PRDP Paranas.

Transcription

PRDP Paranas.

Feasibility Study for the Improvement/Concreting of Lipata to Casandig I
Farm-to-Market Road, Paranas, Samar
EXECUTIVE SUMMARY
A.
Project Title
: Improvement/Concreting of Brgy. Lipatato
to Brgy. Casandig I, Farm-to-Market Road
B.
C.
Project Location
Project Type
: Paranas, Samar
: Farm-To- Market Road
D.
Project Scale/Dimension
: 11.468 kilometers long by 5 meters wide
E.
Project Proponent
: Provincial Government of Samar
F.
Implementing Unit
: Provincial Government of Samar
G.
Population (Paranas)
: 29,327 (2010 Census)
29,906 (Projected 2014, NSO)
5,768 (Households population)
H.
Total No. of Brgys. of the : Forty Four (44)
Municipality
I.
Mode of Implementation
: Contract
J. Direct Road Influence Area (RIA
Direct Barangays
Lipata,
Minarog,Salay,Tutu
bigan,Casandig
I&Casandig II
No. of
Has.
Crops
Rice
Corn
Sweet Potato
Cassava
Gabi
Coconuts
Abaca
711.62
404.23
72.42
88.73
70.86
677.49
1.08
2,026.43
Total
K. Project Beneficiaries
:
Direct Beneficiary
Barangay
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
Population
Male
Female
No. of
HH
1,272
644
628
267
569
303
266
102
625
313
312
134
1,872
899
973
312
Page 1 of 54
5. Casandig I
6. Casandig II
Total
L.
Total Project Cost and
Cost Sharing
M.
Economic Viability
Indicators:
916
473
443
134
1,042
6,296
557
3,189
485
3,107
208
1,157
:Php113,534,809.11
World Bank
: Php90,827,847.29
Gov’t of the Phil. : 11,413,671.51
LGU Equity
: 11,413,671.51
ENPV = PhP15,078,000
EIRR
=
17.5%
BCR
=
1.15
N.Conclusion and Recommendations :
The proposed rehabilitation/concreting of Brgy. Lipata to Brgy. Casandig I
Farm-to-Market Road in the municipality of Paranas, has been found feasible
from the marketing, technical, economic and operational view point. It is
therefore highly recommended for inclusion in the implementation of the DAPRDP in the Province of Samar.
Page 2 of 54
I. INTRODUCTION
A. PROVINCIAL BACKGROUND
Samar Island lies southeast of
Luzon approximately between
12 degrees 0 minutes north
longitude and 125 degrees 0
minutes, east latitude.
It
occupies the northeast section of
Eastern Visayas Region (VIII).
Samar is connected to the
province of Leyte by the San
Juanico Bridge on the southeast
across the San Juanico Strait. It is
bounded by Northern Samar
and Eastern Samar on the north
and east respectively, Leyte Gulf
on the south and the Samar Sea
on the west. Catbalogan, the
provincial
capital
is
107
kilometers from Tacloban city,
the regional capital of Eastern
Visayas (Refer to Figure 1).
i. Demographics
The province of Samar has a
Figure 1. Map of the Province of Samar
total land area of 5,591 square
kilometers (559,100 hectares) representing 26.09 percent of Eastern Visayas total
Land area of 21,432 square kilometers. It has the largest area in the Island of
Samar and the second for the whole Eastern Visayas Region.
Samar has two cities (one city in each district) and 24 municipalities. It is divided
into two districts; the first district is composed of nine municipalities and the
second district which is composed of 15 municipalities. It has a total population of
733, 377 based on the 2010 Census of Population survey by the National Statistics
Office (NSO) which is projected to reach 744,461 in 2014 as shown in Table 1.
Page 3 of 54
Table 1. Total Area and Population of Cities/Municipalities
By District, Province Of Samar
Area
District/City/
Municipality
Samar
A. First District
1. Almagro
2. Calbayog City
3. Gandara
4. Matuguinao
5. Pagsanghan
6. San Jorge
7. Sta. Margarita
8. Sto. Niño
9. Tagapul-an
10. Tarangnan
B. Second District
1. Basey
2. Calbiga
3. Catbalogan
4. Daram
5. Hinabangan
6. Jiabong
7. Marabut
8. Motiong
9. Paranas
10. Pinabacdao
11. San Jose de Buan
12. San Sebastian
13. Sta. Rita
14. Talalora
15. Villareal
16. Zumarraga
Population
Area
(km2)
% to
Total
5,591.00
3,258.80
27.2
903.0
432.8
364.2
30.0
241.2
144.4
31.7
28.7
129.0
2,332.20
572.7
203.1
119.8
103.4
372.2
67.7
98.9
174.4
457.4
163.0
366.9
27.3
222.5
32.5
239.4
37.6
100.00
58.29
0.49
16.15
7.74
6.51
0.54
4.31
2.58
0.57
0.51
2.31
41.71
10.24
3.63
2.14
1.85
6.66
1.21
1.77
3.12
8.18
2.92
6.56
0.49
3.98
0.58
4.28
0.67
2010
Census
733,377
317,183
11,024
172,778
31,943
6,746
8,024
16,340
24,850
13,504
7,828
24,146
416,194
50,423
21,434
94,317
41,322
12,651
17,075
15,115
14,829
29,327
16,208
6,563
7,708
38,082
7,983
26,221
16,936
2014
Projected
774,461
335,740
11,188
184,249
33,266
7,394
8,436
17,701
26,219
13,908
7,620
25,759
438,721
53,349
22,544
98,692
43,892
12,870
17,796
16,393
15,560
29,906
17,613
6,613
8,113
41,823
8,624
27,351
17,582
2010
Population
Density
(persons per
km2)
131.17
97.33
405.29
191.34
73.81
18.52
267.47
67.74
172.09
425.99
272.75
187.18
178.46
88.04
105.53
787.29
399.63
33.99
252.22
152.83
85.03
64.12
99.44
17.89
282.34
171.16
245.63
109.53
450.43
Source: Socio-Economic Profile, Province of Samar
2014 Population Projection, NSO
Page 4 of 54
ii. Economy
Samar is basically an agriculture, fishery, and forestry-based province.
Agriculture and fisheries directly account for about one third or 38 percent of the
total economy. It contributes PhP 3.83 billion to the provincial income and directly
employs 65,549 families.
Employment by sector in the province is mostly distributed to agriculture,
forestry, and fishing. Other source of income for the people of the province are
services, manufacturing, commerce, transport and communication, and
construction.
iii. Agriculture and Rural Development Sectors
Agriculture
Based on the 2012 data of the Bureau of Agricultural Statistics (BAS) the major crops
grown in the province are: coconut, banana, palay, cassava and camote. Coconut is
traded in the form of copra. In palay, rainfedcontributed more than 80 percent of
the total palay production. The volume of fishery production for the past five years
(2009-2013) averaged at 46,502 metric tons with municipal fishing sharing 65 percent
of the total volume of production (Figure 2).
Figure 2. Major Crops Harvested (M.T), 2012
Province of Samar
Coconut ,
2,195,065.50, 84%
Camote, 7,257.53,
0%
Cassava, 9,812.40,
0%
Banana,
260,116.35, 10%
Palay, 140,529.00 ,
6%
Banana is one of the major crops in the province producing about 260,116 metric
tons in 2012. The estimated banana area is 5,287 hectares (SAFDZ Data, 1999) of
which 3,897 hectares were damaged by typhoon Yolanda (DANA, December
2013) and a total of 11,205 farmers were displaced/affected. The total area that
need immediate rehabilitation in this project is 175 hectares of the 722 hectares
affected in the six municipalities. Banana areas need immediate rehabilitation and
open an opportunity for the farmers to immediately recover from their losses. It is
important to provide assistance for the banana farmers especially that there are
exporters of banana flour and first fry banana chips that may help the
development of our farmers and the agricultural sector.
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The province of Samar had proposed for the banana rehabilitation and trading
project under the I-REAP. There would be a federation of organized farmers’
association to establish strong market between the producers and buyers through
the trading center. The present practice is that transient buyers/ businessmen
from the neighboring city of Tacloban usually buy directly the banana from
farmers at a price dictated by these businessmen, at PhP 50.00 to 60.00 per bunch
regardless of size. Farmers could not control this situation due to the necessity of
cash for their daily needs coupled with the thought that if they will transport
these bunches of banana themselves they still could not earn higher due to
transportation cost. Given this situation, our farmers are at a loss because the
income they receive would not compensate their farm labor.
Rural Development Sectors
Samar is very much behind in terms of development compared to the other
provinces of the country. It is one of the poorest and it lacks what is considered a
primary component of development – ROADS!!! In 2010, the total road length in
the province, consisting of national, provincial, municipal and barangay roads,
was recorded at 622 kilometers while the total area of the province 5,591 square
kilometers or the road density is only 11.13 kilometer per square kilometer of
area.
The inadequate road network and the poor and deplorable conditions of the
existing ones contribute more to the worsening poverty situation in the province,
where the recorded poverty incidence is in increasing trend from 27.5 percent in
2003 to 36.9 percent in 2009 and then to 50 percent in 2012.
The agriculture sector, which constitute more than one third of the provincial
economy and where the bulk of the impoverish population eke out their living is
wanting of this market support- ROADS!!! The absence of roads in production
areas make it very difficult for farmers to access government services and the
market – fueling further their reluctance to improve the level of their production.
The lack of this is the cause of the very high transportation cost and the
consequence is underdevelopment.
The proposed project area has an existing all weather farm-to-market road 25.64
kilometers and 10 meters wide. It has been left unattended or unmaintained for so
long a time that the thin gravel surfacing had been washed out during torrential
rains and what remain now in most sections of the road length are soil or ground
surface if not trails or grasslands or bushes.
Page 6 of 54
B. PROJECT IDENTIFICATION AND PRIORITIZATION PROFILE
i. Expanded Vulnerability and Suitability Assessment Map (E-VSA) Map and
Statistics
Paranas is a 2nd class municipality wherein its agricultural crops especially banana
was badly damage when the 315 kilometer per hour wind packed Typhoon
Yolanda ravaged the province.
The Lipata to Casandig I Farm-to-Market Roadproject is located in the northeast
portion of Paranas. It has an agricultural area of 2,026.43hectares which directly
benefit six impoverishedbarangayswith a total population of 6,296 and
comprising of 1,157 households.
The concreting of the 11.468 kilometers farm-to-market road will hasten
agricultural development in the area. Economic activities will perk up, and the
delivery of basic social, health, and agricultural extension services will be
immensely improved. Increase in the market value of agricultural lands will also
follow, thus increasing the income of the LGU in the form real property taxes.
ii. Value Chain Summary
This farm–to-market road project supports the Banana Production and Trading
Enterprise Project (I-REAP) by contributing to the reduction of production cost
and improving market accessibility for the banana production and trading,
respectively.
iii. Commodity Profile
Samar is one of the poorest provinces in the country, also growing banana, a
popular, staple and marketable long term fruit crop for local consumption and
export market. The Bureau of Agricultural Statistics (BAS, 2013) reported that two
varieties of banana, Lakatan and Saba were produced in the province, with high
production record posted at215,053 metric tons in 2011 and 260,116 metric ton in
2002 in 2013, respectively. Considering that the province is located in a typhoon
belt area, banana serves as one of the most resilient fruit crop for sustainable
agriculture development, food security and poverty alleviation program (Figure
3).
Recognizing the socio-economic, health and nutritional importance of banana in
the local and export market, thus, the Local Government Unit of Samar take the
challenge and opportunity to address and provide contribution of the
fundamentally short supply of banana in the local and the world market. Hence,
this proposed project generally aims to contribute a medium for agricultural
development by introducing a very lucrative banana business industry in
Page 7 of 54
uncultivated and underdeveloped areas particularly in Paranas where big track of
idle and grassland remain potential for industrialized banana plantation. The IREAP of Samar intends to support Paranas into a BETTER PARANAS with the
new landscape of agriculture by fully utilizing agricultural lands with the end
view to increase income and employment in the rural communities, food security,
poverty alleviation and sustainable agriculture development
Figure 3. Expanded Vulnerability and Suitability Assessment Map
Page 8 of 54
II. THE SUBPROJECT
A. THE ROAD INFLUENCE AREA
i. Location
a). Geographic Boundaries
The Municipality of Paranas formerly called Wright is one of the 25 municipalities
comprising the Province of Samar. It is bounded on the north by the Municipality
of Motiong, on the east by the Province of Eastern Samar, on the South by the
Municipality of Hinabangan and on the West by Maqueda Bay. It is 11 degrees 47
minutes North Latitude and 125 degrees two minutes east longitude.
The subproject is located on the northeast part of the municipality in the six
barangays, namely: Lipata, Minarog, Salay, Tutubigan, Casandig I and Casandig
II.
b). Relative Distance to Growth and Commercial Centers
The project starts at a point 2.0 kilometers from Paranasproper, 23 kilometers
from Catbalogan City, the capital of Samar, and 93.50 kilometers from Tacloban
City, the commercial center of Region VIII.
c). Topography
The project area is characterized by rugged mountainous interior with rolling hills
of varying elevation. The terrain can be described as plain and hilly.
ii. Demographics
The total population of the six directly influenced barangays and one (1) indirect
barangay who can benefit from the rehabilitation of the farm-to-market road is
6,296with 1,157households (Table 3).
1.
2.
3.
4.
5.
6.
Table 3. Total Number of Barangays, Households and Population in the
Road Influence Area
Direct Barangays
Population
Number of Households
Lipata
1,272
267
Minarog
659
102
Salay
625
134
Tutubigan
1,872
312
Casandig I
916
134
Casandig II
1,042
208
Total
6,296
1,157
Source:NSO Population Survey,2010
Page 9 of 54
iii. Major Economy and Land Use
The major economic activity in the area is agriculture, with rice, coconut, and
rootcrops as produce.
The total land area of the subproject is 6,635 hectares of the total municipal area of
57,584.60hectares.The existing general land use of the subproject is shown in Table
4.
Table 4. Land Use Classification, Sub-Project Area
Barangay
1. Casandig I
2. Casandig II
3. Lipata
4. Minarog
5. Salay
6. Tutubigan
Total
Residential Institutional Commercial Industrial Agriculture
2.43
3.19
3.77
1.69
1.65
6.78
19.51
1.88
0.54
9.17
0.78
0.78
1.45
14.60
0
0
0
0
0
0
-
0
0
0
0
0
0
-
352.56
323.59
1,143.38
1,123.53
949.79
863.94
4,756.79
Forest
692.13
741.68
0
0
229.78
176.83
1,840.42
Marshes
0
0
3.68
0
0
0
3.68
Total Land
Area
1,049
1,069
1,160
1,126
1,182
1,049
6,635
Source: Ecological Profile, MPDO, Paranas, Samar
iv. On-Farm-Data
Tables 5 below shows the agricultural land area of major crops producedin the
subproject areasuch as rice, corn, sweet potato, cassava, gabi,coconut,and abaca.
Table 5. Agricultural Land, Sub-Project Area
PRDP Area
Percentage to Total
Agricultural Lands
(Ha.)
(%)
Rice
711.62
35.12
Corn
404.23
19.95
Sweet Potato
72.42
3.57
Cassava
88.73
4.38
Gabi
70.86
3.50
Coconuts
677.49
33.43
Abaca
1.08
0.05
Total
2,026.43
100.00
a.
Major Crops
Paranas has 2,026.43hectarescultivated land area primarily utilized as cropland
planted with major crops like rice, corn, sweet potato, cassava, gabi, coconuts
and abaca. Table 6-1 to 6-2 shows the area planted and production of crops per
barangay.
Page 10 of 54
Barangay
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
5. Casandig I
6. Casandig II
Total
Table 6-1. Types of Crops: Rice, Corn and Sweet Potato
Annual Production per Hectare
Rice
Corn
Sweet Potato
Annual
Annual
Annual
Area
Area
Area
Production(
Production
Production
(ha)
(ha)
(ha)
kg)
(kg)
(kg)
116.48
232,960
11.58
18,528
10.00
25,000
138.53
277,060
20.36
50,900
200.47
400,940 117.16
187,456
3.04
7,600
103.30
206,600 273.31
437,296
6.02
15,050
90.26
180,520
2.18
3,488
21.00
52,500
62.58
125,160
-
711.62
1,423,240
404.23
646,768
72.74
181,050
Table 6-2. Types of Crops: Cassava, Gabi, Coconut and Abaca
Annual Production per Hectare
Gabi
Cassava
Barangay
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
5. Casandig I
6. Casandig II
Total
Coconut
Annual
Production
(kg)
Area
(ha)
Annual
Production
(kg)
10.73
26.00
2.00
7.00
31.00
12.00
16,095
39,000
3,000
10,500
46,500
18,000
10.00
20.00
3.00
6.00
20.55
11.31
35,000
70,000
10,500
21,000
71,925
39,585
88.73
133,095
70.86
Area
(ha)
Area
(ha)
Abaca
Annual
Production
(kg)
103.85
180.16
95.51
58.80
144.91
94.26
155,775
270,240
143,265
88,200
217,365
14,390
248,010 677.49
1,016,235
Annual
Area Productio
(ha)
n
(kg)
1.08
1,836
-
1.08
v. Off-farm data
Rice milling, corn milling, banana and camote processing though in small scale
are present in the area. Native wine making extracted from coconut trees, is also
practiced by farmers, usually for personal or family consumption or reserved for
special occasions.
vi. Poverty Incidence
Based on the 2009 data of National Statistical Coordination Board (NSCB), the
incidence of poverty in the municipality of Paranasis 77.90percent.
In the subproject areas, it is on the average at 77.15 percent (Table 7) and an
annual average family income of PhP65,600.00. This would mean a monthly
Page 11 of 54
1,836
income of PhP5,466.67and a daily income of more or less PhP182.22which is not
enough to meet the daily needs of a family of five membersat PhP225.00 a day
based on the common international poverty line/threshold of one dollar
(PhP45.00) a day per person.
Table 7.Poverty Incidence in the Directly Influenced Barangays
Population
PRDP Barangays
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
5. Casandig I
6. Casandig II
Grand Total
Annual
Growth
Household
Individuals
Rate
Population
1272
569
625
1872
916
1,024
6,296
267
102
134
312
134
208
1,157
2.26
1.57
1.80
1.80
2.79
0.35
1.70
Annual
Average
Family
Income
78,000
54,000
48,000
81,600
66,000
66,000
65,600
Household
Population
Below
Poverty
Threshold
132
71
103
293
118
178
895
Poverty
Incidence
(%)
49.40
69.60
76.90
93.90
88.10
85.00
77.15
Source: Municipal Planning and Development Office
Page 12 of 54
III. SUB-PROJECT OBJECTIVES
The goal of the Philippine Rural Development Program is to increase the annual
real farm income of household beneficiaries by at least 50percent,the value of
annual marketed output by seven percent, and, 100 percent of farmer beneficiaries
will have access to Department of Agriculture (DA) services.
A. SPECIFIC OBJECTIVES
The specific objectives of this project are:
1. To reduce travel time of commuters by 38.44 percent;
2. To increase the traffic count in the subproject area by 60 percent by the end
of the program;
3. To reduce the travel cost of commuters and commodities by 40 percent;
4. To increase the income of households from PhP65,600to PhP81,000per
annum or PhP5,466.67 per monthto PhP 6,750per month;
5. To reduce the hauling costs of farm produce by about 30 percent from its
current cost or to PhP0.30/kilogram; and,
6. To maximize the utilization of the idle lands in the influence area for
agricultural expansion for cassava and corn.
B. CONTRIBUTORY OBJECTIVES
The contributory objectives of this project are:
1. To rehabilitate the 11.468kilometersall-weather road from Barangay Lipata
to Barangay Casandig I with a five meter concrete pavement before the end
of 2016; and,
2. To avail at least 90 percent of the social and technological services from
government and non- government agencies after the implementation of the
project.
Page 13 of 54
IV. PROJECT FEASIBILITY INDICATOR
A. MARKET ANALYSIS/DEMAND-SUPPLY ANALYSIS
i. Supply Side
Table 8 shows the existing roads, bridges and transport system in the road
influence area (RIA) by road type and classification-without project scenario. The
total road network in the subproject influence area is 113.52 kilometers, of which
38.47 kilometers is national road, 23.72kilometers provincial roads, 3.50 kilometers
municipal roads, and 47.83 kilometers barangay/farm-to-market.
Table 8. Existing Roads, Bridges and Transport System in the Road Area-RIA by Road type and
Classification-Without Project Scenario
Road Type (in km)
Total
Road
Gravel
Earth
Concrete
Classification
Not
Not
Not
Not
Passable
Passable
Passable
Passable
Passable
Passable
Passable
Passable
Barangay/FMR
11.50
0.00
36.13
0.00
0.20
0.00
47.83
0.00
Municipal
0.35
0.00
0.00
0.00
3.15
0.00
3.50
0.00
Provincial
23.72
0.00
0.00
0.00
0.00
0.00
23.72
0.00
National
0.00
0.00
0.00
0.00
38.47
0.00
38.47
0.00
0.00
0.00
0.00
0.00 113.52
0.00
Total
35.57
41.82
ii.Description of the Current Road Network Condition
Majority of the roads in the subproject influence areas are all-weather roads and
concreted footpaths. During rainy season particularly on months of June to
November, problem in transportation is being encountered by the populace.
Unavailability of four wheel-vehicles is experienced. The transport cost of the
basic commodities escalates.
iii.Demand Side 1
The desired roads, bridges and transport system in the -RIA by road type and
classification – with project scenario is the concreting of the 11.468 kilometers farmto-market road in the subproject areas which will hasten agricultural development.
Economic activities will perk up, and the delivery of basic social, health, and
agricultural extension services will be improved. Increase in the market value of
1Demand
Side- from the supply side or current road network by type and classification in terms of total kilometers, what
now are the total kilometers per road type of the desired road network after lining several proposals for PRDP funding. For
new construction, there will be increase in length of concrete roads however for rehabilitation, there will just be increase in
concrete road length and an equivalent reduction in either earth or gravel road length or decrease in both types to be
shown in the table.
Page 14 of 54
agricultural lands will follow, thus increasing the income of the LGU in the form
taxes.
Table 9. Existing Roads, Bridges and Transport System in the Road Area-RIA by Road Type
and Classification-With Project Scenario
Road Type (in km)
Total
Road
Gravel
Earth
Concrete
Classification
Not
Not
Not
Not
Passable
Passable
Passable
Passable
Passable
Passable
Passable
Passable
Barangay /FMR
5.5
0.00 30.662
0.00
11.668
0.00
47.830
0.00
Municipal
0.35
0.00
0.00
0.00
3.15
0.00
3.500
0.00
Provincial
23.72
0.00
0.00
0.00
0.00
0.00
23.720
0.00
National
0.00
0.00
0.00
0.00
38.47
0.00
38.470
0.00
Total
0.00 30.662
0.00
0.00
0.00
29.57
53.288
113.52
iv. Desired Road Network Condition
Table 9shows the desired road network condition in the project influence area visa-vis accessibility of the road to market centers/trading points. Changes in the
road network particularly in the Barangay/FMR that increases the number of
kilometers on concrete under passable column indicating a change from 41.82
kilometersto53.288kilometers with the completion of the proposed 11.468
kilometers project.
The hauling of agricultural inputs will be easier and less expensive. This will
reduce travel time of the commuters, improve delivery of basic services, and
improve peace and order condition in the area, and, the development of idle lands
for agricultural use. Farmers will be interested in expanding the land area, for
rice, corn and gabiother high valued fruits since the market or trading points for
these agricultural products which are in Paranas-the municipal center or in
Catbalogan City- the provincial center or in Tacloban city –the regional center can
now be reached in a shorter period of time.
With the improved condition of the roads in the sub project area, public transport
operators will be encouraged to ply the area because of the projected increase in
farm production and passenger count.
v.AvailabilityofLand and Water Public Transport
Presently, only single motorcycle or habal-habal is used to transport passengers
and farm produce to the market because of the difficulty of navigating the road
when using four wheel vehicles.
vi. Demand-Supply Analysis
Page 15 of 54
With the completion of the subproject or the improvement of the existing road
into a concrete paved farm-to-market road, access to the market and to the
government centers for basic services will be year round whether it will be during
rainy season or dry season.
vii. Projected Traffic Volume
Table 24 shows the existing mode of transport in the area and their average
number of daily trips. Considering the motorcycle,jeepneysand trucks mode of
transport, there are 185 motorcycles, 20 trucks and10 jeepneysin the project areas
making a total of daily average oftwo tripsper day. With the completion of the sub
project, the average number of trips of motorcycle alone will increase totwotrips
per day.
This shows that there will be an increase in traffic count by almost 100 percent.
This applies to other mode of transportation like the hired motorcycles, the jeeps
and truck haulers- there will be a significant increase in the traffic count when the
sub project is completed.
B. TECHNICAL ANALYSIS
i. Horizontal Road Alignment
The proposed road will have a right of way of 10 meters wide, consisting of a five
meter concrete paved carriageway, 1.5meter shoulders on both sides and one
meter wide canal on both sides. It will start from Brgy. Lipatawhere it will be
connected to an existing concrete paved road that links the barangayto the town
proper of Paranas.
There will be no curve widening nor side cuts to be done as these were taken up
or done during the construction of the existing gravel road and no permanent
road obstruction/s will be encountered for the same reason.
The sections of the road with curvatures that do not meet the minimum radius
required under the program because of the limited area available for a regular
design road, due to natural field condition, will be widened by paving the
shoulders on both sides to compensate for the required area/as mitigating
measures.
ii. Vertical Road Alignment
The proposed project is located in a generally flat terrain with some rolling areas
having a maximum 12 percent gradient. There will be no major downgrading to
be done as this was undertaken during the construction of the existing gravel
road which is now substantially in its correct vertical alignment.
Page 16 of 54
There will be some minor side cuttings to be done to bring the road to its correct
grade level. The excess borrow, if ever there will be, will be deposited in the
identified borrow pit.
iii. Drainage Analysis/Hydraulic
Because of the proximity of the proposed project to a major river systems
(UlotRiver) the road become flooded during heavy and continuous downpour.
The flood though, subsides in a few hours after the heavy downpour stops.
To mitigate the flooding of the road, Reinforced Concrete Pipe Culverts (RCPCs)
and Reinforce Concrete Box Culverts (RCBCs) were installed/constructed at
waterways road crossings. Slope protection and line ditch canals were also
constructed in critical areas/sections of the road.
iv. Geotechnical- Soil and Foundation
The soil classification map of the province indicates that the Catbalogan Clay
Type of soil is prevalent in the project area with an AASHTO soil classification
rating of A-7 which means that the soil has a liquid limit of 41 min and a plasticity
index of 11 min. It is a clayey type of soil with a general subgrade rating of fair to
poor.
v. Structural Analysis- Pavement Thickness
With a recorded average daily traffic (ADT), a 0.15 meterthick five meter wide
carriageway is the recommended program standard. And the construction of the
box culvert and other drainage structures will adhere with the Department of
Public Works and Highways (DPWH) standards.
vi. Location of Quarries, Borrow Pits and Construction Materials
The proposed rehabilitation and improvement of the existing and deteriorated
gravel road will use base course and aggregates that will be sourced from the
municipality of Palo in Leyte which is about 113 kilometers from the project site.
The materials will be hauled from the source site at Leyte and delivered to the
project site using 10 cubic meter capacity dump trucks. Adequate supply of these
aggregates is guaranteed as Leyte is the main supplier of these resources all over
the region, with existing quarries.
Base coarse that will be used for subgrade preparation will also be sourced from
Barangay Tutubigan. The excess borrow will be deposited in identified borrow
pits near the project area.
Page 17 of 54
vii. Items of Work and Cost
The total project cost for the 11.468 kilometer road length is PhP 113,534,809.11or a
unitcost of PhP9,900,140.31per kilometer.
Table 10 shows the cost per item of work of the project.
Item
No.
Table 10. Items of Work and Cost
%
Scope of Work
Quantity Unit
Weight
PART I- CIVIL WORKS
Div. I EARTHWORKS
100
Clearing and Grubbing
Embankment from Roadway
104 (1)
Excavation
Surplus from Common
104(2)
Excavation
105
Subgrade Preparation
Div.II SUB-BASE COURSE
200
Aggregate Sub Base Course
Div.III SURFACE COURSE
311
PCCP
DRAINAGE & SLOPE
Div.IV
PROTECTION
Grouted Riprap (Lined
505(5a)
Canal)
Part II. Misc.Structure
Spl(1) Project Billboard
Total Project Cost
Unit
Cost
Total
0.21
17,240.00
sq.m.
13.95
240,493.30
3.05
19,613.97
cu.m.
176.67
3,465,171.32
2.49
9,331.47
cu.m.
303.33
2,830,529.41
1.27
75,183.64
sq.m.
19.25
1,447,204.53
19.66
24,954.37
cu.m.
894.31
22,316,837.80
61.14
57,340.00
sq.m.
1,210.62
69,417,033.15
3,072.60 cu.m.
4,490.62
13,797,879.31
9,830.15
19,660.29
113,534,809.11
12.15
0.02
100.00
2.00
e.a.
Page 18 of 54
viii . Implementation Schedule
The total project duration is 306calendar days with the expected start of project on the 1 st week of June, 2015and is expected to be finished on the
last week of April, 2016(Table 11).
Table 11. Sub-project Implementation Plan
ACTIVITIES
M
J
J
2014
A S
O
N
D
J
F
M
A
M
2015
J J
A
S
O
N
D
2016
J F
M
A
I. Preparation Stage
1. FS/Preliminary Engineering Studies
Preparation
2. Preparation of Detailed Engineering
Design
3. Supporting Documents Submission
4. Subproject Approval and Implementation
Management Agreement Signing
5. Capability Training
II. Procurement Process
1. Publication
2. Pre-Bid Conference
3. Conduct of Public Bidding
4. Post-Qualification Evaluation
5. Awarding and Approval Contract
III. Implementation Stage
1. Mobilization
2. Clearing and Grubbing
3. Embankment for Roadway Excavation
4. Surplus from Common Excavation
5. Subgrade Preparation
6. Aggregate Sub-Base Coarse
7. PCCP
8. Grouted Riprap
9. Project Billboard
10. Demobilization
Page 19 of 54
C. OPERATIONAL ANALYSIS
i . PPMIU Organizational Structure
The Provincial Program Management and Implementing Unit (PPMIU)
organizational structure is designed to manage the project and their roles and
responsibilities of each member (Figure 4). Hereunder is the roles of each
member:
1. Manage the overall implementation of the project at the provincial level
as well as the Program facilitator and coordinator;
2. It also provides implementation and capacity building support to
municipal LGUs, barangay LGUs and POs;
3. Conducts assessment of implementation, meetings and workshops; and,
4. Prepares and submits reports of the program to the Regional Program
Coordination Office (RPCO).
The PPMIU has four sub components and corresponding functions, namely: IPLAN, I-BUILD, I-REAP and I SUPPORT.
I – PLAN
1. Assess subprojects proposals coming from PLGU/MLGUs with respect
toProvincial Commodity Investment Plan (PCIP); and,
2. Assess capability building requirements of participating LGUs and
assistance to stakeholders in improving extension service delivery
systems and local governance systems and mechanisms.
I BUILD
1. Assist the LGUs in the prioritization, feasibility study and detailed
engineering preparation, procurement, contract administration and
construction supervision of infrastructure sub-projects; and,
2. Facilitates/assists the bids and Awards Committee (BAC) in the
infrastructure sub-project procurement processes.
I REAP
1. Provides/facilitates technical assistance to the LGUs in the management
and implementation of I REAP sub projects;
Page 20 of 54
2. Provides/facilitate enhancement of extension delivery system and
provision of market support/facility to the people’s organizations
beneficiaries through MPMIU I REAP Unit; and,
3. Coordinate with the finance unit for the timely deposit of the annual
counterpart funds and release of funds for the implementation of
approved sub projects
I SUPPORT
1. Ensures compliance to the provisions of the subproject agreement, and
endeavors to institutionalize the Department of Agriculture engagement
with stakeholders.
Figure 4. The Provincial Program Management and Implementing Unit
Structure
PPMIU HEAD
SUPPORT UNITS
1. PROCUREMENT
2. SOCIAL ENVIRONMENTAL SAFEGUARD
3. FINANCE
4. MONITORING AND EVALUATION
5 . INFOACE
I- PLAN UNIT
I- BUILT UNIT
I-REAP UNIT
Roles and Responsibility of PPMIU
The implementation of the subproject requires an appropriate management and
organizational structure that is tasked to implement, coordinate, and monitor the
Page 21 of 54
activities during the subproject execution. The organizational structure shown in
Table 12below is designed to carry out all works related to the subproject
implementation, including coordination and establishing linkages with
concerned national agencies and other stakeholders that can provide assistance
to the implementation and maintenance for the sustenance of the subproject.
Table 12. Composition of PPMIU, Province of Samar
PLGU Position/
Unit/Personnel
Name
Designation
PPMIU Head
ARTHUR B. CUENCO
Prov’l. Planning and
Development Coordinator
I-PLAN Head
VIRGINIA A. HILVANO
PPDO- Planning Officer IV
I-BUILD Head
DIVINA B. MATE
Prov’l. Engineer
I-REAP Head
ANITA R. TARAN
Prov’l. Agriculturist
Finance Unit Head
ELMA F. GABIETA
Prov’l. Accountant
Procurement Unit Head MAXIMO D. SISON,JR.
BAC-TWG Head
Monitoring and Eval. ROSALINA S. QUITALIG
PPDO-Project
Evaluation
Unit Head
Officer IV
SES Unit Head
PENRO
InfoAce Unit Head
HANNIA A. TAN
Prov’l. Information Officer
Source:
Functionsof PPMIU
Headed by the Provincial Planning and Development Coordinator, the PPMIU
shall have the following functions:
1.
2.
3.
4.
5.
6.
7.
Assists in the Social Assessment of the municipality;
Manages the over-all Program implementation at the provincial level;
Provides assistance to Program implementers at the municipal level;
Provides implementation support to MPMIUs, BLGUs, and POs;
Provides capacity building support to MLGUs, and BLGUs;
Serves as the Program facilitator and coordinator at the provincial level;
Conducts assessment of implementation, meetings and workshops with
MPMIUs and POs; and,
8. Prepares and submits Program reports to RPCO.
The Investment for AFMP Planning at the Local and National Levels (I-PLAN)
Unit
Comprising of staff from the Provincial Planning and Development Office, the IPLAN Unit shall have the following duties and functions, to wit:
Page 22 of 54
1. In coordination with the RPCO, provides overall management of I-PLAN
activities in the province;
2. Assess the sub-projects proposals coming from the PLGU/MLGUs with
respect to the PCIP using the value-chain approach;
3. Assesses capability building requirements of participating municipalities as
basis for capability program and prepares a Provincial Commodity
Investment Plan (PCIP);
4. In collaboration with RPCO, facilitates capability assistance to stakeholders
in the province in improving extension service delivery systems and local
governance systems and mechanisms
5. Coordinates the delivery of technical assistance to MLGUs, BLGUs and POs
in strengthening their capabilities in planning, implementation, operation
and maintenance, monitoring and evaluation of AFMP and the PCIP
6. Assists the PPDO in integrating the MLGUs' Poverty Reduction Plan,
Women Development Plan, AFMP, and IPDP and plans for other
vulnerable groups into the Comprehensive Provincial Development Plan;
7. Ensures that local development plans are prepared through participatory
approach and in harmony with the regional and national plans; and,
8. Prepares and submits reports to the PPMIU Head.
The Intensified Building-Up of Infrastructure and Logistics for Development (IBUILD) Unit
Largely comprising of staff from the Provincial Engineering Office and headed
by the Provincial Engineer himself, the Unit is responsible for the management
and implementation of the rural infrastructure component and specifically, the
Unit shall have the following duties and functions:
1. Assists the MLGUs in the prioritization, feasibility study and detailed
engineering preparation, procurement, contract administration and
construction supervision of infrastructure subprojects;
2. In tandem with the RPCO, evaluates and validates infrastructure subproject
proposals of the MLGUs;
3. Prepares FSDE of irrigation subprojects and coordinates with the RPCO-IBUILD Unit regarding infrastructure development and other infrastructure
related concerns;
4. Reviews detailed engineering designs, program of works, feasibility
studies, and bid documents submitted by the MLGUs;
5. Facilitates/assists the Bids and Awards Committee (BAC) in the
infrastructure subproject procurement processes; and,
6. Prepares and submits reports for RI Component to the PPMIU Head.
Page 23 of 54
The Investment for Rural Enterprises and Agricultural
Productivity (I-REAP) Unit.
and Fisheries
Comprising of staff from the Provincial Agriculture Office and headed by the
Provincial Agriculturist himself, the Unit shall have the following duties and
functions:
1. Provides/facilitates technical assistance to the MLGU/MPMIU I-REAP
Unit in the management and implementation of the I-REAP sub projects;
2. Provides/facilitates enhancement of extension delivery system and
provision of market support/facility to the Peoples Organizations (PO)beneficiaries through the MPMIU I-REAP Unit;
3. Coordinates with the PLGU/MLGU – Finance Unit for the timely deposit
of the annual required counterpart funds and release of funds for the
implementation of approved sub projects;
4. Assists AFMP integration into the Local Development Plans;
5. Assists the Regional Program Advisory Board (RPAB) in prioritizing and
evaluating Subprojects;
6. Collaborates with the Provincial and Municipal planning team the
establishment of priority production zones using the PCIP and value chain
approach for the development of agri-business;
7. Establishes collaborative mechanisms with other support institutions that
will technically assist in the smooth implementation of the program; and
8. Prepares and submits reports to the PPMIU Head.
The Monitoring and Evaluation (M and E) Sub-unit
Comprising of staff from the Provincial Planning and Development Office and
headed by a senior staff in-charge in Monitoring and Evaluation of the
Provincial Planning and Development Office, the Unit shall have the following
duties and functions:
1. Coordinates all monitoring and evaluation activities in the participating
municipalities under the jurisdiction of the province;
2. Implements and maintains the Program Monitoring Information System in
the province ensuring that systems problems are immediately attended to or
reported to RPCO;
3. Identify problems and issues which impede Program implementation for
remedial actions at the provincial level and elevate unresolved issues and
problems at this to the RPCO for resolution/ or action;
4. Generates and submits the prescribed provincial reports to RPCO based on
municipal reports;
Page 24 of 54
5. Ensures that all completed data capture forms and file copies of provincial
consolidation reports are properly kept for ready reference;
6. Validates reports submitted by the MPMIUs; and,
7. Conducts all PRDP M and E training for the MPMIUs under its jurisdiction;
8. Provides technical advisory services to MPMIUs on areas pertaining to the
Project’s M and E system;
9. Provides technical and administrative assistance to review missions of DA
Central Office, the World Bank and other agencies that may undertake such
missions; and,
10. Provides other forms of assistance that may be requested by the RPCO
through the Provincial Governor, from time to time.
The Procurement Sub-Unit
Comprising of staff involved with the Provincial Bids and Awards Committee
and headed by the Technical Working Group Chair, the Unit shall be responsible
for:
1. Prepares and submit the Procurement Plan containing the sub projects to be
implemented by the PLGUs and MLGU covered
2. Reviews the procurement of goods and works of the PRDP being
implemented by the PLGUs and MLGUs
3. Conducts and initiate the procurement of works and goods of sub projects
covered under the PRDP
4. Submits reports to the PPMIU head on matters relating to the procurement
The Finance Sub-Unit
Comprising of staff from the Provincial Budget Office, Provincial Accounting
Office, and Provincial Treasury Office and headed by the Provincial Accountant,
the Unit shall be responsible for the financial aspect of the Program and
specifically, shall have the following duties and functions:
1. Reviews Work and Financial Plans of participating MLGUs for RI, CFAD
and NRM Components;
2. Manages the Funds for the Program subprojects at the provincial level;
3. Maintains and submits liquidation reports or statements of expenditures
(SOE) on Community subprojects;
4. Participates in resource management planning and implements strategies
in increasing collection of local revenues;
5. Participates in enhancing local governance systems and mechanisms in
areas of financial management, procurement and audit; and,
Page 25 of 54
6. Renders/submits Annual Performance Report and other related documents
on the actual MLGU local revenue collection/ MLGU governance reforms.
The Social and Environmental Safeguard (SES) Sub-Unit
Comprising of staff from the Provincial Environment and Natural Resources
Office and from the Sub-unit shall carry out the environmental guidelines, the
environmental management plan, the resettlement policy framework and the
indigenous people development framework, in a manner and substance,
satisfactory to the World Bank, including, whenever required, pursuant to said
guidelines and frameworks, to prepare and implement an environmental
management plan, resettlement action plan and indigenous people development
plan, all in a manner satisfactory to the bank; and in coordination with other
PPMIU units, provide technical assistance to the participating municipalities in
the compliance of the same whenever the Program required.
The Information, Education, Advocacy and Communication Sub-unit
Under the supervision of the Provincial Information Office (PIO), and with the
assistance of the Regional Agriculture and Fishery Information Division
(RAFID), the duties and functions of IEAC Unit include:
1. Mainstreams the PRDP IEAC activities into the regular plans of the
Province;
2. Spearheads the conduct of a provincial-wide information, education,
advocacy and communication planning and execution;
3. Works and interfaces with the Program Components at the PPMIU in order
to determine the IEAC requirements/ recurring needs of the components;
4. Leads in the execution of the Provincial IEAC Plan;
5. Provides feedback to the Regional Information, Education, Advocacy and
Communication Unit for possible revision and/or improvement;
6. Spearheads in the documentation of best practices, successful projects
implementation at the provincial level;
7. Spearheads in the publication and dissemination of project
accomplishments; and,
8. Establishes and maintains media relations.
Operation and Maintenance
Page 26 of 54
For its operation and maintenance and as deemed necessary to carry out the
smooth implementation and management of the Program, the Provincial
Administration shall:
1. Provide the PPMIU with office space, equipment and support vehicle; and,
2. Allocate fund for its office operational requirements annually.
ii. Plan For Management During Construction
Table 13 shows the Plan for management during construction, key roles and
responsibilities of assigned full time construction site personnel.
Table 13. Key Roles and Responsibilities of Assigned Full Time Construction
Site Personnel
Personnel in Charge
Key Roles/Responsibilities
Project Manager
Project Engineer
Material Engineer
Site Engineer
Foreman
Steel man
Mason
Carpenter
Laborer
Heavy Equipment
Operators
Driver
Store Keeper
 Overall in charge of operations
 Supervises the construction activities
 Inspects and tests the materials as per standards being
used on the construction and collects samplings of
concretes for testing
 Implements and schedules order of activities on site
 Ensures that all works are done according to plan and
specification
 Monitors and reports to the Project Engineer about the
status if work accomplished
 Directs personnel towards an order of work and
procedure
 Skilled personnel in charge of all scheduling and
installation of steel work
 Skilled personnel in charge of all concrete work
 Skilled personnel in charge of all carpentry work
 Acts as support for skilled personnel
 Personnel in charge of heavy equipment assigned on
site
 Operates trucks needed in the implementation of
project activities
 Keeps records of all items received and issued during
project implementation
Source:
Page 27 of 54
iii.Sustainability Plan
a. Organizational Development Plan for the Operation and Maintenance Group
Tables 14 and 15 show the participation responsibility matrix during various
stages of project cycle which are internal and external to the LGU, respectively.
Table 14. Participation (Responsibility Matrix) Internal To LGUDuringThe Project
Cycle Stage
Participation(Responsibility Matrix)
Mun.
Project Cycle Stages
Provincial Sangguniang
Finance PPMIU Mayors/
PPMIU
Governor
Bayan
Department Staff
Brgy.
Captains
Project Identification
X
X
X
Preparation/Appraisal
X
X
X
X
Implementation Supervision
X
X
X
X
X
Operations and Maintenance
X
X
X
X
X
X
Sustainability Monitoring
X
X
X
Table 15. Participation (Responsibility Matrix) External to LGU During The Project
Cycle Stage
Participation
(Responsibility Matrix)
Project Cycle Stages
DA- DA- Municipal
Affected
Beneficiaries
IPs NGOs
PRDP RFU Government
Persons
Project Identification
X
X
X
X
X
Preparation Appraisal
X
X
X
X
X
Implementation/
X
X
X
X
X
Supervision
Operations and Maintenance
X
X
X
Sustainability Monitoring
X
X
X
X
X
D. SOCIAL ANALYSIS
i. Subproject Beneficiaries
Beneficiaries
The project will directly benefit 1,157 households comprising of6,296population
of 3,189 males and 3,107 females within the influence area ofsix barangays:
namely,Lipata, Minarog, Salay, Tutubigan, Casandig I and Casandig II. The
Page 28 of 54
beneficiaries are mostly farmers, agrarian reform beneficiaries and farm
workers,and farming is the dominant livelihood in the project area(Table 16).
Table 16. Total Number of Barangays, Households and Population in the
Road Influence Area
Population
Number of
Barangay
HH
Male
Female
Total
Direct
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
5. Casandig I
6. Casandig II
Total
1,272
569
625
1,872
916
557
3,189
644
303
313
899
473
485
3,107
628
266
312
973
443
1,042
6,296
267
102
134
312
134
208
1,157
Source: NSO Population Survey, 2010
Public Consultation
Public consultations were held in November 17 and 19, 2014in the five
Barangays of Salay, Minarog, Tutubigan, Casandig I and Casandig II to present
the road project to the populace in the influenced area. The assemblies were
attended by 558 persons with 244 males and 314 females). The attendees include
the concerned barangay constituents, barangay officials, the municipal officials
and the provincial personnel who are in charge of PRDP.
In that consultation, which was attended mostly women who have expressed
their desire to improve their living conditions, the proposal to construct a farmto-market road that would link the farthest Brgy. Tutubigan to Casandig I and
would pass through the intermediate barangays of Minarog, Salay and Lipata
was identified as the priority need of the constituents in order for them to have
good access to the town proper of Paranas where the center of the economy and
government services are situated .
The beneficiaries’ accepted the proposed project.The concern on RROW was
discussed and because of the acquisition of RROW was already concluded in the
in the previous project (gravel road) it will pose no problem in this case. And if
there will be encroachment (fence), the affected beneficiaries have agreed to
remove these at their own expense.
ii. Indigenous Cultural Community/Indigenous Peoples (ICC/IP)
The project site is not inside an ancestral domain hence no indigenous cultural
communities/indigenous people (ICCIP) will be affectedin the implementation
Page 29 of 54
of the project. The proponent requested, through a letter, the Commission on
Indigenous People for a certification to this effect and we are now waiting for its
issuance.
iii. Site and Right-Of-Way Acquisition
The right-of-way and site acquisition is no longer an issue in this project as these
were addressed during the pre-construction phase of the previous FMR project.
The ROW is now the property of the Municipal Government of Paranas. This
was acquired during the implementation of the previously INFRES funded
farm-to-market road project.
The proponent will submit the following documents to prove ownership of the
RROW:
1. Sangguniang Bayan Resolution – attesting ownership of the ROW of the
project FMR
2. Minutes and Attendance Sheets – of the consultation meeting conducted
in the area for the enlightenment of the constituents on the PRDP and the
right-of-way of the project.
iv. Damage to Standing Crops, Houses And/Or Properties
Damage to standing crops, houses, and/or properties is no longer an issue in
this case because what we have here is an existing but deteriorated farm-tomarket road (gravel road) that is to be improved into a concrete paved farm-tomarket road. No standing crops nor properties are within the right-of-way
except for the above-mentioned.
RROW problems were encountered in Barangay Salay to Minarogwhere an
electric power post was also noted to have been erected within the RROW. Some
coconut trees in Brgy. Casandig I to Lipata have been planted within the RROW.
These problems have been discussed during the public consultation held in
November 17 and 19, 2014. On the other hand, SAMELCO II, the power
cooperative servicing, was also requested, through a letter for the transfer of the
electric post outside the RROW.
v. Physical Displacement of Persons
The physical displacement of persons is not an issue in this case as there will be
no persons that will be displaced in the implementation of the project. Instead
the people will stay in the project area because of the benefits that the project
Page 30 of 54
will unfold to them like livelihood services, social services, government services,
and access to markets.
vi. Economic Displacement of Persons
No livelihood of the beneficiaries will be affected in the implementation of the
project, hence no economic displacement of person/s in the project area will
happen. Instead, economic activities will advance as farmers will be motivated
to produce more – given the benefits they will enjoy from the project when it is
completed, i.e. accessibility of market, savings in transportation costs, drastic
reduction in travel time, easy access of government services to the area, opening
of new opportunities for livelihood projects for the mothers/women in the area,
etc.
E.ENVIRONMENTAL ANALYSIS
i. Natural Habitat
No natural habitat will be encroached into nor be destroyed when the project
start construction because the project site is not inside an officially declared or
proposed area of a protected natural habitat. The project will pass through
agricultural lands, i.e. coconut lands, rice paddies, upland rice farms, banana
and rootcrops plantations, grasslands and open spaces that are potential for
agriculture expansion.
ii. Physical Cultural Resources
The project will not affect any physical or cultural resources or structures as
there are no sites, structures, groups of structures, and natural features and
landscapes that have archaeological, paleontological, historical, architectural,
religious, aesthetic, or other cultural significance in the area.
iii. Terrain, Soil Types and Rainfall
The project site is characterized by rolling terrain with a maximum gradient of
about 12 percent. The soil type in the project area is classified as Catbalogan
ClayLoamandBigaa Loam. It is observed to compose primarily of clayey soil
with a general sub-grade rating of fair to good.
Two types of season normally occur in the project area – the dry and the wet
seasons. The rainy season starts in May and normally ends in December with
pronounced heavy rainfall occurring during the months of November that
sometimes last until January. Heavy rainfall causes flooding of the area of up to
5 meters.
Page 31 of 54
There are no available rainfall data for project area but only the provincial data.
Rainfall in Samar is abundant all year round which ranges from 2,577.6 to
5,227.2millimeters annually in the past ten years covering 2003 to 2012 (Table 17)
and above the national average which varies from 965 to 4,064 millimeters
annually. These translate to a mean annual rainfall of about 3,273.38 millimeters
for the entire province.
Records of the Philippine Atmospheric, Geophysical and Astronomical Services
Administration (PAGASA) Catbalogan Weather Station show that the greatest
amount of rainfall was in February 2008 recording a monthly rainfall of 1,111
millimeters, which was attributed to continuous heavy rains during the
northeast monsoon or “amihan”. Extreme rainfall such as this is considerably
intense and could trigger flooding and destroy agricultural crops especially in
the low lying areas.The least amount of rain was recorded in February 2010, is
only 7.90 millimeters because of the occurrence of “El Niño” which lasted for
five months from February to June. The lack of rain could result to the reduction
of water supply should thus be considered in the allocation and use of land.
Table 17. Monthly and Mean Rainfall in Millimeters, 2003-2012
Province of Samar
10-Year Period
Monthly
Month
Mean
2003
2004
2005 2006 2007
2008
2009
2010
2011
2012
1. January
211.9 340.5 106.7 142.9 285.2
327.8 293.3 337.9
991.6 456.8
349.5
2. February
25.7 176.8
77.5 261.7
49.1 1,111.0 349.7
7.9
135.1 372.6
256.7
3. March
83.4 179.7 149.9 249.1 104.5
223.5 136.5 142.9
823.8 430.2
252.4
4. April
18.6
99.3
82.9
64.7
61.8
198.1 296.6
63.7
173.9 128.0
118.8
5. May
157.1 333.4 100.7 316.9 177.6
468 145.4
73.2
669.9 144.5
258.7
6. June
495.0 110.9 144.8
99.3 128.1
364.5 550.0
99.9
235.8 261.7
249.0
7. July
409.8 209.0 206.7 215.4 286.9
187.9 140.6 401.7
467.1 415.7
294.1
8. August
182.4 144.2 128.6 203.9 176.1
236.6 247.4 281.8
245.5
18.7
186.5
9. September
146.2 161.4 473.0 486.4 207.6
279.9 180.1 453.6
454.7 438.0
328.1
10. October
216.5 359.0 264.1 283.9 329.9
276.1 260.0 348.9
402.2 435.7
317.6
11. November
435.2 350.0 179.7 155.5 481.5
319.2 242.5 193.2
231.2 297.5
288.6
12. December
195.8 256.6 813.3 447.5 497.0
422.4 208.8 248.9
396.4 248.9
373.6
Total Annual 2,577.6 2,720.8 2,727.9 2,927.2 2,785.3 4,415.0 3,050.9 2,653.6 5,227.2 3,648.3 3,273.4
Mean
214.8 226.7 227.3 243.9 232.1
367.9 254.2 221.1
435.6 304.0
304.0
Source: Philippine Atmospheric, Geophysical and Astronomical Services Administration, Catbalogan City Station
iv. Drainage Situations, Erosion and Flooding Potential
Historically, the area particularly Barangays Tutubigan and Casandig I
experienced flooding in the past because of the presence of Ulot River.High
Page 32 of 54
flooding of more than one meter depth is seasonally experienced in Barangay
Tutubigan and Casandig I affecting the households along the river banks.
To mitigate the flooding of the road, the construction of the old road (gravel
road) included the installation of single barrel and double barrel RCPCs in
waterways road crossings.These drainage systems in the area are still functional
but will still need an additional RCBC, slope protection and line canal.
Based on the Results of the MGB Geo-hazard Mapping and Assessment of
Barangays in Samar Province the subproject is assessed as not susceptible to
landslide/erosion.
v. Status of Environmental Clearances
The proposed project will have a concrete carriageway and would require
therefore a Certificate of Non-Compliance/Environmental Compliance
Certificate (CNC/ECC) from the DENR before the start of the project.
In this regard, the Provincial Government has applied for the required clearance
from the Environment and Management Bureau of the DENR. The Bureau have
scheduled an inspection date of the site and the proponent is coordinating with
them for the conduct of the same.
Additionally, coconut trees have been observed to been grown within the
RROW. Tree cutting permit is being secured from the PCA for the coconut trees
to be cut. Coordination with the PCA for the release of the permit is on-going to
see to it that the trees would have been removed prior to the start of the project
implementation.
Required Permits
Environmental Compliance Certificate
The proposed rehabilitation of the above-mentioned FMR does require an ECC
or a CNC per DENR Administrative Order No. 2003-30 because it is an existing
all weather road.
Governor’s Permit
The winning contractor must secure a Governor’s Permit for sand and gravel
extraction as part of the construction materials or may directly purchase from
the sand and gravel concession owner/dealer.
Page 33 of 54
Tree Cutting Permit
Along the ROW are coconut and other trees that need to be removed. However,
an ocular inspection and validation will be conducted by the DENR personnel
prior to the start of the project to insure that the ROW is cleared from trees. A
request for clearance to cut trees was sent to the Department of Environment
and Natural Resources for the removal of the same.
vi. Social and Environmental Impacts
a. Step-By-Step Activities Which Will Likely Impact in the Locality
The construction of the project requires the following step-by-step activities
which will likely have impact on the locality and its adjoining area and the
corresponding mitigating measures are identified in the attached SEMP (Figure
5).
Step 1. Clearing and Grubbing. This is the removal of grass, weeds that have
grown in the RROW which is 10 meters wide and 11.468kilometers long.
Step 2.Excavation.The removal of soil and other sub-grade elements to prepare
the ground for the construction of the box culvert. This also pertains to the
removal of roads sections containing heavy moisture and its replacement with
common borrow.
Step 3.Embankment.Embankment is the addition of soil and base coarse
materials compacted to a certain degree to meet the required width of the road
at a desired grade.
Step 4. Sub Grade Preparation. This is the laying of item 105 over the entire road
section and compacting them to the desired compaction level to meet the desired
road sub-grade elevation.
Step 5.Aggregate Base Course.This is an aggregate surfacing (item 200)
compacted to the required degree of compaction in preparation for the Portland
cement concrete pavement placement. The base coarse will have a 0.15 meter
thickness on the carriage way extending 1.5 meters on both shoulders of the
road.
Step 6.Concreting.This is the mixing of sand, gravel, cement and water to a
desired consistency and its placement on top of the base coarse which will
ultimately serve as road carriageway.
Page 34 of 54
This is about Portland cement concreting pavement. This will entail the mixing
of sand, gravel and the Portland cement.
a. Air pollution will directly affect the workers only. Houses are situated
about 30 meters away from the project site and will not be affected by the
pollution.
b. Noise disturbance will not be a problem during the construction of the
project as it will be done away from the communities.
c. Waste pollution especially those generated by proper disposal of used oil
will be eliminated as the maintenance of the equipment will be done
before the start of the project and the disposal of waste used oil, if ever
there will be some, will be done appropriately.
d. Riprapping have already been done during the construction of the allweather road in steep areas to prevent landslide/erosion with a length of
30 meters and 1 meter in height.
e. Rehabilitation of overflow which includes increasing the length of apron
in the form of a hydraulic jump. This is to counter the effect of scouring
during the flooding.
f. Part of the road maintenance is the establishment of road canal linings on
both sides especially on steep grades where scouring is evident.
Step 7.Rehabilitation of Overflow.The length of the apron will be increased
through a hydraulic jump to counter the effect of scouring during flooding.
Step 8.Drainage Canal. To maintain the good condition of the road, drainage
canals will be established on both sides. But in area where there is a side cut, one
side canal lining shall be constructed.
b. Environmental Impacts and the Recommendations
The preparation of the Environmental and Social Management/Mitigation Plan
(ESMP) was based on the following Assessments:
Wildlife Habitat. There is no impact on forest habitats as the proposed project
will be implemented in area far from wildlife habitats. There will be no wildlife
displacements and no cutting of endangered tree species.
Page 35 of 54
Trees that will be cut along the road must be replaced by the proponent by
planting endemic tree species along riverbanks or the 10 meters easement area.
This will protect the river banks from potential erosion. It can also protect the
area from potential flooding.
Water Contamination. The soil type of the area of the proposed project is
generally loose and has great potential for erosion or landslide during heavy
rainfall. This may bring sedimentation to the river systems. Another possible
source of sedimentation is the excavated soil which can be carried by rain to the
river systems. These can affect the existing freshwater species and its habitats.
To prevent sedimentation, the proponent will designate an area where excess
material excavated will be deposited at least 5 meters from the roadside and far
from the rivers and must be in low lying areas to prevent it from flowing to
water sources. Areas with steep gradient will be rip-rapped or planted with
natural vegetation known as natural matting to prevent soil erosion and
landslide. Canal linings will also be established to provide an area for water flow
or flow diversion. It can also serve as part of the road maintenance and will
ensure that sediments will not directly flow to the river systems. Filter barriers
or settling basins for sediments removal must also be established in strategic
areas of the project undertaking.
Waste discharge mostly in the form of motor oil must be prevented as this can
contaminate water sources. Heavy equipment is likely to contribute this kind of
waste hence the proponent shall ensure that equipment maintenance must be
done away from the area especially when the equipment needs to change oil.
As the project construction will last for a year, fecal waste is likely to be
generated from those people involved in the construction. It must be imperative
that water contamination caused by fecal waste must be prevented. Temporary
“toilets” will be established far from water sources, especially that for drinking
water.
Air Pollution. The proposed project will be established 30 meters away from the
nearest houses. Pollution effects must be considered carefully to protect those
that will be exposed. Naturally, the pollution that will be generated during
excavation and during the mixing of concreting materials will directly affect the
people involved in the construction activities. Those involved must be provided
by the proponent with helmets, mask and other protective gear known as
Protected Paraphernalia’s Equipment.
Noise Pollution. The project will be using heavy equipment that can generate
noise. While the project may be 30 meters away from the nearest household, it is
Page 36 of 54
still imperative that the proponent must regulate the noise that may be
generated by noise emitting equipment. It is recommended that the activities
must be conducted during daytime so as not to disturb the sleeping hours of the
communities and those involved in the construction.
Disruption of traffic flow. A parking area must be designated by the proponent.
This will ensure that traffic flow will be smooth during the duration of the
project.
Sign boards/Billboards. To inform the communities about the on- going project
and provide guidance/ safety of those residing within the vicinities of the
proposed project, billboards shall be placed in strategic locations. The
Environmental Compliance Certificate issued by the EMB shall also be
displayed.
Solid waste management. The project will not only generate air, water and noise
pollution, but is also expected to generate solid waste. Among these solid wastes
are plastic containers of motor oil, empty sacks of cement and other waste by
people involved in construction activities. To prevent litter and secure garbage,
trash and solid waste during the construction phase, a Material Recovery Facility
must be established as part of the solid waste management by the proponent.
Training on waste management must be provided by the proponent to the
communities and to the project implementers. This will ensure that both the
project implementers and the communities understand the possible
environmental and health impacts of the project and thus endeavor to minimize
if not prevent any negative impact.
Page 37 of 54
Figure 5: Social and Environmental Management Plan
Issue (Potential
Impact)
1. Negative Impact
of the project on
environment and
to the community
2. People Resistance
and nonparticipation to
the project
Assessment
PLANNING DESIGN
considers the
environmental and social
impact of the project.
Lack of people awareness
on the project especially
the affected persons and
barangay officials.
1. Temporary
increase in
sedimentation
during
construction
2. Potential
contamination of
surface and
groundwater
with oil/grease
3. Potential
contamination
Waste oil and grease from
equipment could
contaminate surface water
There will be no or
insignificant amount of
waste oil/grease
Construction workers
would be temporarily
housed in a base camp
Mitigation Measure
Schedule/
Duration of the
Mitigation
Measures
I. PRE-CONSTRUCTION PHASE
Include in the design
Pre-engineering
appropriate erosion control,
Stage
slope stabilization and
protection measures.
Hold consultative assembly
Solicit
with the project partners. with
involvement of
equal participation with project the community
beneficiaries and affected
and affected
persons
persons for
equity to
provide road
right of way.
II. CONSTRUCTION PHASE
Earthmoving/cutting of slopes During
to be done during dry months
Construction
Proper disposal and
compaction of spoils
Instrument of
Implementation
(POW, Contract,
IDP, or OandM
Plan)*
Responsible
Unit
DED
I-BUILD HEAD
Deed of Donation,
Waiver of Rights,
Quit Claims
I-PLAN HEAD
with the
support of the
assessor
DED/POW;
I-BUILD HEAD
and
CONTRACTOR
Contract
Proper handling and disposal
of waste oil and grease
During
Construction
Contract
I-BUILD HEAD
and
CONTRACTOR
Set up adequate latrine/toilet
facility at the base camp
During
Construction
Contract
I-BUILD HEAD
and
CONTRACTOR
Page 38 of 54
with human
waste
4. Potential
disruption of
traffic flow
5. Potential
dust/mud
nuisance during
construction
6. Landslide/
erosion of
exposed road
sides resulting in
sedimentation of
waterways
Workers would be mostly
locals and are expected to
go home to their respective
houses after works
The access road and/or
segments to be
rehabilitated need is vital
to daily activities of the
residents and farmers and
need to be kept open to
traffic during construction
The construction will not
affect daily movement of
residents and farmers
Roads could become
powdery during dry days
and muddy during rainy
days of the construction
period
Access road and/or the
construction/
rehabilitation works passes
through a populated area
The cut slopes will be hard
materials that would resist
erosion
The road passes through a
relatively benign terrain,
cuts will be minimal
The rehabilitation work
does not involve
additional road cuts
Keep the road open to traffic
flow and minimize disruptions
along the access road and/or
construction area; Provide
adequate warning signs and
traffic personnel when
necessary;
Undertake regular maintenance
measures on the passable
portions of the roads
During
Construction
Contract
I-BUILD HEAD
and
CONTRACTOR
Undertake sprinkling of road
(including access roads) during
dry days, and filling up of
potholes during rainy days,
especially in residential areas
Set up speed limits for vehicles,
especially within residential
areas
During
Construction
Contract
I-BUILD HEAD
and
CONTRACTOR
Compliance to the
ESMP
*Riprap
Page 39 of 54
7. Inadequate
drainage
resulting in
flooding or
ponding
8. Local
employment
The road will block runoff,
resulting in flooding on one
side of the road during rainy
days.
Installation of cross drain
During
Construction
DED
I-BUILD HEAD
and
CONTRACTOR
Hiring priority shall be given to
qualified local residents;
Implement RI Manual on local
hiring
Establishment of Batching Plan.
Established proper signage
and warnings on lane for
concreting and provide detour
for a passage lane.
Confine area intended for
excavation.
Provision of adequate space for
materials and equipment
Provision of adequate nets for
falling debris at the batching
plan
Establishment of signage and
warning signs in school sites
During
Construction
Contract
CONTRACTOR
During
Construction
Contract
CONTRACTOR
During
Construction
Compliance to the
ESMP
CONTRACTOR
Drainage issues likely
Construction will provide
local employment
opportunities
Construction Management
on materials and
Congestions
generate by heavy equipment
equipment and
transporting
trucks during
PCCP
9. Traffic
10.
Safety of
School Children
PREPARED BY: ENGR. VIRGINIA A. HILVANO
I-PLAN Head
NOTED BY:ENGR. ARTHUR B. CUENCO
PPMIU Head
APPROVED BY: HON. SHAREE ANN T. TAN
Provincial Governor
Page 40 of 54
F. FINANCIAL ANALYSIS
i. Total Project Cost by Financing Source and Cost Sharing
Tables
18
and
19
show
the
total
project
costs
PhP113,534,809.11fora11.4680kilometers length, 5 meters width and 6 inches
thick concrete road. The Government of the Philippines will provide the 10
percent of the total cost and the other 10 percent is in equity of the Provincial
Government fund had been allocated which will be deposited in a separate
account, and the rest which is 80 percent will be shouldered by the World Bank
thru PRDP as Loan proceed.
Table 18. Sources of Fund
Amount
(PhP)
Sources of Fund
Loan Proceeds (WB)
National Government Counterpart
LGU Counterpart
Add:1% Project Management (LGU counterpart)
Total Project Cost without 1%PM
Total Project Cost with 1% PM
Total Project
Cost (PhP)
113,534,809.11
100%
90,827,847.29
11,353,480.91
11,353,480.91
1,135,348.09
113,534,809.11
114,670,157.20
Table 19. Project Cost Sharing
PRDP/ World Bank
GOP (PhP)
(PhP)
90,827,847.29
11,353,480.91
80%
10%
PLGU (PhP)
11,353,480.91
10%
ii. Total Project Cost Breakdown
a. Direct Cost
The total direct cost is PhP88,148,143.72which covers equipment, labor and
materials, while the indirect costs which includes OCM, contractor’s profit and
taxes is PhP26,522,013.4(Tables 20 and 21.
Direct
Cost
Equipment
Labor
Materials
Total
Source:
Table 20.Direct Cost of the Project
PRDP/ World Bank
PLGU
GOP (PhP)
(PhP)
(PhP)
13,763,537.63
1,720,442.20 1,720,442.20
2,629,575.65
328,696.96
328,696.96
54,125,401.70
6,765,675.21 6,765,675.21
70,518,514.98
8,814,814.37 8,814,814.37
Total (PhP)
17,204,422.04
3,286,969.56
67,656,752.12
88,148,143.72
Page 41 of 54
b. Indirect Cost
Table 21.Indirect Cost of the ProjectConcreting of Brgy.Lipata – Brgy.
Casandig I Farm-to-Market Road, Paranas, Samar
PRDP/ World
Indirect Cost
GOP (PhP)
PLGU (PhP)
Total (PhP)
Bank (PhP)
OCM
4,936,296.05
617,037.01
617,037.01
6,170,370.06
Contractor’s Profit
5,641,481.20
705,185.15
705,185.15
7,051,851.50
Taxes
9,731,555.07
1,216,444.38
1,216,444.38
12,164,443.83
Project Management
1,135,348.09
1,135,348.09
Total
20,309,332.31
2,538,666.54
3,674,014.63
26,522,013.48
iii. Status of LGU Equity Availability and LFC certification
The LGU equity for the project will be sourced from a loan to be secured by the
Provincial Government from the Development Bank of the Philippines. A
machine copy of the SangguniangPanlalawigan Resolution No. 14-130-14 dated
September 4, 2014, authorizing the Governor to negotiate for a loan to be used as
equity for the project is hereto attached. Similarly, a certification from the bank
indicating eligibility to apply for the loan is hereto attached also.
G. ECONOMIC ANALYSIS AND EVALUATION
i. Economic Benefits
The following are the benefits accrued for this project:
1. Vehicle Operating Cost (VOC) Savings. VOC Savings is calculated from
the projected average annual daily traffic data multiplied to the vehicle
operating cost difference (changes in VOC in with and without project
scenarios) and the actual road length.
2. Savings in Hauling Farm Output. Savings in Hauling Farm Output is the
difference between the cost of manual hauling and the projected transport
fare using the improved road multiplied by the travelled road length and
the amount of produce that is to be marketed, less that portion of the
produce saved for consumption and production.
3. Savings in Hauling Farm Input. Savings in hauling farm inputs of
production to the farm is computed using the changes in transport costs
under and without the road project multiplied to the estimated number of
required inputs for each crop, whether fertilizer, planting materials or
seeds.
4. Savingsin Travel Time of Commuters. The savings in travel time is
derived by using the assumption that commuters will be able to acquire
Page 42 of 54
benefits from the changes in their travel time, which would also result to
the increase of productive time per capita.
5. Benefits from Newly Cultivated Agricultural Land.Benefits from potential
agricultural land areas that can be readily cultivated and used for other
high yielding agricultural crops that have high market indices.
6. Savings in Reduction in Post-Harvest Losses. Lastly, the reduction in the
post-harvest losses is computed by multiplying the estimated percentage
of reduction in post-harvest losses from the total volume of production
marketed per crop.
a. Production Level Withinthe Direct Road Influence Area
Tables22.1 to 22.8 show the major agricultural crops being produced in the direct
influence area are marketed outside or within the project influence area. Rice has
the highest volume of production of 1,423,240 kilograms, followed by coconuts
with production of 1,016,235 kilograms, corn with 646,768 kilograms, gabi
248,010 kilograms, and camote with 181,050 kilograms, cassava 133,095
kilogramsand abaca with 1,836 kilograms.
Only 70 percent of rice are being sold in the market, the rest are being consumed
by the farm producers.
Of total area planted to crops of2,026.43 hectares, 711.62 hectares is devoted to
rice production and the rest are planted to rice, corn, abaca, and other crops.
1.
2.
3.
4.
5.
6.
Table 22.1. Agricultural, Fishery and Forest Production Areas to be Served by the Concreting
ofLipata to Casandig I Farm-to-Market Road, Paranas, Samar
COCONUT
No. Of
PercentOf
Mineral
Seed
Average Turn-Over/
Annual
Production
Area
Fertilizer Requirement/
Barangay
Yield/
Cropping
Production
Sold In
(In Ha)
Requirement/
Ha/Year
Ha (Kg)
Seasons/
(Kg)
Market
Ha/Yr
(Suck Ha/Yr)
Year
(%)
Lipata
103.85
375
4
250
100 hills/ha
155,775
100.00
Minarog
180.16
375
4
250
100 hills/ha
270,240
100.00
Salay
95.51
375
4
250
100 hills/ha
143,265
100.00
Tutubigan
58.80
375
4
250
100 hills/ha
88,200
100.00
Casandig I
144.91
375
4
250
100 hills/ha
217,365
100.00
Casandig II
94.26
375
4
250
100 hills/ha
217,365
100.00
Total
677.49
1,016,235
Source: Municipal Agricultural Officer, Paranas, Samar
Page 43 of 54
1.
2.
3.
4.
5.
6.
CORN
No. Of
Percent Of
Mineral
Seed
Average Turn-Over/
Annual Production
Area
Fertilizer
Requirement
Barangay
Yield/ Ha Cropping
Production Sold In
(In Ha)
Requirement/
Ha/Year
(Kg)
Seasons/
(Kg)
Market
Ha/Yr
(Suck Ha/Yr)
Year
(%)
Lipata
11.58
800
2
9 bags*
18 kgs/ha
18,528
90.00
Minarog
Salay
117.16
800
2
9 bags*
18 kgs/ha
187,456
90.00
Tutubigan
273.31
800
2
9 bags*
18 kgs/ha
437,296
900.00
Casandig I
2.18
800
2
9 bags*
18 kgs/ha
3,488
90.00
Casandig II
90.00
Total
404.23
646,768
Source: Municipal Agricultural Officer, Paranas, Samar*compose of 6 bags complete and 3 bags urea fertilizer
CASSAVA
Barangay
1.
2.
3.
4.
5.
6.
1.
2.
3.
4.
5.
6.
Lipata
Minarog
Salay
Tutubigan
Casandig I
Casandig II
Total
Average
Area
Yield/
(in ha)
Ha (kg)
10.73
26.00
2.00
7.00
31.00
12.00
88.73
No. of turnMineral
over/
Fertilizer
cropping
Requirement/
seasons/ year
ha/yr
Seed
Requirement/
ha/year
(suck ha/yr)
1,500
1,500
1,500
1,500
1
1
1
1
n/a
n/a
n/a
n/a
300 cuttings/ha
300 cuttings/ha
300 cuttings/ha
300 cuttings/ha
1,500
1,500
1
1
n/a
n/a
300 cuttings/ha
300 cuttings/ha
Percent Of
Annual Production
production Sold In
(kg)
Market
(%)
16,095
70.00
39,000
70.00
70.00
3,000
70.00
10,500
46,500
18,000
70.00
70.00
133,095
of Lipata to Casandig I Farm-to-Market Road, Paranas, Samar
CAMOTE
Percent Of
No. of turnMineral
Seed
Average
Annual
Production
Area
over/croppi
Fertilizer
Requirement/
Barangay
Yield/ Ha
production
Sold In
(in ha)
ng seasons/ Requirement
ha/year
(kg)
(kg)
Market
year
/ha/yr
(suck ha/yr)
(%)
Lipata
2,500
1
70.00
10.00
1,006 kgs*
600 cuttings/ha
25,000
2,500
1
1,006
kgs*
600
cuttings/ha
70.00
Minarog
20.36
50,900
2,500
1
1,006 kgs*
600 cuttings/ha
70.00
Salay
3.04
7,600
2,500
1
1,006 kgs*
600 cuttings/ha
70.00
Tutubigan
6.02
15,050
2,500
1
1,006
kgs*
600
cuttings/ha
70.00
Casandig I
21.00
52,500
2,500
1
1,006 kgs*
600 cuttings/ha
70.00
Casandig II
12.00
30,000
Total
72.42
181,050
Source: Municipal Agricultural Officer, Paranas, Samar* 6 kilograms complete and 1,000 kilograms organic fertilizer
Page 44 of 54
1.
2.
3.
4.
5.
6.
of Lipata to Casandig I Farm-to-Market Road, Paranas, Samar
RICE
Percent Of
No. of turnMineral
Seed
Average
Annual Production
Area (in
over/croppi
Fertilizer
Requirement
Barangay
Yield/
production Sold In
ha)
ng seasons/ Requirement/
/ha/year
Ha (kg)
(kg)
Market
year
ha/yr
(suck ha/yr)
(%)
Lipata
116.48
1,000
2
10
50 kg/ha
70.00
232,960
70.00
Minarog
138.53
1,000
2
10
50 kg/ha
277,060
70.00
Salay
200.47
1,000
2
10
50 kg/ha
400,940
70.00
Tutubigan
103.30
1,000
2
10
50 kg/ha
206,600
Casandig I
90.26
1,000
2
10
50 kg/ha
180,520
70.00
70.00
Casandig II
62.58
1,000
2
10
50 kg/ha
180,520
Total
711.62
1,423,240
b. Population within the Direct Road Influence Area and Other Areas to
Benefit from the Road Facility
There are 1,157households, which are composed of 6,296individuals that will
directly benefit from the subproject. Seventy (70) percent of these population are
economically active and out of these economically active, 40% are the
commuters. If the road will be improved, the percentage of economically active
individuals may increase (Table 23).
Table 23. Population within the Road Influence Area (RIA)
Population
Number
Barangay
1.
2.
3.
4.
5.
6.
Lipata
Minarog
Salay
Tutubigan
Casandig I
Casandig II
TOTAL
2
Male
Female
Total
644
303
313
899
473
557
3,189
628
266
312
973
443
485
3,107
1,272
569
625
1,872
916
1,042
6,296
Number
of HH
267
102
134
312
134
208
1,157
Ave.
Economically
Annual
Active
Population
Population
Growth
(in %)
Rate2 (in %)
2.26
70.00
1.57
70.00
1.80
70.00
1.80
70.00
2.79
70.00
0.35
70.00
1.70
70.00
Average Annual Population Growth Rate should be based on available statistics on barangay, municipality
or province level.
Page 45 of 54
c. Existing Vehicular Traffic Based On Traffic Survey Results
Table 24 indicates the existing vehicular traffic based on Traffic Survey Results 3
and indicating representative vehicles, passenger occupancy/average load by
vehicle type, average daily trips, and the average traveled distance
The usual mode of transportation that can be seen in this sub project area is the
animal hauling of goods; and if the goods are less than 50 kilograms, people
carry it on their backs. There are motorcycles exclusively for personal usage of
the owner and motorcycles for hire or “habal-habal” but these are operating
during dry months or good weather.
Barangay
1. Lipata
2. Minarog
3. Salay
4. Tutubigan
5. Casandig I
Table 24. Annual Average Daily Traffic in PRDP Barangays- Direct RIA
Average Average Average
Existing Mode Of No. Of
Average
Operating Loading No. Of Observed Transport Fares
Transport In The Vehicle
Traveled
Days Per Capacity Daily
For Passenger/ Cargo (P)
Area
Units
Distance 4
Year
(Kg)
Trips
Tricycle
Motorcycle
Hired motorcycle*
35
350
200
2 P10/passenger and cargo
2.0
Hauling Truck
Tricycle
Motorcycle
Hired motorcycle*
35
350
200
2 P50/passenger and cargo
4.8
Hauling Truck
Tricycle
Motorcycle
Hired motorcycle*
35
350
200
2 P100/passenger and
8.30
cargo
Hauling Truck
Tricycle
Motorcycle
Hired motorcycle*
350
200
2
Hauling Truck
Tricycle
Motorcycle
Hired motorcycle*
5
350
5,000
1
45
350
200
2
Jeep
Hauling Truck
10
15
300
350
1,000
5,000
1
Source: MPDO, Paranas, Samar
3If
35
P100/passenger and
cargo
P50/passenger and cargo
11.10
P100/passenger and
cargo
15.30
11.10
15.30
* Habal-habal
traffic survey is done along the proposed road site or adjacent existing road. This may be done through
classified manual count and roadside origin-destination
4The proposed road length divided by two.
Page 46 of 54
d. Transport Prices by Animal/Manual Haulers
At present, the transport cost of inputs ranges from PhP30.00/sack to
PhP40.00/sack for animal hauler while PhP40.00/sack PhP50/sack for human
hauler (Table 25).
With the project, transportation cost is projected to reduce significantly by 30
percent from its present rate (Table 23). The farmers and local residents will
travel faster from the farm to the barangay proper and to the nearest pick up
farm product location due to the road widening. Likewise, the people will have
the option to transport their farm inputs and outputs and other marketable
commodities to the market centers using bigger vehicles like jeepneys and trucks
rather than merely animal driven, manual labor, or habal-habal.
Page 47 of 54
Barangay
ANIMAL
1. Lipata
Carabao
2. Minarog
Carabao
3. Salay
Carabao
4. Tutubigan
Carabao
5. Casandig I
Carabao
Table 25. Transport Prices by Animal/Manual Haulers in Road Influence Area (Direct and Indirect)
Transport
Transport
Transport Price
Distance
Distance
Origin To
Origin To
Without With
Ave.
Without With
HUMAN
Without With
Destination
Destination
Project Project Loading
Project Project
Project Project
(PhP per (PhP per Capacity
(meter) (meter)
(meter) (meter)
sack)
sack) (sacks)
Fr. Farm to nearest
Fr. Farm to nearest
300
200
30.00
20.00
4
Human
300
200
Brgy road
Brgy road
Fr. Farm to nearest
Fr. Farm to nearest
300
200
30.00
20.00
4
Human
300
200
Brgy road
Brgy road
Fr. Farm to nearest
Fr. Farm to nearest
400
200
40.00
30.00
4
Human
400
200
Brgy road
Brgy road
Fr. Farm to nearest
Fr. Farm to nearest
400
200
40.00
30.00
4
Human
400
200
Brgy road
Brgy road
Fr. Farm to nearest
Fr. Farm to nearest
300
200
30.00
20.00
4
Human
300
200
Brgy road
Brgy road
Transport Price
Ave.
Loading
Without
With
Project Project Capacity
(PhP per (PhP per (sack)
sack)
sack)
40.00
25.00
1
40.00
25.00
1
50.00
35.00
1
50.00
35.00
1
40.00
25.00
1
Note: 1 sack is equivalent to 50 kilograms
Page 48 of 54
e. Commuter Time Savings
With improved road condition, commuters within the influence area will benefit
with the reductions of their travel time. Without improvement, the travel time
from the town properexperienced by laborers, teachers and other service
providers ranges from10 to 110minutes, but with the concreting of the road,
travel time is projected to reduce for at least 5-60 minutes per person and 55.56
percent as the highest saving time or 50.97 percent asaveragesaving time(Table
26).
1.
2.
3.
4.
5.
Table 26. Average Travel Time of Commuters in Road Influence Area (Direct RIA)
Travel time
Percent
Average
No.
of
Share
of
With
No. of
Daily
Without
Saved
Project
Saved trips per working
Barangay
Wage
Project
person
Time for
(one way, travel
days
Rate
(one way,
per day
Work
in
time
(PhP)
in minutes)
(%)
minutes)
Lipata
5
5
1
50.00
250
10
300
Minarog
20
25
1
55.56
250
45
300
Salay
30
35
1
53.85
250
65
300
Tutubigan
45
45
1
50.00
250
90
300
Casandig I
60
50
1
45.45
250
110
300
32
32
1
50.97
250
Average
300
64
f. Benefits of Newly Cultivated Agricultural Land 5
The construction of the road will bring about cultivation of potential areas for
agriculture, specifically banana, corn, cassava, and camote production and other
high-value crops. Output of which will greatly benefit the residents in terms of
income from rice, corn, cassava and other crops. Table 27 shows the expansion
areas to be cultivated together with the projected total annual production per
crop per barangay after the project will be implemented.
Moreover, with the project, farm productivity will increase, farm production cost
will be reduced and farm product quality will be improved. All these will be the
contributory factors in the expected increase of farmers’ income from
PhP5,466.67 to PhP 6,750.00 per month.
5
This benefit is optional and it should be based on a well justified rationale.
Page 49 of 54
Table27. Newly Cultivated Agricultural Area in the Road Influence Area
Land
Marketing
Expansion Output Developm Production
cost per
Barangay
Crop
Area
Price
ent cost cost per Ha
sack
(in ha) (Php/kg) per Ha (PhP/Ha)
(Php/kg)
(PhP/Ha)
1. Lipata
Banana
10
15/kg
40,000
10,000
0.41
2. Minarog
Corn
12
0.45
15.5/kg 40,000
10,000
3. Salay
4. Tutubigan
Cassava
10
15/kg
20,000
5,000
0.40
5. Casandig I
6. Casandig II
Source: FGD, December, 2014
ii. Economic Costs
The capital cost (economic) of the project is Php101,245,692consisting of the
materials, labor, equipment and project management costs for the farm-tomarket road. Meanwhile, the estimated budget for maintenance of the
11.648kilometer road is computed to be PhP243,073annually covering the cost of
vegetation control, clearing and repair of culverts, clearing of side ditches and
climatic loss of travel. Periodic maintenance, which is undertaken every six
years, is estimated at Php388,917(Table 28).
Table 28. Capital Cost and Operation and Maintenance (O and M) Cost Breakdown
Year
Total Investment Cost
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
101,245,692
Operating and
Maintenance Cost
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
Total Cost
101,245,692
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
243,073
243,073
243,073
388,917
243,073
243,073
Page 50 of 54
iii. Direct Jobs from Construction 6
Associated in the implementation of this project is the generation of jobs. Skilled
and unskilled laborers are needed to complete the project. Skilled workers are
defined as workerswith special skills, acquired skills or knowledge while
unskilled laborers which do require special skills or knowledge of the job at all.
The PLGU will make sure that 40 percent of skilled laborers and 60 percent of
unskilled laborers will be coming from the beneficiary barangays or nearby
barangays within the municipality.
1. No. of Unskilled Laborers to be hired
The sub project implementation will be hiring30 unskilled laborers/workers
where 60 percent will be coming from the subproject area. The work that will
be assigned will include the installation of drainage facilities,
clearing/cutting of bushes/trees and heavy equipment helpers.
2. No. of Skilled workers to be hired
There will be 40 skilled laborers that will be hired for the sub project
implementation, 40 percent of which will be coming from the subproject
areas. They will be assigned as team leaders for various works, i.e.
installation of drainage facilities, bush clearance and operators of
variousheavy equipment that will be used in the subproject.
iv. Adjustment of Financial Values to Economic Terms
a. Farm-to-Market Road (FMR) Subproject: Feasibility Study for the
Improvement/Concreting of Lipata to Casandig I Farm-to-Market Road,
Paranas, Samar
Assuming that 80 percent of the materials are purchased from market and
equipment are 100 percent base cost (no taxes). The conversion factor for
unskilled labor is 0.6 percent. The overhead, contingencies and miscellaneous
(OCM) is 12 percent of base cost while contractor’s profit is eight percent. Taxes
are 12 percent of the total mark-up value. Feasibility study and Detailed
Engineering Design preparation is five percent of base cost and engineering
supervision is five percent of base cost.
Table 29 shows the estimates of the items needed for the project with
corresponding conversion of economic cost. Economic cost is defined as the true
cost of the item to the society. To get the economic cost, conversion factors is
provided for each item. Materials is given a 12 percent conversion factor, for
6
Based on Detailed Estimates in the Program of Works
Page 51 of 54
unskilled is 0.6, for OCM is 12 percent and for FS and DED preparation and
engineering supervision is 12 percent. The rest of the items is 100 percent base
costs or does not have taxes.
The FS and DED preparation and Engineering Supervision is not included in the
Program of Works (POW), it is just shown for the computation of Economic and
Financial Analysis.
Table 29. Computation of Economic Cost of Sub-project
Financial Cost
Conversion
Items
Economic Cost
(current prices)
factors/Tax
Materials /a
67,656,752
12%
61,161,703.92
Equipment /b
17,204,422
17,204,422.04
Labor:
Skilled
1,189,760
1,189,759.56
Unskilled /c
0.6 %
2,097,210
1,258,326.00
Subtotal Labor
3,286,969.56
2,448,085.56
Total Base/Direct Cost
88,148,143.72
80,814,211.52
Overhead, Contingencies and
Miscellaneous (OCM) /d
12%
6,170,370.06
5,509,258.98
Contractor's Profit /e
7,051,851.50
7,051,851.50
Total (Base/Direct Cost+OCM+CP)
101,370,365.28
93,375,322.00
Taxes /f
0.00
12,164,443.83
FS and DED Preparation+
Engineering Supervision /g
12%
8,814,814.37
7,870,369.98
Total Cost
122,349,623.48
101,245,691.97
v. Results of the Economic Analysis
The computed Economic Internal Rate of Return (EIRR) is 17.5 percent which is
higher than the social rate of discount of 15 percent. Economic Net Present Value
(ENPV) is Php15,078,000which indicates that the present value of benefits is
greater than the present value of costs. Benefit-cost ratio (BCR) refers to the ratio
of the total benefits to total costs. Computed BCR is 1.15 which means that total
benefits are greater than total costs. Generally, the project is very feasible and
viable because it generates a satisfactory economic and financial analysis.
vi. Economic Sensitivity Results
Sensitivity Analysis is a tool used to determine the effects of different assumed
scenarios to the project aside from the projected base scenario. The sensitivity
analysis is done to test the susceptibility of variables that directly affect a
project's economic viability.
Table 30 shows that in majority of the test case scenarios, EIRR, ENPV and BCR
results remain at acceptable levels. Hence the project is generally robust to
changes.
Page 52 of 54
However, in the case wherein benefits are delayed by two years, all indicators
significantly dropped by several notches, posting a lower EIRR, negative ENPV
and a BCR that is less than one. This would convey that the risk relative to
slippages or delays in construction is likely to occur and affect viability. Hence, it
is important to look into this aspect and create precautionary measures in order
to avoid this risk. It is also highly- recommended that there should be a close
monitoring of the project implementation that will greatly help prevent delays.
Below are the results of the sensitivity test:
Table 30. Economic Sensitivity Results: Improvement/Concreting of Lipata to Tutubigan
Farm-to-Market Road Paranas, Samar
Costs Increase
Increase of Benefits
Decrease of Benefits Delay of Benefits
Sensitivity
Analysis
Base
(20-year Scenario +10%
period)
EIRR
ENPV
(000'PhP)
BCR
+20%
+50%
+10%
+20% + 30%
-10%
-20%
No
Benefits
Deriving
From
New
- 30% 1 year 2 years
Agri.
Land
17.5%
16%
14%
11%
19%
21%
23%
16%
14%
11%
13%
10%
17%
15,078
4,791
-5,496
-36,357
26,873
38,667
50,462
3,283
8,512
20,306
15,533
-42,437
11,696
1.15
1.04
0.96
0.76
1.26
1.38
1.49
1.03
0.92
0.80
0.85
0.59
1.11
vii. List of the Attached Models/Detailed Tables of EFA Template
Table 31 below shows the list of attached documents in the Economic and
Financial Analysis (EFA) used in the preparation of this feasibility study.
Table 31. List of the Attached Models/Detailed Tables of EFA Template
Table No.
Name of Table
Table 1
Computation of Economic Cost of Subproject
Table 2
Capital Cost and Operation and Maintenance (O and M) Cost
Breakdown
Table 3a
Annual Road Maintenance Unit Costs
Table 3b
Annual Maintenance Costs
Table 4
Benefits – Vehicle Operating Costs (VOC) Savings
Table 5a
Benefits – Savings in Output Hauling
Table 5b
Benefits – Savings in Input Hauling
Table 6
Benefits – Savings in Travel Time for Commuters
Table 7
Benefits of Newly Cultivated Agricultural Land
Table 8
Reduction in Post-Harvest Losses per Crop
Table 9
Economic Analysis
Table 10
Sensitivity Analysis (on Costs, Benefits and Delay)
Page 53 of 54
V. CONCLUSIONS AND RECOMMENDATIONS
The Feasibility Study for the Improvement /Concreting of Brgy
Improvement/Concreting of Lipata to Casandig I Farm-to-Market Road (FMR)
covers several scopes. The marketing aspects shows that there is a great demand
for the said sub – project.
The technical study shows that the engineering designs and the program of
work are technically feasible. On the other hand, economic analysis show that
the Net Present Value (NPV) is Php15,078,000, an Economic Internal Rate of
Return that is 17.5 percentand Benefit Cost Ratio (B/C) is 1.15.
Based on the results and findings presented by the study, the proponent has
found that the proposed sub – project feasible and is recommended for approval
and funding by the PRDP under the DA.
Page 54 of 54

PRDP Paranas.

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