Executive Summary

A.

Project Title

B.
C.

Project Location
Project Category
(rehabilitation or new
construction)
Project Scale/Dimension
Project Proponent
Implementing Unit

Concreting of Zamora- CulpanBalintonga-Sinampongan Farm

to Market Road
Aloran, Misamis Occidental

Concreting

:
:
:

10.0 kms with 9 lines RCPC

PLGU- Misamis Occidental
PLGU- Misamis Occidental

Total No. of Barangays of the

Mun.
Mode of Implementation

38 Barangays

By Contract

Road Influence Area (RIA)

(to be validated using the
RIA maps)
Total Land Area:

1,068.5 hectares

D.
E.
F.
G.
H.
I.

Total Agricultural Area:

Existing Area:
Potential Area:

1,078.5 hectares
Barangay

No. of
has.

Aloran
Zamora

80

Culpan

300
3
3

Balintonga

191
2.5
17

Sinampong
an

200

Crop
Cocon
ut
Cocon
ut
Corn
Banan
a
Cocon
ut
Banan
a
Cassav
a
Cocon
ut

Roxas
Oroquieta
City
Kinawanga
n
Total
J

Project Beneficiaries within

the RIA

20
130
10

Corn
Rubber
Cocon
ut

112

Rubber

1068.5

528 households
2,410 population; M= 1,460 ;
F= 950
________ farming households;
no of farmers=
___543__Indigenous People
(IP);
M = 265; F = 278
_________ Non-IP

K.

Total Project Cost and

Cost Sharing

:
:

L.

M.

Economic Indicators
1)Economic Net Present
Value (ENPV)
2)Economic Internal Rate of
Return
3)Benefit Cost Ratio
Conclusion and
Recommendations

I.

Introduction
a. Provincial Background
i. Demographics

P______________________
WB Loan Proceeds: P______
GoP : P______
LGU Equity : P______

:
_________
__________
__________
a statement as to whether or
not the project has been found
feasible from the marketing,
technical,
economic
and
operational view point.

Misamis Occidental has a total population of 567,642 as

of the 2010 census. This population figure is higher by
80,919 persons as compared to the 2000 census. Its
population density increased from 237 persons per sq.
km in 2000 to 276 in 2010. The population is growing at
an average rate of 1.55 percent between the two censal
periods which is higher than the previous censal period
(1990-2000) of 1.38 percentage points.
The provincial population in 2010 is about 13.2 percent
of the total population of the region while it occupies
10.6 percent of the total land area in the region. Its
annual growth rate in 2000-2010 of 1.55 percent is the
slowest next to the province of Camiguin. Likewise, it is
also lower than the regional average growth rate of 2.06
percent and the national average of 2.03 percent.
(PDPFP, MOC 2013-2018)
ii. Economy
The economy of Misamis Occidental is primarily an agribased with 118,933 hectares or 61.33 percent of its
total land being developed as croplands. Food crops
occupied an area equivalent to 13,861 hectares or
11.65 percent of the total cropland, while 105,072
hectares or 88.35 percent are devoted to commercial
crops. (PDPFP, 2013-2018)
iii. Agriculture and Rural Development Sectors
The province is predominantly an agri-based economy.
The province has a total land area of 205,522 hectares
or 20.552 sq.km. Its production land use comprises
57.61 percent of the provinces total land area or
118,993 hectares. Food crops occupied an area
equivalent to 13,861 hectares or 11.65 percent of its
total cropland, while 105,072 hectares or 88.35 percent
are devoted to commercial crops. Corn is the staple
food in the rural areas of the province covering an
effective area of 18,915.10 hectares. (PDPFP, MOC
2013-2018)
For the Agri-fishery sector, PGMO has the following
strengths: (1) the sufficient sources of water through the
presence of 33 river-tributaries; (2) creeks and springs;
(3) top managements priority support to agriculture
sector; (4) capacity to conduct soil fertility tests by the

technical personnel of the local agriculture office; (5)

available skills to raise fingerlings such as tilapia and
bangus at MOAP and some private hatcheries; (6)
available skills to formulate and distribute organic
fertilizers through vermicast production at MOEDRC,
municipal/city and private vermiculture projects; (7)
presence of tractor services through plow now-pay later
scheme; (8) and the presence of agri-fishery
development plans. (PCIP, MOC 2015)
b. Project Identification and Prioritization Profile
i. E-VSA Maps and Statistics
Good road access linking all segments in the value chain from
input provision to marketing is very vital. Thus, expansion must
include construction and/or rehabilitation of FMRs that are significantly
needed in support to rubber production.
In addition to the VSA rating pre-identified by the Department of
Agriculture, the expanded VSA (eVSA) form part of the basis in
identifying which FMRs are qualified under the expansion strategy.
For Misamis Occidental, the eVSA parameters are to wit:
o VSA 50%
o Population 5%
o Poverty Incidence 15%
o No. of Farmers 10%
o Area Planted 10%
o Production Volume 10%
Results of the eVSA ranking will be the basis for identifying FMRs
under the I-BUILD Subproject.
Table 1. VSA and EVSA Ranking, Rubber Commodity
LGU
CONCEPCION
SAPANG DALAGA
BONIFACIO
ALORAN

OLD
COMPOSITE
INDEX
0.5761
0.6722
0.6435
0.5838

OLD
RANK
15
3
8
13

NEW
COMPOSI
TE INDEX
0.67084
0.56655
0.52957
0.5232

NEW
RANK
1
2
3
4

OROQUIETA CITY
DON VICTORIANO
CHIONGBIAN
LOPEZ JAENA
PLARIDEL
CALAMBA
TANGUB CITY
OZAMIS CITY
TUDELA
SINACABAN
BALIANGAO
PANAON
JIMENEZ
CLARIN

0.6049
0.503

10
17

0.52191
0.49987

5
6

0.6938
0.7263
0.6629
0.6532
0.6558
0.5912
0.6058
0.6515
0.5988
0.5584
0.5805

2
1
4
6
5
12
9
7
11
16
14

0.49469
0.4609
0.45895
0.4487
0.44733
0.44573
0.43216
0.42964
0.42524
0.40895
0.40262

7
8
9
10
11
12
13
14
15
16
17

The municipality of Aloran and the city of Oroquieta ranked 4 th

and 5th respectively. Also, their respective indexes are 0.5232 and
0.5219. The two LGUs are very suitable for plantation and expansion.

ii. Value Chain Summary (Copy excerpts from Value Chain

Analysis- the road supports what segment of the VC)
Average yield per hectare in Mindanao decreased by 21% in
2013, from 3.07 MT of cup lumps in 2009 to 2.43 MT in 2013.
Average yield decreased primarily because yield from trees planted
during the period 2009 and 2013 is still low. Nevertheless, the
average yield per hectare of 2.43 MT (approximately 809 kilos dry
rubber basis) is still far from the 4,500+ kilos (1500 kilos dry rubber
basis) per hectare that can be achieved from high yielding rubber
clones. The USM1 from the University of Southern Mindanao, for
example, has a dry rubber yield of 2,498.15 kg/ha/year which is
18.81% higher than that of the standard RRIM 600 clone from
Malaysia.

Farmers are mostly smallholders with average farm size of 1.53.0 hectares Farms in Bukidnon are generally bigger than those
in other regions/provinces. Big rubber plantations are owned by
processors, trader-exporters, cooperatives, and wealthy families.
The larger processors have their own nurseries and farms are
more input intensive. (VCA- Rubber DA., 2014)

We have high potential and high soil suitability. Thus, the

direction the province is taking is to expand production. High
suitability qualifies for expanded production leading at least 20%
increase of farmers involved is needed to keep the balance of
planting and production demand. About 70% - 80% of the
Mindanaos rubber production is exported as cup lumps and a small
percentage of crumb rubber. Misamis Occidental will expand
production to both export and domestic market for cup lump and
crumb rubber. The current price is P20/kilogram of cup lump.
Area planted with rubber in the province as of 2013 is 1,559.86
hectares (h), number of farmers is 1,853 and production volume
is 2,458.23. The ratio between farmers and area planted is 1
farmer to 1.2 h. Production volume to farmer ratio is 1.3 MT : 1
farmer.
Most of the rubber plantations are under coconut trees and
intercropped with banana and some fruit trees. In our strategy to
expand, area planted will have to expand by 5% (78 h) and a
corresponding production increase of at least 20% to ensure
increased income for our farmers. (PCIP MOC 2015)
iii. Commodity Profile
Next to oil palm, the natural rubber industry which is a US$33B
per annum business is the second largest tropical crop. Rubber
trees grow best in tropical places with temperatures ranging from
20-280 C and with well distributed annual rainfall. The raw material
used for natural rubber processing is a white milky fluid called
latex. It is mainly tapped from rubber tree (HeveaBrasillensis).
There are two categories of natural rubber products, viz.: a) dry
or solid rubber and b) latex concentrate of liquid rubber. Dry
rubber is marketed in the form of rubber sheet, crepe rubber or
crumd rubber. Dry rubber products is used in making the following:
a) automotive products like fan belt, radiator hose, etc; b) industrial
products like conveyor belt, rubber roller, etc; c) consumer products
like footwear, mattress, etc. Latex concentrate is made from fresh,
uncoagulated filed latex and is used in the manufacture of rubberbased high-end products like surgical gloves, cathethers, condoms,
balloons and garments.
In 2013, Philippine cup lump production was at 444,817.70 MT
with Mindanao accounting for 99.97%. To this, Northern Mindanao
contributed 11,261 MT or 3% of the total production. (PCIP MOC,
2015)

iv. Proposed/Existing Enterprises to be supported by the

Subproject
There are no proposed or existing enterprises to be supported by
the proposed subproject. The proposed subproject (FMR) will solely
support linkage in the production area to processing areas.

II.

The Subproject
a. The Road Influence Area (Responsible Component/Unit to
review: GGU and Econ)
i. Location (Brief description in 1-2 paragraphs)
(Responsible Component/Unit to review: Econ &
GGU)
a. Geographic boundaries (Responsible
Component/Unit to review: GGU)
The proposed road project is in the Municipality
of Aloran located in the central coastal part of the
province of Misamis Occidental, Mindanao,
Philippines. It lies within 8 0 18 to 8 0 20
north latitude and 123 0 43 to 123 0 40 east
longitude. It has a total of 38 barangays with
three barangays comprising the town center while
the rest are rural barangays. It is bounded on the
North by Oroquieta City, on the west by the
municipality of Concepcion, on the south by the
municipality of Pana-on and on the east by the
tranquil Iligan Bay.
b. Relative distance to growth and commercial
centers (Responsible Component/Unit to
review: GGU)
The municipality of Aloran is approximately 8.7
kilometers or 5-10 minutes by public transport
from the Provincial Capital, Oroquieta City while
Ozamis City, the trade and business center of the
province is 33.6 kilometers to the south or around
40 minutes away by bus ride. Cagayan de Oro
City, its regional center is approximately 173.6
kilometers away or roughly six hours of land
travel with an average of 20 to 30-minute

ferryboat ride from Ozamis City crossing the

Panguil Bay to Mukas, Kolambugan, Lanao del
Norte.
c. Topography (Responsible Component/Unit to
review: GGU)
The proposed road subproject is rolling and has a
maximum slope of 9.2%, a minimum elevation of
__ meters, a maximum elevation of __meters and
an average elevation of __ meters.
d. Mapping the Subproject
-describe the geotagging methodology (how often
they conducted geotagging, at which phase of the
project life were the geotags taken; what are the
intervals in meters of geotag photos)
(Responsible Component/Unit to review:
GGU and Econ)
d.1.Kindly describe existing road networks (to
what road does the FMR connect, where the
markets are located relative to the FMR, how does
the FMR link agricultural areas to the markets)
(Responsible Component/Unit to review: GGU
and Econ)
d.2. Kindly describe the design of the FMR
(does it satisfy the location-specific criteria?
(Responsible Component/Unit to review: GGU
and Econ)
d.3 insert screenshots of proposed FMR
E. Estimation of RIA (Kindly calculate the total road
influence area of the proposed FMR in hectares.
(Responsible Component/Unit to review: GGU and
Econ)
Two levels of delineation of RIA:
1. If possible, kindly delineate between the agricultural and
residential areas
2. A second level of delineation: kindly segregate the area for
each major commodity, if possible.
ii. Demographics (Brief description in 1 paragraph)
(Responsible Component/Unit to review: I-PLAN)
There are four barangays directly within the road
influence area, namely: Zamora, Culpan, Balintonga and

Sinampongan. The proposed subproject road influence area

covers a population of 2,410 consisting of 60% male
(1,460) and 40 % female (950) with a household population
of 528 and an average growth rate of 4.4%. The farming
household population is 240 or about 44.77 % and 1,200
farming population or about 49.79 % of the total
population.
iii. Major Economy and Land Use (Brief description in 1
paragraph) (Responsible Component/Unit to review: IPLAN)
Most of the lands in the road influence area are
classified as agricultural lands with a total area of 1,068.5
hectares. Hence, the major economic activity is centered
and focused on agricultural production that includes
farming and livestock raising.
iv. On-farm data - Agricultural Area and Crops Planted,
livestock and fisheries (Brief description in 1 paragraph)
(Responsible Component/Unit to review: I-PLAN)
Farming plays a major source of income in the road
influence area. Out of the total agricultural land area of
1,068.5 hectares, 781 hectares have been planted with
coconut, the remaining areas are planted with various
crops like banana, corn, cassava and fruit trees. There are
no fishing and commercialized livestock and poultries in
the area, though there are residents engaged in backyard
raising of livestock and poultry.
v. Off-farm data processing and marketing industry of agrifishery products (Responsible Component/Unit to
review: I-PLAN)
Aside from farming, there are residents in the road
influence area who are employed either as skilled worker
or as hired labor while a few number of residents are into
small business.
vi. Poverty Incidence (Brief description in 1 paragraph)
(Responsible Component/Unit to review: I-PLAN,
GGU and Econ)

The poverty incidence of the municipality of Aloran is

55% for year 2012 based from the data provided by the
Provincial Social Welfare and Development Office.
III.

Subproject Objectives (Responsible Component/Unit to

review: Econ and M&E)
a. Subproject objectives relative to % increase in traffic and %
reduction in travel time (PRDP targets at least 50% reduction in
average travel time from farm to markets in subproject areas by
the end of program; and at least 60% increase in traffic count in
subproject areas by the end of program); Include in the objective
the need of the road to support the commodity in the VCA. May
also include specific objectives relative to quantified benefits in
economic analysis as well as others that were non-quantified.
Generally, the proposed road subproject aims to reduce
average travel time by 50% from production area to the market
and to increase traffic count by 60% after the completion of the
project.
The specific objectives of the project include:
1. Provide an all-weather road for the transport of raw
agricultural products around the road influence area,
e. i., the proposed road will be passable even during
rainy season.
2. Increase income of farmers through reduction in
transportation costs, e. i., farmers can save more
money because transport costs are reduced during in
and out handling.
3. Increase economic activity in the area, e. i., the
municipality aims to increase the agricultural lands
that will provide additional income thru job
opportunities for additional farmers thus boosting the
economy within the RIA.
Note: add list prepared by M&E

IV.

Project Feasibility Indicators (Responsible Component/Unit

to review: Econ)
a. Market Analysis/Demand-Supply Analysis (Responsible
Component/Unit to review: Econ)
i. Supply Side (Existing Roads, Bridges and Transport System
in the Road Influence Area-RIA by road type and
classification-Without Project Scenario) (Responsible
Component/Unit to review: GGU)

Road
Classificatio
n
Brgy/FMR
Municipal
Provincial

Road Type (in kms)

Gravel
Earth
Concrete
Passabl
e

12.7
kms

Not
Passabl
e

Passabl
e

Not
Passabl
e

Passabl
e

2.0
km

0.30
km

Not
Passabl
e

Total
Passabl
e

Not
Passabl
e

13.0
km

2.0
km

National
Total
Note: The road network planning will best illustrate the supply and
demand gap analysis
The proposed road subproject is an existing provincial road
of 15 km length which has a carriageway surface of 0.30 km
concrete, 12.7 km gravel and 2.0 km earth. The project starts at
a junction along the national highway where there is a bridge
that crosses the Pines River which is just a few meters away from
the said junction. The most commonly used transport system is
motorcycle called locally as habal-habal, though there are other
few transport system like trucks, vans and balik-balik available in
the area aside from animal transport like horse, cattle and
carabao.
ii. Describe the current road network condition in the project
influence area vis-a-vis accessibility of the road to market
centers/trading points (specify also major market for
products) (Responsible Component/Unit to review:
GGU & Econ)
The existing road has a 2.0 km portion with earth
surface which render this part of the road difficult to
traverse during rainy season. As this road is connected to
the national highway, farmers can opt to sell their farm
produce in the local market in Aloran, in Oroquieta City or
even to Ozamis City.

iii. Demand Side1 (Desired Roads, Bridges and Transport

System in the Road Influence Area-RIA by road type and
classification With Project Scenario) (Responsible
Component/Unit to review: GGU & Econ)
Road
Road Type (in kms)
Total
Classificatio
Gravel
Earth
Concrete
n
Passa Not
Passa Not
Passa Not
Passa Not
ble
Passa ble
Passa ble
Passa ble
Passa
ble
ble
ble
ble
Brgy/FMR
Municipal
Provincial
15.0
15.0
km
km
National
Total
iv. Describe the desired road network condition in the
project influence area vis-a-vis accessibility of the road
to market centers/trading points (specify also major
market for products)-desired upgrade in terms of road
type
and
classification
within
PRDP
lifespan)
(Responsible Component/Unit to review: Econ)
The desired road is a road with concrete pavement
with road structures like lined canal, cross drainage with
headwall and slope protection. Paving the road with
concrete will offer not only comfort to the road users but
also a reduction in travel time. This will also provide
easy access to the market centers/trading points not
only in the municipality of Aloran but also in Oroquieta
City and even in Ozamis City
v. Availability of public transport (land, water) (Responsible
Component/Unit to review: Econ)

1 Demand Side- from the supply side or current road network by type and
classification in terms of total kilometres, what now are the total kilometres
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.

The road upgrading will boost the transport system in

the road influence area. It is expected that the present
operators of Motorcycles (Habal-habal) will be encouraged
to buy new motorcycles and even new operators will invest
on this business. Also at present, a few number of other
forms of transportation like tricycles, trucks and vans is
available in the area and is anticipated to increase in
number once the project is completed.
vi. Demand-Supply Analysis - Describe the gap (degree of the
need) between the desired (With Project) and current
(Without Project) condition of the road network. (Include
discussion/comparison on how the road will be beneficial to
the dominant commodity, as presented in VCA, with the
project and without the project.) (Responsible
Component/Unit to review: Econ)
NO
.
1.

WITHOUT THE PROJECT

WITH THE PROJECT

The earth portion of the road is The road is passable

difficult to pass or unpassable by during rainy days.
any means of transportation during
rainy days/season.

even

2.
3.

vii. Describe the priority (proposed) road segment out of the

demand (what is the contribution of the proposed road
segment, especially to the commodity, over the demand in
terms
of
road
length
ratio)
(Responsible
Component/Unit to review: Econ)
Describe the Projected Traffic Volume over the priority
road segment: (Responsible Component/Unit to
review: IBUILD)
1. Normal Traffic Volume- increase due to increased
number and usage of motor vehicles (refer to traffic
count survey for the without project scenario and
project the traffic volume at the end of the
subproject design life for the with project
scenario)

2. Generated traffic Volume- increase due to motor

vehicle trips that would not have been realized if new
facility had not been constructed.
3. Diverted/Attracted traffic volume- increase over
existing traffic due to improvement.
4. Development/Induced traffic volume- - increase due
to change in land use due to construction of the new
facility.
* Combined effect of the four types of traffic is about
2% to 6% for urban and below 2% in rural areas.

b. Technical Analysis (Responsible Component/Unit to

review: I-BUILD)
i. Horizontal road alignment analysis (describe the road type
and classification of the connecting access road (terminal
points) if it is more superior than the proposed road;
describe the existing road width compared to the design
road width based on traffic density <200ADT>, Are curve
widening and side cut needed? Are there permanent road
obstructions?
The proposed road subproject is an existing
provincial road which starts at the national highway. It is a
gravel road with some portions wherein the road width is
narrow and has a short portion with a concrete pavement.
Hence, some portions will require widening and side cut is
needed in hilly areas which will also require installation of
concrete slope protection. The proposed road width is eight
(8) meters with a carriageway width of five (5) meters and
a 1.5-meter shouldering on both sides of the road. There
will be minimal curve widening activities and there are no
permanent road obstructions.
ii. Vertical road alignment analysis (describe the terrain
whether flat, rolling and mountainous, is it within the
maximum gradient of 18%, is there massive downgrading?)
There are portions with flat terrain though mostly the
terrain is from rolling to mountainous and the gradient is 9
%, just within the maximum gradient of 18 %. There is no
massive downgrading for the minimum slide slope for fill.

iii. Drainage analysis/hydraulic analysis (describe the water

catchment area and rainfall data, flood discharge
measurements, describe the minor and major river road
crossings, side drainage, location and condition of existing
drainage structures)
The road is near Pines River that serves as water
catchment area which flows and empties towards Iligan
Bay as its catchment basin. Rainfall is more or less evenly
distributed throughout the year. The rainiest month is in
the month of February registering 528.10 mm rainfall while
the driest month is in the month of May registering 59.0
mm. There are eight (8) lines of existing cross drainage.
The proposed subproject includes the installation of seven
(7) lines of cross drainage with head wall, catch basin and
stone masonry on both inlet and outlet.
iv. Geotechnical soil and foundation analysis indicate soil
classification based on AASHTO Soil Classification
The road influence area is covered with mountain
soil, a type of soil whose composition varies greatly within
a short distance and change in altitude and varying
elevations. The existing road has a gravel pavement with
more or less 0.20 m thickness and four (4) meters
carriageway.
v. Structural analysis of pavement thickness, bridge
structures and other major structures.
The proposed work items include laying of gravel
(item 201) for the sub-base course of 0.20 m thickness
before spreading surface course material item 311(1)-PCCP
of 0.20 m thick for the 5-m carriageway and then laying
with aggregates as surface course for the 1.5-m shoulder
on both sides of the road.
vi. Proposed Sources and Location of Quarries, Borrow Pits
and Construction Materials
a. Relative distance of quarry and construction
materials to project site/Dumping site for
surplus excavation (Attach Certificate signed
by Brgy. Captain and Lot Owner)
Aggregate
sub-base
course
and
aggregate base course for surfacing shall be

taken from Aloran River with an average

hauling distance of 10 kms from the project
site.
Washed
sand,
gravel
and
other
construction materials can be purchased in
Oroquieta City. Dumping site for the surplus
excavated materials will be identified by the
Contractor with the consent of the Barangay
Captain.
b. Handling of materials
Construction materials shall be delivered
to the project construction site by heavy
equipment. These materials will be placed in
secured area that will not obstruct traffic flow
while other materials susceptible to wet
conditions like rebars and cement will be stored
in a temporary shelter free from moisture and
rain intrusion.
c. Dependability and availability of required
quantities
Filling materials for Embankment will be
taken from the vicinity of the project.
Aggregate sub-base course and aggregate
base course will be extracted from Aloran River
verified to contain huge volume or quantity of
the needed road base and surfacing materials
for the proposed project.
vii. Items of work and cost (POW Summary) is it within the
cost parameter?
ESTIMATED COST OF PROPOSED WORK
ITEM
No.

% WT.

QUANTIT
Y

Clearing & Grubbing

1.56%

10.00

102(2)a

Roadway Excavation (Surplus

Common)

3.42%

22,053.49

CU.M.

103(1)a

Structure Excavation (Common Soil)

1.74%

12,243.69

CU.M.

104(1)b

Embankment from Roadway Excavation

0.11%

748.92

CU.M.

100

SCOPE OF WORKS

UNIT
ha.

UNIT
PRICE
185,407.2
8
184.4
2
169.3
7
170.4
7

TOTAL
1,854,072.7
8
4,067,188.4
4
2,073,663.9
0
127,671.3
9

105(1)

Subgrade Preparation (Common

Excavation)

19.4

1,605,525.8
1

CU.M.

1,127.8
4

25,332,243.9
3

49,396.08

Sq.m.

1,318.1
3

65,110,475.6
9

0.29%

63.00

LN.M.

Inlet and Outlet

0.23%

7.00

each

Stone Masonry

14.53%

4,531.00

cu.m.

5,460.8
1
39,043.1
3
3,813.0
0
18,069.3
8

344,031.2
4
273,301.9
3
17,276,705.8
3
379,456.8
8

6,992.0
0

146,832.0
0

292,311.6
0

292,311.6
0

1.35%

82,738.04

sq.m.

Aggregate Base Course

21.31%

22,460.84

311(1)a

PCC Pavement (Plain) - Conventional

Method, 200 mm. thk.

54.77%

500(1)c

Pipe Culverts, 910mm dia. (36" )

502(2)
506

201

SPL-1

Construction Safety & Health

0.32%

21.00

mos.

SPL-2

Construction of Traffic Signages &

Traffic Management

0.12%

21.00

mos.

SPL-3

Mobilization/Demobilization

0.25%

1.00

L.s

TOTAL ESTIMATED PROJECT COST

100%

118,883,481.42

viii. Implementation schedule of the sub-project (project

duration, estimated start and end of construction)
c. Operational Analysis (Responsible Component/Unit to
review: Econ and M&E)i. PPMIU organizational Structure to manage the project and
their roles and responsibilities.
The PPMIU Organizational Structure can be found in the
Provincial Executive Order No. 039-2013 and presented
below:

PPMIU HEAD

SUPPORT UNITS
I-PLAN UNIT

I-BUILD UNIT

I-REAP UNIT

PROCUREMENT
SES
FINANCE
MONITORING &
EVAL
INFOACE

As stated in Section 3 of the E.O., the functions of the PPMIU

Head includes the following:
1. Assists in the Social Assessment of the Municipality;
2. Manages the over-all Program implementation at the provincial
level;
3. Provides assistance to the Program implementers at the municipal
level;
4. Provides implementation support to MPMIUS, BLGUs and POs;
5. Provides capacity building support to MLGUs and BLGUs;
6. Serves as the Program facilitator and coordinator at the provincial
level;
7. Conducts assessment of implementation, meetings and workshops
with MPMIUs and POs; and
8. Prepares and submits Program reports to RCPO.
1.
2.
3.
4.
5.

6.

7.
8.

The I-Plan Unit has the following functions:

In coordination with the RPCO, provides overall management of IPLAN activities in the province;
Assess the sub-projects proposals coming from the PLGU/MLGUs
with respect to the PCIP using the value-chain approach;
Assesses capability building requirements of participating
municipalities as basis for capability program and prepares a
Provincial Commodity Investment Plan (PCIP);
In collaboration with RPCO, facilitates capability assistance to
stakeholders in the province in improving extension service delivery
systems and local governance systems and mechanisms;
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;
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;
Ensures that local development plans are prepared through
participatory approach and in harmony with the regional and
national plans;
Prepares and submits reports to the PPMIU Head.

1.
2.
3.
4.
5.
6.
1.
2.
3.
4.
5.
6.
7.
8.

The I-BUILD Unit has the following functions:

Assists the MLGUs in the prioritization, feasibility study and detailed
engineering preparation, procurement, contract administration and
construction supervision of infrastructure subprojects;
In tandem with the RPCO, evaluates and validates infrastructure
subproject proposals of the MLGUs;
Prepares FSDE of irrigation subprojects and coordinates with the
RPCO-I-BUILD Unit regarding infrastructure elated concerns;
Reviews detailed engineering designs, program of works, feasibility
studies and bid documents submitted by the MLGUs;
Facilitates/assists the Bids and Awards Committee (BAC) in the
infrastructure subproject procurement processes;
Prepares and submits reports for RI Component to the PPMIU Head.
The I-REAP Unit has the following functions:
Provides/facilitates technical assistance to the MLGU/MPMIU I-REAP
Unit in the management and implementation of the I-REAP
subprojects;
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;
Coordinates with the PLGUY/MLGU FINANCE Unit for the timely
deposit of the annual required counterpart funds and release of
funds for the implementation of approved subprojects;
Assists AFMP integration into the Local Development Plans;
Assists the Regional Program Advisory Board (RPAB) in prioritizing
and evaluating subprojects;
Collaborates with the Provincial and Municipal planning tam the
establishment of priority production zones using the PCIP and value
chain approach for the development of agri-business.
Establishes collaboration mechanisms with other support
institutions that ill technically assist in the smooth implementation
of the program; and
Prepares and submits reports to the PPMIU Head.

The Monitoring and Evaluation (M&E) Sub-unit has the following

functions:
1. Coordinates all M & E 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 attend 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;
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;
7. Conducts all PRDP M & E training for the MPMIUs under its
jurisdiction;
8. Provides technical advisory services to MPMIUs on areas pertaining
to the Projects M & 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.
1.
2.
3.
4.

1.
2.
3.
4.
5.
6.

The Procurement Sub-unit has the following functions:

Prepares and submit the Procurement Plan containing the
subprojects to be implemented by the PLGUs and MLGUs covered;
Reviews the procurement of goods and works of the PRDP being
implemented by the PLGUs and MLGUs;
Conducts and initiate the procurement of works and goods of
subprojects covered under the PRDP;
Submits reports to the PPMIU Head on matters relating to the
procurement.
The Finance Sub-unit has the following functions:
Reviews Work and Financial Plans of participating MLGUs for RI,
CFAD and NRM Components;
Manages the Funds for the Program subprojects at the provincial
level;
Maintains and submits liquidation reports or Statements of
Expenditures (SOE) on Community subprojects;
Participates in resource management planning and implements
strategies in increasing collection of local revenues;
Participates in enhancing local governance systems and
mechanisms in areas of financial management, procurement and
audit; and
Renders/submits Annual Performance Report and other related
documents on the actual MLGU local revenue collection/MLGU
governance reforms.

The Social and Environmental Safeguard

carry out the environmental guidelines,
management plan, the resettlement policy
indigenous people development framework,

(SES) Sub-Unit shall

the environmental
framework and the
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 compliance of the
same whenever the Program required;
The Information, Education, Advocacy and Communication Subunit has the
following functions:
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 IEC 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.

ii. Plan for management during construction, key roles and

responsibilities of assigned full time construction site
personnel.
A Construction Supervision Team (CST) will be
created through an Executive Order. The CST will closely
supervise the construction activities and will be composed
of the following personnel:
1. Project Manager manages the over-all sub-project
implementation,
conducts
assessments
of

2.
3.
4.

5.
6.

implementation and holds regular meeting with the

Contractor, submits report to PRDP Regional Office
and the PPMIU Head.
Assistant Project Manager assists the Project
Manager in the Sub-project implementation.
Resident Engineer ensures the schedule of site
activities are followed and submits monthly
accomplishment reports to the Project Manager.
Site Engineer will be assigned at the project site
within the whole duration of the construction;
ensures the specifications, plans and drawings are
followed.
Materials Engineer ensures that the materials used
conforms to the specifications; prepares the Material
Testing and Quality Control Program (MTQCP).
Documentation Engineer keeps records of
accomplishments and communication letters; does
the geo-tagging of the sub-project; assists in the
submission of billing requirements; and ensures that
the Project Manager is updated with the construction.

iii. Sustainability Plan

a.
Organizational Development Plan for the
Operation and Maintenance Group (show the
schedule of operation and maintenance in
table form)
Operation and Maintenance (O&M) will
play a great role in extending the service life of
the sub-project. Hence, an Operation and
Maintenance
Group
(OMG)
among
the
concerned Barangays will be created. The OMG
will lead and be responsible on the operation
and maintenance activities.
b.

Operation and Maintenance Plan and Budget

(show the operation and maintenance
financing mix) (Responsible
Component/Unit to review: Econ and
M&E)
The OMG, with the aid from the PLGU and
PRDP will formulate the Operation and
Maintenance Plan to ensure the sustainability
of the road subproject. The budget allocation
will be determined with an assumed cost of

operation and maintenance of PhP 40,000 per

kilometer for improved roads done twice a
year. The concerned Barangays will also
undergo a Barangay Road Operation and
Maintenance (BROM) training to be conducted
by the PLGU together with the PRDP Region
Team.

d. Social Analysis (Responsible Component/Unit to review:

SES)
i. Project Beneficiaries
There will be two types of beneficiaries: direct and
indirect. The direct beneficiaries are those that will benefit
from job openings during the construction stage. The PLGU
shall ensure that the Contractor will prioritize the hiring of
able-bodied skilled and unskilled laborers who are bonafide
residents from the Barangays where the project is located
with no current employment. The indirect beneficiaries are
those road users within the road influence area and those
neighboring barangays whose only access is this road
project. Once the project is completed, the road users will
enjoy the ease and comfort while travelling in an allweather road with a reduction in travel time and transport
cost.
ii. Indigenous Cultural Community/Indigenous Peoples (ICC/IP)
The first settlers of the municipality were Indigenous
People of the Subanen tribe. The IP population within the
road influence area is 543 consisting of 265 male and 278
female. The proposed road subproject is not located inside
an ancestral domain and no IPs will be affected in the road
widening.
iii. Site and Right-of-Way acquisition
Site and Right-of-way acquisition is minimal since the
proposed road subproject is an upgrading of an existing
provincial road. Proper and orderly procedure had been

followed in acquiring the parcels of private land affected in

the road widening most of which are residential and
agricultural lands.
iv. Damage to standing crops, houses and/or properties
With the road widening, a number of coconut trees and
other fruit-bearing trees will have to be removed/cut.
Negotiation with the land owners have been done and was
afforded with a positive response with the assurance that
their cut trees will be turned over to them.
v. Physical displacement of persons
The road widening will not involve demolition of
residential buildings, hence, there will be no residents that
will be displaced and no resettlement is needed.
vi. Economic displacement of persons
The economic loss of every land owner affected by
the road widening is the income that would have been
realized if the coconut trees and other fruit-bearing trees
were not removed/cut. Added to this is the value of the
land within the road right-of-way
vii. Grievance redress mechanism
Grievance
Redress
Mechanism
provides
a
predictable, transparent and credible process to all parties
resulting in outcomes that are seen as fair effective and
lasting.
At the PLGU level, feedback/complaint form will be
accomplished by the beneficiaries, Affected Persons (AP),
Affected Households (AH), or groups of HHs and will be
submitted to the Grievance Point Person (GPP) of the PLGU.
Feedbacks/Complaints will be recorded in the
registry. In case of complaints, the GPP will assess the
validity of the grievance. Within ten (10) days from receipt
of the complaint, the GPP will convene meetings with
concerned agencies/contractors to discuss mitigation
measures and indorse recommended mitigation measures
to the PLGU-LCE.
If the PLGU-LCE finds the mitigation measures
acceptable, the same will be offered to the aggrieved party
to seek consent to implement such mitigation measures.
With the concurrence of the AP, the PLGU will then

implement the agreed mitigation measures and the

complainant will be made to sign a written resolution with
respect to the complaint.
The AP can file an appeal to the PLGU Council
(Sanguniang Panlalawigan) if the complaint is not resolved
at the PLGU level. If the PLGU Council denies the appeal,
the appeal may be elevated to the RCPO GPP. If again
denied, the AP may further elevate the appeal to the PSO.
A final appeal may be filed to the NPCO whose decision is
final and executory.

e. Environmental Analysis (Responsible Component/Unit to

review: SES)
i. Natural habitat
A natural habitat is an ecological or environmental
area where a specific species lives. It is the place in nature
that particular species calls home. Forests and wetlands
are natural habitat for many animals. A forest is a type of
habitat that has a dense population of trees. A wetland is
an area where water is present for at least part of the year.
The water can be in the form of ponds, streams, rivers, or
lakes. The proposed road subproject will not affect any
natural habitat since this is an existing road.
ii. Physical Cultural Resources
A working definition of cultural resources is physical
features, both natural and manmade, associated with
human activity. These would include sites, structures and
objects possessing significance, either individually or as
groupings, in history, architecture, archeology or human
(cultural) development. There are no Physical Cultural
Resources that will be affected by the project. However, if
archeological finds will be uncovered during excavation,
such work shall be suspended and the National Museum
will be contacted.
iii. Terrain, Soil Types and Rainfall
The terrain of the proposed road subproject is gently
sloping and rolling although there are portions with flat

terrain. The minimum elevation is xx meters, a maximum

of xx meters and an average elevation of xx meters.
The soil type in the area is mountain soil. The soil
texture belongs to a clayey family, with a well-drained soil
characteristics and hence subject to moderate erosion
hazard.
The municipality of Aloran is classified as under the
type II climatic condition and is characterized by rainfall
more or less evenly distributed throughout the year. The
rainiest month is in the month of February registering
528.10 mm rainfall while the driest month is May
registering 59.0 mm.
iv. Hazard/risk assessment
Risk due to horizontal and vertical alignment/sections
is soil erosion brought by the excavation activities during
and after construction of the subproject. Temporary
sedimentation of natural drainage ways will result to
concentrated outflows from drains. These sediments may
block the RCPC and contribute to the narrowing of the lined
ditches causing it to overflow.
This risk can be addressed with the following
mitigating measures: (1) Careful planning of cut and fill; (2)
Placement of adequate drain outlets and turn outs; (3)
Lining of receiving surface of outflow drains with stones
and/or concrete; (4) Reuse of cut soil for backfilling and
other land leveling activities; and (5) Seeding and planting
of erodible surfaces.
Hazards/risks during construction may be eliminated
by strictly adhering the Occupational Health and Safety
Program. A Safety Engineer must be present at all times in
the vicinity of the project to closely monitor the safety of
the workers.
v. Integrated pest management/DA KASAKALIKASAN
There is a practice in pest control in the RIAs
agricultural land. Trainings are given through the MAO of
Aloran to the farmers on pest control for the different
commodities. This is an all-year round activity from
planting to harvesting of the products.

vi. Status of environmental clearances

The PLGU has applied and is awaiting the issuance of

the ECC for the proposed road subproject from the
Department of Environment and Natural ResourcesRegional Office X (DENR-ROX).
f. Social and Environmental Impacts
The major potential impacts of the project with respect to the
environment are as follows:
1. Batching Plant the Contractor must secure the area
request approval of the Provincial Engineer for its
construction
2. Environmental Status of Quarry Sources aggregates
must be extracted from the identified quarry sites
listed in the registry of DENR and DPWH in Aloran
and Oroquieta City.
3. Disruption of Traffic Flow provide warning signs and
traffic personnel when necessary and undertake
regular maintenance measures on the unpassable
portions of the road.
4. Potential Contamination with Human Waste
adequate toilet facility will be constructed.
5. Potential Contamination of Surface and Groundwater
with oil/grease establish proper handling of waste
oil and grease
6. Inadequate Drainage resulting in flooding and
ponding identify flood prone areas where cross
drains will be installed.
7. Potential increase use of pesticides DA to continue
to support IPM program.
The Social impact of the project is on the Local
Employment the Contractor must give hiring priority to
qualified local residents including women.
g. Financial Analysis (Responsible Component/Unit to
review: Econ)
i. Total Project Cost by Financing Source and Cost Sharing
(WB LP, LGU, Beneficiaries)
The
total
project
cost
amounted
to
PhP
118,883,481.42 of which 80% or PhP 95,106,785.14 will be
from the World Bank loan proceeds, 10% or PhP

11,888,348.14 from GoP and the remaining 10% will be the

LGUs equity.
ii. Total Project Cost Breakdown
The total direct cost which includes materials,
equipment and labor is estimated at PhP 78,763,383.13
while the indirect cost amounted to PhP 16,343,402.00
which includes OCM, Contractors profit and Taxes. Below is
the breakdown:
a. Direct Cost -------------------------------------PhP
78,763,383.13
Labor -----------------PhP 2,775,565.00
Equipments --------17,944,437.33
Materials -----------58,043,380.80
b. Indirect Cost ----------------------------------PhP
16,343,402.00
OCM -------------------PhP 5,513,436.82
ContractorProfit --6,301,070.65
Taxes -----------------4,528,894.53
iii. Status of LGU equity availability and LFC certification
attach appropriation ordinance stating the 10% equity for
the SP and Cost for O & M for 10 years.
The Provincial Local Government Unit of Misamis
Occidental has available funds for its counterpart for this
subproject. A Resolution is requested from the Sanguniang
Panlalawigan for the said counterpart. A copy of the SP
Resolution will be sent to the PRCO once approved by the
Governor. Morever, a certification from the Office of the
Provincial Treasurer is attached as proof of the availability
of funds.
h. Economic Analysis and Evaluation (Responsible
Component/Unit to review: Econ)
i. Economic Benefits (Responsible Component/Unit to
review: Econ)
- Enumerate the project benefits valuated for
the analysis. Explain briefly each benefit and
how it is calculated

The following are the project benefits valuated for

the analysis:
Vehicle Operating Cost Savings was computed from
the projected annual daily traffic data ( xx for motorcycles)
multiplied to the vehicle operating cost difference ( xx;
changes in VOC with and without project scenarios) and
the actual road length (10 kms). In the first year, the sum
of all VOC savings is xxxxxxx.
Benefits in hauling input is the difference between
the current hauling cost (PhP 50.00) and the estimated
hauling cost ( PhP 30.00) multiplied by the number of hauls
in every fertilizers and seedlings (xxxx; coconut). During
the first year, there is an expected total savings of PhP
xxxx.
With regards to savings in Hauling Farm Output, we
used the difference between the cost of manual hauling
(PhP xxxx) and the projected transport fare (PhP xxx) 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 set aside for consumption and
production. During the first year, xxxxxxx, is the expected
total savings.
The savings in travel time was derived by using the
assumption that commuters will be able to acquire benefits
from the changes in their travel time which will result to
the increase of productive time per capita. A total amount
of xxxxx is the expected savings in travel time for
commuters.
Also, with the introduction of the newly cultivated
area, an expected xxxxx in the second year.
And finally, the reduction in post-harvest losses is
computed by multiplying the estimated percentage in postharvest losses from the volume of production marketed per
crop. A total amount of PhP xxxxx is the expected
reduction in post-harvest losses.

a. Production Level within the direct road influence

area (Responsible Component/Unit to review:
Econ)

Table 1. Agricultural, Livestock, Fishery and Forest Production Areas to be

served by the
(Concreting of Zamora-Culpan-Balintonga-Sinampongan FMR),
2016
Baranga Crop/li Area
Averag No. of Minera
Seed
Annua % of
y
vestoc
(in
e
turnl
Requir
l
produ
k/
ha)
Yield/ha over/cr Fertiliz ement/ produ
ction
Fish/F
opping
er
ha/yr
ction
Sold
orest
season Requir
in
s/yr
ement/
Marke
ha/yr
t
1.
Balintonga

Coconut
Orchard
Banana
Cassava
Vegetabl
es

226.15
11.41
2.50
17.0
1.15

6.60
sacks
769 boxes
865 boxes
20 tons

6
1
2
1

4 sacks
16 bags
5 bags
6 sacks

2. Culpan

Coconut
Corn
Fruit
Trees
Banana
Vegetabl
es

323.29
3.75
7.75
3.0
3.0

6.60
sacks
3.5t/70
sacks
769 boxes
865 boxes

6
2
1
2

4 sacks
4 sacks
16 bags
5 bags

Rice
Coconut
Corn
Fruit
Trees
Banana

13.81
159.10
2.83
10.0
0.50

90 sacks
6.6 sacks
70 sacks
769 boxes
865 boxes

2
6
2
1
2

6 bags
4 sacks
4 sacks
16 bags
5 bags

Rice
Coconut
Corn
Fruit

21.92
327.29
137.54
4.3

90 sacks
6.60
sacks
3.5t/70

2
6
2
1

6 bags
4 sacks
4 sacks
16 bags

3. Zamora

4.
Sinamponga
n

1 bag
(18kls)

1 bag
1 bag
(18kls)

1 bag
1
bag(18kl

40 sacks
769
boxes
1,730
boxes
400
sacks

99%
90%
70%
80%

40 sacks
140
sacks
769
boxes
1,730
boxes

99%
90%
90%
70%

180
sacks
40 sacks
140
sacks
769
boxes
1,730
boxes
180
sacks
40 sacks
140

70%
99%
90%
90%
70%

70%
99%
90%
90%

Trees
Banana

1.50

sacks
769 boxes
865 boxes

5 bags

s)

sacks
769
boxes
1,730
boxes

70%

Source: MPDO ALORAN

Most of the agricultural lands directly within the RIA is planted

with coconut trees covering a total area of 781 hectares. Farmers are
intercropping other commodities that are easy to grow under the
shades of coconut trees such as fruit trees, banana, corn and
vegetables to augment their income and as source of food.
The road will benefit farmers during the hauling of farm inputs
such as seedlings and fertilizers and in the hauling of farm produce
since there will be reduction in hauling cost from the production area to
the market. While there is high potential and high soil suitability for
rubber in the area for expansion, this commodity can be intercropped
under the coconut trees.
Provide a short write-up/narrative/explanation
for table.
Include in the discussion if there are shifting
cultivation or intercropping
- Make reference to a relevant Model/Detailed
Table # of EFA Template
- Provide discussion on how the road will be
beneficial especially to the dominant crop and
other crops as a whole.
- Also include how much is the opportunity cost
or farmers benefit from the dominant
commodity without the project and with
the project.
b. Population within the direct road influence area
(Responsible Component/Unit to review: Econ)
-

Table 2. Population within the Road Influence Area (RIA), 2016

Barangay

Population
Number

Number
of HH

Ave. Annual
Population
Growth Rate
(in %)

Economical
ly Active
Population
(in %)

791
558
498
563

181
144
97
106

(0.376)
3.04
4.14
0.54

64.60
56.27
65.06
56.48

w/in direct
RIA
1. Zamora
2. Culpan
3. Balintonga
4.Sinampongan

Source; MPDO, ALORAN

The total population within the RIA is 2,410. Barangay

Zamora recorded the highest population of 791 while Barangay
Balintonga has the lowest population of 498 though it has the
highest growth rate of 4.14 %. The economically active
population is almost similar between barangay Culpan and
Sinampongan while there is a slight difference between barangay
Zamora and Balintonga.
c. Existing vehicular traffic based on Traffic Survey
Results2 and indicating representative vehicles,
passenger occupancy/average load by vehicle type,
average daily trips, and traveled distance
(Responsible Component/Unit to review: Econ)
Table 3. Annual Average Daily Traffic in Barangay Zamora,
Culpan, Balintonga and Sinampongan, 2016
Barang
ay

Existin
g Mode
of
Transpo
rt in
the
Area

No. of
vehicle
Units

1. Zamora

Motorcycl
e
(habalhabal)
Truck
Vans
Motorcycl
e (Habalhabal)
Tricycle
Truck
Balik-balik

19

301

4
8

144
192

31

301

7
2
4

240
144
192

Motorcycl
e (Habalhabal)
Balik-balik
Truck

21
1
1

2.Culpan

3.Balinton
ga

Averag
Ave.
e
loading
Operati capacit
ng
y
Days
(in
per
kilogra
year
ms)

Averag
e No. of
daily
trips

Observed
Transport
Fares for
Passenge
r/Cargo

Averag
e
Travele
d
Distanc
e3

100 kgs

14

1.7 kms

10,000
kgs
2,953 kgs
100 kgs

3
4

5
3
4

301

250 kgs
10,000
kgs
500 kgs
100 kgs

192
144

500 kgs
10,000

4
3

1.7 kms
1.7 kms
25

3 kms.
3 kms
3 kms
3 kms

30

5 kms
5 kms.
5 kms

2 If traffic survey is done along the proposed road site or adjacent existing
road. This may be done through classified manual count and roadside origindestination
3 The proposed road length divided by two.

4.
Sinampo
ngan

Motorcycl
e (Habalhabal)
Service
Vehicle

17

301

kgs
100kgs

144

2,953 kgs

65

12 kms
12 kms

Source: MPDO ALORAN

Motorcycle has the highest number of units operating in

each of the barangays within the RIA. This vehicle provides the
demand of transporting commuters, crops and other farm
products.

d. Transport Prices by Animal/Human Haulers

(Responsible Component/Unit to review: Econ)
Table 4. Transport Prices by Animal/Human Haulers in Barangay
Zamora, Culpan, Balintonga and Sinampongan, 2016

Barangay

Type of
Animal/Human

1. Zamora
Carabao/cattle
2. Culpan

3. Balintonga

4.
Sinampongan

Carabao/Horse/Cattl
e
Carabao/Horse/Cattl
e
Carabao/Cattle/Hors
e

Origin to
Destinatio
n
Boundary
Zamora to
Natl.
Highway
Boundary
Culpan to
Natl.
Highway
Boundary
Balintonga to
Natl.
Highway
Boundary
Sinampongan
to Natl.
Highway

Source: MPDO ALORAN

Transpor
t
Distanc
e
1. 7 kms.

3 kms

Transpo
rt Price

55.00

160.00

5 kms.

270.00

12 kms.

660.00

Ave.loadi
ng
capacity
2 sacks @
40-50
kls./sack
2 sacks @
40-50
kls./sack
2 sacks @
40-50
kls./sack
2 sacks @
40-50
kls./sack

Transport prices by animal like carabao, horse or cattle

vary with distance. Barangay Zamora being the nearest
barangay to the national high-way has the lowest cost at PhP 16
per km per sack while at the farthest barangay Sinampongan,
the transport cost is PhP 27.50 per km per sack. With animal
transport, travel time is longer compared to vehicles, hence, the
road improvement will most likely diminish the use of animal
transport.
- Provide a short write-up/narrative/explanation for table.
- Make reference to a relevant Model/Detailed Table # of EFA
Template
- Provide discussion on how the road will be beneficial especially
to the dominant crop and other crops as a whole.
e. Commuter Time Savings (Responsible
Component/Unit to review: Econ)
Table 5. Average Travel Time of Commuters in Barangay Zamora, Culpan,
Balintonga and Sinampongan, 2016
Travel
time
WOP
(one
way, in
minutes)

Travel
time WP
(one way,
in
minutes)

No. of
trips per
person
per day

No. of
workin
g days

% Share
of Saved
Time for
Work

Average
Daily
Wage
Rate

1. Zamora

10 min.

5 min.

261

50

250.00

2. Culpan
3.Balintonga
4.Sinampong
an

15 min.
35 min.

7 min
20 min.

1
1

261
261

46
57

250.00
250.00

1 hr.

30 min.

261

50

250.00

Barangay

Source: MPDO ALORAN

Without the project, travel time from barangay Zamora which is

1.7 km away from the national high-way is 10 minutes while it will take
one hour to travel from barangay Sinampongan being 12 km away
from the national high-way. With the project, it is projected that travel
time will be reduced by one half.
-

Provide a short write-up/narrative/explanation

for table.
Make reference to a relevant Model/Detailed
Table # of EFA Template

f. Benefits of Newly Cultivated Agricultural Land4

(Responsible Component/Unit to review: Econ)
Table 6. Newly Cultivated Agricultural Area in Barangay Zamora,
Culpan, Balintonga and Sinampongan, 2016
Barangay

Crop

Potentia
l Land
for
Cultivati
on (Ha)

Farm
Gate
Price
(Php/sac
k)

Land
Developme
nt cost per
Ha
(Php/Ha)

Productio
n cost per
Ha
(Php/Ha)

Marketing
cost per
sack
(Php/sack)

1. Zamora

Banan
a
Cassa
va
Banan
a
Cassa
va
Cassa
va
Banan
a
Banan
a
Cassa
va

10 has.
10 has.

750.00
150.00

10,000.00
15,000.00

47,300.00
24,350.00

1,000/sack
250/sack

10 has.
10 has.

750.00
150.00

10,000.00
15,000.00

47,300.00
24,350.00

1,000/sack
250/sack

10 has.
15 has.

150.00
750.00

15,000.00
10,000.00

24,350.00
47,350.00

250.00/sack
1,000.00/sack

10 has.
20 has.

750.00
150.00

10,000.00
15,000.00

47,350.00
24,350.00

1,000.00/sack
250.00/sack

2.Culpan

3.Balintonga

4.Sinampong
an

Source: MPDO ALORAN

The four barangays directly within the RIA have potential land for the
cultivation of Banana and Cassava. In view of this, the MAO of the
municipality of Aloran had encouraged the Barangay Captains of the four
barangays to increase their plantation for banana and cassava which was
afforded with a positive response by the four Barangay Captains.
-

Provide a short write-up/narrative/explanation

for table.
Make reference to a relevant Model/Detailed
Table # of EFA Template

g. Transport Losses in Agricultural Production

(Responsible Component/Unit to review: Econ)
Table 7. Reduction in Transport Losses Per Crop in Barangay
Zamora, Culpan, Balintonga and Sinampongan, 2016

4 This benefit is optional and it should be based on a well-justified rationale.

Barangay

Crop/
Fish/Forest

Market
Price
(Php/klg)

Estimated
Reduction in
transport Losses
(in %)

1. Zamora

Mango
Coconut
Banana

30.00
34.00
15.00

3%
1%
5%

2. Culpan

Vegetables
Coconut
Corn
Banana

25.00
34.00
14.00
15.00

3.Balintonga

Vegetables
Coconut
Banana
Coconut
Corn
Banana
Vegetables

25.00
34.00
15.00
34.00
14.00
15.00
25.00

4.Sinampongan

3%
1%
1%
5%
3%
1%
5%
1%
1%
5%
3%

Source: MPDO ALORAN

As indicated in Table 7, the estimated reduction in transport

losses for Coconut and corn is 1%, for Vegetables and Mango is 3%,
and for Banana is 5%.
-

Provide a short write-up/narrative/explanation

for table.
Make reference to a relevant Model/Detailed
Table # of EFA Template

ii. Economic Costs (Responsible Component/Unit to

review: Econ)
1. Capital Cost and O & M Cost Breakdown
The capital cost (economic) of the project is PhP
118,883,481.42 which consists of materials,
equipment and labor costs. The estimated
maintenance budget for the 10.0-kilometer road is
computed at Php 211,958.00 annually which will
cover cleaning and repair of culverts, side ditches,
vegetation control and climatic loss of travel. And
also periodic maintenance to be undertaken every
six years is estimated at PhP 339,133.00

Table 8. O & M Cost Breakdown

Year

Total Investment
Cost

PhP 118,883,481.42

2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20

Operating and
Maintenance
Cost
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP
PhP

211,958.00
211,958.00
211,958.00
211,958.00
339,133.00
211,958.00
211,958.00
211,958.00
211,958.00
211,958.00
339,133.00
211,958.00
211,958.00
211,958.00
211,958.00
211,958.00
339,133.00
211,958.00
211,958.00

Total Costs
PhP
118,883,481.42
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 339,133.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 339,133.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 211,958.00
PhP 339,133.00
PhP 211,958.00
PhP 211,958.00

Show Capital Cost based on the POW

Show O & M Cost Breakdown (total amounts
should be identified according to the stipulated
thresholds)
Provide a short write-up/narrative/explanation
Show Tab2 of EFA template (year, total
investment cost, O&M cost, total cost (from yr
0 to 20 )

iii. Direct Jobs from Construction5 (Responsible

Component/Unit to review: IBUILD)
1. No. of Unskilled Laborers to be hired and
corresponding wage rate

5 Based on Detailed Estimates in the Program of Works

The project will require a total of 56 unskilled

laborers with a salary rate of PhP 250.00 per day.
2. No. of Skilled Laborers to be hired and corresponding
wage rate
A total of 89 skilled workers will be needed in the
project with the corresponding wage rate per day:
Construction Foreman ------- PhP 450.00
Batching Plant Operator -----PhP 400.00
Heavy Equipment Operator - PhP 350.00
Skilled Laborer ------------------- PhP 350.00
-

Provide a short write-up/narrative/explanation.

iv. Adjustment of Financial Values to Economic Terms

(Responsible Component/Unit to review: Econ)
Table.1 Computation of Economic Cost of Subproject
Financial Cost
(current prices)
72,554,226.00
22,430,546.67

Materials /a
Equipment /b
Labor:
Skilled

12%

1,916,089.58

Unskilled /c
Subtotal Labor
Total Base/Direct Cost
Overhead, Contingencies and Miscellaneous
(OCM) /d
Contractor's Profit /e
Total (Base/Direct Cost+OCM+CP)
Taxes /f
FS and DED Preparation+ Engineering
Supervision /g
Total Cost

Conversion factors

1,553,366.67

65,589,020.30
22,430,546.67
1,916,089.58

0.6

932,020.00
2,848,109.58
90,867,676.56

12%

7,911,500.54
7,876,338.31

3,469,456.25
98,454,228.92

8,860,880.60
7,876,338.31

Economic Cost

115,191,447.84

106,655,515.41

13,822,973.74

0.00

9,845,422.89
138,859,844.47

12%

8,790,556.15
115,446,071.56

Certain assumptions were made to adjust financial values

to economic terms, these include 80% of the materials is
purchased from market and a conversion factor of 0.6 for

unskilled labor. The financial cost is PhP 138,859,844.47 adjusted

to economic cost of PhP 115,446,071.56.
v. Results of the Economic Analysis (Responsible
Component/Unit to review: Econ)
- Present and discuss EIRR, ENPV and BCR
results.
- Make reference to a relevant Model/Detailed
Table # of EFA Template
The computed Economic Internal Rate of Return
(EIRR) of the proposed subproject is xxx% with an
Economic Net Present Value (ENPV) of PhP xxxxx, both
evaluated at 15% discount rate. The Benefit-Cost-Ratio is
xx. With these results, the project is economically feasible
and is viable for future implementation.
vi. Economic Sensitivity Results (Responsible
Component/Unit to review: Econ)
- Present and discuss results of sensitivity
analysis.
- Describe if project is robust.
- Show summary table on Sensitivity Analysis
tab
- Make reference to a relevant Model/Detailed
Table # of EFA Template
Sensitivity
Analysis (10year period)

Base
Scena
rio

Costs Increase
+10
%

+20
%

+50
%

Increase of
Benefits
+10
%

+20
%

Decrease of
Benefits
+30
%

10%

20%

30%

Delay of
Benefits
1
year

2
years

No
Benefits
deriving
from new
agri. land

EIRR
ENPV
(000PhP)
BCR

The sensitivity analysis provides robust results for the subproject with
different scenarios like cost increase, increase of benefits, decrease of
benefits and delay of benefits.
vii. List of the attached Models/Detailed Tables of EFA
Template (Responsible Component/Unit to review:
Econ)
The following list of detailed tables of Economic
Financial Analysis Templates hereby attached to ensure the
validity of the computations presented:

1. Table 1
Computation of Economic Cost of
Subproject
The financial cost of the sub project is
converted to economic cost based on several
assumptions found at the footnotes.
2. Table 2
Investment and Maintenance Costs
The table shows the computation of investment
with maintenance in a 20-year period.
3. Table 3a Annual Road Maintenance Unit Cost
This shows the annual road maintenance unit
cost for the PCCP.
4. Table 3b Annual Maintenance Cost
This shows the computation of annual
maintenance in 20-year period with capital
maintenance every sixth year.
5. Table 4 Benefits Vehicle Operating Cost Savings
The benefits derived from vehicle operating
cost mostly came from motorcycle with
xxxxxxx and the least type of transportation is
cars/vans with xxxxxxxx. The VOC difference is
derived from Gravel-Paved.
6. Table 5a Benefits Savings in Output Hauling
The commodity with the most savings is
coconut with xxxxx.
7. Table 5b Benefits Savings in Input Hauling
The commodity with the most savings is still
coconut with xxxxxx.
8. Table 6 Benefits Savings in travel time for
Commuters
The time savings for commuters is 30 minutes
with 60 minutes travel time before which
means a reduction of 50% in travel time.
9. Table 7 Benefits Newly Cultivated Agricultural Land
(optional)
The area is suitable for expansion of the
commodity
10.
Table 8 Benefits Reduction in Post-Harvest
Losses
The commodity with the highest post-harvest
savings is coconut with xxxxxx
11.
Table 9 Economic Analysis
The economic net present value at 15% is
xxxxxxxxx, economic internal rate of return of
xxxx and benefit-cost ratio of xxx.
12.
Table 10 Sensitivity Analysis

It shows the different scenarios that might

change the viability of the proposed
subproject.
V.

Conclusions and Recommendations (Responsible

Component/Unit to review: Econ)
i. Conclusions
ii. Recommendations