb 3,321 3,636 5,153 7,518 7,108 8,502 8,352 N/A
MNL flight (620km)
kg 1,507 1,649 2,337 3,410 3,224 3,856 3,788 N/A
Fuel
litter 9,596 10,504 14,888 21,720 20,535 24,563 24,129 N/A
consumption for TAG-
11 lb 16,607 18,179 25,765 37,589 35,539 42,510 41,758 N/A
ICN flight (3,100 km)
kg 7,533 8,246 11,687 17,050 16,120 19,282 18,941 N/A
litter 750 750 750 3,200 3,700 3,700 3,700 N/A
for Takeoff, Diversion,
12 lb 1,298 1,298 1,298 5,538 6,403 6,403 6,403 N/A
Holding
kg 589 589 589 2,512 2,905 2,905 2,905 N/A
litter 10,346 11,254 15,638 24,920 24,235 28,263 27,829 N/A
total for TAG-ICN
13 lb 17,905 19,477 27,063 43,127 41,942 48,913 48,161 N/A
flight (3,100 km)
kg 8,122 8,835 12,276 19,562 19,025 22,187 21,846 N/A
Takeoff Weight for TAG-ICN lb 151,285 157,778 184,694 321,568 410,114 468,827 543,165 N/A
14
flight (3,100 km) kg 68,622 71,567 83,776 145,861 186,025 212,657 246,376 N/A
Takeoff Elevation at 15ºC 1,524 1,859 1,829 1,905 1,798 1,707 2,316 N/A
15 Runway sea level; or 30 ºC 1,646 1,920 1,920 2,012 1,875 1,813 2,423 N/A
Length 1013 hPa 34 ºC 1,679 1,936 1,944 2,041 1,896 1,841 2,452 N/A
Required for Elevation at 15ºC 1,585 1,920 1,951 1,981 1,860 1,767 2,438 N/A
16 TAG-ICN 1000 feet; or 30 ºC 1,707 2,027 2,042 2,073 1,951 1,859 2,560 N/A
(3,100 km) 980 hPa 34 ºC 1,740 2,056 2,066 2,098 1,975 1,884 2,593 N/A
Landing
17 Runway at sea level 1013hPa 1,463 2,042 1,661 1,820 1,707 1,768 2,134 N/A
Length at 1000 feet 980hPa 1,463 2,103 1,722 1,875 1,753 1,830 2,180 N/A
The Table shows that, in case of the critical conditions (i.e. temperature of 34 ºC with a
tropical depression of 980 hPa) the critical aircraft requiring the longest runway length is the
B777-300 .
At any rate, the eventual runway length required for the New Bohol Airport is 2,500 m as
was envisaged in the previous study (2007 FS).
In view of the above notes, the Design Aircraft in each category of ICAO code is shown in
Table 4.1-2.
4-4
Table 4.1-2 Design Aircraft in each category of ICAO code

Size SJ MJ LJ
ICAO code C D E
Aircraft A320-200 A321-200 B737-800 B767-300 A330-300 B777-300
Airline PAL/Cebu Cebu JAL Asiana/JAL PAL PAL
Wing Span 34.10 35.48 35.79 47.57 60.30 60.93
Length 37.57 44.50 38.02 54.94 63.69 73.86
Takeoff
60 ton 72 ton 84 ton 146 ton 186 ton 213 ton
Weight
Usage scheduled future future charter scheduled future
Runway
1800 m 2100 m 2100 m 2100 m 2000 m 2600 m
Length
not critical, critical for critical for Critical
Critical longest in longest in
but most takeoff takeoff size, and
or Not Code C Code E
frequent runway runway frequent
Normal
160 200 185 260 300
Seat
For Design ○ ○ ◎
It should be considered that possibly the B747-400 (wing span of 64.92 m, and length of
70.67 m) shall occasionally be used, although it is in the process of retiring.
Therefore, the following dimensions are considered for the purpose of the airfield design,
¾ Critical Wingspan of Design Aircraft: 65 m (for B747-400 as maximum size of Code E).
¾ Critical Length of Design Aircraft: 74 m (for B777-300 as maximum size of Code E).
¾ Runway Length: eventually 2,500-m.
However, the runway length for Phase-1 Development is planned to be 2,110-m, on the
assumption that initially the Airport would accommodate mainly domestic flight operations
and possibly accommodate international flights during off-peak hours operated only by
domestic carriers (e.g. A321 of Cebu Pacific or A330 of PAL at maximum).
4.2. Airfield Requirements
4.2.1. Runway
1) Aerodrome Reference Code
In accordance with ICAO Annex 14 (abstracted in Table 4.2-1), the 2,500-m long runway is
defined as ICAO Code Number 4, and the wingspan of Design Aircraft of less than 65 m is
defined as ICAO Code Letter E, thus the corresponding runway width shall be 45 m.
4-5
Table 4.2-1 ICAO Annex 14 (Aerodrome Reference Code and Width of Runway)
Width of Runway
Source: ICAO Annex 14
2) Runway Turn Pad
Since a parallel taxiway is not necessarily provided in the first phase, a turning pad shall be
provided on both ends of the runway for the aircraft’s U-turn. In simulating the
maneuvering of 180-degree by the design aircraft (i.e.A300-300), the width and length of the
turning pad is set as shown in Figure 4.2-1.

Figure 4.2-1 Width and Length of Turning Pad for A300-300
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The above turning pad is not wide enough for the most critical aircraft in the code-E
classification, i.e. B777-300 having a triple-tandem main-gear configuration with a longer
wheel-base. If and when such critical aircraft is introduced and by the time a parallel
taxiway has not been provided yet, the runway turning pad will have to be expanded.
3) Runway Strip
In accordance with ICAO Annex 14, the runway strip for a precision approach runway
should extend laterally to a distance of at least 150 m to both sides of runway centerline, and
longitudinally for a distance of 60 m before the threshold and beyond the end of the runway.
4) Runway End Safety Area
In accordance with the recommendation of ICAO Annex 14 (Table 4.2-1), the runway-end
safety area is extended to a distance of at least 240 m from the end of the runway strip where
the Runway code number is 4, as shown in Figure 4.2-2.
Table 4.2-2 ICAO Annex 14

(Runway End Safety Area)
Figure 4.2-2 Runway End Safety Area (240 m from the end of runway strip)
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5) Precision Approach Direction
The airport master plan for the New Bohol Airport was first made through the 2000 FS
conducted by DOTC, revised in the 2007 FS conducted by MIAA, and further revised
through the previous engineering design under MIAA in 2009.
The revisions to the master plan made in 2009 were shown in Figure 4.2-3.
Original direction of Precision Runway Operations: Prevailing wind direction

55-60%(Dec to May; or sunny days） (55-60% through the year)
Precision Approach
Lighting System (900m）
2007 FS: Airport Master Plan
Revised
Revised Direction of Precision Runway Operations:
40-45％ (June to November; or bad weather）
Storm Water Detention and Precision Approach Lighting

Soaking Yard System (900ｍ)
2009 Design: Airport Master Plan
Figure 4.2-3 Revision of Master Plan made in 2009
The following are the main reasons for the revision of the Airport Master Plan.
Originally the ILS operations had been set from south-east direction against the
prevailing wind which occurs normally on sunny days (55-60% throughout the
Direction of
Precision year). However, the ILS is more required during bad weather (rainy
a)
Runway season).Hence the ILS Precision Approach has been set from the opposite
Operations direction to cope with bad weather operations occurring 40-45% throughout the
year.
Originally the ultimate runway length had been set at 3,700 m. to accommodate
Runway long-haul B747’s which however tend to be phased out. Considering regional
b)
Length international flights of the present aircraft (e.g. A330 or B777), a runway length of
more than 2,500 m. may not be required in the foreseeable future.
Storm water Storm water will run along the natural slope of the existing terrain. Owing to the
detention above revision a) and b), the existing coral ground at the southwest end of the
c)
and Soaking airport site is planned to be lowered to create a storm water detention & soaking
Yard yard, so as to prevent any ocean contamination.
4-8
4.2.2. Taxiways
1) Width of Taxiway
ICAO Annex 14 recommends that a straight portion of a taxiway should have a width of not
less than 23 m where the Runway code letter is E, meanwhile JCAB requires it to be 30 m.
The stub taxiways are perpendicular to the runway and not long enough, so that the width of
30 m is applied in the conceptual design so as to attain smooth maneuvering out from the
runway by the critical design aircraft (A330-300). The trace of a A330-300 and required
pavement fillet along the centerline turning radius of 60 m is shown in Figure 4.2-4.

Figure 4.2-4 Proposed Taxiway Width with required Fillet for A330-300
It should be noted the most critical aircraft in the code-E classification is the B777-300
having a triple-tandem main-gear configuration with longer wheel-base. If and when such
critical aircraft is introduced, the pavement fillet will have to be expanded.
2) Width of Taxiway Shoulder
In accordance with the recommendations of ICAO Annex 14, the taxiway and shoulder
should cover a total width of 44 m where the Runway code letter is 4. Consequently, the
required width of the taxiway shoulder shall be 7 m (i.e. 7 m + 30 m + 7 m = 44 m).
3) Separation between Airfield (Runway, Taxiways and Apron)
Airfield separations are determined basically to follow the minimum separation distances
recommended by ICAO Annex 14, as shown in Table 4.2-3.
4-9
Table 4.2-3 ICAO Annex 14 (Taxiway Minimum Separation Distances)
The above minimum distances between runway and taxiways for Code E (182.5 m in
column (5); and 80 m in column (10)) are not exactly followed worldwide since the aircraft
wingspan keeps changing in the industry, and Code F aircraft are widely spread in a short
period of time. Practically, the airfield and buildings, once constructed, cannot move in the
future if the airport receives unforeseeable traffic demand in 30 to 40 years. It is
recommended therefore, to apply a distance of 190 m between runway and taxiway and 100
m between two taxiways (for Code F).
ICAO notes that the distance between aircraft stand taxi-lane and object (42.5 m for Code E)
may need to be increased if jet exhaust velocities cause hazardous conditions for ground
servicing, therefore a distance of 47.5 m is used.
In view of the above, separation distances between runway, taxiways and objects are set as
shown in Figure 4.2-5.

Figure 4.2-5 Separation between Runway and Taxiways
4-10
4.3. Aeronautical Requirements
4.3.1. Approach Category
The Approach Category is classified as a precision approach equipped with an Instrument

Landing System (ILS) providing horizontal and vertical guidance, and a non-precision
instrument approach giving horizontal guidance only by DVOR/DME, NDB or Localizer.
Each instrument approach has a ceiling and visibility limit, referred to as minimums. If the
reported weather conditions fall below the approach minimums, the approach cannot be
attempted.
ILS operational category defined by ICAO Manual of All Weather Operation is as follows:
Table 4.3-1 ILS Operational Category
DH RVR
Category I DH ≥ 60 m RVR ≥ 550 m
Category II 60 m > DH ≥ 30 m RVR ≥ 350 m
Category III A 30 m > DH ≥ 0 m RVR ≥ 200 m
Category III B 15 m > DH ≥ 0 m 200 m ≥ RVR ≥ 50 m
Category III C 0m 0m
Note DH: Decision Height, RVR: Runway Visual Range
Source: ICAO Manual of All Weather Operation
¾ A decision height (DH) is a specified height in the precision approach at which a

missed approach must be initiated if the required visual reference to continue the
approach has not been acquired.
¾ Runway Visual Range (RVR) is a term to define the distance over which a pilot of
an aircraft on the centerline of the runway can see the runway surface markings
delineating the runway or identifying its centre line.
Source: Modified JCAB catalogue
Figure 4.3-1 Category of Precision Approach
4-11
The approach category should be determined by weather conditions such as value of

visibility and cloud ceiling around a new airport area. Poor weather conditions are usually
occurring during the rainy season which is the period from June to February (The rainy
season is extending due to changing world climate). According to the information by the
Flight Service Station (FSS) staff, the value of the prevailing visibility during bad weather
conditions is about 1 km, thus aircraft operations for landing and taking off at the airport
during those conditions will have to be suspended. However, low visibility conditions are
not continuing for long hours usually it last only for several tens of minutes.
Regarding the value of cloud ceiling, the FSS staff is observing it on an hourly basis by
visual means, but do not collect any data by instruments. A low visibility, however, is
usually accompanied with a low cloud ceiling during bad weather conditions.
Considering weather conditions mentioned above and the characteristic of the new airport
which is required to be safe, reliable, to provide continuous efficient air traffic operations
and serving as the main airport access for Bohol, it is necessary to provide a category I
precision approach (CAT-I) by ILS for Runway 21, as south-westerly winds are
predominating during bad weather conditions, while Runway 03 could be a non-precision
instrument approach by DVOR/DME.
4.3.2. Obstacle Limitation Surfaces
Analysis of obstacles is to define the airspace around aerodromes to be maintained free from
obstacles as to allow the intended aircraft operations at the aerodromes to be conducted
safely.
Based on ICAO Annex 14 and the Airport Service Manual part 6, Obstacle Limitation
Surface (OLS) such as Approach Surface, Inner Approach Surface, Transitional Surface,
Inner Horizontal Surface and Conical Surface, etc. are established as shown in the Figures
4.3-2 and 4.3-3.
The screening of obstacles is examined by following conditions:
9 Terrain condition by topographic maps of scale 1/50,000 and 1/250,000.
9 The expected airport elevation is located 8.3 m above the sea level.
9 To the height of screened terrain (mountains, hills), the height of 30 m trees shall be
added.
4-12
Height : 150m
Inner Horizontal surface

Approach surface (45m above R/W elevation)
(Horizontal Section) Height : 60m
Approach surface
(Slope 1:40) Height : 60m
Approach surface
Approach surface (Slope 1:40)
(Slope 1:50)
Conical surface
Slope upward 1:20
Height : 150m
Approach surface
(Slope 1:50)
Approach surface
(Horizontal Section)

Figure 4.3-3 Obstacle Limitation Surface (2)
4-14
As a result of the analysis of terrain obstacles, there are not any particular natural
obstructions such as hills or mountains that actually affect the operations of aircraft around
the new airport site, neither are existing terrain obstacles above these surfaces observed on
the topographical maps.
With regard to artificial obstacles such as buildings and towers surrounding the site, these
should be examined using the aerial photo maps and actual measured locations by GPS
meter and height by handy level meter in a further site reconnaissance stage in future.
4.3.3. Airspace
1) Topography and Navigation Warnings
Panglao Island is located southwest of the island of Bohol with an area of 80.5Km2, and has
an almost plain terrain with elevations of up to 10 to 30 m. Hilly to mountainous areas of
up to an elevation of 100 to 160m are located at the northeast part of island. The new airport
site will be located at the southwest part of the island. Figure 4.3-4 shows a general
topographical map around Panglao Island with a marked distance of approximately 30NM
from the new airport.
R/W21
10NM
20NM
30NM
R/W03

Figure 4.3-4 Topography around Panglao Island
4-15
As mentioned in the paragraph 2.4 Current Situation of the existing Tagbilaran Airport,
Restricted, Prohibited and Dangerous Areas are also not found around the New Bohol
Airport‘s specific area.
2) Traffic Flow
As the New Bohol Airport will be located at 14 km (7.5NM) south west of Tagbilaran
Airport, it is desirable to maintain the existing arrival and departure routes for the new
airport because the location of the new airport is comparatively near to the existing airport
from the point of flight route and it is possible to use the existing reporting point of the
Mactan TMA.
The assumed traffic flow for the new airport is as follows:
¾ Arriving traffic from the north will be via the reporting point LAMOK or TUBIG.
¾ Arriving traffic from the south will be via the reporting point AROLA or new point.
¾ Departing traffic to the north will be via LAMOK.
¾ Departing traffic to the south will be AROLA or a new point.
Figure 4.3-5 shows assumed traffic flow of arrival and departure for the new airport.

MBT-W8-MCT
B473-ROX-SAGRA-
DELOR
Arrival Route
Departure Route
New Bohol
Airport

Figure 4.3-5 Assumed Traffic Flow for New Bohol Airport
4-16
3) Airspace Classification
The airspace classification for the new airport should be established in accordance with
Appendix 4 of ICAO Annex 11, and the details of classification and requirements are shown
in Table 4.3-2 ~ 4.3-4 respectively.
Table 4.3-2 Airspace Classification in Manila FIR

Within the Manila FIR, the airspace is divided into the following classes.
Class Airspace Levels
A Manila FIR Upper Control Area (except special use airspace) FL200 – UNL
A Oceanic Airspace Lower Limit – UNL
A ATS Routes outside TMA MEA – UNL
A ATS Routes inside TMA at FL130 and above FL130 – FL200
D ATS Routes inside TMA below FL130 1,500 – <FL130
D TMA (excluding ATS Routes at FL130 and above) 1,500 – FL200
D Control Zones (CTRs) Surface – Upper Limit
B Aerodrome Traffic Zones (ATZs) Surface – Upper Limit
G Aerodrome Advisory Zones (AAZ) Surface – Upper Limit
G Uncontrolled Airspace Nil
Source: AIP Philippines MEL: Minimum en-route altitude
Table 4.3-3 Requirements for the flights within each class of airspace
Subject
Type Radio
Separation to an
Class of Service provided Speed limitation communication
provided ATC
flight requirement
clearance
Air traffic control Continuous
A IFR All aircraft Not applicable Yes
service two-way
IFR All aircraft Not applicable Yes
service two-way
B
VFR All aircraft Not applicable Yes
service two-way
Air traffic control
service, traffic 250 kts IAS
information about VFR below 3050m Continuous
IFR IFR fm IFR Yes
flights (and traffic (10,000ft) two-way
avoidance advice on AMSL
D
request)
IFR/VFR and VFR/VFR
250 kts IAS
traffic information (and Continuous
VFR Nil below 3050m Yes
traffic avoidance advice (10,000ft) AMSL two-way
on request)
250 kts IAS
Flight information Continuous
IFR Nil below 3050m No
service (10,000ft) AMSL two-way
G 250 kts IAS
Flight information
VFR Nil below 3050m No No
service (10,000ft) AMSL
Source: AIP Philippines AMSL: Above mean sea level
4-17
Table 4.3-4 ATS Airspace Class-Services Provided & Flight Requirements:

Class C, E, F – Appendix of ICAO Annex 11
Type Radio Subject to
Separation
Class of Service provided Speed limitation communication an ATC
provided
flight requirement clearance
Continuous
IFR All aircraft Air traffic control service Not applicable Yes
two-way
1) Air traffic control service
250 kts IAS
C for separation from IFR
below 3050m Continuous
VFR VFR fm IFR 2) VFR/VFR traffic Yes
(10,000ft) two-way
information (and traffic
AMSL
avoidance advice on request)
Air traffic control service 250 kts IAS
and , as far as practical, below 3050m Continuous
IFR IFR fm IFR Yes
traffic information about (10,000ft) two-way
VFR flights AMSL
E
250 kts IAS
Traffic information as far as below 3050m
VFR Nil No Yes
practical (10,000ft)
AMSL
250 kts IAS
IFR fm IFR
Air traffic advisory service; below 3050m Continuous
IFR as far as No
Flight information service (10,000ft) two-way
practical
AMSL
F
250 kts IAS
below 3050m
VFR Nil Flight information service No No
(10,000ft)
AMSL
Source: Appendix 4 of ICAO Annex 11
As ILS, VOR/DME and Aeronautical Ground Rights are installed for the new airport,
instrument approach and departure procedures will be established for safety aircraft
operations under adverse weather conditions. In view of past results, the airspace for the new
airport should be established as a similar classification as in the case of Bacolod and Iloilo
Airport development planning.
With regard to the Terminal Control Area (TMA), as the new airport will be located within
the existing Mactan TMA and congested air traffic is not expected, a new independent TMA
for the new airport is not necessary to be established. However, it should be considered
expanding Mactan TMA for establishment of approach and departure procedures as required
due to the south end location of Mactan TMA.
Table 4.3-5 shows airspace classification of Bacolod and Iloilo Airport as reference.
Table 4.3-5 Airspace Classification of Bacolod & Iloilo Airport

Airspace classification Airspace classification
Airport AIP, September 2004 AIP, May 2008
(before new airport) (after new airport, latest)
ATZ – B, CTR – D
Bacolod E TMA – D (ATS routes inside TMA below FL130)
TMA – A (ATS routes inside TMA at FL130 & above)
ATZ – B, CTR – C
Iloilo E TMA – E (ATS routes inside TMA below FL130)
TMA – A (ATS routes inside TMA at FL130 & above)
Source: AIP Philippines
4-18
4.3.4. Air Traffic Control
1) ATC Service
To manage IFR flights and establish separation for each aircraft, not only a flight
information advisory service, but also an ATC service should be introduced for the new
airport operations.
In accordance with the airport layout plan, the Air Traffic Control Tower (ATC Tower) will
be located at the ATC complex area near the terminal building, the height of which helps
them to see aircraft clearly in the airport and surrounding area.
The Aerodrome Control managed at the ATC Tower has the responsibility of controlling
aircraft. The Aerodrome Control has the responsibility for the airport area including aircraft
on taxiways, runways and apron bays, and an area of defined airspace (for example 5 NM
radius around the airport up to 2,000 ft) during aircraft landings and taking-offs.
The Ground Control controls aircraft and vehicles on the runway, taxi-way and in the
restricted movement areas, enabling them to safely move or stop. It also speedily liaises with
pilots, ground support stations and other related organizations to ensure expeditious services
for airport customers. Clearance delivery which is one of the ground controller’s tasks is the
service to deliver the ATC clearance determined through coordination with the ACC to the
pilots based on their flight plan.
Source: Modified JCAB catalogue

Figure 4.3-6 Air Traffic Control Service
4-19
Regarding the approach control for the New Bohol Airport as described in the Airspace
Classification, the new airport will be located around 84 km (45 NM) south of Mactan
International Airport and within the Mactan TMA, so that the approach control for the new
airport should be executed by Mactan Radar/Approach.
ATC operation hours should be considered as practically the same as airport operations and
the necessary number of ATC controllers should be stationed in accordance with the
regulations of personnel administration by CAAP.
2) ATC Procedure
ATC procedures for the new airport should be established in accordance with ATC
regulations prescribed by CAAP. The following referenced ATC procedures are based on the
“Procedure for Tagbilaran Arrival/Departure One-way Traffic Flow”.
a) Flight departing from Manila for New Bohol Airport shall take following route:
IPATA – B462 – MBT – W8 – MCT – W21 – TUBIG OFF AIRWAYS
b) Flight departing from New Bohol Airport for Manila shall take the following route:
JOIN AIRWAYS LAMOK – B473 – ROX – SAGRA – W11 – CONDE
c) Air Traffic Control Service shall be provided to aircraft arriving to the New Bohol
Airport until reporting point TUBIG and to aircraft departing from the New Bohol
Airport at reporting point LAMOK by Mactan Radar/Approach.
d) Air Traffic Control Service shall be provided to aircraft arriving to the New Bohol
Airport when out of control area at the reporting point and to aircraft upon departing
from the New Bohol Airport prior to entering the control area at the reporting point
LAMOK, by the New Bohol Airport Tower.
e) IFR departure at the New Bohol Airport shall contact Mactan Radar/Approach on
Frequency 124.7 MHz upon airborne or prior to joining the control area at LAMOK.
Mactan Radar/Approach shall monitor on radar the IFR departure at the New Bohol
Airport.
f) Mactan Radar/Approach shall effect transfer of IFR arrivals to the New Bohol Airport
Tower after TUBIG or when aircraft has cancelled its IFR clearance and proceeding
VFR to the New Bohol Airport.
g) Any deviation by an aircraft from a) or b) might be permitted by the appropriate

authority whenever there is an adverse weather condition along the route or a special
flight operation is in progress.
h) In the case of g), prior coordination should be effected by facilities concerned for the
intended deviation to be made from the route by an aircraft.
4-20
4.3.5. Air Navigational Facility
1) General
Air Navigation Facility will consist of four main items; radio navigation aids, aeronautical
telecommunication system, aeronautical ground lights and a meteorological observation
system. Based on the latest state-of-the-art technology and in consideration of safe, reliable
and efficient air traffic operations, the following major air navigation facilities are required
for the airport:
2) Radio Navigational Aids
a) DVOR/DME
Doppler VHF Omni-directional Radio Range/Distance Measuring Equipment

(DVOR/DME) is one of essential navigational aids for the airport to provide aircraft
accurate azimuth flight courses and distance for enhancing aircraft navigational safety.
Azimuth and distance information by DVOR/DME structures the required airport terminal
flight routes including Standard Instrument Departure and Standard Terminal Arrival
Routes.
DVOR/DME should be installed at or near the airport for the purpose of providing aircraft
guidance information while arriving, departing, or overflying the area under any weather
condition.
b) ILS
Instrument Landing System (ILS) is the essential landing aid facility for aircraft precision
approach to maintain normal airport operations in adverse weather conditions.
ILS provides an approach path for exact alignment and descent of an aircraft on final
approach to a runway. The system provides three functions: guidance provided vertically by
a glide pass (GP), horizontal guidance by a localizer (LLZ) and range furnished by marker
beacons or DME.
3) Aeronautical Telecommunication System
a) VHF Air to Ground Equipment
VHF air to ground communication is an essential element of safe flight operations for ATC
in the airport. The radio frequency ranges between 118-136 MHz and the required number of
frequencies will be as follows:
¾ Aerodrome Control frequency

¾ Distress frequency
b) AMHS and AIS Terminal
Automatic Message Handling System (AMHS) is defined in a set of ICAO standard and
recommended practices that are being adopted to replace the existing AFTN system for
4-21
ground to ground communications. AMHS Message server and AFTN Gateway system will
be introduced at Manila ATM Center in the near future, so that AMHS user terminals should
be provided for exchanging ATS messages. The ATM messages will mainly contain:
¾ Flight data (Landing, takeoff, flight schedule, aircraft handover)

¾ Met message
¾ NOTAM message
¾ Aviation administrative message
c) VCCS and Voice Recorder
Voice Communication Control System (VCCS) is a system with the function of controlling
and connecting voice communications between tower controllers and pilots in aerodrome
area through VHF circuits, connecting telephone communications between tower controllers
and relevant ATS unit, etc.
Voice recording system is legal evidence to enable authorities to determine the

responsibilities of related parties when a problem occurs between a pilot and a controller,
between controlling section and technical operation section.
A VCCS with necessary radio/ telephone channel capacity and Voice Recorder with
adequate channel should be provided.
4) Aeronautical Ground Lights
Aeronautical ground lights should be provided and are planned to serve the CAT I operation
in accordance with ICAO Annex 14 and Aerodrome Design Manual Part-4 “Visual Aids”.
The following are components of a CAT I AGL system:
a) Precision Approach Lighting System (PALS) for runway 21

PALS is provided to serve a precision approach. While the aircraft is making a decision
approach to the runway, PALS assists the Pilot to ensure a proper alignment of the aircraft.
b) Simplified Approach Lighting System (SALS) for runway 03

SALS is provided to serve a non- precision approach, when the runway is used for above
weather minimum of instrument approach such as VOR/DME approach or ADF approach,
or visual approach during the night time or poor weather condition.
c) Precision Approach Path Indicator (PAPI) both Runway

PAPI is provided to serve the approach to a runway in a glide slope of 3 degrees. While the
aircraft is making a decision approach to the runway, PAPI assists the pilot ensuring the
proper angle of the aircraft.
d) Runway Edge Light

Runway edge lights are provided to serve the high visibility of the runway to assist the
aircraft approaching to or taking off from a runway.
4-22
e) Runway Threshold/End Light

Runway threshold/end lights are provided to serve the high visibility of the runway to help
aircraft approaching to or taking off from a runway and while runway edge lights are lit in
operational condition, runway threshold end lights are operating simultaneously.
f) Taxiway Edge Light

Taxiway edge lights are provided to serve the high visibility of the taxiway to help aircraft
taxiing to or from a runway.
g) Apron Floodlight
Apron floodlights are provided to serve the adequate illumination to aircraft on all apron
service areas.
h) Wind Direction Indicators

Wind direction indicators are provided to serve the proper wind direction to aircraft before
taking off in day time and night time with lights.
i) Aerodrome Beacon
Aerodrome beacons are provided to serve the airport location to aircraft which are flying
around the airport with lights.
j) AGL Remote Control system

An AGL remote control system is provided to serve the status monitor, dimmer control and
Switch ON/OFF in regard with AGL which appears on the display. While the AGL is in
operational condition, the AGL Remote Control System is activated by air traffic controller.
k) AGL Power Supply System

AGL power supply system supplies adequate electric power for the AGL system and
supplies constant output current throughout its rated output value to each light by Constant
Current Regulator (CCR).
5) Meteorological Observation System
In accordance with ICAO Annex 3, the requirement of an Automated Weather Observation

System (AWOS) should be installed and planned at the airport field for observing and
reporting meteorological conditions such as surface wind, runway visual range, cloud base, air
pressure, etc.
The Automated Weather Observing System (AWOS) should be provided for continuous,
real–time weather reports, without human involvement, for users of aviation facilities. A new
report is generated every minute from sensors located near the touchdown zone of the runway.
The followings are main component of MET system:

¾ Automatic Weather Observation System (AWOS)
¾ Runway Visual Rage (RVR)
¾ Ceilometer for both Runway
4-23
4.4. Landside Requirements
The entire airport planning has evolved from the orientation of the runway which was
primarily considered at the start. The terminal facilities have been located at the eastern side to
provide better access connecting to Tagbilaran passing thru the Panglao Island
Circumferential Road.
Roads and car park have been designed to accommodate the anticipated traffic for the medium
term development.
Traffic flow direction will be counter-clockwise to enable right side unloading and loading at
the terminal curb. The road system serving the other landside facilities will be a two-lane,
two-way road network considering the lighter traffic volume that is expected.
With the passenger terminal building centrally located within the landside development most
other structures, such as powerhouse, control tower and administration building will be
located on the northern side of the development, together with the fire station which is located
on the centreline of the runway. Sufficient land has been reserved for the allocation of a fuel
farm on the eastern part of the site adjacent to the water tank and pump house.
The cargo terminal and sewage waste facilities are located on the southern section of the
landside development allowing sufficient areas for future expansion for the passenger
terminal building and its related facilities such as tourist buses and taxi loading and unloading
stations and car park, including expansion of the cargo terminal.
All buildings have been sited so that their functional relationships are enhanced and to obtain
the most cost effective development to result in an optimum airport operation. All land side
facilities with exception of public related facilities are fenced off from the public and access is
controlled by means of manned guardhouses.
Public landside facilities such as drivers lounge and related toilets and tollbooths form part
of the land side car park facilities, other land side facilities are related to the passenger
terminal such as a large open-air departure and arrival public concourses for meeters,
greeters and well-wishers to cater for the Filipino custom of sending off and welcoming
passengers-relatives. These concoursesconnected to the passenger terminal curb side are
shaded by a large canopy structures complemented by public toilets, concessions and green
areas to provide a comfortable waiting area.
4.4.1. Passenger Terminal
The passenger terminal building will be located at the centre of the landside development
with the cargo terminal building located towards the south and the power house and chiller
yard towards the north, reserving sufficient space for expansion of each facility in the future
The required floor area of passenger building is estimated based on the passenger and
aircraft movements during peak hour. The floor areas of the passenger building are
determined based on passenger service levels and passenger processing concepts.
4-24
Historical airport floor areas and passenger data of various international airports in the
Asia-Pacific region as published by IATA ADRM indicates that floor areas (m2) per
peak-hour international passengers ranges from 20 m2 to 50m2.
In planning of the passenger terminal building, for purpose of the design, a unit space of 15
m2 and 20m2 has been adopted for domestic and international, respectively.
Based on the adoption of the square meter units for international and domestic passengers,
with the number of International Peak Hour Passenger (for 1- way) of 240 passengers and
the number of Domestic Peak Hour Passenger (for 1- way) of 378 passengers, the total gross
floor area of the PTB has been estimated taking into account the proportion of one way
traffic to two way traffic of 65% to be 16,110m2 Currently the passenger terminal plans have
been designed with a total gross are of 15,470m2 comfortable within the targeted area.
Space requirements for passenger processing area of terminal building are calculated in
accordance with the formulas described in Airport Development Reference Manual of IATA
and are shown in Table 4.4-1 Required Facilities Schedule.
Table 4.4-1 Required Facilities Schedule

Facility Eqpt / Counter Area(m2)
A. Passenger and Baggage Processing Area
1 Centralized Security (Entrance) 160
Hold & carried Baggage 4 units X-ray
Pssenger 4 units Magnetometers
2 Check-in Hall 1,130
International 8 check-in counters
Domestic 12 check-in counters
Departure Customs
3 Passenger Fee Collection 2 desks 20
4 Passport control - Departure 6 desks 210
5 Security Check before Gate Lounge
International 2 units X-ray 160
2 units Magnetometer
Domestic 2 units X-ray 160
2 units Magnetometer
6 Departure Gate Lounge
International 230 Chairs 870
Domestic 460 Chairs 1,250
7 Airside Concourse (4m width) 720
8 Passport Control - Arrival 8 desks 370

Arrival Health Check 2 desks
9 Baggage Claim Hall 3 units 2,010
Quarantines 2 units
10 Arrival Customs Control 4 desks 180
11 Baggage Breakdown 440
12 baggage Make-up 400
Subtotal 8,080
B. Other Area
1 Office 1,230
3 Concessionaire 1,080
4 VIP / CIP Lounge 430
5 Technical Premises with roof machine room 920
6 Circulation,toilet and other with PH 3,730
Subtotal 7,390
Grand Total 15,470
4-25
This total floor area is 3,140 m2 larger than the passenger terminal building layout as of 2009.
The reason for the increase of 25% of the gross floor area, is justified as follows:
a) In 2009 it was not required to have a simultaneous operation for domestic and
international flights, as it was assumed that the domestic peak would not coincide with
the international peak.
b) With the current estimated flight schedules a segregated operation of domestic and
international flight is no longer viable.
c) The new passenger terminal layout is now required to handle simultaneous operations
for domestic and international flights. This necessitates the increasement of check-in
counters, doubling of baggage make-up and breakdown areas, separate flows to
segregated departure lounges as international passengers require an immigration check,
separate security checks and separate baggage claim halls, with international passengers
subject to immigration and customs checks, thus necessitating separate arrival
circulations.
d) In addition the number of fixed bridges has been increased from two (2) to three (3) to
cater for the additional contact stand required based on the peak hour aircraft movement,
refer Figure 4.4-1. However, the numbers of Passenger Boarding Bridges are
decreased from 4 (2 each for 2 fixed bridges) to 3 (1 each to 3 fixed bridges).
Expansion by 4 building modules of Expansion by 3 building modules of 9m. to

9m. to cater for CIQ facilities and an cater for Security Devices, Baggage Make-up
additional Baggage Claim Device Area and Additional Check-in Counters
1" 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19"
A
INTERNATIONAL BAGGAGE MAKE-UP AREA DOMESTIC BAGGAGE MAKE-UP AREA
INTERNATIONAL BAGGAGE BREAKDOWN AREA DOMESTIC BAGGAGE BREAKDOWN AREA
DOMESTIC REMOTE STAND
REMOTE STAND ELECTRICAL LOBBY
ARRIVALS ROOM
STORE STORE STORE

B
EE FIRE
F ROOM EXTING.
ROOM
STORE HC COM.
CORRIDOR
ROOM
MECHANICAL RAMP ACCOM. BAGGAGE RAMP ACCOM. RAMP ACCOM.
M COM. OPERATION STO.
ROOM
ROOM ROOM
C
COM. AIRL. OFFICE AIRL. OFFICE AIRL. OFFICE AIRL. OFFICE F M
M ROOM
DOMESTIC SHWR SHWR
INTERNATIONAL DOMESTIC
INTERNATIONAL ARRIVALS F CORRIDOR CORRIDOR
ARRIVALS GLASS REMOTE STAND
REMOTE STAND AIRL. PARTITION
DEPARTURES
DEPARTURES JC
CONTR.
HEALTH F AIRL. OFFICE AIRL. OFFICE AIRL. OFFICE AIRL. OFFICE AIRL. OFFICE ROOM
M CORRIDOR
QUARANTINE CL
D
OOG
OFFICE OFFICE
XRAY
AIRL. PS
M HAND 1 2 3 4 5 6 7 8 ACCESS 1 2 3 4 5 6 7 8 9 10 11 12 HAND
M F COMMAND LUGGAGE PAYMENT LUGGAGE
INTERNATIONAL BAGGAGE CLAIM AREA DOMESTIC BAGGAGE CLAIM AREA AND F
CONTROL INTERNATIONAL CHECK-IN LOBBY DOMESTIC CHECK-IN LOBBY
INTERNATIONAL ARRIVALS
OFFICE
REMOTE STAND VOID OVER
ARRIVALS
PASSPORT
CONTROL
(CCO) OOG E
HC SCALE
HC VOID OVER
AIRL. M F TAX
OFFICE OFFICE
CORRIDOR
F
IMMIGRATION CAR TICKETING TICKETING ELECT'L
OFFICE OFFICE BANK RENTAL OFFICE OFFICE OFF.
OFFICE SECURITY ROOM
ENTRANCE STAIRS/ STAIRS/
CUSTOMS CUSTOMS LOST AND FOUND OFFICE
LOBBY CONCESSION CONCESSION ESCALATOR/ ESCALATOR/
OFFICE BAGGAGE
SECURITY ELEVATOR CORE ELEVATOR CORE
OFFICE LOBBY
EL. OFF. SECURITY CHECK
RM
G
AIRLOCK AIRLOCK AIRLOCK AIRLOCK
H
HC HC
GREENS DEPARTURE PUBLIC CONCOURSE

CHASE
CHASE
CHASE
CHASE
ARRIVAL PUBLIC CONCOURSE CONCESSION CONCESSION

F M F M
J
ARRIVAL CURB DEPARTURE CURB
GROUND FLOOR PLAN

SCALE 1:600m.

Figure 4.4-1 Enlargement of Footprint for Passenger Terminal Building
4-26
4.4.2. Cargo Terminal
The cargo terminal building has been located at the southern side of the landside airport
development adjacent to the passenger terminal building.
The size of the cargo terminal building is based on total annual cargo movement estimates
and the level of automation of cargo facilities. For 2020 the cargo volume is estimated at
10,728 ton/annum, it is expected that the majority of the cargo shall be mostly manually
handled but with a percentage of automation. In accordance with IATA Airport Development
Reference Manual, mostly manual processing can handle a throughput of 5 tons/ m2 and
average automation can reach to a throughput of 10 tons/ m2. It is expected that cargo
facilities at the New Bohol Airport could somehow operate with a moderate automation
process and thus be able to handle 7 to 7.5 tons/ m2 per annum.
Thus the cargo facility size is to be targeted at (average) 7.2 tons/ m2 @ 10,728 tons/annum
= 1,500 m2. A modular concept, straight through traffic, sufficient preparation space for
cargo handling and ample storage shall be the major design considerations of this building.
The cargo terminal building is expected to be used by multiple airlines and freight
forwarders/cargo agents. Sufficient land reservation shall be made to allow for ample future
expansion.
4.4.3. Rescue and Fire Station
In accordance with ICAO Annex 14, Chapter 9.2, airports should be categorized for rescue
and fire fighting purposes and the level of protection provided should be appropriate to the
airport category. The Aerodrome Category for fire fighting is based on the maximum aircraft
size and traffic operation at the New Bohol Airport, thus the Category for fire services is
Category 9, which requires a minimum of three (3) fire fighting vehicles, having a total
water tank capacity of 24,300 liters with a foam solution discharge rate of 9,000
liters/minutes.
To ensure sufficient space for future expansion of passenger terminal and cargo terminal
buildings, to reduce cost and increase the efficiency of the airport as a whole, it is proposed
that certain facilities with common or shared features shall be housed in one structure. As
such it is proposed that the fire station and maintenance building shall be within one
structural shell. The airport maintenance facility will serve as a garage for various airport
equipment, and maintenance thereof can be shared with the fire fighting vehicles.
The location of the fire station is on the centre line of both runway ends, and its distance to
the runway end is 1,715 m in perpendicular, or 1,672 m along the curve as shown in Figure
4.4-2. Computation of the response time is made through Table 4.4-2, showing that the
response time of 2.08 minutes with a maximum speed of 90 km/h type and 2.55 minutes
with a speed of 80 km/h can meet ICAO requirements of maximum 3 minutes.
If further a high-speed rapid intervention vehicle (RIV) is introduced, the response time can
be minimized to be less than 2 minutes, which is the latest recommendation of ICAO.
4-27
Table 4.4-2 Response Time of Fire Fighting Vehicles

A. High-speed Fire Fighting Vehicle B. Normal Fire Fighting Vehicle
(6,000L water capacity) (10,000L water capacity)
a Maximum Speed 90 km/h 80 km/h
b Acceleration length & time length time length time

0 - 90 km/h 461 m 29 sec 0 - 80 km/h 527 m 37 sec
0 - 70 km/h 120 m 15 sec 0 - 70 km/h 400 m 25 sec
0 - 50 km/h 76 m 11 sec 0 - 50 km/h 115 m 15 sec
50 - 90 km/h 385 m 18 sec 50 - 80 km/h 412 m 22 sec
c Deceleration length & time

90 - 50 km/h 52 m 3.5 sec 80 - 50 km/h 48 m 3.5 sec
70 - 50 km/h 20 m 1.5 sec
50 - 0 km/h 17 m 2.5 sec 50 - 0 km/h 19 m 3 sec
90 - 0 km/h 68 m 4.5 sec 80 - 0 km/h 63 m 4.5 sec
d Curving speeed 50 km/h R = 100 m 50 km/h R = 100 m

90 km/h R = 300 m 90 km/h R = 300 m
e Distance to runway end

Fire station to start of curve 365m Straight
to end of Curve 157 m Curve (R=100 m)
to Runway end 1,150 m Straight
Total distance from Fire Station 1,672 m
A High-speed Fire Fighting Vehicle (Maximum Speed: 90 km/h)

Fire Straight Curve (R=100) Straight Response Time
Portion to run Station at Site
through Road 13 to Runway through Runway to end (sec) (min)
Length (m) from fire 365 157 1,150 to start
call to dischrge
Speed (km/h) start 0-70 70 70-50 50 50-90 90 90-0 foam at
---in (m/sec) vehicle varies 19.44 varies 13.89 varies 25.00 varies 50% rate
distance (m) 120 225 20 157 385 697 68 of ICAO
Time (sec) 30.00 15.00 11.57 1.50 11.30 18.00 27.88 4.50 5.00 124.76 2.08
B Fire Fighting Vehicle (Maximum Speed: 80 km/h)

Fire Straight Curve (R=100) Straight Response Time
Portion to run Station at Site
through Road 13 to Runway through Runway to end (sec) (min)
Length (m) from fire 365 157 1,150 to start
call to dischrge
Speed (km/h) start 0-50 50 50 50 50-80 80 80-0 foam at
---in (m/sec) vehicle varies 13.89 13.89 13.89 varies 22.22 varies 50% rate
distance (m) 115 135 115 157 412 675 63 of ICAO
Time (sec) 30.00 37.00 9.72 8.28 11.30 22.00 30.38 4.50 153.18 2.55

Figure 4.4-2 Location of Fire station; and Distance to Runway ends
4-28
4.4.4. Utilities
1) Water Supply System
a) Design Year of Water Supply
The water demand projections and sizing of facilities shall be set on the design year 2020.
b) Water Demand Projection
Domestic water users have been categorized into passengers, well-wishers, employees and
restaurants. Table 4.4-3 shows the water demand computations for year 2020.
Water demand variations during the year and during the day have also been analyzed. The
Maximum Day Demand occurs during the airport’s busy days.
The Peak Hour Demand happens during the time of day that the airport is at its busiest. This
is commonly the case when several flights arrive and depart from the airport at the same
time. A factor of 2.5 is applied to the Average Demand to obtain the Peak Hour Demand.
Table 4.4-3 Water Demand Projection

Unit Water
Category Assumptions and Computation Consumption Demand
(m3/d)
Average daily passengers L/day.
Passengers 20 90
= 1,436,000/320 =4,488 person person
As per 1 passenger=3 well- wishers;
L/day.
Well-wishers (=3x4,488=13,464 person/day; assumed 30% 20 81
person
to use water; =13,464x30% =4,039 person)
Traffic unit x 0.6 x 67% for average day
L/day.
Employees =(annual passengers/1,000+annual cargo/100) 100 62
person
x 0.6 x 67% =620 person
Floor area= 840m2; seating area 60% of
L/day.
Restaurants floor area; 1 m2/seat; meal turnover 5 times 40 100
meal
/day; 840 x 60% x 1 x 5 =2,520 meals/day
Total Domestic Sum of the above
333
Consumption [A] [A] (m3/d)
Cooling System [B] Make-up water rate = 0.00 0
Average Day Demand [C]=[A]+[B]=333+0
333
[C]
Maximum Day Busy days = 280 days/year;
383
Demand [D] [D]=[A] x (320/280) + [B]
Peak hour factor = 2.5
Peak Hour 35
[E]=([A] x 2.5 +[B])/24hr
Demand [E] m3/hr.
=(333 x 2.5 + 0)/24
Note) Year 2020 Forecast: Annual Number of Passengers=1,436,000

, Annual Cargo=10,728 tons, Peak Days of Year=320 days
2) Power Supply System
a) General
The power house, located between the passenger terminal building and the control tower,
ATC operation and administration building will house the following for the purpose of
4-29
achieving good maintenance and serviceability to all mechanical and electrical systems of
the complex.
¾ Electric power substation
¾ Emergency generators
¾ Constant current regulator (CCR)
¾ Control room
From the power house, a series of underground concrete cable ducts will be installed to serve
all the buildings and other electro-mechanical facilities inside the airport complex including
the air navigation facilities.
b) Primary power source
The proposed New Bohol Airport is under the franchise area of BOHECO-1, which can
supply the new airport by the planned 10MVA Substation to be installed along the Panglao
Central Road. BOHECO-1 proposal for the 13.2 kV overhead lines will include supply and
installation up to the receiving points of the project. Initial coordination with BOHECO-1
official concluded that the cost of the overhead facilities from the source going to the site
shall be shouldered by the project. These overhead facilities will be solely used by the airport
and nobody can tap on this line as per BOHECO-1 official.
At present, there are three (3) overhead lines that crisscross the island Municipalities of
Dauisand Panglao which serve the whole of the island. The three (3) lines get power from
the 10MVA DAMPAS Substation in Tagbilaran City, around 6km northeast of Dauis. The
source of power is from NAPOCOR’s interconnection in Leyte.
c) Estimation load capacity
The total load capacity for the whole airport area, including road lighting for the access road,
is roughly estimated at around 3,000kVA.
3) Sewerage System
a) Basis of Design
The sewage treatment plant to be constructed within the airport facility is designed to treat
and dispose the sewage generated from domestic and commercial activities within
acceptable environmental standards. The sewerage facility other than providing adequate
sanitary conditions for the users and occupants of the airport is also to prevent water
pollution in the surrounding environs.
This section covers the planning fundamentals for the system of sewage treatment to include
its impact to the environment. The planning, more specifically, the criteria adopted, is in
accordance with the development plan of the airport facilities established for the year 2035.
b) Design Consideration and Analysis
The final design year is established for the year 2035, which is the long-term target year of
the airport development. The sewerage plan is prepared to follow the phasing of the airport
4-30
development plan wherein the first phase of staged construction is planned for the target
year of 2020. The succeeding sub-sections presents the basic fundamentals considered in
establishing the design criteria and facility requirements.
c) Assumption of Sewage Flow
Although sewage flow projections are mostly derived by applying a return factor (the ratio
of discharged sewage against consumed water), prudent design however dictates that sewage
quantity is assumed to be equal to the distributed water quantity. Considering the water
demand estimates for domestic and commercial activities as presented in the previous
sections of this report, the design sewage flow (Table 4.4-4) was derived adopting a return
factor of 100%.
Table 4.4-4 Projected Design Sewage Flow
Sewage Flow Value

3
Daily Average Flow 325 m /day
Daily Maximum Flow 420 m3/day ~ 0.29 m3/min
Hourly Average Flow / Peak Flow (16 hours operations) 496 m3/day ~ 0.52 m3/min
4-31
4.5. Summary of Airport Facility Requirements
Based on the discussion thorough Chapters 3 to 4, Airport Facility Requirements for 2020,
2030 and 2040 are summarized in Table 4.5-1.
Table 4.5-1 Facility Requirements for New Bohol Airport

at Present Future Requirements
Item
in 2010 2020 2030 2040
1 Annual Passengers (2-way) 572,476 1,435,640 1,957,704 2,441,688
- Domestic 572,476 1,393,000 1,773,000 2,117,000
- International - 42,640 184,704 324,688
2 Annual Cargo (tons) 4,791 10,812 13,274 15,968
3. Annual Air traffic Movements (2-way) 4,664 13,915 17,047 19,807
- Domestic 4,664 13,545 15,355 16,993
- International - 370 1,692 2,814
4 Peak-day Passengers (2-way) 1,790 4,892 6,511 8,099
- Domestic 1,790 4,353 5,541 6,616
- International - 539 970 1,483
5 Peak-Hour Passengers (1-way)
- Domestic (PH factor) 400 375 (15.1 %) 464 (14.6 %) 542 (14.3 %)
- International (PH aircraft) - 128 (A320) 208 (B767) 240 (A330)
6 Peak-Hour Passengers (2-way)
- Domestic 600 577 714 834
- International - 197 320 369
7 Peak-Hour Aircraft (1-way)
- Domestic 3 3.19 3.51 3.81
- International - 1 1 1
8 Design Aircraft A320 A320 A321/B767/A330
9 Longest Destination Manila Inchon/ Beijing/ Narita
10 Aerodrome Reference Code 3C 4C 4E
11 Fire Fighting Category Cat 6 Cat 6 Cat 9
12 Operational Category VFR Precision CAT 1: 24 hours
13 Runway Length (m) 1,779 m 2,110 m 2,500 m
- Width (m) 30 m 45 m 45 m
14 Runway Strip Length (m) 1,800 m 2,230 m 2,620 m
- Width (m) 100 m 300 m 300 m
15 Taxiway 2 stub 2 stub parallel
16 Passenger Terminal Floor (m²) 850 9,660 15,470 20,010
- Dom (13-16m²/2-way peak Pax) 850 9,660 9,660 12,630
- Intl (16-20m²/2-way peak Pax) - common use 5,810 7,380
17 Water Demand (m³ /day) - 325 425 525
18 Electricity (KVA for contract) - 3,000
4-32
4.6. Zoning of Airport Facilities
Proposed Zoning of Airport Facilities is shown in Figure 4.6-1.
Figure 4.6-1 Proposed Zoning of Airport Facilities
4-33
Chapter 5
Conceptual Design
Table of Contents
5.1. General Concept ······························································································ 5-1

5.1.1. Terminal Concept ····················································································· 5-1
5.1.2. Energy Conservation Concept ································································· 5-5
5.2. Civil Works ········································································································ 5-9

5.2.1. General ···································································································· 5-9
5.2.2. Earthworks ······························································································· 5-9
5.2.3. Pavement Works ···················································································· 5-13
5.2.4. Drainage ································································································· 5-16
5.3. Utility Works ··································································································· 5-17

5.3.1. Water Supply System ············································································· 5-17
5.3.2. Power Supply System ············································································ 5-19
5.3.3. Sewerage System ·················································································· 5-21
5.4. Building Works ······························································································· 5-22

5.4.1. Division 1: (B1) Passenger Terminal Building (PTB) ······························ 5-22
5.4.2. Division 2: (B2) Cargo Terminal Building (CTB) ····································· 5-41
5.4.3. Division 3: (B3) Control Tower, ATC Operation & Administration Building (ATC) · 5-44
5.4.4. Division 4: (B4) Fire Station & Maintenance Building (FSM) ·················· 5-51
5.4.5. Division 5: (B5) Ancillary Building (ACB) ················································ 5-54
5.4.6. Division 6: (B6) Utility Buildings (ULB) ··················································· 5-57
5.4.7. Division 7: (B7) Navaids Building (NAV) ················································· 5-66
5.5. Air Navigation Works ····················································································· 5-68

5.5.1. General ·································································································· 5-68
5.5.2. Radio Navigation Aids and Communications ········································· 5-69
5.5.3. Aeronautical Ground Lights ···································································· 5-70
5.6. Cost Saving Scenario ···················································································· 5-73

5.6.1. Cost Saving for Airfield Facilities ···························································· 5-73
5.6.2. Cost Saving for Air Navigational Facilities ·············································· 5-73
5.6.3. Cost Saving for Passenger Terminal Building (PTB) ······························ 5-74
5.6.4. Airport Layout Plan for Cost Saving Scenario ········································ 5-79
Chapter 5: Conceptual Design
Chapter 5. Conceptual Design

5.1. General Concept
5.1.1. Terminal Concept
1) Location of Buildings
The location of the passenger terminal building is determined based on the airfield separation
distance and building restriction line as shown in Figure 5.1-1.

Figure 5.1-1 Airfield Separation Distances
With regard to the terminal facilities, the following facilities need to be provided and are
shown in Figure 5.1-2.
¾ Passenger aircraft parking apron

¾ Passenger terminal building
¾ Cargo terminal building
¾ Control tower, ATC operation and administration building
¾ Fire station and airport maintenance building
¾ Power house with chiller yard
¾ Water tank and pump house
¾ Roads and car park

Figure 5.1-2 Terminal Area Site Plan
5-1
The terminal area layout plan has been made historically in consideration of the following
requirements:
As stated in Chapter 4.4-3, location of Rescue and Fire Station is firstly selected at exactly in
the middle of the 2,500-m long runway, so as to comply with the “Maximum 2-minutes
Response Time” recommended in the latest ICAO Annex 14.
Axis of the Passenger Terminal Building (PTB) is selected exactly in the middle of the
terminal area, in consideration of smooth entry-alignment of the access road. Therefore,
indispensable airport lifeline facilities such as control tower, ATC operation and
administration building, fire station and airport maintenance building, power house and chiller
yard should be located in the northern area of the terminal, while the passenger and cargo
terminal buildings should be in the south.
The proposed area for the future fuel farm will be situated to the east of the fire station and
airport maintenance building so that it will not obstruct with the operations of the passenger
and cargo terminal buildings.
The sewage treatment plant has been located in the southern tip of the terminal area to allow
sewage as much as possible to be transported by gravity.
2) Passenger Aircraft Parking Configurations
Based on the peak-hour aircraft movements, the aircraft parking stand requirements have been
determined as 1 Code E (A330 class) for International, and 1 Code E (A330 class), 2 code C
(A320 class) and 1 Code B (DH3 for regional shuttle) for domestic operations, or in total, 2
A330, 2 A320 and 1 DH3.
Meanwhile, the proposed arrangement of the passenger terminal building is to have 3 fixed
gates each equipped with 1 passenger boarding bridge, with provisions for a second passenger
boarding bridge at each gate.
Figure 5.1-3 shows the Aircraft Parking Configuration.
5-2
Pattern Parking Configuration

Basic Pattern
International
1 A330-300
Domestic
1 A330-300
2 A321-200
1 DH3
Emergency
1 A330-300
Variation 1
International
2 A321-200
Domestic
4 A321-200
1 DH3
Emergency
1 A330-300
Variation 2
International
1 A330-300
Domestic
3 A330-300
Emergency
1 A330-300
Figure 5.1-3 Aircraft Parking Configuration
5-3
3) Road and Car Parking Plan
The proposed car park layout in front of the passenger terminal building secures complete
unidirectional two-lane vehicle traffic flow around the car park. In front of the passenger
terminal building one lane is utilized for loading and unloading of passengers, a second lane
will be used for maneuvering vehicles, a third lane is for other passenger-related traffic, such
as bypass or thoroughfare to the car parking, whilst a fourth lane is to be utilized by staff
vehicles and vehicular traffic to the cargo terminal.
The entrance to the car parking is from the opposite side of the terminal building to avoid
congestion at the terminal entrance. The ingress and egress of the car park are controlled by
tollbooths.
Apart from passenger vehicles and taxi’s, ample space reservation is made for jeepney and
tourist bus parking.
Car access to airside is provided at various points, to ensure full security each cross point from
landside to airside is controlled by a manned guardhouse.
There are two airside access roads on either side of the passenger terminal building, two
airside roads at either end to the south and the north of the landside terminal area.
Two more airside access roads are provided, one through the cargo terminal complex and
another one through the Control Tower, ATC Operation/Administration Building (CTO) and
Power House (PWH) complex.
The last two access roads are preceded by a guardhouse security with perimeter fence around
the complex, one each for the cargo terminal and the CTO/PWH complex.

Figure 5.1-4 Road and Car Park Plan
5-4
5.1.2. Energy Conservation Concept
1) Energy Saving in Mechanical Systems
Global earth warming is partly caused by numerous mechanical systems currently in use to
increase the comfort level of human habitats.
Energy saving in mechanical systems is defined as to minimize the primary energy

consumption while ensuring providing the required functions.
Basic factors to realize energy savings are as follow:
¾ to reduce heat loads.

¾ to reduce energy loss in the transfer route.
¾ to use high efficiency equipment and machinery.
¾ to use energy recovery and recycling.
The following energy saving technologies for the ventilation and air conditioning systems are
considered applicable in the design of the New Bohol Airport.
Table 5.1-1 List of Energy Saving Plan for Mechanical Systems
No Item Description
a Saving Water Type’s Sanitary Fixtures and Water saving
Automatic Water Faucet
b High Efficiency Equipment for Chiller and Air Improve the efficiency of system
Conditioning System
c Variable Water Volume (VWV) System Reduce the conveyance power for pumps
d Central Control & Monitoring System Reduce the conveyance power for pumps
e Division of Heat Source Equipment (Chiller) Energy saving
f Changing the Specification of Insulation (for Reduce the loss from chilled water pipe
chilled water pipe, etc)
g Zoning of Air Conditioning System Rational design and energy saving
h Air Conditioning for Occupancy Zone only Energy saving
/Stratified Air Conditioning System with
Natural Ventilation System
a) Sanitary Fixtures of Saving Water Type
In order to reduce the water consumption and to protect the water resources, the use of saving
water type sanitary fixtures can reduce the flushing water volume by approximately 30～35 %
comparing to the use of conventional-type sanitary fixtures.
5-5
Saving Flushing Water about 30～35 %

Source: Catalogue of Manufacturer
Figure 5.1-5 Sanitary Fixtures
b) High Efficiency Equipment for Ventilation and Air Conditioning System
High efficiency ventilation and air conditioning equipment is defined as, in comparison to
conventional typical equipment, equipment that can achieve a large efficiency combined with
a reduction in energy consumption and operating cost.Therefore, the latest high efficiency
equipment for ventilation and air conditioning systems should be actively considered for
implementation at the New Bohol Airport.An air cooled chiller system that has a high
Coefficient of Performance (COP) as compared to conventional chiller equipment shall be
adopted. The chiller shall be a screw type compressor that can provide highly efficient
operations with partial load.
In addition, air cooled heat pump’s packaged air conditioners (cooling only) and other such
equipment shall also be considered to be adopted at the New Bohol Airport.
c) Variable Water Volume (VWV) System
Variable water volume systems shall be used for the secondary chilled water supply pump
system whereby the circulatory chilled water volume can be changed according to a variation
in the heat load by using a Multiple Control system with inverters. Compared to the constant
water volume system, it is effective to achieve savings in the power consumption of the
secondary chilled water pump.
Source: Catalogue of Manufacturer

Figure 5.1-6 Outline of Variable Water Volume (VWV) System
5-6
d) Central Control & Monitoring System (CCMS; a part BMS)
The CCMS for mechanical works shall record the operational conditions of each equipment,
output of the chillers, heat volume for the cooling, consumption of service water, electrical
consumption, etc.
The CCMS will provide a sufficient functional automation capacity so that further expansion
of equipment will not lead to increase manpower due to a potentially increased workload.
Diagram of Chiller System on Monitor Diagram of AHU System on Monitor

Figure 5.1-7 Monitoring System
e) Division of Heat Source Equipment (Chiller)
In order to save energy, multiple numbers of heat source equipment (chillers) shall be adopted
and multiple units control for chillers and chilled water pumps shall be used.
The required number of units shall be controlled by a digital sequence controller through the
actual cooling load based on the chilled water temperature and flow meter.

Figure 5.1-8 Outline of Division of Chillers
f) Changing the Specification of Insulation
To change the specification (material, thickness, etc.) of insulation for chilled water pipe in
order to reduce the heat loss from chilled water pipes.
Pipe Insulation Materials
Insulation for Chiller & Chilled Water Pipes (TSN Airport)

Figure 5.1-9 Insulation Materials
5-7
g) Zoning of Air Conditioning System
The zoning of air conditioning systems shall be designed in consideration of the operation
time of each area/ room in order to be individually operated, depending on the demand. The
passenger terminal building shall be zoned to meet the varying needs of different passenger
areas, office areas, and concession tenant areas in order to save energy.
h) Air Conditioning for Occupancy Zone only /Stratified Air Conditioning

System with natural ventilation system
In large and high ceiling areas such as the check in lobby or gate lounges, usually large
amounts of energy are required to condition the entire volumes.
To ensure comfort and economy, the air conditioning for occupancy zones only, stratified air
conditioning systems shall be adopted at the passenger terminal building. In this system, areas
to be air conditioned shall be limited to the ambient space of occupants, which is the low level
zone to avoid unnecessary air conditioning, and hot air accumulated in the upper part of the
space shall be discharged by natural (or mechanical) ventilation to ensure energy saving.
Moreover, to use local air conditioning systems, including a floor-supply displacement air
conditioning system and an individual (decentralized) air conditioning system shall be
considered at future design stages.

Figure 5.1-10 Outline of Air Conditioning in Occupancy Zone only
5-8
5.2. Civil Works
5.2.1. General
The site of the proposed New Bohol Airport is generally flat with a moderate slope in the
general direction of north to south varying only within a few meters based on previous
topographic survey conducted for the project site. For this particular project the requirements
and criteria, as set forth in the ICAO and FAA standards, are as follows:
5.2.2. Earthworks
Considering the generally flat condition of the proposed site, the following shall be taken into
account in preparing the detail of earthworks for the Project.
¾ The longitudinal and transversal slopes of the runway, taxiways, apron and other airfield
facilities shall conform to the requirements of ICAO Annex 14 Standards and
Recommended Practices.
¾ The grading plan shall have an effective drainage system considering the proximity of the
site to the shoreline.
¾ The use of suitable embankment materials coming from the excavation for drainage and
other structures within the project site.
Taking into consideration the above requirements and based on the results of site investigations,
the design and method of earthworks implementation shall be the balanced cut and fill method
to minimize the quantity of imported embankment materials from remote quarry sites. The
finished level of earthworks and other civil facilities will be decided by a topographic survey
during the detail design stage. Existing Topography is shown in the Figure 5.2-1.
5-9
Overall
Keyplan
South
west
Portion
Central
Potion
North
east
Portion

Figure 5.2-1 Existing Topography
5-10
Runway profile and cross section of the proposed earthwork and grading plan are given in
Figure 5.2-2 and Figure 5.2-3.

Figure 5.2-2 Runway Profile
5-11

Figure 5.2-3 Runway Cross Section
5-12
5.2.3. Pavement Works
The pavement structure shall be computed taking into consideration the following:
¾ Expected Volume of Traffic.
¾ Design Aircraft.
¾ Sub grade CBR and K value.
1) Annual Traffic
Annual aircraft movements for international and domestic operations for the design years are
given in Chapter 3, from which annual departures for the Design Aircraft are computed as
shown in Table 5.2-1.
Table 5.2-1 Annual Departures of Design Aircraft

Aircraft/Years 2020 2040 Annual Growth
DH3 1,280 1,280 0%
A321-200 5,938 6,469 0.43 %
B767-300 47 95 3.6 %
A330-300 457 2,552 9%
2) Pavement Thickness Calculation
The values of the above criteria have been entered into the FAARFIELD Pavement Design
Program. Preliminary pavement design is shown in Figure 5.2-4, Figure 5.2-5 and Figure
5.2-6.
Source: FAA
Figure 5.2-4 Annual Departures for design Aircraft
5-13
Source: FAA
Figure 5.2-5 Thickness of Flexible Pavement
Source: FAA
Figure 5.2-6 Thickness of Rigid Pavement
Based on the pavement thickness given from the FAARFIELD Pavement Design Program,
pavement structures for runway, taxiways and apron are shown in Figure 5.2-7, Figure 5.2-8
and Figure 5.2-9.
5-14

Figure 5.2-7 Runway Pavement Structure

Figure 5.2-8 Taxiway Pavement Structure

Figure 5.2-9 Apron Pavement Structure
5-15
5.2.4. Drainage
1) Drainage System
One of the prerequisite conditions for environmental protection is that any dirty water should
not overflow from the new airport to the ocean. Toward this objective, storm water along
airfield is planned to be collected through rip-rapped (or CHB-walled) open ditch, so that storm
water is locally detained and soaked into the ground as much as possible, then only a minimal
volume of storm water would overflow into the soaking yard.
Daily maximum rainfall occurred for the last 10 years was 94 mm recorded in October 2010.
Assuming 50 % of the rainfall is naturally absorbed into the ground of approximately 200ha,
reservoir capacity of detention pond (soaking yard) should not be less than 94,000 tons of water
(i.e. 50% x 0.094 m x 2,000,000 m²). In addition, maximum 420 tons in total of water used for
the building complex (including PTB, CTB, control tower, operation building, fire station and
maintenance building) will be discharged via sewage treatment plant to the same soaking yard,
which culminate a total of 94,420 ton of water. The environmental / social advisory committee
of JICA suggests that the area of soaking yard should be planed as large as possible to prevent
overflow of storm water due to extraordinary weather condition recently encountered
worldwide. Meanwhile, the area of soaking yard is approximately 20 ha where the bottom is
lowered by 1 m, in average hence 200,000 tons of water can be detained which can cope with
the requirements.
To preserve the soaking function in the open ditch, filtration bank covered with geo-textile and
gabion should be designed to be strategically located as shown in Figure 4-6. If necessary, the
bottom of the soaking yard could be covered by geo-textile materials so that fine sand stuck into
the natural underground-watercourse could be prevented.

Figure 5.2-10 Filtration Bank to Prevent fine soil effluences
5-16
Prep
paratory Survey for New Bohool Airport Consttruction and
Susstainable Enviroonmental Protecction Project
Finall Report Volumee 1: Airport
Chaapter 5: Concepptual Design
5.3. Utility Works

s
5.3.1. Water
W Supplly System
1) Outside off New Airpo

ort Site
Receiving Tank
T of bulk water will beb built at ann elevation oof 45m abovve MSL in thhe BWUI
land in Dauuis. For the purpose
p of measuring
m th
he quantity of
o water for airport usag
ge, water
meter is insttalled on the inlet pipe off the Receivin
ng Tank.
T locationn of water suppply facilities is shown in

The n Figure 5.3--1
New receiving
r tank for
f BWUI:
Q=1150m3
Pump Existing
g
Tran m3/day
nsmission: 420m Transmission
Pum
mp head: 50m Pipe by BWUI
GL:: 29m PVC200 0mm
New Trannsmission Pipe -1

-
HDPE D150mm
L= 3 km
Road croossing (jacking method)

Communicaation Line
for pump op
peration
Relayy Tank
Q=150m3
GLL: 65m
New Trannsmission Pipe -2
-
HDPE D150mm
L= 11km
Receivingg Tank
in New aiirport
Source: JICA
A Study Team
Figure 5..3-1 Locatio
on of Wate
er Supply Facilities
F
Water for thhe airport usaage will be pumped

p up to
o the Relay Tank
T at an ellevation of 62
6 to 65m
above MSL via 3-km lonng transmisssion pipe. Th hen the waterr will be suppplied by gravity flow
to the new airport
a via abbout 11-km long
l transmiission pipe. The
T transmisssion pipe willw install
in the shouldder of the cennter nationall highway.
5-17
According to facility requirement study for the new airport construction, daily maximum
required quantity of water is estimated at 383m3/day. Required quantity of bulk water is
estimated to be 420m3/day including about 10% to account for leakage along the way.
At present, BWUI’s total water supply capacity in the summer season (in March 2012), is
23,487 m3/day, and actual maximum water supplied in March 2012 was 20,753 m3/day, the
margin of the daily supply is 13% of about 3,000 m3. Meanwhile the quantity demanded for the
new airport is 420m3/day, and it will be about 2% of daily maximum of whole water supply in
BWUI.
2) Inside of New Airport Site
Required water to each airport facility shall be supplied from the airport receiving reservoir
tank by means of booster pumps and a pressure tank to maintain the pressure. An additional
booster pump and pressure tank system will be provided to supply water up to the Control
Tower cab.
Exterior fire protection facilities shall also be installed around the buildings. Fire hydrants
shall be strategically located to facilitate fire fighting during emergency conditions. Fire
fighting water shall also come from the receiving reservoir. A fire pump shall directly deliver
to the fire hydrants the required flow and pressure during fire condition.
By-pass lines for water distribution and outdoor fire protection shall be provided.
Irrigation of landscaped areas of the airport terminal area is supposed to come from the
effluent of the Sewage Treatment Plant (STP). But because of the expected low water output
from STP, the irrigation system may be tapped from the outdoor fire protection system. The
line bypassing the pump station shall be opened and the available pressure from the
transmission shall be used for irrigation. Hose bibs shall be strategically located to supply
water to plants and landscaped areas. The overall flow diagram is shown in Figure 5.3-2.

Figure 5.3-2 Overall Flow Diagram of Water Supply System
5-18
5.3.2. Power Supply System
3) General
The electric power will be supplied by 13.2kV 60Hz, it is distributed from the power house to
the passenger terminal building and the control tower & ATC operation and administration
building, sewage treatment plant, cargo terminal building. The power for water tank, pump
house and fire station is received from the control tower & ATC operation and administration
building.
From the power house, a series of underground cable ducts and manholes will be installed to
serve all the buildings and other electro-mechanical facilities inside the airport complex
including the air navigation facilities.
4) System Design
a) Main System
Primary voltage from the electric company will be at 13.2 kV and secondary voltage at 460V
and 230V.
Power transformers, power circuit breakers, medium voltage switchgears, distribution

transformers, generators, and low voltage switchgear, power capacitors, aeronautical ground
lights equipment, monitoring equipment and equipment for maintenance purposes will be
housed in the Power House. Distribution of power to other buildings will be at high voltage,
and low voltage feeders through a series of underground cable ducts.
Basic design load for Aeronautical Ground Lights and Apron Floodlights is 250 KVA at 230V,
3 phase, 65% of the design load will be energized by a generator during power failure.
Basic design load for car park and road lighting is 100 KVA at 230V, 3 phase, approximately
35% of the design load will be energized by a generator during power failure.
b) Generator Set
The tentative design load of the generator set is 1,100 KVA at 13.2 kV, 3 phase. The purpose
of the generator is to provide power for the essential load of the airport during normal power
failure. The total generator capacity of 1,100 KVA represents 50% of the total load of whole
airport.
In consideration of the quality of the normal power source and the need to be prepared for
periodical inspection and maintenance services of the generator, three sets of generators shall
be provided with a rating of 500 KW (625 KVA) each.
The System will be linked with three sets of 625KVA generator system for auto synchronizing
and load sharing capability.
A fuel tank will be provided for five (5) full days operating capacity of the generator at the
power house. This estimate is based on the requirements of 72 hrs. (3 days) minimum of item
5-19
2.3.2 Engine Generator sets of ICAO Aerodrome Design Manual, Part 5 Electrical System and
an allowance of two (2) days based the cycle of ordering and delivery of fuel in Bohol Island.
The diesel engine driven stand-by generator sets shall be controllable both manually and
automatically.
Rating and characteristics of each generator set will be as follows:
¾ Type : 3 phase, 3 wires

¾ Rated voltage : 13,200 VAC
¾ Rated revolution : 1,800rpm (60Hz)
¾ Power factor : Lag. 80%
¾ Rating : Continuous
¾ Max. switch-over time : within 10 seconds (for navaids, communications)
: within 40 seconds (for others)
¾ Cooling system : Radiator system
The standby generator set will be mounted on a common bed made of forged steel, and
installed on the concrete foundation.
c) External lighting
Spacing for internal road lighting shall be approximately at a pitch of 45 m, and for access
road at 50 m interval. The illumination level for road lighting shall be at least 15 lux for
access road, 10.5 lux for internal road and 7.5 lux for other areas. The average horizontal
illumination for car park lighting shall be 20 lux.
5-20
5.3.3. Sewerage System
Sewage from the New Bohol Airport shall be treated by a sewage treatment plant (STP)
dedicated to the New Bohol Airport. Wide scale sewage treatment systems have not been
developed around the site, so all sewage from the airport must be treated inside the airport.
Discharge water quality shall be in accordance with Philippine standard BOD 30ppm and the
treated water shall be discharged to the storm water drainage system or existing rivers.
The treatment process shall apply the latest technology at the construction stage, however at
the moment Activated Sludge System (i.e. Oxidation Ditch System), which is widely used for
similar airport facilities, is applied. The feature of the system is as follows:
¾ Simple facility design reduces the system construction cost.

¾ Stable treatment is able to cope with variations in inflow rate and quality of incoming raw
wastewater and this makes the system easy to maintain and manage.
¾ Running cost is low.
¾ The system allows the removal of not only BOD (Biochemical Oxygen Demand), SS
(Suspended Solids) and COD (Chemical Oxygen Demand), but also nitrogen.
¾ Less sludge production contributes to lower cost of sludge disposal.
As an example, a typical flowchart of an Oxidation Ditch System is shown in Figure 5.3-2 and
according to approximate calculation, the STP is estimated to treat approx. 325 tons per day
for the target year 2020.
Flowchart of Oxidation Ditch System Iloilo Airport

Figure 5.3-2 Similar Facilities of STP
5-21
5.4. Building Works
For the purpose of ease of reference, the Building Works are classified into the following 7
Division, some of which are further classified into subdivisions (small buildings) as shown
below:
Division 1 : (B1) Passenger Terminal Building (PTB)
Division 2 : (B2) Cargo Terminal Building (CTB)
Division 3 : (B3) Control Tower, ATC Operation and Administration Building (ATO)
Division 4 : (B4) Fire Station and Airport Maintenance Building (FSM)
Division 5 : (B5) Ancillary Buildings (ACB)
Sub-division 51 : (B51) Drivers Lounge (DRL)
Sub-division 52 : (B52) Car Park Toilet (CPT)
Sub-division 53 : (B53) Guard Houses (GDH)
Sub-division 54 : (B54) Toll Booths (TLB)
Division 6 : (B6) Utility Buildings (ULB)
Sub-division 61 : (B61) Water Tank & Pump House (WPH)
Sub-division 62 : (B62) Power House (PWH)
Sub-division 63 : (B63) STP Control Room (STP)
Sub-division 64 : (B64) Material Recovery Facility (MRF)
Division 7 : (B7) Navaids Buildings (NAV)
Sub-division 71 : (B71) LLZ Building (LLZ)
Sub-division 72 : (B72) GS Building (GS)
Sub-division 73 : (B73) VOR Building (VOR)
5.4.1. Division 1: (B1) Passenger Terminal Building (PTB)
1) Architectural Works
a) Design Targets and Facility Requirement
Facility requirements were calculated based on the estimated peak-hour passenger movements
as well as IATA design standards. Detailed facility requirements of the passenger terminal
building have been computed as shown in Table 5.4-1.
The passenger terminal building concept also has taken into account the following:
¾ Global standard to meet IATA, ICAO and airlines’ requirements;

¾ Provision of simultaneous domestic and international operations;
¾ Highest security;
¾ Barrier free;
¾ Easy expansion in future;
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¾ Environment friendly;
¾ Ease of maintenance; and
¾ Reasonable construction and low maintenance costs.
b) Passenger Terminal Building Concept
Considering the design targets and facility requirements, the passenger terminal building
layout is based on one and a half level passenger processing concept.
To provide for maximum smooth simultaneous domestic and international operations, the
design of the passenger terminal building features a two level structure.
The first level (ground floor), with a total floor area of 8,256 m2, houses the international and
domestic check-in lobby, international and domestic baggage claim areas, airline and
concession spaces. Immigration and customs counters are located along the international
passenger flow for simultaneous operations. The baggage claim hall is divided into two
separate areas each for domestic operatiosn and for international operations At times of sole
domestic or sole international operations the two baggage claim halls can be combined to
function as one, thus increasing the capacity of the domestic or international peak. In front of
the terminal building, on the ground floor, are the departure and arrival public concourses for
meeters, greeters and well-wishers. An external shaded area of 3,000 m2 is provided to cater
for the Filipino custom of sending off and welcoming passenger-relatives. This area has
access to public toilets and various concessions spaces and is directly connected to the
passenger terminal curb side and car park area
The second level, with a total floor area of 6,375m2, houses the domestic and international
departure lounges, government offices, concessions including duty free shops, airside
corridors, CIP and VIP lounges. From the ground floor international and domestic passengers
travel to the second floor by separate escalator/stairs and elevator, immigration counters are
located along the passenger flow for international operations. Prior to entering their respective
lounge areas separate central security check points are provided for each the domestic and
international passengers.
The international arriving passengers at the airside concourse are directed to the southern
stairs/elevator and escalator leading to the international baggage claim area below. Prior to
entering the baggage claim hall the international passengers undergo a health check and report
to the arrival immigration. Prior to exiting the building the international passengers will
require a last inspection by the customs department. Thedomestic passengers arriving at the
second floor airside corridor are directed to the central staircase leading to the domestic
baggage claim hall on the ground floor.
The roof level contains the ventilation and air conditioning equipment serving the second
floor.
Vertical means of transportation, such as stairs, escalator and elevators (for handicapped,
elederly and other special need passengers) are designed to maximize orientation. They are
5-23
strategically located to transport passengers as direct and as straight as possible to their next
processing destinations.
Table 5.4-1 Floor Area Summary of Passenger Terminal Building

Ground Floor
Security Check 170
Check-in Hall 1,127
Passport Control 317
International Baggage Claim Hall 716
Domestic Baggage Claim Hall 1,277
Custom Control 170
Office 814
Concession 444
Toilets 336
Technical Premises 298
Circulation and Structure 2,587
Gross Floor Area in m2 8,256
Second Floor
Passport Control 200
International Security Check 158
International Departure Lounge 879
Airside Corridor 730
Domestic Security Check 156
Domestic Departure Lounge 1,234
Concession 638
Toilets 247
Smokers Rooms 45
Office 444
Lounges 447
Circulation and Structure 1,197
Gross Floor Area in m2 6,375
Roof
Circulation 232
Technical Premises 607
Gross Floor Area in m2 839
Total Gross Floor Area in m2 15,470

5-24
1" 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19"
I N TER NA TI ON AL B AG G AG EM A KE- UP A REA D OM ES TI C BA GG AG E M AK E- UP A REA

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Figure 5.4-1 Ground Floor Plan of Passenger Terminal Building
1" 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19"
A
GR EE N G R EEN
AI RS I DE C O NC O UR SE D O M EST CI A IR SI D E CO N CO UR SE D O M EST C
I
I N TER NA TI O NA L
AR RI VA LS R EM O TE S TA ND
AR RI VA LS
DE PA RT UR ES
B
OP EN O P EN O PEN
BE LO W B EL OW BE LO W
C
I NT ER NA TI O NA LG A TE LO UN G E
CO N C ESS IO N C O NC E SSI O N
C O NC ES SI O N
HC HC DO M ES TI C G ATE L OU N GE
CO N CE SS IO N C O NC E SSI O N CO N CE SS IO N
F M F M
HC HC
D
S M OK IN G SM O KI NG CO N CE SS IO N C O NC ES SI ON
C O NC ES SI ON C ON C ES SI ON
R OO M R O OM M M
F F
CO N CE SS IO N
PS
O FF C
I E SE CU R ITY C H EC K OF FI CE S EC UR I TY CH EC K
OP EN BE LOW E
P
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Figure 5.4-2 Second Floor Plan of Passenger Terminal Building
5-25
Swing Gate

Figure 5.4-3 Passenger Flow Diagram Passenger Terminal Building
The central passenger boarding bridge, principally used for domestic flights, can be used for
international departures and arrivals at off peak hours when there are no domestic arrivals. At
times of sole domestic or sole international operations the two gate lounges can be combined
to function as one, thus increasing the capacity of the domestic or international peak.The
interior design concept of the building provides for lofty and natural-lit public spaces. Thus
the check-in and baggage claim areas have been designed with approximately 2-level high
curved ceilings as well the departure hall ceiling which is extending up to an insulated and
curving roof structure. The public concourse, as well, is designed with a 2-level high curved
ceiling.
SOLAR ROOF PANELS
ROOF DECK ROOF DECK

ROOF DECK
AIRSIDE
CONCOURSE GATE LOUNGE - 2 CONCESSION
2nd FLR.
ELEV
BAGGAGE
MAKE UP AREA DEPARTURE
FIRE EX. OPERATION RM. AIRLINE OFF. CHECK IN HALL PUBLIC CONCOURSE CONCESSION 4 GRD. FLR.
ROAD LEVEL

Figure 5.4-4 Cross Section of Passenger Terminal Building
The multi curved ceilings are clad with natural wood panels, to symbolize the vernacular
language of the Province of Bohol, the material selection is to ensure low maintenance. The
high level curved ceilings depict an abstract image of rolling waves, symbolic for
Bohol/Panglao being island structures surrounded by water.
5-26
c) Facade Design
The external facades of the passenger terminal building enclosing the public areas, are mostly
glazed areas, usage of heat absorbing glazing and external aluminum louvers ensure that the
heat gain and solar glare shall be kept to a minimum. In addition, abundant landscaping in the
form of “hanging” gardens will provide the departure lounges with pleasantly shade green
filtered natural daylight, giving the passenger terminal building a green image, symbolic for
the natural environment of the Province of Bohol.
Glazed Facades External Louvers Hanging Gardens
19" 19 18 17 16' 16 15 14 13 12 11 10' 10 9 8 7 6 5 4' 4 3 2 1 1"

168000
3000 9000 9000 8575 850 8575 9000 9000 9000 9000 8150 850 9000 9000 9000 9000 9000 8575 850 8575 9000 9000 3000
1150 1150 1150 2900
2900
5200
5200
2300
15550
15550
5750
5750
4600
10350
3450 1150
4600
4600
BAGGAGE BREAKDOWN
BAGGAGE MAKE UP AREA
2350
AREA
AIRSIDE ELEVATION
SCALE 1:500m.

Figure 5.4-5 Airside Elevation of Passenger Terminal Building
d) Roof Design
Although the passenger terminal building consists in principle of a simple two story
rectangular structure with a modular design of a 9 by 9 meters structural grid, for ease of
construction, expansion and economical considerations, a portion of the roof design consist of
a multi curve structural steel deck covering the, departure lounges. This multi curve roof is
inspired by the profile of Bohol’s chocolate mountains and the structure appears to be floating
over the Terminal Building imitating the “Rolling Waves” surrounding the islands of Bohol
and Panglao.
A similar multi curved roof structure covers the landside public concourse areas, this curved
roof structure is carried through into the check-in hall providing a seamless integration of
exterior and interior spaces.
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1" 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 19"
SOLAR area
3,578 m2
SOLAR area
187 m2

Figure 5.4-6 Roof Plan of Passenger Terminal Building
1) Special Equipment
The basic requirements of special equipment for Terminal building such as Elevators,
Escalators, Passenger Boarding Bridges (PBB), Baggage Handling Systems (BHS), Security
Equipments and Flight Information Display System (FIDS).
a) Elevators
Six (6) elevators, mainly serving departing disabled passengers, elderly and passengers in
special need, are provided in the PTB as follows:
Two (2) from check-in area to the departure lounges one each for domestic and international
departing passengers;
Two (2) from airside concourse to the domestic and international baggage claim areas;
One (1) from airside concourse to the domestic remote stand departure gate;
One (1) from the south side entrance hall to second and roof deck levels mainly serves for VIP
passengers, staff, terminal services and goods delivery.
b) Escalator
Five (5) escalators in consideration of passenger friendly access are provided in the PTB as
follows:
Two (2) from the check-in area to the departure lounges on the second floor for departure
passengers, one (1) for the international departure passengers and one (1) for the domestic
departing passengers.
5-28
Two (2) from airside concourse to the international and domestic baggage claim areas for
arrival passengers, and
One (1) from the airside concourse to the domestic remote stand departure gate.
Each escalator is located next to a staircase to ensure smooth passenger operation is case of
malfunction or maintenance of the escalator.
c) Baggage handling system
Baggage handling system is provided as follows:
Check-in counter to baggage make-up area:
¾ Weighing conveyor: twenty (20) units, split into 8 units for international passengers and 12 for
domestic passengers,
¾ Queuing conveyor: twelve (20) units,
¾ Belt conveyers of approx. 47m each for international and domestic baggage, ,
¾ Baggage make-up conveyors of 47m and 34m, respectively for international and domestic
baggage.
¾ Baggage breakdown area to Baggage claim area
¾ Belt conveyors of approx. 69m each, three (3) units in total, two (2) units for domestic baggage
and one (1) unit for international baggage.
d) Security system
Security system is provided as follows:
X-ray:
¾ Four (4) for hold baggage at the entrance to the check-in lobby, split into two areas for domestic
and international passengers.
¾ One (1) Out of Gauge X-ray with weighing scale in the check-in lobby, for oversized baggage
for domestic and international passengers.
¾ One (1) for hand baggage and small concession goods at entrance lobby on the ground floor .
¾ Four (4) for hand baggage at the entrances to the departure lounges on the second floor; one set
of 2 X-rays’s for domestic passengers and one set of 2 X-rays for international passengers.
Metal detector:
¾ Four (4) for passengers and staff at the entrance to the check-in lobby, split into two area’s for
domestic and international passengers.
¾ One (1) for VIP and staff at the entrance lobby on the ground floor.
¾ Four (4) for passengers and staff at the entrances to the departure lounges on the second floor;
one set of 2 metal detectorsfor domestic passengers/staff and one set of 2 metal detectors for
international passengers/staff.
5-29
e) Passenger boarding bridge
Three (3) passenger boarding bridges connected to three (3) fixed gangways are provided,
with the provisions for an additional passenger boarding bridge at each gangway.
f) Flight information display system
Flight information displays are provided in the following locations:
Table 5.4-2 Location of Flight information display system
Location Name of device and quantity

Public concourses (Departure and Arrival) ¾ Flight Information Display 4
Concessions on ground floor ¾ Flight Information Display 2
Baggage claim areas ¾ Flight Information Display 2
Baggage breakdown areas ¾ Flight Information Display 3
Offices (CAAP, airlines etc…) ¾ Flight Information Display 15
VIP room ¾ Flight Information Display 1
CIP lounges ¾ Flight Information Display 2
Smoking rooms ¾ Flight Information Display 2
Gate lounges ¾ Flight Information Display 4
Gates ¾ Flight Information Display 4
Check-in counters ¾ Flight Information Display 28
Central monitor room ¾ Flight Information Display 2
¾ Flight Information Display 2
Flight Information room ¾ Host processor system 1
¾ PC for server system 1
2) Electrical Works
a) Power Supply Line
The basic design loads of the passenger terminal building are 1,000 KVA for 460V, 3 phase
and 500 KVA for 230V, 3 phase, single phase. Loads for 460V consists of chillers, cooling
towers, pumps, air handling units, passenger boarding bridges and baggage handling
equipment. Loads for 230V consist of lighting, receptacle outlets, FCU’s, elevators and
escalators. Around 45% of the total design load of the passenger terminal building will be
energized by a stand-by generator during normal power failure.
b) Internal Lighting
Types of LED lighting fixtures to be used are as follows:
¾ LED Fluorescent Lamps – for Offices and Baggage Make-up Area andTechnical Rooms
¾ LED Compact Fluorescent / LED Pin light – for Toilets, Corridors and Hallways
¾ LED Metal Halide lamp – for Public Areas
5-30
c) Emergency Light System
This system will ensure a minimum illumination level and exit signing during total power
failure. This will be considered as part of the regular lighting system.
d) Uninterruptible Power Supply (UPS)
The basic UPS shall consist of the following components:
¾ Rectifier/Charger
¾ Batteries
¾ Solid-State Inverter
¾ Static Transfer Switch
The UPS will be sized to ensure 30 minutes of supply of the connected load, this period will
cover the maximum starting time of the emergency generators.
e) Fire Alarm system
A microprocessor controlled, addressable, automatic fire alarm system, forming a complete

operative and coordinated system will be provided. The system will include alarm-initiating
devices, alarm notification appliances, control panels, auxiliary control devices, annunciators,
power supplies and wiring.
The main fire alarm control panel will be provided with the following facilities, as a
minimum:
¾ Indication of an activated automatic fire detector giving location and zone.

¾ Indication of an activated break glass manual call point.
¾ Fireman’s microphone providing remote control of the emergency message unit, forming
part of the public address/voice alarm system on a zone by zone basis.
¾ Fire officers broadcast to any combination of individual zones.
All wiring of the fire alarm system will be carried out using cables which are capable of
maintaining circuit integrity for a prolonged period under fire conditions.
f) Closed Circuit Television (CCTV) System
Monitoring the operation and use of the CCTV’s will be handled under the centralized
management at the Command and Control Office (CCO) at the passenger terminal building.
Equipment with all cabling and conduits will be provided as follows:
¾ Colour cameras (rotary, zoom type)

¾ Monitor control panels (colour monitor)
3) Mechanical Works
Mechanical works are planned to be design according to the following concepts.
¾ Mechanical systems shall be safe and reliable.
5-31
¾ Operation and maintenance works shall be easily and safely done.

¾ Major equipment shall be duplicated for maintenance and emergency cases. Important
equipment shall have its reserved one.
¾ Flexible and expandable space and installation shall be considered to suit the fluctuation of
demand.
¾ Energy saving shall be adopted.
a) (Plumbing) Cold Water Supply System
Cold water shall be distributed from Water Pump House (WPH) to the Passenger Terminal
Building (PTB) by water supply pumps which shall consist of three duty pumps and one
standby pump. The cold water supply main pipe shall be installed in the underground Utility
Service Tunnel (UST).
Both pumps and tanks shall be provided with automatic controls and monitoring system
through the Building Management System (BMS).
b) (Plumbing) Hot Water Supply System
Hot water demand in the PTB is very limited to such facilities as showers, lavatories or
kitchens. Therefore electrical water heaters shall be installed individually in each place as
required.
The type and location of electric water heater shall be the followings:
¾ Instantaneous single point for each shower/kitchen.

¾ Instantaneous multi point for under counter lavatories.
c) (Plumbing) Sewage Drainage and Vent System
1. Sewage Drainage
Sewage shall, in principle, be drained by gravity, however, the following drainage shall be
lifted up by drainage pump:
¾ The section of external drainage pipes where it is difficult to keep the minimum inclination
of the pipe.
¾ Drainage from underground levels.
Sewage drainage shall not be allowed to use for storm water drainage under any circumstance.
Exclusive pipe and grease interceptors shall be installed for sewage from kitchens to prevent
that grease fills the pipe and flows in the sewage treatment plant (STP).
2.Vent System
Water traps shall be used to prevent bad smell to escape or insects to enter the drainage pipes.
Sewage flow increases the internal pressure of the sewage pipes. Vent pipes shall be
connected to the drainage pipe to stabilize internal pressure of the pipe, to prevent blockage or
breakage of the water trap-seal.
5-32
d) (Plumbing) Storm Water Drainage
Storm drainage pipes shall be installed from the roof drainage designed by architectural works
to the outside of the building. External drainage piping shall be included in the civil works and
excluded from mechanical works.
Drainage pump shall be provided for underground utility tunnel to drain off any seepage
water.
e) (Plumbing) LP Gas Supply System
For safety reasons, the use of LPG shall be limited only in the kitchens of restaurants. Gas
cylinder storage shall be located as such that the length of pipe is as short as possible and the
ease of replacement of cylinders shall be taken into consideration.
Automatic gas breakers linked with a gas leakage alarm system and fire alarm system shall be
installed on the gas supply pipe for safety. In addition the mechanical ventilation shall also be
provided for the kitchen.
Gas meters shall be installed on the branch pipes for each restaurant for gas consumption
charge. Gas meters shall be pulse dispatch type and measurement of gas consumption shall be
done by the BMS.
LP Gas Cylinder Storage Room & Cylinders (TSN Airport)

Figure 5.4-7 LPG Cylinder Storage (TSN airport)
f) (Air Conditioning) Chiller and Chilled Water Pump

Chiller yard and chilled water pump room, located at the northeast of the new passenger
terminal building, will consist of the following equipments.
¾ Air cooled chillers
¾ Primary and secondary chilled water pumps
¾ Primary and secondary chilled water headers
¾ Expansion tank
¾ Electrical panel room
¾ Control room
¾ Maintenance and storage
¾ Underground utility service tunnel
The centralization of the above functions shall facilitate more efficient and easy operation and
maintenance. The chiller system shall be used to provide the chilled water for air conditioning
5-33
system. Five (5) units of the air cooled chillers with a screw type compressor, primary and
secondary chilled water pumps and other accessory equipment shall be installed in chiller yard
near the power house. Space for an additional chiller shall be provided to accommodate
planned future expansion of the passenger terminal building.
Chilled water shall be circulated from the chillers to all air-handling units (AHU), primary air
handling units (PAU) and fan coil units (FCU) through chilled water pipes installed in the
underground Utility Service Tunnel (UST). Refer to Figure 5.4-8 layout plan of underground
Utility Service Tunnel (UST).A controlled variable volume chilled water system shall be used
for second chilled water pump. The number of chilled water pumps in operation at any time
shall be capable of being variable dependent on demand to save operational cost.An
expansion tank shall be provided as storage capacity for the variation in volume of chilled
water in circulation. A closed type expansion tank shall be used and shall be installed in the
chilled water pump room.Refrigerant type used in the chiller shall be R401.
A rough estimation of cooling capacity for chiller system is as follows.

a. Total cooling capacity (Rough estimation) = 15,471m2 x 166kcal/m2h = 2,568,186kcal/h =
2,986KW/h = 850 USRt/h
b. According to the rough estimation above and with the capacity of chiller of 600 kW/h
(=170USRt/h), five (5) units are required, one unit is in reserve. In case the maintenance or
malfunction of one (1) chiller occurs in a peak load period, the system can recover the
shortage of capacity by the following two ways.
¾ Adjust the temperature of some air conditioning areas.

¾ Cut off some unimportant air conditioning area.

Figure 5.4-8 Layout Plan of Underground Utility Service Tunnel (USL)
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Chiller Yard & Air Cooled Chiller (Iloilo Airport)
Chilled Water Header & Expansion Tank & Pumps (Iloilo Airport)
Underground Utility Service Tunnel (Iloilo Airport)

Figure 5.4-9 Chiller Yard & Chilled Water Pump Room
g) (Air Conditioning) Air handling unit (AHU)
A constant air volume single duct system connected to an air handling unit (AHU) shall be
used to Baggage Claim Area, Check-in Lobby, Departure Lounge, Public Circulation Areas,
Airside Concourse, other public areas and some large offices.
All air-handling units shall consist of an air supply fan section, cooling coil section,
pre/medium air filter section and fresh/return air mixing section. Conditioned air shall be
distributed through air ducts and shall be dispersed from the air diffusers or nozzles, etc. in
locations to suite airflow patterns. Architectural aesthetics shall be also considered in the
design of exposed air duct and air outlets, etc.
h) (Air Conditioning) Primary Air Handling Unit (PAU)
The primary air handling unit (PAU) shall be the same type of equipment as the AHU. The
difference between the two units is that PAU shall operate with 100% of fresh air, the AHU
circulating part return air and part fresh air. PAU shall be used with fan coil units (FCU). The
pre-conditioned fresh air from primary air handling unit shall be directed to each area/room by
air duct.
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i) (Air Conditioning) Fan Coil Unit (FCU)
A fan coil unit is a small unit consists of cooling coil and air supply fan. It shall be generally
used to limited areas/rooms as follows:
¾ Offices
¾ Concession Areas
¾ VIP/CIP Lounges/ Entrance
¾ Computer Rooms
¾ Service Entrance
If necessary, fan coil units shall also be used to treat heat gain at perimeter zones, this
however is very variable depending on the zone orientation, weather and time. The fan coil
units (FCU) shall also be used for electrical rooms such as computer room, etc., in this case
the FCUs shall be carefully located to avoid the possibility of damage due to possible water
leakage.
Ceiling cassette fan coil units can be considered for effective supply air distribution, better
aesthetic quality and convenient temperature control.
A ceiling return plenum shall be used and return air opening around the internal building
perimeter shall be provided.
AHU- Air Handling Air Conditioning in Departure Lounge

Units (Iloilo Airport) Supplied by AHUs (Iloilo Airport)
Figure 5.4-10 Chiller Yard & Chilled Water Pump Room
j) (Ventilation System) Toilet

All toilets shall be mechanically ventilated by the exhaust fan and internal space shall be
maintained in negative pressure to avoid foul odor. The exhaust air inlet shall be installed at the
ceiling above the water closets and urinals. Supply air for toilets shall enter through the door
louvers, or via an under-cut of the doors.
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k) (Ventilation System) Machine Rooms and Electrical Rooms
A cross airflow shall be formed by supply fans and exhaust fans for machine rooms and
electrical rooms such as chiller room, generator room, MV-LV electrical rooms, transformer
rooms, etc. The supply and exhaust fans shall be controlled by thermostat switches to keep the
room temperature.
l) (Ventilation System) Smoking Room
Smoking rooms shall be ventilated by an exhaust fan to remove smoke and odor, and the
internal space shall be maintained in negative pressure. Moreover, air cleaners shall be used to
maintain the air quality.
m) (Ventilation System) Fresh Air
Fresh air shall be introduced to each room by using insulated ducts from air handling units.
Fresh air shall be conditioned and shall suffice the requirement for each room. For the
make-up air, door louvers and door undercuts shall be provided for the entry of fresh air.
n) Automatic Control and Monitoring System
The automatic control and monitoring dedicated to the air conditioning and ventilation system
is integrated into the Building Management System (BMS), and shall consist of the
following :
1. Multiple units control of chillers and primary chilled water pumps:
The required number of units shall be operated according to the actual cooling load calculated
controller, based on chilled water temperature and flow meter.
2. Variable Water Volume (VWV) Control of Secondary Chilled Water Pumps
The required number of pumps shall be operated according to the actual cooling load
calculated controller, based on chilled water temperature and flow meter. Proportional control
of by-pass valve or rotational frequency control of chilled water pumps shall control the
supply water pressure.
3. Chilled Water Flow Control of Cooling Coil by 2-Way Control Valve:
The cooling coils of the AHU and PAU shall be controlled by motorized 2-way valves and
thermostats installed in return air ducts or in the rooms. The group of FCUs shall be controlled
by motorized 2-way valve and thermostat.
4. On/off Control of Ventilation Fan by Thermostat:
The supply and/or exhaust fans for the electrical rooms and machine rooms shall be operated
by thermostat.
The main air conditioning and ventilation equipment, except small equipment such as small
fans or air cleaners, shall be operated at their respective motor control panel. An
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auto/off/manual selector switch shall be provided at the motor control panel. In the “auto”
position, the equipment shall start and stop via the BMS. All equipment shall stop (in manual
or auto mode) when the fire alarm system is activated. The necessary interface is part of the
Fire Alarm and Detection System (FADS).
The room temperature, external air temperature and humidity, On/Off status and alarm status
of main equipment, etc. shall all be monitored by the BMS.
The chiller and chilled water pumps shall be interlocked at the respective motor control panel
in the auto mode. In case the space or room is ventilated by both supply and exhaust fans,
both fans shall also be interlocked.
All air conditioning and ventilation system’s main control panels or main equipment shall be
equipped with built-in Programmable Logic Controller (PLC) allowing direct interface with
the BMS. Such PLC shall receive a separated power supply ensured by UPS (part of Power
Supply Section). The interface between the various PLCs shall be included in the BMS
section.
AHU System (Iloilo Airport) Chiller System (Iloilo Airport)

Figure 5.4-11 Similar Central Control & Monitoring System
o) (Fire Fighting) Water Supply
The water supply for the fire fighting shall be fed from the site common water storage tank for
general water usage and fire fighting, which has a permanent one hour fire fighting water
storage, located at the Water Tank and Pump House.
The system shall be provided with its own fire pumps set consisting of one (1) motor driven
duty pump, one (1) stand – by pump, driven by a diesel engine and two (2) motor driven
jockey pumps, stand-by and duty. The independent fire fighting water reserve capacity shall
be capable of supplying water for the sprinklers, wet standpipes, and hose requirements. The
design capacity of the fire reserve tank shall be dependent on the required flow – rate of the
pump and must be able to feed the system for not less than one hour duration.
The control system is to be arranged so that when the pressure level drops below the preset
pressure (activation of sprinklers or opening of the stand pipe system) the controller is to
activate the pumps to provide the required water to the fire fighting system.
5-38
Fire Water Pumps & Water Tanks (Iloilo Airport)

Figure 5.4-12 Similar Fire Water Pumps & Water Tanks
p) (Fire Fighting) Sprinkler System
The Sprinkler System is an integrated system of underground and overhead piping, designed
in accordance with NFPA 13 standard. The portion of the sprinkler system above ground is a
network of hydraulically designed overhead piping, to which sprinklers are attached in a
systematic pattern. Each sprinkler system riser includes a device for actuating an alarm when
the system is in operation.
There shall be two (2) sprinkler risers located in opposite stairwell areas. These sprinkler
risers shall serve ground floor, second floor and roof deck level. Stand hose pipes and fire
hose cabinets are integrated to these risers.
In accordance with NFPA 13, all areas with suspended ceilings shall be provided with pendent
type sprinklers while areas with no ceiling shall be provided with upright sprinklers.
q) (Fire Fighting) Stand Hose Pipe Connection and Fire Hose Cabinet System
The design of the Standpipe System shall be governed by the building height, floor area,
occupancy classification, egress system design, required flow rate and residual pressure, and
the distance of the hose connection from the source water supply. Standpipes shall be
provided in each fire exit stairway.
Fire hose cabinets are provided throughout the entire passenger terminal building and are
interconnected with the sprinkler system. The fire hose cabinets shall be of class III system,
having a 40 mm. diameter for occupants use and a 65 mm. diameter hose valves for fireman’s
use. Fire hose cabinets shall be located not more than 60 m. travel distance and the hose
nozzle shall be able to be taken into every room and within 6 meters of every part of a room.
r) (Fire Fighting) External Fire Hydrant System
Fire hydrants shall be provided on both the ramp and street sides of the terminal building. The
Fire hydrants are strategically located around the perimeter of the building, to provide
protection to the structure from potential exposure to fires.
Hydrants shall be provided in sufficient number and be located in a manner that shall enable
the needed flow to be delivered through hose lines to all exterior sides of the terminal
building and other areas to be protected.
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The hydrants shall have a 65 mm. diameter x 3 way outlet connection.
A 65 mm. diameter x 45 m. (150 ft.) double jacketed house shall be stored inside the hose
house near each hydrant for ready accessibility, including a special wrench, a fire extinguisher
and an ax.
As a primary mean to supply water to the system, a Fire Department Inlet Connection shall be
provided and located at a designated fire truck station.
Each hydrant shall be provided with a manually operated isolating valve (normally closed).
s) (Fire Fighting) Carbon Dioxide And FM 200 Gas System
FM200 fixed gas system shall be provided for all computer rooms and other manned
electronic stations. The system for the rooms shall be by total automated flooding application.
Each installation shall be a complete system and its status shall be indicated on the main
addressable fire control panel.
Each COMS room shall be provided with an independent Total Flooding System (FM 200).
The following FM 200 system components shall be provided for each room:
¾ Alarm Device System.

¾ Door Locking Mechanism.
¾ FM 200 Fire Suppression System.
¾ Control Panel.
Carbon dioxide (CO2) systems shall be provided for electrical equipment rooms such as HV /
LV switch – gear rooms, transformer rooms and diesel generator rooms. Wheel type CO2 fire
extinguishers shall be provided for other specified rooms., only carbon dioxide tank wheel
types shall be allowed.
FM200 Gas System-Cylinder &

Control/Operation Panel (Iloilo Airport)
Figure 5.4-13 Similar FM 200 Gas System
t) (Fire Fighting) Fire Extinguisher
Fire extinguisher requirements shall conform to the provisions indicated in NFPA–10 and by
the local fire code. The capacity and type of extinguisher shall be based on the parameters
stipulated by the “authority having jurisdiction”.
5-40
Fire extinguishers shall be strategically located to every 22 m. (72 ft.) of travel distance at any
point throughout the passenger terminal building.
u) (Fire Fighting) Water Mist System
This system shall protect the airside window glass from shattering due to intense heat in case
of the outbreak of fire. The water mist sprays shall be located in the exterior of airside window
glass.
When activated, water mist sprays shall cover all windows facing airside of airport. Special
type water mist nozzles shall provide a total flooding mist effect that shall immediately reduce
heat and extreme high temperatures.
The system to be used is a “Low Pressure Water Mist Atrium N-Pipe System (Deluge System).
The standard atrium N-pipe system comes in 6 m. lengths with integrated nozzles at every 1 m.
spacing. The N-pipe system consists of SS316 diameter tubing with ¾” BSP/NPT thread at
each end. The water pressure is 6 bars at the nozzles. The flow rate per 6 m. is 91 l/min at 6
bar pressure. A detection system shall interface with the building Fire Alarm System.
v) (Fire Fighting) Control Panel
All the detected alarms from the Fire Alarm System shall be interfaced with the Fire Control
Panel and the Sprinkler Supervisory Control Panel located in the COMS room and the Pump
Control Panel located at the Water Tank and Pump House.
5.4.2. Division 2: (B2) Cargo Terminal Building (CTB)
The cargo terminal building is located at the southern side of the terminal area adjacent to the
passenger terminal building.
The cargo terminal building will be used by multiple airlines and freight forwarders/cargo
agents. Considering the multiple users and future expansion, a module system has been
adopted for the floor planning. One module has a total floor area of 51.84m2 (7.2m x 7.2m).
The module proportions have been so designed so that the width and depth of each module
provides sufficient space for trucks and vehicles to dock and to efficiently perform all other
cargo processing and storage functions.
The building consists of a covered platform (loading and unloading dock), office areas, toilets,
and a cargo handling area. The minimum interior height of the cargo handling area is 5.5 m.
on both airside and landside to allow easy passage of forklifts and dollies.
Entrances with roll-up doors and the loading and unloading dock platform have been provided
with ample length of roof covering for weather protection.
Louvered windows have been provided on two sides of the building to admit adequate natural
daylight and allows ventilation by natural breezes to reduce energy costs and to provide
5-41
comfortable working conditions.
A leveled floor from airside to truck dock has been provided to facilitate maximum flexibility
and efficiency of movement of all cargo on equipment and load transfer.
Table 5.4-3 Floor Area of Cargo Terminal Building
Item Floor Area (m²)
Ground Floor
1. Cargo Handling Area 1,194.00
2. Toilet (W) 16.40
3. Toilet (M) 17.35
4. Electrical Room 25.40
5. Covered Platform 164.20
Subtotal 1,417.35
Second Floor
1. Office Area 58.85
2. Covered Deck 19.10
Subtotal 77.95
Total 1,495.30

Figure 5.4-14 Floor Plan of Cargo Terminal Building
5-42
2) Electrical Works
a) Power supply
A high voltage (13.2kV) power feeder will come from the power house through an
underground cable in the pipe duct. The building will be supplied by a transformer
approximately 50 KVA capacity at 230V, 3 Phase.
3) Mechanical Works
a) (Plumbing) Service Point
Plumbing shall be designed in accordance with following service conditions.
Table 5.4-4 Service List of Plumbing
Cold Hot Drainage

No. Location Remarks
Water Water & Vent
Toilet
-Water Closet
-Urinal
1 ○ - ○
-Lavatory (wash basin)
-Slop Sink
-Floor Drain
b) (Plumbing) Cold Water Supply System
Cold water for toilets shall be provided from the water pump house (WPH).
c) (Plumbing) Sewage Drainage and Vent System
A gravity drainage system shall be provided separately for sanitary and storm water drainage
throughout the building. All drainage water, including sewage discharged from the CTB, shall
be collected to the sewage pits and shall be discharged to the sewer main for treatment at the
sewage treatment plant (STP).
A water trap shall be used to prevent bad smells to escape or insects to enter the drainage pipe.
A vent pipe shall be connected to the drainage pipe to stabilize internal pressure of the system.
d) (Plumbing) Storm Water System
Storm water drainage pipes shall be provided from roof drains designed by architectural
works to the outside of the building. The external storm water main shall be provided by the
civil works. Storm water shall be collected at the storm pits and will be drained to storm water
drainage mains. Condensation drains from the air conditioning system also shall be drained to
storm water pits.
5-43
e) Air conditioning and Ventilation System
Offices shall be air-conditioned by individual split air-conditioning system.
The cargo handling area shall be ventilated by in-line axial fans, exhaust air shall be suctioned
by exhaust grilles through ductworks and fresh air shall be delivered by fresh air grilles
through ductworks.
Toilets shall be ventilated by in-line centrifugal fans coming from exhaust grilles through
ductworks.
f) Fire Protection System
The Cargo Terminal Building shall be equipped with portable fire extinguishers
The fire extinguisher requirements shall conform to the provisions indicated in the NFPA – 10
and by the local fire code. The capacity and type of extinguishers shall be based on the
parameters stipulated by the “authority having jurisdiction”.
Types and capacity of Portable Fire Extinguishers shall be in accordance of the following:
Portable type 4.5 kg ABC multi – purpose extinguishers shall be used in cargo handling areas.
Portable type 9.0 kg CO2 extinguishers shall be used in electrical rooms.
5.4.3. Division 3: (B3) Control Tower, ATC Operation & Administration Building (ATC)
The effective provision of airport services requires a clear and unobstructed view of the entire
movement area of an airport and air traffic in the vicinity of the airport. The airport control
tower should therefore be so located and be of such a height that apron, taxiway, runway and
the airspace surrounding the airport, particularly the approach and departure areas are clearly
visible from the control room and that future development of the manoeuvring area or future
construction of buildings shall not restrict this view.
The control tower, ATC operation and administration building is located to the north of the
passenger terminal building. This area is specifically assigned as the operations and
administrative area and is separated from the passenger terminal area in order not to disrupt
normal operations of the passenger terminal building and to provide optimum security for the
ATC operations.
The building is a reinforced concrete structure consisting of a combination of a nine (9) storey
control tower and a two (2) storey operation and administration building. Along both sides of
the control tower are two office wings for operation and administration, connected by an
access corridor to the control tower. An elevator and a staircase provide access to the VFR
room which is located at the top of the control tower (9th FL). The VFR room has a full sight
glass screen sash around it, with a standard slanted angle of 15°.The ground floor right wing
of the building contains support areas such as dining/kitchen, conference, briefing rooms and
5-44
toilets while the second floor contains the air traffic control and navigational offices‘, areas for
operations. Nap rooms, toilets and lockers are also provided to support the twenty-four hours
monitoring of the air traffic control. The left wing contains the administration areas.
Control tower is required to be built with a height so that aprons, taxiways, runways, and the
air space surrounding the airport are clearly visible from the VFR room. For the control tower,
the eye level has been designed in accordance with the following calculation.
Calculation Formula for Control Tower Eye Level
Ee = Eas + D tan (0°35’ 00’’ ± GS)

Ee = Elevation of Eye Level
Eas = Runway Threshold Elevation
D=Distance from Eye Point to the Threshold
Gs=tan-1 (tan B cos C ± tan A sin C)
tan A = Transverse slope of the Runway
tan B = Longitudinal slope of the Runway
C = Crossing Angle of eye and runway center line
Table 5.4-5 Runway Threshold Elevation

RWY 03 (South) RWY21 (North)
1.0 Longitudinal Slope 0.15% 0.05%
Transverse Slope 1.3% 1.3%
Runway Threshold Elevation 7.4m 9.85m
Table 5.4-6 Required Eye Level

RWY 2,500m RWY3,300m
RWY 03 RWY 21 RWY 03 RWY 21
2.0 Required Eye Level 19.00m 15.50m 31.5m 15.50m
Elevation of Eye Level 27.1m 23.6m 39.5m 23.6m
Control Tower Elevation 40.00 m
The space requirements for the air traffic control tower, ATC operation and administration
building were computed from the assumed number of personnel and sizes of required
equipment for the airport operation. The floor areas are listed and shown in Table 5.4-7.
Zoning plan of control tower, ATC operation and administration building takes into account
grouping of divisions or sub-divisions and each department. The operations area are located
from ground to second floor at the south end or left wing while the administration area is
located at the north end or right wing of the building.
5-45
Figure 5.4-15 Floor Area and Elevation of ATO Facilities
5-46
Table 5.4-7 Floor Area of Control Tower, ATC Operation and Administration Building
Floor Area Floor Area Floor Area

Item Item Item
(m²) (m²) (m²)
Control Tower ATC OPERATIONS ADMINISTRATION
G.FL 77.87 Ground Floor Ground Floor

2nd.FL 67.60 FSS Radio 12.80 Dining & kitchen 64.70
3rd.FL 59.10 FSS FIC 12.70 Locker (M) 32.50
4th.FL 30.30 FOBS 74.20 Toilet (M,F) 66.20
5th.FL 30.30 Electrical Rm. 38.00 Handicap 8.80
6th.FL 30.30 Storage 17.00 Record & Supply 32.60
7th.FL 30.30 Financial Section 32.60
8th.Fl 75.60 Mechanical Rm. 36.60
9tj.FL 80.30 Human Resources 76.40
VFR (45.90) Clinic (First Aid) 13.85
Others(34.40) Security 13.80
Security Office 53.00
Janitor Rm. 7.80
Stair & Hallway 143.50
Lobby 40.25
Subtotal 154.70 Subtotal 622.60
Second Floor Second Floor
ATC/FIC Office 33.0 Toilet (M,F) 48.60
Store. 6.70 Janitor Room 1.40
ATC Office 34.40 Nap Room (M) 32.85
Store 6.30 Nap Room (F) 32.60
ANS & FIC Office 53.00 Office 32.45
Equipment Room 100.00 Airport Dept. Mgr. 51.00
EPS 8.65 Airport Manager 52.90
Workshop (Eqmt.) 34.00 Meeting Rm. (Conf.) 53.00
Store 12.50 Lounge 23.40
Hallway 116.00
Subtotal 288.55 Subtotal 444.20
Total 481.67 Total 443.25 Total 1,066.8
Total Gross Floor Area 1,9991.72
2) Electrical Works
a) Power supply
The low voltage feeder cable runs from the power house passing through an underground cable
duct to the electrical room of the operation building. The basic design load of these facilities is
approximately 500 KVA, at 230V, 3 phase. Around 70% of the total load of control tower, ATC
operation and administration building will be energized by a stand-by generator during power
failure. However, the navigation and communication equipment will be fully back-up during
power failure. 100% of the design load of Navaids and MET will be energized by a stand-by
generator during power failure.
5-47
3) Mechanical Works
a) (Plumbing System) Service Point
Cold Hot Drainage

Water Water & Vent
Toilet Hot water shall
-Water Closet be provided to
-Urinal shower &
1 -Lavatory (wash basin) ○ ○ ○ lavatory.
-Slop Sink
-Floor Drain
-Shower
Kitchen
2 -Kitchen Sink ○ ○ ○
-Grease Interceptor
Mechanical Room
3 -Oil Interceptor - - ○
-Floor Drain
b) (Plumbing System) Cold Water Supply System
Cold water for toilets and kitchen shall be provided from the water pump house (WPH). Due
to its high location the cold water for control tower’s toilet located in 8F requires a booster
pump set which shall be installed in the mechanical room on the ground floor. The cold water
supply piping system schematic diagram is shown in Figure 5.4-16.

Figure 5.4-16 Cold Water Supply Piping System Schematic Diagram
5-48
c) (Plumbing System) Hot Water Supply System
Hot water shall be used for showers and lavatories’ vanity basins. Therefore, instantaneous
type electrical water heaters shall be installed individually at each place as required.
d) (Plumbing System) Sewage Drainage and Vent System
Separate gravity drainage systems shall be provided for the sanitary and storm water
drainage throughout the building. All drainage water including sewage discharged from the
control tower and the operations and administration building (CTO) shall be collected at the
sewage pits and shall be discharged to the sewer main for treatment at the sewage treatment
plant (STP).
A water trap shall be used to prevent bad smells to escape or insects to enter the drainage
pipes. Vent pipes shall be connected to the drainage pipes to stabilize internal pressure of the
systems.
In addition grease traps shall be provided to the kitchen in order to separate grease from the
drainage water before discharging to the building sewers. The soil & vent piping system
schematic diagram is shown in Figure 5.4-17.

Figure 5.4-17 Soil & Vent System Schematic Diagram
e) (Plumbing System) Storm Water System
Storm water drainage pipes shall be provided from roof drains, designed by architectural
works, to the outside of the building. The external storm water main shall be provided by the
civil works. Storm water shall be collected at the storm pits and shall be drained to the storm
water drainage main. Condensation drains from the air conditioning system shall also be
drained to the storm water pits. The storm drainage piping system schematic diagram is shown
in Figure 5.4-18.
5-49

Figure 5.4-18 Storm Drainage Piping System Schematic Diagram
f) (Air Conditioning and Ventilation) Operation/Administration Building
Ground level rooms including hallways, offices, dining, equipment room and FSS Radio room,
shall be air-conditioned by one (1) Direct Expansion Air Handling Unit. Supply air, including
the fresh air, shall be delivered by ceiling diffuser through ducting and return air shall be
extracted via return grilles through ducting as well. The outdoor unit of the Air Handling Unit
is located on the roof deck level.
Second level rooms including hallways, offices, FOBS, FSS Radio and nap rooms shall be a
air-conditioned by two (2) Packaged Rooftop air conditioning units serving each room.
Supply air shall be delivered by ceiling diffuser through ducting and return air extracted via
return grilles through ducting as well. Fresh air shall be consistently supplied for the
conditioned rooms.
Conditioned rooms, except; hallway, ANS staff room, nap room and ANS, shall be have a
back-up air-conditioning system by means of VRF indoor units for every room with two (2)
VRF outdoor units located on the roof deck level.
FOBS, FSS Radio, and Equipment room shall have two (2) VRF indoor units, of 50% cooling
capacity, which shall serve as back-up in case of maintenance of the other VRF indoor units.
The workshop and storage rooms shall be ventilated by in-line axial fans coming from exhaust
grilles through ductworks.
All toilets shall be ventilated by in-line centrifugal fans coming from exhaust grilles through
ductworks. The exhaust air inlet shall be installed at the ceiling above the water closets and
urinals. The fresh air for toilet shall be supplied through door louvers, to ensure the internal
space of toilet shall be maintained in negative pressure to avoid foul odor.
A cross airflow shall be formed by supply and exhaust fan for the machine room, electrical
rooms and kitchen. The supply and exhaust fans shall be controlled by thermostat switch to
regulate the room temperature.
5-50
g) (Air Conditioning and Ventilation) Control Tower
The VFR room and Ready room shall be air-conditioned by individual split air conditioning
systems. Two (2) duty and two (2) back-up split air conditioning units for the VFR room and
one (1) duty and one (1) back-up for the Ready room. All six (6) outdoor units are located in
the Mechanical Room in eighth floor with large louvers.
The EPS rooms shall be ventilated by in-line axial fans coming from exhaust grilles through
ductworks.
The elevator halls shall be provided with fresh air by in-line axial fans coming from fresh air
grilles through ductworks. Fan shall be in dual mode serving as Pressurization Fan and
Exhaust Fan.
The stairwells shall be pressurized by in-line axial fan from air grilles for every two (2) floors.
Ventilation for the stairwells shall be both ventilated, in normal condition, and pressurized for
fire mode condition. Fans shall have two applications, as an exhaust fan and as a stairwell
pressurization fan. The ventilation system shall be centralized particularly for the fresh and
exhaust air.
h) (Fire Protection) Portable Fire Extinguisher
The type and capacity of Portable Fire Extinguisher shall be in accordance of the following:
Portable type 4.5 kg ABC multi – purpose extinguishers shall be used in offices, hallways,
mechanical and utility rooms.
Portable type 9.0 kg CO2 extinguishers shall be used in electrical, FOBS and kitchen area.
Wheel type 23.0kg CO2 extinguishers shall be used in equipment rooms.
i) (Fire Protection) Stand Hose Pipe Connection and Fire Hose Cabinet
A stand hose pipe connection and fire hose cabinet shall be installed in the control tower.
5.4.4. Division 4: (B4) Fire Station & Maintenance Building (FSM)
The fire station and airport maintenance building has been located at the northern side of the
Control Tower, ATC Operation & Administration Building, next to the water tank and pump
house.
The requirements for the rescue and fire fighting facility have been determined based on the
annual aircraft movements projection and Part 1 of ICAO Service Manual, which states
category 9 as being the minimum requirement for this size of airport.
5-51
The airport maintenance building will be adjoining the northern side of the station. It will
serve as garage for airport maintenance equipment such as mower, tractor and dump truck,
workshop areas, nap rooms, locker rooms, dining and kitchen to support the daily
maintenance activities. Adequate storage facilities are also provided.
The space requirements for the fire station and airport maintenance building were computed
from the assumed number of personnel and required equipment. The floor areas are listed and
shown in Table 5.4-9.
Table 5.4-9 Floor Area for Fire Station and Maintenance Building

1. Observation Room 22.80
2. Extinguishing Agent Storage 25.00
3. Storage 13.00
4. Office 25.30
5. Hallway-2 14.00
6. Locker 23.30
7. Toilet & Shower 31.00
8. Nap Room 51.00
9. Kitchen & Dining 53.00
10. Fire Fighting Equipment Garage 295.00
11. Maintenance Equipment Garage 96.00
12. Toilet-1 & Shower 19.15
13. Hallway-1 27.30
14. Toilet-2 & Janitor Room 10.20
16. Office 1/ Secretary/Receptionist 85.00
17. Workshop 1 32.50
18. Workshop 2 32.25
19. Storage 1,2,3,4 40.00
Total 901.30
5-52
1 2 3 4 5 6 7 8 9
Figure 5.4-19 Layout Plan of Fire Station and Maintenance Building
2) Electrical Works
The low voltage power feeder will come from the LV Panel at the Control Tower. Around
20% of the total design load for the building will be energized by a stand-by generator during
normal power failure.
3) Mechanical Works
a) (Plumbing System) Service Point
Cold Hot Drainage

Water Water & Vent
Toilet Hot water shall be
-Water Closet provided to
-Urinal shower &
1 -Lavatory (wash basin) ○ ○ ○ lavatory.
-Slop Sink
-Floor Drain
-Shower
b) (Plumbing System) Cold Water Supply
Cold water for toilets shall be provided from the water pump house (WPH).
c) (Plumbing System) Hot Water Supply System
Hot water shall be used for showers and lavatories. Instantaneous type electrical water heater
shall be installed individually in each place as required.
d) (Plumbing System) Sewage Drainage and Vent System
Separate gravity drainage systems shall be provided for sanitary and storm water drainage
5-53
throughout the building. All drainage water including sewage discharged from building shall
be collected at the sewage pits and shall be discharged to the sewer main for treatment at the
sewage treatment plant (STP).
A water trap shall be used to prevent bad smell to escape from or insects to enter the drainage
pipe. A vent pipe shall be connected to the drainage pipe to stabilize the internal pressure of
the system.
e) (Plumbing System) Storm Water System
civil works. Storm water shall be collected at the storm water pits and will be drained to the
storm water drainage main. Condensation drains from the air conditioning system shall also
be drained to the storm water pits.
f) Air Conditioning & Ventilation System
Offices, dining areas, kitchen and nap rooms shall be air-conditioned by individual split
air-conditioning system.
Extinguishing agent storage, electrical room, workshop and storage rooms shall be ventilated
by in-line axial fans coming from exhaust grilles through ductworks.
Toilets and lockers shall be ventilated by in-line centrifugal fans coming from exhaust grilles
through ductworks
g) Fire Protection System
The Fire Station & Maintenance Building shall be equipped with portable fire extinguisher.
Fire extinguisher requirements shall conform to the provisions indicated in the NFPA – 10 and
by the local fire code. The capacity and type of extinguishers shall be based on the parameters
stipulated by the “authority having jurisdiction”.
Types and capacities of Portable Fire Extinguishers shall be in accordance to the following:
Portable type 4.5 kg. ABC multi – purpose extinguishers shall be used in hallways.
Portable type 9.0 kg. CO2 extinguishers shall be used in electrical rooms and kitchen areas.
Wheel type 23.0 kg CO2 extinguishers shall be used in firefighting equipment areas.
5.4.5. Division 5: (B5) Ancillary Building (ACB)
The ancillary buildings consist of a drivers’ lounge and public toilets, guard houses and
tollbooths. All these building structures are single storey, reinforced concrete structures.
The drivers lounge is located at the land side car park area in front of the passenger terminal
5-54
building, it is a roofed over open air facility with concrete benches and tables and space for a
concessionaire to sell drinks. The floor area for this facility is 96m2. Adjacent to the drivers
lounge are public toilet facilities, a floor area 21m2 for male with 2 toilets, 2 urinals and 2
vanity basins and for female with 2 toilets and 2 vanity basins.
1 2 3 B A
12000 2500
1500 4500 4500 1500

1
1500
A
4600
MALE TOILET
SEATS FOR
CONCESSION
CONCRETE TABLES
& BENCHES
8000
5000
8500
2
CONCRETE TABLES
& BENCHES
FEMALE TOILET
3900
B
1500
DRIVER'S LOUNGE CARPARK TOILET

Figure 5.4-20 Layout Plan of Drivers Lounge and Car Park Toilets
The tollbooths are located at the eastern entrance and exit of the car parking, they consist of
prefabricated units of 2.5m2 each with 2 units per entry/exit. Each 2 units are roofed over with
a steel canopy structure to provide shaded areas for workers and drivers collecting tickets and
paying fees.
EXIT EXIT
TOLL BOOTH TOLL BOOTH
TOLL BOOTH TOLL BOOTH
ENTRANCE ENTRANCE
TOLL BOOTH LAYOUT PLAN

Figure 5.4-21 Layout Plan of Tollbooths
The guardhouses are located at various locations on the airport site, guarding entry into
facilities such as the cargo terminal complex, sewage treatment plant, control tower , power
house areasand at the landside-airside entry points. The guardhouses, type 2, guarding the
airside entry points are equipped with a toilet, the gross floor area for this type is 7 m2 The
other guardhouses, type 1, consist of a room only, , the gross floor area for this type is 4.8 m2.
There are in total five (5) Guardhouses of type 2 and four (4) guardhouse of type 1.
5-55
2400 3600
DE DE
SK SK
LOCKER DESK DESK
1700
1700
GUARD HOUSE 1 (GDH-1) GUARD HOUSE 2 (GDH-2)

Figure 5.4-22 Layout Plan of Guardhouses
2) Electrical Works
The low voltage power will be supplied from the LV Power of road and car parking to the
Driver’s lounge & Car Park Toilet, Guard Houses and Toll Booths. Around 50% of the total
design load for these areas will be energized by a stand-by generator during normal power
failure.
3) Mechanical Works
Mechanical works for Ancillary Buildings shall be as follows:
Table 5.4-11 Service List of Mechanical Works
Driver’s Car Parking Guard Toll

No. System
Lounge Toilet House Booth
1 Plumbing System
-Cold water supply - ○ - -
-Sewage drainage & vent system - ○ - -
-Storm water system ○ ○ ○ ○
2 Ventilation System
-Mechanical Ventilation ○ ○ - ○
3 Fire Protection System
-Portable fire extinguisher ○ ○ ○ ○
a) Plumbing System
Cold water supply and sewage drainage works shall be provided for Car Parking Toilet. A
storm water system shall be provided for all ancillary buildings.
b) (Ventilation System) Car park toilet
Toilets shall be ventilated by ceiling cassette exhaust fans. Outside fresh air shall enter
through door louvers.
5-56
c) (Ventilation System) Guard House 1
Rooms shall be ventilated by wall mounted propeller exhaust fans.
d) (Ventilation System) Guard House 2
Rooms shall be ventilated by wall mounted propeller exhaust fans. The toilets shall be
ventilated by wall mounted propeller exhaust fans. Fresh air shall enter through the door
louvers.
e) (Ventilation System) Toll Booths
Rooms shall be ventilated by wall mounted propeller exhaust fans.
f) Fire Protection System
Portable fire extinguishers shall be placed at the Driver’s Lounge, Car Parking Toilets, Guard
Houses and Tollbooths.
5.4.6. Division 6: (B6) Utility Buildings (ULB)
1) Sub-Division 61: Water Tank and Pump House (WPH)
a) Architectural Works
The water tank and pump house is located east of the fire station and maintenance building,
adjacent to the area reserved for the future fuel farm. It is a single storey reinforced concrete
building with three (3) main areas, electrical room, pump room and tank area. The tank is
sufficient for the domestic and fire fighting requirements of the airport.
The space requirements for the water tank and pump house were determined from the total
required storage capacity of 450m3 for the water reservoir tank and necessary equipment. The
floor areas are listed and shown in Table 5.4-12.
Table 5.4-12 Floor Areas of Water Tank and Pump House

2. Pump Room 105.00
3. Water Tank Area 297.00
Total 500.00
5-57
A I R S I D E
L A N D S I D E

Figure 5.4-23 Floor Plan of Water tank and Pump House
b) Electrical Works
1. Power supply
The high voltage (13.2kV) power feeder will come from the power house through an
approximately 300 KVA in capacity at 230V, 3 phase. All of the design load (100%) will be
energized by stand-by generator during power failure.
c) Mechanical Works
1. (Plumbing System) Water Supply System
Portable water shall be supplied to the each of the buildings inside the airport. Two above
ground storage tanks (Water Receiving Tanks) will be provided. The tanks will be equipped
with high and low level alarms.
Water will be distributed to the Passenger Terminal Building and other buildings by water
supply pump units which will consist of three duty pumps and one standby pump.
Both pumps and tanks will be provided with automatic controls and monitoring systems
through the Building Management System (BMS).
The water receiving tanks, water supply pump unit, pressure tank and the motor control panel
will be located inside the water tank and pump house.
5-58
Water Supply Pump Unit & Water Tanks (Iloilo Airport)

Figure 5.4-24 Similar Water Supply Pump Unit and Water Tanks
2. Drainage System
Drainage water from the water tank & floor drain water from the pump house shall be
collected at the drainage pits via an oil interceptor and will be discharged to the drainage
main.
3. Storm Water System
civil works. Storm water shall be collected at the storm pits and will be drained to the storm
water drainage main. Condensation drains from the air conditioning system also shall be
drained to the storm water pits.
4. Air Conditioning and Ventilation System
There is no air conditioning requirement for this building. The pump room and electrical room
shall be ventilated by in-line axial fans, exhaust air shall be suctioned by exhaust grilles
through ductworks and fresh air shall be delivered by in-line axial fans from fresh air grilles
through ductworks.
5. Fire Protection System
Portable fire extinguisher shall be placed in the water tank & pump house as follows:
The types and capacities of Portable Fire Extinguishers shall be in accordance to the
following:
Portable type 4.5 kg. ABC multi – purpose extinguishers shall be used in pump rooms.
Wheel type 23.0 kg. CO2 extinguishers shall be used in all electrical rooms.
5-59
2) Sub-Division 62: Power House (PWH)
The power house is located between the passenger terminal building and the control tower
operation and administration building. It is a single storey, reinforced building housing the
transformers, switchgears, generator sets, etc. In addition to the technical spaces, the power
house includes a workshop with storage area, a control room, office area, nap room, toilets,
showers, locker room and a kitchen.
The space requirements of the power house were determined from the total required capacity
of 3,000 KVA for the electrical supply. The floor areas are listed and shown in Table
Table 5.4-13 Floor Area Power House

1. Hallway 49.00
2. Office 39.00
3. Control Room 28.00
4. Constant Current Regulator Room 91.50
5. Transformer Room 246.00
6. Workshop & Storage 74.00
7. Main Fuel Tank 16.50
8. Daily Fuel Tank 9.00
9. Generator Room 374.00
10. Dining & Kitchen 36.00
11. Locker 15.00
12. Toilet 1 12.00
13. Toilet 2 30.00
14. Nap Room 30.50
Total 1,050.50
WALKWAY WALKWAY
WALKWAY
WALKWAY
WALKWAY
WALKWAY WALKWAY

Figure 5.4-25 Floor Plan of Power House
5-60
b) Electrical Works
1. Power supply
Basic design load is approximately 100 KVA at 230V, 3 phase. The loads represented are
lighting, receptacle outlets, FCU’s, road, car park lights and others. Around 30% of the design
load will be energized by stand-by generator during power failure.
c) Mechanical Works
1. Service Point
Cold Hot Drainage

Water Water & Vent
Toilet
-Water Closet
-Urinal
1 -Lavatory (wash basin) ○ ○ ○
-Slop Sink
-Floor Drain
-Shower
2. Cold Water Supply System
Cold water from the water tank by water supply pump shall be provided for the toilets.
3. Hot Water Supply System
Hot water shall be used for showers and lavatories. Instantaneous type electrical water heaters
shall be installed individually at each place as required.
4. Sewage Drainage and Vent System
Drainage water including sewage discharged from the Power House (PWH) shall be collected
at the sewage pits and shall be discharged to the sewer main for treatment at the sewage
treatment plant (STP).
Water traps shall be used to prevent bad smell to escape or insects to enter the drainage pipes.
Vent pipes shall be connected to the drainage pipes to stabilize the internal pressure of the
pipes.
5-61
civil works. Storm water shall be collected at the storm pits and shall be drained to the storm
The office and control room, nap room and dining & kitchen shall be air-conditioned by
individual split type air conditioning systems.
The Airfield Ground Lighting (AGL) equipment room shall be air-conditioned by a package
window type air-conditioning system. Two (2) window type units shall serve as duty while
one (1) window type unit shall serve as back-up.
The Generator, Transformer, Workshop and Storage rooms shall be ventilated by in-line axial
fans coming from exhaust grilles through ductworks.
The toilets shall be ventilated by in-line centrifugal fans coming from exhaust grilles through
ductworks
Portable fire extinguisher shall be equipped in Power House as follows:
Fire extinguisher requirements shall conform to the provisions indicated in the NFPA – 10 and
by the local fire code. The capacities and types of extinguishers shall be based on the
The types and capacities of Portable Fire Extinguishers shall be in accordance tothe following:
Portable type 4.5 kg ABC multi – purpose extinguishers shall be used in hallways.
Portable type 9.0 kg CO2 extinguishers shall be used in AGL room, control room, and dining
& kitchen areas.
Wheel type 23.0 kg CO2 extinguishers shall be used in the transformer room and the
generator room.
3) Sub-Division 63: Sewage Treatment Plant Control Room (STP)
The sewage treatment plant (STP) control room is located within the STP area at the
southeastern corner of the terminal facility. It is a single storey, reinforced concrete structure.
The building consists of blower room, store room, laboratory and control room with pantry,
shower room and toilet.
5-62
Table 5.4-15 Floor Area STP

1. Blower Room 13.70
2. Store Room 13.05
3. Laboratory 13.05
4. Control Room 19.80
5. Toilet 3.00
6. Shower 1.80
7. Pantry 2.30
Total 66.70
1 2 3 4
LINE OF CANOPY ABOVE
A
PAN.
BLOWER
BASE
SHO.
BLOWER RM. STORE ROOM LABORATORY CONTROL ROOM
TOI.
LINE OF CANOPY ABOVE

Figure 5.4-26 Plan View of STP Control Room
b) Electrical Works
1. Power supply
The high voltage (13.2kV) power feeder will come from the power house through an
approximately 50 KVA in capacity at 230V, 3 phase.
c) Mechanical Works
1. Service Point
Cold Hot Drainage

Water Water & Vent
Toilet
-Water Closet
-Lavatory (wash basin)
1 ○ ○ ○
-Pantry Sink
-Floor Drain
-Shower
5-63
Cold water from the water tank by water supply pump shall be provided for the toilet.
3. Hot Water Supply System
Hot water shall be used for the shower, an instantaneous type electrical water heater shall be
installed..
Drainage water including sewage discharged from the toilet of sewage water treatment plant
control room shall be discharged to the adjacent sewage treatment plant (STP) for treatment.
A water trap shall be used to prevent bad smell to escape or insects to enter the drainage pipe.
A vent pipe shall be connected to the drainage pipe to stabilize internal pressure of the system.
civil works. Storm water shall be collected at the storm pits and will be drained to the storm
The Laboratory and Control Rooms shall be air-conditioned by individual split type air
conditioning systems.
Blower room, store room, pantry, toilet and shower rooms are ventilated by ceiling cassette
exhaust fans, fresh air shall enter through door louvers.
Portable fire extinguisher shall be at the sewage water treatment plant control room .
and by the local fire code. The capacities and types of extinguishers shall be based on the
4) Sub-Division 64: Material Recovery Facility (MRF)
The material recovery facility is located south west of the STP area. It is a single story,
reinforced concrete structure with metal roofing. It serves the purpose to segregate solid waste
material, in accordance to the DENR (Department of Environment and Natural Resources)
guidelines to implement waste reduction.
5-64
Table 5.4-17 Floor Area MRF

1. Segregation area 55.70
2. Waste residual 5.70
3. Plastic 8.90
4. Paper 5.85
5. Metal/Glass 5.85
6. Others 5.85
7. Hazardous waste 5.65
Total 93.50
1 2 3 4
A
HAZARDOUS
WASTE
SEGREGATION AREA
OTHERS
B
METAL/GLASS
WASTE PLASTIC
RESIDUAL
PAPER
C RAMP UP

Figure 5.4-27 Floor Plan of MRF
b) Electrical Works
The low voltage power will come from the LV Panel of the sewage treatment plant. Lighting
fixtures and outlets shall be explosion proof type.
c) Mechanical Works
Cold water from the water tank by a water supply pump shall be provided for the washing and
cleaning at the segregation area.
Drainage water from floor drains shall be collected at the drainage pits and will be discharged
to the drainage main.
civil works. The storm water shall be collected at the storm pits and shall be drained to storm
water drainage main..
5-65
5.4.7. Division 7: (B7) Navaids Building (NAV)
The Navaids buildings are composed of a LLZ (Localizer) building, a GS (Glide Slope)
building and a VOR (VHF Omni-Range) building. These are single storey, reinforced concrete
structures, providing shelter and house power equipment for the various Navaid equipments.
Table 5.4-18 Summary of Floor Areas for Navaid Building Structures

Sub-Division 71: LLZ Building (LLZ)
1. Equipment Room 11.33
2. Power Room 11.16
3. Foyer 4.25
4. Storage 3.45
Subtotal 30.19
Sub-Division 72: GS Building (GS)
2. Power Room 11.16
3. Foyer 4.25
4. Storage 3.45
Subtotal 30.19
Sub-Division 73: VOR Building (VOR)
2. Power Room 14.13
3. Foyer 5.95
4. Storage 6.85
Subtotal 54.19
Total 114.57

Figure 5.4-28 Basic Plans of 3 Facilities
5-66
2) Electrical Works
a) Power supply
Basic design load is 10 KVA at 230V, 3 phase for the LLZ Building
Basic design load is 10 KVA at 230V, 3 phase for the VOR/DME&GS Buildings
To provide 3- step-down transformer, 13.2KV/230V, 3 phase.
100% of the design load will be energized by the generator during power failure.
3) Mechanical Works
Mechanical works for Navaid Buildings shall be as follows:
Table 5.4-19 Service List of Mechanical Works
LLZ GS VOR
No. System
Building Building Building
1 Plumbing System
-Storm Water System ○ ○ ○
2 Air Conditioning System
-Air Conditioning (PAC) ○ ○ ○
-Mechanical Ventilation ○ ○ ○
3 Fire Protection System
-Portable Fire Extinguisher ○ ○ ○
a) Plumbing System
Only a storm water system shall be provided at each of the 3 buildings.
b) Air Conditioning and Ventilation System
The equipment rooms of the 3 buildings shall be air-conditioned by individual split

air-conditioning system, One (1) duty and One (1) stand-by. Each power room at the 3
buildings shall be ventilated by in-line axial fans, exhaust air shall be suctioned by exhaust
grilles. Fresh air shall enter through door louvers. The storage rooms shall be ventilated by
wall mounted exhaust fans.
c) Fire Protection System
Portable fire extinguisher shall be placed in the above 3 Buildings.
and by the local fire code. The capacities and types of extinguishers shall be based on the
5-67
5.5. Air Navigation Works
5.5.1. General
The facility requirements for air navigation aids (ANS) are summarized in Table 5.5-1 and
Table 5.5-2.
Table 5.5-1 Facility Requirements for Radio Navigation Aids and Communications
GENERAL REQUIREMENT
FACILITY ITEM
DESCRIPTION REMARKS
Landing Aids for RWY 21/Facility Performance
Radio ILS ILS Cat-1
Cat-1
Navigation
VOR/DME D-VOR/DME Landing and Taking off Aids
Approach, Aerodrome/Ground, F/D and Aux.
ATC Consoles ATC Consoles
and Supervisor Control
VCCS ATC A/G and Fixed Communications
Master Clock System Distribute standard time for all ATS operations
ATS Facility VCCS
Voice Recorder
ATC Communication Recording
(Recorder/Reproducer)
Signaling Light Light Gun Emergency System
Siren Alarm Signal Alarm for Runway Clearance
Approach, Aerodrome/Ground and Emergency
VHF TX 3 freq.
A/G Communications
Air to Ground
VHF RX 3 freq. Ditto
TRCV Multi channels Ditto for Back Up (for each Frequency)
Telecommu- AMSS ATS Fixed Communications
AMHS
nication Terminal Operational Terminals for AMHS
Facility AIS Terminal ATS Fixed Communications
VHF A/G
VHF Transceiver ATS A/G Communications for fire truck
Comm.
Point to Point VSAT Voice and Data Communication
Inter-comm. Interphone Maintenance Internal Communications
Transmissometer RVR Observation
Ceilometer Ceiling Sensor
Anemometer Wind Sensor
Barometer Atmospheric Pressure Sensor
Meteorologi- Observation
Thermometer Temperature Sensor
cal Facility System
Hygrometer Dew Point Sensor
Weather Data
Weather Data Logging, processing and Weather
Processing and Display
Data Display
System
5-68
Table 5.5-2 Facility Requirements for Visual Navigation Aids
GENERAL REQUIREMENT
FACILITY ITEM
DESCRIPTION REMARKS
Precision Approach lighting For precision approach toward
System (PALS) RWY 21
Simple Approach lighting For non-precision approach toward
System (SALS) RWY 03
Precision Approach Path Visualize descending approach path
Indicator (PAPI) toward RWY 03 & RWY21
Runway Edge Lights (REDL) Visualize both runway edges
Runway Threshold Lights/ End
Visualize both runway thresholds
Approach Light (RTHL/ RENL)
Guidance Visualize ILS precision runway
Visual Aids Wing Bar Lights (WBAR)
Lights threshold toward RWY 21
(AGL) Taxiway Edge Lights
Visualize taxiway edges
(TEDL)
Taxiing Guidance Signs Assist pilot in taxiing toward RWY
(TXGS) or Apron
Assist aircraft in turning before the
Turning Point Indicator
both runway ends
Wind Direction Indicator Assist pilot to visualize wind
Lights (WDIL) direction for RWY 03/21
Apron Flood Lights (AFL) Lighting at apron
5.5.2. Radio Navigation Aids and Communications
1) ILS
ILS Cat-1 approach for RWY 21 will assist pilots in precision landing procedure during
unstable weather condition. ILS is composed of LLZ, GS and T-DME.
All manufactured product shall withstand to meet hard weather conditions in the tropical
region and easily be structured for the maintenance.
LLZ and GS equipment shall be of 2-frequency type to improve interference with antenna on
the aircraft more efficiently than the conventional type.
When power failure occurs during operations, the power source shall be automatically
switched to engine generator or UPS without affecting ILS equipment.
2) VOR/DME
VOR/DME operation for landing or taking off will give pilot the signals of distance and
direction to maintain the correct Air-route based on Aeronautical Information Publication.
Manufactured specification is composed of 100W (VOR output power), 1kW (DME output
power) and Doppler type (VOR system).
5-69
switched to engine generator or UPS without affecting VOR/DME equipment.
3) ATS (Air Traffic Services) and Telecommunication
These facilities, services and operational procedures are required to form an integrated system
to meet the requirements of all civil aircraft operations in the airport. Also, each component of
these facilities is required to be operated and maintained at an adequate performance level of
ICAO standards and recommended practices.
Due to communication service to Aircraft with safe operation, communication console, VHF
antenna, AMHS equipment, communication control system and recording system shall be
provided and controlled by Air traffic controller in control tower.
switched to engine generator or UPS without affecting ATS and Telecommunication
equipment.
4) Meteorological Facilities
These facilities and their services are required to meet the requirement of precision approach
Category- I and all civil aircraft operations at the airport. Also, each component of these
facilities is required to be operated and maintained at an adequate performance level to meet
ICAO and WMO standards for Aeronautical Weather Observation and Data delivery.
Meteorological Facilities is composed of Runway Visual Range, Ceilometer, Anemometer,

Temperature sensor, Hygrometer, Barometer, Weather Data Processing System and Weather
Data Display system. All signals from outside of facilities are displayed on the
communication control console passing through the data processing system.
After editing signal from outside of facilities in the data processing system, the data shall be
formatted for METAR and SPECI keeping in hard disk.
switched to engine generator or UPS without affecting Meteorological Facilities.
5.5.3. Aeronautical Ground Lights
1) Approach Lighting System
In conjunction with ILS, PALS operating for RWY 21side and SALS operating with
VOR/DME shall assist pilots in visually making safe approach during unstable weather
condition or night time.
The controller shall be able to select either lighting alignment depending on weather
conditions from the remote control console at the VFR room and from the local control
console at the control room in the power house.
5-70
2) PAPI System
This lighting system is to notify to pilot the aircraft descending slope/path, the location of
which shall be provided at left side of aircraft faced toward the runway. PAPI for RWY 21side
must be compatible angle of descending slope of GS.
The controller shall be able to select either lighting alignment depending on weather
3) Runway Edge Lights
Before the pilot is prepared for landing or taking off, Runway Edge Lights, Runway
Threshold lights, Wing Bar Lights, Runway End Lights and Stop way Lights shall be operated
by controller during unstable weather condition or night time.
All the lights are of same circuit of power distribution and the controller shall be able to select
either lighting alignment depending on weather conditions from the remote control console at
the VFR room and from the local control console at the control room in the power house.
4) Taxiway Edge Lights
The Lighting system shall assist to pilots in moving through the taxiway during unstable
weather condition or night time.
The controller shall be able to select appropriate lighting alignment depending on weather
5) Apron Floodlights
All floodlight fittings shall be specifically designed for apron floodlighting to provide
sufficient illumination on the surface of the apron as stated in Chapter 13 of Aerodrome
Design Manual Part 4, Visual Aids of ICAO.
The apron floodlighting will comprise a mixture of high pressure sodium lamps and metal
halide lamps. The controller shall be able to carry out the lighting alignment depending on
weather conditions from the remote control console at the VFR room and from the local
control console at the control room in the power house.
6) Taxiing Guidance Signs
The lighting system is composed of illuminated mandatory instruction signs and illuminated
information signs. The illuminated mandatory instruction signs are usually located near
intersection of taxiway and runway and most of the illuminated information signs are located
near Apron area and Taxiway.
All the lights are of same circuit of power distribution as Taxiway Edge Lights and the
controller shall be able to provide appropriate lighting alignment depending on weather
5-71
7) Aerodrome Beacon
The lighting system shall be located on the roof of the control tower avoiding glare to ATC
controllers and pilots of aircraft in flight. An obstacle light shall be installed and shall be
illuminated when the lamp of the aerodrome beacon fails.
8) Wind Direction Indicators Lights
The two illuminated wind direction indicators shall assist pilots in choosing the direction of
RWY while preparation for landing or taking off.
The cone shall be of aviation orange and white in color and designed to give clear indication
of the wind direction and wind speed when viewed from a height of not less than 300 m.
9) Monitoring and Control System
The remote control and monitoring system is composed of operation console, display and
lighting control terminal for control of all the airfield lighting, apron floodlighting and taxiing
guidance signs, except the signaling lamp at the control tower.
5-72
5.6. Cost Saving Scenario
Upon submission of the Draft Final Report to DOTC in October 2011, the JICA Study Team
was requested to study whether the construction cost, and operation and maintenance cost as
well, can be further saved in such a way that it can just meet minimum standard for aircraft
operational safety and passengers’ comfort but without sacrificing the functionality, security,
convenience, punctuality and future expandability of the new airport. The study was made
as described hereunder:
5.6.1. Cost Saving for Airfield Facilities
Cost saving for airfield facilities has been considered just to cope with the requirements for
smallest aircraft that is expected to be operated in the initial stage of operations.
1) Minimum Runway Length
The runway length is determined to be 2,000 m, which is the minimum takeoff length required
for A321, an advanced model of A320 family (1-m wider and 7-m longer than A320) that
Cebu Pacific Airways announced to introduce from 2016.
2) Minimum Airfield Development
Irrespective of precision or non-precision approach procedure is to be aimed, when the

instrument runway is pursued with an assistance of either ILS or VOR/DME signal, the
minimum width of runway strip required is 300 m.
Site development (cut and fill, and gradation) is considered be made just to cover:
9 300-m wide instrument runway strip (150 m on both side of the runway centerline) which
should extend by 60 m beyond the runway end;
9 Runway-end-safety-area (RESA) of the same width of the runway strip, which should
extend by 240 m beyond the runway strip (or 300 m beyond the runway end) as lately
encouraged by ICAO..
9 7-m wide perimeter road for airfield maintenance and security,
9 Soaking yard (storm water detention pond) as the integral part of environmental
protection.
5.6.2. Cost Saving for Air Navigational Facilities
The existing Tagbilaran Airport is currently operated only with a visual flight rule (VFR) by
four (4) domestic airlines without any air navigation facilities
Normally, airport should possess kinds of radio navigational aids, e.g. VOR/DME as the most
practical one nowadays, to notify the exact location of the particular airport which is invisible
from pilots in the air or above the cloud, in addition to ATC facilities at control tower.
Therefore, it is firstly recommended that the VOR/DME should be installed as an
indispensable facility for the new Bohol Airport.
5-73
In addition, ILS is normally set as an integral part of airport facility at most of airport where
international flights are operated by foreign airlines. It is a normal practice for foreign pilots
to avail the ILS signal, irrespective of weather conditions, as a common runway approach
procedure worldwide. The ILS CAT-I precision approach procedure can, when the RVR
(Runway Visual Range) shows more than 550 m, instrumentally navigate the pilot to decent to
a Decision Height (DH) of as low as 200 feet.
Meanwhile, in case the ILS is not installed but as long as VOR/DME is provided, the pilot can
still make a non-precision instrument approach to the runway by availing the signal of
VOR/DME. The VOR/DME can, when the visibility is more than 2,000 m, instrumentally
navigate the pilots to decent to a Minimum Decent Altitude (MDA) which is generally set at
500 to 600 feet case-by-case by the airport operator depending upon the specific weather and
topographic conditions at particular airport. During such worst weather conditions, e.g.
visibility is less than 2,000m or the height of cloud is lower than 500 to 600 feet especially at
night, aircraft approach should be aborted.
There are not enough data to ascertain whether the non-precision approach procedure can
safely assist the pilot to land most of the time at this particular airport, since no ceilometer is
installed, and no weather data at night has been measured as the existing airport is operated on
daytime only. However, it is more than certain that the provision of VOR/DME with necessary
aeronautical ground lights can at least improve the aviation safety to meet allowable ICAO
regulation when compared with that at existing Tagbilaran airport.
After the necessity of ILS has been justified through further accumulation of weather data at
the new airport and/or depending upon actual demand from foreign airlines, the ILS
equipment (GS & LLZ) can physically be installed later as long as the site is available.
Hence, it can be fairly compromised that installation of ILS and approach lighting system be
differed, which would result in a corresponding deduction of initial investment (bare
construction cost without tax) of Php 160 million.
5.6.3. Cost Saving for Passenger Terminal Building (PTB)
Whether a single-story PTB (i.e. so-called low cost terminal) could properly function has been
studied, since the existing airport is currently being used by 3 LCC’s as a majority of
operations (except PAL).
1) General view of Single-story PTB
So-called low-cost terminal is generally a single-story passenger terminal building

(single-story PTB) which is not provided with either Passenger Boarding Bridge (PBB) or
ramp buses by the airport operator. Advantage and disadvantage of such terminal are
described as follows:
a) Generally, a single-story building has no vertical circulation space, stairs and equipment
(i.e. elevators, escalators) therefore, construction cost is considerably saved.
5-74
b) However, a footprint for single-story building generally requires wider area of ground
than that for multi-story building when the same functional spaces are pursued. The
valuable ground space in which originally a multi-story PTB had been planned to
eventually require, would be fast occupied in full when a single-story PTB is adopted.
c) Absence of the Passenger Boarding Bridge (PBB) will make passengers exhausted while
walking on the apron under sunshine, heavy rain, crossing with ground service equipment,
or most often blown by aircraft full-blast maneuvering inside the apron.
d) In such a low-cost terminal, passengers, especially elderly or disabled person, are given
physically hard burden being enforced a longer walking distance until reaching the
remote aircraft parking stand, and step-up or down to/from aircraft while having luggage
or children with them. Naturally, such terminal may not deserve to charge the PSC
(Passenger Service Charge) of Php 200 as having been collected at the airports at Iloilo,
Bacolod, Davao, Mactan, NAIA2.
e) Initially aircraft parking position may be within a walking distance, where passengers
may be allowed to walk on the apron as long as great majority of operations are for
domestic flights. However, when the air traffic increases the aircraft positions are
widely spread over, and when international flights increases, soon or later the airport
operator needs to purchase numbers of ramp buses, so as to segregate international and
domestic passengers mingled while walking across on the apron hence to minimize the
risk of smuggling or illegal entry of undesirable person or goods to the country.
f) At NAIA for example, the Tacking Fee of US$37 is charged by the Manila International
Airport Authority (MIAA) to Airlines per hourly usage of PBB, or per the usage of Ramp
buses. This is a good income to the airport operators because the PBB or rump bus can
be used for daily 3 to 5 times, and and can be recovered for 10 to 15 20 years. On the
other hand it is considered to be a minimal surcharge to airfare (e.g. 15 cents = $37/ 250
pax) when such fee is equally shared by some 250 passengers in average (125 arriving
and 125 departing passengers for A320).
g) A ramp bus costs equivalent amount to a PBB, that would be charged to the end-user (i.e.
Airlines) per usage as one of the airport tariff (i.e. tacking fee). It should be noted that
the PBB requires no fuel and less maintenance cost thus attains longer life than the ramp
bus.
As the initial cost saving is a priority hence a single-story PTB is to be adopted, the PTB
should be so designed to have doable variations for future expansion to timely rectify the
above disadvantages c) to g) when the number of passengers increases.
2) Proposed Phase-1 Terminal with Options for Future Expansion
To meet the forecast annual passengers of 1.43 million (i.e. 1,393,000 for domestic, and
42,640 for international) for the year 2020, the following facilities, among the main PTB
functions as enumerated in Table 5.6-1, are considered to be provided:
5-75
Table 5.6-1 Main Facilities to be provided for Phase-1 PTB (for 2020)
Main PTB Facilities Initial Functions to be provided
The total floor would basically dedicate to domestic
operations, but would be commonly used for
A PTB floor area international operations during night or off-peak hours.
8,271 m² At pre-departure lobby and baggage claim areas,
international and domestic functions are segregated by
temporary partitions.
B Check-in Counter 14 check-in desks would be commonly used for both
14 desks domestic and international operations.
2 carousels would be commonly used. In case
C Baggage Claim international flight is operated simultaneously, 1
2 carousels carousel each would be used. Separate arrival gates
are to be provides for domestic and international.
2 booths of security check (X-ray and walk-through
Security Check detector) are provided for main entrance to PTB and
D 2 booths each for the entrance to pre-departure area. Those booths are
commonly used for domestic and international
operations.
Aircraft stands To cope with the current domestic flight schedule, i.e.
4 for self-maneuvering 3 arrivals and 2.5 departures in a peak-hour, minimum
E or 4 spots are required. Apron spot for
6 for nose-in/ push-back self-maneuvering aircraft requires wider area than that
for aircraft nose-in.
F Passport Control 4 desks for departure passport control; and
4 desks 6 desks for arrival passport control are to be placed.
G Customs Desks 4 customs desks (bench) are provided.
4 desks
Based on the above-mentioned numbers and main functions to be provided at PTB, and baring
in mind the future options for doable expansion, the Phase-1 terminal layout for this Cost
Saving Scenario has been preliminarily planned as shown in Figure 5.6-1.
5-76
Int’l Int’l Pre- Domestic

Arrival departure Departure Pre-departure Gate
Gate & Lobby Passport Lobby Security
Domestic Passport Control Check
Arrival Control 156 seats 312 seats
Gate 6 desks 1 gate 4 desks 3 gates 2 X-rays
Partitions
Temporary
Partitions
Domestic Int’l Ticket

Customs PSC Entrance Check-in
Baggage Baggage Counters Collection Security Counter
Claim Claim
4 desks Desks Check
1 carousel 1 carousel 14 desks
4 Domestic 2 X-rays
2 Int’l

Figure 5.6-1 Proposed Phase-1 Terminal - for Initial Cost Saving Scenario
The proposed internal floor area of the Phase-1 passenger terminal (PTB) shown above is
8,271 m²,where no vertical circulation functions like the stairs, elevators and escalators is
provided.
To meet the forecast annual passengers of 1.96 million (i.e. 1,773,000 for domestic, and
184,704 for international) for the year 2030, it is assumed that separate check-in counters and
baggage claim area exclusively for international operations are desired to be provided.
Therefore, the single-story PTB is assumed to be horizontally expanded to both sides.
As emphasized in the above 10.2.2.2), the single-story PTB would give physical burden to
disabled or elderly person. Also, domestic and international passengers are possibly combined
while walking on the apron it would offer a risk of smuggling of terrorist or undesirable goods
or person to enter into the country. Therefore, when international traffic increases, it is
desired to provide more secured access for passengers to board or un-board the aircraft, with
the provision of Passenger Boarding Bridges.
In view of the foregoing discussion, the following future expansion options for Phase-2
terminal are necessarily addressed:
5-77
Stage 1. Future horizontal expansion.
Stage 2. Future vertical expansion for 2nd floor spaces so that it could have additional
functions for extra lobby and concourses to connect PBBs.
3) Energy Saving Plan
At a moment, it is intended that the terminal building is made of typical tropical resort style,
and natural lights and ventilation are planned to be adopted for most of public area except
pre-departure lobby and office areas where air-condition is provided. It is further planned
that operation and maintenance cost be saved in respects of the following aspects:
a) Adoption of Solar Power Generation Syste
To reduce fossil fuel, coal, oil, natural gas harnessing in the power plant which has emitted
vast CO2 in the air, are worldwide encouraged so as to prevent global warming phenomenon.
When solar power generation system is adopted in the PTB, the electricity cost is greatly
saved. In case electricity consumption of 500 kwh is reduced, yearly 9 million of O&M cost
is saved. The initial investment is recovered for 16 years of operations as shown in the
comparison below.
Table 5.6-2 Cost Comparison between Commercial Power and Solar Power
Item Power Source
Description Rate Unit Commercial Power Solar Power System

1. Construction for HV 10,000,000 Peso 10,000,000 10,000,000
2. Solar power facilities 300,000 Peso/kWh N/A 150,000,000
3. Power consumption 500 kWh In case of Passenger Terminal Building
Initial cost 10,000,000 160,000,000
1. Electric company rate 7.5 Peso/kWh 7.5 7.5
2. Operation hour 12 h/day 45,000 N/A
(Night operation) 5 h/day N/A 18,750
3. Monthly cost 30 day 1,350,000 562,500
4. Yearly cost 365 day 16,425,000 6,843,750
5. 16 years cost 5,840 day 262,800,000 109,500,000
16 years running cost 262,800,000 109,500,000
Total Cost 272,800,000 269,500,000
b) Use of LED lights
Power consumption of LED lights (Light-Emitting Diodes) is normally 10% to 15% of the
conventional type of lights, and its life is normally 10 times more. Lately the price of LED
lights has been drastically reduced owing to its mass production, hence should be considered
to be applied in the most of building ceiling (i.e. for office and concession).
5-78
Prep
Chaapter 5: Concepptual Design
5.6.4. Airport Layo

out Plan for Cost Sav
ving Scenarrio
1) Cost Savin
ng Scenario Phase 1
In view of the
t foregoingg discussion,, the airfield
d specificatioons and airpoort layout forr Phase-1
for the Cost Saving Scennario has beeen planned ass shown in Table
T 5.6-2 annd Figure 5.66-3.
6-3 Phase--1 Airfield Specificatio

Table 5.6 S on for Costt Saving Sc
cenario
Runnway: 2
2,000 m x 45 m,
m with 7.5-m shhoulder on bothh side
Runnway Strip: 2
2,120 m x 300 m
Runnway-end-safetyy area: 2 m beyond the
240 t end of both runway strip
Appproach Lightingg System: n
none
ILS
S: none
VO
OR/DME yes
Source: JICA Study Teeam

Figure 5.6-2
5 Phase
e-1 Airport Developm
ment – Costt Saving Sc
cenario
Sourrce: JICA Studyy Team

Figurre 5.6-3 Pha
ase-1 Term
minal Layou
ut – Cost Sa
aving Scen
nario
5-79
2) Cost Saving Scenario Phase 2
The Phase 2 for this Cost Saving Scenario is planned to be implemented through the following
two (2) stages in order of priority:
Stage 1. 1) Purchase of two (2) fire fighting vehicles of 12-ton water capacity
2) Horizontal expansion of the single-story PTB (from 8,271 to 11,903 m²)
3) Construction of Cargo Terminal Building (1,500 m²)
Stage 2. 4) Vertical expansion of PTB for 2nd floor to connect PBBs

5) Runway Extension from 2,000 m to 2,500 m
6) Installation of ILS
7) Installation of Approach Lighting System
8) Apron expansion (48,000 to 59,250 m²)
9) Other airside development
The above order of priority 1) to 9) is described as follows:
Stage 1
1) The purchase of two (2) Fire Fighting Vehicles is, as a priority to replace the existing 2
fire vehicles at Tagbilaran Airport, which are only 2.5-ton water capacity each and are
rather of obsolete model.
2) When the air traffic demand increases, horizontal expansion of the single-story PTB (from
8,271 to 11,903 m²) would be necessary. Unit cost for single-story building is assumed
to be Php 50,000/ m ² , hence the construction cost for additional 3,632 m ² is
provisionally estimated at Php 200 million (including additional solar panels).
3) Cargo terminal building is necessary when air traffic increase, the cost thereof is estimated
at Php 55 million.
Stage 2
4) When international flights are increased, vertical expansion of the PTB to construct the
2nd floor to connect PBBs (from 11,903to 16,318 m²) is necessary to attain users’ comfort
and convenience especially for disabled or elderly passengers. Unit cost of the 2-story
building is assumed to be Php 100,000/ m², hence the construction cost for additional
4,415 m² is provisionally estimated at Php 500 milion (including 3 PBBs and 3 sets of
vertical circulation, i.e. elevators and escalators).
5) When foreign major Airlines commence aircraft operations, the runway is desired to be
extended from 2,000 to 2,500 m as originally envisaged. The pavement cost for the 500-
extension of the runway is estimated at Php 94 million.
6) When foreign Airlines commence aircraft operations, installation of ILS-GS/LLZ is

desired to be installed for the purpose of aviation safety, the cost thereof is estimated at
Php 98 million.
5-80
7) In line with the start of ILS precision-approach procedure, the Approach Lighting System
is necessary to be installed, the cost thereof is estimated at Php 63 million.
8) In relation to the above 5), apron expansion is necessary, the cost for which is estimated at
Php 65 million.
9) In relation to the development of the above 5) to 8), additional airside development (e.g.
for earthworks, drainage, road, fence and gates) is necessary, the cost for which is
estimated at Php 151 million.
5-81
Chapter 6
Project Cost and Implementation

Schedule
Table of Contents
6.1. Phasing and Scope of Construction Works ·················································· 6-1
6.2. Conceptual Design of the New Bohol Airport ··············································· 6-2
6.3. Project Implementation Schedule ·································································· 6-5
6.4. Project Cost Estimate ······················································································ 6-6

Chapter 6: Project Cost and Implementation Schedule
Chapter 6. Project Cost and Implementation Schedule

6.1. Phasing and Scope of Construction Works
Through the course of the previous studies, i.e. in 2000 FS, 2007 FS, and 2009 Design, the
runway length was constantly recommended thus designed to be 2,500 m.
Upon discussion between DOTC and JICA Study Team (JST) in July 2011, it was agreed
that the Project would be split into 2 Phases, namely the Phase 1 wherein the 2,110-m long
runway and a 9,660-m² PTB will mainly cope with the domestic operations but possibly
accommodate international operations during the domestic off-peak hours, and the Phase 2
in which the Runway is extended to be 2,500 m and the PTB extended to be 15,470 m² to
accommodate simultaneous domestic and international flight operations by B777-300.
Upon submission of Draft Final Report in October 2011, JST was requested to study Cost
Saving Scenario (Phase 1) in which the runway is minimized to be 2,000 m to cope with
non-precision approach of domestic A321 (initially without ILS), and the single-story PTB
of 8,271 m² without PBB can barely cope with domestic operations.
Those chronological changes with the cost (expressed in the bare construction cost without
VAT) are described in Table 6.1-1.
Table 6.1-1 Phasing of the New Bohol Airport Construction Project

Original Scenario Cost Saving Scenario
Description
Phase 2 Phase 1 Phase 1
Passenger Area 15,470 m² 9,761 m² 8,271 m²
Terminal Cost (Php) 1,445 million 989 million 500 million
Building Function Dom. & Int’l Domestic Domestic
Cargo Area 1,500 m²
Terminal Cost (Php) 55 million None None
Building Function Dom. & Int’l
Other 26 Area 4,630 m² 4,630 m² 4,570 m²
Buildings Cost (Php) 277 million 277 million 272 million
Cost 280 million 255 million 622 million
Utilities
Function Water/ Power/Sewerage
Length 2,500 m 2,110 m 2,000 m
Runway Cost (Php) 693 million 618 million 599 million
Function All aircraft A320/321, A330 A320/321
Area 59,250 m² 50,250 m² 48,000 m²
Apron Cost (Php) 324 million 272 million 258 million
Function 1 A330, 4 A321, 1 DHC3 6 A321
Lots 18 buses/ 229 cars 18 buses/ 145 cars 18 buses/ 145 cars
Car Park
Cost (Php) 24 million 14 million 14 million
Cost (Php) 101 million None None
Fire Fighting
To meet
Vehicle Now, two 2.5-ton FFVs and 3-ton tank car
Function Category 9
(FFV) (8 tons in total) meet Category 6
(24.3 tons in total)
Cost (Php)t 608 million 608 million 447 million
Navaids Non-Precision
Function Precision CAT 1
VOR/DME
Total Cost (Php) 5,828 million 4,978 million 4,165 million
6-1
6.2. Conceptual Design of the New Bohol Airport

The eventual runway length is 2,500 m, designated as Phase-2 for the Original Scenario.
The Phase-1 runway length requirement for the Original Scenario is 2,110 m which can
accommodate small jet operations. This 390-m reduction of the runway length has been
proposed in consideration of the future cut-and-reinstall of every 30-m spacing of lighting
barrette for the 900-m long Precision Approach Lighting System.
The Phase-1 runway length requirement for the Cost Saving Scenario is 2,000 m which can
accommodate small jet mainly for domestic operations. This provision is not for an ILS
precision approach runway but VOR/DME non-precision approach runway.
The Phase-1 runway length requirement for the Cost Saving Scenario is 2,000 m which can
accommodate small jet mainly for domestic operations.
1) Airport Layout
Airport Layout Plan for the respective Scenarios are shown in Figure 6.2-1.
Original Scenario Phase 2: Runway Length 2,500ｍ
Original Scenario Phase 1: Runway Length 2,110ｍ
390m
reduction
Cost Saving Scenario Phase 1: Runway Length 2,000ｍ

110m
reduction

Figure 6.2-1 Airport Layout Plan
6-2
2) Passenger Terminal Building (PTB)
Development Phases for Passenger Terminal Building (PTB) are as shown in Figure 6.2-2.
Original Scenario (2-story building)
Ground Floor 2nd Floor
Phase 1
Phase 2
Cost Saving Scenario (single-story low-cost terminal)

Arrival Departure
Passport International Domestic
Passport
Control Pre‐departure Pre‐departure
Control
Dom. Int’l
Phase 1 8,271ｍ² Baggage
Claim
Baggage
Claim
Check‐in Counter
Customs
International
Pre‐departure
Arrival Departure
Stage 1 Passport Passport
Domestic
Pre‐departure
Domestic
Control Control Pre‐departure
Horizontal
Phase 2 Expansion
Dom. Int’l
Baggage Baggage
Claim Claim
11,903m² Check‐in Counter Check‐in Counter

Customs
Ground
Floor
Expansio Arrival Concourse
Departure Concourse
Stage 2
2nd
Vertical
Floor
Expansion
16,318m²
Figure 6.2-2 Development Phases for PTB
6-3
Solar Power Generation is adopted in the Cost Saving Scenario to minimize O&M cost.
3) Terminal Area Plan
Terminal Area Layout Plan Phase 1 for both original and cost saving scenarios are shown in
Figure 6.2-3.
Original Scenario Phase 1
Cost Saving Scenario Phase 1
Figure 6.2-3 Terminal Area Layout Plan Phase 1
Located on the right side of the PTB airside are a power station, control tower and operation
building, fire station and maintenance building, and on its landside are water tank and fuel
farm to be directly connected with access road..
Located on the left side of PTB airside is reserved for future construction of cargo terminal,
and on its landside is sewage treatment plant.
The cargo terminal is not built for Phase 1 but for Phase 2.
6-4
6.3. Project Implementation Schedule
Assuming that the Government would make decision early 2012 on the implementation of
the new Bohol Airport Construction Project with a financial assistance from JICA, the
following steps are assumed to be made:
a) Necessary supplementary studies would be conducted by JICA, e.g. on the feasibility of
water supply and resettlement action plan, so that the Project would be timely appraised
by JICA mission in the last quarter of 2012,
b) Exchange of Notes and Loan Agreement for the Project are expected to be executed
between the two (2) Governments in the 1st quarter of 2013.
c) The Project consultant could be selected the Government by the 3rd quarter of 2013,
then detailed design would be carried out by the consultant.
d) Prequalification of the applicants could be processed from the 2nd quarter, followed by
the bidding process which could be completed by the 2nd quarter of 2015.
e) The construction is assumed to be completed in 30 months by the end of 2017.
For the purpose of this Final Report, the Project is proposed to be implemented as shown in
Table 6.3-1.
Table 6.3-1 Project Implementation Schedule
2012 2013 2014 2015 2016 2017 2018 2019
Activity
2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4
0 Government Decision
Presidential approval
NEDA approval
1 Further JICA Study

Feasibility Study for Water Supply
Feasibility Study for Sewerage Network
Resettlement Action Plan (RAP)
2 Procurement of Loan
Appraisal Mission
Minutes of Discussion
Pledge
Exchange of Note (E/N)
Loan Agreement
3 Selection of Consultant
Shortlist
Preparation of RFP
Proposal Submission
Evaluation
Negotiation
Award & Contract
4 Consulting Services
4.1 Detailed Design 12 months 1 2 3 4 5 6 7 8 9 10 11 12
Design/ Preparation of Bid Documents

Preparation of PQ Documents
4.2 Assistance in Prequalification 1 2 3 4 5 6
Advertisement of PQ
Answers to Querry
Evaluation of PQ
4.3 Assistance in Bidding 10 months 1 2 3 4 5 6 7 8 9 10
Issuance of Bid Documents

Pre-bid Conference
Answers to Querry
Technical Evaluation
Financial Evaluation
Clarification/Negotiation
Award & Contract
4.4 Construction Supervision 30 months 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
4.5 Maintenance Supervision 14 months 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Final Report
5 Construction 30 months
5.1 Part 1: General Requirements
5.2 Part 2: Civil Works
0 Environmental Protection
1 Earthworks
2 Pavement Works
3 Stormwater Drainage
4 Miscellaneous
5 Landscaping
5.3 Part 3: Utility Works
1 Water Supply
2 Electrical Spply & Distribution
4 Sewage Treatment
5.4 Part 4: Building Works
1 Passenger Terminal Building (PTB)
2 Cargo Terminal Building (CTB)
3 Control Tower & Admin Building (CTO)
4 Fire Station and Maintenance Building (FSM)
5 Ancilliary Buildings:
6 Utility Building
7 Navaids Buildings
5.5 Part 5: NAVAIDS
1 Radio Navigation Aids/Meteorological Works
2 Aeronautical Ground Lightsing Works
5.6 Defect Liability Period 12 months
6-5
6.4. Project Cost Estimate

In 2011, the Exchange Rate of the Japanese Yen versus the US Dollar has been highly
fluctuating, i.e. between US$ 1.0 = Yen 76.0~86.0 due to an unstable worldwide economy,
where future fluctuation is unpredictable. While, the Exchange Rate of Philippine Peso versus
the US Dollar has been stable, i.e. between US$ 1.0 = Php 41.5~42.5. For the purpose of this
Final Report, the exchange rate of Php 1.0 = Yen 2.0 is assumed.
JICA assumes that the escalation rates for the coming years are 4 % for Philippine Peso, and
1.6 % for Japanese Yen, the same are applied for the period of the Project Implementation
from 2012 to 2118.
The difference in the Project Cost for the original Phase 2, the original Phase 1 and the Cost
Saving Scenario-Phase 1 is summarized as shown in Table 6.4-1.
Table 6.4-1 Summary of Project Cost (‘000)

Original Phase 2, Original Phase 1 and Cost Saving Scenario-Phase 1
Original Original Cost Saving
Description
Phase 2 Phase 1 Scenario-Phase 1
Base Construction Cost 5,828,184 4,977,566 4,164,553
Contingency: 5 % 291409 248,878 208,228
Base Cost subtotal 6,119,593 5,226,444 4,372,780

Consultancy 887,341 757,834 714,335
Total 7,006,934 5,984,278 5,087,115
Construction Cost with VAT 6,527,566 5,574,873 4,664,299
Contingency: 5 % 326,378 278,744 233,215
subtotal 6,853,944 5,853,617 4,897,514
Project Cost Consultancy 988,751 844,444 796,313
including 12 %VAT Total 7,842,695 6,698,061 5,693,827
and Price Escalation Provision for
Future Price Escalation 1,084,353 894,733 763,242
From 2011 to 2018
Grand Total 8,927,048 7,592,794 6,457,069
Comparison of the Project Cost between the original Phase 2 and the original Phase 1 and
the Cost Saving Scenario-Phase 1 are shown in Table 6.4-2(without VAT and price
escalation) and Table 6.4-3(with VAT and price escalation), respectively.
6-6
Table 6.4-2 Comparison of Project Cost (‘000) without VAT and Price Escalation
Original Phase 2 Original Phase 1 Cost Saving Scenario Phase 1
Peso 1.00 = Yen 2.00 unit ( '000)
Description Amount in 2011 ('000) Amount in 2011 ('000) Amount in 2011 ('000)
Summary of Project Cost in 2011 price Local Foreign Combined Local Foreign Combined Local Foreign Combined
without VAT and Price Escalation Peso Yen Peso Peso Yen Peso Peso Yen Peso
A: Construction
Part 1 : General Requirements 77,659 318,588 236,953 76,797 119,148 136,371 76,797 119,148 136,371
Section 1120 : Employer's and Engineer's Facilities 67,281 67,281 67,281 67,281 67,281 67,281
Section 1210 : Project Equipment 9,366 56,568 37,650 9,366 56,568 37,650 9,366 56,568 37,650
Section 1220: Fire Fighting Vehicle 862 199,440 100,582
Section 1230: Maintenance Equipment 150 62,580 31,440 150 62,580 31,440 150 62,580 31,440
Part 2: Civil Works 1,054,940 3,743,575 2,926,728 965,948 3,492,634 2,712,265 836,879 2,701,368 2,187,563
Section C1-2100 : Earth Works 75,534 1,245,995 698,532 72,472 1,195,483 670,214 48,937 807,260 452,567
Section C1-2200 : Pavement Works 650,782 1,457,858 1,379,711 580,147 1,299,625 1,229,960 579,523 1,298,228 1,228,637
Section C1-2300 : Drainage System 211,365 719,463 571,097 198,874 676,945 537,347 103,017 350,659 278,347
Section C1-2400 : Miscellaneous 15,651 258,181 144,742 15,779 260,294 145,926 11,384 187,780 105,274
Section C1-2500 : Landscaping 101,608 62,078 132,647 98,676 60,287 128,820 94,018 57,441 122,739
Part 3 : Utility Works 36,243 488,383 280,435 33,545 443,864 255,477 85,098 1,074,108 622,152
Division 1 : (U1) Water Supply and Distribution System 5,245 38,455 24,473 5,245 38,455 24,473 55,245 138,455 124,473
Division 2 : (U2) Electrical Supply and Distribution System 24,801 404,493 227,048 22,103 359,974 202,090 23,656 390,218 218,765
500,000 250,000
Division 3 : (U3) Sewerage and Sewage Treatment Plant System 6,197 45,435 28,915 6,197 45,435 28,915 6,197 45,435 28,915
Part 4 : Building Works 508,884 2,534,813 1,776,291 391,946 1,747,457 1,265,675 265,962 1,011,366 771,645
Division 1 : (B1) Passenger Terminal Building (PTB) 15,470 m² 375,976 2,137,369 1,444,661 274,095 1,429,774 988,982 150,000 700,000 500,000
Division 2 : (B2) Cargo Terminal Building (CTB) 1,500 m² 15,057 79,761 54,938
Division 3 : (B3) Control Tower, Operation and Admin (ATC) 2,000 m² 60,228 185,477 152,967 60,228 185,477 152,967 60,228 185,477 152,967
Division 4 : (B4) Fire Station and Airport Maintenance (FSM) 900 m² 15,752 42,280 36,892 15,752 42,280 36,892 15,752 42,280 36,892
Division 5 : (B5) Ancillary Buildings (ACB) 6,285 16,068 14,319 6,285 16,068 14,319 6,285 16,068 14,319
Sub-division 51 : (B51) Drivers Lounge (DVL) 96 m² 1,873 2,295 3,021 1,873 2,295 3,021 1,873 2,295 3,021
Sub-division 52 : (B52) Car Park Toilet (CPT) 1,119 2,788 2,513 1,119 2,788 2,513 1,119 2,788 2,513
Sub-division 53 : (B53) Guard Houses (GDH) 2,418 5,627 5,232 2,418 5,627 5,232 2,418 5,627 5,232
Sub-division 54 : (B54) Toll Booths (TLB) 875 5,358 3,554 875 5,358 3,554 875 5,358 3,554
Division 6 : (B6) Utility Buildings (ULB) 32,530 63,903 64,482 32,530 63,903 64,482 32,530 63,903 64,482
Sub-division 61 : (B61) Water Tank & Pump House (WPH) 500 m² 8,511 13,148 15,085 8,511 13,148 15,085 8,511 13,148 15,085
Sub-division 62 : (B62) Power House (PWH) 1,050 m² 20,468 42,008 41,472 20,468 42,008 41,472 20,468 42,008 41,472
Sub-division 63 : (B63) STP Control Room (STP) 2,467 6,374 5,654 2,467 6,374 5,654 2,467 6,374 5,654
Sub-division 64 : (B64) Material Recovery Facility (MRF) 1,084 2,373 2,271 1,084 2,373 2,271 1,084 2,373 2,271
Division 7 : (B7) Navaids Buildings (NAV) 3,056 9,955 8,034 3,056 9,955 8,034 1,167 3,638 2,986
Sub-division 71 : (B71) LLZ Building (LLZ) 953 3,218 2,562 953 3,218 2,562
Sub-division 72 : (B72) GS Building (GS) 936 3,099 2,486 936 3,099 2,486
Sub-division 73 : (B73) VOR Building (VOR) 1,167 3,638 2,986 1,167 3,638 2,986 1,167 3,638 2,986
Part 5 : Navaids Works 65,672 1,084,212 607,778 65,672 1,084,212 607,778 48,316 797,011 446,822
Division 1 : (N1) Radio Navigation Aids amd Meteorogical Facility (RAM) 38,504 635,152 356,080 38,504 635,152 356,080 27,893 460,112 257,949
Division 2 : (N2) Aeronautical Ground Lighting (AGL) 27,168 449,060 251,698 27,168 449,060 251,698 20,423 336,899 188,873
Subtotal of Construction Works (Parts 1 to 5) 1,743,398 8,169,571 5,828,184 1,533,908 6,887,315 4,977,566 1,313,052 5,703,001 4,164,553
Physical Contingency 5% of subtotal 87,170 408,479 291,409 76,695 344,366 248,878 65,653 285,150 208,228
Total Construction Cost 1,830,568 8,578,050 6,119,593 1,610,603 7,231,681 5,226,444 1,378,705 5,988,151 4,372,780
Price Escalation
Total Construction Cost with Price Escaration
% of
B: Consultancy Services Foreign constructi
:Local on
Part 1 Detailed Design 75:25 3.0% 43,711 262,268 174,846 37,332 223,990 149,327 31,234 187,405 124,937
Preconstruction Stage
Part 2 Assistance in Bidding 80:20 1.5% 17,485 139,876 87,423 14,933 119,462 74,663 12,494 99,949 62,468
Part 3 Construction Supervision 80:20 8.0% 93,251 746,007 466,255 79,641 637,128 398,205 66,633 533,063 333,164
Construction Stage
Part 4 Maintenance Supervision 75:25 2.0% 29,141 174,846 116,564 24,888 149,327 99,551 20,823 124,937 83,291
Part 5 Transaction Advisory 80:20 0.5% 3,965 31,716 19,823
Part 6 Env. Protection Reseach 80:20 1.5% 11,894 95,149 59,468
Contingency 5% 9,179 66,150 42,254 7,840 56,495 36,087 6,757 48,853 31,184
Total Consultancy Cost 192,767 1,389,148 887,341 164,633 1,186,403 757,834 153,799 1,121,073 714,335
Price Escalation
Total Consultancy Cost with Price Escaration
C: Grand Total of A (Construction) and B (Consultancy) 2,023,335 9,967,197 7,006,934 1,775,236 8,418,083 5,984,278 1,532,504 7,109,224 5,087,115
6-7
Table 6.4-3 Comparison of Project Cost (‘000) with VAT and Price Escalation
Original Phase 2 Original Phase 1 Cost Saving Scenario Phase 1

Peso 1.00 = Yen 2.00 Price Escalation Rate; Local /Foreign 4.00% 1.60% unit ( '000)
Description Amount with 12% VAT ('000) Amount with 12% VAT ('000) Amount with 12% VAT ('000)
Summary of Project Cost in 2011 price Local Foreign Combined Local Foreign Combined Local Foreign Combined
with VAT and Price Escalation Peso Yen Peso Peso Yen Peso Peso Yen Peso
A: Construction
Part 1 : General Requirements 86,978 356,819 265,387 86,013 133,446 152,736 86,013 133,446 152,736
Section 1120 : Employer's and Engineer's Facilities 75,355 75,355 75,355 75,355 75,355 75,355
Section 1210 : Project Equipment 10,490 63,356 42,168 10,490 63,356 42,168 10,490 63,356 42,168
Section 1220: Fire Fighting Vehicle 965 223,373 112,652
Section 1230: Maintenance Equipment 168 70,090 35,213 168 70,090 35,213 168 70,090 35,213
Part 2: Civil Works 1,181,533 4,192,804 3,277,935 1,081,862 3,911,750 3,037,737 937,304 3,025,532 2,450,071
Section C1-2100 : Earth Works 84,598 1,395,514 782,355 81,169 1,338,941 750,639 54,809 904,131 506,875
Section C1-2200 : Pavement Works 728,876 1,632,801 1,545,276 649,765 1,455,580 1,377,555 649,066 1,454,015 1,376,073
Section C1-2300 : Drainage System 236,729 805,799 639,628 222,739 758,178 601,828 115,379 392,738 311,748
Section C1-2400 : Miscellaneous 17,529 289,163 162,110 17,672 291,529 163,437 12,750 210,314 117,907
Section C1-2500 : Landscaping 113,801 69,527 148,565 110,517 67,521 144,278 105,300 64,334 137,467
Part 3 : Utility Works 40,592 546,989 314,087 37,570 497,128 286,134 95,310 1,203,001 696,810
Division 1 : (U1) Water Supply and Distribution System 5,874 43,070 27,409 5,874 43,070 27,409 61,874 155,070 139,409
Division 2 : (U2) Electrical Supply and Distribution System 27,777 453,032 254,293 24,755 403,171 226,341 26,495 437,044 245,017
560,000 280,000
Division 3 : (U3) Sewerage and Sewage Treatment Plant System 6,941 50,887 32,384 6,941 50,887 32,384 6,941 50,887 32,384
Part 4 : Building Works 569,950 2,838,991 1,989,445 438,980 1,957,152 1,417,555 297,877 1,132,730 864,242
Division 1 : (B1) Passenger Terminal Building (PTB) 15,470 m² 421,093 2,393,853 1,618,020 306,986 1,601,347 1,107,660 168,000 784,000 560,000
Division 2 : (B2) Cargo Terminal Building (CTB) 1,500 m² 16,864 89,332 61,530
Division 3 : (B3) Control Tower, Operation and Admin (ATC) 2,000 m² 67,455 207,734 171,322 67,455 207,734 171,322 67,455 207,734 171,322
Division 4 : (B4) Fire Station and Airport Maintenance (FSM) 900 m² 17,642 47,354 41,319 17,642 47,354 41,319 17,642 47,354 41,319
Division 5 : (B5) Ancillary Buildings (ACB) 7,039 17,996 16,037 7,039 17,996 16,037 7,039 17,996 16,037
Sub-division 51 : (B51) Drivers Lounge (DVL) 96 m² 2,098 2,570 3,383 2,098 2,570 3,383 2,098 2,570 3,383
Sub-division 52 : (B52) Car Park Toilet (CPT) 1,253 3,123 2,815 1,253 3,123 2,815 1,253 3,123 2,815
Sub-division 53 : (B53) Guard Houses (GDH) 2,708 6,302 5,859 2,708 6,302 5,859 2,708 6,302 5,859
Sub-division 54 : (B54) Toll Booths (TLB) 980 6,001 3,980 980 6,001 3,980 980 6,001 3,980
Division 6 : (B6) Utility Buildings (ULB) 36,434 71,571 72,219 36,434 71,571 72,219 36,434 71,571 72,219
Sub-division 61 : (B61) Water Tank & Pump House (WPH) 500 m² 9,532 14,726 16,895 9,532 14,726 16,895 9,532 14,726 16,895
Sub-division 62 : (B62) Power House (PWH) 1,050 m² 22,924 47,049 46,449 22,924 47,049 46,449 22,924 47,049 46,449
Sub-division 63 : (B63) STP Control Room (STP) 2,763 7,139 6,332 2,763 7,139 6,332 2,763 7,139 6,332
Sub-division 64 : (B64) Material Recovery Facility (MRF) 1,214 2,658 2,543 1,214 2,658 2,543 1,214 2,658 2,543
Division 7 : (B7) Navaids Buildings (NAV) 3,423 11,150 8,998 3,423 11,150 8,998 1,307 4,075 3,344
Sub-division 71 : (B71) LLZ Building (LLZ) 1,067 3,604 2,869 1,067 3,604 2,869
Sub-division 72 : (B72) GS Building (GS) 1,048 3,471 2,784 1,048 3,471 2,784
Sub-division 73 : (B73) VOR Building (VOR) 1,307 4,075 3,344 1,307 4,075 3,344 1,307 4,075 3,344
Part 5 : Navaids Works 73,553 1,214,317 680,711 73,553 1,214,317 680,711 54,114 892,652 500,440
Division 1 : (N1) Radio Navigation Aids amd Meteorogical Facility (RAM) 43,124 711,370 398,810 43,124 711,370 398,810 31,240 515,325 288,903
Division 2 : (N2) Aeronautical Ground Lighting (AGL) 30,428 502,947 281,902 30,428 502,947 281,902 22,874 377,327 211,537
Subtotal of Construction Works (Parts 1 to 5) 1,952,606 9,149,920 6,527,566 1,717,977 7,713,793 5,574,873 1,470,618 6,387,361 4,664,299
Physical Contingency 5% of subtotal 97,630 457,496 326,378 85,899 385,690 278,744 73,531 319,368 233,215
Total Construction Cost 2,050,236 9,607,415 6,853,944 1,803,876 8,099,482 5,853,617 1,544,149 6,706,729 4,897,514
Price Escalation 489,437 878,646 928,760 429,772 741,027 800,286 367,285 614,203 674,387
Total Construction Cost with Price Escaration 2,539,673 10,486,062 7,782,704 2,233,648 8,840,509 6,653,903 1,911,434 7,320,932 5,571,900
% of
B: Consultancy Services Foreign constructi
:Local on
Part 1 Detailed Design 75:25 3.0% 48,957 293,740 195,827 41,812 250,869 167,246 34,982 209,893 139,929
Preconstruction Stage
Part 2 Assistance in Bidding 80:20 1.5% 19,583 156,662 97,913 16,725 133,797 83,623 13,993 111,943 69,964
Part 3 Construction Supervision 80:20 8.0% 104,441 835,528 522,205 89,198 713,584 445,990 74,629 597,030 373,144
Construction Stage
Part 4 Maintenance Supervision 75:25 2.0% 32,638 195,827 130,551 27,874 167,246 111,497 23,321 139,929 93,286
Part 5 Transaction Advisory 80:20 0.5% 4,440 35,522 22,201
Part 6 Env. Protection Reseach 80:20 1.5% 13,321 106,567 66,604
Contingency 5% 9,179 66,150 42,254 7,840 56,495 36,087 6,757 48,853 31,184
Total Consultancy Cost 214,798 1,547,907 988,751 183,448 1,321,992 844,444 171,444 1,249,739 796,313
Price Escalation 46,720 127,736 110,588 39,901 109,093 94,448 37,290 103,131 88,855
Total Consultancy Cost with Price Escaration 261,517 1,675,643 1,099,339 223,349 1,431,085 938,892 208,734 1,352,869 885,169
C: Grand Total of A (Construction) and B (Consultancy) 2,265,034 11,155,323 7,842,695 1,987,324 9,421,474 6,698,061 1,715,593 7,956,468 5,693,827
D: Grand Total of Price Escalation 536,156 1,006,382 1,039,347 469,674 850,120 894,733 404,575 717,334 763,242
E: Grand Total of A (Construction) and B (Consultancy) with Price Escalation 2,801,190 12,161,705 8,882,043 2,456,997 10,271,594 7,592,794 2,120,168 8,673,802 6,457,069
6-8
Project Cost for the Cost Saving Scenario-Phase 2
The Phase 2 for this Cost Saving Scenario is planned to be implemented through the
following two (2) stages in order of priority:
Stage 1. 1) Purchase of two (2) fire fighting vehicles of 12-ton water capacity
2) Horizontal expansion of the single-story PTB (from 8,271 to 11,903 m²)
3) Construction of Cargo Terminal Building (1,500 m²)
Stage 2. 4) Vertical expansion of PTB for 2nd floor to connect PBBs

5) Runway Extension from 2,000 m to 2,500 m
6) Installation of ILS
7) Installation of Approach Lighting System
8) Apron expansion (48,000 to 59,250 m²)
9) Other airside development
The Phase-2 Project Cost for the Cost Saving Scenario is preliminarily estimated as shown
in Table 6.4-4.
Table 6.4-4 Project Cost for Cost Saving Scenario-Phase 2 (‘000)

Description Phase 1 Phase 2
Cost Saving Scenario Additional Scope of Work Stage 1 Stage 2
A Construction ---- Total 4,163 Additional Construction---- Total 373 972
1 General Requirements 136 Nos.1 to 10): order of the above priority
1)Purchase of 3 Fire Fighting Vehicle 100
2 Civil Works 2,188
5)Runway Extension (from 2,000 to 2,500 m) 94
8)Apron Expansion (from 48,000 to 59,250 m²) 65
9)Other airside development 151
3 Utilities 272
Solar Power Generation 150
4 Building Works 772
PTB (8,271 m²): 500 million 2)PTB horizontal expansion (from 8,271 to 11,903 m²) 200
Other buildings: 272 million 3)Cargo Terminal Building (CTB) of 1,500 m² 55
4)PTB vertical expansion (from 11,903 to 16,318 m²) 450
6)Construction of ILS-GS/LLZ buildings 5
5 Air Navigation 447
Air Navigation: 258 million 6)ILS-GS/LLZ 98
AGL: 189 million 7)Approach Lighting System 63
Subtotal 3,965 355 926
Contingency (5%) 189 18 46
B Consultancy ----- Total 684 Additional Consultancy---- Total 54 137
1 Design (3.0%) 119 11 23
2 Assistance in Bidding (1.5%) 59 5 14
3 Construction Supervision (8%) 317 28 74
4 Maintenance Supervision (2%) 79 7 19
5 Transaction Advisory (0.5%) 20
6 Environmental Research (1.5%) 59
Subtotal 654 51 130
Contingency (5%) 30 3 7
C Value Added Tax 578 51 132
D Price Escalation 728 40 104
E Grand Total 6,153 518 1,345
6-9
Chapter 7
Project Viability Review
Table of Contents
7.1. Airport Revenue ······························································································· 7-1
7.2. Airport Operation and Maintenance Cost ······················································ 7-2

7.2.1. Operation and Maintenance of Passenger and Cargo Terminals (PTB/CTB) 7-2
7.2.2. Operation and Maintenance of Airside and Other Facilities ····················· 7-3
7.2.3. Verification of Revenues and Expenditures with those at Other Major Airports 7-5
7.3. Financial Analysis ···························································································· 7-7

7.3.1. Introduction ······························································································ 7-7
7.3.2. General Assumptions ··············································································· 7-7
7.3.3. Financial Cost ·························································································· 7-7
7.3.4. Financial Revenue ··················································································· 7-7
7.3.5. Financial Internal Rate of Return ······························································ 7-8
7.4. Economic Analysis ························································································ 7-15

7.4.1. Introduction ···························································································· 7-15
7.4.2. General Assumptions ············································································· 7-15
7.4.3. Economic Cost ······················································································· 7-16
7.4.4. Operating and Maintenance Costs ························································· 7-16
7.4.5. Economic Benefits of the Project ··························································· 7-17
7.4.6. Result of Analysis ··················································································· 7-21
Chapter 7: Project Viability Reviews
Chapter 7. Project Viability Review

7.1. Airport Revenue
Airport Revenues are computed based on the NAIA tariff structure.
Table 7.1-1 shows summary of airport revenue based on the air traffic forecast made in
Chapter 3. Basically, the airport revenue consists of 72 % as passenger terminal revenue
and 28 % for airfield revenue.
76% of the passenger terminal revenue is made from Passenger Service Charge. Other
service fees like Check-in Counter Rental and Tacking Fee (use of Passenger Boarding
Bridges or Ramp Buses) are relatively small revenues, i.e. 9 % and 4 %, respectively.
The bottom line is that the initial investment, operations and maintenance cost for the
systems should be compensated by the total revenues computed to collect for 30 years of
project operation period. For example, the total tacking fee collected over 30 years (from
2018 to 2047) of Php 358 million is likely to cover purchase and cost for the 3 PBB’s.
78% of the airfield revenue is landing fee. Parking fee is collectible only when aircraft
spend more than an hour for aircraft handling. Currently all airlines are encouraged to
keep 30 minutes turn-around time, hence only a minimal number of spots are estimated to
earn the overnight parking fee.
Table 7.1-1 Summary of Airport Revenue

Grand Total for 30 years
YEAR 2018 2020 2025 2030 2035 2040 2045
proportion
TRAFFIC DEMAND
A-1 Annual Passengers 1,277,647 1,435,931 1,702,019 1,957,911 2,204,589 2,440,894 2,665,544 65,289,897 100.0%
Domestic 1,271,514 1,393,291 1,565,911 1,773,306 1,936,880 2,116,735 2,285,461 58,639,794 89.8%
International 6,133 42,640 136,108 184,605 267,709 324,159 380,083 6,650,103 10.2%
A-2 Cargoes (tons) 9,727 10,728 11,940 13,397 14,546 15,810 16,995 442,473
A-3 Annual Aircraft Movements 12,898 13,918 15,624 17,050 18,542 19,806 20,974 562,628 100.0%
Domestic 12,870 13,548 14,370 15,358 16,136 16,992 17,796 505,434 89.8%
International 28 370 1,254 1,692 2,406 2,814 3,178 57,194 10.2%
OPERATING REVENUES 232,798 273,942 355,049 416,509 490,373 552,451 613,139 13,451,774 100.0%
B Airfield Revenue ('000 Php) 54,623 69,465 93,907 114,184 137,343 158,296 178,905 3,731,719 27.7% 100.0%
B-1 Landing Fee 43,676 55,009 72,857 88,940 106,193 122,787 139,101 2,905,749 21.6% 77.9%
B-2 Parking Fee 0 656 656 656 656 656 656 18,356 0.1% 0.5%
B-3 Lighting Charge 1,470 1,685 1,879 2,042 2,212 2,356 2,489 62,899 0.5% 1.7%
B-4 Air Navigation Charge 1,748 3,526 8,003 10,295 13,927 16,053 17,956 341,629 2.5% 9.2%
B-5 Royalty Fee (Fuel) 1,804 2,334 3,370 4,097 5,046 5,816 6,568 134,784 1.0% 3.6%
B-6 Vehicle Parking Fee 5,924 6,256 7,142 8,154 9,310 10,629 12,135 268,302 2.0% 7.2%
C Passenger Terminal Revenue ('000 Php) 178,176 204,476 261,142 302,326 348,943 389,941 429,902 9,648,868 71.7% 100.0%
C-1 Passenger Service Charge (PSC) 128,838 151,055 194,021 228,097 267,308 300,818 333,069 7,354,855 54.7% 76.2%
Domestic Php 200/pax 127,151 139,329 156,591 177,331 193,688 211,674 228,546 5,529,367 41.1% 57.3%
International Php 550/pax 1,687 11,726 37,430 50,766 73,620 89,144 104,523 1,825,488 13.6% 18.9%
C-2 Check-in Counter Rental 16,939 19,406 23,079 26,592 30,002 33,278 36,398 840,156 6.2% 8.7%
C-3 Tacking Fee 8,218 9,029 10,385 11,518 12,704 13,709 14,638 358,343 2.7% 3.7%
C-4 Floor Rental 9,773 9,773 16,289 16,289 16,289 16,289 16,289 443,058 3.3% 4.6%
C-5 Concession Privilege Fee 4,856 5,128 5,854 6,684 7,630 8,712 9,946 219,910 1.6% 2.3%
C-6 Advertising 6,790 7,170 8,185 9,345 10,669 12,181 13,907 307,485 2.3% 3.2%
C-7 Other fees and Charges 2,761 2,916 3,329 3,801 4,339 4,954 5,656 125,061 0.9% 1.3%
D Cargo Terminal Revenue ('000 Php) 0 0 0 0 4,088 4,214 4,332 71,186 0.5% 100.0%
D-1 Flloor Rental 0 0 0 0 2,633 2,633 2,633 44,760 0.3% 62.9%
D-2 Royanty Fee 0 0 0 0 1,455 1,581 1,700 26,426 0.2% 37.1%
TOTAL REVENUE 232,798 273,942 355,049 416,509 490,373 552,451 613,139 13,451,774
7-1
7.2. Airport Operation and Maintenance Cost
7.2.1. Operation and Maintenance of Passenger and Cargo Terminals (PTB/CTB)
Assumed numbers of personnel to operate and maintain the Passenger and Cargo Terminal
(PTB/CTB) are 100 in total, including 29 organic staff and 71 outsourced.
Operation and maintenance Costs for PTB/CTB are estimated as shown in Table 7.2-1.
Table 7.2-1 Assumed O/M Cost for PTB/CTB

Cost Passenger and Cargo Terminals
Scenario Number Monthly Rate months Amount
1 Administration & Operation 100 Total 32,510,600
Salary/SSS/Insulance subtotal
General Manager 1 70,000 13 910,000
Assistant Manager 1 60,000 13 780,000
Director 3 50,000 13 1,950,000
Administration
Chief 1 40,000 13 520,000
Deputy 1 30,000 13 390,000
Staff 2 20,000 13 520,000
Financial
Chief 1 40,000 13 520,000
Deputy 2 30,000 13 780,000
Staff 2 20,000 13 520,000
Facility/IT
Chief 1 40,000 13 520,000
Deputy 2 30,000 13 780,000
Staff 2 20,000 13 520,000
Operations
Chief 1 40,000 13 520,000
Deputy 2 30,000 13 780,000
Staff 3 20,000 13 780,000
Engineering
Chief 1 40,000 13 520,000
Deputy 1 30,000 13 390,000
Staff 2 20,000 13 520,000
Salary subtotal 29 12,220,000
SSS and Insulances 20.0% 2,444,000
Furnitures & Consumables 3.0% 366,600
Outsource
Security 40 20,000 13 10,400,000
Bridge Operator 4 20,000 13 1,040,000
Public Adress 3 20,000 13 780,000
PSC Collection Counter 2 20,000 13 520,000
Car with Driver 2 35,000 12 840,000
Cleaning/Routine Maintenance 20 15,000 13 3,900,000
Outsource subtotal 71 17,480,000
2 Water and Electricity Quantity Rate Days 36,189,750

Water (300 Kl/day) 300 30.5 365 3,339,750
Electricity (1,000KWh x 12 hours) 12,000 7.5 365 32,850,000
Total PTB Construction Cost

3 Maintenance/Replacement 1.0% 1,038,431,100 10,384,311
Original
Scenario Total for Original Scenario 79,084,661

Water (300 Kl/day) 300 30.5 365 3,339,750
Electricity (500KWh x 12 hours) 6,000 7.5 365 16,425,000
less: Solar Power (500 kwh x 7 hours) -3,500 7.5 365 -9,581,250
In case of Total PTB Construction Cost

Cost 3 Maintenance/Replacement 1.0% 500,000,000 5,000,000
Saving
Sce nario Total for Cost Saving Scenario 47,694,100
7-2
7.2.2. Operation and Maintenance of Airside and Other Facilities
Assumed numbers of personnel to operate and maintain airside and other facilities than
PTB/CTB are 91 in total, including 51 organic staff and 40 outsourced.
Operation and maintenance Costs for airside and other facilities than PTB/CTB are
estimated as shown in Table 7.2-2.
Table 7.2-2 Assumed O/M Cost for Airside and Other Facilities
Cost Runway, Taxiway Apron, Air Navigation, Control Tower Utilities, Misceranneous
Sce nario Number Monthly Rate months Amount
1 Administration & Operation 91 Total 27,488,500
Salary/SSS/Insulance
General Manager 1 70,000 13 910,000
Assistant Manager 1 40,000 13 520,000
Finance & Administration 3 30,000 13 1,170,000
Planning & Enginieering 3 30,000 13 1,170,000
Operations
Air Traffic Controller 10 20,000 13 2,600,000
Air Navigation 4 20,000 13 1,040,000
Landside 4 20,000 13 1,040,000
Maintenance
Building 4 20,000 13 1,040,000
Ground 4 20,000 13 1,040,000
Vehicle 4 20,000 13 1,040,000
Safety Officer
Rescue & Fire Fighting 10 20,000 13 2,600,000
Safety 3 20,000 13 780,000
Salary subtotal 51 14,950,000
SSS and Insulances 20.0% 2,990,000
Furnitures & Consumables 3.0% 448,500
Outsource
Civil Security 20 20,000 13 5,200,000
Cleaning/Routine Maintenance 20 15,000 13 3,900,000
Outsource subtotal 40 9,100,000

Water (20 Kl/day) 20 30.5 365 222,650
Total Construction less Earthwork/Drainage

3 Maintenance/Replacement 1.0% 2,844,081,675 28,440,817
Original
Sce nario Total for Original Scenario 62,721,967
In case of Total Construction less Earthwork/Drainage

Cost 3 Maintenance/Replacement 1.0% 2,797,268,000 27,972,680
Saving
Sce nario Total for Cost Saving Scenario 62,253,830
The above Maintenance/ Replace Costs (i.e. 1 % of the total construction cost) is estimated
as an annual budgetary reservation, which is equivalent to one-thirtieth (1/30) of the
aggregate costs for rehabilitation/ replacement of the facilities over the 30 years of airport
operations, including e.g. runway overlay works at every-10 year interval , replacement of
air navigation equipment in 15 years .
Breakdown of the maintenance and replacement costs over the 30 year-operations for
PTB/CTB of Php 10,384,311 (i.e. the bottom figure of Table 7.2-1) and for Airside and
others of Php 28,440,817 (i.e. the bottom figure of Table 7.2-2) are respectively computed
as shown in Table 7.2-3.
7-3
Table 7.2-3 Breakdown of Maintenance and Replacement over 30 years

Original Scenario for reference only
For PTB/CTB
unit cost times Amount
1 PTB building - Architectural
-Waterproofing 32,000,000 1 32,000,000
-Roofing 21,570,205 1 21,570,205
-Public Furniture 24,000,000 1 24,000,000
PTB building - Mechanical
- Chiller Php 9M/No. 8,000,000 5 40,000,000
- AHU Php 6.153M/No. 6,153,000 3 18,459,000
- FCU Php 0.7M/No. 500,000 14 7,000,000
PTB building - Electrical
- Power receiving system Sum 15,000,000 1 15,000,000
- UPS Php 0.32M/No. 3,000,000 1 3,000,000
PTB building - Special Equipment
- FIDS (Whole system) Php 40M 36,000,000 1 36,000,000
- X-Lay (Whole system) Php 90M 88,000,000 1 88,000,000
- BMS (Whole system) Php 10M 10,000,000 1 10,000,000
2 CTB building - Architectural
- Roofing 10,000,000 1 10,000,000
- Door 1,500,000 1 1,500,000
CTB building - Mechanical
- Air Conditioner Php 1M/No. 1,000,000 3 3,000,000
CTB building - Electrical
- Power receiving system Sum 2,000,000 1 2,000,000
Total for 30 years 311,529,205
Annual years 30 10,384,307
For Airside and other Facilities than PTB/CTB

1 Civil work
Asphalt Overlay Overlay
-R/W & T/W (145,000 m²/layer, 2times) Php 800/m² 116,000,000 2.0 232,000,000
-Shoulder (58,000 m²/layer, 1times) Php 800/m² 46,400,000 1.0 46,400,000
-Edge light (1times) Php 35M/time 35,000,000 1.0 35,000,000
-GSE (14,000 m²/layer, 1times) Php 800/m² 11,200,000 1.0 11,200,000
-Service road (43,000 m²/layer, 1time) Php 800/m² 34,400,000 1.0 34,400,000
-Marking (15,000 m²/layer, 4times) Php 1100/m² 16,500,000 4.0 66,000,000
Road & Parking
-Asphalt Overlay (60,000 m²/layer, 5times) Php 800/m² 48,000,000 1.0 48,000,000
-Marking (1,700 m²/layer, 3times) Php 1100/m² 1,870,000 3.0 5,610,000
Fence
-Repair (L=13,600m, 11Gates) Php 91M/time 91,000,000 30% 27,300,000
2 Building work
-Utility building 6,548,000 1.0 6,548,000
-NAV building 860,000 1.0 860,000
-Fire station 3,687,600 1.0 3,687,600
-Power house 4,232,700 1.0 4,232,700
-Control Tower 15,237,700 1.0 15,237,700
-Ancillary building 1,435,000 1.0 1,435,000
3 Air Navigation Work
-ILS Php 70M/No. 50,000,000 1.0 50,000,000
-VOR/DME Php 70M/No. 50,000,000 1.0 50,000,000
-ATS Sum 70,000,000 1.0 70,000,000
-MET Php 45M/No. 35,000,000 1.0 35,000,000
-AGL CCR & CMS Sum 15,000,000 1.0 15,000,000
-AGL Lighting Sum 10,000,000 1.0 10,000,000
4 Utility work
-Power receiving system Sum 56,214,000 1.0 56,214,000
-Generator Php 25M/No. 25,000,000 1.0 25,000,000
-Road & Car parking light Php 1M/No. 1,000,000 8.0 8,000,000
Total for 30 years 857,125,000
Annual years 30.0 28,570,833
7-4
7.2.3. Verification of Revenues and Expenditures with those at Other Major Airports
As discussed in Chapter 2, the Study Team made ocular inspection, interview and data
collection on the airport revenue and expenditures from the officials at major airports in the
Central Philippines, i.e. Mactan, Kalibo and Iloilo airports.
Those data (in 2010) are analyzed in comparison with the probable revenues and
expenditures for the year 2020 computed (in the foregoing Section 7.1 and 2) for the
proposed New Bohol Airport, and are summarized as shown in Table 7.2-4.
Table 7.2-4 Revenue and Expenditures: in comparison with other Major Airport
New Bohol Iloilo Kalibo Mactan

Airport
Forecast for 2020 in 2010 in 2010 in 2010
Runway Length 2,110m to 2,500 m 2,500 m 2,180 m 3,300 m
Annual Passengers (‘000) 1,436 1,580 990 5,400
Floor Area of PTB 9,600m² to 15,600m² 14,000m² 6,600m² 35,000m²
Aeronautical Tariff NAIA CAAP CAAP Mactan
Passenger Service Charge; Domestic Php 200 Php 200 Php 40 Php 200
Passenger Service Charge; International Php 500 N/A Php 500 Php 500
Aeronautical 94 28 63 235
Revenues
Terminal 256 154 92 600
(Php
Others N/A 39 N/A 370
million)
Total 350 221 155 1,205
Classification PTB/CTB Airside Total combined combined combined
Expenditures Admin/ Operation 33 27 60 54 54 145
(Php Water/Electricity 36 7 43 35 5 125
million) Maintenance/Replacement 10 29 39 18 5 136
Total 79 63 142 107 54 406
Judging from the above Table, airport revenues and expenditures for the New Bohol
Airport are verified as follows:
¾ Comparison with Mactan Airport (Self-operating & management principal Airport)
Tariff structure for New Bohol is proposed provisionally the same as NAIA, and
similar to Mactan. Annual air traffic for Bohol forecasted for 2020 is almost
one-third (1/3) of Mactan in 2010. Likewise, revenues and expenditures expected
for New Bohol in 2020 are roughly one-third (1/3) those of Mactan in 2010.
¾ Since the Tariff structure of CAAP is quite low level, aeronautical revenues at Iloilo
and Kalibo are small, compared with those at the New Bohol where NAIA tariff is
applied.
¾ Terminal revenues at Iloilo are smaller, because it is pure domestic airport at present.
7-5
Those at Kalibo are also smaller because its domestic passenger service charge
applied is only Php 40 due to the obsolete domestic facilities. Meanwhile, the
passenger terminal facilities for the New Bohol is planned to satisfy passengers’
comfortableness hence to deserve the right to collect the passenger service charge of
Php 200, the same as Iloilo, Mactan, Bacolod airports,
¾ Administration and operating cost for New Bohol for the year 2020 is similar level at
Iloilo and Kalibo (in 2010).
¾ Local rates for water and electricity are purely depending on the local companies’
business strategy.
¾ Compared with Iloilo where the size and traffic volumes of the airport are similar, the
water and electricity costs for the New Bohol are almost equivalent, or estimated just
on the conservative side for the purpose of cash-flow analysis.
¾ Maintenance/ replacement costs at Iloilo and Kalibo are smaller because no major
rehabilitation or replacement has been made for the time being.
¾ Maintenance/ replacement costs at New Bohol is estimated at one-thirties (1/30) of

total budgetary cost for the rehabilitation and replacement (of facilities and
equipment) over 30 years, which is counted as an annual budgetary costs without
account of the Government subsidiary budget.
In view of the above, airport revenues and expenditures for the New Bohol Airport are
considered appropriate, or rather to say, estimated on the conservative side.
7-6
7.3. Financial Analysis
7.3.1. Introduction
The objective of financial analysis is to evaluate whether or not the implementation of the
Project is feasible and viable for the project executing body under its financial circumstances.
The financial benefit from the project is figured out through computation of financial
internal rate of returns (FIRR).
7.3.2. General Assumptions
1) Revenues and expenditures are estimated at the constant price as of 2011 in Philippines
Pesos (Php).
2) Price escalation is not taken into account in financial analysis, and it has been assumed
that the general increase of the prices will equally affect the costs and revenues.
3) The New Bohol Airport is expected to become operational in 2018.
4) The project evaluation period is assumed to be 30 years upon commencement of the

operations in 2018, i.e. until 2047.
7.3.3. Financial Cost
The Financial costs of the Project consist of the following:
¾ Project implementation costs (Construction cost)
¾ Operating expenses for PTB and CTB (land side) (see Table 7.2-1)
・ Administration cost (Wage, SSS, AD)
・ Maintenance and Replacement cost
・ Water and Electricity
¾ Operating expenses for air side (see Table 7.2-2)

・ Administration cost (Wage, SSS, AD)
・ Maintenance and Replacement cost
・ Water and Electricity
7.3.4. Financial Revenue
The Financial revenues of the Project consist of the following:
¾ Airfield revenue
・ Landing fee
・ Parking Fee
・ Lighting charge
・ Air navigation charge
・ Royalty fee
・ Vehicle parking fee
7-7
¾ Passenger terminal revenue

・ Passenger service charge
・ Check-in counter rental
・ Tacking fee
・ Floor rental
・ Concession privilege fee
・ Advertising
・ Other fees and charges
¾ Cargo terminal revenue

・ Floor rental
・ Royalty fee
¾ Sale of the existing airport property (commercial land price : 5,000 php/sq.m)
7.3.5. Financial Internal Rate of Return
Particulars of each case studied are as shown in Table 7.3-1.
Table 7.3-1 Particulars of the Cases

Develop- Runway PTB CTB Solar Revenue considered
Case ILS PBB FFV
ment (m) (m²) (m²) Power Pax Cargo PBB
Up to
1 2,110 Yes 9,761 None 3 None None All None All
Original Phase 1
Scenario Up to after
2 2,500 Yes 15,470 1,500 3 None 2 All All
Phase 2 Phase2
Up to
1 2,000 None 8,271 None None Yes None All None None
Phase 1
Up to
Cost after
2 Phase 2 2,000 None 11,903 1,500 None Yes 2 All None
Saving Phase2
Stage 1
Scenario
Up to
after after
3 Phase 2 2,500 Yes 16,318 1,500 3 Yes 2 All
Phase2 Phase2
Stage 2
Cumulative revenue and expenditures, and FIRR for 30 years of the Project Evaluation
Period for each case are as shown in Table 7.3-2.
Table 7.3-2 Revenue, Expenditure and FIRR (30years)

Develop- Revenue O&M cost Net Cash
Case Investment FIRR
ment (2018-2047) (2018-2047) Balance
Original 1 Up to Phase 1 P 14,531 mil P 6,698 mil P 5,581 mil P 2,251 mil 1.85%
Scenario 2 Up to Phase 2 P 14,602 mil P 7,843 mil P 5,581 mil P 1,178 mil 0.97%
1 Up to Phase 1 P 14,172 mil P 5,694 mil P 4,414 mil P 4,064 mil 3.63%
Cost Up to Phase 2
Saving 2 P 14,263 mil P 6,172 mil P 4,414 mil P 3,677 mil 3.22%
Stage 1
Scenario Up to Phase 2
3 P 14,492 mil P 7,414 mil P 4,414 mil P 2,663 mil 2.31%
Stage 2
Sensitivity analysis of the FIRR is made as shown in Table 7.3-3.
7-8
Table 7.3-3 Sensitivity Analysis (FIRR)

Conditions Base Case Negative Case
Investment +/- 0 % + 10 % + 20 %
Case
O & M Cost +/- 0 % + 10 % + 20 %
Revenue +/- 0 % - 10 % - 20 %
Original 1 Up to Phase 1 1.85 % - 0.36 % - 2.76 %
Scenario 2 Up to Phase 2 0.97 % - 1.37 % - 3.96 %
Cost 1 Up to Phase 1 3.63 % 1.47 % - 0.73 %
Saving 2 Up to Phase 2 Stage 1 3.22 % 1.05 % - 1.17 %
Scenario 3 Up to Phase 2 Stage 2 2.31 % 0.03 % - 2.33 %
Judging from the above sensitivity analysis, none of the above cases has arrived at positive
FIRR value when the worst case (i.e. cost +20%, Revenue -20%) is considered.
Those low FIRR values are due to the following background:
¾ The new Bohol Airport is used mainly for domestic operations (approximately 90 %),
while international operations are only 10 %, in terms of the number of total
passengers in 2030.
¾ Revenues at the Airport are computed based on the current NAIA tariff structure, in
which particularly the domestic tariff rates are so much discounted.
¾ Basically, the airport revenue consists of 72 % as passenger terminal revenue and
28 % for airfield revenue. 80% of the passenger terminal revenue is levied from
Passenger Terminal Fee (PSC: Php 200 for domestic and Php 500 for international
departing passengers) which seems to be attractive income for the Airport.
¾ 78% of the airfield revenue is landing fee, however, the domestic landing fee is 45%
of that for international (e.g. in case of the same A320 landings, Php 7,824 for
domestic while Php 17,342 for international).
¾ Parking fee is collectible only when aircraft spend more than an hour for aircraft
handling. However, currently all airlines are encouraged to keep 30 minutes
turn-around time, hence only a minimal number of spots are estimated to earn the
overnight parking fee.
¾ Simple simulation is made as to if the domestic landing fee were raised to be the same
level as international landing fee (e.g. increased by 2.2 times), the above FIRR value
in either case could not be raised by more than 2 %; This would not improve the
status of financial viability mentioned above.
¾ At the moment DOTC is reluctant to agree with the raise of tariff to be more than
NAIA, because the matter is fully dependent upon CAAP and Congress approval.
Meanwhile, considerably higher EIRR value could be computed through the Economic
Analysis (in the next section), by which the Project is evaluated to be highly viable from the
view point of national economy.
Therefore, it is suggested as one of the best solutions, that the Project is implemented with
a finance of ODA loan with the lowest interest and longer amortization period.
Financial Analysis are as shown in Table 7.3-4(Original Scenario) and Table 7.3-5(Cost
Saving Scenario).
7-9
Table 7.3-4(1) Financial Analysis: Original Scenario - Case 1

Project Life: 30 years after 2018 FIRR = 1.85 %
YEAR 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Total
TRAFFIC DEMAND
A-1 Annual Passengers 0 0 1,040,221 1,119,363 1,198,505 1,277,647 1,356,789 1,435,931 1,489,149 1,542,367 1,595,585 1,648,803 1,702,019 1,753,197 1,804,375 1,855,553 1,906,731 1,957,911 2,007,247 2,056,583 2,105,919 2,155,255 2,204,589 2,251,850 2,299,111 2,346,372 2,393,633 2,440,894 2,485,824 2,530,754 2,575,684 2,620,614 2,665,544 2,710,474 2,755,404 65,289,897
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 2,352,945 58,639,794
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 402,459 6,650,103
A-2 Cargo (tons) 0 0 8,227 8,727 9,227 9,727 10,228 10,728 10,970 11,213 11,455 11,698 11,940 12,232 12,523 12,814 13,106 13,397 13,627 13,857 14,087 14,316 14,546 14,799 15,052 15,304 15,557 15,810 16,047 16,284 16,521 16,758 16,995 17,232 17,469 442,473
A-3 Annual Aircraft Movements 0 0 11,038 11,676 12,320 12,898 13,244 13,918 14,120 14,324 14,844 15,072 15,624 15,912 16,194 16,478 16,766 17,050 17,296 17,526 17,754 18,300 18,542 18,802 19,060 19,318 19,564 19,806 20,040 20,276 20,506 20,742 20,974 21,206 21,438 562,628
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 18,116 505,434
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 84,480
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 334,494
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 5,316 86,460
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 3,322 57,194
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 2,718 50,992
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 156 2,868
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 448 3,334
A-4 Fuel Consumption 0 0 0 0 0 20,049 21,485 25,929 26,944 27,977 31,949 33,179 37,449 39,109 40,694 42,285 43,930 45,522 46,990 48,478 49,977 54,433 56,062 57,771 59,487 61,198 62,935 64,627 66,287 68,013 69,627 71,326 72,979 74,632 76,285 1,497,606
Domestic km kl/km 0 0 0 0 0 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 39,737 911,424
DH3 (Cebu) 100 0.0010 0 0 0 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 7,680
A320 (Manila) 620 0.0030 0 0 0 0 0 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 571,392
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 20,435 332,352
International km kl/km 0 0 0 0 0 477 614 3,751 4,135 4,538 7,880 8,472 12,112 13,011 13,842 14,672 15,556 16,387 17,255 18,151 19,050 22,907 23,936 24,984 26,047 27,096 28,172 29,210 30,248 31,358 32,358 33,434 34,472 35,510 36,548 586,181
A320 (Japan/Korea/China) 3,100 0.0030 0 0 0 0 0 0 0 3,069 3,385 3,720 6,994 7,552 11,123 11,885 12,648 13,411 14,192 14,954 15,754 16,275 16,721 20,125 20,702 21,297 21,874 22,432 22,748 23,064 23,380 23,696 24,013 24,329 24,645 24,961 25,277 474,226
B767 (Japan/Korea/China) 3,100 0.0055 0 0 0 0 0 477 614 682 750 818 887 921 989 1,125 1,194 1,262 1,364 1,432 1,500 1,569 1,637 1,705 1,773 1,841 1,944 2,012 2,080 2,148 2,217 2,319 2,387 2,455 2,523 2,592 2,660 47,876
A330 (Japan/Korea/China) 3,100 0.0062 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 308 692 1,076 1,461 1,845 2,230 2,652 3,344 3,998 4,651 5,343 5,958 6,650 7,304 7,957 8,611 64,079
A-5 Daily Fuel Consumption (Kl) 0 0 0 0 0 77 83 100 104 108 123 128 144 150 157 163 169 175 181 186 192 209 216 222 229 235 242 249 255 262 268 274 281 287 293 5,760
REVENUE
B Airfield Revenue ('000 Pesos) 0 0 0 0 0 54,623 59,300 69,465 72,320 75,210 82,710 85,932 93,907 98,026 102,017 106,040 110,150 114,184 117,747 121,395 125,092 133,429 137,343 141,494 145,653 149,829 154,106 158,296 162,393 166,592 170,610 174,800 178,905 183,016 187,136 3,731,719
B-1 Landing Fee 0 0 0 0 0 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 142,334 145,568 2,905,749
Domestic 0 0 0 0 0 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 104,905 106,848 2,318,493
DH3 (18 tons) Peso 1,734 0 0 0 0 0 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 0 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 1,201,680
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 62,629 64,572 1,050,213
International 0 0 0 0 0 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 37,429 38,720 587,256
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 23,274 23,568 442,164
B767 (157 tons) Peso 39,264 0 0 0 0 0 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 2,984 3,063 55,129
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 11,171 12,089 89,963
B-2 Parking Fee to stay overnight (8pm - 5am) 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
Domestic 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
DH3 (18 tons): Remote - 8hours Peso 270 0 0 0 0 0 0 0 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 97 2,718
A320 (75 tons): Gate 3 - 8hours Peso 911 0 0 0 0 0 0 0 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 328 9,178
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B-3 Lighting Charge 38% operated nighttime 0 0 0 0 0 1,470 1,510 1,685 1,708 1,731 1,791 1,817 1,879 1,912 1,944 1,977 2,010 2,042 2,070 2,096 2,122 2,185 2,212 2,242 2,271 2,301 2,329 2,356 2,383 2,410 2,436 2,463 2,489 2,516 2,542 62,899
nighttime landing/takeoff Peso 300 0 0 0 0 0 1,470 1,510 1,587 1,610 1,633 1,692 1,718 1,781 1,814 1,846 1,878 1,911 1,944 1,972 1,998 2,024 2,086 2,114 2,143 2,173 2,202 2,230 2,258 2,285 2,311 2,338 2,365 2,391 2,417 2,444 60,146
nighttime parking 15% of Parking Fee 0 0 0 0 0 0 0 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 98 2,753
B-4 Air Navigation Charge 0 0 0 0 0 1,748 1,829 3,526 3,734 3,953 5,735 6,063 8,003 8,474 8,925 9,374 9,845 10,295 10,760 11,156 11,532 13,482 13,927 14,384 14,841 15,288 15,676 16,053 16,430 16,826 17,192 17,580 17,956 18,333 18,709 341,629
Domestic Peso/FLT 250 0 0 0 0 0 1,609 1,651 1,694 1,714 1,735 1,755 1,776 1,796 1,821 1,846 1,870 1,895 1,920 1,939 1,959 1,978 1,998 2,017 2,039 2,060 2,081 2,103 2,124 2,144 2,164 2,184 2,205 2,225 2,245 2,265 58,812
International Peso/FLT 9,900 0 0 0 0 0 139 178 1,832 2,020 2,218 3,980 4,287 6,207 6,653 7,079 7,504 7,950 8,375 8,821 9,197 9,554 11,484 11,910 12,345 12,781 13,207 13,573 13,929 14,286 14,662 15,008 15,375 15,731 16,088 16,444 282,817
B-5 Royalty Fee (Fuel) Peso/kl 90 0 0 0 0 0 1,804 1,934 2,334 2,425 2,518 2,875 2,986 3,370 3,520 3,662 3,806 3,954 4,097 4,229 4,363 4,498 4,899 5,046 5,199 5,354 5,508 5,664 5,816 5,966 6,121 6,266 6,419 6,568 6,717 6,866 134,784
B-6 Vehicle Parking Fee initial year 6,255,900 0 0 0 0 0 5,924 6,088 6,256 6,424 6,596 6,774 6,955 7,142 7,334 7,531 7,733 7,941 8,154 8,373 8,598 8,829 9,066 9,310 9,560 9,816 10,080 10,351 10,629 10,914 11,207 11,508 11,817 12,135 12,461 12,795 268,302
C Passenger Terminal Revenue ('000 Pesos) 0 0 0 0 0 178,176 187,945 204,476 214,172 223,882 234,312 244,101 261,142 269,362 277,575 285,809 294,066 302,326 311,480 320,634 329,806 339,707 348,943 357,116 365,300 373,505 381,721 389,941 397,895 405,876 413,855 421,875 429,902 437,949 446,018 9,648,868
C-1 Passenger Service Charge 0 0 0 0 0 128,838 136,939 151,055 159,649 168,242 176,835 185,428 194,021 200,836 207,652 214,467 221,282 228,097 235,939 243,781 251,623 259,465 267,308 274,010 280,711 287,413 294,115 300,818 307,267 313,718 320,168 326,618 333,069 339,520 345,971 7,354,855
Domestic Peso 200 0 0 0 0 0 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 231,920 235,295 5,529,367
International Peso 550 0 0 0 0 0 1,687 1,981 11,726 16,867 22,008 27,149 32,289 37,430 40,097 42,765 45,432 48,100 50,766 55,337 59,907 64,478 69,048 73,620 76,725 79,829 82,934 86,039 89,144 92,219 95,295 98,371 101,446 104,523 107,600 110,676 1,825,488
C-2 Check-in Counter Rental $33.68 per initial 2hour 0 0 0 0 0 16,939 17,935 19,406 19,939 20,474 21,467 22,039 23,079 23,788 24,483 25,183 25,891 26,592 27,177 27,759 28,346 29,394 30,002 30,659 31,312 31,970 32,630 33,278 33,903 34,533 35,147 35,778 36,398 37,017 37,637 840,156
Domestic 0 0 0 0 0 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 31,603 32,066 750,592
DH3 (2 counters) Peso 1,448 0 0 0 0 0 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 0 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 444,692
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 14,927 15,391 250,313
International 0 0 0 0 0 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 5,414 5,570 89,564
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 3,885 3,934 73,814
B767 (142 tons) Peso 4,343 0 0 0 0 0 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 330 339 6,097
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 1,199 1,297 9,652
C-3 Tacking Fee $36.99 per hour (PBB, Bus) 0 0 0 0 0 8,218 8,493 9,029 9,189 9,351 9,765 9,946 10,385 10,614 10,838 11,064 11,293 11,518 11,714 11,897 12,078 12,512 12,704 12,911 13,116 13,321 13,517 13,709 13,895 14,083 14,266 14,453 14,638 14,822 15,006 358,343
Domestic 0 0 0 0 0 8,196 8,464 8,735 8,865 8,995 9,126 9,258 9,388 9,545 9,701 9,859 10,016 10,173 10,297 10,420 10,544 10,668 10,792 10,928 11,064 11,200 11,337 11,472 11,601 11,728 11,855 11,984 12,111 12,239 12,366 312,926
DH3 (0 PBB or Rump bus) Peso 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 244,198
B767 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 56 324 595 725 855 986 1,118 1,248 1,405 1,561 1,719 1,876 2,033 2,157 2,280 2,404 2,528 2,652 2,789 2,924 3,060 3,197 3,332 3,461 3,588 3,715 3,844 3,971 4,099 4,226 68,728
International 0 0 0 0 0 22 29 294 324 356 639 688 997 1,068 1,137 1,205 1,277 1,345 1,417 1,477 1,534 1,844 1,913 1,983 2,052 2,121 2,180 2,237 2,294 2,355 2,410 2,469 2,526 2,583 2,641 45,417
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 262 289 318 598 645 951 1,016 1,081 1,146 1,213 1,278 1,347 1,391 1,429 1,720 1,769 1,820 1,870 1,917 1,944 1,971 1,998 2,025 2,052 2,079 2,107 2,134 2,161 40,534
B767 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 22 29 32 35 38 41 43 46 52 56 59 64 67 70 73 76 79 83 86 91 94 97 100 103 108 111 114 118 121 124 2,232
A330 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 29 45 60 76 92 110 138 165 192 221 246 275 302 329 356 2,650
C-4 Floor Rental Peso/Year 16,288,910 0 0 0 0 0 9,773 9,773 9,773 9,773 9,773 9,773 9,773 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 443,058
C-5 Concession Privilege Fee Peso/Year 5,127,553 0 0 0 0 0 4,856 4,990 5,128 5,265 5,407 5,552 5,701 5,854 6,011 6,173 6,338 6,509 6,684 6,863 7,047 7,237 7,431 7,630 7,835 8,046 8,262 8,484 8,712 8,946 9,186 9,433 9,686 9,946 10,213 10,487 219,910
C-6 Advertising Peso/Year 7,169,520 0 0 0 0 0 6,790 6,977 7,170 7,362 7,560 7,763 7,971 8,185 8,405 8,631 8,863 9,101 9,345 9,596 9,854 10,118 10,390 10,669 10,956 11,250 11,552 11,862 12,181 12,508 12,844 13,189 13,543 13,907 14,280 14,664 307,485
C-7 Other fees and Charges Peso/Year 2,916,000 0 0 0 0 0 2,761 2,838 2,916 2,994 3,075 3,157 3,242 3,329 3,419 3,510 3,605 3,701 3,801 3,903 4,008 4,115 4,226 4,339 4,456 4,576 4,698 4,825 4,954 5,087 5,224 5,364 5,508 5,656 5,808 5,964 125,061
D Cargo Terminal Revenue ('000 Pesos) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

D-1 Flloor Rental 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Offices (P 300.56/sqr) Peso/year 721,344 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Warehouse (P132.75/sqr) Peso/year 1,911,600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
D-2 Royanty Fee Peso/ton 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Sale of the existing airport property 0 0 0 0 0 1,150,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,150,000
TOTAL REVENUE 0 0 0 0 0 1,382,798 247,245 273,942 286,492 299,093 317,022 330,032 355,049 367,387 379,593 391,848 404,216 416,509 429,227 442,029 454,898 473,136 486,286 498,610 510,953 523,334 535,827 548,237 560,288 572,468 584,465 596,675 608,807 620,965 633,154 14,530,588
EXPENDITURE ('000 Pesos) Phase 1 Phase 2

E-1 Construction Cost Phase 1 Construction Cost 0 0 534,574 2,218,198 2,808,165 292,681 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5,853,617
Consultancy Cost 25,333 126,667 168,889 168,889 228,000 126,667 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 844,444
Phase 2 Construction Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Consultancy Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
E-2 Operating Expense for PTB/CTB 0 0 0 0 0 75,444 77,240 79,085 80,930 82,824 84,770 86,767 88,819 90,925 93,088 95,309 97,590 99,932 102,337 104,806 107,342 109,946 112,620 115,365 118,185 121,080 124,052 127,105 130,240 133,459 136,764 140,158 143,643 147,222 150,897 3,257,940
Administration Cost (Wage/ SSS/ AD) 0 0 0 0 0 30,788 31,638 32,511 33,384 34,280 35,201 36,146 37,117 38,114 39,137 40,188 41,268 42,376 43,514 44,683 45,883 47,115 48,380 49,679 51,014 52,384 53,790 55,235 56,718 58,242 59,806 61,412 63,061 64,755 66,494 1,394,310
Maintenance & Replacement 1 % of total construction 0 0 0 0 0 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 10,384 311,529
Water & Electricity 0 0 0 0 0 34,272 35,218 36,190 37,162 38,160 39,184 40,237 41,317 42,427 43,566 44,736 45,938 47,172 48,438 49,739 51,075 52,447 53,855 55,302 56,787 58,312 59,878 61,486 63,137 64,833 66,574 68,362 70,198 72,083 74,019 1,552,101
Solar Power Generation saved 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
E-3 Operating Expense for Air Side 0 0 0 0 0 60,905 61,801 62,722 63,643 64,588 65,559 66,556 67,579 68,630 69,710 70,818 71,956 73,125 74,325 75,557 76,822 78,122 79,456 80,826 82,233 83,677 85,161 86,684 88,248 89,854 91,504 93,197 94,936 96,722 98,556 2,323,470
Water & Electricity 0 0 0 0 0 6,433 6,610 6,793 6,975 7,162 7,355 7,552 7,755 7,963 8,177 8,397 8,622 8,854 9,092 9,336 9,587 9,844 10,108 10,380 10,659 10,945 11,239 11,541 11,851 12,169 12,496 12,831 13,176 13,530 13,893 291,322
TOTAL EXPENDITURE 25,333 126,667 703,463 2,387,086 3,036,165 555,697 139,041 141,807 144,572 147,412 150,328 153,323 156,398 159,555 162,798 166,127 169,546 173,056 176,661 180,363 184,164 188,067 192,075 196,191 200,417 204,757 209,213 213,789 218,488 223,313 228,267 233,355 238,579 243,944 249,452 12,279,471
NET CASH FLOW 1.85% -25,333 -126,667 -703,463 -2,387,086 -3,036,165 827,101 108,204 132,135 141,920 151,680 166,694 176,710 198,651 207,832 216,795 225,721 234,670 243,453 252,566 261,666 270,734 285,069 294,211 302,419 310,536 318,577 326,614 334,448 341,800 349,155 356,197 363,320 370,227 377,022 383,702 2,251,117
7-10
Table 7.3-4(2) Financial Analysis: Original Scenario - Case 2

YEAR 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Total
TRAFFIC DEMAND
A-1 Annual Passengers 0 0 1,040,221 1,119,363 1,198,505 1,277,647 1,356,789 1,435,931 1,489,149 1,542,367 1,595,585 1,648,803 1,702,019 1,753,197 1,804,375 1,855,553 1,906,731 1,957,911 2,007,247 2,056,583 2,105,919 2,155,255 2,204,589 2,251,850 2,299,111 2,346,372 2,393,633 2,440,894 2,485,824 2,530,754 2,575,684 2,620,614 2,665,544 2,710,474 2,755,404 65,289,897
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 2,352,945 58,639,794
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 402,459 6,650,103
A-2 Cargo (tons) 0 0 8,227 8,727 9,227 9,727 10,228 10,728 10,970 11,213 11,455 11,698 11,940 12,232 12,523 12,814 13,106 13,397 13,627 13,857 14,087 14,316 14,546 14,799 15,052 15,304 15,557 15,810 16,047 16,284 16,521 16,758 16,995 17,232 17,469 442,473
A-3 Annual Aircraft Movements 0 0 11,038 11,676 12,320 12,898 13,244 13,918 14,120 14,324 14,844 15,072 15,624 15,912 16,194 16,478 16,766 17,050 17,296 17,526 17,754 18,300 18,542 18,802 19,060 19,318 19,564 19,806 20,040 20,276 20,506 20,742 20,974 21,206 21,438 562,628
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 18,116 505,434
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 84,480
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 334,494
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 5,316 86,460
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 3,322 57,194
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 2,718 50,992
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 156 2,868
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 448 3,334
A-4 Fuel Consumption 0 0 0 0 0 20,049 21,485 25,929 26,944 27,977 31,949 33,179 37,449 39,109 40,694 42,285 43,930 45,522 46,990 48,478 49,977 54,433 56,062 57,771 59,487 61,198 62,935 64,627 66,287 68,013 69,627 71,326 72,979 74,632 76,285 1,497,606
Domestic km kl/km 0 0 0 0 0 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 39,737 911,424
DH3 (Cebu) 100 0.0010 0 0 0 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 7,680
A320 (Manila) 620 0.0030 0 0 0 0 0 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 571,392
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 20,435 332,352
REVENUE
B Airfield Revenue ('000 Pesos) 0 0 0 0 0 54,623 59,300 69,465 72,320 75,210 82,710 85,932 93,907 98,026 102,017 106,040 110,150 114,184 117,747 121,395 125,092 133,429 137,343 141,494 145,653 149,829 154,106 158,296 162,393 166,592 170,610 174,800 178,905 183,016 187,136 3,731,719
B-1 Landing Fee 0 0 0 0 0 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 142,334 145,568 2,905,749
Domestic 0 0 0 0 0 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 104,905 106,848 2,318,493
DH3 (18 tons) Peso 1,734 0 0 0 0 0 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 0 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 1,201,680
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 62,629 64,572 1,050,213
International 0 0 0 0 0 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 37,429 38,720 587,256
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 23,274 23,568 442,164
B767 (157 tons) Peso 39,264 0 0 0 0 0 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 2,984 3,063 55,129
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 11,171 12,089 89,963
Domestic 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B-5 Royalty Fee (Fuel) Peso/kl 90 0 0 0 0 0 1,804 1,934 2,334 2,425 2,518 2,875 2,986 3,370 3,520 3,662 3,806 3,954 4,097 4,229 4,363 4,498 4,899 5,046 5,199 5,354 5,508 5,664 5,816 5,966 6,121 6,266 6,419 6,568 6,717 6,866 134,784
B-6 Vehicle Parking Fee initial year 6,255,900 0 0 0 0 0 5,924 6,088 6,256 6,424 6,596 6,774 6,955 7,142 7,334 7,531 7,733 7,941 8,154 8,373 8,598 8,829 9,066 9,310 9,560 9,816 10,080 10,351 10,629 10,914 11,207 11,508 11,817 12,135 12,461 12,795 268,302
C Passenger Terminal Revenue ('000 Pesos) 0 0 0 0 0 178,176 187,945 204,476 214,172 223,882 234,312 244,101 261,142 269,362 277,575 285,809 294,066 302,326 311,480 320,634 329,806 339,707 348,943 357,116 365,300 373,505 381,721 389,941 397,895 405,876 413,855 421,875 429,902 437,949 446,018 9,648,868
Domestic Peso 200 0 0 0 0 0 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 231,920 235,295 5,529,367
Domestic 0 0 0 0 0 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 31,603 32,066 750,592
DH3 (2 counters) Peso 1,448 0 0 0 0 0 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 0 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 444,692
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 14,927 15,391 250,313
International 0 0 0 0 0 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 5,414 5,570 89,564
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 3,885 3,934 73,814
B767 (142 tons) Peso 4,343 0 0 0 0 0 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 330 339 6,097
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 1,199 1,297 9,652
C-3 Tacking Fee $36.99 per hour (PBB, Bus) 0 0 0 0 0 8,218 8,493 9,029 9,189 9,351 9,765 9,946 10,385 10,614 10,838 11,064 11,293 11,518 11,714 11,897 12,078 12,512 12,704 12,911 13,116 13,321 13,517 13,709 13,895 14,083 14,266 14,453 14,638 14,822 15,006 358,343
Domestic 0 0 0 0 0 8,196 8,464 8,735 8,865 8,995 9,126 9,258 9,388 9,545 9,701 9,859 10,016 10,173 10,297 10,420 10,544 10,668 10,792 10,928 11,064 11,200 11,337 11,472 11,601 11,728 11,855 11,984 12,111 12,239 12,366 312,926
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 244,198
A330 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 56 324 595 725 855 986 1,118 1,248 1,405 1,561 1,719 1,876 2,033 2,157 2,280 2,404 2,528 2,652 2,789 2,924 3,060 3,197 3,332 3,461 3,588 3,715 3,844 3,971 4,099 4,226 68,728
International 0 0 0 0 0 22 29 294 324 356 639 688 997 1,068 1,137 1,205 1,277 1,345 1,417 1,477 1,534 1,844 1,913 1,983 2,052 2,121 2,180 2,237 2,294 2,355 2,410 2,469 2,526 2,583 2,641 45,417
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 262 289 318 598 645 951 1,016 1,081 1,146 1,213 1,278 1,347 1,391 1,429 1,720 1,769 1,820 1,870 1,917 1,944 1,971 1,998 2,025 2,052 2,079 2,107 2,134 2,161 40,534
A330 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 29 45 60 76 92 110 138 165 192 221 246 275 302 329 356 2,650
C-4 Floor Rental Peso/Year 16,288,910 0 0 0 0 0 9,773 9,773 9,773 9,773 9,773 9,773 9,773 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 443,058
C-5 Concession Privilege Fee Peso/Year 5,127,553 0 0 0 0 0 4,856 4,990 5,128 5,265 5,407 5,552 5,701 5,854 6,011 6,173 6,338 6,509 6,684 6,863 7,047 7,237 7,431 7,630 7,835 8,046 8,262 8,484 8,712 8,946 9,186 9,433 9,686 9,946 10,213 10,487 219,910
C-6 Advertising Peso/Year 7,169,520 0 0 0 0 0 6,790 6,977 7,170 7,362 7,560 7,763 7,971 8,185 8,405 8,631 8,863 9,101 9,345 9,596 9,854 10,118 10,390 10,669 10,956 11,250 11,552 11,862 12,181 12,508 12,844 13,189 13,543 13,907 14,280 14,664 307,485
C-7 Other fees and Charges Peso/Year 2,916,000 0 0 0 0 0 2,761 2,838 2,916 2,994 3,075 3,157 3,242 3,329 3,419 3,510 3,605 3,701 3,801 3,903 4,008 4,115 4,226 4,339 4,456 4,576 4,698 4,825 4,954 5,087 5,224 5,364 5,508 5,656 5,808 5,964 125,061
D Cargo Terminal Revenue ('000 Pesos) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3,996 4,019 4,042 4,065 4,088 4,113 4,138 4,163 4,189 4,214 4,238 4,261 4,285 4,309 4,332 4,356 4,380 71,186
D-1 Flloor Rental 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 44,760
Offices (P 300.56/sqr) Peso/year 721,344 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 721 721 721 721 721 721 721 721 721 721 721 721 721 721 721 721 721 12,263
Warehouse (P132.75/sqr) Peso/year 1,911,600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 32,497
D-2 Royanty Fee Peso/ton 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,363 1,386 1,409 1,432 1,455 1,480 1,505 1,530 1,556 1,581 1,605 1,628 1,652 1,676 1,700 1,723 1,747 26,426
TOTAL REVENUE 0 0 0 0 0 1,382,798 247,245 273,942 286,492 299,093 317,022 330,032 355,049 367,387 379,593 391,848 404,216 416,509 433,223 446,048 458,940 477,201 490,373 502,723 515,091 527,498 540,016 552,451 564,526 576,729 588,750 600,984 613,139 625,322 637,534 14,601,774

Phase 2 Construction Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 500,163 500,163 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,000,327
Consultancy Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 72,154 72,154 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 144,307
E-2 Operating Expense for PTB/CTB 0 0 0 0 0 75,444 77,240 79,085 80,930 82,824 84,770 86,767 88,819 90,925 93,088 95,309 97,590 99,932 102,337 104,806 107,342 109,946 112,620 115,365 118,185 121,080 124,052 127,105 130,240 133,459 136,764 140,158 143,643 147,222 150,897 3,257,940
Water & Electricity 0 0 0 0 0 34,272 35,218 36,190 37,162 38,160 39,184 40,237 41,317 42,427 43,566 44,736 45,938 47,172 48,438 49,739 51,075 52,447 53,855 55,302 56,787 58,312 59,878 61,486 63,137 64,833 66,574 68,362 70,198 72,083 74,019 1,552,101
E-3 Operating Expense for Air Side 0 0 0 0 0 60,905 61,801 62,722 63,643 64,588 65,559 66,556 67,579 68,630 69,710 70,818 71,956 73,125 74,325 75,557 76,822 78,122 79,456 80,826 82,233 83,677 85,161 86,684 88,248 89,854 91,504 93,197 94,936 96,722 98,556 2,323,470
Water & Electricity 0 0 0 0 0 6,433 6,610 6,793 6,975 7,162 7,355 7,552 7,755 7,963 8,177 8,397 8,622 8,854 9,092 9,336 9,587 9,844 10,108 10,380 10,659 10,945 11,239 11,541 11,851 12,169 12,496 12,831 13,176 13,530 13,893 291,322
TOTAL EXPENDITURE 25,333 126,667 703,463 2,387,086 3,036,165 555,697 139,041 141,807 144,572 147,412 150,328 153,323 156,398 159,555 162,798 166,127 741,863 745,373 176,661 180,363 184,164 188,067 192,075 196,191 200,417 204,757 209,213 213,789 218,488 223,313 228,267 233,355 238,579 243,944 249,452 13,424,105
NET CASH FLOW 0.97% -25,333 -126,667 -703,463 -2,387,086 -3,036,165 827,101 108,204 132,135 141,920 151,680 166,694 176,710 198,651 207,832 216,795 225,721 -337,647 -328,864 256,562 265,685 274,776 289,134 298,298 306,532 314,674 322,741 330,802 338,662 346,038 353,417 360,482 367,629 374,560 381,378 388,082 1,177,669
7-11
Table 7.3-5(1) Financial Analysis: Cost Saving Scenario - Case 1

YEAR 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Total
TRAFFIC DEMAND
A-1 Annual Passengers Total 0 0 1,040,221 1,119,363 1,198,505 1,277,647 1,356,789 1,435,931 1,489,149 1,542,367 1,595,585 1,648,803 1,702,019 1,753,197 1,804,375 1,855,553 1,906,731 1,957,911 2,007,247 2,056,583 2,105,919 2,155,255 2,204,589 2,251,850 2,299,111 2,346,372 2,393,633 2,440,894 2,485,824 2,530,754 2,575,684 2,620,614 2,665,544 2,710,474 2,755,404 65,289,897
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 2,352,945 58,639,794
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 402,459 6,650,103
A-2 Cargo (tons) Total 0 0 8,227 8,727 9,227 9,727 10,228 10,728 10,970 11,213 11,455 11,698 11,940 12,232 12,523 12,814 13,106 13,397 13,627 13,857 14,087 14,316 14,546 14,799 15,052 15,304 15,557 15,810 16,047 16,284 16,521 16,758 16,995 17,232 17,469 442,473
A-3 Annual Aircraft Movements Total 0 0 11,038 11,676 12,320 12,898 13,244 13,918 14,120 14,324 14,844 15,072 15,624 15,912 16,194 16,478 16,766 17,050 17,296 17,526 17,754 18,300 18,542 18,802 19,060 19,318 19,564 19,806 20,040 20,276 20,506 20,742 20,974 21,206 21,438 562,628
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 18,116 505,434
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 84,480
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 334,494
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 5,316 86,460
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 3,322 57,194
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 2,718 50,992
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 156 2,868
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 448 3,334
A-4 Fuel Consumption Total 0 0 0 0 0 20,049 21,485 25,929 26,944 27,977 31,949 33,179 37,449 39,109 40,694 42,285 43,930 45,522 46,990 48,478 49,977 54,433 56,062 57,771 59,487 61,198 62,935 64,627 66,287 68,013 69,627 71,326 72,979 74,632 76,285 1,497,606
Domestic km kl/km 0 0 0 0 0 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 39,737 911,424
DH3 (Cebu) 100 0.0010 0 0 0 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 7,680
A320 (Manila) 620 0.0030 0 0 0 0 0 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 571,392
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 20,435 332,352
REVENUE
B Airfield Revenue ('000 Pesos) Total 0 0 0 0 0 54,623 59,300 69,465 72,320 75,210 82,710 85,932 93,907 98,026 102,017 106,040 110,150 114,184 117,747 121,395 125,092 133,429 137,343 141,494 145,653 149,829 154,106 158,296 162,393 166,592 170,610 174,800 178,905 183,016 187,136 3,731,719
B-1 Landing Fee 0 0 0 0 0 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 142,334 145,568 2,905,749
Domestic 0 0 0 0 0 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 104,905 106,848 2,318,493
DH3 (18 tons) Peso 1,734 0 0 0 0 0 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 0 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 1,201,680
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 62,629 64,572 1,050,213
International 0 0 0 0 0 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 37,429 38,720 587,256
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 23,274 23,568 442,164
B767 (157 tons) Peso 39,264 0 0 0 0 0 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 2,984 3,063 55,129
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 11,171 12,089 89,963
Domestic 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B-5 Royalty Fee (Fuel) Peso/kl 90 annual air passenger's increa 0 0 0 0 0 1,804 1,934 2,334 2,425 2,518 2,875 2,986 3,370 3,520 3,662 3,806 3,954 4,097 4,229 4,363 4,498 4,899 5,046 5,199 5,354 5,508 5,664 5,816 5,966 6,121 6,266 6,419 6,568 6,717 6,866 134,784
B-6 Vehicle Parking Fee initial year 6,255,900 2.7% 0 0 0 0 0 5,924 6,088 6,256 6,424 6,596 6,774 6,955 7,142 7,334 7,531 7,733 7,941 8,154 8,373 8,598 8,829 9,066 9,310 9,560 9,816 10,080 10,351 10,629 10,914 11,207 11,508 11,817 12,135 12,461 12,795 268,302
C Passenger Terminal Revenue ('000 Pesos) Total 0 0 0 0 0 169,958 179,452 195,447 204,983 214,531 224,548 234,155 250,757 258,748 266,738 274,745 282,773 290,807 299,767 308,737 317,729 327,195 336,238 344,205 352,184 360,184 368,204 376,232 384,000 391,794 399,589 407,422 415,264 423,127 431,012 9,290,525
Domestic Peso 200 0 0 0 0 0 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 231,920 235,295 5,529,367
Domestic 0 0 0 0 0 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 31,603 32,066 750,592
DH3 (2 counters) Peso 1,448 0 0 0 0 0 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 0 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 444,692
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 14,927 15,391 250,313
International 0 0 0 0 0 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 5,414 5,570 89,564
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 3,885 3,934 73,814
B767 (142 tons) Peso 4,343 0 0 0 0 0 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 330 339 6,097
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 1,199 1,297 9,652
C-3 Tacking Fee $36.99 per hour (PBB, Bus) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Domestic 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (1 PBB or Rump bus) Peso 1,590 annual air passenger's increa 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C-4 Floor Rental Peso/Year 16,288,910 0.0% 0 0 0 0 0 9,773 9,773 9,773 9,773 9,773 9,773 9,773 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 443,058
C-5 Concession Privilege Fee Peso/Year 5,127,553 2.7% 0 0 0 0 0 4,856 4,990 5,128 5,265 5,407 5,552 5,701 5,854 6,011 6,173 6,338 6,509 6,684 6,863 7,047 7,237 7,431 7,630 7,835 8,046 8,262 8,484 8,712 8,946 9,186 9,433 9,686 9,946 10,213 10,487 219,910
C-6 Advertising Peso/Year 7,169,520 2.7% 0 0 0 0 0 6,790 6,977 7,170 7,362 7,560 7,763 7,971 8,185 8,405 8,631 8,863 9,101 9,345 9,596 9,854 10,118 10,390 10,669 10,956 11,250 11,552 11,862 12,181 12,508 12,844 13,189 13,543 13,907 14,280 14,664 307,485
C-7 Other fees and Charges Peso/Year 2,916,000 2.7% 0 0 0 0 0 2,761 2,838 2,916 2,994 3,075 3,157 3,242 3,329 3,419 3,510 3,605 3,701 3,801 3,903 4,008 4,115 4,226 4,339 4,456 4,576 4,698 4,825 4,954 5,087 5,224 5,364 5,508 5,656 5,808 5,964 125,061
D Cargo Terminal Revenue ('000 Pesos) Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

D-1 Flloor Rental 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Offices (P 300.56/sqr) Peso/year 721,344 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Warehouse (P132.75/sqr) Peso/year 1,911,600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
D-2 Royanty Fee Peso/ton 100 per tons 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL REVENUE 0 0 0 0 0 1,374,580 238,752 264,913 277,303 289,741 307,257 320,086 344,664 356,774 368,755 380,785 392,923 404,991 417,513 430,132 442,820 460,624 473,582 485,699 497,837 510,013 522,310 534,528 546,393 558,385 570,199 582,222 594,169 606,143 618,148 14,172,245

Phase 2 Construction Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Consultancy Cost 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
E-2 Operating Expense for PTB/CTB annual air passenger's increa 0 0 0 0 0 44,924 46,290 47,694 49,098 50,540 52,020 53,540 55,101 56,704 58,350 60,040 61,775 63,557 65,387 67,266 69,196 71,177 73,211 75,301 77,446 79,649 81,911 84,234 86,619 89,068 91,583 94,166 96,818 99,541 102,337 2,104,540
Administration Cost (Wage/ SSS/ AD) 2.7% 0 0 0 0 0 30,788 31,638 32,511 33,384 34,280 35,201 36,146 37,117 38,114 39,137 40,188 41,268 42,376 43,514 44,683 45,883 47,115 48,380 49,679 51,014 52,384 53,790 55,235 56,718 58,242 59,806 61,412 63,061 64,755 66,494 1,394,310
Maintenance & Replacement 1 % of total construction 0.0% 0 0 0 0 0 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 5,000 150,000
Water & Electricity 2.7% 0 0 0 0 0 18,717 19,234 19,765 20,296 20,841 21,400 21,975 22,565 23,171 23,793 24,432 25,089 25,762 26,454 27,165 27,894 28,643 29,413 30,202 31,014 31,846 32,702 33,580 34,482 35,408 36,359 37,335 38,338 39,367 40,425 847,668
Solar Power Generation saved 0 0 0 0 0 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -9,581 -287,438
E-3 Operating Expense for Air Side annual air passenger's increa 0 0 0 0 0 60,437 61,333 62,254 63,174 64,120 65,091 66,087 67,111 68,162 69,241 70,350 71,488 72,656 73,856 75,089 76,354 77,653 78,988 80,358 81,765 83,209 84,693 86,216 87,780 89,386 91,035 92,729 94,468 96,254 98,088 2,309,426
TOTAL EXPENDITURE 0 23,889 119,447 601,279 2,023,412 2,561,477 469,684 107,623 109,948 112,272 114,659 117,111 119,627 122,212 124,866 127,591 130,389 133,263 136,214 139,243 142,355 145,550 148,830 152,199 155,658 159,210 162,858 166,603 170,450 174,399 178,454 182,619 186,895 191,286 195,795 200,425 10,107,793
NET CASH FLOW 3.63% 0 -23,889 -119,447 -601,279 -2,023,412 -2,561,477 904,896 131,129 154,965 165,031 175,082 190,147 200,459 222,452 231,908 241,164 250,395 259,660 268,778 278,270 287,778 297,271 311,794 321,383 330,041 338,626 347,155 355,707 364,079 371,994 379,931 387,581 395,327 402,883 410,349 417,723 4,064,452
7-12

YEAR 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Total
TRAFFIC DEMAND
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 2,352,945 58,639,794
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 402,459 6,650,103
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 18,116 505,434
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 84,480
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 334,494
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 5,316 86,460
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 3,322 57,194
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 2,718 50,992
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 156 2,868
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 448 3,334
Domestic km kl/km 0 0 0 0 0 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 39,737 911,424
DH3 (Cebu) 100 0.0010 0 0 0 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 7,680
A320 (Manila) 620 0.0030 0 0 0 0 0 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 571,392
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 20,435 332,352
REVENUE
B-1 Landing Fee 0 0 0 0 0 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 142,334 145,568 2,905,749
Domestic 0 0 0 0 0 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 104,905 106,848 2,318,493
DH3 (18 tons) Peso 1,734 0 0 0 0 0 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 0 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 1,201,680
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 62,629 64,572 1,050,213
International 0 0 0 0 0 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 37,429 38,720 587,256
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 23,274 23,568 442,164
B767 (157 tons) Peso 39,264 0 0 0 0 0 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 2,984 3,063 55,129
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 11,171 12,089 89,963
Domestic 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Domestic Peso 200 0 0 0 0 0 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 231,920 235,295 5,529,367
Domestic 0 0 0 0 0 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 31,603 32,066 750,592
DH3 (2 counters) Peso 1,448 0 0 0 0 0 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 0 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 444,692
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 14,927 15,391 250,313
International 0 0 0 0 0 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 5,414 5,570 89,564
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 3,885 3,934 73,814
B767 (142 tons) Peso 4,343 0 0 0 0 0 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 330 339 6,097
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 1,199 1,297 9,652
Domestic 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (1 PBB or Rump bus) Peso 1,590 annual air passenger's increa 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
D Cargo Terminal Revenue ('000 Pesos) Total 0 0 0 0 0 0 0 0 0 0 0 0 0 3,856 3,885 3,914 3,944 3,973 3,996 4,019 4,042 4,065 4,088 4,113 4,138 4,163 4,189 4,214 4,238 4,261 4,285 4,309 4,332 4,356 4,380 90,758
D-1 Flloor Rental 0 0 0 0 0 0 0 0 0 0 0 0 0 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 57,925
Warehouse (P132.75/sqr) Peso/year 1,911,600 0 0 0 0 0 0 0 0 0 0 0 0 0 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 42,055
D-2 Royanty Fee Peso/ton 100 per tons 0 0 0 0 0 0 0 0 0 0 0 0 0 1,223 1,252 1,281 1,311 1,340 1,363 1,386 1,409 1,432 1,455 1,480 1,505 1,530 1,556 1,581 1,605 1,628 1,652 1,676 1,700 1,723 1,747 32,833
TOTAL REVENUE 0 0 0 0 0 1,374,580 238,752 264,913 277,303 289,741 307,257 320,086 344,664 360,630 372,640 384,699 396,867 408,964 421,509 434,151 446,862 464,689 477,669 489,812 501,975 514,176 526,499 538,742 550,630 562,647 574,484 586,531 598,501 610,500 622,528 14,263,003

Phase 2 Construction Cost 0 0 0 0 0 0 0 0 0 0 0 208,740 208,740 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 417,480
Consultancy Cost 0 0 0 0 0 0 0 0 0 0 0 30,240 30,240 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60,480
NET CASH FLOW 3.22% 0 -23,889 -119,447 -601,279 -2,023,412 -2,561,477 904,896 131,129 154,965 165,031 175,082 190,147 -38,521 -16,528 235,764 245,049 254,310 263,604 272,750 282,266 291,796 301,312 315,859 325,470 334,154 342,764 351,318 359,895 368,293 376,232 384,192 391,866 399,636 407,216 414,705 422,103 3,677,250
7-13

YEAR 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 Total
TRAFFIC DEMAND
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 2,352,945 58,639,794
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 402,459 6,650,103
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 18,116 505,434
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 84,480
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 334,494
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 5,316 86,460
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 3,322 57,194
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 2,718 50,992
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 156 2,868
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 448 3,334
Domestic km kl/km 0 0 0 0 0 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 39,737 911,424
DH3 (Cebu) 100 0.0010 0 0 0 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 7,680
A320 (Manila) 620 0.0030 0 0 0 0 0 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 571,392
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 20,435 332,352
REVENUE
B-1 Landing Fee 0 0 0 0 0 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 142,334 145,568 2,905,749
Domestic 0 0 0 0 0 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 104,905 106,848 2,318,493
DH3 (18 tons) Peso 1,734 0 0 0 0 0 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 0 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 1,201,680
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 62,629 64,572 1,050,213
International 0 0 0 0 0 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 37,429 38,720 587,256
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 23,274 23,568 442,164
B767 (157 tons) Peso 39,264 0 0 0 0 0 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 2,984 3,063 55,129
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 11,171 12,089 89,963
Domestic 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 18,356
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Domestic Peso 200 0 0 0 0 0 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 231,920 235,295 5,529,367
Domestic 0 0 0 0 0 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 31,603 32,066 750,592
DH3 (2 counters) Peso 1,448 0 0 0 0 0 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 0 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 444,692
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 14,927 15,391 250,313
International 0 0 0 0 0 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 5,414 5,570 89,564
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 3,885 3,934 73,814
B767 (142 tons) Peso 4,343 0 0 0 0 0 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 330 339 6,097
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 1,199 1,297 9,652
C-3 Tacking Fee $36.99 per hour (PBB, Bus) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11,714 11,897 12,078 12,512 12,704 12,911 13,116 13,321 13,517 13,709 13,895 14,083 14,266 14,453 14,638 14,822 15,006 228,641
Domestic 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10,297 10,420 10,544 10,668 10,792 10,928 11,064 11,200 11,337 11,472 11,601 11,728 11,855 11,984 12,111 12,239 12,366 192,606
A320 (1 PBB or Rump bus) Peso 1,590 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 8,140 138,379
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,417 1,477 1,534 1,844 1,913 1,983 2,052 2,121 2,180 2,237 2,294 2,355 2,410 2,469 2,526 2,583 2,641 36,035
A330 (1 PBB or Rump bus) Peso 1,590 annual air passenger's increa 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 29 45 60 76 92 110 138 165 192 221 246 275 302 329 356 2,650
D Cargo Terminal Revenue ('000 Pesos) Total 0 0 0 0 0 0 0 0 0 0 0 0 0 3,856 3,885 3,914 3,944 3,973 3,996 4,019 4,042 4,065 4,088 4,113 4,138 4,163 4,189 4,214 4,238 4,261 4,285 4,309 4,332 4,356 4,380 90,758
D-1 Flloor Rental 0 0 0 0 0 0 0 0 0 0 0 0 0 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 2,633 57,925
Warehouse (P132.75/sqr) Peso/year 1,911,600 0 0 0 0 0 0 0 0 0 0 0 0 0 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 1,912 42,055
D-2 Royanty Fee Peso/ton 100 per tons 0 0 0 0 0 0 0 0 0 0 0 0 0 1,223 1,252 1,281 1,311 1,340 1,363 1,386 1,409 1,432 1,455 1,480 1,505 1,530 1,556 1,581 1,605 1,628 1,652 1,676 1,700 1,723 1,747 32,833
TOTAL REVENUE 0 0 0 0 0 1,374,580 238,752 264,913 277,303 289,741 307,257 320,086 344,664 360,630 372,640 384,699 396,867 408,964 433,223 446,048 458,940 477,201 490,373 502,723 515,091 527,498 540,016 552,451 564,526 576,729 588,750 600,984 613,139 625,322 637,534 14,491,644

Phase 2 Construction Cost 0 0 0 0 0 0 0 0 0 0 0 208,740 208,740 0 0 0 544,488 544,488 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,506,456
Consultancy Cost 0 0 0 0 0 0 0 0 0 0 0 30,240 30,240 0 0 0 76,720 76,720 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 213,920
NET CASH FLOW 2.31% 0 -23,889 -119,447 -601,279 -2,023,412 -2,561,477 904,896 131,129 154,965 165,031 175,082 190,147 -38,521 -16,528 235,764 245,049 254,310 -357,604 -348,458 293,979 303,693 313,390 328,371 338,174 347,065 355,881 364,640 373,412 382,002 390,127 398,275 406,131 414,089 421,853 429,527 437,109 2,663,475
7-14
Prep
Chapter 77: Project Viabillity Reviews
7.4. Economic Analysis

A
7.4.1. Introductio
I on
The objecttive of econoomic analysiss is to evaluatte whether thhe implemenntation of the Project
would be given
g a viable benefit from the viewp point of the national
n econnomy. The ecconomic
benefit froom the Projeect is figuredd out throughh computatioon of econom mic internal rate of
returns (EIIRR).
In order to figure out thhe net econom

mic benefits, it is normallly focused innto the differrence in
economicaal productivitty between thhe case with implementation of the P Project (With Project
Case) and the case withhout implem mentation of th Without Project case).
he Project (W
7.4.2. General
G As
ssumptions
s
1) With Projject Case and

a Withou
ut Project Case
C
The expectted return off the Project should

s be ev
valuated as inncremental reevenues attriibutable
to improveement of thee facilities. Consequentl
C ly, revenues and costs shhould be co ompared
between thhe following two cases.
With Project Case :

The Projecct will be impplemented annd the airporrt capacity will
w be expandded to cope with
w air
passengerss up to 2047.
Without Project
P Casee :
No investm ments will bee made on thee existing faccilities. Capaacity limit off the existing
g airport
is set at 700,000 passenngers, thereaafter no increease in trafficc is assumed..
Soource: JICA Stuudy Team

F
Figure 7.4-1
1 Passenge er Traffic Demand
D forr Economic c Analysis
(
(With Projectt Case and Without
W Projeect Case)
7-15
2) Project Costs and Revenues
All of the costs and revenues are estimated at the constant price as of 2011 in Philippines
Peso (Php).
3) Project Evaluation Period
The New Bohol Airport is expected to become operational in 2018.

In this analysis, the project evaluation period is assumed to be 30 years upon
commencement of the operations, i.e. until 2047.
7.4.3. Economic Cost
The implementation costs of the Project follow as result of Chapter 6.
7.4.4. Operating and Maintenance Costs
The operating and maintenance cost has been estimated as incremental cost.
The operating and maintenance cost of the new airport (With Project Case) follows as result
of Section 7.2.
The operating and maintenance cost of existing airport (Without Project Case) has been
estimated using some ratio as follows:
Table 7.4-1 Ratio of Existing Airport / New Airport

(for estimate the operating and maintenance case in without project case)
Organization (Num. of Personel)
Tagbiralan Airport New Bohol Airport
(Existing Airport) Airside (public potion) Landside (private potion)
Permanent 14 General Manager 1 General Manager 1
Casual 11 Assistant Manager 1 Assistant Manager 1
Job order 25 Finance & Admin. 3 Director 3
Planning & Engi. 3 Administration 4
Operation 18 Financial 5
Maintenance 12 Facility & IT 5
Safety Office 13 Operations 6
Engineering 4
Total 50 Total 51 Total 29
Permanent 14 Graund Total 80
(1) Tagbiralan / New Bohol 17.5%
Airport Facility (PTB) Airport Facility (Land)

PTB (sq.m) Land (sq.m)
Tagbiralan Airport 850 Tagbiralan Airport 230,000
New Bohol Airport (*1) 15,470 New Bohol Airport 2,035,000
(2) Tagbiralan / New Bohol 5.5% (3) Tagbiralan / New Bohol 11.3%
(*) excluding CTB
Tagbiralan / New Bohol (Ratio)

(1) Personel 17.5%
(2) PTB 5.5%
(3) Land 11.3%
Average 11.4%
In this study, the operating and maintenance cost of existing airport (Without Project Case)
has been estimated using the average ratio (11.4%).
7-16
7.4.5. Economic Benefits of the Project
From the view point of national and regional economic, the following major categories of
benefits have be considered for this analysis.
Benefits for the Philippines

¾ Cost saving of Filipino travelers
¾ Consumption by foreign travelers
¾ Revenue from foreign airlines
¾ Cost saving of local airlines
¾ Economic benefits by reusing land of existing Tagbiralan airport
1) Cost Saving of Filipino Travelers
In the absence of the existing Tagbiralan airport capacity, the next alternative of incremental
Filipino passenger (overflowed Filipino passenger) travels using Manila-Cebu air route
complemented by Cebu-Tagbiralan sea route. This travel diversion entails additional
transportation cost calculated as follows:
Additional Transportation Cost per Passenger

= Additional Transportation Time x Time Value + Additional Transportation Fare
The comparison of the transportation cost and travel time for With Project Case and Without
Project Case have are estimated as follows:
Table 7.4-2 Comparison of Travel Routes

daily daily average average
case mode route operation passenger travel time fare
frequency capacity (min/one way) (Php/one way)
With Project Air Manila - Tagbiralan 18 2,880 78 3,190
Without Air Manila - Cebu 52 8,320 73 2,422
Project Ship Cebu - Tagbiralan 15 4,012 118 483
others check out at Cebu airport - - 20 -
from airport to port in Cebu - - 30 100
check in at Cebu port - - 20 -
Total - - 261 3,006
The time value has calculated using labor productivity of the Philippines as follows:
Table 7.4-3 Time Value of Filipino Travelers
Philippines NCR Region VII Ave.of NCR & R-VII

Php/person G/R (%) Php/person G/R (%) Php/person G/R (%) Php/person G/R (%)
2008 217,354 - 672,147 - 193,368 - 432,758 -
2009 219,016 0.76 675,907 0.56 193,840 0.24 434,874 0.49
2010 236,165 7.83 - - - - 456,647 5.01
holyday 17 days working day s 243 days w orking hrs 7.5 hrs/day Time Value 250.56 Php/hr.
7-17
The incremental Filipino passenger (overflowed Filipino passenger) traveled using the next
alternative route has been estimated using percentage as follows:
Percentage based on passenger survey

¾ Percentage of Bohol residents : 66.7% (see Table 3.1-2)
¾ Percentage of Filipino passenger (Bohol residents)
traveled using the next alternative route : 77.8%
¾ Percentage of Filipino passenger (other residents)
traveled using the next alternative route : 53.7%
Table 7.4-4 Result of Air Passenger Survey (1)

Arriving Passengers Departing Passengers Total
categories items Frequency Share (%) Frequeny Share (%) Frequeny Share (%)
Purpose to Home 32 37.65 54 49.54 86 44.33
to Works 12 14.12 9 8.26 21 10.82
to School 3 3.53 11 10.09 14 7.22
Social Visit 6 7.06 11 10.09 17 8.76
Business 2 2.35 11 10.09 13 6.70
Sub-total - - - - - 77.84
Leisure 28 32.94 11 10.09 39 20.10
others 2 2.35 2 1.83 4 2.06
Total 85 100.00 109 100.00 194 100.00
Source : Feasibility Study for The Panglao Island Airport Development Project (Oct.2007)
Table 7.4-5 Result of Air Passenger Survey (2)

1st Survey (5.13) 2st Survey (7.9&14) Total
categories items Frequency Share (%) Frequency Share (%) Frequency Share (%)
Nationarlty Domestic 43 71.67 47 61.84 90 66.18
Chinese 0.00 2 2.63 2 1.47
U.S.A 11 18.33 10 13.16 21 15.44
Korean 0.00 4 5.26 4 2.94
others 6 10.00 13 17.11 19 13.97
Purpose Leisure 43 71.67 54 71.05 97 71.32
Business 9 15.00 9 11.84 18 13.24
VFR (*1) 6 10.00 11 14.47 17 12.50
MICE (*2) 2 3.33 2 2.63 4 2.94
Spend Money per head 39,851 Php 28,391 Php 33,575 Php
Trip Visit only Bohol 32 53.33 41 53.95 73 53.68
others 28 46.67 35 46.05 63 46.32
Total 60 100.00 76 100.00 136 100.00
VFR (*1) : Visiting friends and relatives
MICE (*2) : Meeting, Incentive, Convention and Exhibition
7-18
2) Consumption by Foreign Visitors
Based on the result of passenger survey done in this study, the consumption by foreign
visitors has been estimated as follows:
Average Consumption by Foreign Visitors to Bohol : 33,575 Php/visitor (see Table 7.4-5)
The incremental foreign passenger (overflowed foreign passenger) canceled the travel to the
Philippines has be estimated using percentage as follows:
Percentage of Foreign Visitors canceled the visit to Bohol: 53.7% (see Table 7.4-5)
3) Revenues from Foreign Airlines
Revenues from foreign entities (i.e. Foreign Airlines) are assumed to contribute to the
national economy. Normally, international flights are allotted based on the bi-lateral
agreement between the two Countries (or the Area), therefore, 50 % of the international
aeronautical revenues are counted for.
a) Aeronautical Revenues
The following aeronautical revenue from foreign airlines has been counted as economic
revenues:
¾ Landing Fee : 50% of international flights
¾ Parking Fee : 50% of international flights
¾ Lighting Charge : 50% of international flights operated in night (18:00-06:00)
¾ Air navigation Charge : 50% of international flights
b) Passenger Terminal Revenue from Foreign Airlines
The following Terminal Revenues from foreign airlines has been counted as economic
revenues:
¾ Check-in Counter Rental : 50% of international facilities
¾ Tacking Fee : 50% of international facilities
¾ Floor Rental : 50% of international facilities
4) Cost Saving of Local Airlines
The delay of arriving time and departing time on existing Tagbiralan airport will be
disappeared on new Bohol airport. The needless operating cost of local airlines has been
calculated as follows:
7-19
Table 7.4-6 Estimated Aircraft Delay Costs in LCC in Asia

(in Php per munite, 2007 prices)
LCC's cost of delay, LCC's cost of delays,
Low-cost without network effect without network effect
carrier's (LCC)
(in EU/minute, 2006 prices) (in Php/minute, 2007 prices)
cost avantage
Ground Airborne Ground Airborne
Fuel costs 12.90% 0.87 13.07 56.85 852.82
Maintenance costs 12.90% 0.87 0.87 56.85 56.85
Crew costs 33.30% 6.00 6.00 391.85 391.85
Passenger compnsation (*) 15.40% 11.84 11.84 773.12 773.12
Direct cost to an airline 19.59 31.78 1,278.68 2,074.64
notes : Cost advantage based on IBM Consulting Service, 2004, "Winning at the
margin: The impact of low-cost carriers in Asia"
Exchange rates based on BSP statistics
(*) insurance, refund, etc.
Source : Feasibility Study for The Panglao Island Airport Development Project (Oct.2007)
Table 7.4-7 GDP Deflation in the Philippines
Subject Gross domestic product, constant prices

Descriptor Billion pesos Percent change Index
2007 1,366.625 7.1% 486.50
2008 1,417.087 3.7% 522.86
2009 1,432.117 1.1% 536.19
2010 1,532.994 7.0% 559.42
2011 1,601.343 4.5% 581.99 1.1963
Source : IMF
Table 7.4-8 Estimated Aircraft Delay Costs
LCC's cost of delays

(in Php/minute, 2011 prices)
Ground Airborne
Fuel costs 68.01 1,020.22
Maintenance costs 68.01 68.01
Crew costs 468.76 468.76
Passenger compnsation 924.87 924.87
Direct cost to an airline 1,529.66 2,481.86
Average Delay Time per Day 15 min 15 min

Average Cost per Day 22,945 php 37,228 php
Daily Cost 60.17 thou.php
Annual Cost 21,963 thou.php
Rem.) Average delay time per day has been estimated from
present air flight diagram in existing Tagbiralan airport.
7-20
5) Economic Benefits by Reusing Land of Existing Tagbiralan Airport
The 23ha (230,000 sq.m) land of existing Tagbiralan airport will be freed up for other
economic uses. The economic benefits have been calculated as approximately opportunity
cost of the land based on following terms:
Table 7.4-9 Estimated Opportunity Cost of the Land
Land of existing airport 230,000 sq.m

80% of commercial 4,000 php/sq.m
land price in Tagbilaran (= 5,000 x 0.8)
Opportunity cost of Land 920,000 thou.php
7.4.6. Result of Analysis
Upon the review and update of the air traffic demand forecast, the project cost (for this cost
saving scenario), projection of expenditure and economic benefit, the Economic Internal
Rate of Return (EIRR) have been evaluated.
Corresponding to the forgoing financial analysis, the economic analyses are made on the
following 5 cases:
Table 7.4-10 Particulars of the Cases
Develop- Runway PTB CTB Solar Revenue considered

Case ILS PBB FFV
ment (m) (m²) (m²) Power Pax Cargo PBB
Up to
1 2,110 Yes 9,761 None 3 None None All None All
Original Phase 1
Scenario Up to after
2 2,500 Yes 15,470 1,500 3 None 2 All All
Phase 2 Phase2
Up to
1 2,000 None 8,271 None None Yes None All None None
Phase 1
Up to
Cost after
2 Phase 2 2,000 None 11,903 1,500 None Yes 2 All None
Saving Phase2
Stage 1
Scenario
Up to
after after
3 Phase 2 2,500 Yes 16,318 1,500 3 Yes 2 All
Phase2 Phase2
Stage 2
EIRR are summarized with its sensitivity analysis as shown in Table 7.4-11.
7-21
Table- 7.4-11 Economic Analysis (EIRR) with Sensitivity Analysis

Conditions Base Case Negative Case
Construction +/- 0 % + 10 % + 20 %
Case
O & M cost +/- 0 % + 10 % + 20 %
Benefit +/- 0 % - 10 % - 20 %
Original 1 Up to Phase 1 26.25 % 22.58 % 19.32 %
Scenario 2 Up to Phase 2 26.10 % 22.39 % 19.09 %
Cost 1 Up to Phase 1 29.70 % 25.60 % 21.92 %

Saving 2 Up to Phase 2 Stage 1 29.49 % 25.36 % 21.71 %
Scenario 3 Up to Phase 2 Stage 2 29.34 % 25.16 % 21.46 %
As a result, the EIRR has been calculated as over 26 % for each base case, and even in the
worst case (i.e. cost +20%, benefit -20%) the EIRR is calculated as over 19 %.
Based on the result, the New Bohol Airport Development Project even with its full-scale
development (Phase 1 and Phase 2 combined) has been evaluated to be highly viable from
the view point of national economy.
Economic Analysis are as shown in Table 7.4-12(Original Scenario) and Table 7.4-13(Cost
Saving Scenario).
Table 7.4-12(1) Economic Analysis: Original Scenario - Case 1 (Base Case)

Case 1 (only Phase-1) Base Case Construction Cost : +/- 0%
Operating Expense : +/- 0%
Revenues : +/- 0% (thousand Php)
Expenditure Economic Benefit Net Revenue

CY Construction Incremental Operating Expense Total Benefit related Air Passenger (*1) Benefit related Airlines (*2) Others (*3) Total Current Present
Cost Land Side Air Side Current Prices Present Prices Cost Saving Consumption Sub-total Airfield Reve. PTB Revenue O/C Saving Sub-total Value of Land Current Prices Present Prices Prices Prices
2013 25,333 0 0 25,333 25,333 0 0 0 0 0 0 0 0 0 0 -25,333 -25,333
2014 126,667 0 0 126,667 126,667 0 0 0 0 0 0 0 0 0 0 -126,667 -126,667
2015 703,463 0 0 703,463 703,463 0 0 0 0 0 0 0 0 0 0 -703,463 -703,463
2016 2,387,086 0 0 2,387,086 2,387,086 0 0 0 0 0 0 0 0 0 0 -2,387,086 -2,387,086
2017 3,036,165 0 0 3,036,165 3,036,165 0 0 0 0 0 0 0 0 0 0 -3,036,165 -3,036,165
2018 419,347 75,444 60,905 555,697 555,697 157,728 1,008,265 1,165,992 528 2,280 21,963 24,771 920,000 2,110,764 2,110,764 1,555,067 1,555,067
2019 0 77,240 61,801 139,041 120,905 185,457 1,211,782 1,397,239 631 2,292 21,963 24,886 0 1,422,126 1,236,631 1,283,085 1,115,726
2020 0 79,085 62,722 141,807 107,226 202,986 1,402,507 1,605,493 2,950 2,668 21,963 27,581 0 1,633,074 1,234,838 1,491,267 1,127,612
2021 0 80,930 63,643 144,572 95,059 217,760 1,700,441 1,918,202 3,234 2,712 21,963 27,909 0 1,946,110 1,279,599 1,801,538 1,184,540
2022 0 82,824 64,588 147,412 84,283 232,655 2,001,232 2,233,888 3,530 2,758 21,963 28,252 0 2,262,139 1,293,386 2,114,727 1,209,102
2023 0 84,770 65,559 150,328 74,740 244,623 2,009,816 2,254,439 5,985 3,159 21,963 31,107 0 2,285,546 1,136,320 2,135,218 1,061,581
2024 0 86,767 66,556 153,323 66,286 259,548 2,292,018 2,551,566 6,421 3,229 21,963 31,613 0 2,583,179 1,116,780 2,429,856 1,050,494
2025 0 88,819 67,579 156,398 58,796 271,535 2,278,390 2,549,925 9,093 5,158 21,963 36,215 0 2,586,140 972,226 2,429,742 913,430
2026 0 90,925 68,630 159,555 52,159 284,643 2,452,276 2,736,919 9,755 5,262 21,963 36,979 0 2,773,899 906,792 2,614,343 854,633
2027 0 93,088 69,710 162,798 46,277 297,972 2,635,020 2,932,992 10,366 5,360 21,963 37,689 0 2,970,681 844,453 2,807,883 798,176
2028 0 95,309 70,818 166,127 41,064 311,454 2,819,350 3,130,803 10,978 5,458 21,963 38,398 0 3,169,201 783,378 3,003,074 742,314
2029 0 97,590 71,956 169,546 36,443 325,096 3,005,337 3,330,434 11,628 5,561 21,963 39,151 0 3,369,585 724,269 3,200,039 687,827
2030 0 99,932 73,125 173,056 32,345 338,907 3,192,974 3,531,881 12,239 5,659 21,963 39,860 0 3,571,742 667,584 3,398,685 635,239
2031 0 102,337 74,325 176,661 28,712 351,187 3,438,018 3,789,204 12,878 5,761 21,963 40,602 0 3,829,806 622,451 3,653,145 593,738
2032 0 104,806 75,557 180,363 25,490 363,619 3,684,404 4,048,023 13,567 5,859 21,963 41,389 0 4,089,412 577,951 3,909,049 552,461
2033 0 107,342 76,822 184,164 22,633 376,210 3,932,168 4,308,378 14,266 5,956 21,963 42,185 0 4,350,563 534,660 4,166,399 512,027
2034 0 109,946 78,122 188,067 20,098 385,905 3,886,546 4,272,451 17,135 6,409 21,963 45,507 0 4,317,957 461,438 4,129,890 441,340
2035 0 112,620 79,456 192,075 17,849 398,687 4,123,831 4,522,518 17,929 6,521 21,963 46,413 0 4,568,931 424,572 4,376,856 406,723
2036 0 115,365 80,826 196,191 15,853 409,991 4,308,616 4,718,607 18,736 6,636 21,963 47,335 0 4,765,942 385,113 4,569,751 369,259
2037 0 118,185 82,233 200,417 14,082 421,442 4,494,410 4,915,852 19,556 6,751 21,963 48,270 0 4,964,122 348,806 4,763,705 334,723
2038 0 121,080 83,677 204,757 12,511 433,042 4,681,150 5,114,192 20,369 6,865 21,963 49,197 0 5,163,390 315,485 4,958,633 302,974
2039 0 124,052 85,161 209,213 11,116 444,794 4,868,936 5,313,731 21,228 6,976 21,963 50,166 0 5,363,897 284,987 5,154,684 273,872
2040 0 127,105 86,684 213,789 9,877 456,702 5,057,776 5,514,478 22,055 7,082 21,963 51,100 0 5,565,579 257,133 5,351,790 247,256
2041 0 130,240 88,248 218,488 8,778 467,180 5,240,503 5,707,683 22,881 7,189 21,963 52,034 0 5,759,716 231,393 5,541,229 222,616
2042 0 133,459 89,854 223,313 7,801 477,793 5,424,087 5,901,879 23,765 7,303 21,963 53,030 0 5,954,909 208,030 5,731,597 200,229
2043 0 136,764 91,504 228,267 6,934 488,542 5,608,454 6,096,996 24,560 7,406 21,963 53,928 0 6,150,924 186,851 5,922,657 179,916
2044 0 140,158 93,197 233,355 6,164 499,431 5,793,677 6,293,108 25,419 7,516 21,963 54,898 0 6,348,006 167,685 6,114,651 161,521
2045 0 143,643 94,936 238,579 5,480 510,460 5,979,819 6,490,279 26,246 7,623 21,963 55,832 0 6,546,111 150,363 6,307,532 144,883
2046 0 147,222 94,936 242,158 4,837 521,490 6,165,961 6,687,451 27,073 7,730 21,963 56,766 0 6,744,217 134,708 6,502,059 129,871
2047 0 150,897 94,936 245,833 4,270 532,519 6,352,103 6,884,623 27,900 7,836 21,963 57,699 0 6,942,322 120,578 6,696,489 116,308
TOTAL 6,698,061 3,257,940 2,318,064 12,274,066 7,872,479 10,869,359 111,049,868 121,919,227 442,899 168,973 658,892 1,270,764 920,000 124,109,991 19,719,222 111,835,925 11,846,743
EIRR 26.25%
NPV (*) mil.php 11,847
B /C 2.50
* : using 15% as economic discount rate
7-22
Table 7.4-12(2) Economic Analysis: Original Scenario - Case 2 (Base Case)

Case 2 (Phase-1 & Phase-2) Base Case Construction Cost : +/- 0%

2013 25,333 0 0 25,333 25,333 0 0 0 0 0 0 0 0 0 0 -25,333 -25,333
2014 126,667 0 0 126,667 126,667 0 0 0 0 0 0 0 0 0 0 -126,667 -126,667
2015 703,463 0 0 703,463 703,463 0 0 0 0 0 0 0 0 0 0 -703,463 -703,463
2016 2,387,086 0 0 2,387,086 2,387,086 0 0 0 0 0 0 0 0 0 0 -2,387,086 -2,387,086
2017 3,036,165 0 0 3,036,165 3,036,165 0 0 0 0 0 0 0 0 0 0 -3,036,165 -3,036,165
2018 419,347 75,444 60,905 555,697 555,697 157,728 1,008,265 1,165,992 528 2,280 21,963 24,771 920,000 2,110,764 2,110,764 1,555,067 1,555,067
2019 0 77,240 61,801 139,041 120,905 185,457 1,211,782 1,397,239 631 2,292 21,963 24,886 0 1,422,126 1,236,631 1,283,085 1,115,726
2020 0 79,085 62,722 141,807 107,226 202,986 1,402,507 1,605,493 2,950 2,668 21,963 27,581 0 1,633,074 1,234,838 1,491,267 1,127,612
2021 0 80,930 63,643 144,572 95,059 217,760 1,700,441 1,918,202 3,234 2,712 21,963 27,909 0 1,946,110 1,279,599 1,801,538 1,184,540
2022 0 82,824 64,588 147,412 84,283 232,655 2,001,232 2,233,888 3,530 2,758 21,963 28,252 0 2,262,139 1,293,386 2,114,727 1,209,102
2023 0 84,770 65,559 150,328 74,740 244,623 2,009,816 2,254,439 5,985 3,159 21,963 31,107 0 2,285,546 1,136,320 2,135,218 1,061,581
2024 0 86,767 66,556 153,323 66,286 259,548 2,292,018 2,551,566 6,421 3,229 21,963 31,613 0 2,583,179 1,116,780 2,429,856 1,050,494
2025 0 88,819 67,579 156,398 58,796 271,535 2,278,390 2,549,925 9,093 5,158 21,963 36,215 0 2,586,140 972,226 2,429,742 913,430
2026 0 90,925 68,630 159,555 52,159 284,643 2,452,276 2,736,919 9,755 5,262 21,963 36,979 0 2,773,899 906,792 2,614,343 854,633
2027 0 93,088 69,710 162,798 46,277 297,972 2,635,020 2,932,992 10,366 5,360 21,963 37,689 0 2,970,681 844,453 2,807,883 798,176
2028 0 95,309 70,818 166,127 41,064 311,454 2,819,350 3,130,803 10,978 5,458 21,963 38,398 0 3,169,201 783,378 3,003,074 742,314
2029 572,317 97,590 71,956 741,863 159,458 325,096 3,005,337 3,330,434 11,628 5,561 21,963 39,151 0 3,369,585 724,269 2,627,722 564,811
2030 572,317 99,932 73,125 745,373 139,316 338,907 3,192,974 3,531,881 12,239 5,659 21,963 39,860 0 3,571,742 667,584 2,826,368 528,268
2031 0 102,337 74,325 176,661 28,712 351,187 3,438,018 3,789,204 12,878 5,761 21,963 40,602 0 3,829,806 622,451 3,653,145 593,738
2032 0 104,806 75,557 180,363 25,490 363,619 3,684,404 4,048,023 13,567 5,859 21,963 41,389 0 4,089,412 577,951 3,909,049 552,461
2033 0 107,342 76,822 184,164 22,633 376,210 3,932,168 4,308,378 14,266 5,956 21,963 42,185 0 4,350,563 534,660 4,166,399 512,027
2034 0 109,946 78,122 188,067 20,098 385,905 3,886,546 4,272,451 17,135 6,409 21,963 45,507 0 4,317,957 461,438 4,129,890 441,340
2035 0 112,620 79,456 192,075 17,849 398,687 4,123,831 4,522,518 17,929 6,521 21,963 46,413 0 4,568,931 424,572 4,376,856 406,723
2036 0 115,365 80,826 196,191 15,853 409,991 4,308,616 4,718,607 18,736 6,636 21,963 47,335 0 4,765,942 385,113 4,569,751 369,259
2037 0 118,185 82,233 200,417 14,082 421,442 4,494,410 4,915,852 19,556 6,751 21,963 48,270 0 4,964,122 348,806 4,763,705 334,723
2038 0 121,080 83,677 204,757 12,511 433,042 4,681,150 5,114,192 20,369 6,865 21,963 49,197 0 5,163,390 315,485 4,958,633 302,974
2039 0 124,052 85,161 209,213 11,116 444,794 4,868,936 5,313,731 21,228 6,976 21,963 50,166 0 5,363,897 284,987 5,154,684 273,872
2040 0 127,105 86,684 213,789 9,877 456,702 5,057,776 5,514,478 22,055 7,082 21,963 51,100 0 5,565,579 257,133 5,351,790 247,256
2041 0 130,240 88,248 218,488 8,778 467,180 5,240,503 5,707,683 22,881 7,189 21,963 52,034 0 5,759,716 231,393 5,541,229 222,616
2042 0 133,459 89,854 223,313 7,801 477,793 5,424,087 5,901,879 23,765 7,303 21,963 53,030 0 5,954,909 208,030 5,731,597 200,229
2043 0 136,764 91,504 228,267 6,934 488,542 5,608,454 6,096,996 24,560 7,406 21,963 53,928 0 6,150,924 186,851 5,922,657 179,916
2044 0 140,158 93,197 233,355 6,164 499,431 5,793,677 6,293,108 25,419 7,516 21,963 54,898 0 6,348,006 167,685 6,114,651 161,521
2045 0 143,643 94,936 238,579 5,480 510,460 5,979,819 6,490,279 26,246 7,623 21,963 55,832 0 6,546,111 150,363 6,307,532 144,883
2046 0 147,222 94,936 242,158 4,837 521,490 6,165,961 6,687,451 27,073 7,730 21,963 56,766 0 6,744,217 134,708 6,502,059 129,871
2047 0 150,897 94,936 245,833 4,270 532,519 6,352,103 6,884,623 27,900 7,836 21,963 57,699 0 6,942,322 120,578 6,696,489 116,308
TOTAL 7,842,695 3,257,940 2,318,064 13,418,700 8,102,465 10,869,359 111,049,868 121,919,227 442,899 168,973 658,892 1,270,764 920,000 124,109,991 19,719,222 110,691,291 11,616,758
EIRR 26.10%
B /C 2.43
Table 7.4-13(1) Economic Analysis: Cost Saving Scenario - Case 1 (Base Case)
Case 1 (only Phase-1) Base Case Construction Cost : +/- 0%

2013 23,889 0 0 23,889 23,889 0 0 0 0 0 0 0 0 0 0 -23,889 -23,889
2014 119,447 0 0 119,447 119,447 0 0 0 0 0 0 0 0 0 0 -119,447 -119,447
2015 601,279 0 0 601,279 601,279 0 0 0 0 0 0 0 0 0 0 -601,279 -601,279
2016 2,023,412 0 0 2,023,412 2,023,412 0 0 0 0 0 0 0 0 0 0 -2,023,412 -2,023,412
2017 2,561,477 0 0 2,561,477 2,561,477 0 0 0 0 0 0 0 0 0 0 -2,561,477 -2,561,477
2018 364,323 44,924 60,437 469,684 469,684 157,728 1,008,265 1,165,992 528 2,269 21,963 24,760 920,000 2,110,753 2,110,753 1,641,069 1,641,069
2019 0 46,290 61,333 107,623 93,586 185,457 1,211,782 1,397,239 631 2,278 21,963 24,872 0 1,422,111 1,236,619 1,314,488 1,143,033
2020 0 47,694 62,254 109,948 83,136 202,986 1,402,507 1,605,493 2,950 2,521 21,963 27,434 0 1,632,927 1,234,727 1,522,979 1,151,591
2021 0 49,098 63,174 112,272 73,821 217,760 1,700,441 1,918,202 3,234 2,550 21,963 27,746 0 1,945,948 1,279,492 1,833,676 1,205,671
2022 0 50,540 64,120 114,659 65,557 232,655 2,001,232 2,233,888 3,530 2,580 21,963 28,074 0 2,261,961 1,293,284 2,147,302 1,227,727
2023 0 52,020 65,091 117,111 58,225 244,623 2,009,816 2,254,439 5,985 2,839 21,963 30,787 0 2,285,227 1,136,162 2,168,116 1,077,937
2024 0 53,540 66,087 119,627 51,718 259,548 2,292,018 2,551,566 6,421 2,885 21,963 31,269 0 2,582,835 1,116,631 2,463,208 1,064,913
2025 0 55,101 67,111 122,212 45,944 271,535 2,278,390 2,549,925 9,093 4,660 21,963 35,716 0 2,585,641 972,038 2,463,429 926,094
2026 0 56,704 68,162 124,866 40,819 284,643 2,452,276 2,736,919 9,755 4,728 21,963 36,445 0 2,773,364 906,618 2,648,499 865,799
2027 0 58,350 69,241 127,591 36,269 297,972 2,635,020 2,932,992 10,366 4,791 21,963 37,120 0 2,970,112 844,291 2,842,521 808,022
2028 0 60,040 70,350 130,389 32,230 311,454 2,819,350 3,130,803 10,978 4,855 21,963 37,796 0 3,168,599 783,229 3,038,210 750,999
2029 0 61,775 71,488 133,263 28,644 325,096 3,005,337 3,330,434 11,628 4,922 21,963 38,513 0 3,368,947 724,132 3,235,684 695,488
2030 0 63,557 72,656 136,214 25,459 338,907 3,192,974 3,531,881 12,239 4,986 21,963 39,188 0 3,571,069 667,458 3,434,856 641,999
2031 0 65,387 73,856 139,243 22,631 351,187 3,438,018 3,789,204 12,878 5,053 21,963 39,893 0 3,829,098 622,335 3,689,854 599,704
2032 0 67,266 75,089 142,355 20,119 363,619 3,684,404 4,048,023 13,567 5,121 21,963 40,651 0 4,088,674 577,847 3,946,319 557,728
2033 0 69,196 76,354 145,550 17,887 376,210 3,932,168 4,308,378 14,266 5,189 21,963 41,418 0 4,349,796 534,566 4,204,246 516,679
2034 0 71,177 77,653 148,830 15,905 385,905 3,886,546 4,272,451 17,135 5,487 21,963 44,585 0 4,317,035 461,339 4,168,205 445,434
2035 0 73,211 78,988 152,199 14,143 398,687 4,123,831 4,522,518 17,929 5,565 21,963 45,457 0 4,567,975 424,483 4,415,776 410,340
2036 0 75,301 80,358 155,658 12,578 409,991 4,308,616 4,718,607 18,736 5,645 21,963 46,344 0 4,764,951 385,032 4,609,293 372,454
2037 0 77,446 81,765 159,210 11,187 421,442 4,494,410 4,915,852 19,556 5,725 21,963 47,244 0 4,963,096 348,734 4,803,886 337,547
2038 0 79,649 83,209 162,858 9,951 433,042 4,681,150 5,114,192 20,369 5,805 21,963 48,137 0 5,162,329 315,420 4,999,471 305,469
2039 0 81,911 84,693 166,603 8,852 444,794 4,868,936 5,313,731 21,228 5,886 21,963 49,076 0 5,362,807 284,930 5,196,203 276,078
2040 0 84,234 86,216 170,450 7,875 456,702 5,057,776 5,514,478 22,055 5,964 21,963 49,982 0 5,564,460 257,081 5,394,011 249,206
2041 0 86,619 87,780 174,399 7,006 467,180 5,240,503 5,707,683 22,881 6,042 21,963 50,886 0 5,758,569 231,347 5,584,170 224,341
2042 0 89,068 89,386 178,454 6,234 477,793 5,424,087 5,901,879 23,765 6,125 21,963 51,853 0 5,953,732 207,989 5,775,278 201,755
2043 0 91,583 91,035 182,619 5,548 488,542 5,608,454 6,096,996 24,560 6,201 21,963 52,723 0 6,149,719 186,814 5,967,100 181,266
2044 0 94,166 92,729 186,895 4,937 499,431 5,793,677 6,293,108 25,419 6,282 21,963 53,664 0 6,346,771 167,652 6,159,876 162,715
2045 0 96,818 94,468 191,286 4,394 510,460 5,979,819 6,490,279 26,246 6,360 21,963 54,569 0 6,544,848 150,334 6,353,563 145,940
2046 0 99,541 94,468 194,009 3,875 521,490 6,165,961 6,687,451 27,073 6,438 21,963 55,474 0 6,742,925 134,682 6,548,916 130,807
2047 0 102,337 94,468 196,805 3,418 532,519 6,352,103 6,884,623 27,900 6,516 21,963 56,379 0 6,941,001 120,555 6,744,196 117,137
TOTAL 5,693,827 2,104,540 2,304,020 10,102,388 6,611,136 10,869,359 111,049,868 121,919,227 442,899 146,265 658,892 1,248,055 920,000 124,087,282 19,716,574 113,984,894 13,105,438
EIRR 29.70%
B /C 2.98
7-23
Case 2 (Phase-1 & 2_Stage-1) Base Case Construction Cost : +/- 0%

2013 23,889 0 0 23,889 23,889 0 0 0 0 0 0 0 0 0 0 -23,889 -23,889
2014 119,447 0 0 119,447 119,447 0 0 0 0 0 0 0 0 0 0 -119,447 -119,447
2015 601,279 0 0 601,279 601,279 0 0 0 0 0 0 0 0 0 0 -601,279 -601,279
2016 2,023,412 0 0 2,023,412 2,023,412 0 0 0 0 0 0 0 0 0 0 -2,023,412 -2,023,412
2017 2,561,477 0 0 2,561,477 2,561,477 0 0 0 0 0 0 0 0 0 0 -2,561,477 -2,561,477
2018 364,323 44,924 60,437 469,684 469,684 157,728 1,008,265 1,165,992 528 2,269 21,963 24,760 920,000 2,110,753 2,110,753 1,641,069 1,641,069
2019 0 46,290 61,333 107,623 93,586 185,457 1,211,782 1,397,239 631 2,278 21,963 24,872 0 1,422,111 1,236,619 1,314,488 1,143,033
2020 0 47,694 62,254 109,948 83,136 202,986 1,402,507 1,605,493 2,950 2,521 21,963 27,434 0 1,632,927 1,234,727 1,522,979 1,151,591
2021 0 49,098 63,174 112,272 73,821 217,760 1,700,441 1,918,202 3,234 2,550 21,963 27,746 0 1,945,948 1,279,492 1,833,676 1,205,671
2022 0 50,540 64,120 114,659 65,557 232,655 2,001,232 2,233,888 3,530 2,580 21,963 28,074 0 2,261,961 1,293,284 2,147,302 1,227,727
2023 0 52,020 65,091 117,111 58,225 244,623 2,009,816 2,254,439 5,985 2,839 21,963 30,787 0 2,285,227 1,136,162 2,168,116 1,077,937
2024 238,980 53,540 66,087 358,607 155,036 259,548 2,292,018 2,551,566 6,421 2,885 21,963 31,269 0 2,582,835 1,116,631 2,224,228 961,595
2025 238,980 55,101 67,111 361,192 135,785 271,535 2,278,390 2,549,925 9,093 4,660 21,963 35,716 0 2,585,641 972,038 2,224,449 836,253
2026 0 56,704 68,162 124,866 40,819 284,643 2,452,276 2,736,919 9,755 4,728 21,963 36,445 0 2,773,364 906,618 2,648,499 865,799
2027 0 58,350 69,241 127,591 36,269 297,972 2,635,020 2,932,992 10,366 4,791 21,963 37,120 0 2,970,112 844,291 2,842,521 808,022
2028 0 60,040 70,350 130,389 32,230 311,454 2,819,350 3,130,803 10,978 4,855 21,963 37,796 0 3,168,599 783,229 3,038,210 750,999
2029 0 61,775 71,488 133,263 28,644 325,096 3,005,337 3,330,434 11,628 4,922 21,963 38,513 0 3,368,947 724,132 3,235,684 695,488
2030 0 63,557 72,656 136,214 25,459 338,907 3,192,974 3,531,881 12,239 4,986 21,963 39,188 0 3,571,069 667,458 3,434,856 641,999
2031 0 65,387 73,856 139,243 22,631 351,187 3,438,018 3,789,204 12,878 5,053 21,963 39,893 0 3,829,098 622,335 3,689,854 599,704
2032 0 67,266 75,089 142,355 20,119 363,619 3,684,404 4,048,023 13,567 5,121 21,963 40,651 0 4,088,674 577,847 3,946,319 557,728
2033 0 69,196 76,354 145,550 17,887 376,210 3,932,168 4,308,378 14,266 5,189 21,963 41,418 0 4,349,796 534,566 4,204,246 516,679
2034 0 71,177 77,653 148,830 15,905 385,905 3,886,546 4,272,451 17,135 5,487 21,963 44,585 0 4,317,035 461,339 4,168,205 445,434
2035 0 73,211 78,988 152,199 14,143 398,687 4,123,831 4,522,518 17,929 5,565 21,963 45,457 0 4,567,975 424,483 4,415,776 410,340
2036 0 75,301 80,358 155,658 12,578 409,991 4,308,616 4,718,607 18,736 5,645 21,963 46,344 0 4,764,951 385,032 4,609,293 372,454
2037 0 77,446 81,765 159,210 11,187 421,442 4,494,410 4,915,852 19,556 5,725 21,963 47,244 0 4,963,096 348,734 4,803,886 337,547
2038 0 79,649 83,209 162,858 9,951 433,042 4,681,150 5,114,192 20,369 5,805 21,963 48,137 0 5,162,329 315,420 4,999,471 305,469
2039 0 81,911 84,693 166,603 8,852 444,794 4,868,936 5,313,731 21,228 5,886 21,963 49,076 0 5,362,807 284,930 5,196,203 276,078
2040 0 84,234 86,216 170,450 7,875 456,702 5,057,776 5,514,478 22,055 5,964 21,963 49,982 0 5,564,460 257,081 5,394,011 249,206
2041 0 86,619 87,780 174,399 7,006 467,180 5,240,503 5,707,683 22,881 6,042 21,963 50,886 0 5,758,569 231,347 5,584,170 224,341
2042 0 89,068 89,386 178,454 6,234 477,793 5,424,087 5,901,879 23,765 6,125 21,963 51,853 0 5,953,732 207,989 5,775,278 201,755
2043 0 91,583 91,035 182,619 5,548 488,542 5,608,454 6,096,996 24,560 6,201 21,963 52,723 0 6,149,719 186,814 5,967,100 181,266
2044 0 94,166 92,729 186,895 4,937 499,431 5,793,677 6,293,108 25,419 6,282 21,963 53,664 0 6,346,771 167,652 6,159,876 162,715
2045 0 96,818 94,468 191,286 4,394 510,460 5,979,819 6,490,279 26,246 6,360 21,963 54,569 0 6,544,848 150,334 6,353,563 145,940
2046 0 99,541 94,468 194,009 3,875 521,490 6,165,961 6,687,451 27,073 6,438 21,963 55,474 0 6,742,925 134,682 6,548,916 130,807
2047 0 102,337 94,468 196,805 3,418 532,519 6,352,103 6,884,623 27,900 6,516 21,963 56,379 0 6,941,001 120,555 6,744,196 117,137
TOTAL 6,171,787 2,104,540 2,304,020 10,580,348 6,804,295 10,869,359 111,049,868 121,919,227 442,899 146,265 658,892 1,248,055 920,000 124,087,282 19,716,574 113,506,934 12,912,279
EIRR 29.49%
B /C 2.90
Case 3 (Phase-1 & 2_Stage-1&2) Base Case Construction Cost : +/- 0%

2013 23,889 0 0 23,889 23,889 0 0 0 0 0 0 0 0 0 0 -23,889 -23,889
2014 119,447 0 0 119,447 119,447 0 0 0 0 0 0 0 0 0 0 -119,447 -119,447
2015 601,279 0 0 601,279 601,279 0 0 0 0 0 0 0 0 0 0 -601,279 -601,279
2016 2,023,412 0 0 2,023,412 2,023,412 0 0 0 0 0 0 0 0 0 0 -2,023,412 -2,023,412
2017 2,561,477 0 0 2,561,477 2,561,477 0 0 0 0 0 0 0 0 0 0 -2,561,477 -2,561,477
2018 364,323 44,924 60,437 469,684 469,684 157,728 1,008,265 1,165,992 528 2,269 21,963 24,760 920,000 2,110,753 2,110,753 1,641,069 1,641,069
2019 0 46,290 61,333 107,623 93,586 185,457 1,211,782 1,397,239 631 2,278 21,963 24,872 0 1,422,111 1,236,619 1,314,488 1,143,033
2020 0 47,694 62,254 109,948 83,136 202,986 1,402,507 1,605,493 2,950 2,521 21,963 27,434 0 1,632,927 1,234,727 1,522,979 1,151,591
2021 0 49,098 63,174 112,272 73,821 217,760 1,700,441 1,918,202 3,234 2,550 21,963 27,746 0 1,945,948 1,279,492 1,833,676 1,205,671
2022 0 50,540 64,120 114,659 65,557 232,655 2,001,232 2,233,888 3,530 2,580 21,963 28,074 0 2,261,961 1,293,284 2,147,302 1,227,727
2023 0 52,020 65,091 117,111 58,225 244,623 2,009,816 2,254,439 5,985 2,839 21,963 30,787 0 2,285,227 1,136,162 2,168,116 1,077,937
2024 238,980 53,540 66,087 358,607 155,036 259,548 2,292,018 2,551,566 6,421 2,885 21,963 31,269 0 2,582,835 1,116,631 2,224,228 961,595
2025 238,980 55,101 67,111 361,192 135,785 271,535 2,278,390 2,549,925 9,093 4,660 21,963 35,716 0 2,585,641 972,038 2,224,449 836,253
2026 0 56,704 68,162 124,866 40,819 284,643 2,452,276 2,736,919 9,755 4,728 21,963 36,445 0 2,773,364 906,618 2,648,499 865,799
2027 0 58,350 69,241 127,591 36,269 297,972 2,635,020 2,932,992 10,366 4,791 21,963 37,120 0 2,970,112 844,291 2,842,521 808,022
2028 0 60,040 70,350 130,389 32,230 311,454 2,819,350 3,130,803 10,978 4,855 21,963 37,796 0 3,168,599 783,229 3,038,210 750,999
2029 621,208 61,775 71,488 754,471 162,168 325,096 3,005,337 3,330,434 11,628 4,922 21,963 38,513 0 3,368,947 724,132 2,614,476 561,964
2030 621,208 63,557 72,656 757,422 141,568 338,907 3,192,974 3,531,881 12,239 4,986 21,963 39,188 0 3,571,069 667,458 2,813,648 525,891
2031 0 65,387 73,856 139,243 22,631 351,187 3,438,018 3,789,204 12,878 5,761 21,963 40,602 0 3,829,806 622,451 3,690,563 599,820
2032 0 67,266 75,089 142,355 20,119 363,619 3,684,404 4,048,023 13,567 5,859 21,963 41,389 0 4,089,412 577,951 3,947,057 557,832
2033 0 69,196 76,354 145,550 17,887 376,210 3,932,168 4,308,378 14,266 5,956 21,963 42,185 0 4,350,563 534,660 4,205,013 516,773
2034 0 71,177 77,653 148,830 15,905 385,905 3,886,546 4,272,451 17,135 6,409 21,963 45,507 0 4,317,957 461,438 4,169,127 445,533
2035 0 73,211 78,988 152,199 14,143 398,687 4,123,831 4,522,518 17,929 6,521 21,963 46,413 0 4,568,931 424,572 4,416,732 410,429
2036 0 75,301 80,358 155,658 12,578 409,991 4,308,616 4,718,607 18,736 6,636 21,963 47,335 0 4,765,942 385,113 4,610,284 372,535
2037 0 77,446 81,765 159,210 11,187 421,442 4,494,410 4,915,852 19,556 6,751 21,963 48,270 0 4,964,122 348,806 4,804,912 337,619
2038 0 79,649 83,209 162,858 9,951 433,042 4,681,150 5,114,192 20,369 6,865 21,963 49,197 0 5,163,390 315,485 5,000,532 305,534
2039 0 81,911 84,693 166,603 8,852 444,794 4,868,936 5,313,731 21,228 6,976 21,963 50,166 0 5,363,897 284,987 5,197,293 276,136
2040 0 84,234 86,216 170,450 7,875 456,702 5,057,776 5,514,478 22,055 7,082 21,963 51,100 0 5,565,579 257,133 5,395,129 249,258
2041 0 86,619 87,780 174,399 7,006 467,180 5,240,503 5,707,683 22,881 7,189 21,963 52,034 0 5,759,716 231,393 5,585,318 224,387
2042 0 89,068 89,386 178,454 6,234 477,793 5,424,087 5,901,879 23,765 7,303 21,963 53,030 0 5,954,909 208,030 5,776,455 201,796
2043 0 91,583 91,035 182,619 5,548 488,542 5,608,454 6,096,996 24,560 7,406 21,963 53,928 0 6,150,924 186,851 5,968,305 181,303
2044 0 94,166 92,729 186,895 4,937 499,431 5,793,677 6,293,108 25,419 7,516 21,963 54,898 0 6,348,006 167,685 6,161,111 162,748
2045 0 96,818 94,468 191,286 4,394 510,460 5,979,819 6,490,279 26,246 7,623 21,963 55,832 0 6,546,111 150,363 6,354,826 145,969
2046 0 99,541 94,468 194,009 3,875 521,490 6,165,961 6,687,451 27,073 7,730 21,963 56,766 0 6,744,217 134,708 6,550,208 130,832
2047 0 102,337 94,468 196,805 3,418 532,519 6,352,103 6,884,623 27,900 7,836 21,963 57,699 0 6,942,322 120,578 6,745,517 117,160
TOTAL 7,414,203 2,104,540 2,304,020 11,822,764 7,053,928 10,869,359 111,049,868 121,919,227 442,899 164,282 658,892 1,266,073 920,000 124,105,300 19,717,636 112,282,536 12,663,708
EIRR 29.34%
B /C 2.80
7-24
Chapter 8
Environmental and Social
Consideration
Table of Contents
8.1. Outline of the EIA Study ·················································································· 8-1

8.1.1. Background ······························································································ 8-1
8.1.2. Compliance with JICA Guidelines ···························································· 8-1
8.2. National and Local Laws and Regulations on Environmental and Social
Considerations ································································································· 8-1
8.2.1. Environmental Administrative Management Organizations ······················ 8-1
8.2.2. Laws and Regulations of Environmental and Social Consideration ········· 8-2
8.2.3. Philippine Environmental Impact Statement System (PEISS) ·················· 8-2
8.2.4. ECC Conditions of the Project ································································· 8-4
8.2.5. The Gaps between PEISS and JICA Guideline ········································ 8-4
8.3. Study Results ··································································································· 8-5
8.3.1. Outline of the Study Area ········································································· 8-5
8.3.2. Environmental Standard ········································································· 8-22
8.4. EIA Study ········································································································ 8-26
8.4.1. Scoping ·································································································· 8-26
8.4.2. Surrounding Conditions of the Project ··················································· 8-27
8.4.3. The Study on Resettlement ···································································· 8-37
8.4.4. Stakeholder Meetings ············································································· 8-44
8.4.5. Prediction and Assessment of Impact ···················································· 8-50
8.5. The Study on Resettlement ··········································································· 8-59
8.5.1. Pre-construction / Construction phase ··················································· 8-59
8.5.2. Operation Phase ···················································································· 8-61
8.6. Stakeholder Meetings ···················································································· 8-63
8.6.1. Pre-construction / construction phase ···················································· 8-63
8.6.2. Operation Phase ···················································································· 8-63
Chapter 8: Environment and Social Consideration
Chapter 8. Environmental and Social Consideration

8.1. Outline of the EIA Study
8.1.1. Background
The construction of the New Bohol Airport at Panglao Island is considered very important,
since it would replace the existing airport, in Tagbilaran City in mainland Bohol, which is very
dangerous without enough buffers between the runway and surrounding houses and
infrastructure.
For the project, environment and social consideration study carried out by DOTC in 2000 and
DOTC formulated EIA report and which was approved by DENR (EMB). The ECC has been
issued in 2003 and extended availability of the document by 2013. In this study, the EIA report
and ECC conditions will be reviewed and the consistency of the JICA Guidelines for
Environmental and Social Considerations, April 2010 (hereinafter referred to as “the JICA
Guidelines”), also will be confirmed.
8.1.2. Compliance with JICA Guidelines
An EIS (Environmental Impact Statement) for the Proposed Panglao Airport Project was
prepared in 2000 by which an ECC (Environmental Clearance Certificate) was issued by
DENR (Department of Environment and Natural Resources) in 2003. The ECC existed for
more than 5 years of the term of validity, with the result that a renewal procedure of the ECC
has been made to extend the validity.
Contents written in the EIS shall be reviewed and be made a comparative study for identifying
the discrepancy and misfit between the EIS and items indicated in the JICA Guidelines.
Thereby insufficient contents and items in the EIS which have not been fulfilled in the JICA
Guidelines will be amended and updated; conclusively a revised draft Environmental Impact
Statement (Assessment) Report on the new Bohol airport construction project will be
elaborated in accordance with PEISS (Philippines Environmental Impact Statement System)
and the JICA Guidelines in the JICA study.
8.2. National and Local Laws and Regulations on Environmental and Social
Considerations
8.2.1. Environmental Administrative Management Organizations
Environmental Administration is managed by Department of Environmental Natural

Resources (DENR). DENR’ duties are to manage the balance between development and
environmental management. DENR has around 35,000 staffs; around 5,000 staffs are in head
office and around 30,000 are in regional offices.
Environmental Impact Statement system, pollution control and environmental management

are under controlled by Environmental Management Bureau (EMB) which is one of the
8-1
DENR organizations. EMB is authorized to issue of Environmental Compliance of

Certificate (ECC). EMB has around 170 permanent staffs including regional office.
8.2.2. Laws and Regulations of Environmental and Social Consideration
To specify the relevant laws, decrees, and orders and standards on Environmental and Social
Consideration (including Environmental Impact Assessment, Public Participation,
information Disclosure and others) both in the central and local levels including newly
amended and revised ones. The following shows the principal ones on environment:
¾ Presidential Decree (PD) No. 1151: Philippine Environmental Policy

¾ Presidential Decree (PD) No. 1586: Establishing an Environmental Impact Statement
System including other Environmental Management Related Measures and Other
Purposes
¾ DENR Administrative Order (DAO) 1992 No. 21:Amending Rules and Regulations
implementing PD No. 1586
¾ DENR Administrative Order (DAO) 1996 No. 37: Revising DENR Administrative
order No. 21 series of 1992, to Further Strengthen the Implementation of the
Environmental Impact Statement (EIS) System
¾ DENR Administrative Order(DAO) No. 2000-05 Series of 1994 (Revised): Revising
DENR Administrative Order (DAO) No. 94-11, Supplementing DENR Administrative
Order No. 96-37, Series of 1996, and Providing for Programmatic Compliance
Procedures within The Environmental Impact Statement (EIS) System
¾ DENR Administrative Order (DAO) 2003-30: Implementing Rules and Regulations
(IRR) for the Philippine Environmental Impact Statement (EIS) System
To review of relevant procedures on the Philippines Environmental Impact Statement Systems

(PEISS), Requirements for Environmental Impact Assessment System and Revised
Procedural Manual including Information Disclosure systems and others.
8.2.3. Philippine Environmental Impact Statement System (PEISS)
Legal basis of Environmental Impact Assessment in Philippines is as follows.
To confirm legal systems was conducted to interview Department of Environment and Natural
Resources (DENR), Environmental Management Bureau (EMB).
Philippines enact EIA systems, and they named generically PEISS (Philippine Environmental
Impact Statement System).
For conducting EIA is based on kind of project and located area. The Project which have been
declared as Environmentally Critical Projects or projects in Environmentally Critical Areas
must have Environmental Compliance Commitment (ECC), and proponent have to conduct
EIA. There are seven (7) major EIA report types which depend on kind of project (Table
8.2-1).
According to Revised Procedural Manual for DAO 03-30, the project is classified by project
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type, capacity and location. Reference is as follows;

Environmental Critical Projects: ECPs or Non-Environmentally Critical Projects: NECPs
ECP projects are defined in Proclamation No.2146 (1981)) as follows;
The steel industry, heavy chemical industry, petrochemical industry, mining industry, large
scale deforestation, large-scale fish farming, large scale dam, electricity industry, large scale
land development, etc.
Environmental Critical Areas: ECAs or Non-Environmentally Critical areas: NECAs
Area of ECA is also defined in Proclamation No.2146 (1981)) as follows;
National Park, Protected Area, Historical Area, Aborigines Area and etc.
The flowchart of EIA process is shown in Figure 8.2-1.
Table 8.2-1 Type of EIA Report
Type of Report Description

(1) Environmental Impact Statement (EIS) The project correspond to;
(2) Programmatic EIS z have been declared as Environmentally

Critical Projects(ECPs) and projects in
(3) Initial Environmental Examination Report Environmentally Critical Areas(ECAs),
(IEER)
z have declared as Non-ECPs and in ECAs,
(4) IEE Checklist (IEEC)
z locate ECAs and Non-ECAs
(5) Project Description Report(PDR) Requirement for Certificate of Non Coverage

(CNC) of EIA. The Project should be Non-ECPs
and located in ECAs or Non-ECAs.
(6) Environmental Performance Report and For operating projects with previous ECCs but
Management Plan (EPRMP) planning or applying fore clearance to
modify/expand or re-start operation, or for the
(7) Programmatic EPRMP（ PEPRMP） projects operating without an ECC.
Source: Revised Procedural Manual(EMB-Environmental Impact Assessment and Management Division: EAIMD,
August 2007)
Figure 8.2-1 Flowchart of EIA
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8.2.4. ECC Conditions of the Project
The Environmental Management Bureau (EMB) of Department of Environment and Natural

Resources, Region VII issued Environmental Compliance Certificate (ECC) in 4th, June 2003.
The ECC is in compliance to the requirements of presidential Decree No.1586, in accordance
to Department Administrative Order No.2003-30. The ECC is valid for five years, DOTC
submitted the documents to EMB to extent the ECC in 2008. EMB issued again new ECC in
3rd, June 2008. The reissued ECC is valid until 2nd, June 2013. The number of ECC is
R07-0804-0133-25.
The ECC shows the major conditions as follows;
A. Environmental Management and Monitoring Plan (EMMoP)
- to ensure all commitments, appropriate mitigating/enhancement measures and monitoring

requirements,
- to establish 200,000 seeding within 6 months after project implementation,
- to establish and deposit Environmental Guarantee Fund (EGF), an EGF is required to be

established for all co-located or single projects that have been determined by DENR to pose
a significant public risk or where the project requires rehabilitation or restoration,
- to create Multi-partite Monitoring Team (MMT) and establish Environmental Monitoring

Fund (EMF), the EMF is a fund that a proponent establishes in support of the activities of
the MMT.
- to continue Information, Education and Communication (IEC) Program to explain to all

stakeholders the condition of ECC,
- to submit an updated Project Environmental Risk Categorization and
- Submit an Abandonment Plan to EMB.
B. General Conditions
- to conform with applicable provisions of RA 6969, RA 8749, RA 9003 and RA 9275 in

operation stage,
- to monitor actual project impact
- to submit semi-annually an ECC Compliance Report
- to prepare billboard
8.2.5. The Gaps between PEISS and JICA Guideline
The major Gaps between PEISS and JICA Guideline are as follows;
(1) Disclosure System of EIS Report
PEISS prescribes haw to prepare public consultations, stakeholder meetings to gather

opinions from residents and stakeholders widely. However, disclosure system of scoping
result and final EIA report does not regulated.
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(2) Evaluation system of Scoping Result and Final EIS
Evaluation of scoping result and final EIS is carried out by internal committee usually.
Evaluation by third party is special case in the Philippines.
(3) Development in National Parks
It is possible that the development project can be implemented in National Parks follow
official procedure prepared by EMB.
8.3. Study Results
8.3.1. Outline of the Study Area
1) Location
Panglao Island is located in the southwestern portion of Bohol Province in Central Visayas in
the Philippines. It is particularly located at 123’48’21 east longitude and 9’32.871’ north
latitude. The travel time from Tagbilaran City is just 30 minutes away from the mainland
Bohol.
(Source: Eco-Tourism development Plan for Panglao Island, 2008, Provincial Government of Bohol)
Figure 8.3-1 Location Map of Panglao Island
Project Area is located in south-west area of Panglao Island, the island is connected to Bohol
Island by two course ways. Site area for new airport is 229.18 hectares. The site is selected
from three alternatives by the EIS Study in 2000.
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Bohol Island
Panglao island
Project Area
Figure 8.3-2 Project Area
2) Outline of Panglao Island
Panglao Island is consist of two (2) municipalities, Municipality of Panglao and Dauis, quick
facts of tow municipalities are shown in Table 8.3-1.
Table 8.3-1 Outline of Panglao and Dauis Municipality
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3) Topics in the Area
a) Coral Triangle Initiative (CTI)
The Philippines entire country serves as the apex of “Coral Triangle” (CT), which is known as
the world’s center of marine biodiversity. The CT region is located along equator at the
confluence of the Western Pacific and Indian Oceans. Using coral and reef fish diversity as the
two major criteria, the boundaries of this region are defined by scientists as covering all or part
of the exclusive economic zones of six countries: Indonesia, Malaysia, Papua New Guinea,
the Philippines, the Solomon islands and Timor-Lest. Covering only 1.6% of the planet’s
oceanic area, there is board scientific consensus that the CT represents the global epicenter of
marine life abundance and diversity – with 76% of all known coral species, 37% of all known
coral reef fish species, 33% of the world coral reefs, the greatest extent of mangrove forests in
the world, and spawning and juvenile growth areas for the world’s largest tuna fishery.
Moreover, the biogeographically conditions within the CT may also enable the region to
maintain its exceptional productivity in the face of future impacts of climate change, marking
it potentially the world’s most important “refuge” for marine life (CTI RPOA 2008).
In 2009, DENR-PAWB (Department of environment and Natural Resources- Protected Area

and wildlife Bureau) prepared National Plan of action for Coral Triangle Initiative on Coral
Reefs, Fisheries and Food Security. The target year of the plan is 2020, and the plan includes
action plan of Philippine Government to achieve the national collaborate goals. Philippines
Government organized NCCC (the National CTI Coordination Committee) to implement the
action plan. The members of NCCC are consist of DFA (Department of Foreign Affaires),
DOF (Department of Finance), NEDA (National Economic and Development Authority),
two representatives of NGOs, two representatives of Academic Institutions, representative of
Business sector. However, it is not clear budget allocation to do some activities.
b) Bohol Marine Triangle
Background of Bohol Marine Triangle (BMT)
The National Biodiversity Strategy and Action Plan (NBSAP) was endorsed by the
Philippine Council for Sustainable Development and eventually approved by the President
in 1997. The NBSAP recommended a “Grand Strategy” for conserving marine biodiversity,
comprising: (1) users not exceeding carrying capacities, (2) harvest not exceeding sustainable
yields, (3) reconfiguring institutions to sustain living systems, (3) learning more about
interactions among natural and human systems, and (4) valuing biodiversity as the source of
national wealth and sustenance. This was taken into account when designing the BMTP.
In early 1998, the Philippine Congress passed Republic Act 8550, also known as the
Philippine Fisheries Code of 1998. This national legislation, among others, defined the extent
of municipal waters as 15 kilometers from the coastline, set rules for declaring fish sanctuaries,
and mandated their governance through the local Fisheries and Aquatic Resources
Management Councils (FARMCs). The RA 8550 provides a policy basis on which effective
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local governance for coastal and marine biodiversity conservation and sustainable
development could spin off. Moreover, the Local Government Code of 1991 provides also
some guidance for marine resource conversation. It was noted during the preparatory phase of
the BMT Project, though, that the immediate institutional threats to biodiversity were
exacerbated by: gaps in local ordinances, guidelines and enforcement; lack of awareness of
environmental and natural resources principles and values, due to lack of information and
education; limited opportunities or resources for sustainable livelihoods; as well as
institutional weaknesses – such as among barangay and municipal FARMCS – combined with
lack of coordination among government agencies. Before the project commenced, two fish
sanctuaries have been successfully maintained by the local communities in Barangay
Pamilacan in Baclayon and Sitio Balicasag (Barangay Poblacion) in Panglao Municipality.
Several other marine protected areas (MPAs) have been set up by municipal ordinances, but
these were not operational as of 1999 and were called as “paper parks”. Thus, when the BMT
Project was being conceived, the local implementation of RA 8550 in the 12 coastal barangays
of Baclayon, Dauis and Panglao municipalities was still very weak and uneven. Issues that
have been threatening the BMT region are complicated by limited livelihood opportunities,
low level of awareness of stakeholders, and national and local legislations and policies that
have not yet been translated into a locally coherent and effective system of governance for
coastal management. Originally, the BMTP was planned as a five-year initiative to devise and
set up an effective system for governing and managing the rich marine and coastal resources
within the triumvirate of three islands: Panglao, Balicasag and Pamilacan. The system was
envisioned not to be part of the National Integrated Protected Areas System (NIPAS), and is,
therefore, intended to be managed by a body consisting of local communities,
non-government organizations and local government representatives using the Local
Government Code of 1991 (RA 7160) and the Philippine Fisheries Code of 1998 (RA 8550) as
basic legal framework. There are originally seven strategic outputs for which the project is
responsible. A more effective, equitable and sustainable planning, implementation,
monitoring and enforcement of biodiversity conservation is established in the project through
these outputs:
¾ strengthened government and community institutions to facilitate application of a coastal

management framework, with the establishment and maintenance on marine reserves as a
major component;
¾ development and application of policies and guidelines that will facilitate the elimination
of destructive activities
¾ relevant and reliable information for monitoring and inventory as basis to establish
sustainable harvesting
¾ compliance with environmental guidelines improved through a programme of education

and awareness building
¾ alternative conservation–enabling livelihood activities are sustained through established

benefit sharing and revolving fund schemes
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¾ targeted ecosystem rehabilitation will improve overall ecosystem health and contribute to
improve well-being of local communities
¾ an integrated Master Plan for BMT is established and operationalized
The project was designed and executed by a national non-government organization (NGO),
the Foundation for Philippine Environment (FPE), in partnership with the Bohol Alliance of
NGOs (BANGON). Other key stakeholders were the provincial government of Bohol and the
municipal governments of Baclayon, Dauis and Panglao. According to the project document,
project management was to be done through a Project Management Office (PMO) at the field
level to ensure that the activities agreed upon are implemented as scheduled by the responsible
parties. Recognizing that the FPE is a funding and not an implementing institution, the latter
launched a search for the appropriate NGO to be the main implementing agent. After a
year-long search, it was decided that BANGON would be the NGO that was most suited for
the job.
BANGON is a consortium of 16 developmental NGOs that are based in Bohol. Six of them
are focused on coastal resource management and possess various expertise that, when put
together, offer huge potential for project success. Thus, BANGON was contracted by the FPE
in April 2002 to be the implementing arm of the project, along with other NGOs and
institutions. Project activities were divided by BANGON among its six member NGOs, with
the former also doing secretariat works. When the contract between BANGON and FPE
concluded in 2005, the same was not renewed. Instead, project implementation was
transferred to the newly-formed PADAYON, which is now the platform for the sustained
management of BMT.
In May 2004, a Mid-Term Evaluation (MTE) was commissioned by UNDP to assess the
progress of project implementation. The MTE, among others, made comprehensive comments
on the project design, and recommended that the project be extended for another year. Thus,
instead of ending in 2006, the project ended in June 2007.
(Source: Biodiversity Conservation and Management of the Bohol Islands Marine Triangle Project (UNDP/GEF
ATLAS ID 00014471))
Area of BMT
The Bohol Marine Triangle (BMT) spans over 112,000 ha and includes the three islands of
Panglao (9,000 ha), Pamilacan (200 ha) and Balicasag (25 ha) in three municipalities of
Baclayon, Dauis, and Panglao. The BMT area is significant in terms of biodiversity including:
eleven of the 22 species of marine mammals in the Philippines; three of the world’s eight
species of sea turtles; rare and endangered species of pelagic fishes (whale sharks, mantas and
stingrays), seahorses and giant clams; rare shells such as Cones Gloria-maris, Cypraea guttata
and Cypraea valentia and several migratory birds. In addition, the coastal ecosystems of the
BMT are productive and provide economic opportunities to coastal communities. Although
key interventions1 by the local government units and non-government organizations have
been initiated to conserve biodiversity resources, the net benefits generated from the rich and
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diverse coastal ecosystems of the BMT have not been considered in decision-making. In
addition, environmental and socioeconomic issues have recently been identified by the local
stakeholders, 2 thus motivating the need for the economic valuation as a basis for
understanding and developing appropriate economic instruments for sustaining the use of the
BMT resources. Putting monetary value is one way of enhancing the knowledge of
stakeholders in recognizing the importance of coastal and marine resources to economic
development on a sustainable and ecologically sound basis.
Source: Profile of the BMT, 2004

Figure 8.3-3 Bohol Marine Triangle, Bohol Province, Philippines
Coastal and Marine Resources
The four ecosystems identified included coral reefs and their associated habitats (sea grass,
Sargassum, etc.), mangroves, beaches or intertidal areas, and marine waters. The BMT has
554 ha of coral reef area with 263 hard coral species. Hard coral cover ranged from 9.5–21%
in 1984 and increased to 20.4–68.3% in 2003 (Calumpong, 2004; White, et al., 2003). The
increase in hard coral cover can be attributed to the conservation efforts of the local
government units and non-government organizations (NGOs) such as the establishment of
marine protected areas (MPAs). All reef fishes and target fishes inside the reserves are also
predominantly stable and showed an increase in density. Mean fish density of all reef fish
species in the reserve and non-reserve areas was 2,777 individuals/500 m2 and 2,578
individuals/500 m2, respectively (Calumpong, 2004). Mean fish density of all target species
was 232 individuals/500 m2 in reserve areas and 157 individuals/500 m2 in non-reserve areas
(Calumpong, 2004). Of the 35 recorded mangrove species in the Philippines, 30 species
covering 253 ha are found in the BMT area. The BMT has 2556 ha of sea-grass beds with 9
species of the 16 species of sea grasses identified in Philippine waters. The BMT area has 131
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species of algae covering 408 ha. The BMT area spans over 112,000 ha, 92% of which is
deep-sea or marine water. This area, which ranges from 32 to 357 meters deep, provides a
migratory route for whales and dolphins as well as habitat of these species and other marine
life (Foundation for Philippine Environment, 2000). Threatened species and Endangered
species in BMT is shown in Table 8.3-2.
Table 8.3-2 Threatened Species and Endangered Species in BMT

Threatened Species Endangered Species
Charonia tritonis (trumpet triton) Rhincodon typus (whale shark; butanding)
Cassis cornuta (horned helmet) Tursiops truncates (bottle-nose dolphin)
Turbo marmoratas (green snail, bulato) Stenella longirostris (spinner dolphin)
Trochus niloticus (smooth top shell, samong) Grampus griseus (Risso’s dolphin)
Birgus latro (coconut crab; tatus) Blainville’s beaked whale
Millepora sp. (branching fire coral) False killer whale
Acropora valensiennesi Short finned pilot whale
Subergorgia mollis (Gorgonian fan) Bryde’s whale
Hippocampus comes (common seahorse) Blue Whale
Note: (Source：Biodiversity Conservation and Pigmy killer whale
Management of the Bohol Islands Marine Triangle Melon-headed whale
Project (UNDP/GEF ATLAS ID 00014471) Final Dwarf sperm whale
Sperm whale
Evaluation Report GEF August)
Chelonia mvdas (Green sea turtle)
Eretmochelvs imbricate (Hawksbill turtle)
Definition of Terms: RA9147 (An Act Providing for the Lepidochelys olivacea (Olive ridley turtle)
Conservation of Wildlife Resources and Their Habitats, Caretta caretta (Logger head turtle)
Appropriating Funds Therfor and for Other Purposes) Cervochelvs coriasea (Leatherback turtle)
Pelagic Fishes: whale sharks, devil manta , stingrays
・Endangered species: refers to species or subspeacies Clams: Tridacna gigas (true giant clam, taklobo)
that is not critically endangered but whose survival in Tridacna derasa (taklobo, smooth giant clam
the world is unlikely if the caual factors continue Tridacna squamosa (fluted/ scaly giant clam)
operating. Hippopus hippopus (straw berry/ horse hoof clam/ kukong
・Threatened species: a general term to denote species kabayo)
or subspeacies considered as critically endangered, Hippopu porcellanus (China/ porcelain clam)
endangered, vulnerable or other accepted categories of
wildlife whose population is at risk of extinction.
Fishery and Tourism
Fishery and tourism at BMT Area are evaluated in the Report (Economic Valuation of coastal
and marine Resources: Bohol marine triangle, Philippine, Coastal management, 35:319-338,
2007). The Report shows the income from fishery is average 6,600 peso/month/person in
2004. The income from tourism is over than fishery. In the near future, fisherman has
opportunity to engage in tourism, i.e. pick- up divers, boat driver, dolphin and wheel watching.
The tourism business will improve the income of fishermen.
c) Protected Area
In order to ensure the sustainable use of resources and to maintain the natural condition of
Panglao’s natural beauty, Panglao Municipality has formulated an ordinance classifying all
the designated protected areas to maintain the essential ecological processes and life support
system in order to preserve the biological diversity of Panglao Island. One such example is an
officially declared 271 hectare protected area proclaimed under the NIPAS in July 22, 2003
that covers coastal barangays in Panglao such as Barangay Doljo, Poblacion and Danao.
The conservation of coastal and fishery resources to ensure sustainable and equitable
utilization of coastal areas in conformance with Philippine Fisheries Code of 1998 is taken
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into account as stated in the municipal ordinance of Dauis. In addition, promotion of

sustainable fisheries is needed to support the local fishermen making a living in the island.
As stated in the general prohibitions of Municipal Ordinance 02 of Panglao, establishing and

putting up fish coral or “bungsod” with 200 meters from buffer zone is strictly prohibited in
the marine protected areas. Marine protected areas should not serve as docking area for boats
as well. Likewise, dropping of boat anchors will devastate the corals underneath the sea.
Gathering, collecting, catching fish and other marine resource using distractive and extractive
methods such as cyanide fishing dynamite fishing, and the like is prohibited. Furthermore, the
core zone of the marine protected areas is fragile, therefore it should be free from any and all
human activities including scuba diving, swimming, snorkeling, and other forms of
recreational activities.
The duly authorized personnel of the Municipal Government, particularly the Municipal
Agriculture offices as well as the deputized fish-wardens and Bantay Dagat members are
responsible for monitoring marine areas. Monitoring and patrolling activities in and around
the area of the marine protected areas. Furthermore, the committee on patrol conducts the
arrest and seizure against the violators of these ordinances. Penalties shall be given to those
who violated the policies imposed by the municipalities in the island. There is a Php 1,000 fee
per offender for every offence done by any group of individual caught violating.
Source: Eco-tourism Development Plan for Panglao Island

Figure 8.3-4 Protected Areas in Panglao Island
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4) Natural Conditions
a) Topography and Land Forms
Panglao Island has flat to hilly landforms with a rocky and characteristic but flat in general
with mountain ranges located in the southeastern part. It is elevation gradually rises from five
meters to about 30 meters above sea level. Particularly, the geological features and
classifications within the island are coastal plains, limestone plains, limestone hills, limestone
terraces and sinkholes.
b) Land-use
Panglao municipality has retained a predominantly agricultural and rural character. A sizable
portion of island’s total land area of about 9,500 hectares is allocated to marginal agriculture
and coconut plantation. Detailed land-used is described in Table 8.3-3 and shown in Figure
8.3-5. Major land-use are introduced by following pictures.
Table 8.3-3 Detailed description of land-use
Land-use Hectares Percent Notes
Development 210 2.2 The part of south coastal area is specified as development area.
Zone
Mangroves 84 0.9 Mangrove grow the around of the island without coastal zone.Big
tracts of coconut plantations occupy the north and northwestern
section of the island primarily in the localities of Deljo, Pangnan,
Bilisan and Danao, all in the municipality. Coconut plantations on
the island are not normally inter-cropped. The undergrowth is
mostly grass and shrub, which are used occasionally for pasture.
Brush land 911 9.6 Brush land comprise a mixture of shrub, brushwood and sparse
stands of trees and coconuts. A wide swath of brush lands cover the
southern section of the island in Panglao municipality and extends
northward along the coast to Dauis just across Bicag Hills.
Agricultural 7,606 80.0 Big tracts of coconut plantations occupy the north and northwestern
land section of the island primarily in the localities of Deljo, Pangnan,
Bilisan and Danao, all in the municipality. Coconut plantations on
the island are not normally inter-cropped. The undergrowth is
mostly grass and shrub, which are used occasionally for pasture.
Built up Area 209 2.2 There are two built-up areas corresponding to the two town centers
of Panglao and dauis. Situated at opposite ends of the island, the
two built-up areas are connected by a road spine that traverses the
island in the concentration of residential hall, church, health center
and schools. The built-up areas do not attain an urban character
despite intense land using activities.
SAFDZ 428 4.5 A sand and gravel quarry is also being operated in the municipality
of Panglao as source of local requirements for construction
materials.
Coastal Area 60 0.6 White sand beach
Total 9,508 100
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Figure 8.3-5 Land-use Map
Picture.8.3.1 Coconuts Plantation Picture.8.3.2 Bananas Plantation
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Picture.8.3.3 Mango Plantation Picture.8.3.4 Corn Field
Picture.8.3.5 Grassland and Open Areas Picture.8.3.6 Brush Land
Picture.8.3.7 Residential area Picture.8.3.8 Mangrove area
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Picture.8.3.9 Under Developing Piturec.8.3.10 Fishing
Picture.8.3.11 Aloha Resort Picture.8.3.12 White sand resort
Picture.8.3.13 Church and Park in Panglao Picture.8.3.14 Church and Park in Panglao
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c) Climate and Rainfall
The climate type of the province of Bohol is identified as Type IV. Type IV climate is
distinguished by an even rainfall distribution throughout the year and minimal rainfall
recorded at 1,400 millimeters to 1,600 millimeters per year. The average temperature is at 27.3
degrees Centigrade. February to April are the months with the least number of rainy days. This
is a good indication that Panglao Island as compared to other province in the Philippines is
hardly visited by typhoons and rainfalls. The summer season from May to July brings higher
temperatures and very humid days. The hottest month is during August with a temperature
reaching 28.2 degrees Centigrade. Moreover, the months of February to May have the least
number of rainy days. The southwest monsoon, also known as the habagat is from November
to April while the northeast monsoon also known as the amihan prevails during the months of
May to October. Daytime temperature during amihan is 26 degrees Centigrade on average,
cooling down at night to 25 degree Celsius. The coldest time of the year is January with a
temperature of 26 centigrade. Dominant wind comes from northeast quadrant during months
of November to March. Bohol only experiences 7% of the typhoon and cyclones passing the
archipelago every year. (Source: Eco-tourism Development Plan for Panglao Island)
d) Hydrogeology and Water Resources
The island has a small surface water resource and a lot of the surface drainage has intermittent
flows. The source of ground water in the town is present regardless of the minimal vegetation
cover of the island. Dauis is served by 75 of deep wells and 156 dug wells as the primary
source of water. Due to the relatively small surface water resource in the island, it is noticeable
that the municipality is encountering problems with regard to accessing water for residential
and commercial use. Water is provided to households by means of electric pumping units and
reservoir. The municipality Panglao has a total of 122 deep wells and 44 shallow dug wells
situated in different barangays.
Panglao island is covered by Maribojec Limestone. Maribojec Limestone is distinguished as

highly coralline, soft, chalky, non-compacted and marly. To add, it is composed of coralline
leaf and reef sands which makes is highly porous and forms the main water table aquifer in
Panglao Municipality. Limestone has a very high permeability and run off is practically
non-extent in this formation as indicated by the good natural drainage of the island. (Source:
Eco-tourism Development Plan for Panglao Island)
e) Plant Communities
Floral results yielded a total of 167 species of plants belonging to 136 genera under 41
families in the project site. The most represented families were Fabaceae, Poaceae, and
Euphorbiaceae with more than 10 species and genera. Out of 167 plant species, 76 were trees
species; 28 shrubs; 24 herbs; 18 grasses; 14 vines; 6 sedges and 1 strangling fig species. The
shrub-layer contained 90 species of plants under 77 genera and 33 families while the
undergrowth had 92 plants, belonging to 78 genera and 31 families. Threatened species
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include Vitex parviflora and Diospyros pilosanthera. Buchanania arborescens was found to be
the most common in the shrub layer. This was followed by Glochidion lutescens and Myrsine
philippinensis, all are indicators of a karst environment including Vitex parviflora.
Chromolaena odorata and Imperata cylindrica were the common undergrowth species.
Bambusa blumeana (kawayan-tinik) dominated based on its cumulative basal diameter.
Imperata cylindrica dominated the undergrowth. The diversity and dominance values in the
shrub-layer showed a moderate to high species diversity. Its species dominance was very low.
The undergrowth had very high species diversity values and consequently a low species
dominance.
For the weeds, some 51 species belonging to 42 genera under 16 families were identified.
Family Poaceae (grass family) was the most represented group. Chrysopogon aciculatus
(amorseko) was the most dominant weed followed by Imperata cylindrica. The mean diversity
value for weeds in the entire project site is moderate while evenness was high. On agricultural
crops, a total number of 23 agricultural crop species belonging to 21 genera under 19 families
were identified. The major agricultural crop species under cultivation were coconuts and
bananas. Coconuts, through copra sales, yielded the most family income among the crops
grown. The species diversity of the agricultural crops in the project site was very low due to a
few species that dominated in the count. (Source: Field Survey Report 2012)
f) Wildlife
Faunal survey results revealed a total of 26 avifauna species, 4 bats species and 6 anurans. It
was very remarkable that out of the 26 birds, 20 were endemics. Distribution status was
mostly Common. The most commonly bird species observed were Lonchura jagori and
Aplonis panayensis. The Lanius nasutus (Long-tailed Shrike) birds made an adaptation to the
degraded environment by like building their nests on the ground grasses due to the absence of
higher vegetation. The bats were the only conspicuous wildlife mammals in the area. The
degraded vegetation and habitat conditions could not support the presence of other mammals
like monkeys, tarsiers, civet cats, flying lemurs and squirrels. All the six anuran species
identified were under the status of Least Concern based on the IUCN status list. Two were
endemics. A land crab under family Gecarcinidae was encountered during the search for
anurans in Barangay Bolod.
The arthropods survey yielded the following data: a total of 84 insect species belonging o 14
Orders and 49 families; 6 arachnids belonging to 1 order (Araneae) and 6 families; and 1
Diplopod were positively identified. Identification is still to be made with 17 insects and 3
arachnids. The diversity, evenness and dominance varied with different sites from very low to
low. However, for nocturnal arthropods, 3 of the 4 sites had high diversity. The dominant
species in all sites were the Hymenopterous insects which include the ants, wasps and the bees
which mostly useful as pollinators, predators, decomposers, parasites and predators of insect
pests. (Source: Field Survey Report 2012)
The study came up with the following conclusions: On the overall, species diversity of both
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flora and fauna is moderately high in the impact areas. Although vast floral and faunal
populations will be lost or wiped in the mega construction, it is believed that no species will be
locally extinct as there are still be residual populations in the rest of the island. And there are
not Threatened Species and Endangered Species in the area.
g) Water Quality
Between Panglao island and Bohol Island lies a narrow channel which receives a significant
amount of pollution loading which appears to be sourced from both sewerage discharges from
Tagbilaran City and Dauis Municipality. Increasing development and expected population
increase in the future inevitably increase nutrient loading to levels that may affect use of the
marine resources around Panglao island. Assessments of water quality around the island
indicate significant levels of nutrient content specially ammonia in some coastal parts of
Panglao Island. Possible sources of these nutrients can be derived from resort effluents. With
continuous uncontrolled discharge of this effluents to the coastal waters will result to the
destruction of marine life along the coast.
5) Social Conditions
a) Sanitary and Toilet Facilities
Majority of households in Panglao Island use personal septic tanks, which total to 5,998. other
common toilet facility types are other depositories used exclusively by households, and a
common sewer or septic tank that are shared by other households as well. Open pit and other
systems, as listed in Table 8.3-4. are still commonly used, which without regulation and
careful maintenance, night cause contamination of the local water supply and the island’s
water table. Consequently, there is still high number of households that do not have toilet
facilities, more than those using open pit or other system combined. This problem should
therefore be addressed to avoid contamination and for the enhancement of sanitary conditions
and welfare of the island’s residents. Crucial to this as well is to avoid contaminants reaching
the open waters and seas surrounding the island. (Source: Eco-tourism Development Plan for Panglao
Island)
Table 8.3-4 Toilet Facility (2000)
Source: National Statistics Office
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b) Solid Waste Management
In the island, the most common method of disposing solid waste is through siga or burning of
collected organic and inorganic garbage. More than 50% of households burn their garbage.
Second after burning wastes is reuse of waste particularly organic wastes, for animal feeds. A
total of 1905 households, or 21% of the household population practice this form of garbage
disposal. This is perhaps the most common form of recycling wastes for other purposes.
Reusing as fertilizer or composting is also an identified method, but is not commonly used
compared to other ways.
In Panglao reusing waste as animal feed is the second most common practice for garbage
disposal at a total 1455 households. In Dauis on the other hand, dumping in individual pits and
dumps is the second most common waste disposal method with 666 practicing households,
after burning, which registered with 3,167 counted households. (Source: Eco-tourism Development
Plan for Panglao Island)
Table 8.3-5 Method of Waste Disposal (2000)
Source: National Statistics Office
既設処分場（パングラオ）
Picture.8.3.15 Existing Landfill (Panglao)
c) Economy
Majority of the agricultural produce in the island are corn, upland rice, legumes, vegetables,
bananas, coconut and root crops such as yam. However, it is understandable that production is
8-20
only at a sustainable level due to the limited rainfall and poor soil condition unsuitable for
large scale major production. Poultry and livestock in the island however are for small scale
business and dedicated only for backyard raising. Livestock raised in both municipalities are
carabao, cattle, swine, goat and chicken. The Municipality of Dauis, in comparison to the
Municipality of Panglao, has a higher output of livestock because it is relatively near
Tagbilaran market. Panglao, surrounded by coastal waters manifest that fishing is the major
source of livelihood. Aside from the livelihood that the coastal resources offers, it also serves
as the major supply of food for residents living in the coastal barangays. There are 2,500 fisher
folk in the island that make living from the bounties of the sea. The fish frequently caught are
tamarong, tuna, limbahon, syganids, snappers, grouper, flying fish, bawo, surgeon fish,
mackerel and others. The annual fish catch and consumption in the Municipality of Panglao
and Dauis (2000) is 686,565 and 1,240,750 respectively. (Source: Eco-tourism Development Plan for
Panglao Island)
(1) Agriculture
Panglao and Dauis have a combined area of 5,758.16 hectares of land devoted to agricultural
use, where 4,180.16 hectares are located in Dauis, while over a quarter at 1,578 hectares of
land are found in Panglao. Majority of the crops produced in the island are corn, upland rice,
legumes, vegetables, fruits, coconut and root crops such as yam. Corn is the island’s main crop
with a total yield of 1,767 metric tons, due to its characteristic of being more adaptable to
Panglao Island’s climate and soil. Despite the vast area to produce crops, production is only at
a sustainable level. This is due to the limited rainfall and poor soil condition unsuitable for
large scale major production.
Another concern is that agricultural lands being covered to commercial and residential uses
are often incompatible and deviate from the zoning ordinance of the area. This is a common
occurrence in many island communities that often see tourism as a more lucrative industry
compared to agriculture. The tendency of landowners consequently is to convert farm, grazing,
productive land into resorts and hotel properties. Land productivity might also become a crisis,
which often leads to food importation from the main land and from farther areas. (Source:
Eco-tourism Development Plan for Panglao Island)
(2) Fishery
In terms of fishery resources, Panglao and Dauis’ coastal location is a blessing. Majority of its
barangays are coastal, which provides immediate proximity to the sea as an economic
resource and source of food of the local. Fishing is major source of income on the land with
over 2,500 fisherfolk as mentioned in Panglao and Dauis’ Comprehensive land Use Plan.
Table 8.3-6 shows the annual fish catch in 2000 and the consumption requirement as well.
(Source: Eco-tourism Development Plan for Panglao Island)
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Table 8.3-6 Annual Fish Catch and Consumption
Source: 2001 to 2010 CLUP of Dauis, 2001 to 2010 Draft CLUP of Panglao
(3) Tourism
Panglao island has been one of the top visited destinations in Central Visayas and in the whole
Philippines. The island is known for its white sand beaches found in Libaong, Bolod, dao, and
san Isidro. Other attractions include balicasag island, which is known for snorkeling and
diving. Pnaglao island is equipped with its tourism infrasturacture such as hotels and resorts of
varying ratings and numerous restaurants. The combined bed capacity of the island is well
over 1,000.
In 2008, the municipality of Panglao alone had approximately 459,396 tourists staying over
24 hours while walk-in excursionists amounted to 1,378,189, which total to 1,837,585
according to the Bonol provincial Government’s project of population and Turists. This is
based on the average room occupancy during peak and lean seasons, while walk-in
excrusionists ase estimated to be three times the number of tourists. Over half of the tourists
who visit Panglao came from different countries around the world. The Department of
Tourism tallied the tourist volume from the month of January to February 2010/2009. Based
from the assessment, East Asia has the highest tourist visitations in Bohol having a total of
12,874. next is Europe with a total of 5,428 and lastly is North America which has a total
tourists visitations of 2,133. (Source: Eco-tourism Development Plan for Panglao Island)
8.3.2. Environmental Standard
1) Air Quality Standard
Environmental Air Quality Standard is shown in Table 8.3-7. which is the NAAQS specified
by DENR.
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Table 8.3-7 DENR National Ambient Air Quality Standards (NAAQS)
Concentration
Pollutant Method of Measurement (b)
ug/Ncm Ave. Time
Kimoto Gas Bubbler Sampler &
Sulfur Dioxide (SO2) 340 1 hr
Pararosaniline
Kimoto Gas Bubbler Sampler &

Nitrogen Dioxide (NO2) 260 1 hr
Griess Saltzman
Total Suspended Particulate

300 1 hr High Volume and Gravimetric
(TSP)
Lead (Pb) 20 1 hr High Volume and AAS
2) Water Quality Standard
The following standards of water quality can be applied in this area.
Table 8.3-8 Environmental Standard DAO 34 Class SB 1) RWC I
(2) For Coastal and Marine Waters (as amended by

Parameter Unit DAO 97-23)
Class SA Class SB Class SC Class SD
Color PCU ( c) ( c) ( c) ( c)
Temperature (d) (max. rise in
0C rise 3 3 3 3
deg. Celcius)
pH 6.5-8.5 6.5-8.5 6.5-8.5 6.0-9.0
Dissolved Oxygen (e) mg/L 5.0 5.0 5.0 2.0
BOD5 mg/L 3 5 7(10) -
Total Suspended Solids mg/L (f) (g) (g) (h)
Total Dissolved Solids mg/L
Surfactants (MBAS) mg/L 0.2 0.3 0.5 -
Oil/Grease mg/L
1 2 3 5
Nitrate as Nitrogen mg/L
Phosphate as Phosphorus mg/L
Phenolic Substances mg/L nil 0.01 (l) -
Total Coliforms MPN/ 70 (m) 1,000 (m) 5,000 (m) -
100mL
Or Fecal Coliforms MPN/ nil 200 (p) - -
100mL
Chloride as Cl mg/L - - - -
Copper mg/L - 0.02 (n) (o) 0.05 (o) -
8-23
(4) For Coastal and Marine Waters

Water Quality Parameter Units
Class SA Class SB Class SC Class SD
Arsenic (i) mg/L 0.05 0.05 0.05 -
Cadmium (i) mg/L 0.01 0.01 0.01 -
Chromium (hexavalent) (i) mg/L 0.05 0.1 0.1 -
Cyanide mg/L 0.05 0.05 0.05 -
Lead (i) mg/L 0.05 0.05 0.05 -
Total Mercury (i) mg/L 0.002 0.002 0.002 -
Organophosphate mg/L nil nil nil -
Table 8.3-9 Effluent Standard DAO No.35 Table 2A, Category II
Parameter unit Value

Color PCU 100
Temperature - 3
pH - 6-9
COD mg/l 60
Settlement Solids (1-hour) mg/l 0.3
5-day 20C, BOD mg/l 30
Total Suspended Solid mg/l 50
Total Dissolved Solids mg/l 1000
Surfactants (MBAS) mg/l 2
Oil/Grease mg/l 5
Phenolie Substances as Phenols mg/l 0.05
Total Coliforms MPN/100ml 3,000

Class SB 1) Tourist zones and marine reserves primarily used for recreational activities such as bathing,
swimming, skin diving, etc., established under existing laws and/or declared as such by the appropriate
government agency.
3) Noise level Standard
With regards to noise the values are within the environmental quality standard in general areas
as specified by DENR shown on Table 8.3-10.
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Table 8.3-10 Environmental Quality Standards for Noise in General Areas
Morning & Evening dB(A)

Category Daytime dB(A) Nighttime dB(A)
6:00 a.m.-9:00 p.m.
of areas 9:00a.m.-6:00p.m. 10:00p.m.- 6:00 a.m.
6:00 p.m.-10:00 p.m.
AA 50 45 40
A 55 50 45
B 65 60 55
C 70 65 60
D 75 70 65
Note:
Class AA – A section or contiguous area which requires quietness such as Area within 100 meters from
school sites, nursery schools, hospitals and special homes for the aged.
Class A – A section or contiguous area which is primarily used for residential purposes.
Class B – A section or contiguous area which is primarily a commercial area.
Class C – A section or contiguous area which is primarily reserved as a light industrial area.
Class D – A section or contiguous area which is primarily reserved as a heavy industrial area.
Noise Standard by Aircraft
There is not a standard of noise level from aircraft in Philippines, the table shows the
standard in Japan is based on international standard, the value is one of the target when the
evaluation of noise level.
Table 8.3-11 Noise Standard by Aircraft
Area Category Standard (WECPNL) Standard (Lden)

I 70 57
II 75 62
I: residential area, II: out of I area, the standard was modified from WECPNL to Lden in June,
2007 (Japan).
8-25
8.4. EIA Study
8.4.1. Scoping
Scooping result is shown in Table 8.4-1. The table reflects suggestions and opinions of JICA
advisory committees.
Table 8.4-1 Scooping Results of New Airport Project

Note
Items Plan/Con
Total Operation Note
struction
1 Resettlement Negative Negative Negative There are 66 houses (about 200 peoples) in
-A -A -A project area. The Compensation of resettlement
has been finished already. They will move
substitution area when construction works
start.
2 Economic Positive Positive Positive Good effective after operation, the employees
Activities -A -A -A of the airport will be appointed local peoples.
(employment)
Economic Positive Positive Positive
Activities -A -A -A
(Business)
3 Land-use Positive Positive Agriculture and bush land will be changed to
-B -B airport area.
4 Cutting of area Negative Negative Barangay roads have to replace.
Social Environment
relation -D -D
5 Transportation Negative Negative Negative New access road will be prepared before the
and lively -C -B -D construction works.
facilities
6 Poor, aborigines Positive Positive Positive There is not residential area for poor and
-B -B -B aborigines.
7 Inequality of Negative Negative Negative It is possible unfair employment will be
profit -D -D -D happened.
8 Remains, – – – There is not Remains, cultural assets in the
cultural assets project area.
9 Profit – – – There is not profit opposition.
Opposition
10 Water right, – – – There is not surface water and common area.
common right
11 Preservation of Negative Negative Positive It is possible to increase diseases by increasing
health -C -C -A of population.
Positive-
A
12 Disaster Risk Negative Negative Negative It is possible rainfall water from pavement area
-D -D -D will occur flood.
13 Topography/Ge Negative Negative Negative Land reclamation work will change
ology -C -C -C topographical condition.
14 Soil erosion Negative Negative Negative Rainfall water will occur soil erosion of
-C -C -C development area.
Natural Environment
15 Ground water Negative Negative Negative Ground water level will be down, when
-D -D -D pumping up and use the water for
construction/operation phase
16 Lakes and – – – There is not lakes and marshes in the project
marshes area.
17 Coast/sea area Negative Negative Negative Project site does not include coast/sea area.
-C -C -C
18 Species/Wildlife Negative Negative Negative Development activities change original species
-C -C -D and circumstance for wildlife.
19 Weather – – – There is no risk.
8-26
Note
Items Plan/Con
Total Operation Note
struction
20 Geography Negative Negative Positive Land reclamation work will be lose original
-D -D -B geography.
Positive
-A
21 Global Negative Negative Negative Heavy machines activities in construction stage
Worming -D -D -D and departure and arrival of airplane will
exhaust global worming gas.
22 Air pollution Negative Negative – Heavy machines activities in construction stage
(construction) -A -A and departure and arrival of airplane will
Negative Negative exhaust global worming gas.
-D -D
(Operation) Negative – Negative Small impact from exhaust gas.
-D -D
23 Water pollution Negative Negative Negative Untreated waste water of buildings and oil for
-B -B -B maintenance will impact to ground water.
24 Soil pollution Negative Negative Negative Untreated waste water of buildings and oil for
Pollutions
-D -D -D maintenance will impact to ground soil.

25 Solid waste Negative Negative Negative Solid waste will be generated in construction
-B -B -B and operation phase.
26 Noise/vibration Negative Negative Negative Heavy machines activities in construction stage
-B -B -C and departure and arrival of airplane will
generate noise and vibration.
27 Ground sinkage Negative Negative – It is possible runway ground will be sunk by
-D -D heavy load.
28 Offensive odor – – – There is risk from sewerage sludge.
29 Sediment soil – – – There is risk from sewerage sludge.
30 Traffic accident Negative Negative Negative It is possible to increase traffic accidents.
-C -C -D
Note: Evaluation criteria：
A: Significant Impact
B: Moderately Impact (Impact can be decreased by mitigation.)
C: Minimal Impact (Impact can be minimal by mitigation.)
D: Insignificant
– : Non
It is difficult to evaluate the impact of single project for global warming, therefore policy
and total program is discussed in Philippines Government.
8.4.2. Surrounding Conditions of the Project
1) Surrounding Natural Conditions
The proposed site for the airport is basically an open area dominated by residential and
agricultural lands with occasional patches of fruit trees and bamboo thickets. About 30% of
the sites are regulated with native shrubs and bamboo thickets. About 30% of the sites are
regulated with native shrubs and grasses, which have low economic value and furthermore
fire-prone. (EIA Report, 2000)
However, large agriculture area can not be identified on field inspection. Some agriculture
area may be given up cultivation after purchase by the government. Current surrounding
conditions are shown in Picture 8.4.1 to 8.4.6.
8-27
Picture.8.4.1 Central Area of the Project Site
Picture.8.4.2 Runway Area
8-28
8-29
Picture.8.4.3 Current conditions of the Site
Picture.8.4.4 Runway Area
Picture.8.4.5 Geological Investigation
Picture.8.4.6 Coastal Area near the Site (south-west)
8-30
2) Discussions about the Project
Necessity of the airport is discussing from 1990s by Government officers and local residents.
The construction work close at hand in 2010, some professors of University of Philippines
send letter to the President to express environmental negative impact to nature of the island by
the airport construction/operation. However, they discussed with DOTC and Bohol provincial
Government closely, then they understood the critical situation of existing airport and needs of
new airport. They send a letter to the President in February, 2011 and October, 2011 to support
the airport construction work by academic points of view. The member of professors is shown
in Table 8.4-2.
Table 8.4-2 Member of the Professors
No. Name Position

1 Ernesto M.Pernia, PhD Former professor, currently Professorial lecture, UP School
of Economics, and Former lead Economist, currently
Consultant , ADB
2 Caesor A, Saloma, PhD Chancellor of Physics, UP, and Academician, NAST
3 Jose V. Abueva, PhD Professor Emeritus and Former President, UP
4 Paul V. Fabella, PhD Professor, UP School of Economics National Scientist,
NAST
5 Carlo Arcilla, PhD Director, National Institute of Geological Sciences, UP
College of Science
6 Ramon L. Clarete, PhD Professor, UP School of Economics Consultant, ADB
7 Rene Rollon, PhD Dirctor, Institute of Environmental Science and
Meteorology UP College of Sience
8 Atty. Herman Cimafranca Assistance Solicitor General Office of Solicitor General
9 Eduardo C. tadem, PhD Professor, UP Asian Center
3) Development Plan of Panglao Island
Major developing area in Panglao island is south coastal area, according to the development
plan. The plan is shown in Figure 8.4-1. Bohol provincial government formulated “Panglao
Tourism development Guideline” to check destructive development in 2009. REDCOM
(Review and Development Committee) was organized under the guideline. REDCOM will
check the tourism project which is over two million development cost. The committee is
authorized to issue the construction permission and business permission.
The tourism development needs basic infrastructure i.e. water supply and sewerage system.
Water supply system had been studied by the consultant. The output of the study is “Integrated
Water Supply System Master Plan (BHL-1)”, which include water supply system for Panglao
Island. The plan will supply the tourist water demand about 3,100 persons/day (1,127,000
persons/year). Water resource is Loboc River in Bohol Island. The project will start in 2015.
The sewerage system is studied in this JICA Study, the study recommend the area shall be
adopted individual treatment system in the view of economical point.
8-31

Figure 8.4-1 Development Plan of Panglao Island
4) Geological Conditions
The new site is located on the flat land of 6-8 m height from sea level, the area is consist of
sandstone, shale, coral limestone, basalt and lava. Thick coral lime stone is confirmed under
surface soil by geological investigation. There is a discussion that some coral caves disturbed
in new airport construction at Panglao Island, however the investigation result make a clear
that there are not exist coral caves at new site.
The strength of the base ground is evaluated as same as New International Tokyo Airport. The
load calculation of designed aircraft proves safety of the basement. According to the design,
the total thickness of pavement is 3 m.
5) Water Quality, Air Quality and Noise level
a) Water Quality
Water quality sampling/monitoring was conducted in the study area on 13 and 14 July 2011.
Grab samples were taken from two (2) groundwater and two (2) seawater stations. The
groundwater sampling stations were located in Barangay Danao and Barangay Tawala, both in
Panglao, Bohol while the seawater sampling stations were located 100 meters away from the
shoreline of Alona Key Beach in Barangay Tawala, Panglao, Bohol and the other one inside
8-32
the mangrove area facing Panglao Bay in Barangay Danao, Panglao, Bohol Figure 8.4-2
shows the location of the sampling stations.
Figure 8.4-2 Location Map of Sampling Points
The results of water quality laboratory analyses of groundwater and seawater samples are
tabulated in Tables 8.4-3 and 8.4-4, respectively. These were compared to the results of the
previous EIA study conducted in year 2000.
Table 8.4-3 Comparison of Groundwater Quality Results
Previous Study (01 August 2000) Updated Study (13, 2011) DENR
Parameters
GW-1 GW-2 GW-1 GW-2 Limit
Iron, mg/L ND ND <0.08 <0.08 1.0
Total Coliforms, MPN/100 ml >16.0 >16.0 >23.0 >23.0 <1.1
Escherichia Coli Negative Negative Negative Negative Negative
Heterotrophic Plate Count,

1,100 730 20,000 8,500 <500
CFU/mL
6.50 –
pH 6.99 7.05 6.78 6.91
8.50
Temperature, oC 23 23 -
Color, TCU <4 <4 5
Settleable Solids, mg/L <0.10 <0.10 -
Dissolved Oxygen, mg/L 8.0 7.9 -
Biological Oxygen Demand,

<2 <2 -
mg/L
Chemical Oxygen Demand, mg/L 29 19 -
Total Dissolved Solids, mg/L 484 956 502 495 500
MBAS (Surfactants), mg/L <0.10 <0.10 -
8-33
Phenols, mg/L <0.002 <0.002 -
Total Suspended Solids, mg/L <2.0 <2.0 -
Oil & Grease, mg/L 1.0 1.2 -
Calcium, mg/L 81.70 88.92 97 98 100
Magnesium, mg/L 11.56 18.07 9.6 7.9 30 – 50
Chloride, mg/L 164 386 112 97 250
Silica, mg/L 7.67 8.42 4.4 3.2 -
Sulfite, mg/L 7 35 <0.50 <0.50 -
Total Hardness, mg/L 252 296 282 277 300
Based on the results, the metal parameter (iron) has little value which is less than 0.08 mg/L
while e-coli is negative both in the previous and current studies. All samples indicated that the
total coliform has high value (23 MPN/100ml) which is above the Philippine Standard Limit
(<1.1 MPN/100ml) while heterotrophic plate count also have a very high values caused by the
bacteria found in the samples. The samples were taken in an open source (dug well). The
results of the other parameters such as pH, temperature, color, settleable solids, dissolved
oxygen, biological oxygen demand, chemical oxygen demand, total dissolved solids,
surfactants, phenols, total suspended solids, oil and grease, calcium, magnesium, chloride,
silica, sulfite and total hardness are mostly within the standard limit.
Table 8.4-4 Comparison of Seawater Quality Results
Previous Study Updated Study

DENR Limit
Parameters (01 August 2000) (July 14, 2011)
(Class SB)
SW-1 SW-1 SW-2
Copper, mg/L <0.04 <0.04 0.02
Total Coliforms, MPN/100 ml <2 <1.8 <1.8 1,000
Fecal Coliforms, MPN/100 ml <2 <1.8 <1.8 200
pH 7.48 7.95 8.40 6.5-8.5
Temperature, oC 23 23 -
Color, PCU 5 10 3
Dissolved Oxygen, mg/L 5.7 8.8 5.0
Biological Oxygen Demand, mg/L 19 2 <2 2
MBAS (Surfactants), mg/L <0.10 <0.10 0.30
Phenols, mg/L <0.002 <0.002 0.01
Total Suspended Solids, mg/L 29 20 4.0 <30
Oil & Grease, mg/L ND 1.1 1.2 2.0
The parameters of the current samples which have the good quality compared to the standard
limit are copper, total coliforms, fecal coliforms, pH, temperature, biological oxygen demand,
8-34
surfactants and phenols. But the parameters such as color, dissolved oxygen, total suspended
solids and oil & grease have high values and exceed the standard limit. This only
emphasized that the samples taken contained organic wastes which consisted of anything that
was once part of a living plant or animal, including food, leaves, feces, etc.
b) Air Quality/Noise Quality
In order to determine the present state or condition of atmospheric air in the area where the
New Bohol Airport will be constructed, actual on-site air samplings were conducted on July
12 and 13, 2011 at five (5) sampling points which were in the same locations as in the previous
study. Sampling was done using Gas Bubbler for SO2 and NO2, Staplex High Volume Air
Sampler for TSP and Pb.
Figure 8.4-3 shows the locations of the air and noise sampling stations.
Figure 8.4-3 Location Points of Stations (Air & Noise)
Air Quality
The results of the chemical analyses of the air samples are given in Table 8.4-5 for sulfur
dioxide (SO2), nitrogen dioxide (NO2), total suspended particulates (TSP) and lead (Pb). The
results were compared to the results of the samples conducted in the previous study but same
location of sampling stations.
8-35
Table 8.4-5 Comparison of Air Quality Results
Previous Study (31 July & 01 August 2000) Updated Study (July 12&13, 2011)
Location SO2 NO2 Pb TSP SO2 NO2 Pb TSP
3 3 3 3 3 3
(ug/Nm ) 3
(ug/Nm ) (ug/Nm ) (ug/Nm ) (ug/Nm ) (ug/Nm ) (ug/Nm ) (ug/Nm3)
Sta. 1 – Tawala
Elementary ND 32.2 ND 4.9 24.9 3.9 ND 13.8
School
Sta. 2 - Danao
ND 22.7 ND 429.7 ND 9.4 ND 114.6
Barangay Hall
Sta. 3 - Panglao
ND 9.4 ND 32.3 51.5 2.8 ND 22.4
Municipal Hall
Sta. 4 - Access
ND 22.8 ND 5.1 ND ND ND 13.6
Road to Airport
Sta. 5 - Bolod
Elementary ND 28.3 ND 10.3 ND 7.2 ND 115.38
School
DENR Standard 340 260 20 300 340 260 20 300
Noise level
Table 8.4-6 presents the values of the respective noise levels at each sampling station as
compared with the results of the previous study. Gaging from these noise observations, the site
of the New Bohol Airport can be considered within the normal range of noise levels as
specified in the DENR’s NAAQS.
Table 8.4-6 Comparison of Noise Level Results
Results of Previous Study Results of the Updated Study

Location Noise Level, Source of Noise Noise Level, Source of Noise
db(A) Monitored db(A) Monitored
Sta. 1 – Tawala Noise from passing Children shouting inside
51.3 55
Elementary School vehicles classroom Car passing by
Sta. 2 - Danao Noise from passing Car passing by
50.3 52
Barangay Hall vehicles Motor cycle passing by
Sta. 3 - Panglao Noise from passing Cockcrow
50.5 55
Municipal Hall vehicles Birds sound
Sta. 4 - Access Road Wind noise
Noise from passing
to Airport 51.9 52 People Talking
vehicles
Birds sound
Sta. 5 - Bolod Wind noise
Noise from car body
Elementary School 52.7 55 People talking
building and repair shop
Motor cycle passing by
8-36
Table 8.4-7 Environmental Quality Standards For Noise In General Areas

Morning & Evening dB(A)
Daytime dB(A) Nighttime dB(A)
Category of areas 6:00 a.m.-9:00 p.m.
9:00a.m.-6:00p.m. 10:00p.m.- 6:00 a.m.
6:00 p.m.-10:00 p.m.
AA 50 45 40
A 55 50 45
B 65 60 55
C 70 65 60
D 75 70 65
Note: Class AA – A section or contiguous area which requires quietness such as Area within 100 meters from school
sites, nursery schools,hospitals and special homes for the aged.
Class A – A section or contiguous area which is primarily used for residential purposes.
Class B – A section or contiguous area which is primarily a commercial area.
Class C – A section or contiguous area which is primarily reserved as a light industrial area.
Class D – A section or contiguous area which is primarily reserved as a heavy industrial area.
8.4.3. The Study on Resettlement
1) Objective and Background
The objectives of the study are as follows:
1) To grasp the current status of land acquisition and resettlement for the New Bohol Airport
Construction Project.
2) To identify and analyze the gaps between the 1) above and JICA’ “Guidelines for
Environmental and Social Considerations (2010)”.
3) To propose an additional study and an action plan for filling the above gaps, if any.
Under the New Bohol Airport Construction Project, there are two phases of land acquisition;
namely in 1990s and after 2006. After conducting a survey of the affected structures,
including a more detailed assessment of obstacle limitations in Alternative Site I, a pre-final
orientation was established by the Project Task Force in coordination with Air Transportation
Office (ATO), the present Civil Aviation Authority of the Philippines (CAAP), which
necessitated a re-orientation of the original alignment to a new orientation bearing North 30
degrees East. The new alignment was later subjected to a new topographic and inventory
survey under the Feasibility Study (F/S) in 2007.
The detailed information is described in Resettlement Action Plan prepared in 2012 (Volume
III).
2) Land Acquisition before the Change of Alignment
Before discussing the change of the original alignment, the land acquisition of the Right of
Way (ROW) for the new project already commenced as early as 1990s. In those days, the
Central Government agencies, namely Department of Transportation and Communication
(DOTC), Department of Tourism (DOT) and CAAP, had been planning to establish, develop
and operate a new airport in the Municipality of Panglao. Provincial Government of Bohol
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had been engaged by the Central Government to conduct the acquisition of the ROW for the
said project by virtue of a Memorandum of Agreement dated 23rd January 1994. Before the
change of alignment, the total area of 62.48 ha was acquired. However, due to the realignment,
32.60 ha had become outside of the project area (See Table 8.4-8). Those lands were later
bartered with the land of newly identified project affected persons.
Table 8.4-8 Scale of Land Acquisition Before Realignment

Area Within Project Site Area Outside
Total Area
No. of Lots after realignment Project Site after realignment
(sq. m.)
(sq. m.) (sq. m)
50 624,786 298,639 326,147
Source: Memorandum of Agreement between Central Government and Provincial Government of Bohol, dated on
November 10th 2009
3) Land Acquisition After the Change of Alignment
On 22nd July 2006, the DOTC and the Bohol Provincial Government executed a
Memorandum of Agreement which enabled the Provincial Government to resume land
acquisition and conduct related activities for the airport project. Since then, land acquisition
has been implemented based on the land acquisition law (Republic Act 8974), and rules and
regulations set by Provincial Government. Hereinafter, land acquisition and resettlement after
the change of alignment will be described and analyzed.
As of November 2011, all the lands in the ROW of the new alignment were already acquired
or under acquisition procedure. As shown in Table 8.4-9. Out of 425 lots in the ROW, 252
lots, equivalent to 75.5 % of the total, are already acquired. Out of the acquired 173 lots, 93
lots are bartered with the previously acquired lands which had become outside of the ROW
after realignment.
Table 8.4-9 Current Status of land Acquisition as of November 2011
No. of No. of Area Lot-wise Ratio

Status
Lots Owners (sq. m) (%)
a) Acquired through cash 220 167 1,431,615 62.5
compensation
b) Previously acquired 32 18 298,639 13.0
before realignment
a)+b) Already acquired 252 185 1,730,254 75.5
c) Acquired through Barter 93 104 289,849 12.6

Exchange
d) Under Expropriation 8 5 40,348 1.76
e) Under negotiation/ 67 58 212,718 9.3
identification
f) Owned by Government 5 - 18,635 0.8
(Road)
c)+d)+e)+f) Under Acquisition 173 167 560,370 24.5
Total 425 352 2,291,804 100.0
Source: Summary of Lots and Owners for the New Bohol Airport Project’ obtained from the Provincial Government. The name
of an owner is converted to a numbers for protecting their privacy.
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Out of the remaining 80 lots, 67 lots are still under negotiation with owners or identification of
owners. According to a provincial officer, some of the owners under negotiation prefer to
barter exchange than cash compensation, and wait for necessary procedure. Another 8 lots are
under expropriation, which means that the court will decide the final compensation amount for
those lots. Out of 352 total land owners, only 5 owners proceeded to complaint to the court.
One of the reasons for such small number of owners under expropriation could be the
alternatives for land acquisition: i.e., cash compensation or barter exchange (land to land
compensation).
4) Scale and Status of Resettlement
According to the record obtained from Bohol Provincial Government, 64 households were
affected with their houses and had to resettle outside of the ROW. Among those 64 households,
there was one (1) household without land ownership (rent-free occupant), and one
non-eligible household who settled after cut-off date, February 20th 2008 (See Table 8.4-10).
Table 8.4-10 Scale of Resettlement

No of No. of households
No. of population No. of areas
households by Land Tenure/ Eligibility
whose houses are affected
whose houses Rent-free
affected Owners
are affected occupant
1
64 347 270,798 sq.m. 63
Source: 64 Households Affected with Their Houses
As shown in Table 8.4-10, out of the 64 households above, 61 households were already paid
their eligible compensation. Out of remaining 3 households, 2 are under expropriation and
waiting for the final decision on compensation amount by the court. The other household is
not eligible for any types of compensation, since the family had settled before the cut-off date.
Out of the 64 households affected with their houses, 32 households had been already resettled
outside of the ROW, mostly to nearby areas in Panglao or Bohol Island, except for one who
resettled to Batangas Province. There are still 32 households remaining in the project site,
since they were allowed, by the Provincial Government, to remain until the commencement of
the construction of the new airport. And after cut-off date, 11 households move in the site
from outside, then there are 43 household in May, 2012.
5) Relocation
At the relocation site, 54 lots with 250 sq.m were made available for households affected with
their houses. As of the present, occupancy allocation had been completed and, therefore, lots
were fully allocated. The lots were awarded through barter or purchase. The records of Bohol
Province Government shows that 36 lots were bartered and 16 lots were acquired through
purchase. The two (2) remaining lots were allocated to one (1) informal dweller (rent-free
occupant) in the project site and to the cooperative composed of affected lot owners, namely
Panglao Landowners Multi-purpose Cooperative.
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Since displacement is unavoidable, the project holder (DOTC) decided to ensure that
displaced persons be provided with:
¾ Economically feasible options for resettlement based on consultations with them

and assessment of resettlement alternatives.
¾ Te project holder will re-provide the relocation lots for 38 families that are
Interested to Avail in the Relocation Site in 43 families in avoidable displacement.
¾ 21 families except 17 families who have been owners of the lots shall pay the land
cost (15,000 Php) that is same price of 2008.
¾ The project holder accept the loan payment, the period is 10-15 years.
¾ Where physical relocation is necessary, assistance to transportation, dismantling of

their structures, meal allowances for a week, special assistance and health care for
vulnerable groups such as children, elderly, disabled persons and mothers.
¾ Development assistance in addition to compensation for lost assets such as land

preparation, agricultural inputs and credit facilities and training and livelihood
opportunities. In this situation the existing cooperative is the ideal mechanism to
provide this assistance.
¾ Children in school that will be disrupted due to relocation should be assisted in

transferring to other schools near the relocation site. Coordination should be done
with the Dept. of Education to ensure their acceptance of the transferee.
From the past study, there have been efforts in preparing the affected people for livelihood
opportunities once project construction starts. Skills training on cooking, welding and
automotive were conducted, unfortunately, only the landowners attended the training because
the intended beneficiaries were too busy working for their daily needs.
Based from the latest socio-economic survey conducted last April 2012, almost 50% of the
affected people were unemployed.
Since provision of livelihood opportunities is mandated by law to involuntary resettlement, it

means that skills training be conducted again but this time intended for the affected families
and training can be program now while they are waiting for the completion of the resettlement
site. Training now is advantageous so that they can begin their livelihood project or
augmenting their income. Training should be along the field of services which are in demand
in the area such as lifeguarding, bar-tendering, resort or room servicing, massage therapy,
sewing or handicraft making, beauty care. etc. Since Bohol is booming in its tourism industry,
the stated skills needed could easily be employable.
To facilitate the transfer of the affected families, it is decided that the Provincial government
and DOTC includes the construction of core houses for the affected families and recover the
cost by amortizing the house to them payable within 10 to 15 years either thru Pag-ibig or
other financing institution. This is similar to the housing program being implemented by the
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National Housing Authority.

If they request demolish and
re-construction of existing
houses to resettlement area,
PMO will assist re-movement
activities. The assistance for
affected families in avoidable
displacement can reduce the
loan payment. If the families
will pay back only land
acquired cost only by 10 years
loan, the payment is around
200 - 300 peso/month.
Picture.8.4.7 Developed Resettlement Area
Table 8.4-11 Current Status of resettlement as of 2011

No. of No. of households No. of No. of No of
households who had been households who households households
whose houses paid their have already who still live who have land
are affected compensation for resettled outside in the project lots in
land and/ or of ROW site resettlement
structure site
64 61 32 32 17
Source: 64 Households Affected with Their Houses
5) Legal and Policy Frameworks for Land Acquisition and Resettlement
On 22nd July 2006, the DOTC and the Bohol Provincial Government executed a
Memorandum of Agreement which enabled the Provincial Government to resume land
acquisition and conduct related activities for the airport project. Since then, land acquisition
has been implemented based on the land acquisition law (Republic Act 8974), and rules and
regulations set by Bohol Provincial Government and the Central Government. Major legal
framework and policy of the government are as follows;
- Republic Act No.8974 (An Act to facilitate the acquisition of right-of-way, site or location
for National Government Infrastructure projects and for Other Purposes) approved in
November 2000, and its Implementing Rules and Regulations (IRR)
- Executive Order No.14, series of 2006 (Establishing the Implementing Guidelines for land
acquisition and relocation activities for Panglao airport development project) of provincial
Government of Bohol issued on 29th August 2006.
- Resolution No.0-55-2005 Series of 2005 (A Resolution Setting the Appraisal of lands and
other Improvements Affected by the proposed Panglao Airport Development Project)
approved by November 3rd 2005. (Annex F)
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- Memorandum of Agreement (MOA) between Central Government (DOTC, DOT and

CAAP) and Provincial Government of Bohol, dated on November 10th 2009.
Table 8.4-12 summarizes the compensation / entitlement package based on the above
mentioned legal and policy framework. In addition, livelihood programs are planned for the
affected persons through the Panglao Landowners Multi-purpose Cooperative established and
officially registered on October 30, 2007.
Table 8.4-12 Compensation and Entitlement Matrix
Type of Loss Compensation/ Entitlement
Land with title 1) Cash compensation of 60 PhP/ sq. m.

OR
2) Barter with previously acquired land
Land without title None,
but a lot for resettlement site is prepared for an informal settler for free.
Structure Market value for buildings and other structures shall be based on the data of
the Schedule of Market Values from the Office of Provincial Assessor with a
plus factor f of 10% of the basic rate.
Also lots at a resettlement site can be obtained through purchase or barter.
Plants and trees Compensation is paid for different types of trees and plants
Note: Other assistance such as transportation allowance is not known.
6) Public Consultation
Public consultation between project affected peoples and Bohol provincial Government
(BPG) were hold in 2009 to discuss about relocation conditions. BPG assisted to establish
organization of owners coop. However, PAPs refused to demolish their structures, because the
project implementation is uncertain in that time.
In April 2012, DOTC held public consultation at project office in Panglao Municipality to
explain the relocation schedule and public assistances. BPG invited women to keep a gender
balance. 54 numbers of PAPs (including 34 women) joined the meeting. They requested BPG
to prepare livelihood program (See RAP Report).
7) Gaps between JICA Guidelines and the Actual Practice
There are mainly three gaps between the JICA guidelines on involuntary resettlement and the
land acquisition and resettlement activities actually practiced for the project. Those points are
summarized in Table 8.4-13.
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Table 8.4-13 Gaps between JICA Guidelines and Actual Practice
No. JICA Guidelines Actual Practice for the Project

1. Compensation must be based Based on the Provincial Resolution in 2005, land price was
on the full replacement cost. unanimously set as PhP 60 per sq.m. On the other hand,
affected structures were paid the market values with a plus
factor of 10% of basic rate.
(Necessary actions)
It is necessary to further investigate if the above compensation
scheme is in line with the JICA’s definition of the full
replacement cost.
2 Appropriate and accessible There is no ‘systematic’ grievance redress mechanism existing
grievance mechanisms must be in the project, except for informal complaints brought to the
established. relevant officers.
3 Resettlement action plans Due to uncertainty of materialization of the project, no
(RAP) must be prepared and comprehensive RAP was prepared, and made to the public.
made available to the public. (Necessary actions)
Now that the project is going to be implemented soon, it is
especially important to prepare the plan on:
1) Development of a resettlement site
2) Schedule of resettlement of 44 households still living in
the project site
3) Follow-up activities after resettlement
4) Expediting the land acquisition of remaining 53 lots
8) Future Program
Most important issue is that the re-movement of remaining 43 families will be done
smoothly without problems, DOTC shall consider following actions, more detailed future
program and information is described in RAP Report (Volume III)
(1) Development of Resettlement Site
If affected families are still plan to move to the resettlement site, development needs to be
done prior to the relocation. Then, it is necessary to discuss who are responsible for the
development of resettlement site, and what kind of measures (such as water supply) are need
to be taken.
(2) Establishment of Systematic Grievance Redress Mechanism
Through discussions with government stakeholders and project affected persons, it is

necessary to establish a systematic grievance redress mechanisms, so that affected persons’
complaints and anxiety are registered and solutions or answers are given back to them.
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8.4.4. Stakeholder Meetings
1) Related Agencies and Local Stakeholder
The related agencies of the new airport construction project are shown in Table 8.4-14 and
local stakeholders are shown in Table 8.4-15. In this study, two (2) times of local stakeholder
meeting was held in Panglao and Dauis Municipality, and one (1) related agencies meeting
was held in Manila. The major contents of discussions are as follows;
Table 8.4-14 Related Agencies

Name of Related Agencies Role
Department of Transportation and Communication(DOTC） Executed agency
Department of Tourism (DOT) Executed agency
Philippines Tourism Authority(PTA) Executed agency
Provincial Government of Bohol Provincial, Planning & Development Office Executed agency
City of Tagbilaran Executed agency
Municipality of Panglao Executed agency
Tagbilaran Airport Office Executed agency
Tourism Infrastructure & Enterprise Zone Authority (TIEZA) Executed agency
Civil Aviation Authority of the Philippines Executed agency
National Economic & Development Authority(NEDA) Coordinator
Department of Environment & Natural EIA
Resources (DENR) and Environment Management Bureau (EMB)
Table 8.4-15 Local Stakeholder

Name Role
Provincial Government of Bohol Provincial, Planning & Development Office Assistance
Municipality of Panglao Assistance
Barangay officials and residents of the affected barangays. Residents
2) 1st Local Stakeholder Meeting
The Stakeholders’ Meeting started at 2:00 in the afternoon. Introduction was made by Mr.
Abelio Arbilo from the Mayor’s Office of Municipality of Panglao. Presentation of the
proposed project and purpose of the meeting was delivered by the Project Consultant, Engr.
Danilo J. Castillon.
The meeting was attended by fifty three (53) participants, including sixteen (16) women.
The participants were composed of the municipal officials/staff, barangay officials and
residents of the affected barangays. See attached attendance sheet.
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Table 8.4-16 1st Local Stakeholder Meeting

Q/R Note
Mr. Alfredo Estopito (Councilor from Barangay Lourdes)
Question Is the bidding for the airport project is already confirmed?
Response It is not yet confirmed. That is the reason why Philippines Government is considering PPP
scheme for the project and asked the Government of Japan to carry out F/S of the project. But
before JICA shall be considered realization of the scheme, JICA need the recent environmental and
social status and other aspects of the project area as basis of their review for approval or not. The
Project Consultants were hired to conduct the study and will not be involved in the construction.
Mr. Antonio Arbitanio (Purok Leader from Barangay Danao)
Question Are you a contractor or investor? Where will be the funds come from? There is unfair cost of land
acquisition.
Response We are consultants hired by JICA. JICA will carry out F/S of the new airport project and consider
total management system including finance. JICA need update all necessary documents for their
review before making a decision whether to financial assistance or not. In terms of cost for land
acquisition, the zonal value is being followed by the government.
Question We would like to express our appreciation on the airport and the effort being done by the Project
Consultant particularly to the Japanese to pursue this project.
Response Mr. Takashi Goto thanked the people who came to the meeting and also expressed his gratitude to
the help given by the Philippine Government to Japan during the last dilemma they had.
Mr. Moises Nioda (Councilor from Barangay Lourdes)
Question What are the conditions to the possible financial assistance from Japan?
Response At this early stage, we cannot say those conditions. Agreement between the Philippine and Japan
Governments will be discussed deeply and depends on the terms and conditions of the funding
agency which is JICA.
Mr. Danny Reyes (Resident from Barangay Lourdes)
Question What are the data needed for the study? If you still need to get our perception as to date about the
project through household survey, why we need to hold this meeting now?
Response We need to update the environmental/social situation such as water quality, air quality, noise
quality, corals and mangroves descriptions of the island and also the opinion of the people about
the project wherein a standard survey form from DENR will be used. Also, this meeting is
required not only by the DENR but as well as JICA to know and witness personally by the JICA
Study Team through Mr. Takashi Goto if you really in favor for the establishment of New Bohol
Airport here in your municipality.
Mr. Faustino Mila (Resident from Barangay Tawala)
Question When will be the target date for the implementation of the airport project? With regards to job
hiring, local workers should be prioritized?
Response We cannot answer now exactly the timeline for the construction of the airport. As what said
earlier, there are several stages to be considered. We still need to update the previous
environmental impact study conducted on year 2000. Then prepare the report for submission to
JICA for their review and approval. If approve, an agreement should be discussed and be
finalized by our government and JICA and that is the only time that we can proceed for the
construction phase of the airport.
With regards to local hiring, there is a provision in our labor law that the local workers should be
hired provided that they are qualified with the description of the job needed.
All the participants are very much willing and in favor for the construction of the new airport.
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3) 2nd Local Stakeholder Meeting
The 2nd Second Stakeholders’ Meeting started at 2:00 in the afternoon on 22th, July.
Opening remarks was done by the Honorable Vice-Mayor Evangeline B. Lazaro of the
Municipality of Panglao. The result of the updated Environmental Impact Assessment (EIA)
study was discussed by Engr. Danilo J. Castillon, Senior Engineer from Test Consultants, Inc.
Open forum was followed after the presentation.
The meeting was attended by fifty four (54) participants, including twenty (20) women. Local
consultant invited residents from not only Pnaglao barangay and Dauis barangay, and made
arrangement the gender balance. The participants were composed of the provincial and
municipal officials/staff, barangay officials and staff, lot owners and residents of the affected
barangays. See attached attendance sheet.
Table 8.4-17 2nd Local Stakeholder Meeting

Q/R Note
Hon. Walter P. Sultan (Member, Sangguniang Bayan of Panglao)

Question What will be the volume of people that will come in the municipality? This is pertaining to the
in-migration of people to the area.
Response Response: The priority in hiring of qualified workers will be local residents but the influx of
people cannot be controlled if most of the workers will be from other municipalities.
Ms. Leonila Lafuente (OIC-BEMO from the Provincial Government)
Question We just want to suggest that the wastewater treatment facility of this airport should be constructed
during the construction phase of the project, unlike with the previous projects in Bohol wherein the
structures already existed before the wastewater treatment facility was constructed.
Response This is usually included in the conditions stated in the ECC and the project team will include in the
design. JICA is presently conducting separate study on water supply and sewerage systems in
Panglao Island and Bohol.
Question One of several problems in Panglao are the water supply and sewerage systems, may we know the
extent of your study in accordance with the Terms of Reference?
Response The study of the water supply and sewerage components is part of the study of the JICA Survey
Team but scheduled to be conducted by next year.
Ms. Jovencia S. Asilo (Municipal Planning and Development Officer of Panglao)
Question This project had been proposed since 1992 and the ECC was approved in 2000 and the latest
re-issuance was in 2008, when will be the exact date of implementation?
Response The decision is done by Philippines Government. JICA will assist the implementation by the
request of your government.
Question The issue now is the source of funds and not the study anymore.
Response JICA is interested to assist in funding this project and that is the main reason why we are
conducting this meeting and updating all baseline data that are necessary in processing the
required documents for approval.
Hon. Evangeline B. Lazaro (Vice-Mayor of Panglao)
Question There are big hotels within Panglao municipality but sad to say they did not hire local workers but
8-46
mostly from Manila, what would be the assurance that it will not happen again?
Response We are not contractor but under the ECC conditions, preference in hiring will be given to workers
the locals provided that they are qualified.
Mr. Nick Loremey (Purok Leader, Barangay Danao, Panglao, Bohol)
Question The water supply in Panglao is not sufficient, can we suggest funding for water system since there
are abundant water sources found in Barangay Doljo, Panglao. Also, there are many tourists in
the area and sometimes experienced problem in accommodations.
Response The suggestion is noted.
Mr. Patricio Arkay (Resident from Barangay Danao, Panglao, Bohol)
Question We just want to inform you that the purchase of our lot was very cheap. As we knew, the market
price is between PhP 500-600 per sq.m but they paid us PhP 40 per sq.m.
Response The price of land acquisition was based on the zonal value set by the Bureau of Internal Revenue
depending on the assessment of land in the particular area.
Mr. Alfredo Estopito (Member, Sangguniang Barangay of Barangay Lourdes, Panglao, Bohol)
Question What is the result of the assessment of the study? Who will finance the project?
Response The preparation of the project report is now on-going and there are no activities yet being
implemented.
Ms. Antonina P. Fuego (Member, Sangguniang Barangay of Barangay Lourdes, Panglao, Bohol)
Question What are the reasons why the project took so long and till now is not being implemented? There
was an instance that a certain lot owner was not paid for his property which was included in the
acquired lot.
Response About this matter, the Provincial Administrator of Bohol answered the query. Payment of the lot
for the person she was referring is not yet complete because he did not processed properly his
documents. The Provincial Government of Bohol wants to assure that the communities are well
notified on all activities to be done in the area. The province did not have enough funds to sustain
for the project and that is the reason why we asked for the financial assistance from JICA.
Another reason for the delay was the change of the orientation of the project alignment and the
sinkholes within Panglao Island but the project site is not located within any of the sink hole areas.
Just try to understand that the process is not that easy for us to have enough funds.
4) The Government Stakeholders’ Meeting
The Government Stakeholders’ Meeting started at 2:00 in the afternoon on 29th,July. The
purposes of the meeting are: a) in order to take into consideration the environmental and social
factors in a way of that is most suitable to local situations, and in order to reach an appropriate
consensus; and b) disclosure of information at an early stage, the outcome must be
incorporated into the contents of project plans.
The program of the meeting consisted of the presentation of the project by Mr. Tadashi Aoi,
Team Leader of the JICA Project Team; outline of the Panglao Island presented by Mr.
Takashi Goto, JICA Project Team; updating of the EIA Study by Engr. Danilo Castillon,
Senior Engineer of Test Consultants, Inc.; and open discussion.
The meeting was attended by fourteen (14) participants, composed of the different
representatives from various government agencies. See attached attendance sheet for the list
of participants.
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Table 8.4-18 The Government Stakeholders’ Meeting

Q/A Note
Mr. Felicisimo C. Pangilinan, Jr., Planning Officer from DOTC

Question Can the lot area already acquired enough to accommodate the revised master plan?
Response Yes, the Provincial Government of Bohol bought additional lot area required for the revised master
plan.
Question Who conducted the geotechnical study? Are the 40 boreholes and 20 test pits enough to determine
the safeness of the structures to be built in the area?
Response PhilJAC conducted the geotechnical study of the area and that the number of the boreholes and test
pits are enough to determine the suitability of the soil and appropriate depth of the structure’s
foundation. But if you think we need to have additional boreholes and test pits, we note your
suggestion and propose to implementation agency.
Question If the corals will break up, are there possibilities that cavities will be created and spread out? We
just want an assurance that the structures to be constructed are safe from the cavities. Also, we are
trying to avoid the difference of soil classifications during the pre-construction stage and the actual
soil investigation to be conducted during the construction phase. We already experienced that in
some of our projects.
Response If you think that it is really necessary to have additional boreholes and test pits, we will propose to
implementation agency.
Question So the baseline study conducted in year 2000 is being updated now by the Consultants?
Response Yes, as per Terms of Reference. All sampling station locations for the field investigation surveys
in year 2000 are the same sampling station locations being considered in the update, except for one
sampling station located in mangrove area for sea water.
Question What is Heterotrophic Plate Count? The value of result being presented is really alarming.
Response It is the density of aerobic and facultative anaerobic heterotrophic bacteria in water. The
heterotrophic plate count is a good measure of water treatment plant efficiency, after growth in
transmission line, and the general bacterial composition of source water.
Engr. Nicanor Mendoza, Engineer IV from EMB-WQMS
Question Is it possible for us to require you to have additional water sampling site? Artesian well is possible?
We are officially requiring you to take sample in a new source wherein the water is potable in the
area.
Response It is not possible for us to have another location of sampling points because as our TOR states that
we need to take samples on the same sites as in of the previous study and we are only required to
update the current situation in the area. We are not in the position to decide to take other samples
or to change the sampling sites. If you want, we will note and propose to implementation agency.
The DOTC as the proponent, can prepare communications to address that request but reiterated
that this suggestions be recorded in the Minutes of the Meeting.
Mr. Raul T. Jardin, Representative from NSWMC
Question What is the source of acceptable limits you used in comparing the results?
Response It is the Philippine National Standard for Drinking Water (PNSDW) known as the DENR
Administrative Order (DAO) 34.
Engr. Nicanor Mendoza, Engineer IV from EMB-WQMS
Question Where is the discharge point of wastewater in the area? You should also have taken a sample from
that area.
Response As what we said earlier, we only update the data of the previous study and we never decide on the
location of the sampling points. Your recommendations will be recorded accordingly and to be
submitted to implementation agency.
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Engr. Petra Aguilar, Engineer IV from EMB-AQMS

Question The causes or reasons of high recorded value should be indicated and the sampling points be
incorporated in a map. I am also recommending that the samples should be taken during two
seasons, the wet and dry seasons, which is more appropriate for comparison of the results.
Response The remarks, causes or reasons, and location map with regards to sampling stations will be part of
the report. The suggestion will be noted and proposed to implementation agency.
Question Is the stakeholders’ meeting really required by JICA?
Response Yes.
Question What are the purposes of the stakeholders’ meeting and the conduct of the perception survey? How
many had been interviewed and what are the questions indicated in the form being used?
Response The stakeholders’ meeting is a requirement from JICA while the perception survey is being
undertaken to gather the opinion of the residents towards the project. The number of respondents
was determined by getting the total household population of the area to be surveyed and get the
10% of the household population as the representative samples and surveyed in random locations.
The form being used was the approved questionnaire by EMB in our various EIS reports.
Question Was the stakeholders’ meeting conducted in a public place? How are you assured that the
participants in the first meeting also attended in the second local stakeholders’ meeting?
Response The local stakeholders’ meetings were conducted twice and represented by different sectors such
as from the provincial, municipal and barangay LGUs and also lot owners and local residents of
the affected areas. The first meeting was held in Panglao Cultural Center on May 21, 2011 and
the recent one was held in the Municipal Session Hall on July 22, 2011. The participants were
invited through letters.
Ms. Juvy P. Serafin, Representative from NSWMC
Question Have you done geo-hazard study and if MGB was involved?
Response This is not included in our study, but the query is noted and for verification.
Mr. Joel G. Polintan, Technical Staff from EIAMD
Question Is this for another ECC application? If not, what is really the purpose of this meeting?
Response This will not be for another ECC application. The concerns that we gathered from this meeting
will be the basis if we need to amend the design of the new airport.
Mr. Virgilio S. Victorino, ACANS, ANPPDD from CAAP
Comment Due to short notice of the invitation for this meeting, I don’t have advance information about the
status of this project but all that had been discussed in this meeting are well understood and noted.
Question Based on the projected passengers, will there be any significant change that will result to the
amendment of the existing ECC?
Response Response: If EMB-Region VII will accept the amendment plan and found no significant changes,
then we can use the existing ECC. We will revise the new EIA report for DOTC and if necessary,
it will also be submitted to EMB-Region VII.
Question Maybe EMB-Region VII will be asked only for the amendment of the conditions in the ECC. Is the
contract of the local consultant requires a full-blown EIS?
Response Response: We hope that it will just be an amendment to ECC conditions. As per contract of the
local consultant, no need to conduct a full blown EIS but rather to update only the baseline
conditions of the area. The local consultant will submit a revised EIS report based on DAO
03-30.
Ms. Patricia Dumpit-Daet, Technical Staff from EIAMD
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Question Have you been coordinating with EMB-Region VII?

Response Not yet, it will be done after we finished the report.
Ms. Juvy P. Serafin, Representative from NSWMC
Question There is no discussion about solid waste management plan for the project.
Response It will be incorporated in the EIA report.
8.4.5. Prediction and Assessment of Impact
1) Future Environmental Conditions without the Project
Comparing the future conditions without the project against those conditions where the
project is implemented is essential for weighing the project’s benefits against its impacts.
Hence, the future environmental conditions without the project are presented in this section.
Table 8.4-19 Future Environmental Conditions without the Project

Items Impact
1) Resettlement Without project, any resettlement will be not required.
2) Economic Activities Without the project, population growth will be brought by natural increase
and net-mitigation. Fishing despite its potential as a significant source of
livelihood and income, has been and its likely to remain subsistence and
small scale without intervention or assistance. Unemployment rate is
expected to be same if no employment generating facilities will be
established in Bohol or in the island.
3) Land Use Agriculture can not be good business due to poor soil and water. The
investment in agriculture will not longer be attractive and some owners
may now give up their lands for other purposes. It is possible to reduce
agricultural area.
4) Cutting of Area Relation Without project, existing relationship of residents will be continued.
5) Transportation and lively Community infrastructures and social services availability will tend to
facilities remain as in the existing condition.
6) Poor peoples and Indigenous Same as the present time.
Peoples
7) Inequality of beneficiary Same as the present time.
8) Heritage Non
9) Opposition Same as the present time.
10) Water Right, Common Right There are not small rivers and ponds. There is not common property of the
barangays and municipalities.
11) Preservation of Health Same as the present time.
12) Disaster Risk If global warming will raise sea level, disaster risk of tsunami is higher.
13) Topography/Geology The topography/geology of the project site will remain unchanged.
14) Soil Erosion Non.
15) Ground Water Without any major development in the area, the demand for water is likely
to increase slightly from its present level. This increase will be due to the
natural population growth. Use of fertilizers and pesticides in agriculture is
the potential cause of ground water contamination.
8-50
16) Lake, River Non.

17) Coast/Sea area With or without the project, oceanography characteristics in the area will
remain the same.
18) Species/wildlife Without the project, the composition and pattern of distribution of existing
plant species will remain practically the same in the area. There may be
some small scale clearing of some vegetative cover associated with the
building of some residential houses and business establishments. Panglao
Island is classified as a low diversity land. With or without project, fish and
wildlife characteristics in the area will not change.
19) Geography Without any major development in the area, the geography of the project
site will remain unchanged.
20) Topography and Geology Same as the present time.
21) Global Warming/Weather Considering the available data, no sudden changes in the microclimate
could be expected in the project are for the near future. Without significant
changes in the environment, changes in temperature, wind direction and
speed, rainfall, relative humidity, etc. are also not expected.
22) -30) Air, Water and Soil The air, water and soil quality in the area is likely to remain practically
Pollutions, Noise and Vibration unchanged since no significant source of air pollutants is expected to be
problems generated in the project vicinity in the future.
Noise and vibration levels along the major way will increase slightly due to
the slight increase in traffic volume associated the natural increase in
population.
2) Preconstruction/Construction Impacts
Potential impacts during pre-construction phase and the operational phase of the proposed
airport project are identified and assessed. The two major development activities during the
construction of the project are the construction of access road and airport facilities.
Construction activities are expected to disturb the physical, biological and socio-economic
environment of the impact zone.
Table 8.4-20 Preconstruction/Construction Impacts

Items Impact
1) Resettlement There were 64 houses in the project area. The compensation of resettlement
has been finished already. They will move substitution area prepared by the
provincial government, when the construction work will start.
2) Economic Activities The project can employ local residents during the construction phase. It can
provide enough work to substantially reduce the unemployment in Bohol
particularly in Panglao Island. Business opportunities like sari-sari stores
are expected to crop up in the island due to influx of construction workers in
the site.
3) Land use It will not make unwarranted accelerated use of scarce resources in favor of
short-term over long-term economic needs. The project site is not considered
a prime agricultural land or primary forestland. Its use as an airport site that
will generate benefits to the immediate and bigger community than its
present land uses which are characterized as marginal/subsistence and
unproductive grassland/shrub land.
Clearing and other required civil works to be undertaken in the project area
during construction stage will result to vegetation loss. However, the impact
is only minimal since is mostly covered shrubs and grasses.
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4) Cutting of Area Relation Barangay roads to access to the neighborhood shall be replaced if necessary.
5) Transportation and lively Congestion in narrow barangay roads and at the entrance to the site will
facilities slightly increase due to the hauling of construction materials. However, the
average daily trips will not be significant since the construction schedule will
be spread over a long period.
Construction workers will add up to the existing number of commuters in the
area. However, this will only occur during the early phase of construction.
The workers will create temporary residence in the construction site that
would minimize average daily trips. Road accidents are expected to be
moderately significant due to increase in the movement of delivery trucks
coming to the project site.
Community infrastructures and social services availability will not change as
the existing condition in this stage.
6) Poor peoples and Indigenous Poor peoples have opportunities to get new job.
Peoples
7) Inequality of beneficiary There is no impact.
8) Heritage Non.
9) Opposition Non.
10) Water Right, Common Non.

Right
11) Preservation of Health It is possible construction workers will be source of infection.
12) Disaster Risk It is possible that the construction activities will obstruct the natural drainage
pattern in the area. During construction phase especially in times of heavy
down pours, the prevention of flooding in the proposed project area is
necessary. Construction of drainage structures around the project site would
allow efficient flow of surface runoff to natural drainage system.
13) Topography/Geology Land reclamation work will change topographical condition in the area.
However, the work will be planned to minimize, the balance of cutting and
embanking is planned as equal. The topography/geology of the project site
will not changed the feature of original land form.
14) Potential Soil erosion Any horizontal construction activities especially for site development will
definitely cause some soil erosion. Without any mitigation measures, the
amount of eroded soil will be significant during rainy periods on large
exposed areas. Runoff water will transport soil particles that will result to
siltation of water bodies in the project area.
15) Ground Water There is no pavement of runway area until final phase, therefore water
balance between evaporation and permeation will not change. However, it
will be possible water quality of shallow wells become worse.
16) Lake, River Non.
17) Coast/Sea area The project will not direct impact coast and sea area.
18) Species/wildlife It will not result in unwarranted hazards to endangered species. The project
site and areas proximate to it have no recorded endangered species, which
could be affected by the construction and operation phases of the project.
19) Geography Land reclamation work will be planned to minimize, therefore geographical
condition is almost same as original land.
20) Topography and Geology The civil work will change topography of the area.
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21) -22) Air Pollution/Global Expected air emission sources are from delivery trucks during hauling of
Warming construction materials and from the construction equipment used. However,
magnitudes of these emissions are relatively small and could easily be
dispersed by the wide air space in the site. Hence the expected impact would
be minimal. A moderate dust generation is expected during the dry season
due to ground preparation and earthwork activities.
23) Water Pollution During construction stage, about several hundred skilled and unskilled
workers are to be hired. They will generate waste water in their life.
Water quality of the surrounding water bodies may be impaired due to the
direct discharge of sanitary waste water. Likewise, when the effluent from
the specific system is discharged directly into the soil subsurface, it could
migrate downward especially in areas intensive ground water pumping and
declining discharge of this wastewater may cause short-term impact on water
quality.
24) Soil Pollution Waste oil and grease from heavy equipment and fuel has potential impact to
soil pollution.
25) Solid Waste Solid waste will be generated from the followings: (1) construction site, (2)
construction office, (3) and temporary residence of workers. The wastes shall
be collected and disposed to new sanitary landfill site in Bohol Island, the
site is under construction.
Without any mitigation measures the solid waste generation could become
one of the major log term environmental problems.
26) Noise Pollution Operation of various construction equipment will be major source of noise
generation during construction. The expected sound levels in dB(A) at
various distance from these and other construction equipment are shown in
Table 8.4-21. The DENR standards for noise in general areas are shown in
Table 8.4-22. From this Table, it can be seen that noise levels from most of
the equipment attenuate to typical ambient levels at a distance of 240 meters
and should pose no problem to nearby communities.
It is therefore expected that these noise levels will not be nuisance to the
public since there is a reasonable distance between the present residential
areas and the proposed construction site.
27) -29) Ground sinkage, odor, Non.

sludge quality
30) Traffic Accident Traffic accidents will be increased by construction and commuter’ vehicles
near the site.
Table 8.4-21 Noise Level (Heavy equipment)

Distance from Source , dB(A)
Source
15 30 60 120 240
Front Loader 75 69 63 57 51
Backhoe 85 79 73 67 61
Grader 88 83 78 72 66
Track 91 85 79 73 67
Concrete Mixer 82 76 70 64 58
Crane 83 77 71 65 59
Generator 78 72 66 60 54
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Compressor 81 75 69 63 57
Pump 76 70 64 58 52
Pile Driver 101 95 89 83 77
Jackhammer 88 82 76 70 64
Table 8.4-22 Maximum allowable noise level

Maximum allowable noise level, dB(A)
Area
Daytime Morning/early Evening Nighttime
School, Hospitals 50 45 40
Residential 55 50 45
Commercial 65 60 55
Light Industrial 70 65 60
Heavy Industrial 75 70 65
3) Operation Phase
Potential impacts from the operation of the proposed airport will arise from the numerous
activities related to airport operations. Normal activities such as aircraft takeoff and landing,
movements of passenger and cargo vehicles to and from the airport complex, would affect
the physical and biological environment around the site. More importantly, the development
of the site would transform the land use in the area that could become a nucleus of growth
and development.
Table 8.4-23 Operation Phase

Items Note
1) Resettlement It is same as construction phase.
2) Economic Activities Good effective after new airport operation, the employees of the airport
will be appointed local people due to the Conditions of ECC.
The project will create both a permanent and transient population in the
island. The increasing of population will impact regional economic
activities.
3) Land use It is expected that the values of the nearby areas will rise. In the near
future, the domino effect of economic development that can be catalyzed
by the proposed airport and other development projects in the project area
may even felt not only in the immediate area of the project site but also in
the nearby towns of Panglao.
4) Cutting of Area Relation Barangay roads to access to the neighborhood shall be replaced if
necessary.
5) Transportation and lively The basic services demand for road network will greatly increase during
facilities the operation phase of the project. The stretch between Tagbilaran city and
the airport will the heaviest toll.
With the improvement on lifestyle that can catalyzed by the airport project,
and the urbanization of the project area in general, the health and safety of
the residents may subsequently improve. Because of development and
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economic capability of the residents, improvement on the basic utilities

such as sanitaized pipe drinking water, water-sealed septic tank and other
basic health and sanitation facilities are expected to be effected in the
project areas.
6) Poor peoples and Indigenous Poor peoples have a chance to get new job.
Peoples
7) Inequality of beneficiary There is no impact.
8) Heritage Non.
9) Opposition Non.
10) Water Right, Common Right Non.
11) Preservation of Health It is possible airport workers, tourists and passengers will be source of
infection.
12) Disaster Risk The following probable environmental hazards that could be encountered
in this project are as follows: accident disposal of extremely hazardous
substance, accidental fuel spills/leaks, fire, accident due to Seismic
Activity, crash.
13) Topography/Geology Non.
14) Soil Erosion Soil erosion during the lifetime of the project is expected to decrease and
much lower than the present rate due to a shift of land use from
agricultural. Implementation of the project would mean more covered
areas and less soil to be exposed directly to rainfall. Erosion by overland
flows will also be less since the entire development will be proved with
lined canals and more paved areas.
15) Ground water Increase in water demand is expected to be insignificant during the
operation phase of the airport.
16) Lake, river Non.
18) Wild life Every plant is felled down by land development work, original plants and
wild life will be missing.
19) -20) Topography and Geography will be changed, because new terminal building will be build at
Geography the project site.
21) -22) Air Pollution/Global The exhaust fumes from aircrafts and transportation vehicles will be
warming increased.
However, magnitudes of these emissions are relatively small and could
easily be dispersed by the wide air space in the site.
23) Water Pollution There is pollution threat to the water quality of the nearby coastal waters
and ground water from the liquid and solid wastes generated from the
proposed project. The examination is as below.
24) Soil pollution There is possibility of pollution or contamination from the routine use of
the fuel storage tanks and fuel pipeline.
25) Solid waste Solid waste will normally be generated from the followings: (1) restaurant
in the airport, (2) material packaging , (3) office operations, and (4) routine
maintenance. Waste from restaurant is biodegradable wastes, packaging
wastes are cardboard boxes and plastic wrappings. Waste office papers are
usually mixed waste paper and computer paper. Routine maintenance will
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generate rags used in cleaning and maintaining equipment.

Improperly managed solid wastes are health and environmental hazards.
Rats, flies, and other disease vectors breed in open dumps. Improper
management many also cause air and water pollution. The persisting bad
odor may constitute a major environmental nuisance. Burning of solid
wastes in the open will generate some gaseous and particulate matter
causing air pollution problems. Leachates could contaminate the
groundwater, while runoffs from open dumps will pollute surface water.
Without any mitigation measures the solid waste generation could become
one of the major log term environmental problems.
26) Air-Noise Pollution The examination is as below.
27) Ground sinkage It is possible runway ground will be sunk by heavy load.
28) Odor Non.
29) Sludge quality Non.
30) Traffic accident Traffic accidents will be increased by passengers vehicles near the airport.
Air-Noise Pollution
Aircraft takeoff and landing, and movements of passenger and cargo vehicles to and from
the airport complex, would affect the air quality and noise around the site. There would be a
slight increase in ambient concentration of air pollutants in the area.
The project, with its attendant pollution control measures, will generate noise pollution at
moderately significant levels only during takeoff and landing of planes. This noise impact
could only be experienced by residents living within 300 meters away from airport.
The most probable sources of air pollutant are cars and aircraft. From the point of view of
regulation, these sources of air pollution are very difficult to control and regulate. The
control is already beyond the authority of the airport management or the proponent.
In case of aircraft, the advents of new aircraft models whose efficiency of fuel burning is
much better than the old one could help minimize the generation of air pollutants.
In the case of cars, emissions are very much dependent on the type of vehicle and the type of
fuel they are using. With the government efforts to ban leaded gasoline, the emissions of
lead particulate will surely minimize. However, the emissions of sulphur oxides, nitrogen
oxides and particulate from cars/vehicles using diesel as fuel may not really help in
minimizing the generation of air pollutants. The best that the proponent can do is to
coordinate with the concerned authority on how to effectively and strictly implement the
anti-smoke belching campaign of the government. The assistance of the local government
officers will surely help in the implementation of such a program.
In case the airport project will install equipment or facilities, which are possible sources of
air pollutants (i.e. boiler, incinerator, etc.), all these facilities with emission sources will
comply with the air quality standards (DENR Administrative Order No.14: Revised Air
Quality Standards of 1992). Air pollution control devices will be installed. In case of boilers,
for instance, the facilities will use a fuel with low sulphur content and install a smoke stack
8-56
with the appropriate height and dimensions that could reduce the expected ground level
concentrations to acceptable levels. A properly designed stack will surely comply with the
requirements. In addition, all oil-burning equipment will be provided with heaters capable of
heating oil to a temperature appropriate for the oil and burner.
A Noise Abatement Line or open space could be established and a green zone could be
created surrounding the airport and shielding the adjacent residential areas. Residential land
use and their expansion could be planned outside of the delineated airport zone to minimize
accidents and prevent noise pollution in the residential areas.
Noise contour at the proposed New Bohol Airport site in Panglao for the years 2020 and
2030 are computed as shown below.
Figure 8.4-4 Noise Contour by Aircraft
WECPNL
for 2020
WECPNL
for 2030
There are only a few, or possibly no residents affected by the noise level of more than 75
WECPNL since ROW for the 1-km long Precision Approach Lighting System in the
north-east, and wide areas for a Storm-water Soaking Yard in the south-west have already
been acquired.
The new Bohol Airport will have no topographical obstruction that protrude above the
obstacle limitation surfaces for instrument approach runway, thus fully complying with
ICAO standard.
Rainfall Water and Waste Water Management
From Liquid Waste
Sewage treatment plant (STP) is discharged into the drainage systems that contain
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nitrate, metals, bacteria and viruses. These materials may have deleterious effects on the
ground water quality. The greatest concentrations of dissolved nitrates in deep groundwater
zones are usually located beneath the densely populated urban areas. The effluent migrate
downward especially in areas of intensive groundwater pumping and declining ground water
levels.
Without any mitigating measures, effluents from the STP will cause a long-term negative
impact on the groundwater quality of the groundwater resources beneath the proposed
residential areas. Without any mitigating measures STP effluent will cause a long-term
accumulation of nitrates in groundwater.
Another source of waste water is the floor-drain wastes include routine floor washings and
the occasional cleaning of spills. Normally, operating a mechanical equipment will generate
some typical waste, which are petroleum based lubricants and fluids.
Fuel Storage Tank/Pipelines
Pollution or contamination from the routine use of the fuel storage tanks and fuel pipeline
are not expected during routine operations since these systems are designed not to release
their contents to the ground. However, the possibility of leakage should not be discounted.
Hence, these aspects are discussed in the section for mitigation measures.
Rainfall Water
Pavement area is limited only runway area, rainfall water from the pavement area and airport
area flow into and seepage in the effluent ditch without concrete bottom, and minimized
rainfall water reach to seepage pond.
Recorded maximum daily rainfall quantity is 94 mm/day in Oct., 2010. Assumed generated
rainfall based on the record, maximum rainfall water amount is 94,000 ton /day (200ha x
50% x 94mm).
Waste Water from Main Building
The waste water quantity from main building is designed as 420 ton/day. The waste water is
generated from toilet, restaurant, cleaning of the floor. The waste water is treated in-side
treatment plant in main building.
Water Management
The capacity of seepage pond is 200,000 ton designed as based on the rainfall water and
business water quantity.
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8.5. Mitigating Measures

Environmental and social impacts from new airport construction and operation shall be
mitigated by countermeasures. The countermeasures shall be considered in design stage, the
plan shall be carried out in construction and operation stage. The countermeasure will
mitigate the impacts from the new airport project.
8.5.1. Pre-construction / Construction phase
Mitigation Measures on Pre-construction/Construction phase is shown in Table

8.5-1.
Table 8.5-1 Mitigation Measures on Pre-construction/Construction phase

Items Note
1) Resettlement Resettlement activities shall be completed before construction work. The
monitoring of the activities shall be carried out.
2) Economic Activities Local labor employment
Prioritization of local labor for employment will maximize the positive impact
of the project. Priority in employment may be given to those households
whose properties will be negatively affected by the project. The employment
of any of their household members can be part of the compensation package.
The required consideration is as follows;
1) If affected peoples have not qualified school background, PMO shall
prepared training for new job and give priority.
2) Documents required for new job shall be prepared by PMO.
3) Recruitment of employment shall be rejected an influential person.
3) Land Use/Compensation Before and/or during construction phase, crops, which may be affected by the
of Crop Damage activities, will be assessed and appropriately valued. Crop valuation may be
based on prevailing market rates or as prescribed by the Assessor’s office.
This process will be jointly undertaken by Bohol Provincial Government and
respective LGU’s, the farm owners, and a third party.
4) Cutting of Area Relation Barangay roads to access to the neighborhood shall be replaced by requests of
residents.
5) Transportation and lively Rerouting of the national highway and the creation of a new road become
facilities/Traffic plan necessary. The national highway should be realigned with a safety spatial
margin from the runway to avoid any untoward accidents, particularly runway
overrun by aircraft.
Immediate opening of alternate routes, the creation of temporary roads to ease
the traffic burden airport construction, and completing construction of the
rerouted national road at the soonest time possible.
6) Poor peoples and Lively food program for affected peoples.
Indigenous Peoples
7) Inequality of beneficiary Non
8) Heritage Non
9) Opposition Non
10) Water Right, Common Non

Right
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11) Preservation of health Education and IEC campaign for local labor and employment of construction
shall be carried out to keep public sanitary conditions and protect the diesis.
12) Disaster Risk/Soil Soil Erosion during rainy days of the construction periods is unavoidable.
Erosion However, this can be controlled by the use of structural erosion prevention
and sediment control practices, which will divert the storm sewer flows away
from the exposed areas, prevent sediments from moving offsite, and reduce
the erosive forces of runoff waters. These may include the following: (1)
interceptor dikes, (2) pipe slope drains, (3) straw bale barrier, (4) sediment
trap, and (5) temporary sediment basin.
Interceptor dikes are generally built around the perimeter of a construction site
before any major soil disturbing activity takes place. Pipe slope drains reduce
the risk of erosion by discharging runoff to stabilized areas. This is effective
before a slope has been stabilized or before permanent drainage, structures are
ready for slope use. A straw bale can be used as a temporary sediment barrier
by placing them end-to-end in a shallow excavated trench. The sediment trap
is appropriate for sites with short time schedules. It is formed by excavating a
pond or by placing an earthen embankment across a low area or drainage. A
temporary sediment basin is a setting pond with a controlled water release
structure used to collect and store sediment produced by construction
activities.
13) Topography Geology Original ground is almost flat land, the development plan will make
arrangement the balance of cut and fill amount. The plan has to suggest in
specification contractor shall bring fill materials from out of Bohol Island.
14) Soil erosion See 12)
15) Groundwater Water for construction work shall be brought from Bohol Island.
18) Wildlife/plants Greening plan shall be prepared at planning phase.
19) Weather Non
20) Geography Temporary Fence will be constructed toobstruct the construction work, if
necessary.
21)-22) Air pollution/Global Common to most construction is dust generation, which persists only during
worming the first few months of site development. It can easily be controlled by regular
sprinkling the exposed areas with water. Strict implementation of dust control
is necessary since the wide unobstructed air space of flat landscape is
favorable for dust transport. Spraying with used oil for dust control should not
be allowed since it will contaminate the ground.
23) Water Pollution Temporary toilets have to set up for construction workers in construction site
and temporary houses. Sediment ponds for rainfall water in construction site
have to be prepared.
24) Soil Pollution Fuel Storage Tank/Pipelines
Pollution or contamination from the routine use of the fuel storage tanks and
fuel pipeline are not expected during routine operations since these systems
are designed not to release their contents to the ground. However, the
possibility of leakage should not be discounted. Hence, these aspects are
discussed in the section for mitigation measures.
25) Solid Waste Sanitary landfill site which is under construction in Bohol Island has to be
completed before starting of construction work.
26) Control of Noise Noise generating construction activities should be scheduled during daytime.
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Generation Heavy equipment used should be maintained regularly. Movement of vehicles

and equipment should be controlled within the project site.
27) Ground Sinkage The special construction work shall be considered for sink holes under
ground, due to more detailed geological investigation.
28) Odor Non.
30) Traffic Accident Training for employee for construction drivers.
8.5.2. Operation Phase
Table 8.5-2 Mitigation Measures on Operation phase

Items Note
1) Resettlement Resettlement activities shall be completed before construction work. The
monitoring of the activities shall be carried out.
2) Economic Activities Residents have a job and will improve income.
3) Land – use Agricultural land will be decreased, but farmers can get new job.
4) Cutting of Area Relation Barangay roads to access to the neighborhood shall be replaced by requests of
residents.
5) Transportation and lively Rerouting of the national highway and the creation of a new road become
facilities/Traffic plan necessary. The national highway should be realigned with a safety spatial
margin from the runway to avoid any untoward accidents, particularly runway
overrun by aircraft.
Immediate opening of alternate routes, the creation of temporary roads to ease
the traffic burden airport construction, and completing construction of the
rerouted national road at the soonest time possible.
6) Poor peoples and Lively food program for affected peoples.
Indigenous Peoples
7) Inequality of beneficiary Non
8) Heritage Non
9) Opposition Non
10) Water Right, Common Non

Right
11) Preservation of health The source of infection will be increased by workers, passengers and tourists
from unknown places. Public organization has to carry out IEC Campaign to
improve their awareness for public health and sanitation. Proper number of
medical offices and hospitals also have to prepared due to increased
population.
12) Disaster Risk Establish the rainfall water control system in the site.
13) Topography Geology Original ground is almost flat land, the development plan will make
arrangement the balance of cut and fill amount. The plan has to suggest in
specification contractor shall bring fill materials from out of Bohol Island.
14) Soil erosion See 12).
15) Extraction of Ground Extraction of ground water according to its rate of recharge and tapping other
Water sources of water to supply the airport’s requirement should be regulated. Piped
water from Tagbilaran is feasible solution to this problem. There is Master
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Plan (Bohol Integrated Water Supply System Master Plan, 2008) prepared by
Australian Aid. The implementation of the plan will break off the water
shortage problems.
18) Wildlife/plants Greening plan shall be prepared at planning phase.
19) Weather Non
20) Geography Temporary Fence will be constructed toobstruct the construction work, if
necessary.
21)-22) Control of Air The most probable sources of air pollutant are cars and aircraft. From the
pollution/Grovel worming point of view of regulation, these sources of air pollution are very difficult to
control and regulate. The control is already beyond the authority of the airport
management or the proponent.
In case of air craft, the advents of new aircraft models whose efficiency of fuel
burning is much better than the old one could help minimize the generation of
air pollutants.
In the case of cars, emissions are very much dependent on the type of vehicle
and the type of fuel they are using. With the government efforts to ban leaded
gasoline, the emissions of lead particulate will surely minimize. However, the
emissions of sulfur oxides, nitrogen oxides and particulate from cars/vehicles
using diesel as fuel may not really help in minimizing the generation of air
pollutants. The best that the proponent can do is to coordinate with the
concerned authority on how to effectively and strictly implement the
anti-smoke belching campaign of the government. The assistance of the local
government officers will surely help in the implementation of such a program.
23) Water pollution In operation of new airport facility, operation/management of waste water
treatment facility is very important. Management agency shall prepared the
manual and carry out periodical inspection.
Oil and other non-miscible compounds in the runoffs can be removed
efficiently using oil-water separators.
24) Soil pollution Fuel Storage Tank/Pipelines
Pollution or contamination from the routine use of the fuel storage tanks and
fuel pipeline are not expected during routine operations since these systems
are designed not to release their contents to the ground. However, the
possibility of leakage should not be discounted. Hence, these aspects are
discussed in the section for mitigation measures.
25) Solid waste The airport management will employ the integrated solid waste management
system by setting its solid waste management goals and objectives and then
selecting and applying the suitable techniques, technologies and management
programs to achieve those goals and objectives.
The airport management may practice zero-waste management. Solid waste
shall be sorted. Biodegradable waste shall be composts, recoverable materials
will be recoverable materials will be recovered for recycling and reuse. Those
materials that are non-biodegradable and non-recyclable shall be collected by
a collection vehicle and will be disposed of in a landfill. Collection shall be
done on a regular daily basis. Wastes collected will be landfill is
recommended once it is operational. The landfill shall comply with the proper
design and specifications.
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Operation body
of the airport
shall make an
agreement with
Bohol
Provincial
Government to
use sanitary
landfill located
in Municipality
of
Alburquerque.
26) Control of Noise A Noise abatement Line or open space could be established and green zone
Pollution could be created surrounding the airport and shielding the adjacent residential
areas. Residential land use and their expansion could be planned out side of
the declined airport zone to minimize accidents and prevent noise pollution in
the resident areas.
27) Ground Sinkage The special construction work shall be considered for sink holes under
ground, due to more detailed geological investigation.
28) Odor Non.
30) Traffic Accident Traffic conducting system shall be considered to formulate proper new road
net wark.
8.6. Environmental Monitoring Plan

Environmental monitoring shall be carried out by project implementation
agency and MMT. The monitoring results shall be reported to EMB periodically.
The original environmental monitoring plan was formulated by EIS report in
2000. The plan is complied with international standard and JICA guideline.
8.6.1. Pre-construction / construction phase
Usually, construction phase impacts are short-term in nature. For this reason, monitoring plan
during this phase of the project implementation may be carried out by checking the adherence
of the contractor to fundamental engineering construction protocol. Likewise, an on the spot
inspection of the contractors/constructor adherence to the mitigating measures indicated in
this EIS can be checked. The monitoring items are shown in Table 8.6-1.
8.6.2. Operation Phase
Ground water quality, air quality and noise level shall be monitored periodically. The
purpose of the monitoring is inspection of mitigation measures indicated in this EIS can be
checked. The monitoring items are shown in Table 8.6-1.
8-63
Table 8.6-1 Monitoring Plan (in EIA Report 2000, revised version)
Applicable
parameter Station Frequency Procedure
standard
Pre-construction/Construction Stage
Dust deposition Closest homes Weekly Visual inspection Presence of
heavy dust
deposits
4 stations, Monthly during Gravimetric DAO 14
50m from site dry season
Noise Closest homes Monthly Noise meter DAO14
Closet homes Weekly Hearing Disturbance
Color Alona Kew Beach Monthly Visual comparison DAO 34
Resort
TSS Sampling stations Monthly Gravimetaric DAO 34
Oil &Grease Sampling stations Monthly Gravimetric DAO 34
Petroleum ether
extraction
Phenols Sampling stations Monthly Chloroform DAO 34
extraction or
stannous chliride
COD Sampling Stations Monthly Azide modification DAO 34
BOD Sampling stations Monthly Azide modification DAO 34
PH Sampling stations Monthly PH meter DAO 34
Siltation Sampling Monthly Visual inspection
stations/Adjoining
waters
Solid and liquid Construction site Monthly Visual inspection
waste
Operation Phase
TSP Sampling stations Quarterly Gravimetric DAO 14
Noise Survey of people Quarterly Noise meter DAO 14
within the critical
noise zones
PH Sampling Stations Monthly PH meter DAO 34
BOD Sampling stations Monthly Azide modification DAO 34
(dilution technique)
Oil & grease Sampling stations Monthly Gravimetric DAO 34
petroleum either
extraction
DO Sampling Stations Monthly DO meter DAO 34
SS Sampling stations Monthly DAO 34
COD Sampling stations Monthly DAO 34
N Sampling Stations Monthly DAO 34
P Sampling stations Monthly DAO 34
Solid waste Sampling stations Monthly Visual inspection
8-64
Chapter 9
Modalities of Public Private

Partnership (PPP)
Table of Contents
9.1. General ·············································································································· 9-1

9.1.1. Overview of Concerned Laws and Regulations in the Philippines ··········· 9-1
9.1.2. Outline of BOT Law and IRR ···································································· 9-2
9.1.3. Possible Contractual Arrangement of PPP Modality by BOT law ············· 9-4
9.2. Analysis of Possible PPP Scheme for the Project ········································ 9-7
9.2.1. General Assumption for Analysis of Possible PPP Scheme ····················· 9-7
9.2.2. Financing Arrangement for PPP Project ··················································· 9-7
9.2.3. Classification of Candidate PPP Scheme ················································ 9-9
9.2.4. Result of the Case Study ········································································ 9-10
9.3. Performance Standard for Private Sector ···················································· 9-13
9.4. Risk Analysis for Project Implementation under Private Sector ··············· 9-16
9.4.1. Stakeholders and Risk Allocation ··························································· 9-16
9.4.2. General Risk Analysis in PPP Project ···················································· 9-16
9.4.3. Risks Unique to the Project ···································································· 9-18
9.4.4. Risk from Hybrid PPP Scheme ······························································ 9-18
9.5. Sample of Bidding Documents ····································································· 9-19

9.5.1. Bidding Documents ················································································ 9-19
9.5.2. Concession Agreement ·········································································· 9-20
Chapter 9: Modalities of Public Private Partnership (PPP)
Chapter 9. Modalities of Public Private Partnership (PPP)

This Chapter incorporates discussion on viable Project implementation under Public Private
Partnership (PPP) scheme. The existing laws and regulation in the Philippines are first
overviewed, and six (6) candidate cases are comparably analyzed as to whether they meet
the Project requirements. Also, performance standard required by the private sector and
probable risks for the parties involved in the scheme are studied. In addition, available
PPP bidding documents for other PPP-scheme project has been reviewed to see if certain
prerequisite conditions are commonly referred to or conflicted with international standards.
9.1. General
9.1.1. Overview of Concerned Laws and Regulations in the Philippines
Republic Act R.A. 6957/7718 and its Implementing Rules and Regulations (IRR),
(hereafter referred to as the “BOT Law”), have been published to implement infrastructure
projects by with possible participation of private sector.
The BOT Law includes Implementation Rules and Regulation (IRR), which cover the BOT
contractual arrangements, modality, applicable infrastructures, procurement process for
private proponent, required documents, evaluation committee, pre-qualification, bids,
opening of bids, award negotiations, unsolicited proposals, implementation of the project,
Investment Incentive and Government Undertaking and Monitoring.
NEDA published proposed amendments to the IRR in 2011 which is referred to the study.
The incentive clause stated in the IRR follows the Omnibus Investment Code (E.O.226).
E.O.226 is the law for the Encouragement of Philippines’ industries Thus a BOT project
will be able to apply for the Incentives/Privileges under the Board of Investment (BOI).
Numbers of right are given to the Private Proponent under the BOT Law and other related
laws. Implementation of PPP Project requires amalgamation and compliance with relevant
R.A.’s and E.O.’s in addition to BOT Laws, which are listed as shown in Table 9.1-1.
Table 9.1-1 Laws and Regulations Concerning PPP Project Implementation
Government
Code Name Characteristics of Contents
Body
General description on BOT definition, RFP, Evaluation, Contract NEDA
R.A.6957/7718 &
Form, Incentive and Government Undertaking, Construction, ICC
IRR
Operation and Management, Collection of Tariff, etc. PPP Center
Board of Investment, Duty of Board, Preferred Area of
E.O.226/Omnibus Investments, Investment Priorities Plan, registration of Enterprises,
DTI
Investment Code Incentives to Registered Enterprises, Investment to
Less-Developed-Area, General Provision
ICC Project Evaluation Procedure and Guidelines including
Rational, Financial Evaluation, Economic Evaluation, Technical
Evaluation, Social Analysis, Institutional Evaluation, Sensitivity
ICC PE Guideline ICC
Analysis, Evaluation of Technical Assistance Components,
Conduct of Public Consultations on Proposed Project. ICC PE
Form 1. To 8
9-1
Foreign Investment Act, 100% Investment unless in negative list,

Registration of Investment of Non-Philippine Nationals, Foreign All Sectoral
R.A.7042
Investment in Export/Domestic Market/Strategic Industries, Ministry
Investment Area, etc
Corporation Code Establish/Registration of Corporation, Board, Share, Dividend, etc SEC
Employment of Filipinos, Minimum wage, Labor Insurances, DOLE
Labor Code
Social security, Strike, etc CID
Corporation Tax. VAT, Local Taxes, Property Tax, Capital Gain
Tax Code DOF
Taxes, etc
Tariff and Customs
Import Duty, etc BIR
Code
PD1151/1152/
Environmental rules and regulations DENR
1156/DO21
All Sectoral
R.A.9497&IRR Procurement rules and guidelines for Public Body
Ministry
Establishment/Organization of Central Bank, Guiding Principle of
R.A.265 monetary administration (Foreign Exchange, Loan, Register of
BSP
CB Circular 1953 Foreign Saving Account, etc), Function (Fiscal Agent, Banker, etc)
Public Service Act, Public Service Commission, Establishment of

Commonwealth All Sectoral
road, railway, freight carrier, freight passenger, etc, Approval of
Act 146 Ministry
charge, rate, etc for public service.
9.1.2. Outline of BOT Law and IRR
JICA and NEDA/DOTC conducted a “Preparatory Study for Public Private Partnership for
Infrastructure Project in Philippines” and the final report was issued in December 2010.
The report explained laws, rules and regulations regarding legal frameworks, and related
recommendations for their efficiency and improvements of PPP Projects.
1) Investment Incentives
Section 13.2 of the IRR a. states that “Projects undertaken through Contractual
Arrangements authorized under this Revised IRR costing more than Php 1.0 billion shall,
upon registration with the BOI, be entitled to incentives as provided for under the Omnibus
Investment Code (EO No.226- 1987)”.
The Investment Priority Plan 2010 published by the BOI contains the “Transport” section
under Part III Specific Guidelines which covers (1) Air Transport Operation includes
passenger and/or cargo operations for commercial purposes. Items applicable for incentives
are shown in Table 9.1-2.
Table 9.1-2 Extraction of Investment Incentives
Clause Contents Reference

Incentives to registered enterprises
(Note) Detail
a) Income Tax Holiday - 6 years from commercial operation for description shall be
E.O.No.226Ti pioneer firms, 4 years for non-pioneer firms referred to the laws.
tle III Article b) Additional Deduction for Labor Expense
39
c) Tax and Duty Exemption on Imported Capital Equipment
d) Tax Credit on Domestic Capital Equipment (h) Refer to C.A.
9-2
No.613, sec 29
e) Exemption from Contractor’s Tax
f) Simplification of Customs Procedures
g) Unrestricted Use of Consigned Equipment
h) Employment of Foreign Nationals -president, treasurer, general
manager can be foreigner
i) Exemption on Breeding Stocks and Genetic Materials
j) Tax Credit on Domestic Breeding Stocks and Genetic Materials
k) Tax Credit for Taxes and Duties on Raw Materials
l) Access to Bonded Manufacturing/Trading Warehouse System
m) Exemption from Taxes and Duties on Imported Spare Parts
n) Exemption from Wharfage Dues and any Export Tax, Duty,
Impost and Fee
The rules and guidelines are obtainable through the Board of Investment (BOI) and
Department of Trade and Industry (DTI).
2) Government Undertakings
Section 13.3 of the Proposed Amendments to the IRR state that “subject to existing laws,
policies, rules and regulations, the Government may provide any form of support or
contribution to SOLICITED PROJECTS”.
Abstract of the said Government undertakings are listed in Table 9.1-3.
Table 9.1-3 Government Undertakings Proposed Amendment to IRR Section 13.3
No Name Abstract of Description

This shall refer to the Agency/LGU concerned bearing a portion of capital
expenses associated with the establishment of an infrastructure development
a Cost Sharing facility, such as, the provision of access infrastructure, right-of-way, (hereunder
omitted), provided, that such shall not exceed fifty percent (50%) of the Project
Cost, and the balance to be provided by the Project Proponent. (hereunder
omitted)
This shall refer to support to a development facility by the Project Proponent
and/or Agency/LGU concerned, the provision of which is contingent upon the
Credit occurrence of certain events and/or risks, (hereunder omitted) Credit
b
Enhancement enhancements may include, but are not limited to, Government guarantees on the
performance, or the obligation of the Agency/LGU under its contract with the
Project Proponent.
This shall refer to an agreement whereby the Government, or any of its
Agencies/LGUs will: (a) defray, pay for or shoulder a portion of the Project Cost
or the expenses and costs in operating or maintaining the project; (b) condone or
Direct postpone any payments due from the Project Proponent; (c) contribute any
Government property or assets to the project; (d) in the case of LGUs, waive or grant special
c
Subsidy rates on real property taxes on the project during the term of the contractual
(DGS) arrangement; and/or (e) waive charges or fees relative to business permits or
licenses that are to be obtained for the Construction of the project, all without
receiving payment or value from the Project Proponent and/or Facility operator
for such payment, contribution or support.
Direct This shall refer to the subscription by the Government or any of its agencies or
d
Government Local Government Units of shares of stock or other securities convertible to
9-3
Equity shares of stock of the project company, whether such subscription will be paid by
the money or assets.
This shall refer to an undertaking of a department, bureau, office, commission,
Performance authority, agency, GOCC, or LGU in assuming responsibility for the
e performance of the Agency’s/LGU’s obligations under the contractual
Undertaking
arrangement including the payment of monetary obligations, in case of default.
(hereunder omitted)
This shall refer to the extension of representation by government lawyers to a
Legal Project Proponent but only in cases, hearings, or inquiries where the
f
Assistance Agency/LGU and Project Proponent are party-defendants/respondents
therein…. (hereunder omitted)
This shall refer to the deployment of government security forces, either from the
Security Philippine National Police (PNP) or the Armed Forces of the Philippines (AFP)
g
Assistance in the vicinity of the project site to provide security during the implementation of
the project up to completion.
Source: BOT Laws IRR Section 13.3
In addition, the proposed amendment to IRR Section 13.3 states that (last part of
paragraph) “……….Provided that the total government undertakings shall not exceed 50%
of the total project cost. The government undertakings shall be based on the approved risk
allocation matrix which shall be issued and updated from time to time by the approving
body/ICC.” And Section 1.3 w. “Project Cost” refers to the total cost to be expended by the
proponent to plan, develop and construct the project to completion stage….. (hereunder
omitted).
Regarding granting a Franchise to the Project Proponent, the proposed amendment to the
IRR Section 12.3-Grant of Franchise states that “…immediately upon application by the
Project Proponent, the Regulator shall AUTOMATICALLY grant in favor of the Project
Proponent a Franchise to operate the facility and collect the tolls, fees, rentals, and other
charges stipulated under the contract. The contract is signed between the head of
Agency/LGU and winning bidder. The Project Proponent submits its tolls and/or other
charges rate and structure in the Bid which will consist the part of contract”.
3) Restricted working area for Private Proponent
In relation to the exclusively responsible working area for the Public Body, it should be
verified that the Public Body be responsible to operate the Custom, Immigration,
Quarantine (CIQ), Air Traffic Control, Securities, Weather Control, Emergency and Dire
Service. The Private sector can operate any other facility within the airport.
9.1.3. Possible Contractual Arrangement of PPP Modality by BOT law
The BOT Law has defined 12 types of Contractual Arrangements for a PPP Modality in its
draft IRR (Implementing Rules and Regulations) dated on 9th May 2012, as explained in
Table 9.1-4.
9-4
Table 9.1-4 Contractual Arrangements and Applicability to the Project
Contractual Arrangement under BOT Law Applicability to BOT law/

No Denomination Outlined scope of Proponent the Project Amendment
the Project Proponent undertakes the financing and

BT, Do not meet
construction of a given infrastructure or development
1 Build-and- prerequisite BOT Law
facility and after its completion turns it over to the Agency
transfer condition
or LGU
The Project Proponent is authorized to finance and
BLT,
construct an infrastructure or development facility and
2 Build-lease- Ditto BOT Law
upon its completion turns it over to the Agency/LGU
and-transfer
concerned on a lease arrangement for a fixed period
Project Proponent undertakes the construction, including
financing, of a given infrastructure facility, and the
operation and maintenance thereof. The Project Proponent Meet
BOT,
operates the facility over a fixed term during which it is prerequisite
3 Build-operate BOT Law
allowed to charge facility users appropriate tolls, fees, condition,
-and-transfer
rentals. The Project Proponent transfers the facility to the
Agency/LGU concerned at the end of the fixed term that but,
shall not exceed fifty (50) years. asset tax is a
The Project Proponent is authorized to finance, construct, financial
own, operate and maintain an infrastructure or burden to the
BOO,
development facility from which the Project Proponent is Project
4 Build-own- BOT Law
allowed to recover its total investment, operating and Proponent
and-operate
maintenance costs plus a reasonable return thereon by
collecting tolls, fees, rentals
The Agency/LGU contracts out the construction of an
Meet
infrastructure facility to a private entity such that the
prerequisite
Contractor builds the facility on a turnkey basis, assuming
BTO, condition
cost overruns, delays, and specified performance risks.
5 Build-transfer without asset BOT Law
Once the facility is commissioned satisfactorily, title is
-and- operate tax burden to
transferred to the implementing Agency/LGU. The private
Project
entity however operates the facility on behalf of the
Proponent
implementing Agency/LGU under an agreement.
CAO, The Project Proponent adds to an existing infrastructure
Contract- facility which it is renting from the Government and
6 BOT Law
add-and- operates the expanded project over an agreed Franchise
operate period.
DOT, Favorable conditions external to a new infrastructure
Development- project which is to be built by a Project Proponent are
7 BOT Law
operate-and- integrated into the arrangement by giving that entity the
Do not meet
transfer right to develop adjoining property
prerequisite
ROT,
condition
Rehabilitate- An existing facility is turned over to the Project Proponent
8 BOT Law
operate-and- to refurbish, operate and maintain for a Franchise period
transfer
ROO
An existing facility is turned over to the Project Proponent
Rehabilitate-
9 to refurbish and operate with no time limitation imposed BOT Law
own-and-
on ownership
operate
A contractual arrangement whereby the financing and
construction of a new facility and/or rehabilitation of an
Meet as
existing project proponent after its turnover thereof to the
Hybrid PPP Amendment
project proponent, and includes the operation,
10 Concession scheme with as May 9,
maintenance, management and improvement, if any, of the
Public Build 2011
facility for a fixed term during which the project proponent
and Private
generally provides service directly to facility users and is
Operate
allowed to charge and collect the approved tolls, fees,
9-5
tariffs, rentals or charges. The Agency/LGU may receive a

concession or franchise fee during the terms of the contract
and/or other consideration for the transfer, operation or use
of any facility. There may or may not be a transfer
arrangement for the facility after the concession period has
ended.
Do not meet
Proponent and the Agency/LGU contribute money/capital, prerequisite
services, assets (including equipment, land or intellectual condition
property), or a combination of any or all of the foregoing precisely Amendment
JV, Joint
11 or other legal consideration and share risks to jointly Jointly as May 9,
Venture
undertake the financing, construction, rehabilitation, undertaking
2011
and/or operation, maintenance and management of a new the risks and
and/or existing facility. financing is
complicate
The management or provision by the project proponent of
operation and maintenance or related services to an
existing infrastructure or development facility owned or Amendment
MC, Meet as
operated by the Agency/LGU. The project proponent may
12 Management same as as May 9,
collect toll/fees/rentals and charges which shall be turned
Contract Concession
over to the Government and shall be compensated in the 2011
form of a performance-based management or service fee
during the contract term.
Note *1: These contractual arrangements are under amendment procedure by PPP Center and
NEDA.
Among the above-specified 12 types of contractual arrangements under BOT Laws, the
Build-Operate-and-Transfer (BOT), Build-Own-and-Operate (BOO) shall bear the cost for
Asset Tax to the Private Proponent which may unnecessarily hike the tariffs collected by
the Private Proponent. On the contrary, the Build-Transfer-and-Operate (BTO) shall not
bear that cost for asset tax. IRR Section 12.16.1.b clarifies that, for the projects undertaken
through BTO arrangement, the Project Proponent may be repaid the cost through
amortization from the Agency/LGU as may be appropriate and reasonable, where the tolls,
fees, rentals and charges that the Project Proponent may collect while operating the facility
on behalf of the Agency/LGU which may be applied directly to the Amortization. The other
option is that the Project Proponent may be allowed to directly collect tolls, fees, rentals
and charges for a fixed term.
Meanwhile, the MC contains the least financial risk for private sector among the
above-specified 12 types under BOT Laws. IRR Section 12.16.1.b clarifies that, in case
of MC the Facility operator may be repaid by the Agency/LGU through a management fee
as may be incorporated in the management contract entered between the Agency/LGU and
the Project Proponent.
As mentioned above, every type of PPP modalities covering construction, operations and
management of infrastructure projects are specified in the Philippines Laws and
Regulations
9-6
9.2. Analysis of Possible PPP Scheme for the Project
9.2.1. General Assumption for Analysis of Possible PPP Scheme
General Assumptions for the Financial Analysis on the possible PPP scheme are shown
below.
Table 9.2-1 Construction, Operation & Maintenance Cost

Item Original Cost Scenario Cost Saving Scenario
Construction & Total (excluding Price Escalation) 6,698,061,000 ペソ 5,693,827,000 ペソ
Consultancy Ratio of Runway and others 80% 82%
(with VAT) Ratio of PTB 20% 18%
O & M Cost Total for the years 2018 to 2047 5,581,410,000 ペソ 4,413,966,000 ペソ
Replacement Cost Included in O & M Cost annm. 1％ of (Construction - earthworks – Drainage)
Note *1: ”Runway and others” include Runway, Taxiway, Apron, Road, Car Parks, Control Tower,
Administration Building, Fire & Rescue Station, Powerhouse, Water Supply, Sewage Treatment
Plant, Air Navigation Facilities, etc, which are all facilities for airport operations except PTB.
Table 9.2-2 Airport Revenue

Item Original Cost Scenario Cost Saving Scenario
Airport Revenue Total (excluding escalation） 13,380,588,000 13,022,245,000
30 year-total from Runway & others 72% 71%
2018to2047 PTB 28% 29%
Table 9.2-3 PSC, Traffic Growth, and other Terms for Financial Analysis
Revenue and Demand Forecast Assumption

Base Year 2018
Passenger Service Charge for Domestic 200 Peso
Passenger Service Charge for International 550 Peso
Annual growth of Medium Demand Forecast 2.69%
Annual growth of Low Demand Forecast 1.80%
Years for Depreciation 30years
Terms for Financial Analysis
Base Year 2013
Commencement of Construction 2015
Completion of Construction 2017
Construction Period 3years
Start of Concession (upon of Operation) 2018
End of Concession Period 2047
Concession Period 30years
Annual Discount Rate 15%
9.2.2. Financing Arrangement for PPP Project
1) Financing Arrangement for Private Proponent
When the Project is split into two components to be undertaken independently between the
Public and the Private Proponent (Hybrid PPP), the FIRR can be the guidelines to evaluate
9-7
the return on investment where the total investment was made by equity only without
borrowing.
Through hearing by the Study Team from concerned public bodies, private proponents for a
toll road (BTO) and for IT service (BOO), the presumed FIRR could be around 15% for
infrastructure PPP project in the Philippines. In this study, FIRR 15% is adopted for the
indicative benchmark of the financial analysis. However, since there is no experience for a
PPP project of an airport yet, an attractive FIRR for the Private Proponents shall depend on
the contents of the PPP contract and the process of transaction.
Should the analyzed FIRR be insufficient to draw the interest of the Private Proponent, then
the Public Sector shall be obliged to support the Private Proponent both by giving certain
amounts of Direct Government Subsidy (DGS) and by undertaking the split portion of
project including construction and full operation/ maintenance other than the portion of
Private Proponent. The DGS shall not exceed 50% of the total cost to be expended by the
Proponent to plan, develop and construct the project to completion stage in accordance with
the proposed amendment to IRR Section 13.3.
Terms and conditions of commercial bank loan are assumed as shown in Table 9.2-4.
Table 9.2-4 Assumed Terms for Commercial Bank Loan
Terms of Loan Asumption Remarks

Interest Rate 8.9% 10-yerar Government Bond + spread
Grace Period 3 years
Amortization Period 10 Years
Start of Reepayment 2018
End of Repayment 2027
Front End Fee 0.5%
Arrangement Fee 1.0%
Commitment Fee 3.57% 40% of Interest Rate
2) Financing Arrangement for Public Sector
As stated in Chapter 7, in the Philippines the landing fee and other airport revenues
currently levied for domestic operations are quite low level compared with international
operations, therefore financial internal rate of return (FIRR) for such local island airport is
quite low. However, the Project is evaluated to be highly viable from the view point of
tourism industry and/or national economy as a whole. In this circumstance, it is suggested
as one of the best solutions, that the Project is implemented with a finance of Japanese
ODA loan with the lowest interest and longer amortization period.
Terms and conditions of Japanese normal ODA (General untied Loan) to the Philippines as
amended in April 2012 is, interest rate of 1.40% with repayment period for 25 years with a
7-year grace periods.
Meanwhile, the Government of Japan introduced “Special Terms for Economic

Partnership” (STEP) Loan since July 2002, by which it is promoted to avail advanced
9-8
Japanese technologies and know-how to the recipient countries.
Terms and conditions of each type of the Japanese ODA are shown in Table 9.2-5.
Table 9.2-5 Type of Japanese ODA Loan

Type of Loan General Untied ODA STEP ODA
Construction 1.4 % 0.2 %
Interest Rate
Consulting Services 0.01 % 0.01 %
Grace Period 7 years 10 years
Amortization 25 years 40 years
More than 30 % of
Japanese technologies and products N/A
construction cost
Source: JICA website
Projects eligible for the STEP ODA Loan are those in which Japanese technologies and/or
equipment are substantially utilized by more than 30 % of the total construction cost,
including airport project, where Prime contractor must be Japanese firms. Joint ventures
(JV) with the firms registered in recipient countries are also allowed to be a prime
contractor under condition that a Japanese firm is a lead partner. STEP loan can cover up
to 100% of eligible cost (for construction, consulting services, and their price escalations,
without VAT).
9.2.3. Classification of Candidate PPP Scheme
Financial viability of possible PPP scheme has been studied as to six (6) candidate cases
shown in Table 9.2-6. Analysis has been made for the both Original Cost Scenario and
Cost Saving Scenario, and based on the two (2) cases of air traffic demand forecast, namely
for Medium Traffic Demand Case and Low Traffic Demand Case.
Table 9.2-6 Classification of Candidate Case

Type of
Case Construction Operation & Maintenance Japanese ODA
for Public Sector
1 Public-build All facilities by Public All facilities by Public General Untied
2 & operate All facilities by Public All facilities by Public STEP
3 Public-build; and All facilities by Public All facilities by Private General Untied
4 Private-operate All facilities by Public All facilities by Private STEP
PTB by Private; and PTB by Private; and for Runway & others;
5
Runway & others by Public Runway & others by Public General Untied
Hybrid PPP
PTB by Public; and PTB by Public; and for PTB only;
6
Runway & others by Private Runway & others by Private STEP
Parameters of the Financial Analysis are selected as to:
a) Internal Rate of Return (IRR) for the Private Sector, i.e. Special Purpose Vehicle
(SPV)
b) Equity IRR
c) Net Government Expenditure [= ODA Repayment + O & M Cost of the Government +
Government Subsidy - Airport Revenue of the Government - Concession Fee - Income
tax revenue]
d) Government Subsidy
9-9
In computation of the above c) and d), the Present Value (PV) with annual discount rate of
15 % is applied in conformity with NEDA Guidelines.
In the financial analysis, ODA repayment is assumed to be covered by the Concession Fee
to be paid by the Concessionaire. Net profit of the Concessionaire is computed at [Total
Operating Revenue – Total Operating Expenditure – ODA Repayment], provided that
maximum profit of the Concessionaire is [Net Operating Revenue x Concession Profit
Rate], surplus over and above which would be retained by (or repaid to) the Government.
9.2.4. Result of the Case Study
Results of the financial analysis for Original Cost Scenario (OR) and Cost Saving Scenario
(CS), respectively, are shown in Table 9.2-7.
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Table 9.2-7 Financial Analysis for PPP Scheme for the Project
Net Net
Net
Type of Conditions of Results of Financial ODA Income of Government
Cash-flow
Japanese financial Analysis for Repayment Concession Expenditure
Demand of SPV
Case PPP Scheme ODA arrangement for Private Sector (SPV) (Php mil.) Fee (Php mil.)
Forecast (Php mil.)
for public Private Sector (Php mil.) (Note 3)
construction (SPV) IRR for Equity PV PV PV PV
SPV IRR (Note 4) (Note 4) (Note 4) (Note 4)
Original Cost Scenario (OR)
for all; Medium n.a. n.a. 1,136 n.a. n.a. 479
Public-build &
OR-1 General
operate Low n.a. n.a. 1,136 n.a. n.a. 775
Untied
Public-build & for all; Medium n.a. n.a. 411 n.a. n.a. -247
OR-2
operate STEP
Low n.a. n.a. 411 n.a. n.a. 50
Concession Medium 1,136 650 0 479
Public-build; and for all;
Profit Rate: 0%
OR-3 Private-operate General not able to calculate
(Note 1) Low 1,136 366 0 775
(Concession) Untied IRR since there is no
Gov't Subsidy: 0
initial investment by
Concession Medium SPV. 411 621 25 -221
Public-build; and
for all; Profit Rate: 2%
OR-4 Private operate
STEP (Note 1) Low 411 366 0 50
(Concession)
Gov't Subsidy: 0
Private-build &
for Runway D/E ratio: 50% Medium 13.99% 15.55% 912 n.a. 301 1,153
operate PTB; and
and others;
OR-5 Public-build &
General
operate Runway
Untied 100% Equity Low 11.71% 11.73% 912 n.a. 322 1,280
and others
Public-build &
operate PTB; and Gov’t subsidy: Medium -3.42% -3.30% 81 n.a. 69 1,180
for PTB only;
OR-6 Private build& 50% (note 2)
STEP
operate Runway 100% Equity
and others Low -12.38% -11.24% 81 n.a. 2 1,393
Cost Saving Scenario CS）

for all; Medium n.a. n.a. 962 n.a. n.a. 177
Public-build &
CS-1 General
operate Low n.a. n.a. 962 n.a. n.a. 473
Untied
Public-build & for all; Medium n.a. n.a. 349 n.a. n.a. -437
CS-2
operate STEP
Low n.a. n.a. 349 n.a. n.a. -140
Concession Medium 962 615 147 324
Public-build; and for all;
Profit Rate: 12%
CS-3 Private-operate General not able to calculate
(Note 1) Low 962 494 0 473
(Concession) Untied IRR since there is no
Gov't Subsidy: 0
initial investment by
Concession
Public-build; and Medium SPV. 349 571 183 -254
for all; Profit Rate: 15%
CS-4 Private operate
STEP (Note 1)
(Concession) Low 349 494 0 -140
Gov't Subsidy: 0
Private-build &
for Runway Medium 18.10% 21.17% 849 n.a. 421 656
operate PTB; and
and others;
CS-5 Public-build & D/E ratio: 50%
General
operate Runway
Untied Low 13.62% 15.22% 849 n.a. 260 791
and others
Public-build &
operate PTB; and
for PTB only;
Gov’t subsidy: Medium -3.10% -2.98% 41 n.a. 70 903
CS-6 Private build& 50% (note 2)
STEP
operate Runway 100% Equity
and others Low -11.89% -10.80% 41 n.a. 2 1,115
Note;
(*1) In the above financial analysis, ODA repayment is assumed to be covered by the Concession Fee to be paid by the Concessionaire.
Profit of the Concessionaire is computed at [Total Operating Revenue – Total Operating Expenditure – ODA Repayment], provided
that maximum profit of the Concessionaire is [Net Operating Income x Concession Profit Rate], surplus over and above which
would be retained by the Government.
(*2) Government Subsidy: Maximum of 50 % as allowed in BOT Law
(*3) Net Government Expenditure = ODA Repayment + O & M Cost of the Government + Government Subsidy - Airport Revenue of
the Government - Concession Fee - Income tax revenue.
(*4) Present value (PV) is based on the discount rate of 15 % [currently adopted by NEDA].
(*5) Operation cost for air traffic control is included in the O & M Cost of the Government.
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Judging from the above financial analysis, the following discussions are made:
1) Original Cost Scenario (OR)
In comparison between Cases OR-1 and OR-2 (both of Public-build & operate), amount of
the Net Government Expenditure of the Case OR-2 (with STEP Loan) is smaller than that
of the Case OR-1 (with General Untied Loan).
When comparing the Cases OR-3 and OR-4 (both of Public-build & Private-operate),
amounts of Net Government Expenditure are similar to those of Cases OR-1 and OR-2
(both of Public-build & operate). This is because Value for Money (VFM) when
operations are tasked by the private sector is not accounted for. Only in case of medium
demand forecast of the Case OR-4 (Public-build by using STEP loan & Private-operate),
the net Government Expenditure indicates negative figures, meaning that the Government
would eventually earn surplus although the rate is minimal, e.g. 2% only. In this
particular financial analysis, ODA repayment is assumed to be covered by the Concession
Fee to be paid by the Concessionaire (i.e. SPV), and profit of the SPV might be very few
(or, nearly zero). Unless the ODA repayment is shared by the public sector, no private
sector is expected to undertake the Concession.
In the both cases of Hybrid PPP (Cases OR-5 and OR-6), the Net Government
Expenditures are considerably higher amount.
In the Case OR-5 (Private build & operate PTB), IRRs for Private Sector (both IRR for
SPV and Equity IRR) are computed at profitable levels (i.e. around 15%), despite Public
would be in huge deficit. This is because the Private Sector undertake to build and operate
the low-cost/high-return facilities (i.e. PTB) while the Public Sector would undertake the
high-cost/low-return facilities (i.e. airside).
In the Case OR-6 (Private build & operate Runway and others), due to the negative IRR
values (both IRR for SPV and Equity IRR), Private sector is most probably not interested in
participating the Project. Also, because of the considerable amount of Government subsidy
(50% of the construction cost for runway and others is to be granted to the Private sector
without obligation of repayment) that would culminate the highest amount of Net
Government Expenditure among the cases, the Case OR-6 is not appropriate scenario for
the Project implementation both for public and private sectors..
2) Cost Saving Scenario (CS)
In Case CS-2 (Public-build & operate by using STEP Loan), the Net Government
Expenditure indicates negative figure, meaning that the Government would eventually earn
surplus, which however does not meet the Government policy to avail PPP scheme.
When medium or low demand forecast is applied in Case CS-4 (Public-build by using
STEP loan & Private-operate), the Net Government Expenditure indicates negative figure,
meaning that the Government would eventually earn surplus. When medium demand
forecast is applied, Concession can gain profit (15% of Net Operating Income) without
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Government subsidy. However when low demand forecast is applied, the ODA repayment
cannot be covered by the Concession Fee nor the Concession cannot gain any profit.
Similar to the Original Cost Scenario (OR) mentioned above, in the both cases of Hybrid
PPP (Cases CS-5 and CS-6), the Net Government Expenditures are high amount.
In the Case CS-5 (Private build & operate PTB), IRRs for Private Sector are computed at
profitable levels (IRR for SPV is 13.62% to 18.10%, and Equity IRR is 15.22% to 21.17%),
despite Public would be in deficit. This is because the Private Sector would build PTB
which is merely 18% of the Total construction cost, and gain the PTB revenue which is
71% of the total airport revenue, while the Public Sector would undertake the
high-cost/low-return facilities (i.e. airside).
In the Case CS-6 (Private build & operate Runway and others), IRRs for Private Sector are
computed at negative values (IRR for SPV is -3.1% to 111.89%, and Equity IRR is -2.98%
to -10.8%)due to the negative IRR values (both IRR for SPV and Equity IRR), Private
sector is most probably not interested in participating the Project. Also, because of the
considerable amount of Government subsidy, the Net Government Expenditure is the
highest among the cases, the Case CS-6 is not appropriate scenario for the Project
implementation both for public and private sectors.
3) Conclusion
In view of the foregoing discussion, the Cost Saving Scenario Case CS-4 (Public-build by
using STEP loan & Private-operate) is concluded as the most feasible PPP scheme among
those cases, wherein, when medium demand forecast is applied, both the Government and
the Concession can gain profit. It should however be noted that when low demand
forecast is applied, the ODA repayment cannot be covered in whole by the Concession Fee
nor the Concession can gain any profit.
Although the DOTC desires that the repayment of ODA loan is covered in whole by the
Concession Fee, the above case study has resulted in the reality that it is hard for the
Concessionaire to shoulder the demand risk (e.g. to overcome the occurrence of low
demand forecast case). Consequently, the content of the Bid Documents and draft
Concession Agreement should incorporate certain risk sharing structure and conditions of
Concession Profit Rate, so as to encourage the private sector to bid in the Project
implementation. Hence, it is recommended that a competent transaction advisor should be
appointed to formulate the sustainable contractual arrangement for the “Private-operate”
stage and to allocate the demand risks for the foreseeable future.
9.3. Performance Standard for Private Sector

Described hereunder is a typical performance standard for private sector when he is
required to participate in certain stages of the Project:
1) Design
¾ The passenger terminal building and cargo terminal building shall be planned within the
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designated site.
¾ Security fence and gates shall be planned as necessary.
¾ The shape of curb side and road shall be made as designated.
¾ The check-in counters including CUTE (Common Use Terminal Equipment) system
shall be placed properly.
¾ The passenger boarding gates shall be placed properly to prevent mingling of domestic
and international passengers.
¾ Two baggage claim belts shall be installed at the arrival floor. One of the belts shall be
accommodated for common use function for domestic and international operations.
During international use, the belt must be separated from the domestic area.
¾ The facilities for custom, immigration and quarantine shall be secured in the
international area.
¾ The bus gates shall be placed for departure and arrival separately.
¾ The passenger terminal building shall be planned to completely segregate the passenger
flows for departure and arrivals.
¾ The restaurants, cafeteria and retail shops shall be placed in the departure waiting
lounge.
¾ The electric facilities (such as lighting, electrical substation, broadcasting equipment,

fire alarm equipment and flight information service) and the mechanical facilities (such
as air-conditioning, water supply and drain, fire-fighting equipment) shall be planned
and placed properly and secure sufficient space for maintenance after completion.
¾ The security facilities such as manual management gates and electric locks shall be
equipped at the entrance and exit to / from restricted areas to secure safety and security.
¾ The passenger terminal building shall be planned considering universal design as much
as possible.
2) Construction and Supervision
¾ The contractor must comply with the relevant national laws, pay attention to ensure
safety, and adhere to the construction schedule period.
¾ The contractor must follow the instructions, inspect and obtain a confirmation from the
supervisor.
¾ The contractor must carefully interface with other contractors.
3) Operation and Management
¾ The airport operator must consider the convenience of the passengers through proper
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layout of the facilities, information and guide signage, and passenger service.
¾ The airport operator must pay attention for guiding the passengers by properly placing
security guards to ensure the safety of the passengers and facilities.
¾ The airport operator must consider universal design for the facilities, information and
guide signage, and equipment for passenger movement.
¾ The airport operator must place the baggage carts properly to avoid inconvenience for
the passengers.
¾ The airport operator must establish a management system to respond to incidents and
accidents.
¾ The airport operator must swiftly respond to potential congestion in the passenger
terminal building during peak hours of aircraft operations.
¾ The airport operator must cooperate in the inspection for carry-on baggage with airlines
to avoid any trouble for aircraft operation safety.
¾ The airport operator must inspect humans and their baggage strictly at the entrance of
the building and the security gates for securing the safety of facilities and aircraft.
¾ The airport operator must collect Passenger Service Charge (PSC) as stated in the
concession agreement.
¾ The airport operator must rent the counters and offices for airlines in fair arrangement.
¾ The airport operator must set and collect properly rental charge of the counters and
offices for airlines.
¾ The airport operator must consider the location of the restaurants and retail shops based
on the understanding of the passenger needs, and set proper pricing of products to avoid
significantly higher prices in comparison with the city.
¾ The airport operator must set and collect proper rental charges for the tenants and
concessionaires.
¾ The airport operator must arrange the allocation of handling space fairly in the cargo
terminal building for airlines.
¾ The airport operator must place the security guards at the gates to apron properly to
prevent that any suspicious person accesses to the aircrafts.
¾ The airport operator must cooperate to the inspection of cargo by airlines to prevent any
trouble for aircraft operation safety.
¾ The airport operator must cooperate with the police department to response to road
traffic congestion around the terminal buildings.
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9.4. Risk Analysis for Project Implementation under Private Sector
9.4.1. Stakeholders and Risk Allocation
Primary players of a PPP project are governments, lenders (including Concessionaire for
private operations) and investors, but they have different motives to participate in the PPP
project and there exists conflict of interests among them. Governments will expect private
sectors to provide efficient services, lenders will look for profitable business in exchange
for appropriate services and investors seek solid repayment of principal and interest from
the business. For PPP project, each player has to consider their own interests that are
different from others and it is important to reach solutions that satisfy their interests.
Since PPP project is a mechanism that involves players with different interests, when the
project is implemented, the challenge is to clarify the sharing of all risks ("who, what, to
share in what way") without any omission.
This section first shows the general concept of risk in PPP project, and then shows risks
unique to this project.
9.4.2. General Risk Analysis in PPP project
Risk in PPP projects, in general, can be divided into two kinds of risk. One is the risk that
lender cannot control, known as non-project risk, and the other is the risk that lender can
control, known as project risk. Based on the fundamental concept of risk, it should not be
too difficult to identify who should take a major share of risks in the consortium consisting
of various entities to run a project. Thus, the points would be such that the risks are difficult
to identify such as risks on the border of the scope of work, or difficult to clearly separate
one by one.
The basic structure for risk allocation is that the risk transferred to the investors is
principally borne by SPV and the risks which are able to be borne by subcontractors should
be transferred to the subcontractors from SPV. An investor needs to consider how to control
the risks that they bear, which means the investor holds the risks, or uses risk finance such
as insurance to turn them into an expense.
The risks in relation to kinds of loss can be classified into three (3) categories and
countermeasures should be taken against each category. In general risks that cause expected
loss 1 are held as constant cost, risks that cause non-expected loss 2 are prepared by
increasing capital, and risks that cause stress loss3 are covered by risk finance such as
insurance. Since this classification is not automatically set, the risks need to be discussed
among players and offset depending on the availability of risk finance.
Capital can be considered as an ultimate countermeasure, but not only capital but also
various methods such as junior debt, contingent credit line, contingent capital and preferred
1 Expected loss: Average loss expected to be at risk daily

2 Non-expected loss: Substantial losses in excess of the average loss
3 Stress loss: Loss in the event of the worst case
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stock are applied. In addition, insurances and derivatives also can be considered as capital
in a broad sense.
The important risks among non-project risk can be summarized in Table 9.4-1.
Table 9.4-1 Major non project risks

Risks Description Countermeasures
Foreign currency risk will arise The risk finance to hedge foreign
Foreign since payment from PPP project currency risk is not well developed
Currency Risk in developing countries is made in and thus investor and/or EPC
local currency. contractor bear the risk at present.
Revenues become zero or close to
zero due to the change of business Utilization of political risk insurance
Political Risk
environment by wars, terrorism, by export credit agencies.
confiscation and others.
Due to immaturity of host Assistance for development of
Default Risk country’s regulation, the loan regulation as well as capacity
becomes unable to be recovered. building.
The above risks are those the private sector can hardly control and thus the public sector is
expected to provide countermeasures to reduce the risks.
Completion risk during construction phase and demand risk during operation phase are
considered as major project risks, but demand risk is especially important. Infrastructure
project including airport is classified as a retail type business while electricity project is
classified as a wholesale type business. Compared to wholesale type business, retail type
business is easily affected by demand and needs to control the risk caused from demand
fluctuation to stabilize revenue. In order to control the demand risk, the availability
payment scheme provided by the Government would be one solution. Under availability
payment scheme, the Government makes a payment to an investor provided that the
facilities, Bohol new airport in this case, are ready to function as specified. Because the
investor can receive certain amount of payment from the Government regardless of the
demand, this scheme can be considered as a method to hedge the demand risk.
Completion risk consists of cost overrun, excess of construction cost from the budget, and
the delay of construction completion. As an investor, it is possible to reduce the completion
risk by signing a completion guarantee contract with an EPC contractor. Although investor
can reduce the risk, the cost of the project might increase overall. How to share the burden
of such project cost increase should be discussed in advance among stakeholders.
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Table 9.4-2 Major project risks

Risks Description Countermeasures
At present, investors and EPC
The utilization rate of contractors take the risk. The effect to
infrastructure is lower than the business by demand change is so
that of the expected and big that demand risk makes the private
Demand Risk
revenue becomes too small to sector reluctant to join the project.
cover the project cost. Availability payment scheme by the
host government is a method to reduce
the demand risk.
Investors and lenders expect EPC
Completion Excess of construction cost
contractors to take the risk. For the EPC
Risk and the delay of construction
contractor, this is a challenging issue.
9.4.3. Risks Unique to the Project
Currently, more than 99% of air traffic at Bohol is to/from NAIA (Ninoy Aquino
International Airport) at Manila. However the runway at NAIA is considered to have fully
loaded, where additional domestic departures or arrivals are hard to be accommodated,
hence there exists a risk that domestic air traffic at new Bohol Airport might be difficult to
be scheduled
On the other hand, the new Bohol Airport is planned to start operations mainly for domestic
operations but to handle infrequent regional international flights. Foreign travelers to
Bohol being steadily increased are considered at a moment to arrive via Manila (or Clerk).
Due to non-available NAIA’s runway (or delayed development in Clerk), there is a
possibility that international flights directly flying to Bohol (without one stop at NAIA)
would be demanded faster than forecast. Hence, without Phase-2 Development (to
segregate international passengers from domestic) is put in hand faster than envisaged,
there exists a risk that passengers’ security are not properly safeguarded.
9.4.4. Risk from Hybrid PPP Scheme
One of the proposed PPP schemes for New Bohol Airport is Hybrid PPP scheme, under
which the airside will be fully constructed and operated by the public sector and the
landside will be constructed and operated by the private sector. There are risks that arise
from the character of hybrid scheme. The risks are called interface risk and latent defect
risk.
Interface risk is the case that the construction of either the airside or the landside does not
finish as scheduled. For example, when the construction of landside finishes but that of
airside delays, the airport cannot start operation and the private sector cannot recover the
cost. It is fundamental that the construction of the airside and the landside be completed at
same timing. In this sense, interface risk is big for the private sector. In order to reduce
interface risk, both the public sector and the private sector should plan and manage
construction so that the operation can be started upon the completion of the airside and the
landside at same time.
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Latent defect risk is caused because EPC contractor is different between the landside and
the airside. Latent defect risk means that Each EPC Contractor does not understand well
about each other’s plan and construction, and defects on facilities might come to the
surface in the future. In order to reduce latent defect risk, the private sector and the public
sector should make a contract making it obligatory for EPC contractors to cooperate with
each other and share necessary information of plan and construction.
9.5. Sample of Bidding Documents
For the purpose of analyzing lately-applied prerequisite conditions to PPP-scheme project

in the Philippines, Bidding Documents for “NAIA Expressway” (under BTO contractual
scheme) including its draft Concession Agreement, are reviewed hereunder:
9.5.1. Bidding Documents
1) Multi-Stages
In the NAIA Expressway Bidding Documents, procurement involves two-stage bidding: i.e.,
first prequalification, followed by submission of bids from prequalified bidders. The
single-stage scheme is faster and less-prone to collusion. The two-stage scheme will,
however, encourage more firms to apply for prequalification which is simple and
inexpensive. Only those that prequalify will have to do due diligence in preparing bids.
2) Criteria for Selection
In the NAIA Expressway Bidding Documents, the bid parameter is the amount of required
Government Financial Support (GFS), with DPWH fixing the initial toll rates. The winning
bidder will be the one that submits the lowest proposed GFS. There might be another idea
that the bid parameter is an amount of the proposed toll rate, with DPWH fixing the amount
of the Government Financial Support (GFS) and the winning bidder will be the one that
submits the lowest proposed toll rate.
3) Allowance for Flexibility on Construction and/or O&M Contractors in the

Prequalification Stage
In the NAIA Expressway Bidding Documents, the applicant must, for prequalification,
propose itself or one among five (5) prospective construction contractors having adequate
construction experience and one among five (5) prospective O&M contractors adequate
O&M experience. The Concessionaire may use any of the proposed contractors. A
construction contractor and O&M contractor may be nominated in more than one bid.
Although this is not the international standard, this method is more liberal and flexible for
the applicants. But much care needs to be taken to prevent collusion among the applicants.
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9.5.2. Concession Agreement
1) Commencement of Concession Period
Under the draft Concession Agreement, the Concession Period is 35 years, including
construction period, commencing from the Notice to Proceed, which is the later of the date
of delivery by DPWH of the Basic Right of Way. Of course, the best and ideal practice is
the Right of Way to be in place prior to bidding. But if not, this method is an acceptable
alternative in that the length of the original operation period is ensured even if the
completion of the construction delays.
2) Risk Allocation Regarding Right of Way
Under the draft Concession Agreement, DPWH shall be responsible for obtaining the Basic
Right of Way necessary for the project. If DPWH fails to deliver the Basic Right of Way on
or before the date (that is twelve (12) months after the signing date) and Concessionaire
delivers certified Detailed Engineering Design on or before the same date, either DPWH or
the Concessionaire shall be entitled to terminate the Concession Agreement. In such
circumstances the Concessionaire shall be entitled to reimbursement for its actual costs
directly and reasonably incurred in relation to the project at the date of termination, subject
to certain amount of an overall monetary cap (Section 8.1(e)). Even if Concessionaire is
entitled to terminate the Concession Agreement in such case, if the amount of cap for the
reimbursement is insufficient, it is not fair to say the risk of failure to obtain Right of Way
is fully allocated to the government.
3) Removal of Utility
Section 8.2 (d) of the draft Concession Agreement provides that any delay to the
Construction in accordance with the Construction Schedule directly and solely arising from
a failure or delay in the relocation of utilities by DPWH (that is not attributable to any
failure by the Concessionaire to coordinate its Construction Schedule with such relocation)
shall, if so certified by the Independent Consultant, be deemed to be an Incident for the
purposes of Section 10.8, which does not constitute an event of default and merely result in
extending the construction completion deadline for reasonable time of period for remedy of
the Concessionaire. Increased costs incurred by the Concessionaire due to delay in
relocation of utilities do not seem properly addressed in the Concession Agreement.
4) Independent Consultant
Under the draft Concession Agreement, the independent consultant (IC) shall be engaged
only for design/construction. DPWH may engage its own agent for O&M supervision.
International practice sometimes applies the IC role to the O&M period. Especially since
O&M period involves liquidated damages on the concessionaire for violation of the
standards or requirements for major aspects of the O&M, it might be worthwhile to
consider engaging IC for the O&M period as well.
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5) Toll Rate Adjustment
Under the draft Concession Agreement, there are two kinds of the Toll Rate Adjustment.
One is the periodic adjustment which the Concessionaire is authorized to adjust once a year
in proportion to the increase rate of the consumer price index. The other is the
extraordinary adjustment which the Concessionaire is entitled to apply, for the
compensation or remedies due to the Force Majeure or Material Adverse Government
Action. The latter should not take effect unless warranted.
If, for any reason, a Government Authority disallows the Concessionaire from charging and
collecting from users of the NAIA Expressway the authorized amounts of the Toll Rates as
should have been adjusted under the relevant provisions of the Concession Agreement, the
Concessionaire shall be entitled to either (a) compensation from DPWH of the foregone toll
income of the Concessionaire or (b) extension of the Concession Period, as agreed upon
between the parties. The Concessionaire should have been given the option to choose the
form of the above-mentioned remedies at its sole discretion from the international practice
perspective.
6) Definition of Force Majeure
Under the draft Concession Agreement, the definition of Force Majeure does not include
government expropriation, requisition, confiscation and nationalization (Section 15.1(a))
and these events seem to be treated as DPWH default; This provision seems to conform to
international standards.
7) Issuance of TOC
Under the draft Concession Agreement, DPWH shall ensure that Toll Regulatory Board
(TRB) issues the Toll Operation Certificate (TOC) within 10 days after submission of TOC
application by the Concessionaire and/or issuance of the Certificate of Final Completion by
DPWH; This provision seems to be not fair enough for the Concessionaire because TRB
who is vested the authority to issue the TOC is not bound by the Concessionaire
Agreement.
8) Turnover
Under the draft Concession Agreement, the provisions regarding turnover at the end of the
Concession Period is provided, which includes joint inspection, asset inventory and defects
performance security; This provisions make the obligations clear and the process clear at
the end of the Concession and are in line with international standards.
9-21
Chapter 10
Project Implementation Program
Table of Contents
10.1. General ·········································································································· 10-1

10.1.1. Summary of Air Traffic Demand Forecast ············································ 10-1
10.1.2. Summary of the Selected Construction Scheme ································· 10-2
10.2. Basic Design of the Cost Saving Scenario ················································ 10-4

10.2.1. Basic Design of Passenger Terminal Building (PTB) ··························· 10-4
10.2.2. Basic Design of Airfield and Access Road ········································· 10-14
10.3. Project Implementation Schedule ···························································· 10-16
10.4. Project Cost Estimate ················································································ 10-17
10.5. Update of Operation and Maintenance Cost ············································ 10-23
10.6. Financial Analysis ······················································································ 10-24
10.7. Economic Analysis ···················································································· 10-25

Chapter 10: Project Implementation Program
Chapter 10. Project Implementation Program

Described hereunder is to summarize background of the Project (e.g. air traffic demand
forecast and selected construction scheme), to further conduct basic design, to update the
project implementation schedule, project cost, operation and maintenance costs, and to
compute FIRR and EIRR, which are required by NEDA to come up with viable
Implementation Program..
10.1. General
10.1.1. Summary of Air Traffic Demand Forecast
Air traffic demand at the existing Tagbilaran Airport at Bohol Province has been
dramatically increased (from 39 thousand in 2001, to 573 thousand in 2010), average annual
growth rate of which is more than 35 %. More than 99% of the air passengers are to/from
Manila. This is partly because the runway at the existing Tagbilaran airport was extended in
2002, upon which jet aircraft (B737, A320) operations were commenced.
The sea and air passengers statistics for 2005 through 2010 revealed that air passengers are
constantly increasing, while sea passengers are rather stable within the range between 3 and
3.5 million. Share of air passengers has increased from 5 % in 2005 to 14 % in 2010 of
total sea and air passengers.
Air traffic demand forecast by the JICA Study Team in comparison with those forecasted in
the previous studies is summarized as shown in Table 10.1-1.
Table 10.1-1 Air Traffic Demand Forecast in comparison with the past studies
20 00 FS 2006 JI CA 200 7 FS 2011 JICA S tu dy
CY Filip in o F oreign F ilip ino
To tal
To urist Touris t R esident Foreig -
F ilip ino To tal
Actual R ecord ner
200 1 Inter-
39,26 8 - - 39,2 68 To tal Do mest ic To tal
natio nal
Fo recast Actu al Record Cas e
200 6 240 ,1 76 - 24 0,176
96,0 00 64,0 00 57,00 0 2 17,0 00 F ro ecas t
403,000 413,400 Actual Reco rd
201 0 1 98,0 00 11 1,0 00 84,00 0 3 93,0 00 245,392 437,000 10,4 00 447,400 572 ,476 - 572 ,476
525,000 535,400 Froecas t
519,000 534,000 Lo w 898 ,000 2,0 00 900 ,000
201 5 3 18,0 00 17 8,0 00 1 28,00 0 6 24,0 00 353,698 656,000 15,0 00 671,000 M idiu m 1,037 ,000 3,0 00 1 ,040 ,000
992,000 1,007,000 High 1,185 ,000 3,0 00 1 ,188 ,000
627,000 658,200 Lo w 1,125 ,000 6,0 00 1 ,131 ,000
202 0 5 14,0 00 28 8,0 00 1 89,00 0 9 91,0 00 494,712 938,000 31,2 00 969,200 M idiu m 1,393 ,000 43,0 00 1 ,436 ,000
1,561,000 1,592,200 High 1,615 ,000 50,0 00 1 ,665 ,000
716,000 793,400 Lo w 1,295 ,000 50,0 00 1 ,345 ,000
202 5 8 27,0 00 46 3,0 00 2 71,00 0 1,5 61,0 00 679,707 1,262,000 77,4 00 1,339,400 M idiu m 1,566 ,000 1 36,0 00 1 ,702 ,000
2,019,000 2,096,400 High 1,908 ,000 1 69,0 00 2 ,077 ,000
782,000 963,400 Lo w 1,343 ,000 1 37,0 00 1 ,480 ,000
203 0 1,590,000 1 81,4 00 1,771,400 M idiu m 1,773 ,000 1 85,0 00 1 ,958 ,000
2,333,000 2,514,400 High 2,231 ,000 2 74,0 00 2 ,505 ,000
828,000 1,209,400 Lo w 1,414 ,000 1 64,0 00 1 ,578 ,000
203 5 1,882,000 3 81,4 00 2,263,400 M idiu m 1,937 ,000 2 68,0 00 2 ,205 ,000
2,479,000 2,860,400 High 2,590 ,000 3 62,0 00 2 ,952 ,000
n/ a n/a
Lo w 1,469 ,000 1 89,0 00 1 ,658 ,000
204 0 M idiu m 2,117 ,000 3 24,0 00 2 ,441 ,000
High 2,960 ,000 4 59,0 00 3 ,419 ,000
n/a
Lo w 1,508 ,000 2 09,0 00 1 ,717 ,000
204 5 M idiu m 2,285 ,000 3 80,0 00 2 ,665 ,000
High 3,342 ,000 5 63,0 00 3 ,905 ,000
The above Table shows that, actual passengers’ demand in 2010 has already exceeded the
one forecasted merely 3 years ago in the 2007 FS, i.e. 447 thousand of medium-case
10-1
scenario, or even 535 thousand of high-case scenario. Although air traffic demand is
forecast to be fast grown up to 2030, further increase afterwards would be at a similar or
lower level than the Medium Case scenario of the 2007 FS.
10.1.2. Summary of the Selected Construction Scheme
General layout plan of the selected construction scheme, namely for Cost Saving Scenario,
is shown in Table 10.1-2.
Table 10.1-2 Particulars of the Selected Scheme - Plans for Airport Layout and PTB
Cost Saving Scenario

(CS) Phase 1:
Runway: 2,000 m x 45 m
with ILS & PALS
Arrival Departure
Passport
Control
single-story
PTB Dom. Int’l
8,271ｍ² Baggage
Claim
Baggage
Claim
Phase 1
without PBB Check‐in Counter
Customs
PTB International
Stage 1 Pre‐departure
Phase 2 Arrival Departure
Horizontal Passport Passport
Domestic
Pre‐departure
Domestic
Control Control Pre‐departure
Expansion
Ground
Floor Dom. Int’l
Baggage Baggage
single-story
Expansio Claim Claim
11,903m² Check‐in Counter Check‐in Counter

Customs
2nd Floor without PBB

Expansio
Stage 2 Arrival Concourse
Departure Concourse
Vertical
Expansion
two-story
16,318m²
with PBB
10-2
Specifications of the selected construction scheme are generally summarized as given in

Table 10.1-3.
Table 10.1-3 Particulars of the Selected Construction Scenarios - Specifications
Cost Saving Scenario (CS)

Description
Phase 1 Horizontal Expansion Vertical Expansion
Passenger Area 8,271 m² 11,903 m² 16,318 m²
Terminal (PTB) PBB without passenger boarding bridge (PBB) with PBB
Other Buildings 26 buildings 4,570 m²
Utilities Function Water/ Power/Sewerage
Length 2,000 m 2,500 m
Runway
Function DHC3/A320/321 A330/B777
Area 48,000 m² 59,250 m²
Apron
Function 6 A321 1 A330, 4 A321, 1 DHC3
Car Park Lots 18 buses/ 145 cars 18 buses/ 229 cars
Utilize the existing
two 2.5-ton FFVs and
Fire Fighting Purchase three FFV (24.3 tons in total) to meet
Function 3-ton tank car (8 tons
Vehicle (FFV) Category 9
in total) to meet
Category 6
Navaids Function Precision CAT-1 ILS & VOR/DME
10-3
10.2. Basic Design of the Cost Saving Scenario
10.2.1. Basic Design of Passenger Terminal Building (PTB)
1) Terminal Area Layout
The Proposed PTB is of a single story building with self maneuvering aircraft stands, the
terminal area layout is proposed as shown in Figure 10.2-1.

Figure 10.2-1 Terminal Area Layout Plan
2) Main Facility Requirements
To meet the forecast annual 1,393,000 domestic and 42,640 international passengers for the
year 2020, the following main PTB functions are considered to be provided:
Table 10.2-1 Main Facilities to be provided for Phase-1 PTB (for 2020)
Main PTB Facilities Initial Functions to be provided
The total floor would be commonly used for domestic and
PTB floor area international operations. At pre-departure lobby and baggage
A
8,271 m² claim areas, international and domestic functions are segregated
by temporary partitions.
Check-in Counter 14 check-in desks would be commonly used for both domestic
B
14 desks and international operations.
2 carousels would be commonly used. In case international
Baggage Claim
C flight is operated simultaneously, 1 carousel each would be used.
2 carousels
Separate arrival gates are provided for domestic and international.
2 booths of security check (X-ray and walk-through detector) are
Security Check provided for main entrance to PTB and for the entrance to
D
2 booths each pre-departure area. Those booths are commonly used for domestic
and international operations.
Aircraft stands To cope with the current domestic flight schedule, i.e. 3 arrivals
4 for self-maneuvering and 2.5 departures in a peak-hour, minimum 4 spots are required.
E
or Apron spot for self-maneuvering aircraft requires wider area than
6 for nose-in/ push-back that for aircraft nose-in.
Passport Control 4 desks for international departure passport control; and
F
4 desks 6 desks for arrival passport control are to be provided.
Customs Desks
G 4 customs desks (bench) are provided.
4 desks
10-4
3) Passenger Terminal Concept
At a moment, it is proposed that the terminal building is made of typical tropical resort style.
The appearance of the terminal building will be inspired by natural environmental motifs as
illustrated in Figure 10.2-2.
The multi curved roof is inspired by the profiles of “Chocolate Hills”

and “Rolling Dolphins on Waves” surrounding the islands of Bohol.
Chocolate Hills Rolling Dolphins on Waves
The undulated roof structures are visible to the public emphasizing

the new Bohol Airport as a “Green Airport”.
Figure 10.2-2 Proposed Architectural Concept
4) Typical Basic Design Drawings
Plans, layout, sections, elevations and particulars for main PTB facilities are shown in the
subsequent drawings.
10-5
Arrival Departure
Passport
Control

Dom. Int’l
Baggage Baggage
Claim Claim
10-6
Check‐in Counter
Customs
Figure 10.2-3 Passenger Terminal Building (PTB) - Ground Floor Layout Plan

G
D
H
B
A
I
19
18
17
PAC
7
16
PAC
1
15
Figure 10.2-4 Passenger Terminal Building (PTB) - Roof Plan

PAC 5
14
PAC 3
13
12
PAC
2
11
PAC 6
ROOF PLAN
10
Flat Roof
Solar Panel Roof
Solar Panel Roof

9
PAC
4
8
PAC 8
7
6
5
PAC 9
4
3
2
1
10-7
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
BOHOL INTERNATIONAL
AIRPORT
DOMESTIC ARRIVALS LEFT BAGS INTERNATIONAL ARRIVALS GOLDILOCKS JOLLIBEE PHILIPPINE SOUVENIRS ALL DEPARTURES
TOILETS
HERTZ BUDGET PHILIPPINE NATIONAL BANK PHILIPPE AIRLINES CEBU PACIFIC AIR ASIA
LANDSIDE ELEVATION

EAST ELEVATION
19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
BOHOL INTERNATIONAL
AIRPORT
GATE 1 GATE 2 GATE 3 GATE 4 ARRIVALS
10-8
AIRSIDE ELEVATION
WEST ELEVATION
A B C D E F G H I I H G F E D C B A
ARRIVALS
LANDSIDE LANDSIDE AIRSIDE

BAGGAGE BREAKDOWN AREA BAGGAGE MAKE-UP AREA CONCOURSE
CONCOURSE CONCOURSE
SOUTH ELEVATION NORTH ELEVATION
Figure 10.2-5 Passenger Terminal Building (PTB) - Elevations and Sections


Figure 10.2-6 Passenger Terminal Building (PTB) - Flight Information Display System (FIDS) Plan
10-9
Figure 10.2-7 Passenger Terminal Building (PTB) - IP Camera Layout Plan
10-10
5) Energy Saving Aspect for Eco-airport functions
Various energy saving systems will be studied so that operation and maintenance cost be
saved, in view of the following aspects:
a) Use of Natural Light and Ventilation
It is proposed that natural lights and ventilation are planned to be adopted for most of public
area except pre-departure lobby and office areas where air-condition is provided, as
illustrated in Figure 10.2-8.
AA
Section A-A
Check-in Hall is provided with Natural Ventilation,

while, Pre-departure Hall is provided with Air-conditioning.
Packaged Air-conditioning (PAC) Units are installed on the flat roof in-between
Figure 10.2-8 Plan and Section of Air-conditioning and Ventilation
b) Use of Energy Conservation type air conditioning system
The proposed architectural concept allows to construct a flat roof between the two separated
curved roofs, where roof-top type air conditioner packages with the shortest ducting works,
10-11
power-line and draining routes can be mounted. It is proposed that high-efficiency scroll
compressor type be installed which is 10% lighter and 30% more compact than conventional
reciprocating compressors, with less vibration and operation sound.
Automatic water spraying to cool the air-conditioning package outside
Electricity saved by more than 10%
Air-conditioning control by Building Management System
Figure 10.2-9 Example of energy conservation type air conditioning system
c) Adoption of Solar Power Generation System
Fossil fuel, coal, oil, natural gas harnessing in the power plant which has emitted vast CO2
in the air, are worldwide encouraged to be reduced so as to prevent global warming
phenomenon.
Clean renewable power generation system, by means of solar panel is proposed to be

adopted on the roof of PTB, power station and other buildings.
Haneda International Airport Fukuoka Airport
Figure10.2-10 Example of Solar Power Generation Panel
10-12
d) Use of LED lights
Power consumption of LED lights (Light-Emitting Diodes) is normally 10% to 15% of the
conventional type of lights, and its life is normally 10 times more, and its price has been
drastically reduced owing to its mass production, hence is proposed to be applied in the most
of building ceiling (i.e. for office and concession).
Figure 10.2-11 Example of LED Lights
e) Use of Solar Hot Water Supply System
Solar hot water supply system is proposed to be adopted on the roof of PTB, control tower
and administration building.
Figure 10.2-12 Example of Solar Hot Water Supply System
f) Use of Sensor Operated Flush Valves
Sensor operated flush valves are proposed be used for toilets to save water consumption.
Figure 10.2-13 Example of sensor-operated flush valves
10-13
g) Use of Motion Detectors for Toilets

Motion detector is proposed to be used for on/off light to conserve electricity.
Figure 10.2-14 Example of Motion Detectors for Toilets
h) Use of Day Light Sensor for Lounge and Lobby
Day light sensor switch is proposed to be used for on/off light to conserve electricity.
Figure 10.2-15 Example of Day Light Sensor for Lounge and Lobby
10.2.2. Basic Design of Airfield and Access Road
Access Road is planned to be connected from the existing spine road, along which water is
planned to be supplied by BWUI from the existing water storage tank at Dauis
After series of discussion, DOTC and JICA agreed that the ILS and Precision Approach
Lighting System are provided.
Airport Layout Plan is proposed as shown in Figure 10.2-11.
10-14
Existing Spine Road
Access Road
Figure 10.2-16 Airport Layout Plan

Soaking Yard
20 ha
10-15
10.3. Project Implementation Schedule
Based on the discussion between DOTC and JICA at April 2012, it is assumed that the
Government would request JICA STEP Loan for Project implementation, in the following
manner:
a) Necessary supplementary studies being conducted by JICA, e.g. feasibility study for
water supply and resettlement action plan, are completed by June 2012 so that the
Project would be appraised by JICA mission in July 2012.
b) Exchange of Notes and Loan Agreement for the Project would be executed between the
two (2) Governments in the last quarter of 2012.
c) Upon Pledge of ODA Loan in August 2012, the Project consultant would be selected by
the Government by the 1st quarter of 2013, prequalification and bidding process for
selection of the Contractor would start and be completed by the September 2013.
d) The construction under the ODA Loan would start from November 2013 for completion
in 30 months by April 2016.
For the purpose of this Final Report, the Project is assumed to be implemented as shown in
Table 10.3-1.
Table 10.3-1 Project Implementation Schedule
2012 2013 2014 2015 2016 2017
Activity
2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12
0 Government Decision
NEDA approval
1 Further JICA Study

1.1 FS for Water Supply to Airport 　
1.2 FS for Waste Water Disposal
1.3 Resettlement Action Plan (RAP)
2 Procurement of Loan
2.1 Fact Finding Mission
2.2 Government Mission
2.3 Appraisal Mission
2.4 Pledge
2.5 Exchange of Note (E/N)
2.6 Loan Agreement
3 D/D consultant service under JICA Grant

Detailed Design by DOTC 7 months 1 2 3 4 5 6 7
Design/ Preparation of Draft Bid Documents
4 Selection of Consultant under STEP loan

4.1 Shortlist
4.2 Preparation of RFP (Concurrence by JICA only after Pledge)
4.3 JICA Concurrence to RFP (only after Pledge)
4.4 Proposal Submission (Invitaton is after 30 days of OECD Pledge)
4.5 Evaluation
4.6 Negotiation
4.7 Award & Contract
5 Consulting Services under STEP loan 1 2
5.1 Preparation of Bidding Documents 2month

1 2
5.2 Review of Detailed Design 2month
5.3 Assistance in Prequalification 4month 1 2 3 4
Advertisement of PQ
Answers to Querry
Evaluation of PQ
5.4 Assistance in Bidding 7 months 1 2 3 4 5 6 7
Issuance of Bid Documents

Pre-bid Conference
Answers to Querry
Technical Evaluation
Financial Evaluation
Clarification/Negotiation
Award & Contract
5.5 Construction Supervision 30 months 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
5.6 Maintenance Supervision 14 months 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Final Report
6 Construction 30 months
6.1 Part 1: General Requirements
6.2 Part 2: Civil Works
0 Environmental Protection
1 Earthworks
2 Pavement Works
3 Stormwater Drainage
4 Miscellaneous
5 Landscaping
6.3 Part 3: Utility Works
1 Water Supply
2 Electrical Spply & Distribution
4 Sewage Treatment
6.4 Part 4: Building Works
1 Passenger Terminal Building (PTB)
2 Cargo Terminal Building (CTB)
3 Control Tower & Admin Building (CTO)
4 Fire Station and Maintenance Building (FSM)
5 Ancilliary Buildings:
6 Utility Building
7 Navaids Buildings
6.5 Part 5: NAVAIDS
1 Radio Navigation Aids/Meteorological Works
2 Aeronautical Ground Lightsing Works
6.6 Defect Liability Period 12 months
10-16
10.4. Project Cost Estimate

Exchange Rates used are US$ 1.0 = Yen 82.43 = Php 43.6 (or Php 1.0=Yen 1.89), as the
reference rate used during the JICA FF Mission dispatched in April 2012
JICA/FF Mission assumed that the escalation rates for the coming years are 4 % for Philippine
Peso, and 1.6 % for Japanese Yen, the same are applied for the period of the Project
Implementation from 2012 to 2117.
Through the course of Basic Design, the construction cost was amended as follows:
a. All Project Cost newly estimated in the Basic Design is based on the 2012 price.
b. Solar power generation system is separately installed in Passenger Terminal Building

(PTB), Control Tower/Admin Building (ATC), Power House (PWH), STP Control
Room (STP), and Navaids Buildings (NAV). Cost thereof originally included in the
Part 3 Utility Works as lump-sum cost is now distributed in each electrical work section
of the Part 4 Building Works.
c. After series of discussion, DOTC and JICA agreed the necessity of ILS and Precision
Approach Lighting System, the combined cost thereof of Php 146,039 thousand is now
included in the Project Cost.
d. DOTC decided that consultancy cost for preparation of Detailed Engineering Design
and Draft Bid Documents would be financed by its own fund. The cost thereof is
estimated at Php 135,666 thousand (equivalent to 3 % of the base construction cost).
e. Land Acquisition Cost is estimated at Php 206,850 thousand, which was originally
excluded from IRR computation.
f. DOTC's Administration Cost is estimated at Php 217,160 thousand (equivalent to 3.5 %

of construction and consultancy), which was originally excluded from IRR computation
The Project Cost is estimated as given in the following Tables.
Table 10.4-1 Project Cost Estimate based on 2012 Basic Design.
Table 10.4-2 Annual Funding Requirements of Project Cost.
Table 10.4-3.Distribution of Cost Items required in NEDA/ICC Form No.3
Table 10.4-4.Annual Funding Cost Items required in NEDA/ICC Form No.3
Since the Project is planned to be financed by JICA STEP Loan, it is preliminarily examined
that the cost of Japanese goods and services based on Japanese technology would be more
than 30 % of the construction cost, as computed in the following Tables.
Table 10.4-5 Percentage of Japanese Goods and Services for Construction.
Table 10.4-6 Breakdown of Japanese Goods and Services for Construction.
10-17
Table 10.4-1 Project Cost Estimate based on 2012 Basic Design ('000)
Exchange Peso = Yen = US $
Description
Rate 43.6 82.43 1.00
Runway: 2000 m/ with ILS Local Foreign Total
Single-story PTB/ no Cargo Peso Yen in US$ in Peso
A Construction
Part 1 : General Requirements 76,797 119,148 1,445 139,818
Section 1120 : Employer's and Engineer's Facilities 67,281 0 67,281
Section 1210 : Project Equipment 9,366 56,568 686 39,287
Section 1220: Fire Fighting Vehicle 0 0
Section 1230: Maintenance Equipment 150 62,580 759 33,251
Part 2: Civil Works 813,017 2,467,127 29,930 2,117,963
Section C1-2100 : Earth Works 64,817 627,322 7,610 396,629
Section C1-2200 : Pavement Works 503,608 1,353,200 16,416 1,219,361
Section C1-2300 : Drainage System 104,387 333,924 4,051 281,011
Section C1-2400 : Miscellaneous 62,682 77,965 946 103,920
Section C1-2500 : Landscaping 77,523 74,716 906 117,043
Part 3 : Utility Works 160,598 461,034 5,593 404,454
Division 1 : (U1) Water Supply and Distribution System 54,807 138,455 1,680 128,041
Division 2 : (U2) Electrical Supply and Distribution System 100,112 277,144 3,362 246,703
Division 3 : (U3) Sewerage and Sewage Treatment Plant System 5,679 45,435 551 29,711
Part 4 : Building Works 460,909 1,673,821 20,306 1,346,249
Division 1 : Passenger Terminal Building (PTB) 306,039 1,161,319 14,089 920,300
Division 2 : Cargo Terminal Building (CTB) 0 0
Division 3 : (B3) Control Tower, Operation and Admin.Building (ATC) 80,888 298,128 3,617 238,578
Division 4 : (B4) Fire Station and Airport Maintenance Building (FSM) 18,886 33,754 409 36,740
Division 5 : (B5) Ancillary Buildings (ACB) 6,935 14,328 174 14,514
Sub-division 51 : (B51) Drivers Lounge (DVL) 1,876 1,976 24 2,921
Sub-division 52 : (B52) Car Park Toilet (CPT) 1,381 2,133 26 2,509
Sub-division 53 : (B53) Guard Houses (GDH) 2,780 4,929 60 5,387
Sub-division 54 : (B54) Toll Booths (TLB) 898 5,290 64 3,696
Division 6 : (B6) Utility Buildings (ULB) 43,270 142,193 1,725 118,481
Sub-division 61 : (B61) Water Tank & Pump House (WPH) 8,289 12,302 149 14,796
Sub-division 62 : (B62) Power House (PWH) 30,462 117,523 1,426 92,624
Sub-division 63 : (B63) STP Control Room (STP) 3,356 10,335 125 8,823
Sub-division 64 : (B64) Material Recovery Facility (MRF) 1,163 2,033 25 2,238
Division 7 : (B7) Navaids Buildings (NAV) 4,891 24,099 292 17,638
Sub-division 71 : (B71) LLZ Building (LLZ) 1,298 6,621 80 4,800
Sub-division 72 : (B72) GS Building (GS) 1,528 8,465 103 6,005
Sub-division 73 : (B73) VOR Building (VOR) 2,065 9,013 109 6,832
Part 5 : Navaids Works 176,843 836,276 10,145 619,178
Division 1 : (N1) Radio Navigation Aids amd Meteorogical Facility (RAM) 42,040 580,867 7,047 349,280
Division 2 : (N2) Aeronautical Ground Lighting (AGL) 134,803 255,409 3,098 269,897
Total Base Cost of Construction Works (Part 1 to 5) 1,688,164 5,557,406 67,420 4,627,663
escalation 191,084 249,870 3,031 323,248
escalated cost 1,879,248 5,807,276 70,451 4,950,911
Physical Contingency 5.0% 93,962 290,364 3,523 247,546
Total base cost with contingency 1,782,126 5,847,770 70,942 4,875,209
Total Cost with contingency & escalation 1,973,210 6,097,640 73,974 5,198,457
B Consultamcy (1. Civil Work/ c Labor Costs/ c1)
DOTC Financed
Detailed Engineering Design 135,666 135,666
ODA financed
Assistance in Bidding & base cost 117,377 910,178 11,042 598,801
Construction Supervision & escalation 13,116 37,975 461 33,202
Transaction Advisor escalated cost 130,493 948,153 11,503 632,003
Physical Contingency 5.0% 6,525 47,408 575 31,600
Total base cost with contingency 123,902 957,586 11,617 630,401
Total Cost with contingency & escalation 137,017 995,561 12,078 663,603
3 Land Aquisition 206,850 206,850
4 Other Investment Phase (Administration Cost) 217,160 217,160
5 Total Cost
escalation 204,199 287,845 3,492 356,450
10-18
Table 10.4-2 Annual Funding Requirements of Project Cost ('000)

Exchange Peso = Yen = US $
Description
Rate 43.6 82.43 1.00 2012 2013 2014 2015 2016 2017
Runway: 2000 m/ with ILS Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total
Cost Saving Scenario % % % % % %
Single-story PTB/ no Cargo Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso
A Construction Escalation 4.0% 1.6% 8.2% 3.2% 12.5% 4.9% 17.0% 6.6% 21.7% 8.3%
Part 1 : General Requirements base cost 76,797 119,148 1,445 139,818 33% 25,599 39,716 482 46,606 67% 51,198 79,432 964 93,212
escalation 5,202 3,198 39 6,893 1,024 635 8 1,360 4,178 2,562 31 5,533
escalated cost 81,999 122,346 1,484 146,711 26,623 40,351 490 47,966 55,376 81,994 995 98,745
Part 2: Civil Works base cost 813,017 2,467,127 29,930 2,117,963 7% 54,201 164,475 1,995 141,198 40% 325,207 986,851 11,972 847,185 40% 325,207 986,851 11,972 847,185 13% 108,402 328,950 3,991 282,395
escalation 87,725 104,158 1,264 142,817 2,168 2,632 32 3,560 26,537 31,832 386 43,374 40,607 48,131 584 66,065 18,413 21,563 262 29,819
escalated cost 900,742 2,571,285 31,194 2,260,781 56,369 167,107 2,027 144,758 351,744 1,018,683 12,358 890,559 365,813 1,034,982 12,556 913,250 126,815 350,514 4,252 312,214
Part 3 : Utility Works base cost 160,598 461,034 5,593 404,454 0 0 0 0 85% 135,891 390,106 4,733 342,231 15% 24,707 70,928 860 62,224
escalation 21,165 23,676 287 33,688 0 0 0 0 16,968 19,026 231 27,031 4,197 4,650 56 6,656
escalated cost 181,763 484,710 5,880 438,142 0 0 0 0 152,858 409,132 4,963 369,262 28,904 75,578 917 68,880
Part 4 : Building Works base cost 460,909 1,673,821 20,306 1,346,249 0 0 0 0 33% 153,636 557,940 6,769 448,750 50% 230,455 836,911 10,153 673,125 17% 76,818 278,970 3,384 224,375
escalation 54,360 77,102 935 95,142 0 0 0 0 12,537 17,997 218 22,056 28,775 40,818 495 50,365 13,048 18,287 222 22,721
escalated cost 515,269 1,750,923 21,241 1,441,391 0 0 0 0 166,173 575,937 6,987 470,806 259,230 877,728 10,648 723,490 89,866 297,257 3,606 247,096
Part 5 : Navaids Works base cost 176,843 836,276 10,145 619,178 0 0 0 0 7% 11,790 55,752 676 41,279 80% 141,474 669,021 8,116 495,342 13% 23,579 111,503 1,353 82,557
escalation 22,632 41,737 506 44,708 0 0 0 0 962 1,798 22 1,913 17,665 32,630 396 34,924 4,005 7,309 89 7,871
escalated cost 199,475 878,013 10,652 663,886 0 0 0 0 12,752 57,550 698 43,192 159,139 701,650 8,512 530,266 27,584 118,813 1,441 90,428
Subtotal Construction base cost 1,688,164 5,557,406 67,420 4,627,663 79,800 204,191 2,477 187,804 541,831 1,679,975 20,381 1,430,426 833,026 2,882,888 34,974 2,357,883 233,507 790,352 9,588 651,551
escalation 191,084 249,870 3,031 323,248 3,192 3,267 40 4,920 44,213 54,189 657 72,876 104,015 140,604 1,706 178,385 39,663 51,810 629 67,067
escalated cost 1,879,248 5,807,276 70,451 4,950,911 82,992 207,458 2,517 192,724 586,044 1,734,164 21,038 1,503,302 937,041 3,023,492 36,680 2,536,268 273,170 842,162 10,217 718,618
Physical Contingency 5% of escalated cost 93,962 290,364 3,523 247,546 4,150 10,373 126 9,636 29,302 86,708 1,052 75,165 46,852 151,175 1,834 126,813 13,659 42,108 511 35,931 0 0 0 0
Total Construction Cost base cost with contingency 1,782,126 5,847,770 70,942 4,875,209 83,950 214,564 2,603 197,440 0 571,133 1,766,683 21,433 1,505,591 0 879,878 3,034,062 36,808 2,484,696 0 247,165 832,460 10,099 687,482
escalation 191,084 249,870 3,031 323,248 3,192 3,267 40 4,920 0 44,213 54,189 657 72,876 0 104,015 140,604 1,706 178,385 0 39,663 51,810 629 67,067
escalated cost with contingency 1,973,210 6,097,640 73,974 5,198,457 87,142 217,831 2,643 202,360 0 615,346 1,820,872 22,090 1,578,467 0 983,893 3,174,667 38,513 2,663,081 0 286,829 884,270 10,728 754,549
DOTC Financed
Detailed Engineering Design 135,666 0 0 135,666 100% 135,666 0 0 135,666
ODA financed
Local 117,377 117,377 25,697 0 0 25,697 25,956 0 0 25,956 33,950 0 0 33,950 24,644 0 0 24,644 7,129 0 0 7,129
Assistance in Bidding/ base cost
Construction Supervision/ Foreign 910,178 11,042 481,424 0 232,321 2,818 122,882 0 211,488 2,566 111,863 0 236,801 2,873 125,252 0 180,408 2,189 95,424 0 49,161 596 26,003
Transaction Advisor escalation 13,116 37,975 461 33,202 1,028 3,717 45 2,994 2,118 6,822 83 5,726 4,239 11,549 140 10,348 4,186 11,826 143 10,441 1,545 4,061 49 3,692
escalated cost with contingency 130,492 948,153 11,503 632,002 26,725 236,038 2,863 151,573 28,074 218,310 2,648 143,545 38,189 248,350 3,013 169,550 28,830 192,234 2,332 130,509 8,674 53,222 646 36,824
Physical Contingency 5% of escalated cost 6,525 47,408 575 31,600 1,336 11,802 143 7,579 1,404 10,915 132 7,177 1,909 12,418 151 8,477 1,441 9,612 117 6,525 434 2,661 32 1,841
Total ODA fnanced base cost with contingency 123,901 957,586 11,617 630,401 27,033 244,123 2,962 156,158 27,360 222,403 2,698 144,996 35,859 249,219 3,023 167,680 26,085 190,020 2,305 126,593 7,563 51,822 629 34,973
escalation 13,116 37,975 461 33,202 1,028 3,717 45 2,994 2,118 6,822 83 5,726 4,239 11,549 140 10,348 4,186 11,826 143 10,441 1,545 4,061 49 3,692
escalated cost with contingency 137,017 995,561 12,078 663,602 28,061 247,840 3,007 159,152 29,478 229,225 2,781 150,723 40,099 260,768 3,164 178,027 30,271 201,846 2,449 137,035 9,107 55,883 678 38,666
3 Land Acuisition 206,850 0 0 206,850 100% 206,850 0 0 206,850
4 Other Investment Phase (Administration Cost) 217,160 0 0 217,160 11,988 0 0 11,988 12,653 0 0 12,653 60,522 0 0 60,522 99,439 0 0 99,439 31,205 0 0 31,205 1,353 0 0 1,353
5 Total Cost base cost with contingency 2,465,704 6,805,355 82,559 6,065,285 354,504 0 0 354,504 123,636 458,687 5,565 366,251 659,015 1,989,087 24,131 1,711,109 1,015,177 3,283,281 39,831 2,751,815 304,456 1,022,480 12,404 845,280 8,916 51,822 629 36,326
escalation 204,199 287,845 3,492 356,450 0 0 0 0 4,220 6,984 85 7,914 46,331 61,011 740 78,602 108,254 152,154 1,846 188,733 43,849 63,636 772 77,508 1,545 4,061 49 3,692
escalated cost with contingency 2,669,903 7,093,201 86,051 6,421,735 354,504 0 0 354,504 127,856 465,671 5,649 374,165 705,346 2,050,098 24,871 1,789,712 1,123,431 3,435,435 41,677 2,940,548 348,305 1,086,116 13,176 922,788 10,460 55,883 678 40,019
10-19
Table 10.4-3 Distribution of Cost Items required in NEDA/ICC Form No.3 ('000)
Exchange Peso = Yen = US $ 1. Civil Works
Description 2. Equipment/ Machineries
Rate 43.6 82.43 1.00 a. Equipment/ Machineries b. Materials/ Supplies c2. Labor (Skilled) c.2 Labor (Unskilled)
Runway: 2000 m/ with ILS Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total Local Foreign Total
Single-story PTB/ no Cargo Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso Peso Yen in US$ in Peso
A Construction
Part 1 : General Requirements 76,797 119,148 1,445 139,818 8,231 0 0 8,231 37,482 56,568 686 67,403 14,361 0 0 14,361 16,572 0 0 16,572 150 62,580 759 33,251
Section 1120 : Employer's and Engineer's Facilities 67,281 0 67,281 0 0 0 0 36,347 0 0 36,347 14,361 0 0 14,361 16,572 0 0 16,572 0 0 0 0
Section 1210 : Project Equipment 9,366 56,568 686 39,287 8,231 0 0 8,231 1,135 56,568 686 31,056 0 0 0 0 0 0 0 0 0 0 0 0
Section 1220: Fire Fighting Vehicle 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Section 1230: Maintenance Equipment 150 62,580 759 33,251 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 150 62,580 759 33,251
Part 2: Civil Works 813,017 2,467,127 29,930 2,117,963 183,621 1,004,057 12,181 714,700 562,287 1,463,070 17,749 1,336,154 37,398 0 0 37,398 29,711 0 0 29,711 0 0 0 0
Section C1-2100 : Earth Works 64,817 627,322 7,610 396,629 44,653 623,907 7,569 374,659 244 3,415 41 2,051 12,790 0 0 12,790 7,130 0 0 7,130 0 0 0 0
Section C1-2200 : Pavement Works 503,608 1,353,200 16,416 1,219,361 57,950 158,896 1,928 141,995 435,567 1,194,304 14,489 1,067,275 4,859 0 0 4,859 5,232 0 0 5,232 0 0 0 0
Section C1-2300 : Drainage System 104,387 333,924 4,051 281,011 41,311 177,437 2,153 135,164 36,434 156,487 1,898 119,206 15,389 0 0 15,389 11,253 0 0 11,253 0 0 0 0
Section C1-2400 : Miscellaneous 62,682 77,965 946 103,920 8,937 12,233 148 15,408 48,022 65,732 797 82,789 2,773 0 0 2,773 2,950 0 0 2,950 0 0 0 0
Section C1-2500 : Landscaping 77,523 74,716 906 117,043 30,769 31,584 383 47,475 42,019 43,132 523 64,833 1,588 0 0 1,588 3,147 0 0 3,147 0 0 0 0
Part 3 : Utility Works 160,598 461,034 5,593 404,454 11,143 43,033 522 33,905 77,881 106,208 1,288 134,058 6,275 0 0 6,275 9,395 0 0 9,395 55,903 311,793 3,783 220,821
Division 1 : (U1) Water Supply and Distribution System 54,807 138,455 1,680 128,041 4,878 19,901 241 15,405 40,985 71,559 868 78,836 2,070 0 0 2,070 4,833 0 0 4,833 2,040 46,994 570 26,897
Division 2 : (U2) Electrical Supply and Distribution System 100,112 277,144 3,362 246,703 5,955 17,457 212 15,189 35,114 1,980 24 36,161 2,783 0 0 2,783 2,783 0 0 2,783 53,477 257,707 3,126 189,787
Division 3 : (U3) Sewerage and Sewage Treatment Plant System 5,679 45,435 551 29,711 309 5,675 69 3,311 1,781 32,669 396 19,061 1,422 0 0 1,422 1,780 0 0 1,780 387 7,091 86 4,138
Part 4 : Building Works 460,909 1,673,821 20,306 1,346,249 22,574 108,043 1,311 79,721 221,085 449,000 5,447 458,577 86,048 0 0 86,048 63,662 0 0 63,662 67,540 1,116,777 13,548 658,241
Division 1 : Passenger Terminal Building (PTB) 306,039 1,161,319 14,089 920,300 12,439 72,947 885 51,023 142,503 277,143 3,362 289,094 63,548 0 0 63,548 44,460 0 0 44,460 43,089 811,228 9,841 472,175
Division 2 : Cargo Terminal Building (CTB) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Division 3 : (B3) Control Tower, Operation and Admin.Building (ATC) 80,888 298,128 3,617 238,578 4,853 19,003 231 14,904 39,908 114,918 1,394 100,692 12,712 0 0 12,712 11,163 0 0 11,163 12,253 164,207 1,992 99,107
Division 4 : (B4) Fire Station and Airport Maintenance Building (FSM) 18,886 33,754 409 36,740 953 2,231 27 2,133 10,230 17,440 212 19,454 2,409 0 0 2,409 2,064 0 0 2,064 3,231 14,084 171 10,680
Division 5 : (B5) Ancillary Buildings (ACB) 6,935 14,328 174 14,514 1,281 2,651 32 2,684 3,618 10,522 128 9,184 869 0 0 869 632 0 0 632 534 1,154 14 1,145
Sub-division 51 : (B51) Drivers Lounge (DVL) 1,876 1,976 24 2,921 97 116 1 158 1,401 1,822 22 2,364 132 0 0 132 95 0 0 95 152 38 0 172
Sub-division 52 : (B52) Car Park Toilet (CPT) 1,381 2,133 26 2,509 1,010 1,950 24 2,042 25 68 1 61 128 0 0 128 148 0 0 148 70 115 1 131
Sub-division 53 : (B53) Guard Houses (GDH) 2,780 4,929 60 5,387 152 341 4 332 1,808 3,840 47 3,838 341 0 0 341 240 0 0 240 239 749 9 635
Sub-division 54 : (B54) Toll Booths (TLB) 898 5,290 64 3,696 22 245 3 152 385 4,793 58 2,921 268 0 0 268 148 0 0 148 74 252 3 207
Division 6 : (B6) Utility Buildings (ULB) 43,270 142,193 1,725 118,481 2,743 9,493 115 7,765 23,088 24,392 296 35,990 5,548 0 0 5,548 4,508 0 0 4,508 7,382 108,308 1,314 64,670
Sub-division 61 : (B61) Water Tank & Pump House (WPH) 8,289 12,302 149 14,796 413 732 9 800 6,131 7,846 95 10,282 709 0 0 709 646 0 0 646 389 3,724 45 2,359
Sub-division 62 : (B62) Power House (PWH) 30,462 117,523 1,426 92,624 2,048 7,889 96 6,220 14,547 11,442 139 20,599 4,183 0 0 4,183 3,343 0 0 3,343 6,342 98,192 1,191 58,279
Sub-division 63 : (B63) STP Control Room (STP) 3,356 10,335 125 8,823 222 736 9 612 1,653 3,319 40 3,408 503 0 0 503 419 0 0 419 559 6,280 76 3,881
Sub-division 64 : (B64) Material Recovery Facility (MRF) 1,163 2,033 25 2,238 61 136 2 132 757 1,785 22 1,701 153 0 0 153 100 0 0 100 92 112 1 152
Division 7 : (B7) Navaids Buildings (NAV) 4,891 24,099 292 17,638 305 1,719 21 1,214 1,737 4,585 56 4,162 963 0 0 963 835 0 0 835 1,051 17,796 216 10,464
Sub-division 71 : (B71) LLZ Building (LLZ) 1,298 6,621 80 4,800 79 488 6 337 494 1,166 14 1,111 255 0 0 255 208 0 0 208 261 4,967 60 2,888
Sub-division 72 : (B72) GS Building (GS) 1,528 8,465 103 6,005 100 613 7 425 531 1,185 14 1,157 292 0 0 292 240 0 0 240 365 6,667 81 3,892
Sub-division 73 : (B73) VOR Building (VOR) 2,065 9,013 109 6,832 125 617 7 452 712 2,234 27 1,894 415 0 0 415 388 0 0 388 425 6,162 75 3,684
Part 5 : Navaids Works 176,843 836,276 10,145 619,178 5,307 17,322 210 14,469 51,715 63,203 767 85,145 13,733 0 0 13,733 7,500 0 0 7,500 98,587 755,752 9,168 498,329
Division 1 : (N1) Radio Navigation Aids amd Meteorogical Facility (RAM) 42,040 580,867 7,047 349,280 380 7,274 88 4,228 4,886 47,889 581 30,216 8,658 0 0 8,658 3,008 0 0 3,008 25,107 525,704 6,378 303,170
Division 2 : (N2) Aeronautical Ground Lighting (AGL) 134,803 255,409 3,098 269,897 4,927 10,048 122 10,241 46,829 15,314 186 54,929 5,075 0 0 5,075 4,492 0 0 4,492 73,480 230,047 2,791 195,160
Total Base Cost of Construction Works (Part 1 to 5) 1,688,164 5,557,406 67,420 4,627,663 230,876 1,172,455 14,224 851,027 950,451 2,138,049 25,938 2,081,337 157,816 0 0 157,816 126,841 0 0 126,841 222,180 2,246,902 27,258 1,410,642
escalation 191,084 249,870 3,031 323,248 26,133 52,716 640 59,445 107,582 96,130 1,166 145,384 17,863 0 0 11,024 14,357 0 0 8,860 25,149 101,024 1,226 98,535
escalated cost 1,879,248 5,807,276 70,451 4,950,911 257,009 1,225,170 14,863 910,472 1,058,032 2,234,179 27,104 2,226,721 175,680 0 0 168,840 141,198 0 0 135,701 247,329 2,347,926 28,484 1,509,177
Physical Contingency 5.0% 93,962 290,364 3,523 247,546 12,850 61,259 743 45,524 52,902 111,709 1,355 111,336 8,784 0 0 8,442 7,060 0 0 6,785 12,366 117,396 1,424 75,459
Total base cost with contingency 1,782,126 5,847,770 70,942 4,875,209 243,727 1,233,713 14,967 896,550 1,003,352 2,249,758 27,293 2,192,673 166,600 0 0 166,258 133,900 0 0 133,626 234,547 2,364,298 28,682 1,486,101
Total Cost with contingency & escalation 1,973,210 6,097,640 73,974 5,198,457 269,859 1,286,429 15,606 955,996 1,110,934 2,345,888 28,459 2,338,057 184,464 0 0 177,282 148,258 0 0 142,486 259,695 2,465,322 29,908 1,584,636
DOTC Financed
Detailed Engineering Design 135,666 135,666 135,666 135,666
ODA financed
Assistance in Bidding & base cost 117,377 910,178 11,042 598,801 117,377 910,178 11,042 598,801
Construction Supervision & escalation 13,116 37,975 461 33,202 13,116 37,975 461 33,202
Transaction Advisor escalated cost 130,493 948,153 11,503 632,003 130,493 948,153 11,503 632,003
Physical Contingency 5.0% 6,525 47,408 575 31,600 6,525 47,408 575 31,600
Total base cost with contingency 123,902 957,586 11,617 630,401 123,902 957,586 11,617 630,401
Total Cost with contingency & escalation 137,017 995,561 12,078 663,603 137,017 995,561 12,078 663,603
3 Land Aquisition 206,850 206,850
4 Other Investment Phase (Administration Cost) 217,160 217,160
5 Total Cost
escalation 204,199 287,845 3,492 356,450
10-20
Table 10.4-4 Annual Funding Cost Items required in NEDA/ICC Form No.3 ('000)
Total(2012 price) 2012 2013 2014 2015 2016 2017
particulars FX Total LC FX FX Total LC FX FX Total LC FX Total FX Total LC FX Total LC FX FX Total
LC (Peso) FX (Yen) (%) (%) (%) FX (Yen) (%) LC (Peso) FX (Yen) (%) FX (Yen) (%)
(US$) (Peso) (Peso) (Yen) (US$) (Peso) (Peso) (Yen) (US$) (Peso) (Peso) (US$) (Peso) (US$) (Peso) (Peso) (US$) (Peso) (Peso) (Yen) (US$) (Peso)
A Construction
1 General Requirements 76,797 119,148 1,445 139,818 33% 67%

1a Equipment/ Machineries 8,231 8,231 2,744 2,744 5,488 5,488
1b Materials/ Supplies 37,482 56,568 686 67,403 12,494 18,856 229 22,468 24,988 37,712 458 44,935
1c2 Labor Skilled 14,361 14,361 4,787 4,787 9,574 9,574
Unskilled 16,572 16,572 5,524 5,524 11,048 11,048
2 Machineries/ Equipment 150 62,580 759 33,251 50 20,860 253 11,084 100 41,720 506 22,167
2 Civil Works 813,017 2,467,127 29,930 2,117,963 7% 40% 40% 13%

1a Equipment/ Machineries 183,621 1,004,057 12,181 714,700 12,241 66,937 812 47,647 73,448 401,623 4,872 285,880 73,448 401,623 4,872 285,880 24,483 133,874 1,624 95,293
1b Materials/ Supplies 562,287 1,463,070 17,749 1,336,154 37,486 97,538 1,183 89,077 224,915 585,228 7,100 534,461 224,915 585,228 7,100 534,461 74,972 195,076 2,367 178,154
1c2 Labor Skilled 37,398 37,398 2,493 2,493 14,959 14,959 14,959 14,959 4,986 4,986
Unskilled 29,711 29,711 1,981 1,981 11,884 11,884 11,884 11,884 3,961 3,961
2 Machineries/ Equipment 0 0 0 0 0
3 Utility Works 160,598 461,034 5,593 404,454 85% 15%

1a Equipment/ Machineries 11,143 43,033 522 33,905 9,429 36,412 442 28,689 1,714 6,620 80 5,216
1b Materials/ Supplies 77,881 106,208 1,288 134,058 65,899 89,868 1,090 113,433 11,982 16,340 198 20,624
1c2 Labor Skilled 6,275 6,275 5,310 5,310 965 965
Unskilled 9,395 9,395 7,950 7,950 1,445 1,445
2 Machineries/ Equipment 55,903 311,793 3,783 220,821 47,303 263,825 3,201 186,849 8,601 47,968 582 33,972
4 Building Works 460,909 1,673,821 20,306 1,346,249 33% 50% 17%

1a Equipment/ Machineries 22,574 108,043 1,311 79,721 7,525 36,014 437 26,574 11,287 54,022 655 39,861 3,762 18,007 218 13,287
1b Materials/ Supplies 221,085 449,000 5,447 458,577 73,695 149,667 1,816 152,859 110,543 224,500 2,724 229,288 36,848 74,833 908 76,429
1c2 Labor Skilled 86,048 86,048 28,683 28,683 43,024 43,024 14,341 14,341
Unskilled 63,662 63,662 21,221 21,221 31,831 31,831 10,610 10,610
2 Machineries/ Equipment 67,540 1,116,777 13,548 658,241 22,513 372,259 4,516 219,414 33,770 558,389 6,774 329,120 11,257 186,130 2,258 109,707
5 Navaids Works 176,843 836,276 10,145 619,178 7% 80% 13%

1a Equipment/ Machineries 5,307 17,322 210 14,469 354 1,155 14 965 4,246 13,857 168 11,575 708 2,310 28 1,929
1b Materials/ Supplies 51,715 63,203 767 85,145 3,448 4,214 51 5,676 41,372 50,562 613 68,116 6,895 8,427 102 11,353
1c2 Labor Skilled 13,733 13,733 916 916 10,987 10,987 1,831 1,831
Unskilled 7,500 7,500 500 500 6,000 6,000 1,000 1,000
2 Machineries/ Equipment 98,587 755,752 9,168 498,329 6,572 50,383 611 33,222 78,870 604,601 7,335 398,664 13,145 100,767 1,222 66,444
6 Subtotal Base Cost 1,688,164 5,557,405 67,420 4,627,663 79,800 204,191 2,477 187,804 541,831 1,679,975 20,381 1,430,426 833,026 2,882,887 34,974 2,357,882 233,507 790,352 9,588 651,551 0 0 0 0
1b Materials/ Supplies 950,451 2,138,049 25,938 2,081,337 49,980 116,394 1,412 111,545 327,046 776,820 9,424 737,932 442,729 950,158 11,527 945,300 130,696 294,676 3,575 286,560
1c2 Labor Skilled 157,816 157,816 7,280 7,280 54,132 54,132 74,280 74,280 22,124 22,124
Unskilled 126,841 126,841 7,505 7,505 44,653 44,653 57,665 57,665 17,017 17,017
2 Machineries/ Equipment 222,180 2,246,902 27,258 1,410,642 50 20,860 253 11,084 29,186 464,362 5,633 274,803 159,942 1,426,815 17,309 914,633 33,002 334,865 4,062 210,123
escalated cost 1,879,248 5,807,275 70,451 4,950,911 0 0 0 0 0 0 82,992 207,458 2,517 192,724 0 586,044 1,734,164 21,038 1,503,302 0 937,041 3,023,492 36,680 2,536,268 0 273,170 842,162 10,217 718,618 0 0 0 0 0
7 Price Escaration 191,084 249,870 3,031 323,248 0 0 0 0 0 0 3,192 3,267 40 4,920 0 44,213 54,189 657 72,876 0 104,015 140,604 1,706 178,385 0 39,663 51,810 629 67,067 0 0 0 0 0
1a Equipment/ Machineries 26,133 52,716 640 59,445 599 1,071 13 1,320 7,084 14,154 172 16,247 12,288 24,674 299 27,690 5,209 10,542 128 11,912
1b Materials/ Supplies 107,582 96,130 1,166 145,384 1,999 1,862 23 2,922 26,687 25,057 304 37,595 55,281 46,341 562 71,517 22,200 19,317 234 29,497
1c2 Labor Skilled 17,863 0 0 11,024 291 0 0 191 4,417 0 0 2,758 9,275 0 0 5,620 3,758 0 0 2,277
Unskilled 14,357 0 0 8,860 300 0 0 197 3,644 0 0 2,275 7,200 0 0 4,363 2,891 0 0 1,752
2 Machineries/ Equipment 25,149 101,024 1,226 98,535 2 334 4 290 2,382 14,978 182 14,000 19,971 69,589 844 69,196 5,606 21,951 266 21,629
7 Physical Contingency (5% of 1-5) 93,962 290,364 3,523 247,546 4,150 10,373 126 9,636 29,302 86,708 1,052 75,165 46,852 151,175 1,834 126,813 13,659 42,108 511 35,931
1a Equipment/ Machineries 12,850 61,259 743 45,524 779 3,400 41 2,586 4,695 22,647 275 16,758 5,535 26,529 322 19,685 1,794 8,568 104 6,382
1b Materials/ Supplies 52,902 111,709 1,355 111,336 2,599 5,913 72 5,723 17,687 40,094 486 38,776 24,900 49,825 604 50,841 7,645 15,700 190 15,803
1c2 Labor Skilled 8,784 0 0 8,442 379 0 0 374 2,927 0 0 2,844 4,178 0 0 3,995 1,294 0 0 1,220
Unskilled 7,060 0 0 6,785 390 0 0 385 2,415 0 0 2,346 3,243 0 0 3,101 995 0 0 938
2 Machineries/ Equipment 12,366 117,396 1,424 75,459 3 1,060 13 569 1,578 23,967 291 14,440 8,996 74,820 908 49,191 1,930 17,841 216 11,588
8 Base Cost with Physical Contingency 2,465,704 6,805,355 82,559 6,065,285 354,504 0 0 354,504 123,636 458,687 5,565 366,251 659,014 1,989,086 24,131 1,711,109 1,015,177 3,283,280 39,831 2,751,814 304,456 1,022,480 12,404 845,280 8,916 51,822 629 36,326
1b Materials/ Supplies 1,003,352 2,249,758 27,293 2,192,673 52,579 122,307 1,484 117,268 344,732 816,914 9,910 776,709 467,629 999,983 12,131 996,140 138,341 310,376 3,765 302,363
1c1 Labor Skilled Supervision & Consultancy 259,567 957,586 11,617 766,067 135,666 135,666 27,033 244,123 2,962 156,158 27,360 222,403 2,698 144,996 35,859 249,219 3,023 167,680 26,085 190,020 2,305 126,593 7,563 51,822 629 34,973
1c2 Labor Skilled 166,600 0 0 166,258 7,659 0 0 7,654 57,059 0 0 56,976 78,458 0 0 78,275 23,419 0 0 23,344
Unskilled 133,900 0 0 133,626 7,895 0 0 7,890 47,068 0 0 46,999 60,909 0 0 60,767 18,013 0 0 17,956
2 Machineries/ Equipment 234,547 2,364,298 28,682 1,486,101 53 21,920 266 11,652 30,764 488,330 5,924 289,243 168,938 1,501,635 18,217 963,824 34,933 352,705 4,279 221,711
3 Land Acquisition 206,850 206,850 206,850 206,850
4 Administration Cost 217,160 217,160 11,988 11,988 12,653 12,653 60,522 60,522 99,439 99,439 31,205 31,205 1,353 1,353
8 Escalated Cost with Physical Contingency 2,669,903 7,093,200 86,051 6,421,735 354,504 0 0 354,504 127,856 465,671 5,649 374,165 705,346 2,050,097 24,871 1,789,711 1,123,431 3,435,434 41,677 2,940,548 348,305 1,086,116 13,176 922,788 10,460 55,883 678 40,019
1b Materials/ Supplies 1,110,934 2,345,888 28,459 2,338,057 54,578 124,169 1,506 120,190 371,419 841,971 10,214 814,304 522,910 1,046,325 12,693 1,067,657 160,541 329,692 4,000 331,860
1c1 Labor Skilled Supervision & Consultancy 272,683 995,561 12,078 799,268 135,666 135,666 28,061 247,840 3,007 159,152 29,478 229,225 2,781 150,723 40,099 260,768 3,164 178,027 30,271 201,846 2,449 137,035 9,107 55,883 678 38,666
1c2 Labor Skilled 184,464 0 0 177,282 7,950 0 0 7,844 61,476 0 0 59,734 87,733 0 0 83,895 27,177 0 0 25,622
Unskilled 148,258 0 0 142,486 8,195 0 0 8,086 50,712 0 0 49,274 68,109 0 0 65,130 20,903 0 0 19,707
2 Machineries/ Equipment 259,695 2,465,322 29,908 1,584,636 55 22,253 270 11,943 33,146 503,308 6,106 303,243 188,909 1,571,224 19,061 1,033,021 40,538 374,657 4,545 243,340
3 Land Acquisition 206,850 206,850 206,850 206,850
4 Administration Cost 217,160 217,160 11,988 11,988 12,653 12,653 60,522 60,522 99,439 99,439 31,205 31,205 1,353 1,353
10-21
Table 10.4-5 Percentage of Japanese Goods and Services for Construction

Japanese Origin (% of Foreign Portion)
Contractor's E/Q Contractor's E/Q
Construction Cost Estimates (1 Peso = 1.89 Yen) Japanese Procurement Japanese Goods and Services to be procured Description
Local Materisls (%)
(%)
Overhead (%) Total Fore ign Materisls (%)
(%)
Overhead (%) Total
Works Peso Supply Trans. E/Q fuel,etc. Site Japan % Amount Ye n Supply Trans. E/Q fuel,etc. Site Japan % Amount
Peso Yen Combined Yen Products (Yen) Ratio (%) (assumption)
Part 4 : Building Works 460,909,990 0 1,673,820,449 1,226,731,252
Part 1 : General Requirements 76,796,800 119,148,000 264,293,952 82,802,400 31.3% Vehicles
Section B-4000 : Architectural 267,554,268 0 646,585,803 420,675,050
Depreciation of japanese construction equipment, Silt
Part 2: Civil Works 813,017,510 2,467,128,149 4,003,731,244 517,853,143 12.9% Section B1-4110 : Earthwork 3,496,761 16,318,219 0.0% 50.0% 0.0% 0.0% 50.0% 8,159,109
protection sheets
Section B1-4120 : Termite Control 3,508,631 779,696 0.0% 0.0% 0.0% 0.0% 0.0% 0
Switchgear, Transformer, Distribution board,
Part 3 : Utility Works 160,598,296 461,033,620 764,564,399 310,594,388 40.6% Section B1-4220 : Concrete Works 175,714,734 87,857,367 0.0% 10.0% 0.0% 0.0% 10.0% 8,785,737
Generator, Cables
Section B1-4230 : Structural Steelworks 1,402,523 25,245,410 70.0% 10.0% 0.0% 0.0% 80.0% 20,196,328
Mechanical
Section B1-4310 : Blockworks 7,273,575 3,012,341 0.0% 0.0% 0.0% 0.0% 0
Plumbing: Valves, water heater, Sanitary fixture, FRP
Section B1-4320 : Waterproofing 15,283,240 71,321,787 80.0% 0.0% 0.0% 80.0% 57,057,430
tank
Section B1-4330 : Roofing Cladding and Facades 356,031 13,529,164 75.0% 0.0% 0.0% 75.0% 10,146,873
Air-con: Chillers, Chilled water pump, Valves, Air
Section B1-4340 : Windows/Doors 16,236,826 184,017,363 85.0% 0.0% 0.0% 85.0% 156,414,759
ducts
Section B1-4350 : Metalworks 5,094,879 40,759,030 45.0% 0.0% 0.0% 45.0% 18,341,564
Ele ctrical
Part 4 : Building Works 460,909,990 1,673,820,449 2,544,940,330 1,226,731,252 48.2% Solar power generation system, Power feeder system,
Section B1-4360 : Woodworks and Partitions 2,385,580 11,132,705 65.0% 0.0% 0.0% 65.0% 7,236,258
Section B1-4370 : Finishes 29,837,027 139,239,458 70.0% 0.0% 0.0% 70.0% 97,467,620
Cable TV system, Public address system, Closed
circuit television system, Master clock system, Fire Section B1-4380 : Miscellaneous Fittings and Furnitures 6,261,732 50,093,853 70.0% 0.0% 0.0% 70.0% 35,065,697
detection and alarm system Section B1-4390 : Signage 702,731 3,279,410 55.0% 0.0% 0.0% 55.0% 1,803,676
Spe cial Equipme nt Section B-5000 : Mechanical 102,822,912 0 208,839,058 174,171,774
Baggage handling system, Airport security system, Section B1-5100 : Sanitary and Plumbing 33,480,377 21,553,250 70.0% 13.4% 0.0% 0.0% 83.4% 17,975,411
Flight information display system, Building Section B1-5200 : Ventilation and Air Conditioning 20,387,329 184,341,804 80.0% 3.4% 0.0% 0.0% 83.4% 153,741,064
Radio Navigation Aids amd Meteorogical System Section B1-5300 : Fire Protection 48,955,206 2,944,004 60.0% 23.4% 0.0% 0.0% 83.4% 2,455,299
VOR/DME system, ATS and telecommunication Section B-6000 : Electrical 88,846,824 0 574,095,898 478,795,979
system, Meteological observation system Section B1-6100: Power Feeder System 45,635,028 504,144,368 80.0% 3.4% 0.0% 0.0% 83.4% 420,456,403
Part 5 : Navaids Works 176,843,091 836,275,701 1,170,509,143 697,453,934 59.6% Aeronautical Ground Lighting Section B1-6200: Lighting And Receptacle 23,887,345 24,289,062 70.0% 13.4% 0.0% 0.0% 83.4% 20,257,078
Precision Approach Path Indicator, Runway Lighting Section B1-6300: Telephone And Data System 6,914,323 5,177,100 70.0% 13.4% 0.0% 0.0% 83.4% 4,317,702
System, Taxiway Lighting System, Aerodrome Section B1-6400: Cable TV System 415,435 489,696 60.0% 23.4% 0.0% 0.0% 83.4% 408,406
Beacon, Wind Direction Indicator Lights, Apron Section B1-6500: Public Address System 1,549,839 11,963,452 70.0% 13.4% 0.0% 0.0% 83.4% 9,977,519
Floodlighting, Control and Monitoring System
Section B1-6600: Master Clock System 1,570,949 6,136,887 70.0% 13.4% 0.0% 0.0% 83.4% 5,118,164
Total 1,688,165,687 5,557,405,919 8,748,039,068 2,835,435,117 32.4%
Section B1-6700: Closed Circuit Television 3,532,461 9,167,369 70.0% 13.4% 0.0% 0.0% 83.4% 7,645,586
Section B1-6800: Fire Detection And Alarm 4,185,826 8,988,269 70.0% 13.4% 0.0% 0.0% 83.4% 7,496,216
Table 10.4-6 Breakdown of Japanese Goods and Services for Construction Section B1-6900: Lightning Protection and Grounding System 1,155,619 3,739,695 70.0% 13.4% 0.0% 0.0% 83.4% 3,118,906
Section B-7000 : Special Equipment 1,685,987 0 244,299,690 153,088,448

Japanese Origin (% of Foreign Portion)
Section B1-7100: Passenger Boarding Bridges 0 0
Contractor's E/Q Contractor's E/Q
Local Materisls (%) Overhead (%) Total Fore ign Materisls (%) Overhead (%) Total
Description (%) (%)
Section B1-7200: Elevator and Escalators 433,283 7,799,094 70.0% 13.4% 0.0% 0.0% 83.4% 6,504,444
Pe so Supply Trans. E/Q fuel,etc. Site Japan % Amount Ye n Supply Trans. E/Q fuel,etc. Site Japan % Amount
Section B1-7300: Baggage Handling System 0 109,409,280 80.0% 3.4% 0.0% 0.0% 83.4% 91,247,340
Part 1 : General Requirements 76,796,800 0 119,148,000 82,802,400
Section 1120 : Employer's and Engineer's Facilities 67,280,520 0 Section B1-7400: Airport Security System 0 60,740,400 0.0% 0.0% 0.0% 0.0% 0.0% 0
Section 1210 : Project Equipment 9,366,280 56,568,000 80.0% 0.0% 0.0% 80.0% 45,254,400 Section B1-7500: Flight Information Display 296,156 61,631,200 70.0% 13.4% 0.0% 0.0% 83.4% 51,400,421
Section 1220: Fire Fighting Vehicle 0 0 Section B1-7600: Building Managament System 956,548 4,719,717 60.0% 23.4% 0.0% 0.0% 83.4% 3,936,244
Section 1230: Maintenance Equipment 150,000 62,580,000 60.0% 0.0% 0.0% 60.0% 37,548,000
Part 5 : Navaids Works 176,843,091 0 836,275,701 697,453,934
Part 2: Civil Works 813,017,510 0 2,467,128,149 517,853,143 Division 1 : (N1) Radio Navigation Aids amd 42,040,000 0 580,866,955 484,443,040
Meteorogical Facility (RAM)
Section C1-2100 : Earth Works 64,816,774 627,322,454 0.0% 50.0% 0.0% 0.0% 50.0% 313,661,227 Section N1-8050 : General 5,216,871 53,124,113 80.0% 3.4% 0.0% 0.0% 83.4% 44,305,511
Section C1-2200 : Pavement Works 503,607,877 1,353,199,574 0.0% 0.0% 0.0% 0.0% 0.0% 0 Section N1-8100 : ILS 7,755,365 139,596,563 70.0% 13.4% 0.0% 0.0% 83.4% 116,423,534
Section C1-2300 : Drainage System 104,387,415 333,924,470 20.0% 25.0% 0.0% 0.0% 45.0% 150,266,011 Section N1-8200 : VOR/DME 9,118,402 111,217,880 80.0% 3.4% 0.0% 0.0% 83.4% 92,755,712
Section C1-2400 : Miscellaneous 62,682,167 77,965,246 0.0% 50.0% 0.0% 0.0% 50.0% 38,982,623 Section N1-8300 : ATS and Telecommunication 13,899,667 180,712,859 80.0% 3.4% 0.0% 0.0% 83.4% 150,714,524
Section C1-2500 : Landscaping 77,523,277 74,716,406 0.0% 20.0% 0.0% 0.0% 20.0% 14,943,281
Section N1-8400 : Meteological Observation System 6,049,696 96,215,539 80.0% 3.4% 0.0% 0.0% 83.4% 80,243,760
Division 2 : (N2) Aeronautical Ground Lighting (AGL) 134,803,091 0 255,408,746 213,010,894

Part 3 : Utility Works 160,598,296 0 461,033,620 310,594,388
Division 1 : (U1) Water Supply and Distribution System 54,806,913 0 138,455,304 62,797,020 Section N2-9050: General 2,163,800 13,848,320 70.0% 13.4% 0.0% 0.0% 83.4% 11,549,499
Section U1-3050 : General Section N2-9100: Approach Lighting System 4,564,121 82,154,181 70.0% 13.4% 0.0% 0.0% 83.4% 68,516,587
174,960 1,399,680 80.0% 0.0% 0.0% 80.0% 1,119,744
Section U1-3110 : Water Supply 831,186 6,649,485 15.0% 0.0% 0.0% 15.0% 997,423 Section N2-9200: Precision Approach Path Indicator 4,610,152 1,844,061 70.0% 13.4% 0.0% 0.0% 83.4% 1,537,947
Section U1-3130 : Water Storage 1,413,505 11,308,040 10.0% 0.0% 0.0% 10.0% 1,130,804 Section N2-9300: Runway Lighting System 31,055,618 33,125,992 70.0% 13.4% 0.0% 0.0% 83.4% 27,627,077
Section U1-3150 : Water Distribution 52,387,262 119,098,099 50.0% 0.0% 0.0% 50.0% 59,549,050 Section N2-9400: Taxiway Lighting System 18,792,925 20,045,787 70.0% 13.4% 0.0% 0.0% 83.4% 16,718,186
Division 2 : (U2) Electrical Supply and Distribution System 100,112,036 0 277,143,546 231,137,717 Section N2-9500: Other Lighting 2,971,850 3,169,973 70.0% 13.4% 0.0% 0.0% 83.4% 2,643,757
Section U2-3210 : Electrical Power Supply 20,537,726 131,441,446 80.0% 3.4% 0.0% 0.0% 83.4% 109,622,166 Section N2-9600: Apron Floodlighting 17,160,924 3,050,831 70.0% 13.4% 0.0% 0.0% 83.4% 2,544,393
Section U2-3230 : Standby Generator 9,250,000 133,200,000 80.0% 3.4% 0.0% 0.0% 83.4% 111,088,800 Section N2-9700: Underground Cable Ducts 48,075,268 8,546,714 70.0% 13.4% 0.0% 0.0% 83.4% 7,127,960
Section U2-3270 : Power Distribution 39,721,947 7,061,680 70.0% 13.4% 0.0% 0.0% 83.4% 5,889,441 Section N2-9800: Control and Monitoring System 5,408,434 89,622,888 80.0% 3.4% 0.0% 0.0% 83.4% 74,745,488
Section U2-3290 : Road and Carpark Lighting 30,602,363 5,440,420 70.0% 13.4% 0.0% 0.0% 83.4% 4,537,310
Division 3 : (U3) Sewerage and Sewage Treatment Plant System 5,679,347 0 45,434,770 16,659,650
TOTAL 1,688,165,687 0.0% 0 5,557,405,919 51.0% 2,835,435,117
Section U3-3310 : Civil Works 2,163,477 17,307,813 0.0% 15.0% 0.0% 0.0% 15.0% 2,596,172 Bid Amount Japan Contents Amount Japan Contents
(Yen) (Yen) (%)
Section U3-3350 : Mechanical Works 3,515,870 28,126,957 50.0% 0.0% 0.0% 50.0% 14,063,479
Combined Total 8,748,039,068 2,835,435,117 32.4%
Source: JICA Study Team Source: JICA Study Team
10-22
10.5. Update of Operation and Maintenance Cost

As the results of Basic Design, electrical demand for PTB is reduced mainly because of the
adoption of natural ventilation in lieu of air-conditioning at almost 50% of public floor area,
and cancelation of elevators, escalators and passenger boarding bridges. Average utility
consumptions for the year 2020 are assumed as shown in Table 10.5-1.
Table 10.5-1 Utility Consumption for the year 2020

Maximum Average
Location Utility
Demand Consumption
Water/ day 380 ton 300 ton
Passenger Terminal Buildings (PTB)
Electricity/ hour 380 kwh 270 kwh
Others (Control Tower, Admin Building, Fire Water/ day 40 ton 30 ton
Station, Ancillary Building, Utilities, Navaids
Electricity/ hour 450 kwh 300 kwh
Buildings, Navaids, Rord & Car Parks),
Further study on the BMUI water supply revealed that running cost for the 14-km long new
water transmission lines (with receiving tank, relay tank and pipes) would raise the current
rate of Php 30 to be Php 35/m3.
Hence, operation and maintenance costs for the year 2020 are updated as shown in Table
10.5-2.
Table 10.5-2 Operation and Maintenance Cost for the year 2020
COST SAVING SCENARIO
Air Side Facilities PTB & CTB
Runway, Taxiway Apron, Air Navigation, Control Tower Utilities, Misceranneous Private: Passenger Terminals
Number Monthly Rate months Amount Number Monthly Rate months Amount
1 Administration & Operation 91 Total 27,488,500 1 Administration & Operation 100 Total 32,510,600
Salary/SSS/Insulance Salary/SSS/Insulance subtotal
General Manager 1 70,000 13 910,000 General Manager 1 70,000 13 910,000
Assistant Manager 1 40,000 13 520,000 Assistant Manager 1 60,000 13 780,000
Finance & Administration 3 30,000 13 1,170,000 Director 3 50,000 13 1,950,000
Planning & Enginieering 3 30,000 13 1,170,000 Administration
Operations Chief 1 40,000 13 520,000
Air Traffic Controller 10 20,000 13 2,600,000 Deputy 1 30,000 13 390,000
Air Navigation 4 20,000 13 1,040,000 Staff 2 20,000 13 520,000
Landside 4 20,000 13 1,040,000 Financial
Maintenance Chief 1 40,000 13 520,000
Building 4 20,000 13 1,040,000 Deputy 2 30,000 13 780,000
Ground 4 20,000 13 1,040,000 Staff 2 20,000 13 520,000
Vehicle 4 20,000 13 1,040,000 Facility/IT
Safety Officer Chief 1 40,000 13 520,000
Rescue & Fire Fighting 10 20,000 13 2,600,000 Deputy 2 30,000 13 780,000
Safety 3 20,000 13 780,000 Staff 2 20,000 13 520,000
Salary subtotal 51 14,950,000 Operations
SSS and Insulances 20.0% 2,990,000 Chief 1 40,000 13 520,000
Furnitures & Consumables 3.0% 448,500 Deputy 2 30,000 13 780,000
Outsource Staff 3 20,000 13 780,000
Civil Security 20 20,000 13 5,200,000 Engineering
Cleaning/Routine Maintenance 20 15,000 13 3,900,000 Chief 1 40,000 13 520,000
Outsource subtotal 40 9,100,000 Deputy 1 30,000 13 390,000
Staff 2 20,000 13 520,000
2 Water and Electricity Quantity Rate Days 10,238,250 Salary subtotal 29 12,220,000
Water (30 Kl/day) 30 35.0 365 383,250 SSS and Insulances 20.0% 2,444,000
Electricity (300KWh x 12 hours) 3,600 7.5 365 9,855,000 Furnitures & Consumables 3.0% 366,600
Outsource
Total Construction less General Requirements/ Earthwork/ Drainage Security 40 20,000 13 10,400,000
3 Maintenance/Replacement 1.0% 2,889,906,000 28,899,060 Bridge Operator 4 20,000 13 1,040,000
Public Adress 3 20,000 13 780,000
Total 66,625,810 PSC Collection Counter 2 20,000 13 520,000
Car with Driver 2 35,000 12 840,000
4 Upon Solar Power (300 kwh) has been applied, amount saved is: Cleaning/Routine Maintenance 20 15,000 13 3,900,000
less: Electricity (300 kwh x 7 hours) -2,100 7.5 365 -5,748,750 Outsource subtotal 71 17,480,000

Water (300 Kl/day) 300 35.0 365 3,832,500
Total Cost for PTB Construction

3 Maintenance/Replacement 1.0% 920,300,000 9,203,000
Total 54,415,600
4 Upon Solar Power (270 kwh) has been applied, amount saved is:
less: Electricity (270 kwh x 7 hours) -1,890 7.5 365 -5,173,875
10-23
10.6. Financial Analysis

Financial Internal Rate of Return (FIRR) is updated to be 2.00 % as shown in Table 10.6-1.
Table 10.6-1 Updated Financial Analysis (Medium Case Traffic)

YEAR 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 Total
TRAFFIC DEMAND
A-1 Annual Passengers 0 0 1,040,221 1,119,363 1,198,505 1,277,647 1,356,789 1,435,931 1,489,149 1,542,367 1,595,585 1,648,803 1,702,019 1,753,197 1,804,375 1,855,553 1,906,731 1,957,911 2,007,247 2,056,583 2,105,919 2,155,255 2,204,589 2,251,850 2,299,111 2,346,372 2,393,633 2,440,894 2,485,824 2,530,754 2,575,684 2,620,614 2,665,544 2,710,474 62,534,493
Domestic 0 0 1,037,304 1,115,374 1,193,444 1,271,514 1,349,584 1,393,291 1,427,815 1,462,339 1,496,863 1,531,387 1,565,911 1,607,389 1,648,867 1,690,345 1,731,823 1,773,306 1,806,022 1,838,738 1,871,454 1,904,170 1,936,880 1,972,851 2,008,822 2,044,793 2,080,764 2,116,735 2,150,481 2,184,227 2,217,973 2,251,719 2,285,461 2,319,203 56,286,849
International 0 0 2,917 3,989 5,061 6,133 7,205 42,640 61,334 80,028 98,722 117,416 136,108 145,808 155,508 165,208 174,908 184,605 201,225 217,845 234,465 251,085 267,709 278,999 290,289 301,579 312,869 324,159 335,343 346,527 357,711 368,895 380,083 391,271 6,247,644
A-2 Cargo (tons) 0 0 8,227 8,727 9,227 9,727 10,228 10,728 10,970 11,213 11,455 11,698 11,940 12,232 12,523 12,814 13,106 13,397 13,627 13,857 14,087 14,316 14,546 14,799 15,052 15,304 15,557 15,810 16,047 16,284 16,521 16,758 16,995 17,232 425,004
A-3 Annual Aircraft Movements 0 0 11,038 11,676 12,320 12,898 13,244 13,918 14,120 14,324 14,844 15,072 15,624 15,912 16,194 16,478 16,766 17,050 17,296 17,526 17,754 18,300 18,542 18,802 19,060 19,318 19,564 19,806 20,040 20,276 20,506 20,742 20,974 21,206 541,190
Domestic 0 0 11,022 11,658 12,294 12,870 13,208 13,548 13,712 13,876 14,040 14,206 14,370 14,568 14,764 14,962 15,160 15,358 15,514 15,668 15,824 15,980 16,136 16,308 16,478 16,650 16,822 16,992 17,154 17,314 17,474 17,636 17,796 17,956 487,318
DH3 0 0 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 2,560 81,920
A320 0 0 8,462 9,098 9,734 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 10,240 324,254
B767 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 0 0 0 0 0 70 408 748 912 1,076 1,240 1,406 1,570 1,768 1,964 2,162 2,360 2,558 2,714 2,868 3,024 3,180 3,336 3,508 3,678 3,850 4,022 4,192 4,354 4,514 4,674 4,836 4,996 5,156 81,144
International 0 0 16 18 26 28 36 370 408 448 804 866 1,254 1,344 1,430 1,516 1,606 1,692 1,782 1,858 1,930 2,320 2,406 2,494 2,582 2,668 2,742 2,814 2,886 2,962 3,032 3,106 3,178 3,250 53,872
A320 0 0 0 0 0 0 0 330 364 400 752 812 1,196 1,278 1,360 1,442 1,526 1,608 1,694 1,750 1,798 2,164 2,226 2,290 2,352 2,412 2,446 2,480 2,514 2,548 2,582 2,616 2,650 2,684 48,274
B767 0 0 16 18 26 28 36 40 44 48 52 54 58 66 70 74 80 84 88 92 96 100 104 108 114 118 122 126 130 136 140 144 148 152 2,712
A330 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 36 56 76 96 116 138 174 208 242 278 310 346 380 414 2,886
A-4 Fuel Consumption 0 0 16,268 17,485 18,805 20,049 21,485 25,929 26,944 27,977 31,949 33,179 37,449 39,109 40,694 42,285 43,930 45,522 46,990 48,478 49,977 54,433 56,062 57,771 59,487 61,198 62,935 64,627 66,287 68,013 69,627 71,326 72,979 74,632 1,473,879
Domestic km kl/km 0 0 15,995 17,178 18,361 19,571 20,871 22,178 22,808 23,439 24,069 24,707 25,337 26,099 26,852 27,613 28,374 29,135 29,735 30,327 30,927 31,526 32,126 32,787 33,441 34,102 34,763 35,416 36,039 36,654 37,269 37,892 38,507 39,122 923,222
DH3 (Cebu) 100 0.0010 0 0 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 256 8,192
A320 (Manila) 620 0.0030 0 0 15,739 16,922 18,105 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 19,046 603,112
B767 (Manila) 620 0.0055 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (Manila) 620 0.0062 0 0 0 0 0 269 1,568 2,875 3,506 4,136 4,767 5,405 6,035 6,796 7,550 8,311 9,072 9,833 10,433 11,025 11,624 12,224 12,824 13,485 14,138 14,799 15,461 16,114 16,737 17,352 17,967 18,590 19,205 19,820 311,918
International km kl/km 0 0 273 307 443 477 614 3,751 4,135 4,538 7,880 8,472 12,112 13,011 13,842 14,672 15,556 16,387 17,255 18,151 19,050 22,907 23,936 24,984 26,047 27,096 28,172 29,210 30,248 31,358 32,358 33,434 34,472 35,510 550,657
A320 (Japan/Korea/China) 3,100 0.0030 0 0 0 0 0 0 0 3,069 3,385 3,720 6,994 7,552 11,123 11,885 12,648 13,411 14,192 14,954 15,754 16,275 16,721 20,125 20,702 21,297 21,874 22,432 22,748 23,064 23,380 23,696 24,013 24,329 24,645 24,961 448,948
B767 (Japan/Korea/China) 3,100 0.0055 0 0 273 307 443 477 614 682 750 818 887 921 989 1,125 1,194 1,262 1,364 1,432 1,500 1,569 1,637 1,705 1,773 1,841 1,944 2,012 2,080 2,148 2,217 2,319 2,387 2,455 2,523 2,592 46,240
A330 (Japan/Korea/China) 3,100 0.0062 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 308 692 1,076 1,461 1,845 2,230 2,652 3,344 3,998 4,651 5,343 5,958 6,650 7,304 7,957 55,469
A-5 Daily Fuel Consumption (Kl) 0 0 63 67 72 77 83 100 104 108 123 128 144 150 157 163 169 175 181 186 192 209 216 222 229 235 242 249 255 262 268 274 281 287 5,669
REVENUE
B Airfield Revenue ('000 Pesos) 0 0 0 0 32,149 51,335 54,623 59,300 69,465 72,320 75,210 82,710 85,932 93,907 98,026 102,017 106,040 110,150 114,184 117,747 121,395 125,092 133,429 137,343 141,494 145,653 149,829 154,106 158,296 162,393 166,592 170,610 174,800 178,905 60,983 3,506,035
B-1 Landing Fee 0 0 0 0 25,441 40,807 43,676 47,939 55,009 57,374 59,756 64,880 67,455 72,857 76,130 79,299 82,494 85,745 88,940 91,659 94,526 97,455 103,142 106,193 109,454 112,715 115,997 119,431 122,787 126,044 129,372 132,552 135,865 139,101 47,445 2,731,540
Domestic 0 0 0 0 25,206 40,297 43,126 47,232 51,362 53,354 55,346 57,338 59,354 61,347 63,752 66,132 68,537 70,942 73,348 75,242 77,113 79,008 80,903 82,798 84,887 86,952 89,041 91,131 93,195 95,163 97,107 99,050 101,018 102,962 34,968 2,207,211
DH3 (18 tons) Peso 1,734 0 0 0 0 1,480 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 2,220 740 66,600
A320 (75 tons) Peso 7,824 0 0 0 0 23,726 38,077 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 40,056 13,352 1,196,723
B767 (157 tons) Peso 17,682 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 24,294 0 0 0 0 0 0 850 4,956 9,086 11,078 13,070 15,062 17,078 19,071 21,476 23,856 26,261 28,666 31,072 32,966 34,837 36,732 38,627 40,522 42,611 44,676 46,765 48,855 50,919 52,887 54,831 56,774 58,742 60,686 20,876 943,888
International 0 0 0 0 235 510 550 707 3,647 4,020 4,410 7,542 8,101 11,510 12,378 13,167 13,957 14,803 15,592 16,417 17,413 18,447 22,239 23,395 24,567 25,763 26,956 28,300 29,592 30,881 32,265 33,502 34,847 36,139 12,476 524,329
A320 (75 tons) Peso 17,342 0 0 0 0 0 0 0 0 2,862 3,156 3,468 6,521 7,041 10,371 11,082 11,793 12,504 13,232 13,943 14,689 15,175 15,591 18,765 19,302 19,857 20,395 20,915 21,210 21,505 21,799 22,094 22,389 22,684 22,979 7,758 403,080
B767 (157 tons) Peso 39,264 0 0 0 0 235 510 550 707 785 864 942 1,021 1,060 1,139 1,296 1,374 1,453 1,571 1,649 1,728 1,806 1,885 1,963 2,042 2,120 2,238 2,317 2,395 2,474 2,552 2,670 2,748 2,827 2,906 995 50,822
A330 (212 tons) Peso 53,967 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 432 971 1,511 2,051 2,590 3,130 3,724 4,695 5,613 6,530 7,501 8,365 9,336 10,254 3,724 70,427
B-2 Parking Fee to s tay overnight (8pm - 5am) 0 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 219 17,263
Domestic 0 0 0 0 0 0 0 0 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 656 219 17,263
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A320 (67 tons) Peso 3,002 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B767 (157 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (212 tons) Peso 3,654 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
B-3 Lighting Charge 38% operated nighttime 0 0 0 0 887 1,404 1,470 1,510 1,685 1,708 1,731 1,791 1,817 1,879 1,912 1,944 1,977 2,010 2,042 2,070 2,096 2,122 2,185 2,212 2,242 2,271 2,301 2,329 2,356 2,383 2,410 2,436 2,463 2,489 817 60,950
nighttime landing/takeoff Peso 300 0 0 0 0 887 1,404 1,470 1,510 1,587 1,610 1,633 1,692 1,718 1,781 1,814 1,846 1,878 1,911 1,944 1,972 1,998 2,024 2,086 2,114 2,143 2,173 2,202 2,230 2,258 2,285 2,311 2,338 2,365 2,391 806 58,382
B-4 Air Navigation Charge 0 0 0 0 1,031 1,666 1,748 1,829 3,526 3,734 3,953 5,735 6,063 8,003 8,474 8,925 9,374 9,845 10,295 10,760 11,156 11,532 13,482 13,927 14,384 14,841 15,288 15,676 16,053 16,430 16,826 17,192 17,580 17,956 6,111 313,395
Domestic Pes o/FLT 250 0 0 0 0 971 1,537 1,609 1,651 1,694 1,714 1,735 1,755 1,776 1,796 1,821 1,846 1,870 1,895 1,920 1,939 1,959 1,978 1,998 2,017 2,039 2,060 2,081 2,103 2,124 2,144 2,164 2,184 2,205 2,225 748 57,559
International Pes o/FLT 9,900 0 0 0 0 59 129 139 178 1,832 2,020 2,218 3,980 4,287 6,207 6,653 7,079 7,504 7,950 8,375 8,821 9,197 9,554 11,484 11,910 12,345 12,781 13,207 13,573 13,929 14,286 14,662 15,008 15,375 15,731 5,363 255,836
B-5 Royalty Fee (Fuel) Pes o/kl 90 0 0 0 0 1,049 1,692 1,804 1,934 2,334 2,425 2,518 2,875 2,986 3,370 3,520 3,662 3,806 3,954 4,097 4,229 4,363 4,498 4,899 5,046 5,199 5,354 5,508 5,664 5,816 5,966 6,121 6,266 6,419 6,568 2,239 126,181
B-6 Vehicle Parking Fee initial year 6,255,900 0 0 0 0 3,740 5,765 5,924 6,088 6,256 6,424 6,596 6,774 6,955 7,142 7,334 7,531 7,733 7,941 8,154 8,373 8,598 8,829 9,066 9,310 9,560 9,816 10,080 10,351 10,629 10,914 11,207 11,508 11,817 12,135 4,154 256,706
C Passenger Terminal Revenue ('000 Pesos) 0 0 0 0 100,742 160,529 169,958 179,452 195,447 204,983 214,531 224,548 234,155 250,757 258,748 266,738 274,745 282,773 290,807 299,767 308,737 317,729 327,195 336,238 344,205 352,184 360,184 368,204 376,232 384,000 391,794 399,589 407,422 415,264 141,042 8,838,700
C-1 Passenger Service Charge 0 0 0 0 75,089 120,736 128,838 136,939 151,055 159,649 168,242 176,835 185,428 194,021 200,836 207,652 214,467 221,282 228,097 235,939 243,781 251,623 259,465 267,308 274,010 280,711 287,413 294,115 300,818 307,267 313,718 320,168 326,618 333,069 113,173 6,978,363
Domestic Peso 200 0 0 0 0 74,358 119,344 127,151 134,958 139,329 142,782 146,234 149,686 153,139 156,591 160,739 164,887 169,035 173,182 177,331 180,602 183,874 187,145 190,417 193,688 197,285 200,882 204,479 208,076 211,674 215,048 218,423 221,797 225,172 228,546 77,307 5,333,161
C-2 Check-in Counter Rental $33.68 per initial 2hour 0 0 0 0 10,041 16,000 16,939 17,935 19,406 19,939 20,474 21,467 22,039 23,079 23,788 24,483 25,183 25,891 26,592 27,177 27,759 28,346 29,394 30,002 30,659 31,312 31,970 32,630 33,278 33,903 34,533 35,147 35,778 36,398 12,339 803,882
Domestic 0 0 0 0 10,015 15,943 16,879 17,857 18,842 19,316 19,791 20,266 20,747 21,221 21,795 22,362 22,935 23,508 24,082 24,533 24,979 25,431 25,882 26,334 26,832 27,324 27,822 28,320 28,812 29,281 29,745 30,208 30,677 31,140 10,534 723,416
DH3 (2 counters) Peso 1,448 0 0 0 0 1,235 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 1,853 618 55,587
A320 (2 counters) Peso 2,895 0 0 0 0 8,780 14,091 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 14,823 4,941 442,858
B767 (3 counters) Peso 4,343 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
A330 (4 counters) Peso 5,790 0 0 0 0 0 0 203 1,181 2,166 2,640 3,115 3,590 4,071 4,545 5,119 5,686 6,259 6,833 7,406 7,857 8,303 8,755 9,207 9,658 10,156 10,648 11,146 11,644 12,136 12,605 13,069 13,532 14,001 14,464 4,976 224,971
International 0 0 0 0 26 56 61 78 565 622 683 1,201 1,293 1,857 1,993 2,121 2,248 2,383 2,510 2,643 2,779 2,915 3,512 3,668 3,827 3,988 4,147 4,309 4,466 4,622 4,789 4,939 5,101 5,258 1,805 80,467
A320 (67 tons) Peso 2,895 0 0 0 0 0 0 0 0 478 527 579 1,089 1,175 1,731 1,850 1,969 2,087 2,209 2,328 2,452 2,533 2,603 3,133 3,222 3,315 3,405 3,492 3,541 3,590 3,639 3,688 3,738 3,787 3,836 1,295 67,290
B767 (142 tons) Peso 4,343 0 0 0 0 26 56 61 78 87 96 104 113 117 126 143 152 161 174 182 191 200 208 217 226 235 248 256 265 274 282 295 304 313 321 110 5,621
A330 (212 tons) Peso 5,790 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 46 104 162 220 278 336 400 504 602 701 805 897 1,002 1,100 400 7,556
Domestic 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
International 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
C-4 Floor Rental Peso/Year 16,288,910 0 0 0 0 6,516 9,773 9,773 9,773 9,773 9,773 9,773 9,773 9,773 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 16,289 5,430 432,199
C-5 Concession Privilege Fee Peso/Year 5,127,553 0 0 0 0 3,066 4,725 4,856 4,990 5,128 5,265 5,407 5,552 5,701 5,854 6,011 6,173 6,338 6,509 6,684 6,863 7,047 7,237 7,431 7,630 7,835 8,046 8,262 8,484 8,712 8,946 9,186 9,433 9,686 9,946 3,404 210,405
C-6 Advertising Peso/Year 7,169,520 0 0 0 0 4,287 6,607 6,790 6,977 7,170 7,362 7,560 7,763 7,971 8,185 8,405 8,631 8,863 9,101 9,345 9,596 9,854 10,118 10,390 10,669 10,956 11,250 11,552 11,862 12,181 12,508 12,844 13,189 13,543 13,907 4,760 294,195
C-7 Other fees and Charges Peso/Year 2,916,000 0 0 0 0 1,743 2,687 2,761 2,838 2,916 2,994 3,075 3,157 3,242 3,329 3,419 3,510 3,605 3,701 3,801 3,903 4,008 4,115 4,226 4,339 4,456 4,576 4,698 4,825 4,954 5,087 5,224 5,364 5,508 5,656 1,936 119,656
Sale of the existing airport property 0 0 0 0 1,150,000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1,150,000

TOTAL REVENUE 0 0 0 0 1,282,891 211,864 224,580 238,752 264,913 277,303 289,741 307,257 320,086 344,664 356,774 368,755 380,785 392,923 404,991 417,513 430,132 442,820 460,624 473,582 485,699 497,837 510,013 522,310 534,528 546,393 558,385 570,199 582,222 594,169 202,026 13,494,735
EXPENDITURE ('000 Pesos)

E-1 Construction Cost 370,784 408,683 1,909,180 3,070,100 942,969 40,523 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6,742,238
Construction Cost 0 221,133 1,686,262 2,782,860 769,979 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5,460,234
Land Acuisition 206,850 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 206,850
Administration Cost 11,988 12,653 60,522 99,439 31,205 1,353 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 217,160
E-2 Operating Expense for PTB/CTB 0 0 0 0 29,718 45,696 46,846 48,028 49,242 50,456 51,703 52,983 54,298 55,648 57,034 58,458 59,919 61,420 62,962 64,544 66,169 67,838 69,552 71,312 73,118 74,974 76,879 78,836 80,845 82,908 85,026 87,201 89,435 91,728 31,361 1,976,135
Administration Cost (Wage/ SSS/ AD) 0 0 0 0 19,438 29,961 30,788 31,638 32,511 33,384 34,280 35,201 36,146 37,117 38,114 39,137 40,188 41,268 42,376 43,514 44,683 45,883 47,115 48,380 49,679 51,014 52,384 53,790 55,235 56,718 58,242 59,806 61,412 63,061 21,585 1,334,045
Maintenance & Replacement 1 % of total cons truction 0 0 0 0 6,135 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 9,203 3,068 276,090
Water & Electricity 0 0 0 0 7,594 11,706 12,029 12,361 12,702 13,043 13,393 13,753 14,122 14,502 14,891 15,291 15,702 16,123 16,556 17,001 17,458 17,926 18,408 18,902 19,410 19,931 20,466 21,016 21,580 22,160 22,755 23,366 23,994 24,638 8,433 521,216
Solar Power Generation saved 0 0 0 0 -3,449 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -5,174 -1,725 -155,216
E-3 Operating Expense for Air Side 0 0 0 0 37,990 57,918 58,878 59,864 60,877 61,890 62,931 63,999 65,096 66,222 67,379 68,567 69,787 71,039 72,325 73,646 75,002 76,395 77,824 79,293 80,801 82,349 83,939 85,571 87,247 88,969 90,736 92,552 94,415 96,329 32,765 2,242,595
Administration Cost (Wage/ SSS/ AD) 0 0 0 0 16,435 25,333 26,032 26,750 27,489 28,227 28,985 29,763 30,563 31,383 32,226 33,092 33,980 34,893 35,830 36,792 37,780 38,795 39,837 40,907 42,005 43,133 44,292 45,481 46,703 47,957 49,245 50,567 51,925 53,320 18,251 1,127,968
Maintenance & Replacement 1 % of total cons truction 0 0 0 0 19,266 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 28,899 9,633 866,972
Water & Electricity 0 0 0 0 6,121 9,435 9,696 9,963 10,238 10,513 10,796 11,085 11,383 11,689 12,003 12,325 12,656 12,996 13,345 13,703 14,071 14,449 14,837 15,236 15,645 16,065 16,497 16,940 17,395 17,862 18,341 18,834 19,340 19,859 6,798 420,118
Solar Power Generation saved 0 0 0 0 -3,833 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -5,749 -1,916 -172,463
TOTAL EXPENDITURE 370,784 408,683 1,909,180 3,070,100 1,010,677 144,137 105,724 107,891 110,119 112,346 114,633 116,982 119,394 121,870 124,413 127,025 129,706 132,459 135,287 138,190 141,171 144,233 147,376 150,604 153,919 157,323 160,818 164,407 168,092 171,876 175,762 179,753 183,850 188,058 64,126 10,960,968
NET CASH FLOW 2.00% -370,784 -408,683 -1,909,180 -3,070,100 272,214 67,727 118,857 130,861 154,794 164,957 175,108 190,275 200,693 222,794 232,361 241,730 251,079 260,464 269,704 279,323 288,961 298,588 313,248 322,977 331,780 340,514 349,195 357,903 366,436 374,516 382,623 390,447 398,372 406,111 137,900 2,533,767
10-24
10.7. Economic Analysis

Economic Internal Rate of Return (FIRR) is updated to be 25.02 % for base case and
19.07 % for the most critical case (cost increased by 20% and revenue decreased by 20 %)
as shown in Table 10.7-1.
Table 10.7-1 Updated Economic Analysis

Base Case Construction Cost : +/- 0%

2012 354,504 0 0 354,504 354,504 0 0 0 0 0 0 0 0 0 0 -354,504 -354,504
2013 366,251 0 0 366,251 366,251 0 0 0 0 0 0 0 0 0 0 -366,251 -366,251
2014 1,711,109 0 0 1,711,109 1,711,109 0 0 0 0 0 0 0 0 0 0 -1,711,109 -1,711,109
2015 2,751,815 0 0 2,751,815 2,751,815 0 0 0 0 0 0 0 0 0 0 -2,751,815 -2,751,815
2016 845,280 5,159 13,819 864,257 864,257 69,820 419,677 489,496 258 1,505 14,642 16,406 920,000 1,425,902 1,425,902 561,645 561,645
2017 36,326 7,738 21,300 65,364 56,838 130,779 809,252 940,032 495 2,267 21,963 24,725 0 964,757 838,919 899,393 782,081
2018 0 7,738 21,888 29,626 22,401 157,728 1,008,265 1,165,992 528 2,269 21,963 24,760 0 1,190,753 900,380 1,161,127 877,979
2019 0 7,738 22,606 30,344 19,952 185,457 1,211,782 1,397,239 631 2,278 21,963 24,872 0 1,422,111 935,061 1,391,767 915,110
2020 0 7,738 23,344 31,082 17,771 202,986 1,402,507 1,605,493 2,950 2,521 21,963 27,434 0 1,632,927 933,631 1,601,844 915,860
2021 0 7,738 24,083 31,821 15,820 217,760 1,700,441 1,918,202 3,234 2,550 21,963 27,746 0 1,945,948 967,480 1,914,127 951,660
2022 0 7,738 24,841 32,579 14,085 232,655 2,001,232 2,233,888 3,530 2,580 21,963 28,074 0 2,261,961 977,908 2,229,383 963,824
2023 0 7,738 25,619 33,357 12,540 244,623 2,009,816 2,254,439 5,985 2,839 21,963 30,787 0 2,285,227 859,101 2,251,869 846,561
2024 0 7,738 26,418 34,156 11,166 259,548 2,292,018 2,551,566 6,421 2,885 21,963 31,269 0 2,582,835 844,333 2,548,679 833,168
2025 0 7,738 27,239 34,977 9,943 271,535 2,278,390 2,549,925 9,093 4,660 21,963 35,716 0 2,585,641 735,001 2,550,664 725,058
2026 0 7,738 28,082 35,820 8,854 284,643 2,452,276 2,736,919 9,755 4,728 21,963 36,445 0 2,773,364 685,533 2,737,544 676,679
2027 0 7,738 28,948 36,686 7,885 297,972 2,635,020 2,932,992 10,366 4,791 21,963 37,120 0 2,970,112 638,406 2,933,427 630,520
2028 0 7,738 29,836 37,574 7,023 311,454 2,819,350 3,130,803 10,978 4,855 21,963 37,796 0 3,168,599 592,234 3,131,025 585,211
2029 0 7,738 30,749 38,487 6,255 325,096 3,005,337 3,330,434 11,628 4,922 21,963 38,513 0 3,368,947 547,548 3,330,460 541,293
2030 0 7,738 31,686 39,424 5,572 338,907 3,192,974 3,531,881 12,239 4,986 21,963 39,188 0 3,571,069 504,694 3,531,645 499,123
2031 0 7,738 32,648 40,386 4,963 351,187 3,438,018 3,789,204 12,878 5,053 21,963 39,893 0 3,829,098 470,575 3,788,712 465,612
2032 0 7,738 33,636 41,374 4,421 363,619 3,684,404 4,048,023 13,567 5,121 21,963 40,651 0 4,088,674 436,935 4,047,300 432,514
2033 0 7,738 34,651 42,389 3,939 376,210 3,932,168 4,308,378 14,266 5,189 21,963 41,418 0 4,349,796 404,209 4,307,407 400,270
2034 0 7,738 35,693 43,431 3,509 385,905 3,886,546 4,272,451 17,135 5,487 21,963 44,585 0 4,317,035 348,839 4,273,605 345,329
2035 0 7,738 36,763 44,501 3,127 398,687 4,123,831 4,522,518 17,929 5,565 21,963 45,457 0 4,567,975 320,970 4,523,475 317,843
2036 0 7,738 37,861 45,599 2,786 409,991 4,308,616 4,718,607 18,736 5,645 21,963 46,344 0 4,764,951 291,140 4,719,352 288,354
2037 0 7,738 38,989 46,727 2,483 421,442 4,494,410 4,915,852 19,556 5,725 21,963 47,244 0 4,963,096 263,693 4,916,369 261,210
2038 0 7,738 40,148 47,886 2,212 433,042 4,681,150 5,114,192 20,369 5,805 21,963 48,137 0 5,162,329 238,503 5,114,444 236,290
2039 0 7,738 41,337 49,075 1,972 444,794 4,868,936 5,313,731 21,228 5,886 21,963 49,076 0 5,362,807 215,448 5,313,732 213,476
2040 0 7,738 42,558 50,296 1,757 456,702 5,057,776 5,514,478 22,055 5,964 21,963 49,982 0 5,564,460 194,390 5,514,164 192,633
2041 0 7,738 43,813 51,551 1,566 467,180 5,240,503 5,707,683 22,881 6,042 21,963 50,886 0 5,758,569 174,932 5,707,019 173,366
2042 0 7,738 45,101 52,839 1,396 477,793 5,424,087 5,901,879 23,765 6,125 21,963 51,853 0 5,953,732 157,270 5,900,894 155,874
2043 0 7,738 46,423 54,161 1,244 488,542 5,608,454 6,096,996 24,560 6,201 21,963 52,723 0 6,149,719 141,258 6,095,558 140,014
2044 0 7,738 47,781 55,519 1,109 499,431 5,793,677 6,293,108 25,419 6,282 21,963 53,664 0 6,346,771 126,769 6,291,252 125,660
2045 0 7,738 49,176 56,914 989 510,460 5,979,819 6,490,279 26,246 6,360 21,963 54,569 0 6,544,848 113,674 6,487,935 112,686
2046 0 1,603 14,107 15,709 237 173,830 2,055,320 2,229,150 9,022 2,146 7,321 18,489 0 2,247,639 33,946 2,231,930 33,709
TOTAL 6,065,285 231,162 1,001,142 7,297,589 6,301,752 10,189,780 101,816,053 112,005,832 397,701 139,229 658,892 1,195,822 920,000 114,121,654 16,318,682 106,824,065 10,016,930
EIRR 25.02%
B /C 2.59
Sensitivity Case B Construction Cost : + 20%

Operating Expense : + 20%
Revenues : - 20% (thousand Php)

2012 425,405 0 0 425,405 425,405 0 0 0 0 0 0 0 0 0 0 -425,405 -425,405
2013 439,501 0 0 439,501 439,501 0 0 0 0 0 0 0 0 0 0 -439,501 -439,501
2014 2,053,331 0 0 2,053,331 2,053,331 0 0 0 0 0 0 0 0 0 0 -2,053,331 -2,053,331
2015 3,302,177 0 0 3,302,177 3,302,177 0 0 0 0 0 0 0 0 0 0 -3,302,177 -3,302,177
2016 1,014,336 6,190 16,582 1,037,109 1,037,109 55,856 335,741 391,597 207 1,204 14,642 16,053 736,000 1,143,650 1,143,650 106,541 106,541
2017 43,591 9,286 25,560 78,437 68,206 104,624 647,402 752,025 396 1,813 21,963 24,173 0 776,198 674,955 697,761 606,749
2018 0 9,286 26,265 35,551 26,882 126,182 806,612 932,794 423 1,815 21,963 24,201 0 956,995 723,625 921,444 696,744
2019 0 9,286 27,128 36,413 23,942 148,366 969,426 1,117,792 505 1,822 21,963 24,290 0 1,142,082 750,937 1,105,669 726,995
2020 0 9,286 28,013 37,299 21,326 162,388 1,122,006 1,284,394 2,360 2,017 21,963 26,340 0 1,310,734 749,416 1,273,435 728,091
2021 0 9,286 28,899 38,185 18,985 174,208 1,360,353 1,534,561 2,587 2,040 21,963 26,590 0 1,561,151 776,168 1,522,966 757,183
2022 0 9,286 29,809 39,094 16,902 186,124 1,600,986 1,787,110 2,824 2,064 21,963 26,852 0 1,813,962 784,226 1,774,867 767,324
2023 0 9,286 30,743 40,029 15,048 195,698 1,607,853 1,803,552 4,788 2,271 21,963 29,022 0 1,832,574 688,932 1,792,545 673,884
2024 0 9,286 31,702 40,988 13,399 207,639 1,833,614 2,041,253 5,137 2,308 21,963 29,408 0 2,070,661 676,903 2,029,673 663,504
2025 0 9,286 32,687 41,973 11,931 217,228 1,822,712 2,039,940 7,275 3,728 21,963 32,965 0 2,072,906 589,249 2,030,933 577,318
2026 0 9,286 33,698 42,984 10,625 227,715 1,961,821 2,189,535 7,804 3,782 21,963 33,549 0 2,223,084 549,512 2,180,100 538,887
2027 0 9,286 34,737 44,023 9,462 238,378 2,108,016 2,346,393 8,293 3,833 21,963 34,089 0 2,380,482 511,669 2,336,460 502,206
2028 0 9,286 35,803 45,089 8,427 249,163 2,255,480 2,504,643 8,782 3,884 21,963 34,629 0 2,539,272 474,608 2,494,183 466,181
2029 0 9,286 36,899 46,184 7,506 260,077 2,404,270 2,664,347 9,302 3,938 21,963 35,203 0 2,699,550 438,752 2,653,366 431,246
2030 0 9,286 38,023 47,309 6,686 271,126 2,554,379 2,825,505 9,791 3,989 21,963 35,743 0 2,861,248 404,376 2,813,939 397,690
2031 0 9,286 39,178 48,463 5,956 280,949 2,750,414 3,031,363 10,302 4,042 21,963 36,307 0 3,067,671 377,000 3,019,208 371,044
2032 0 9,286 40,363 49,649 5,306 290,895 2,947,523 3,238,418 10,854 4,097 21,963 36,913 0 3,275,332 350,018 3,225,683 344,712
2033 0 9,286 41,581 50,867 4,727 300,968 3,145,735 3,446,703 11,413 4,151 21,963 37,527 0 3,484,229 323,775 3,433,363 319,048
2034 0 9,286 42,831 52,117 4,211 308,724 3,109,237 3,417,961 13,708 4,390 21,963 40,060 0 3,458,021 279,426 3,405,904 275,214
2035 0 9,286 44,115 53,401 3,752 318,950 3,299,065 3,618,014 14,343 4,452 21,963 40,758 0 3,658,773 257,085 3,605,372 253,333
2036 0 9,286 45,433 54,719 3,343 327,993 3,446,893 3,774,886 14,989 4,516 21,963 41,468 0 3,816,354 233,180 3,761,635 229,837
2037 0 9,286 46,787 56,073 2,979 337,154 3,595,528 3,932,682 15,645 4,580 21,963 42,188 0 3,974,870 211,188 3,918,797 208,208
2038 0 9,286 48,177 57,463 2,655 346,434 3,744,920 4,091,354 16,295 4,644 21,963 42,902 0 4,134,256 191,005 4,076,793 188,350
2039 0 9,286 49,604 58,890 2,366 355,836 3,895,149 4,250,984 16,982 4,709 21,963 43,654 0 4,294,638 172,535 4,235,748 170,169
2040 0 9,286 51,070 60,356 2,108 365,362 4,046,221 4,411,583 17,644 4,771 21,963 44,378 0 4,455,961 155,666 4,395,605 153,557
2041 0 9,286 52,575 61,861 1,879 373,744 4,192,403 4,566,146 18,305 4,834 21,963 45,102 0 4,611,248 140,079 4,549,387 138,200
2042 0 9,286 54,121 63,406 1,675 382,234 4,339,269 4,721,503 19,012 4,900 21,963 45,875 0 4,767,378 125,932 4,703,972 124,257
2043 0 9,286 55,708 64,993 1,493 390,834 4,486,763 4,877,597 19,648 4,960 21,963 46,571 0 4,924,168 113,107 4,859,174 111,615
2044 0 9,286 57,337 66,623 1,331 399,545 4,634,942 5,034,486 20,335 5,025 21,963 47,323 0 5,081,810 101,503 5,015,187 100,172
2045 0 9,286 59,011 68,296 1,186 408,368 4,783,855 5,192,223 20,997 5,088 21,963 48,048 0 5,240,271 91,016 5,171,975 89,830
2046 0 1,923 16,928 18,851 285 139,064 1,644,256 1,783,320 7,217 1,717 7,321 16,255 0 1,799,575 27,179 1,780,724 26,894
TOTAL 7,278,342 277,395 1,201,370 8,757,107 7,562,103 8,151,824 81,452,842 89,604,666 318,161 111,383 658,892 1,088,436 736,000 91,429,101 13,086,672 82,671,994 5,524,569
EIRR 19.07%
B /C 1.73
10-25

Airport Facility Requirements

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Preparatory Survey for New Bohol Airport Construction and

Sustainable Environmental Protection Project

Airport Facility Requirements

4.1. General ·············································································································· 4-1

4.2. Airfield Requirements ······················································································ 4-5

4.3. Aeronautical Requirements ··········································································· 4-11

4.4. Landside Requirements ················································································ 4-24

4.5. Summary of Airport Facility Requirements ················································· 4-32

4.6. Zoning of Airport Facilities ············································································ 4-33

Chapter 4. Airport Facility Requirements

4.1.1. Design Year

4.1.2. Design Aircraft and Runway Length

A Design Aircraft is normally defined as an aircraft either with:

¾ the maximum seating capacity;

assumed to be the same as at Tagbilaran Airport, which is 34º C.

Source: JICA Study Team

Figure 4.1-1 Distance to Regional Cities from Bohol

Table 4.1-2 Design Aircraft in each category of ICAO code

4.2. Airfield Requirements

1) Aerodrome Reference Code

Source: ICAO Annex 14

2) Runway Turn Pad

Source: JICA Study Team

4) Runway End Safety Area

Table 4.2-2 ICAO Annex 14

Source: ICAO Annex 14

Source: JICA Study Team

5) Precision Approach Direction

Original direction of Precision Runway Operations: Prevailing wind direction

2007 FS: Airport Master Plan

Storm Water Detention and Precision Approach Lighting

2009 Design: Airport Master Plan

Source: JICA Study Team

Figure 4.2-3 Revision of Master Plan made in 2009

Source: JICA Study Team

2) Width of Taxiway Shoulder

3) Separation between Airfield (Runway, Taxiways and Apron)

Table 4.2-3 ICAO Annex 14 (Taxiway Minimum Separation Distances)

Source: ICAO Annex 14

Source: JICA Study Team

4.3. Aeronautical Requirements

4.3.1. Approach Category

The Approach Category is classified as a precision approach equipped with an Instrument

Table 4.3-1 ILS Operational Category

¾ A decision height (DH) is a specified height in the precision approach at which a

Source: Modified JCAB catalogue

Figure 4.3-1 Category of Precision Approach

The approach category should be determined by weather conditions such as value of

4.3.2. Obstacle Limitation Surfaces

The screening of obstacles is examined by following conditions:

9 Terrain condition by topographic maps of scale 1/50,000 and 1/250,000.

Inner Horizontal surface

Source: JICA Study Team

1) Topography and Navigation Warnings

Source: JICA Study Team

The assumed traffic flow for the new airport is as follows:

¾ Departing traffic to the north will be via LAMOK.

¾ Departing traffic to the south will be AROLA or a new point.

Source: JICA Study Team